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From YouTube: CLT MOVES Committee Meeting - June 23, 2020
Description
You're watching the CLT MOVES Committee meeting for June 23rd, 2020.
For more information please visit www.CharlotteNC.Gov
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D
Okay,
thank
you,
taiwa.
It's
really
good
to
see
everybody.
It's
been
four
months
since
this
covet
19
has
caused
us
to
completely
change
the
way
that
we
are
operating
and
working.
It
also
delayed
a
lot
of
your
work
so
that
we
can
get
organized
to
learn
how
to
unmute
and
mute
ourselves
on
the
various
platforms
that
we
have
for
virtual
meetings.
D
It's
not
always
the
I
I
we
had
a
council
meeting
last
night
and
it's
pretty
difficult
when
everybody's
pulling
in
different
directions
to
have
these
kinds
of
meetings,
so
it's
great
to
be
on
a
call
tonight
where
people
are
really
talking
and
feeling
in
the
same
direction.
So,
first
of
all,
let
me
say
thank
you
for
agreeing
to
do
this
work.
D
D
Today,
even
if
we're
doing
it
all
virtually
I've
often
said
that
one
of
the
things
that
we
want
to
have
in
our
city
is
that
people
have
the
ability
to
both
work
and
live
in
our
city
and
that
we
wanted
to
be
welcoming
and
inclusive
and
have
a
diverse
group
of
people
with
us.
And
you
know
we
can
build
housing
and
we
can
build
corporations
and
businesses.
Mobility
is
something
that's
absolutely
essential.
D
But
what
we
are
now
as
a
city,
we
have
to
recognize
that
people
have
different
expectations
for
mobility.
The
idea
that
we
want
people
to
be
able
to
walk
and
bike
that
we
want
people
to
be
able
to
take
transit
and
even
have
cars.
I
mean
it's
okay
to
have
cars,
they
may
be
autonomous
or
self-driving
or
whatever,
but
all
these
things
will
contribute
to
creating
the
options
that
people
can
have
and
the
options
are
important.
D
D
I
know
that
you
have
plans
to
work
with
our
community
input
and
you're
learning
a
lot,
but
we're
not
starting
from
scratch.
We've
done
a
lot
of
great
work
and
what
we
really
need
to
do
is
look
at
these
plans
and
think
about
how
we're
going
to
fund
them.
To
achieve
this.
I
remember
harvey
saying
to
me
he
was
like.
Well,
you
have
enough
plans.
D
D
So
that's
why
we
invited
you
we're
brilliant
people
that
care
deeply
about
the
city,
and
we
know
that
if
you
can
build
around
what
can
be
done,
that
you
can
bring
more
people
into
the
bowl
and
more
people
into
the
way
that
we
can
build.
This
mobility
plan
that
you're
going
to
be
working
with,
I
want
to
take
a
few
minutes
to
talk
about
our
comprehensive
plan
and
how
this
work
is
so
connected
to
it.
A
D
D
So
I'm
excited
about
the
work
that
you're
doing
to
align
all
of
our
efforts
to
reach
these
goals
and
to
do
so
with
the
vision
of
transport
transformation
for
mobility.
I
want
to
say
thank
you.
I
can't
say
thank
you
enough
that,
after
we're
done,
you'll
get
a
little
plaque
or
certificate
or
pin,
or
something
like
that
from
the
city.
You
know
we're
really
big
into
those
big
buck
gifts,
but
one
of
the
things
that
I
want
to
leave
you
with
is
that
I
want
you
to
know
that
we
have
to
do
this.
D
We
need
to
be
thinking
years
out
so
that
our
children
and
our
grandchildren,
my
grandchildren,
will
be
able
to
choose
charlotte
and
say
it
is
a
great
place
to
be.
It
is
a
great
place
to
live,
no
matter
what
your
lifestyle
is,
no
matter
what
choices
you're,
making
that
charlotte
will
be
the
city
that
we've
always
stood
up
to
be,
which
is
where
we
will
be
welcoming.
We
will
be
diverse
and
we
will
be
inclusive.
D
C
Thank
you
so
much
mayor
liz
really
appreciate
that.
I
think
you
set
us
up
really
nicely
for
the
conversations
we're
about
to
have
this
evening.
I
call
it
conversation
because,
even
though
we've
got
a
number
of
us
who
will
be
presenting,
we've
also
created
opportunities
for
us
to
dialogue
for
us
to
ask
questions,
and
so
I
know
that
some
of
you
they
have
questions
based
on
what
male
life
just
shared,
but
she's
just
set
us
up
for
what
we're
going
to
be
talking
about,
starting
with
our
plans
for
walking
and
biking
in
charlotte.
C
But
let
me
quickly
say
that
scott
corey,
who
is
going
to
be
presenting
this
to
us,
is
our
active
transportation
coordinator
at
the
city
and
he's
been.
This
plan
is
so
near
and
dear
to
his
heart
and
he's
really
close
to
this,
and
he
will
share
a
number
of
things
with
us
and
I
want
you
to
make
notes
when
he's
done.
We'll
have
a
brief
opportunity
to
have
conversations
around
his
presentations
before
we
move
to
the
2030
transit
system
plan
and
then,
after
we've
done
with
that,
we'll
have
another
brief
moment.
C
An
opportunity
to
have
a
conversation
around
that
as
well
before
we
dive
into
those
guiding
principles
when
we
get
to
those
guiding
principles.
I'll
remind
you
of
what
mayor
lives
just
said,
with
regards
to
those
five
vision:
elements
in
our
comprehensive
plan
that
we're
right
right
now
and
how
they
are
all
tied
together.
So
scott,
I'm
going
to
turn
this
over
to
you
and
please
at
any
point
during
the
presentation.
C
F
Thank
you
ty
well,
good
evening.
All
and
everybody
hear
me.
Okay,
all
right,
I'm
seeing
your
heads.
Thank
you
to
taiwa.
Thank
you,
mayor
lyles.
Thank
you,
mayor
band.
Thank
you,
members
of
the
task
force
for
your
commitment
and
leadership
on
this
effort.
As
tywa
said,
my
name
is
scott
curry,
I'm
active
transportation
coordinator
for
the
city,
I'm
also
the
city's
project
manager
on
the
strategic
mobility
plan
effort.
F
I
am
very
excited
about
the
work
that
you
all
will
be
doing
together
over
the
next
six
months,
and
I
want
to
thank
you
for
your
time
this
evening,
I'm
here
to
discuss
the
charlotte
walks
and
charlotte
bikes
plans
and
give
you
some
context
on
our
pedestrian
and
bicycle
efforts.
As
you
set
out
on
your
work
to
identify
a
transformational
mobility
network
at
the
charlotte
department
of
transportation,
our
transportation
policy
is
really
built
on
five
key
documents.
F
We
obviously
won't
have
the
time
with
you
all
to
make
you
an
expert
in
all
five
of
these
we're
providing
the
links
here
so
that
you
can
dig
into
them
on
your
own.
I
also
want
to
remind
you
that
we're
in
the
midst
of
combining
these
documents
into
one
comprehensive,
updated
strategic
mobility
plan
for
the
city
that
work
is
moving
along
in
coordination
with
the
work
of
the
2040
comprehensive
plan
and
the
worker
for
this
task
force.
Slides
slide
please,
together
these
five
documents
establish
citywide
transportation
goals.
F
F
In
my
time
today,
I'm
going
to
focus
specifically
on
our
charlotte
walks
and
bikes
plans
and
the
reason
that
we
develop
plans
specifically
for
pedestrian
and
bicycle
mobility
is
because
those
active
transportation
modes
help
us
to
address
so
many
of
the
big
things
that
we
care
about
as
a
city
for
managing
growth
and
congestion,
to
improving
overall
public
health,
giving
our
residents
the
opportunity
to
accomplish
daily
needs
on
foot
and
on
bike
positions
us
to
be
a
winning
city
and
compete
with
our
peer
cities
on
a
global
scale.
Next
slide.
F
The
watson
bikes
plans
also
positioned
us
to
respond
to
a
changing
code,
19
world
that
is
leaning
toward
a
shift
in
transportation.
Behaviors
that
could
see
more
teleworking,
biking
and
walking.
That
surge
in
active
transportation
is
something
we've
observed
across
the
country
and
locally
here
in
charlotte,
and
it's
something
we're
obviously
very
interested
to
understand
more
fully
as
we
move
into
a
post-pandemic
reality.
F
One
important
note
around
capital
investments
is
that
the
plans
themselves
do
not
define
a
list
of
potential
projects;
rather,
they
define
the
policy
goals
and
the
public
expectations
that
guide
staff
to
identify
those
lists
and
select
cip
projects.
Next
slide,
I'd
like
to
highlight
a
few
significant
themes
from
the
two
plans.
F
One
common
theme
of
the
walks
and
bikes
plans
is
transportation
equity,
which
is
basically
the
philosophy
that
our
residents
access
to
safe
and
affordable
transportation
choices
should
not
be
limited
by
their
zip
code,
their
race,
their
income,
their
gender,
their
age
or
their
physical
abilities
altogether.
