Month: September 2011

Charlotte’s transit plans due for a make-over?

It appears some basic assumptions about Charlotte’s transit lines may be about to change.

One: The North Corridor transit line (formerly the Purple Line but now the Red Line) will be commuter rail on a little-used Norfolk Southern rail right-of-way leading from uptown to Mooresville in Iredell County.

Two: The Southeast Corridor (a.k.a. the Silver Line) will run down the center of Independence Boulevard from uptown to the Levine Campus of Central Piedmont Community College in Matthews. It’s going to be bus rapid transit. Or maybe rail. In 2006 the Metropolitan Transit Commission agreed that BRT was the preferred alternative but it would wait at least five years to see if light rail made more sense by then.

But the governing body for transit in Mecklenburg County, the Metropolitan Transit Commission, heard two reports Wednesday night that contemplate changing both those assumptions. (My posting on the Red Line proposal. And my posting on the Silver Line proposal.) The MTC hasn’t voted yet on either, but the discussion and questions didn’t point to huge disagreements – at least not openly.

The problems, of course, stem from the MTC’s diminished expectations for money. It can’t afford to build and operate all five transit lines first envisioned in the mid-1990s.

The problem is especially acute for the Red Line, which has beaucoup ardent supporters in the north Mecklenburg towns of Huntersville, Cornelius and Davidson, who point out that the line is pretty much shovel-ready. Except for that pesky money thing. The new idea is borne of a strong push from the North Meck towns, who pooled their money and created the Lake Norman Transportation Commission, with former Charlotte Chamber CEO Carroll Gray as director. They’ve been strategically pushing political buttons and have succeeded in getting the attention of the N.C. Department of Transportation, among others.

Basically, they’re looking for a strategy that will help find funding to make up for the lack of federal funding, which originally had been expected to pay 25 percent of the costs.

The new strategy: Position the rail line as “economic development,” not just “carrying passengers.” Be open to partnering with freight operations, which opens up new potential lending and other strategies. It’s not “commuter rail,” per se, but “rail.”  You’ve heard of TOD – transit-oriented development? Wednesday night there was talk of FOD – freight-oriented development.

For the Silver Line, the problem is also funding. This Southeast Corridor has been contentious. The vocal and organized neighborhood groups in East Charlotte have not been keen on the concept of any form of bus transit. Bus routes haven’t been shown to perk up development the way rail does, although BRT supporters note that a fixed bus way is different from a changeable bus route on city streets. Hence the maybe-bus-maybe-rail position of the MTC.

But, as I and others have written, expecting any form of transit along Independence Boulevard to spark much pedestrian-friendly, close-knit transit-oriented development means closing your eyes to the reality of Independence. It’s a freeway that barrels through miles of highway-oriented, suburban strip development.  Unless someone plans to bulldoze miles of buildings and rebuild from the dirt up – which no one does, due to expense and the sheer impracticality of that notion – it’s not going to be in the same universe as “walkable” for many generations to come.

A group from the nonprofit Urban Land Institute studied Indy Boulevard last year and recommended scrapping, for good, the idea of light rail down its median.  You wouldn’t get much development anyway, the ULI panel said.  Instead, focus on the proposed Central Avenue streetcar and add a streetcar down Monroe Road as well. Since that proposal, a task force has been meeting and it’s recommending similarly.  It suggests being a tad vaguer about that Monroe Road streetcar in case some form of light rail down the CSX rail line to Matthews emerges as a possibility.

But it is suggesting the MTC “rescind the provision that reserves space in the center of the [Independence] highway.” Use that space, now a high-occupancy-vehicle lane used only by buses, for a high-occupancy-toll lane to be used by buses and motorists willing to pay a toll to escape the regular Indy Boulevard congestion.

It was inevitable, of course, that the original five-corridor plans for Charlotte’s transit system would evolve. In the next few months, look for some significant evolutions to take place.

Whatever do we do with Independence Boulevard?

Charlotte’s “hell highway” is never referred to by that term at public meetings. But that’s what it is. Tonight, the Metropolitan Transit Commission is chewing over some recommendations from a group of officials and citizens over what, really, needs to happen to the now-vintage plans for light rail down Independence.

(Here’s UNCC Professor David Walters’ recent essay on the same topic.)

