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There’s an opinion item in the Charlotte Observer that I think is interesting when it comes to the current fight over urban transportation policy even though it gets some basic facts about Charlotte’s transit planning wrong. Usually I don’t like to promote things I know have factual errors (specifically giving the then Republican mayor way too much credit for picking corridors in the early 2000s), but in this instance I felt like it was important to just look at the general themes for the piece. In particular, the quote below probably speaks to a lot of people who do and don’t pay attention to the close details.

“The divide between Charlotte and Raleigh on transit comes down to priorities. Raleigh sees transit as a way to move people. Charlotte sees it as a tool for real estate development.”

I helped write the book on streetcars and associated development in 2009 and have seen what worked and what didn’t. And I will take a modicum of responsibility for the push into mixed traffic streetcars and their failures to inspire a transit revolution in the United States. While there have been some successful systems on different metrics, the general failure has also led to situations like in Charlotte where previous investments have not delivered on their promises and opened the city up to criticism.

The streetcar and real estate development movement came at a time when transit construction costs began escalating and people were trying to find different angles to sell transit investment. It also didn’t help that the language people understand most is investment and tax dollars generated over what drives transit ridership and success although that is changing.

We know the successful Blue Line light rail was spearheaded by architects and people that cared about urban revitalization. But what folks rarely mention, aside from the shiny capital project that was successful because of some natural advantages, is that they also increased transit ridership in the region 46% after asking for a sales tax hike that included a lot of bus service. 20% of the new plan will also go to bus service in the region although that doesn’t get in the headlines.

But I don’t actually think the Republican dominated legislature in Raleigh really sees transit as a way to move people as the quote suggests, but rather a way to shoehorn in roads spending to an electorate that wouldn’t likely vote for it. They want power over local decisions and voters that aren’t in their corner and want a blueprint for replicating their car oriented plans in other metro areas in North Carolina and maybe beyond.

The author even admits as much, “Charlotte gets its transit funding. Republicans get a blueprint they can apply to Raleigh and other urban areas, ensuring that conservative governance shapes North Carolina’s cities, not just Democratic wish lists. And perhaps most importantly: Republicans can prove they’re not just the party of “no” — they’re the party that makes things work.”

This is the fight right here. This is the fight that we need to have in every region. We, not just those that call themselves Democrats but those who care about sustainable cities and good urban places, can not let the party of cars use failed transit policy against us anymore. We have to pick the low hanging fruit, make the high ridership corridors successful, and provide frequent reliable service to as many places as possible. We have to not just cut costs but create real value and deliver results.

The lesson for me from (de)congestion pricing in New York City at this moment is that it’s showing results right now that are clear and visible. People see less traffic. Bus drivers know the buses are going faster. 1 million less cars have entered lower Manhattan. Results.

I’ve also been talking a bit lately about Wales’ 20 mph speed limit and the successful reduction in deaths and reductions in insurance rates. Those are also tangible results.

I love light rail. I love subways. I love bus lanes. But if they are too easily attacked, have no coherent theme to them, take too long and cost too much, then we have failed. We know what works and why, but we also know that the dominance of cars and the power of opposition to change is tough to fight. I do believe the next group to make things work will get support because people want to see results and things that work.

So why not us?

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