We
know
that
over
250
000
charlotte
teams,
don't
drive
that's
about
a
third
of
our
population.
F
It's
enough
people
to
fill
the
carolina,
panthers
stadium,
three
and
a
half
times
for
those
who
don't
drive
active
transportation
choices
are
the
key
to
mobility,
to
independence
and
the
quality
of
life.
So
we
know
that
building
a
city
of
active
transportation
choices
is
building
activity
that
offers
more
social
equity
and
economic
mobility.
F
Another
common
theme
of
the
walks
and
bikes
plans
is
treating
our
streets
as
our
greatest
public
space
resource.
The
map
at
left
shows
the
public
space
in
charlotte
divided
into
two
categories:
public
space
within
our
street
right
of
ways
in
blue
and
all
other
public
spaces
in
pink.
If
you
add
up
all
the
pink
all
our
public
space
and
parks,
schools,
greenways,
nature
preserves,
etc.
F
It's
still
about
13
square
miles
less
than
the
amount
of
public
space
we
have
in
our
streets
next
slide,
which
means
that
the
majority
of
our
public
space
is
used
to
move
and
store
cars.
Leveraging
that
huge
resource
of
public
space
to
accomplish
more
is
what
the
walks
and
bikes
plans
are
all
about.
Those
plans
remind
us
that
we
can't
afford
to
think
of
our
streets
as
single-use
infrastructure.
F
Our
streets
have
to
be
about
encouraging
equity
and
affordability.
They
have
to
be
about
walking,
biking
and
taking
transit
that
have
to
encourage
civic
interaction,
public
health
and
environmental
stewardship
next
slide,
and
the
watson
bikes
plans
are
also
about
responding
to
clear
resident
demand.
F
So
we
know
people
want
to
drive
less,
but
historically,
our
community
was
not
built
in
a
way
that
supports
different
transportation
choices.
Next
slide
from
a
capital
investment
standpoint,
we've
responded
to
that
resident
demand
by
building
over
100
miles
of
new
sidewalks
through
our
pedestrian
program,
since
2002
we've
also
built
over
200
new
or
improved
pedestrian
crossings
in
just
the
past
five
years.
This
has
been
a
key
focus
of
our
vision,
zero
action
plan
which
recognizes
that
the
only
acceptable
number
of
traffic
related
injuries
and
deaths
in
charlotte
is
zero.
F
F
Sidewalk
gaps
on
thoroughfares
was
identified
as
the
biggest
focus
of
the
wax
plan
when
we
prepared
charlotte
walks.
Our
sidewalk
inventory
revealed
that
our
thoroughfare
sidewalk
network
is
about
two-thirds
complete.
The
map
on
the
right
illustrates
roughly
the
360
miles
of
gaps
left.
The
typical
cost
per
mile
for
new
sidewalks
is
about
1.5
million
to
2
million
dollars.
That
figure
includes
everything
from
design
to
utility,
relocation,
to
real
estate
acquisition,
landscaping,
labor,
etc.
F
Most
of
those
facilities
were
built
through
an
opportunistic
approach
that
was
focused
more
on
identifying
leftover
road
space
than
supporting
a
connected
network
of
comfortable
high
quality
facilities.
So
our
on-street
network
relies
heavily
on
standard
bike
lanes
where
a
six-inch
stripe
of
white
paint
is
the
only
thing
between
cyclists
and
moving
traffic.
F
In
other
words,
we
have
very
few
facilities
right
now
that
are
designed
for
cyclists
of
all
ages
and
abilities.
Those
are
the
types
of
facilities
that
we
know.
We
need
to
encourage
more
people
to
try
bicycle
commuting
and
to
move
the
needle
on
things
like
load,
share,
transportation,
equity
and
air
quality.
And
finally,
we
currently
have
zero
continuous
bike
facilities
across
uptown,
which
is
the
single
most
important
destination
for
encouraging
more
daily
bike.
F
Ridership
next
slide,
a
big
part
of
the
charlotte
bikes
plan
was
recognizing
those
challenges
and
also
recognizing
that
our
residents
expectations
around
bike
facility,
design
and
construction
have
shifted
a
lot
in
the
past
10
years.
Our
residents
are
smart,
they're,
vocal
and
they've.
Seen
how
other
communities
have
implemented
high
quality
bikeways?
F
F
F
For
example,
we
have
a
project
in
construction.
Now,
that's
an
all
ages
and
abilities
facility.
It's
a
critical
link
in
our
greenway
network.
It's
a
complicated
construction
project
and
a
narrow
stream
corridor
with
some
major
real
estate
and
construction
implications.
The
cost
per
mile
on
that
project
is
over
16
million
dollars.
We
have
another
recently
completed
project
with
the
colleges
and
abilities
bike
facility
with
a
rough
cost
per
mile
of
300
000.
That
project
was
able
to
take
advantage
of
some
street
repaving,
it's
also
within
an
existing
roadway
right-of-way.
F
So
the
reason
we
haven't
quoted
a
typical
per
mile
cost
for
an
all-ages
and
abilities
bike
facility
is
because
there
really
isn't
a
typical
cost
per
se.
It
varies
significantly
depending
on
a
specific
type
of
bike
facility,
where
it's
located
in
the
adjacent
land,
use
and
construction
context.
Next,.
F
Slide
we
do
our
best
to
coordinate
the
city's
pet
and
bike
investment
with
mecklenburg,
county's
greenway
investment,
so
that
we
can
leverage
our
really
great
emerging
greenway
network.
This
map
shows
existing
and
funded
greenway
corridors
within
the
city
of
green
lines,
and
in
just
a
moment
when
we
flip
to
the
next
slide,
you'll
see
all
of
the
city's
pet
bike
projects
that
are
within
a
quarter
mile
to
those
green
lake
corridors
pop
up
in
blue
and
purple
next
slide.
F
There
are
almost
70
of
those
active
city,
pedestrian
and
bike
investment
projects,
and
they
help
us
to
leverage
our
existing
and
planned
greenway
corridors
as
alternative
commuting
options.
The
26
mile
cross
charlotte
trail
project
has
been
a
key
part
of
that
coordination
with
the
county's
greenway
system
over
the
past
five
years.
F
F
We
also
know
that
building
walking
and
biking
infrastructure
gives
us
a
great
return
on
investment
on
the
plus
side
of
the
ledger.
Studies
have
demonstrated
that
a
1
million
investment
in
walking
and
biking
creates
12
jobs,
that's
more
than
any
other
mode
of
transportation
and
for
every
one
dollar
spent
on
trails
for
walking
and
biking.
Three
dollars
of
community
health
benefits
are
generated
earlier.
This
year,
the
transportation,
research
and
education
center
conducted
a
study
of
bike
corridors
in
six
of
our
peer
cities.
F
The
study
showed
that
adding
bike
infrastructure
boosts
a
neighborhood's
economic
vitality
and
even
in
cases
where
a
motor
vehicle
travel
lane
or
a
parking
lane
is
replaced
by
a
bikeway
food
sales
and
employment
tended
to
go
up.
One
emblematic
example
of
that
bike.
Boost
here
in
charlotte
is
the
midtown
section
of
the
little
trigger
creek
greenway.
The
private
development
around
that
section
of
the
crosstrail
trail
has
been
over
six
times
the
initial
public
investment,
creating
a
huge
new
property
tax
base
in
the
area.
F
We
also
know,
from
decades
of
research
that
widening
roads
and
building
more
vehicular
capacity
is
not
an
effective
growth
management
strategy
because
it
just
induces
more
people
to
drive.
Ninety
percent
of
new
urban
roadways
are
overwhelmed
with
new
vehicular
congestion
within
five
years
of
their
completion,
because
of
this
well-documented
phenomenon
called
induced
demand
next
slide.
F
Even
if
widening
roads
actually
work
to
help
manage
congestion,
it
would
still
be
a
poor
growth
management
strategy
because
it
results
in
some
pretty
awful
places
for
people
the
best
places
in
our
city.
The
places
that
we
brag
about
and
show
off
to
our
friends
tend
to
be
the
most
walkable,
the
most
human
scaled
and
often
the
most
congested.
F
F
So
we
can
quantify
the
benefits
of
investing
in
transit,
walking
and
biking
in
lots
of
different
ways.
One
useful
way
for
us
to
think
about
what
all
this
could
accomplish
is
captured
by
this
question.
What
would
happen
if
we
built
a
charlotte
of
vibrant
urban
places
and
active
transportation
choices
that
made
it
possible
to
take
just
one
less
trip
by
car
each
day,
not
having
folks
give
up
their
cars,
but
just
take
one
less
trip
by
car
each
day?
Next
slide.
F
We
use
that
question
as
the
basis
for
a
local
study
that
was
conducted
in
concert
with
the
locks
and
bikes
plans,
and
here
are
some
of
the
outcomes
that
we
found.
We
have
about
half
a
million
fewer
cars
on
our
city
streets
every
day,
collectively,
we'd
save
about
1.3
billion
dollars
every
year
in
fuel
costs,
vehicular
maintenance
and
time
spent
in
traffic.
That's
about
4,
200
per
household
we'd
improve
our
air
quality.