A panel from the nonprofit Urban Land Institute last winter recommended rethinking the earlier idea to put a light rail line down the median of Indy Blvd.  The ULI panel pointed out the obvious: Putting a transit station in the middle of a huge multilane freeway would be about as pedestrian-unfriendly as you could be, and other cities have found you don’t get much transit-oriented development at light rail stops along freeways. Turn the median into a high-occupancy-toll lane for buses and cars, and put the rail transit along Central Avenue (as in the planned streetcar) and along Monroe Road.

For the past six months a task force of transit, transportation and East Charlotte representatives has been meeting to see what, if any, of the ULI recommendations should be pursued. Tonight, the MTC heard its recommendations. In a nutshell: Do what the ULI said, only be more flexible in where, exactly, the rail transit along Monroe Road should go.

“The Metropolitan Transit Commission should rescind the special provision in the 2006 Transit System Plan that calls for preserving the ability to construct light rail transit or bus rapid transit in the center of Independence Boulevard,” the task force says in a letter to Charlotte Mayor Anthony Foxx, who chairs the MTC.

MTC discussion was lively and enthusiastic – more so, really, than for the Red Line task force report earlier. Matthews Mayor Jim Taylor noted that “Union County [just southeast of Charlotte] seems to be the most interested I’ve ever seen them to be in the past 10 years.” Getting tax-averse Union County interested in anything involving light rail transit would be a sea change in the local transit landscape.

And one tidbit: The state highway project to turn Indy Boulevard into a freeway has been nicknamed a “one mile per decade” project.

New strategy for transit to North Meck

The Charlotte transit project getting the most attention the past four years has been extending the Lynx Blue Line from uptown to UNC Charlotte. But in recent months plenty of behind-the-curtains work has been focusing on the planned commuter rail line to north Mecklenburg. Tonight, the transit governing body heard about a significant shift in strategy for the Red Line.  The idea is to change the focus from “commuter rail” to “rail.”

Charlotte Area Transit System rendering of Red Line car

Quick background: The proposed commuter rail is a different form of transit from light rail. In many ways it’s more like intercity passenger rail than the electric-overhead-wire, plenty-of-stops Lynx. The rules for federal money for commuter rail and the cost-benefit analyses the feds require are structured so as to make the proposed 25-mile Red Line from uptown to Mooresville ineligible for federal money. That left a huge gap – 50 percent of the total – in the proposed funding plans, estimated at $373 million total for both phases of the project.

In addition, the countywide half-cent sales tax revenues tanked in 2008 and haven’t revived to the earlier estimated levels.  The Charlotte Area Transit System has been stumped over the problem of finding local money for the Red Line to cover the gap left by the lack of federal money, not to mention how to operate the existing bus system and Lynx, plus pay the local share for the $900-million-some Lynx Blue Line Extension.

Back to tonight’s meeting of the Metropolitan Transit Commission, which oversees CATS: The Red Line Task Force subcommittee that’s been meeting for about a year has agreed on recommending a new approach. Led by Paul Morris – formerly a consultant and starting this month,  the N.C. Department of Transportation’s deputy secretary for transit – the group wants to pitch a strategy Morris says will be nationally unique.  Use the rail line as an economic development strategy for both passenger rail and freight rail.  And form a formal partnership among Huntersville, Cornelius and Davidson so they can share tax revenues from new development, via a Joint Powers Authority.

But where would the money come from? Morris said the JPA would have no taxing authority. Whether it could issue bonds might depend on how any financing package is structured.  The Red Line Task Force is, for now, looking at four potential “value capture” ideas (warning, tax-policy-geekdom coming up): tax increment financing, special assessment districts, partnering agreements with private developers, or jointly developing property with a private owner. Which of those ideas, if any, would come to fruition can’t be known at the moment.

For most of the past 15 years, the strategic thinking about the north corridor’s Red Line was to use it to shape residential development. The area was booming, and the three towns adopted zoning ordinances to encourage transit-oriented development at the proposed station areas. The fact that the rail line’s owner, Norfolk Southern, was still running freight trains on it was generally mentioned only in passing.

Now, residential and commercial development are, if not dead, certainly no longer booming. So the strategy being proposed is to use that freight line as a selling tool for industrial development while using the prospect of passenger rail on the same right of way as a selling point for residential and retail development.

Will it fly with the rest of the MTC?  Tonight’s discussion might make that more clear. No MTC vote comes until next month.

Here’s a link to the PowerPoint presentation Morris gave to the Red Line Task Force in August.

