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Charlotte debates commuter trains vs. light rail
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Published: May 4, 2009
CHARLOTTE - For the first time since the half-cent transit tax was approved in 1998, competing interests of the city of Charlotte and the other municipalities of Mecklenburg County may collide.
The Charlotte Area Transit System recently announced that engineering work on a 25-mile commuter rail line to the Lake Norman area is essentially finished, and that construction could begin by the end of the year.
It also said that engineering work on the 11-mile Lynx light-rail extension to UNCC is progressing, and that the Lynx project is still eligible for a federal construction grant, even with a possible $1.12 billion price.
Three years ago, CATS planned to build both train lines simultaneously. But lower sales-tax revenues, because of the recession -- and the rising costs of building the trains -- mean it's likely only one will be built in the near future.
CATS chief executive Keith Parker has put off for at least a year a vote on which train line should move forward.
But that decision -- which will come from the Metropolitan Transit Commission -- may test the transit system's unique governing structure.
The Metropolitan Transit Commission is involved in local transit policy decisions. A nine-member board, it is comprised of a representative from each Mecklenburg municipality, and one representative each from N.C Department of Transportation and Mecklenburg County. The MTC votes on small decisions, such as allowing smoking on Lynx Blue Line platforms, and also big decisions, such as which train line to build next.
The commuter train, which will serve north Mecklenburg, has a bloc of support on the MTC; the mayors of Davidson, Cornelius and Huntersville -- where the train would stop -- represent three of the nine voting members.
The city of Charlotte has 75 percent of Mecklenburg's population, but only has 1 of 9 voting members on the MTC.
Though the city is weak on the MTC, it still has some sway over CATS. The Charlotte Area Transit System is a city department and the City Council approves its budget each year. Though council members don't micro-manage CATS, they could reject its budget if they don't approve of its plans.
Charlotte Vice Mayor Susan Burgess called it the city's "veto power."
Regional politics>/b>
Since the transit tax was approved by voters in 1998, there hasn't been a decision sticky enough to cause more than rumblings about a schism between Charlotte and the northern suburbs.
In 2006, when the current long-term construction plan was approved, CATS said it could build both the diesel commuter train and the Lynx light-rail extension at the same time. That helped defuse tension over which train line should be built next.
Also in 2006, CATS postponed a decision on whether to eventually build a busway or light-rail down Independence Boulevard to Matthews. CATS is supposed to make a recommendation on that line in 2011.
"The only other decision that's been really tough was what do you do with the Independence corridor, and that got put off, too," said former Huntersville mayor Kim Phillips.
Cornelius Mayor Jeff Tarte said he doesn't expect significant conflict. He said the merits of the commuter train -- such as lower construction costs -- are strong enough that Charlotte should go along.
"The train is going to Charlotte, Charlotte is a part of this," Tarte said. "If everyone is looking at the financial aspects, intuitively, they aren't even close."
Though the issue is a year away from being decided, Tarte has begun lobbying for the north corridor during MTC meetings.
Burgess said she supports both train lines. But because the light-rail extension may qualify for federal funding -- and is projected to have higher ridership -- she gives it the nod.
"We may have to make a decision (about which train line to build)," Burgess said. "So far, we've been able to find something we can all live with, on this issue, on this and others."
Charlotte City Council member Nancy Carter said she hopes the county can agree on the next train to move forward. Any council veto of CATS' budget, she said, would be "awkward and distasteful. I don't want to pit ourselves against each other."
Burgess said she's hoping there's a way to build both train lines early next decade.
Stimulus funds not assured
If the north corridor is approved for a federal stimulus grant, construction could begin quickly, leaving sales-tax money for the Lynx northeast extension. But the N.C. DOT is also applying for the same pot of stimulus money to replace the Interstate 85 bridge over the Yadkin River near Salisbury.
CATS also could get more money, most likely through a second sales tax.
The Charlotte City Council is scheduled to vote today on whether to ask the state legislature for the ability to place a referendum for new transit tax on the ballot.
There was talk last week about asking the General Assembly to allow Mecklenburg to add a second half-cent sales tax for transit, but Mecklenburg County Commissioners -- who would have to approve the measure -- appear to have cooled to the idea.
Without a new revenue source, the other possibility would be that the economy roars back, with people spending again, and the current half-cent sales tax revenues are enough to fill CATS' coffers.
New tax needed?
Today, CATS doesn't have much breathing room to build a new train line.
After paying its operating bills, as well as the debt on the Lynx Blue Line, CATS has about $16 million left annually to spend for capital projects.
The transit system expects to pay for 25 percent of the Lynx Blue Line extension, about $280 million. It plans to pay for 34 percent of the $375 million commuter train, which would be about $128 million.
It's likely that annual debt payments on the Lynx extension would be at least $14 million, and the annual payments on the commuter train would be roughly $8 million.
Parker has said he wants to postpone a vote until more engineering work is finished on the light-rail extension. Then, CATS can "compare apples to apples," he said.
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