We'd
all
have
more
time
to
spend
outside
of
our
cars,
so
we'd
be
healthier.
More
productive
and
we'd
have
fewer
traffic
deaths.
F
C
C
So,
scott,
I
don't
know
if
you
I
know
that
there's
a
conversation
around
not
just
providing
bike
lanes,
but
also
the
associated
facilities
or
infrastructure
with
that.
But
I
don't
know
if
you
want
to
respond
to
that
now
or
wait
for
nick
also
has
his
hand
up.
So
let's
wait
for
nick
to
ask
his
question
or
make
his
comment
and
then
I'll
ask
you
scott
to
respond
to
both.
H
I
Yes,
that's
better!
Okay,
I'm
sorry
and
thank
you,
scott
for
the
presentation.
One
of
the
things
that
just
pops
out
to
me
as
a
resident
in
the
northwest
corridor
off
of
a
road
is
looking
at
the
maps
maps
there's
a
clear
gap
in
the
crescent
area
in
the
at-risk
areas
that
arguably
need
this
type
of
connectivity
in
a
very,
very
desperate
way
as
we
transform
our
city,
and
so
I
guess
my
question
to
you
would
be.
How
are
we
pivoting
this
time
to
include
areas
within
the
crescent.
C
Okay,
so
scott,
I'm
going
to
ask
you
to
respond
to
those
three
so
one
I
think
pedro
is
really
more
of
a
comment
with
regards
to
a
biking.
Infrastructure
nick
had
a
question
with
regards
to
his
scooters
and
how
are
we
considering
those
in
association
with
our
bike
plan
and
william
is
really
talking
about
the
issue
of
inequity
in
distribution?
F
F
There
is
language
within
the
charlotte
bikes
plan
that
talks
about
providing
different
levels
of
accommodation,
for
bike
parking
and
especially
by
parking
around
our
our
higher
frequency
service
on
transit
stops,
and
that's
that's
all
about
the
bike
to
transit
transportation
corridors
that
we
are
trying
to
support.
Nick
your
question
about
these
scooters
is
right
on
point.
We
know
from
experience
in
other
cities
and
our
own
experience
here
in
charlotte
that
the
best
place
for
these
kids
to
be
is
in
bike
lanes.
F
F
We
know
the
transportation
costs
are
a
significant
percentage
of
household
living
expenses
for
folks,
and
so,
if
we
can
provide
more
transportation
options
that
makes
transportation
more
affordable
for
folks,
especially
folks
in
the
crescent,
then
we'll
be
we'll
be
hitting
part
of
that
transportation
equity
conversation.
So
thank
you
for
that
question.
J
One
of
the
things
that
jumped
out
at
me
that
I
didn't
anticipate
was
the
comment
about
economic
development,
increasing
the
tax
base
that
helped
offset
some
of
the
costs
to
do
that,
and
I'm
curious
to
know
a
little
bit
more
about
how
something
like
that
could
be
used
to
aid.
You
know
everything
we're
looking
at
here.
It
has
a
significant
cost
to
it
and
be
just
the
the
other
positives
for
the
community
and
economic
development.
F
Yes,
jim
thanks
for
the
question,
so
I'm
assuming
folks
have
heard
a
transit
oriented
development.
A
relatively
recent
area
of
study
in
urban
planning
has
been
trails,
oriented
development,
which
is
a
very
similar
idea
that
investment
in
urban
trails
or
walking
and
biking
can
really
help
build
tax
base
and
economic
development,
and
there
have
been
a
lot
of
our
peer
cities
that
have
seen
some
pretty
significant
success
with
that
approach.
F
C
Yes,
I
think
maybe
we
can
learn
from
what
atlanta
did
with
their
beltline.
I
think
the
financing
through
not
necessarily
teague,
but
something
close
enough
to
tax
increment
financing,
so
that
may
be
an
example
that
we
we
bring
off
in
the
future,
but
one
of
the
policy
one
of
the
framework
policies
we're
looking
at
as
part
of
a
comprehensive
plan,
is
what
scott
just
alluded
to
and
that
is
transit
and
trails
oriented
development
and
how
we
can
leverage
those
to
invest
in
infrastructure
along
the
trail
and
around
the
transit
stations.
C
But
we
can
definitely
part
of
these.
Conversations
will
include
best
practices,
not
necessarily
today,
but
in
future
meetings,
what
we're
learning
from
other
communities-
and
we
definitely
will
make
sure
that
that
issue
of
that
topic
is
addressed.
Scott.
I
have
one
more
question
and
they
will
go
to
john
lewis,
and
this
is
from
elias.
I
think
he
also
typed
it
out.
How
do
we
plan
to
educate,
encourage
citizens
for
using
bikes
and
scooters?
F
Thank
you
for
the
question
and
the
quick
answer
is
yes,
but
both
plans
have
a
significant
education
and
outreach
component
to
them.
If,
if
you
dig
into
the
plans
through
the
links
that
that
we
provided
in
the
slide,
you'll
you'll
see
that
some
of
that
is
is
underway
already,
when
the
easterners
rolled
out
in
charlotte,
we
worked
with
operators
and
with
our
own
communication
staff
to
put
forward
an
education
outreach
campaign
around
that.
C
K
This
was
true
20
years
ago
and
remains
true
to
this
day
as
cats
partners,
again
with
various
planning
initiatives
that
are
underway,
you'll
see
how
we
work
to
integrate
all
of
these
efforts,
as
we
continue
to
advance
public
transit
and
transportation
mobility
initiatives
throughout
the
region.
Next
slide.
K
Their
charge
was
to
develop
a
community
consensus
on
a
vision
for
land
use
and
transportation
to
find
major
revenue
sources
and
determine
organizational
structure.
This
plan,
as
you'll,
see
in
the
slide
I
affectionately,
became
known
that
the
senator's
court
centers
quarters
and
wedges
plan
out
of
that
committee
of
100
recommendation.
K
Towards
the
integration
of
transit,
land
use,
the
center's
quarters
and
wedges
plan
was
about
how
we
grow
and
then
the
transit
plan
was
about
how
we
connect
those
centers
and
and
wedges.
Through
our
mobility
corridors,
katz
was
charged
with
engaging
the
public
on
growth
along
those
five
rapid
transit
corridors,
educating
mecklenburg
county
residents
about
rapid
transit
and
transit-oriented
development,
and
through
this
effort
it
became
apparent
that
this
really
wasn't
an
issue
of.
K
K
That
effort
happened
to
also
coincide
with
the
opening
of
the
south
corridor
of
the
blue
line.
This
was
the
beginning
of
the
transformation
of
the
south
end,
resulting
in
the
type
of
investment
that
was
embedded
as
a
result
of
rapid
transit.
This
became
embedded
in
the
dna
of
charlotte,
so
we
have
moved
beyond.
K
Can
we
or
should
we
to
the
discussion
of
how
we
build
the
next
phases
next
slide
because
of
the
success
of
the
1998
sales
tax
initiative,
cats
was
able
to
greatly
increase
bus
service
and
transit
amenities
throughout
the
region,
leverage
the
sales
tax
for
federal
programs
and
attain
the
full
funding
grant
agreement
for
the
south
corridor
of
the
blue
line
and
create
places
that
attracted
talent
and
jobs.
This
really
began
the
discussion
around
the
development
coalescing
around
a
new
economic
development
paradigm,
where
you
start
developing
through
smart
planning
and
project
implementation.
K
You
begin
to
create
a
community
where
talent
wants
to
live
and
thrive
and
develop
holistically,
and
once
that
occurs,
economic
development
begins
to
follow
next
slide
and
so
to
no
one's
surprise.
Out
of
the
success
of
that
smart
planning
and
project
implementation,
the
story
and
and
the
secret
of
charlotte
was
out
throughout
the
nation,
and
it
really
became
a
place
where
people
and
businesses
wanted
to
relocate
during
the
1990s.
K
So
this
began
to
grow
beyond
just
the
success
of
a
couple
of
projects
with
cats
and
rail
corridor
projects
and
bus
projects.
This
really
started
to
grow
into
a
regional
discussion,
and
the
success
of
the
2030
transit
plan
has
inspired
the
region
to
come
together
to
engage
with
cats
and
the
council
of
governments
to
develop
a
regional
transit
plan.
So
just
like
in
the
90s.
K
The
region
is
witnessing
an
unprecedented
growth
and
there's
renewed
interest
in
the
integration
of
transit
and
land
use,
not
just
in
the
urban
core,
but
in
the
greater
region
as
a
whole.
Now
we'll
be
back
before
the
committee
to
give
more
details
on
the
success
of
the
project
and
the
progress
of
the
project
in
the
future,
but
I
did
want
to
take
a
moment
to
acknowledge
my
co-chair
on
the
connect
beyond
initiative.
Geraldine
gardner
who's.
Also
a
member
of
this
committee.
K
Next
slide,
and
so
we're
talking
about
advancing
the
plan
in
order
to
address
the
rapid
growth
and
mobility
needs
of
our
dynamic
region.
Cats
is
advancing
the
2030
system
plan,
as
well
as
comprehensive
improvements
to
our
bus
network
through
an
effort
called
envision.