How voice mail and email fall short

All across America, offices have been carelessly casting one of the most valuable resources they have, and an irreplaceable service for their customers: employees like Joe Sovacool.
 Joe hadn’t been cast aside by his office – The Charlotte Observer – although like most workplaces I know of, it too has greatly reduced the pool of workers who do what Joe did so well for something like 30 years until his death Thursday night, from cancer, at age 53.
 In “The real Weather Guy,” Observer blogger and weather geek Steve Lyttle nailed it in describing Joe’s value to the newsroom, just as Tommy Tomlinson, in “Observer, Sovacool,”  nailed the description of Joe’s determinedly quirky personality.
Joe Sovacool, like many other unheralded-outside-the-newsroom staffers – too many to name here – was smart, informed and discreetly nosy enough to know when to shield writers and editors from calls, when to send calls through and when to just listen politely to a raving nutjob caller and say, “I’ll be sure to deliver your message.” Which he would, though sometimes with a sardonic quip or a droll expression.
 Voice mail does not shield America’s workers from nutjob callers nor can it cut through the ramblings of a disturbed reader who does, indeed, have a useful news tip. Those annoying voice mail menus that so many businesses have adopted do not know that, after a bit of gentle inquiry, a caller who thinks he wants Reporter X will be better served by Editor Y.
Nor does a voicemail menu know that when you leave a message for Reporter Z, said reporter won’t get it for three weeks because she is on a honeymoon and the message is too important to languish. Yeah, yeah, we’re all supposed to change our voicemail greetings but here in the reality-based community an alert receptionist is far more dependable (and hence, cost-effective to the organization) than depending on dozens of reporters and editors remembering to change voicemail and out-of-office assistance settings.
The U.S. workplace of today seems not to understand that people can do things machines can’t and will, over time, more than make up the difference between the cost of buying and servicing a machine (and the attendant need for IT support) and a paycheck and benefits. People know things that make the place hum and that avert errors. They are things as different as knowing the difference between Iredell,  the county, and Airedale, the terrier (around here, a lot of folks pronounce them the same) and knowing how to change toner cartridges and where to get them. They are things like how to sweet-talk a mulish copy machine and whom you call when the machine wheezes its last, and who else in the newsroom needs to know the machine is on strike, and the most efficient way to get that word out.
They are things like recognizing when a caller is volcanically peeved at being transferred all over kingdom come, and understanding the caller needs to talk to a competent human being who’ll deal with whatever the problem is, even if the problem involves a wet newspaper or a screwed-up ad and you’re not in the part of the company that delivers papers or composes ads.
They are things like knowing who’s who in town, so when you spot a significant name on the daily list of obituaries you can tell an editor. If Joe were working today, he’d have been sure to tell an editor that one of the names on that list had worked for 30 years at The Observer and had a lot of friends, and maybe needs a headed obit.
And he’d have been right.

The fantasy land of transportation planning

The N.C. Department of Transportation is seeking people’s opinions to help guide them in putting together a 2040 plan. They’ve launched an online survey, which you can weigh in on at this link.

I encourage you to take the survey, but if you do, you’ll notice most of the questions require only one answer where several answers are needed. Example: For the question: “Which of the following is the most important to address the transportation needs of our changing population?” your choices are:
  •    Invest additional resources in public transportation (rail and buses).
  •    Expand roadways in North Carolina’s major cities.
  •    Encourage development with higher numbers of people per acre.
  •    Better coordinate transportation and land development.
  •    Other (please specify)
 You can choose only one. Which seems, to me, a bogus choice. Transportation and land use have to be coordinated or they are all but worthless. Additional resources must be invested in public transportation. And we all need to encourage development where more people live closer together – the only way to make public transportation work. No one of those is more important than another.

Land use planning and transportation planning are as linked as conjoined twins. The state likes to say it doesn’t do land use planning but that’s a fig leaf of an excuse that doesn’t hide the truth: Every time NCDOT makes a transportation decision, that decision affects land uses.

Accept that reality. Then accept the related reality that planning and transportation, to have validity, should be undertaken at a metro region level. Merge all the state-sanctioned transportation planning agencies in each of North Carolina’s metro regions. Charlotte has four to seven, depending on what you count. (You gotta love their names, too: The MPOs are MUMPO, GUAMPO, CRMPO, GHMPO and RFATS. Lest you think that’s not surreal enough, we also have two rural planning organizations, named LNRPO and the snarly sounding RRRPO.) We need just one, region-wide MPO.