My
ride
envision
my
ride
again.
It
was
implemented
in
2017
and
our
first
changes
began
in
the
fall
of
2018..
K
This
plan
coalesced
around
a
three-pronged
approach
to
absolutely
revamping
our
bus
network.
That
was
changing
the
structure
of
our
bus
system
from
an
outdated
hub
and
spoke
system
which
required
so
many
of
our
passengers
to
be
import.
Bark,
a
bus
on
the
outskirts
of
the
urban
core
take
that
vehicle
into
the
center
city
at
the
transit
center,
get
off
one
vehicle
across
the
apron
get
on
into
another
vehicle
and
to
then
just
leave
the
center
city
area
to
reach
their
final
destination.
K
This
really
was
a
weight
upon
the
efficiency
of
our
system
and
really
was
leading
so
many
of
our
passengers
to
search
for
other
means
and
mobility
options.
So
we
changed
the
structure
from
hub
and
spoke
to
more
grid
system
that
allowed
people
to
make
direct
more
direct,
connects
county.
Excuse
me,
suburbs,
suburb,
without
getting
having
to
transfer
in
center
city,
and
so
we
changed
the
the
network
in
2018.
K
The
second
phase
of
that
was
to
focus
on
the
frequency
of
our
networks.
Before
this
effort
almost
half
a
little
more
than
less
than
a
little
less
than
half
of
our
overall
bus
routes,
we're
on
a
frequency
of
greater
than
30
minutes.
That
means
there
was
30
minutes
or
45
minutes
or
even
an
hour
in
some
cases
between
bus
number
one
and
bus
number
two
along
the
corridor.
So
you
can
imagine
if
you
missed
the
bus
and
had
to
wait
30,
45
or
60
minutes
before
the
next
bus
came.
K
K
How
do
we
move
our
vehicles
as
effectively
and
as
efficiently
as
our
rail
vehicles
do,
and
we
just
concluded
our
first
pilot
of
the
bus
only
lane
on
4th
street
and
we're
looking
to
expand
that
throughout
the
region.
So
this
discussion
of
the
2030
plan
is
while
we
spend
a
lot
of
time.
I
spend
a
lot
of
time
focusing
on
the
rail
corridors
that
we're
building
and
planning.
K
We
have
to
remember
that
more
almost
60
percent
of
our
daily
riders
get
from
their
origin
to
their
destination
by
bus,
and
we
want
to
make
sure
that
our
bus
network
is
as
efficient
and
effective
as
our
rail
system
is
so
envision.
My
ride
is
an
important
part
of
the
overall
2030
plan,
so
we're
looking
at
advancing
the
plan.
K
This
began
back
in
the
early
90s,
with
smart
system
planning
that
focused
on
land
use.
We
overlaid
a
mobility
plan
on
top
of
that
land
use
plan
and
began
to
implement
of
that
plan.
With
a
half
cent
sales
tax,
we
opened
the
south
corridor
and
to
the
lynx
blue
line.
In
2007,
we
began
the
the
sprinter
enhanced
bus
service
in
2009.
K
In
2015
we
opened
the
gold
line
phase
one
but
somewhere
in
there.
If
I
could
draw
the
line
in
2007
our
best
laid
plans
to
quote
that
famous
american
philosopher
mike
tyson,
even
the
best
laid
plans,
don't
last
that
first
moment
in
the
ring
when
you
get
stopped
in
the
face
and
the
downturn
in
the
economy
in
2008
really
turned
this
plan
upside
down.
K
We
had
the
ability
to
advance
through
the
blue
line,
but
the
loss
in
sales
tax
revenue
associated
with
the
downturn
in
the
economy
led
us
to
a
point
where
we
are
now
where
the
current
half
cent
sales
tax
is
not
sufficient
to
continue
to
move
the
plan
forward
beyond
the
blue
line,
and
so
with
that,
I'm
going
to
turn
to
jason
lawrence.
Our
planning
and
service
development
director
and
he's
going
to
go
into
a
little
more
detail
of
the
rest
of
our
corridors.
Thank
you.
M
M
Next
slide
and,
as
john
mentioned,
the
lynx
blue
line.
Our
successful
light
rail
project
that
has
been
implemented
in
two
phases
in
2007
and
2018
stretches
from
I-485
and
south
boulevard
and
south
charlotte
all
the
way
to
the
campus
of
unc
charlotte
in
northeast
of
our
city,
19
miles
and
very
successful
programs.
We
can
see
today
with
things
like
the
rail
trail
and
all
the
development.
That's
along
that
corridor.
Next
slide
city
links,
gold
line,
our
modern
street
car
built
in
phases,
phase
1
2015.
M
The
second
phase
of
that
will
be
complete
in
2020
and
when
complete,
we'll
have
four
miles
of
modern
streetcar
from
john
c
smith
university
at
betty's
ford
road
through
uptown,
all
the
way
to
east
charlotte,
connecting
the
elizabeth
and
plaza
midwood
communities
there
and,
as
you
can
see
on
the
screen,
we
will
have
a
modern
streetcar
that
will
vehicle
that
will
replace
the
historic
rebel
controller
that
we
had
operating
on
phase
one
of
that
streetcar
service
next
slide.
But
that's
not
it.
M
The
whole
gold
line
project
will
go
from
rosa
parks,
community
transit
center
in
vegas,
ford,
road,
all
the
way
to
the
eastland
community
transit
center
just
off
of
central
avenue,
and
that
that
those
plans
are
developed
up
to
30
percent
and
we
are
continuing
to
advance
that
design
to
develop
a
phase
three
project
to
build
out.
The
city
links
gold
line
project
next
next
slide,
where
all
that
comes
together
as
a
new
and
exciting
proposal
to
build
a
multi-modal
station
in
our
uptown
called
the
charlotte
gateway
station.
M
M
So
those
are
the
projects
that
are
either
in
design
or
under
construction
and,
as
john
said,
we
are
advancing
the
rest
of
our
plan.
The
other
three
quarter,
corridors
and
bus
improvements
in
the
2030
plan
to
complete
this
vision-
and
we
are
starting
to
have
new
conversations
with
the
public
about
transit
priorities,
including
more
value-based
conversations
with
our
constituency
and
stakeholders,
and
expanding
that
dialogue.
Regionally
and
what's
more
important
now
is,
as
we
see
more,
it's
not
just
about
building
light
rail.
M
M
It
was
from
engaging
with
the
public
and
we've
been
doing
that
in
earnest
over
the
past
five
years
to
create
a
culture
of
ownership
respecting
each
community's
history
melt,
met
directly
with
community
leadership
and
connected
values
to
our
message
and
goals
and
built
intentional
and
transactional
relationships
with
all
of
our
community
to
understand
what
is
our
transit
priority
next
slide,
and
we
discovered
that
it
can't
be
a
one-off
project.
It
can't
be
just
a
bus
project.
M
It
can't
just
be
a
light
rail
that
we
need
to
advance
on
all
fronts,
and
that
is
what
we're
doing
and
starting
in
2020
is
to
advance
this
vision,
all
at
once
by
having
a
three-prong
effort
for
the
lynx
silver
line
through
a
design,
a
transit
oriented
development
and
railfield
study
and
envision.
My
ride,
bus
priority
study
and
implementing
a
bus,
rapid
transit
study
to
to
the
north.
M
M
And
as
a
part
of
that,
effort
is
understanding,
how
do
we
adapt?
How
do
we
adapt
in
the
current
proven
environment?
How
do
we
adapt
in
this
new?
You
know
technology
and
shared
mobility,
and
how
do
we
bring
micro,
micro,
mobility
and
on-demand
transit
services
to
our
bus
planning,
and
this
slide
there
showing
you
a
detail
of
how
transit
can
do
things
very
well
with
providing
line
service
along
major
corridors?
But
how
do
we
do
that?
M
So
in
our
five
quarter:
rapid
transit
system
plan
with
the
two
quarters
that
are
built,
we
still
have
three
major
rapid
corridors
to
go
to
the
north.
We
have
long
planned
a
commuter
rail
project
to
connect
the
towns
of
huntersville,
cornelius,
davis
and
morrisville
to
the
city
of
charlotte
running
along
the
norfolk
southern
o-line
corridor.
That
is
still
part
of
our
long-term
vision
to
build
out
commuter
rail
to
those
communities.
M
But
we
have
a
unique
opportunity
to
implement
a
bus,
rapid
transit
service
in
the
I-77
express
lanes
that
is
connected
to
land
use
and
mobility,
visions
for
each
of
the
communities
along
those
corridors.
So
with
that,
we
are
advancing
a
bus,
rapid
transit
study
to
determine
how
we
can
build
out
a
brt
service
along
those
core
along
the
I-77
corridor,
with
new
direct,
connects
new
park
and
rides
and
make
sure
they're
integrated
with
land
use
opportunities.
M
We,
since
that
adoption
september
we've
been
coordinating
with
private
development
to
preserve
and
protect
the
the
opportunities
for
light
rail
in
that
community.
Also,
with
the
express
lanes
coming
on
I-485
in
the
very
near
future,
we
are
looking
at
ways
to
implement
bus,
rapid
transit
service
in
those
express
lanes
to
directly
serve
the
valentine
corporate
park
thanks
slide
now.
Our
next
light
rail
project
is
is
truly
a
monumental
task
for
us
to
take
on.
M
It
crosses
three
counties:
five
jurisdictions,
two
metropolitan
transit
of
two
metropolitan
planning
organizations,
and
it's
called
the
link
silver
line,
light
rural
project.
It
was
adopted
in
two
phases.
In
2016,
it
was
adopted
from
uptown
charlotte
to
the
town
of
matthews
traveling
along
the
side
of
independence,
boulevard
into
monroe
road
into
downtown
matthews
in
2019
that
that
vision
was
extended
through
uptown,
charlotte
to
wilkinson
boulevard
to
charlotte
douglas
international
airport,
crossing
the
catawba
river
into
the
city
of
belmont.
M
Also
in
conversations
with
union
county
and
the
towns
of
indian
trail
and
stylings,
we
recommended
to
the
mtc
that
we
evaluate
extensions
of
leading
silver
line
to
be
a
part
of
the
total
project,
and
so
the
map
in
front
of
you
you
see
today
is
the
link
silver
line
project
over
26
miles
connecting
all
those
communities.
But
it's
not
just
about
the
light
rail
project.
It's
about
a
program
of
elements
to
deliver
a
project
with
a
holistic
approach
to
serve
the
growing
needs
of
our
community
through
a
design
and
environmental
services.
M
And
how
will
how
will
we
achieve
that
holistic
approach?
Well,
one
is
talk
to
each
other
talk
to
all
the
different
communities
and
stakeholders
throughout
the
project
area
coordinate
with
the
charlotte
2040
plan
strategic
mobility
plan.
The
connect
beyond
effort
all
of
the
ncdot
projects
along
the
corridor
and
according
with
our
partners
in
gaston
and
union
county
and
the
town
of
matthews,
so
we
can
have
one
vision
to
grow
together
next
slide.
M
M
How
do
we
adapt
our
design
to
better
fit
into
the
current
environment?
So
we'll
be
doing
the
engineering
evaluation
over
the
next
year?
We
are
looking
at
lessons
learned
from
the
links
blue
line.
We've
learned
a
lot
from
that
project
and
we
need
to
coordinate
with
all
the
development
programs
that
are
along
that
corridor
next
slide
and
in
partnership
with
our
partners
from
gastonia
to
belmont
all
the
way
to
indian
trail
and
stalin's
we
work
together
to
apply
for
a
federal
grant
to
do
transit,
oriented
development
planning
along
the
entire
corridor.
M
This
is
new
for
us.
We
didn't
have
this
level
of
tod
planning
this
early
in
the
the
lynx
blue
line
and
the
extension
and
the
original
project
we're
starting
very
early
to
understand
what
are
the
opportunities
for
tod
along
the
linc
silver
line.
What
does
the
market
look
like
for
those
station
areas?
What
is
implementation
strategy
and
all
the
capital
road
and
sidewalk
improvements
that
need
to
be
a
part
of
each
of
those
stationaries
for
the
lynx
silver
line
project
to
be
successful
next
slide,
and
also,
if
you've
been
along
the
south
end
corridor?
M
The
rail
trail
is
one
of
the
most
successful
elements
of
the
lynx
blue
line
and,
as
scott
mentioned
is
this
concept
of
trail
oriented
development.
We've
seen
the
success
of
properties
that
face
a
trail
environment
and
we
think
it's
important
that
we,
how
do
we,
you
know,
develop
a
rail
trail
that
follows
the
entire
length
of
that
26
mile
long
project,
and
so
with
the
rail
trail
effort.
M
We
are
seeking
to
understand
how
to
build
and
and
propose
projects,
to
connect
a
pedestrian
and
bike
program
along
the
entire
length
of
that
effort
throughout
the
different
operating
environments
of
the
lynx.
Silverline
next
slide-
and
I
just
want
to
close
with
to
understand
that,
with
all
these
projects,
it's
going
to
be
really
important
to
understand
that-
and
I've
said
this
numerous
times
that
it's
not
just
about
the
infrastructure.
M
It's
about
the
places
that
we
create
as
we
advance
each
of
these
projects
and
as
we
engage
the
community
and
how
do
we
build
more
inclusive
and
thoughtful
infrastructure?
How
do
we
make
sure
our
infrastructure
doesn't
divide
our
communities
but
also
brings
them
together
in
a
holistic
manner,
and
how
do
we
create
access
to
opportunities
and
integral
to
each
of
the
transit
projects
as
we
seek
to
advance
each
of
them
in
their
own
way?
C
Wow,
thank
you
definitely
a
lot
to
process.
I
know
we
are
at
the
seven
or
five
pm
mark
looks
like
I'm
all
you've
got
tonight,
mayor
gand.
I
may
not
be
able
to
join
us
for
the
rest
of
the
meeting,
but
that's
okay.
I
think
we're
on
a
roll
here.
So
before
we
go
to
our
last
presentation
and
entertain
comments
from
our
community,
I
want
to
know
if
there's
anybody
with
questions
or
comments
for
jason
and
john,
I
see
pedro
and
ken
both
have
their
hands
up.
G
G
Improve
but
obviously
we
still
need
some
24
000
units.
What
are
we
going
to
do
in
terms
of
affordable
housing
for
those
at
ami,
80
percent
of
the
low
ami,
because,
of
course,
we
all
know
that
housing
is
affordable
to
someone.
How
do
we
make
housing
affordable
for
those
folks
that
are
that
are
really
trying
to
get
noah
properties
and
those
individuals
that
I
particularly
serve
with
charlotte
family
housing?
The
working
families
are
experiencing
homelessness.
C
N
N
Last
night
at
the
city
council
meeting,
if
I
heard
it
right,
we
get
about
25
million
dollars
in
fares
and
that
represents
about
25
of
the
cost
to
run
the
caps
program
and
a
couple
of
the
council
members
last
night
suggested
that
we
do
away
with
fares
and
make
cats
free
for
everybody
and
are
going
to
be
putting
forth.
That
proposal
did
not
go
through
last
night
and
then
the
silver
line.
N
You
know
we've
heard
numbers
when
it
first
came
out
and
we
approved
the
50
million
dollars
of
you
know
anywhere
from
two
to
six
billion
dollars
numbers
all
over
the
place.
So
it
would
be
great
to
have
this
plan
put
in
place,
but
the
concern
is
always.
How
do
you
fund
it?
Especially
with
you
know
some
of
the
move
now
to
to
make
it
free
and
the
the
lynx
plan
has
been
sort
of
a
virtual.
N
I
That
enhancements
don't
only
connect
people
but
also
have
can
have
positive
impacts
on
property
values
and
and
subsequently
wealth,
what
it
will,
what
measures
will
be
put
in
place
to
ensure
the
equitable
distribution
of
enhanced
bus
stops,
pedestrian
crossings
and
also
the
electric
buses
as
well
as
well,
and
then
part.
Two
of
my
question
is,
although
we've
seen
different
mechanisms
be
or
the
mechanisms
that
we
used
to
use
for
funding
transportation
like
light
rail,
be
taken
away.
I
C
O
A
few
slides
back.
You
spoke
to
a
plan
about
how
to
leverage
some
of
the
transit
options
that
we
have
here
in
the
city.
One
of
those
points
was
to
encourage
transit,
supportive
development.
Can
you
speak
to
some
successes
in
that
regard
and
exactly
how
to
encourage
trans
supportive
development?
I
know
there
are
some
incentives
that
the
developer
may
be
granted
in
terms
of
to
outside
of
tod.
L
Thanks
tywell,
my
question
just
kind
of
maybe
a
request
for
having
the
folks
come
back
today.
They
did
a
great
job,
presenting
kind
of
where
we
were
what
whatever
the
city
is
working
on
currently,
but
I
would
love
to
be
able
to
explore,
say
maybe
some
of
the
challenges,
the
costs.
A
lot
of
folks
already
had
questions
about
costs
and
then
maybe,
where
we
go
forward,
relationship
to
the
bigger
picture
like
comparing
ourselves
to
other
cities.
L
C
C
How
do
we
turn
them
into
reality
because
for
the
most
part,
a
lot
of
these
are
on
paper
right
now,
but
you
are
the
ones
that
mail
liars
as
charged
with
coming
up
with
ideas
in
answering
ken's
question
in
answering
eric's
question
as
to
how
do
we,
at
the
end
of
the
day,
you're
going
to
deliver
something
to
me?
Your
lives
on
the
council
that
says
this
is
division.
This
is
how
we
turn
it
around
into
reality.
So,
having
said
that,
I
know
that
our
next
presentation
will
address
some
of
that.
K
I
will
do
my
best
and
so,
as
I
heard
the
questions,
the
the
questions
surrounding
how
we're
going
to
integrate,
affordable
housing
into
the
planning
process,
question
surrounding
the
cost
of
the
projects
and
cats,
current
funding
composition,
considering
other
discussions
about
making
cats
fare
free
and
then
what
is
the
planning
and
development
phase
of
how
we're
going
to
deliver
these
projects?