If you’re looking for true sanity, then (as I have often written before) merge all those metropolitan planning organizations (a.k.a. MPOs, which despite the name do only transportation planning) with the regional Councils of Government, which attempt a regional approach to land use planning – although of course they aren’t allowed to adopt zoning ordinances and thus have little clout. Has all this made Salvador Dali seem reasoned and predictable by comparison?

So have your say on the NCDOT survey.  But recognize that efforts at serious urban region planning are fantasy, until the state adopts a more realistic approach linking land use and transportation.

Bike-sharing deferred, but tax talk moves forward

Did I mention that a Charlotte City Council committee scheduled to discuss a possible bike-sharing program this afternoon was also going to talk about “finding new revenues” for roads? I believe I did.  And you don’t have to be a political science professor to know elected officials won’t breeze quickly through any talk of new or higher taxes.

The result: Much information about higher registration fees, new sales taxes, new toll roads and even a vehicle-miles-traveled tax. (For details, see below.) The council’s transportation and planning committee voted to refer the whole topic to the council’s budget committee and to urge city staff to make sure the topic comes up during the council’s retreat next winter.

But no bike-sharing discussion. The committee ran out of time. That discussion is now scheduled for the committee’s Oct. 10 meeting.

For transportation policy geeks and tax policy geeks (I plead guilty), the how-to-fund-it-all discussion was meaty and even, well, sort of fun. The presentation from developer Ned Curran, who chaired a 2008-09 citizen group called the Committee of 21, is here. (For details, read that PowerPoint.)  In a nutshell, the Transportation Action Plan, adopted five years ago and due for an update, lays out a series of countywide transportation improvements. The Committee of 21 concluded the gap between identified road needs and known funding sources (federal, state and local) over 25 years is $12 billion. So … how do you find that money?

Curran, CEO of the Bissell Cos., made clear that the committee’s charge was to look specifically at roads, not at other transportation modes. They looked at 19 different revenue options, such as sales tax and gas tax increases, driveway taxes, impact fees, sin taxes and even parking surcharges. (The full list is on page 6 of the presentation on the committee agenda.) They assessed the options based on how related they were to driving, how much revenue they’d produce, how easy to implement and operate, political reality, etc.

The Roads Final Four:

  1. Doubling the $30 vehicle registration tax from $30 to $60 = $18 million a year.
  2. A half-cent Mecklenburg sales tax increase for roads = $81 million. Note, that estimate was before sales tax revenues plunged in 2009. A more recent estimate would be $55 million, Charlotte Department of Transportation chief Danny Pleasant said.
  3. Tolls on all existing interstates in the county = $52 million a year. This, obviously, depends on the toll assessed and what revenue-splitting agreements would be forged with the federal and state governments. 
  4. A vehicle miles traveled (VMT) tax. Curran said this option has gotten plenty of national discussion and would likely have to take place nationally, but as federal and state gas tax revenues sink due to more efficient cars and and people driving less, the VMT tax will get more credence. Privacy concerns? “If any of us have our phones on in our car, we’re being tracked anyway,” Curran quipped.

As Curran and Pleasant discussed the toll roads situation, it got interesting. A multistate agreement is in the works, they said, with which other states would agree to help each other capture the cents-per-mile tolls if, say, a New York driver zipped through North Carolina on I-95 and didn’t pay the tolls. New York would collect the money (how? that wasn’t clear) and send it to N.C.  Meanwhile, North Carolina is one of several states applying for a program to inaugurate tolls on parts of I-95. With more tolls and more states cooperating – and with innovations such as a High Occupancy Toll lane being planned for I-77 in north Mecklenburg – pretty soon you’ve got a VMT anyway.

One doubter about all this: Council member Michael Barnes. “There has never been the political will among elected officials to deal with it [funding transportation],” he said. “I am tired of it.” Count him among skeptics who think council members will, once again, after discussion fail to enact any specific measures to fund the city’s plans for transportation.  

Bike-sharing in Charlotte – soon?

A Charlotte City Council committee today takes up the question of what should happen next if Charlotte is to have (or not) a bike-sharing program. It also takes up an even more hot-potato topic: How to pay for the city’s road needs.

For those unfamiliar with the term bike-sharing, those programs have sprung up in cities all over the country, as well as in other countries. For a small fee – typically paid online – you can become a member or pay for a temporary membership. That gives you the ability to take a bicycle from a bike station, ride it for a certain number of hours and return it to another bike station

In its August meeting, the committee heard a presentation from Alta Bicycle Share, a consultant group that manages the Washington bike-sharing program known as Capital Bikeshare. (Photo courtesy of Capital Bikeshare, taken from the City of Charlotte’s website.) 