There
was
a
question
about
the.
K
Surrounding
our
plan
e-busses
and
how
we're
going
to
integrate
or
if
we're
going
to
enter
a
goal
line,
phase
3
into
the
plan
and
then
I'm
gonna.
There
was
a
question
on
how
we're
going
to
incentivize
or
work
to
integrate
transit,
oriented
development.
I'm
going
to
have
jason
answer
that,
but
I'm
going
to
begin
with
the
first
couple,
and
so
one
of
the
lessons
that
we
learned
very
quickly
as
we
developed
the
south
corridor,
the
blue
line
and
opening
the
blue
line.
K
K
The
south
quarter
has
been
a
fantastic
success
with
almost
three
billion
dollars
in
new
development
along
the
south
corridor,
and
since
the
opening
of
the
blue
line
extension
we've
got
over
800
million
dollars
of
new
development,
either
in
in
plant
that
has
opened
or
in
planning
and
permitting
or
under
construction
now.
But
what
we
miss
the
mark
on
was
affordable
housing,
and
so
we
could
not.
What
we
learned
is.
K
We
could
not
allow
the
market
to
just
develop
on
its
own
along
that,
even
though
there
is
a
great
deal
of
interest
in
economic
development
along
our
corridors,
and
so,
as
jason
mentioned,
we
started
very
early
with
integrating
not
just
the
mobility
options,
of
how
we're
going
to
build
the
silver
line,
but
we're
also
including
the
rail
trail
planning
at
the
beginning,
but
transit
oriented
development
is
also
integrated
into
the
plans.
At
the
beginning
of
the
engineering
phase.
K
K
We
are
absolutely
soliciting
input
from
communities
from
our
partners
at
city,
housing
and
in
the
county
and
elsewhere
in
the
state
to
make
sure
that,
as
we
move
the
silver
line
forward,
that
we
have
a
plan
for
addressing
all
of
those
in
regard
to
the
cost
of
the
project.
As
I
mentioned,
the
current
half
cent
sales
tax,
which
funds
cats
bought
in
last
year,
115
million
dollars
of
our
150
million
dollar
annual
operating
budget.
We
get
roughly
about
20
to
25
million
dollars
estimated
in
fares.
K
There
is
has
been
discussion
around
the
country
about
whether
or
not
transit
service
public
transit
should
be
a
fair
free
offering.
I
will
let
the
policymakers
deal
with
that,
but
I
I
believe
before
we
can
get
to
potentially
offering
fair
free
as
an
incentive
to
ride.
We
need
to
create
a
system
that
people
want
to
ride
and
are
willing
to
pay
to
ride.
K
We
have
seen
prior
to
covet
an
increase
in
our
rail
system
ridership
year
over
year,
even
though
our
bus
ridership
was
decreasing,
and
why
is
is
that
increase
in
rail
ridership
because
it
was
efficient
and
effective
and
reliable
service?
No
matter
what
time
of
day,
no
matter
what
time
of
the
week
or
what
the
weather
was,
your
trip
was
going
to
be
the
same
on
day,
one
as
it
will
be
10
years
from
now.
K
It
will
be
20
years
from
now,
so
with
service,
reliability
and
effectiveness
that
drives
the
ridership,
and
that's
why
I
envision
I
envision
my
ride
was
so
important.
We've
got
to
bring
that
level
of
reliability
to
our
bus
service.
That
will
then
drive
ridership.
I
am
not
a
proponent
of
fair
free.
I
think
when
you
create
systems
of
mobility
that
meets
people's
needs,
they're
more
than
willing
to
pay
for
that
service,
and
there
are
other
ways
that
we
can
meet.
K
K
A
fair
and
so
all
light
rail
systems
nationwide
are
on
an
honors
system,
but
one
thing
that
we've
seen
is
that
the
vast
majority
of
our
riders
want
to
pay
for
the
system
that
they're
utilizing
where
we
missed
the
mark
was
our
ticket
vending
machines
were
old
and
outdated
and
what
was
happening
is
you're
at
the
ticket
vending
machine.
You
want
to
pay
your
fare,
you
can't
read
it
or
it's
not
taking
your
card,
the
train
comes
up.
What
are
people
going
to
do?
K
K
On
their
cell
phones
with
either
day
pass
weekly
passes
or
monthly
passes,
and
when
our
fair
inspectors
come
up,
you
see
them
passing,
showing
their
fair
payment.
And
so
we
need
to
make
sure
we're
making
it
easier
for
our
customers
to
pay
for
the
system
and
invest
in
the
systems
that
they're
utilizing
our
amenities
program.
As
jason
mentioned,
as
we
continue
to
build
out
our
bus
system
and
make
sure
that
it
is
the
bus
system
that
provides
connectivity
of
the
future.
K
That
our
riding
passengers
need
is
embedded
in
this
program
looking
at
future
technologies
ebus
as
an
example,
we
just
announced
we
were
the
recipient
of
the
low.
No
emissions
grant
six
million
dollars
from
the
federal
government
that
will
allow
us
to
test
six
buses
on
our
sprinter
route.
There
are
three
major
manufacturers
in
the
us
that
make
electric
buses
we're
going
to
buy
two
of
each
of
them,
evaluate
their
performance
and
then
that
will
help
us
develop
a
plan
for
transitioning
our
entire
fleet,
and
so
we're
excited
about
moving
that
plan
forward.
K
M
You
know
working
with
the
city
of
charlotte
and
the
planning
department
and
charlotte
d.o.t
to
make
sure
that
we're
coordinating
our
planning
together.
You
know
the
charlotte
city
council
just
adopted
a
new
tod
ordinance
that
allows
different
levels
of
tod
for
not
only
existing
light
rail
stations
and
transit,
oriented
development
or
transported
stations,
but
also
future
light
rail
stations,
and
so
what's
exciting.
M
C
These
are
all
exciting
plans
and
opportunities,
but
we've
had
over
and
over
and
over
again,
including
from
some
of
you,
our
task
force
and
also
some
of
our
audience
who
are
listening
that
we're
tired
of
plans.
We
want
to
turn
these
plans
into
reality
into
something
that
will
be
really
transformational.
C
That
would
be
very
comprehensive
that
really
lead
us
into
that
type
of
future
that
we
want
to
be
john
and
jason
printed,
a
really
great
picture
of
how
we
moved
from
1998
to
where
we
are
today.
Having
this,
you
know
being
the
envy
of
some
of
our
competitive
cities
in
the
country,
particularly
in
the
south,
how
can
we
maintain
that
competitive
edge?
C
How
do
we
define
what
that
transformation
and
mobility
network
is
for
us
over
the
next
decade
over
the
next
15
years,
so
I'll
turn
it
over
to
steven
to
kind
of
talk
about?
What
exactly
is
it?
What
is
that
thing,
and
how
do
we
begin
to
talk
about
how
we
get
there
today
is
just
the
beginning
of
this
conversation.
So
please,
as
you're
listening
he's
going
to
try
and
walk
us
through
this
carefully,
and
then
we
spend
some
time
once
again
to
discuss
it
before
we
open
to
the
public
at
this
time.
P
Great,
thank
you
very
much.
I
hope
everyone
can
hear
me,
I'm
just
going
to
assume
that
you
can,
in
the
interest
of
time,
I'd
like
to
just
build
on
what
we've
already
heard
thus
far,
but
be
sure
that
it's
meaningful
and
offers
you
a
bit
of
clarity.
I
can
only
imagine
what
it
must
be
like
sitting
in
the
seats
that
you
are
receiving
a
fire
hose
of
information
over
these
last
two
meetings.
P
I
really
like
to
open
with
it's
great
to
hear
mayor
lyles,
introduce
really
a
new
way
to
consider
transportation.
Investments
in
charlotte
she's
essentially
recommending
that
we
embrace
principles
resulting
from
the
current
comprehensive
planning
process.
That's
quickly
approaching
about
a
year
and
a
half
of
community
engagement,
so
we
should
have
strong
confidence
that
we're
focused
in
the
right
areas
when
we
look
to
these
guiding
principles
for
direction.
P
We
know
that
our
work
around
the
country
has
led
us
to
reveal
that,
when
we're
very
intentional
about
integrating
our
efforts,
we've
got
a
much
greater
probability
of
achieving
desired
outcomes,
including
you
know
the
goals
that
have
already
been
enumerated
tonight,
goals
related
to
affordability,
access
to
opportunity
and
upward
mobility,
and
we
can
do
so
at
a
much
faster
pace,
and
I
think
that
that's
key
just
to
build
on
what
was
just
mentioned.
We're
we're
somewhat
tired
of
planning
we're
ready
to
to
do
something
and
to
be
actionable.
P
So
many
of
you
have
a
history
of
advocating
for
sustainable
transportation.
I
don't
need
to
give
you
a
primer
and
what
that
means.
So
it's
no
surprise,
though,
that
some
of
the
key
ingredients
you
should
expect
as
a
part
of
this
process
should
include
things
like
providing
high
quality
transportation
options
and
adding
to
that
just
the
the
experience
being
exceptional
as
if
it's
not
we're
not
likely
to
see
folks
embrace
those
investments
in
the
ways
that
we
might
next
slide.
P
So
you
may
remember
that
during
meeting
number
one
seemed
so
long
ago
already
the
concept
of
developing
a
strategic
mobility
plan
was
introduced
through
that
process.
I
just
want
to
remind
everyone
that
we
will
be
combining
a
set
of
plans,
projects,
programs,
policies
and
partnerships
with
the
intent
of
demonstrating
how
they
work
in
concert
to
advance
our
community
goals,
and
I
hope
that
that
change
isn't
lost
on
anyone.
I
really
think
that
oftentimes
there's
so
much
information,
that's
put
out
there
that
we
haven't
taken
the
opportunity
to
pause
and
really
think
about
what
this
represents.
P
It's
actually
a
new
paradigm
for
charlotte
and
arguably
as
a
community.
I
think
we've
been
working
to
get
to
this
moment
for
several
years.
It's
an
acknowledgement
that
we
need
more
good
plans
and
projects
to
be
successful.
But,
more
importantly,
we
need
to
align
programs
with
needs,
and
we
also
need
to
modernize
public
policy
to
adapt
to
21st
century
environments,
and
we
know
that
the
city
is
not
going
to
be
able
to
do
this
alone.
P
I
do
a
lot
of
this
work
around
the
country
and
I
think
it's
it's
paramount
for
us
to
understand
that
this
is
going
to
require
partnerships,
and
so,
while
we're
here
to
talk
about
a
transformational
mobility
network,
we
don't
want
to
lose
sight
of
the
fact
that
one
of
the
things
you
should
expect
from
this
process
is
the
creation
of
a
cohesive
mobility
plan
which,
at
its
center,
will
include
the
work
of
the
task
force.
This
transformational
mobility
network
in
particular,
and
even
more
importantly,
the
corresponding
strategy
to
advance
it.
P
P
P
A
transformational
mobility
network
could
be
a
network
of
projects
that,
when
implemented
as
a
system,
address
the
critical
mobility
needs
of
charlotte
and
the
region
and-
and
that's
helpful-
maybe
to
some-
but
to
take
it
one
step
further.
We've
added
this
additional
phrase,
but
for
these
projects,
charlotte
cannot
achieve
the
desired
outcomes
that
were
responsible
for
fostering
either
through
the
comprehensive
plan
or
the
strategic
mobility
plan,
and
I
think
that
that
last
phrase
for
me
is
really
helpful,
because
otherwise
we
might
believe
that
all
projects
belong
in
the
transformational
mobility
network.
P
P
One
of
the
acknowledgments
that's
already
been
made
tonight
is:
we
can
only
advance
small
portions
of
those
plans
in
any
given
year,
and
so
most
of
those
are
incremental
investments
that
occur
through
the
cip
or
similar
measures,
but
the
other
acknowledgement
is
they're
financially
constrained.
In
other
words,
we
only
have
so
much
money
to
spend
annually,
and
while
each
of
those
investments
makes
a
positive
contribution
to
the
network,
they're
simply
insufficient
to
overcome
significant
hurdles
or
to
take
on
things
that
are
much
larger
in
scale
simply
stated.
P
They're,
incremental
and
and
they're
not
likely
to
result
in
any
grand
transformations,
and
in
fact,
we
oftentimes
joke
in
planning
that
some
of
our
work
moves
at
the
pace
of
geologic
time,
and
that's
not
something
you
really
you
witness.
Sometimes
you
don't
even
fully
appreciate
that
you're
experiencing
it
in
the
moment.
P
When
we
think
about
what
the
transformative
mobility
network
needs
to
be,
and
so
here
again
after
listening
tonight,
you
probably
sense
that
there's
a
lot
of
enthusiasm
about
projects
and
our
existing
plans,
and
if
you
recall
that
definition,
I
offered
you
a
moment
ago,
you
may
be
scratching
your
head
kind
of
wondering
once
again.
Why
don't
we
just
simply
quilt
them
all
together
and
call
that
our
transformational
network
and
while
that
certainly
would
allow
us
to
finish
our
work
early?
P
It
doesn't
really
offer
us
an
understanding
of
which
projects
are
our
prerequisites
to
success
on
a
community-wide
scale
and
that
have
the
catalytic
potential
that
we're
talking
about.
So
we
went
one
step
further
and
we've
identified
the
following
characteristics
that
we'd
love
for
you
to
consider
these.
These
five
characteristics
are
as
follows:
scale.
Obviously,
I
think
everyone
gets
that
we're
talking
about
projects
that
are
larger
in
scale
than
those
that
we
often
can
advance
through
other
means
and
they
need
to
be
connected.
P
I
think
the
one
off
project
while
makes
a
nice
addition
to
a
particular
place
in
our
community.
If
it's
not
an
investment,
that's
connected
to
other
systems,
it
likely
doesn't
have
the
transformational
potential
that
an
isolated
project
may
mode
shift
I'll,
throw
a
more
of
a
technical
term
out
there,
but
effectively.
What
we're
talking
about
here
is
creating
the
opportunity
for
people
to
create
and
select
another
choice
for
travel,
especially
during
our
community's
greatest
peak
periods
of
travel
and,
and
that's
a
really
important
goal
that
you're
going
to
hear
more
and
more
about
about.
P
It
was
introduced
at
our
first
meeting
and
for
the
first
time
we
will
be
identifying
through
the
strategic
mobility
planning
process
a
modes
shift
target.
If
you
will
what's
the
recipe
for
success
to
both
accommodate
more
people
here,
but
also
to
create
ample
opportunity
and
equal
access,
and
that
that's
really
important
for
us
to
contemplate
and
not
all
projects
have
the
same
propensity
to
induce
mode
shift.
P
Funding
this
last
one
should
resonate
with
you
all.
Essentially,
what
we're
suggesting
is
if
a
project
already
doesn't
have
an
identified
funding
stream.
That's
one
thing,
but
what
we
also
want
to
suggest
is
that
if
a
project
can't
be
implemented
in
the
time
frame
with
which
it
can
make
the
biggest
impact,
that's
also
a
consideration
worth
advancing,
and
so
those
projects
that
require
higher
higher
levels
or
accelerated
funding
are
criteria
that
we
need.
Now.
P
We've
got
a
few
examples
up
here
that
everyone
likely
recognizes,
and
I
won't
go
through
in
any
grand
detail,
but
when
I
think
about
like
the
charlotte
gateway
station,
I
think
of
that
as
the
connectivity
example.
For
me,
it's
connecting
multiple
systems,
it's
connecting
people
in
place,
and
it
certainly
is
something
that,
but
for
the
addition,
we
don't
have
the
ability
to
integrate
multiple
travel
modes.
C
Thank
you
stephen.
So
we
are
at
7
38..
We've
got
just
a
few
comments
from
the
public,
but
before
we
go
that
route,
if
we
could
go
back
to
the
slide
on
definition-
and
maybe
we
start
with
that-
yes
right
here,
no
okay,
right
here,
stephen
started
off
with
this,
and
if
you
have
comments
related
to
this
or
even
any
part
of
the
presentation
or
questions,
please
feel
free
to
to
bring
them
up.
But
this
is
really
the
task
of
this
task
force.
C
Where,
wherever
you
live
in
charlotte,
you
should
be
able
to
access
amenities,
whether
by
walking
or
by
biking
or
by
using
scooters
or
any
other
means
of
micro
mobility
or
public
transit.
If
you
choose
not
to
drive,
how
can
that
happen,
unless
we
make
significant
shift
in
how
we
invest
in
our
mobility
system?
C
So
that
is
the
type
of
thing
that
really
transforms
a
community,
a
city
in
a
region,
and
so
I'd
like
you
to
to
react
to
this,
and
if
you
think
that
this
is
this
really
defines
what
our
transformation
and
mobility
network
is
for.
You
there's
something
missing
there
and
then
obviously
I
like
to
hear
what
you
have
to
say.
We
definitely
would
like
to
hear
what
you
have
to
say
with
regards
to
the
characteristics
too,
how
do
you
okay?
So
this
is
the
definition,
but
then
how
do
you
know
when
you
get
there?
C
What
defines
those
things?
What
are
the
characteristics
and
we
shared
five
of
them
with
you,
which
obviously
are
based
on
those
guiding
principles
which
are
also
rooted
in
division,
elements
of
a
comprehensive
plan,
so
I'll
shut
up?
And
then,
if
you
have,
I
know
eric
has
his
hand
up
and
we'll
take
a
few
before
I
share
with
you
what
we've
heard
from
the
community.
L
Thank
you
to
well,
I
just
had
a
question
and
it
does
touch
on
on
the
five.
I
think
it's
with
the
mode
share,
it's
measurability
and
knowing
how
we
are
achieving
that
system
that
addresses
the
critical
mobility
needs
of
charlotte
and
making
sure
we
get
that
right,
because
we
want
to
make
sure
that
we're,
including
the
the
right
places
everybody
gets
involved
with
the
biggest
you
know,
without
leaving
any
groups
out,
especially
big
holes
in
the
population.
L
C
Thank
you.
I
think
that
really
speaks
to
one
of
those
characteristics
that
if
you're
looking
for
a
package
of
transformational
mobility
network,
then
there's
got
to
be
a
major
shift
in,
for
example,
if
more
people
are
driving
their
automobiles
right
now,
how
do
we
measure
the
shift
to
riding
a
bicycle
or
to
walk
in
the
trail
or
to
using
you
know,
scooters
and
other
things
like
that,
so
that's
definitely
incorporated
in
what
we're
going
to
be
having
conversation
around,
but
before
I
let
steven
or
ed
respond
to
that.
I
Yes,
I'm
just.
I
would
like
to
echo
what
eric
just
mentioned,
because
what
I
didn't
really
see
is
a
lot
of
accountability.
I
didn't
see
a
lot
of
you
know,
practices
prioritization
of
at
risk
and
pressing
areas
that
we
know
that
these
things
that
have
a
fundamental
shift
in
the
upper
mobility
of
those
areas
and
I'm
interested
to
see
the
follow-through.
I
Yes,
so
what
I'm
saying
is
that
I
echo
eric's
sentiment
in
regards
to
the
accountability.
I
didn't
see
a
lot
of
the,
how
we're
going
to
measure
the
accountability
of
making
sure
that
these
efforts
are
incorporated
in
the
crescent
areas
that
are
at
risk
and
have
you
could
arguably
suggest
have
the
greatest
need
for
transportation
and
connectivity.
Q
To
highlight
two
things:
one
john
had
mentioned
very
briefly:
the
connect
beyond
regional
mobility
initiative
that
my
organization,
the
central
council
of
governments,
is
partnering
with
the
mtc
and
katz
on,
and
I
think
we
have
an
opportunity
at
some
point
in
the
very
near
future
to
share
more
information
with
this
task
force.
We
needed
to
think
about
some
synergy
between
the
committees
that
we
have
on
that
ongoing
study.
That's
two
states
and
12
counties
and
2.5
million
people
in
our
greater
charlotte
region.
Q
So
I'd
love
to
explore
some
synergy
to
get
some
of
you
all
on
our
community,
so
that
we
can
really
think
about
how
to
process
the
line
related
to
that.
Just
going
back
to
your
question
taiwa
on
the
definition
here
you
know,
I
I
think
if,
as
a
regionalist
and
an
urbanist,
I
appreciate
the
connectivity
that
you
see
and
putting
together
the
needs
of
charlotte
with
the
broader
region.
Q
Q
So
I
just
a
little
bit
more
clarity
on
how
this
task
force
is
going
to
be
evaluating
the
network
of
projects
sort
of
within
the
scope
of
charlotte,
or
is
it
evaluating
and
applying
that
criteria
to
a
much
broader
set
of
projects
that
again
cross
multiple
county
lines
and
even
so
just
a
little
bit
of
clarity
on
the
scope?
Helpful.
C
O
O
Can
we
possibly
group
or
alternatively,
but
can
we
better
narrow
down
what
we're
considering
critical
mobility
needs
to
geraldine's
point
that
regionalistic
thought
costs
that
scale
or
more
so,
towards
more
of
a
just.
The
five
counties
that
are
neighboring
us
can:
is
there
a
way
that
we
can
better
narrow
down
or
narrow
the
scope
of
what
that
specific
term
means
within
the.
P
P
That
may
help
from
a
geographic
perspective,
folks
to
see
the
venn
diagram,
if
you
will
of
where
projects
are
located
in
relationship
to
the
direct
access
opportunities.
That's
something
that
certainly
can
be
done
within
the
purview
of
this.
This
process,
and
I
love
the
discussion
about
critical
mobility
needs.
C
Our
mode
shift
is
76
percent
of
people
ride
their
vehicles.
What
does
that?
What
does
that
look
like
if
we
invest
in
our
mobility
options?
What
does
that
look
like
for
us
in
10
years,
in
15
and
20
years
from
now,
and
so
that
that's
part
of
the
work
that
we'll
be
doing
and
again?
I
said
at
the
beginning
that
this
is
the
start
of
a
conversation
when
mia
lyles
was
making
that
invitation.
C
A
focus
definitely
is
on
the
city
of
charlotte,
but
we
know
that
charlotte
cannot
do
this
without
thinking
of
the
region,
and
so
it's
very
important
part
of
what
we'll
be
sharing
with
you.
Hopefully,
if
we
meet
in
the
coming
months,
one
of
the
things
we'll
share
with
you
will
be
how
we
will
be
making
presentations
to
regionally
focused
bodies
like
the
central
lineup
council
of
government,
where
geraldine
is
the
ceo
with
the
alliance
where
janet
labar
is
the
ceo,
and
both
of
them
are
on
this
task
for
us.
C
C
C
There's
also
a
request
to
make
sure
that
why
we
discuss
the
gold
line
with
also
connecting
not
just
the
historic
western
to
uptown,
but
also
are
we
connected
to
other
parts
of
the
city
as
well,
and
I
guess
that
has
to
do
with
transfers,
but
that's
something
that
definitely
will
be
on
our
mind.
The
other
has
to
do
with
regulations
related
to
bike
parking
bicycles,
that
we
need
to
strengthen
them
so
that
we
can
actually
create
more
spaces
in
our
unified
development.
Ordinance
of
in
terms
of
how
we
treat
bicycle
parking.
C
R
R
There's
lots
of
great
examples
where
we're
rethinking
our
current
infrastructure
in
a
way
that
that
actually
is
building
new
capacity
with
with
an
existing
infrastructure.
We
already
have
just
repurposing
that
right
away
in
a
way
that
re-prioritizes
different
modes
and
we're
glad
and
as
steven
already
mentioned,
we'll
be
as
we
start
to
get
into
the
details
of
projects
with
the
task
force
moving
forward.
P
And
so
I
just
wanted
to
bring
about
that
understanding
as
well
that
this
isn't
simply
about
the
transformational
network.
This
isn't
our
one
chance.
We
actually
believe
that
the
ingredients
for
being
transformational
include
modernizing
how
we
prioritize
the
selection
of
capital
projects
across
the
board.
C
Thank
you
so
I'll
try
to
wrap
up
now.
If
you
can
put
the
last
slide
up,
and
that
is
what
does
it
look
like
for
us
going
forward?
We
really
want
to
thank
you
for
your
patience,
having
worked
with
us
since
june
since
may,
but
we
did
not
initially
plan
to
have
a
meeting
in
july,
but
I'd
like
to
propose
two
dates,
one
in
july
and
another
one
in
august
to
you.
C
Initially,
our
plan
was
to
have
off
in
july,
but
we
know
there's
a
lot
of
work
ahead
of
us.
So
if
you
will
check
your
schedule
for
july
23rd
at
the
same
time,
6
p.m.
We
definitely
will
be
happy
to
to
discuss
connect
beyond
which
is
really
one
of
the
big
plans
in
the
region
that
central
atlanta
council
of
government
is
working
on,
but
also
to
talk
about
best
practices.
C
Some
of
what
you've
said
tonight
with
regards
to
mode
shift
mode
share
the
needs,
the
funding.
What
exactly
are
these
transformational
projects?
What
what
a
day
like
and
then
towards
october
november,
we
will
be
making
presentation,
obviously
to
the
mayor
and
the
council,
but
also
have
been
diving
more
into
detail
as
to
the
funding
strategy,
but
we
want
to
devote
october
to
more
of
community
review
of
the
work
we've
done
so
far
as
well
as
to
have
engagement
among
yourselves
too,
with
whatever
we've
done
upon
to
that
time.
C
C
At
the
same
time,
I
will
be
definitely
looking
forward
to
engaging
you
stephen
had
mentioned,
and
ed
had
mentioned,
also
that
the
strategic
mobility
plan
itself
that
work
will
continue
into
early
21
so
that
we
finish
the
work
with
a
comprehensive
plan
at
the
same
time.
But
the
work
of
this
task
force
effectively
comes
to
an
end
in
december.
C
Mobility
creates
a
pathway
to
our
equity
for
a
lot
of
people
in
our
community,
especially
if
we
fulfill
some
of
those
fundamental
characteristics
that
we
looked
at
tonight.
Does
it
take
people
to
where
they
want
to
go?
Can
we
really
make
it
connected?
Can
it
be
seamless?
Is
it
something
that
can
connect
to
affordable
housing
and
create
the
quality
of
life
that
charlotteans
want
for
themselves,
but
can
it
also
connect
with
our
regions
as
well,
because
there
are
people
work
at
the
airport
who
live
in
cabarros
county?
C
How
are
they
funding
their
projects
and
how
can
we
take
charlotte
to
the
next
level?
So
thank
you
once
again
for
joining
us
tonight.
We
really
appreciate
that.
I
see
some
of
you
have
responded
to
those
dates
and
we
will
confirm
with
the
rest,
if
you're
able
to
respond.
That's
great,
but
thank
you
so
much
for
joining
with
us
tonight.
If
you
have
any
questions
regarding
this,
please
do
not
hesitate
to
send
them
to
us.
The
presentations
again
will
be
loaded
on
the
website.