If you click on the link in the first sentence of this item, you’ll see that the committee agenda also holds a discussion on the sure-to-be-controversial topic of what revenue sources (read: tax or fee increase)
might be available to provide money for the Charlotte region’s huge transportation needs. The agenda says “provide detailed information on a variety of potential transportation revenue sources.”
The presentation will be a reprise of the recommendations from the Committee of 21, led by developer Ned Curran, which met in 2009 to look at the city’s “road needs.” It did not look at transit needs.  It did not look at “street” needs. None of which is to say that the city doesn’t need some work on its roads. It does. But in Mary’s Perfect World, we’d talk more about streets, which is what you have in a city, and less about “roads,” which are what you have between cities. And we’d mostly talk about “transportation” needs, which means looking at driving, transit, bicycling and walking, i.e., the Big Picture. We need to serve all those transportation forms.
The Committee of 21 looked at a gigantic list of possible funding, including such  Big City ideas as charging a fee for driving into uptown. It rejected most of those. For instance, congestion pricing (the downtown fee) can work well where residents have plenty of good options for transportation other than driving. Charlotte is not one of those places.
Why is the Committee of 21 presenting a reprise? I asked committee chair David Howard that very thing when I chanced to run into him Saturday at the UNC Charlotte Student Union. (I was walking around campus for exercise; he was waiting for his daughter to finish an educational program on campus.) He said he asked for it to be put on the agenda, because it’s a conversation the community needs to have.
The committee meets at 3:30 p.m. today in Room 280 of the Government Center.  

City pedaling and wilderness paddling

Bicycling and canoeing are kindred spirits in helping you explore your world, writes Joe Urban (a.k.a. Sam Newberg). In “Pedaling and Paddling in City and Wilderness,” Newberg writes about his experience in a canoe in the northern Minnesota Boundary Waters and its perhaps not-obvious relationship to bicycling through a city: 

“Just as the paddle is an “extension of your arm” in a canoe, the bicycle is an extension of your feet, enabling harmony and oneness with the street and buildings around you. As well, a canoe can cut almost silently through water, and a bicycle slices a quiet path through urbanity.”

 I shared the piece with a friend who’s a retired UNC Charlotte professor who used to bicycle to campus from East Charlotte and who goes on wilderness canoeing trips each summer. He replied:

“The essay comparing canoeing and bicycling strikes a very strong chord with me.  I would rather paddle in the Boundary Waters than be anywhere else on earth, except bicycling to UNCC.  The two experiences are so similar in my basal reptilian brain that I dream about them as one thing: flying over the landscape a few feet above the surface with no visible means of support.  Jung would have fun with that.”

At long, long last, a park for Romare Bearden

Bearden collage: Maudell Sleet’s Magic Garden (1978)

It took years, multiple political strategies, a bond vote, patience, weathering a brutal and ongoing economic downturn, more patience, and – finally – a multimedia event under a tent on a hot asphalt parking lot. But Friday, ground was broken for a new park in uptown Charlotte: Romare Bearden Park.

It’s notable for many reasons, including being the first significant honoring of  a major 20th-century artist, Bearden, who was born in Charlotte. It’s also the first major public park built in the heart of uptown in years. I am not counting Polk Place at The Square because it’s tiny and because I’m still hacked off that the city knocked down the oldest retail buildings downtown for a not-so-wonderful park modeled on what looks like the U.S. Northwest mountains. The late Al Rousso’s fight against the city to save his store got him elected to City Council. But it didn’t save his store. Nor am I counting The Green because it is private space. Lovely, but private. Just try standing and taking photos of the condos, and you may find yourself getting kicked out, as I hear happened to some architecture students.
 Romare Bearden Park is named for New York artist and Charlotte native Romare Bearden, born 100 years ago today about two blocks from the scene of Friday’s ceremonies, in his great-grandparents’ house at 401 S. Graham St. on the corner of what was then Second Street and is now Martin Luther King Boulevard. Bearden’s parents moved North when he was a young boy, but he visited frequently and some of his later works evoke (and are named for) Mecklenburg County and the people he knew here, including Charlotte neighbor Maudell Sleet (above).

St. Michael’s now-demolished church. Photo: www.bearden1911.org

That “multimedia” part refers to the agenda for Friday’s events. Of course you had politicians present and past, governmental officials and reading from ceremonial proclamations. But we were also treated to the choir from St. Michael and All Angels Episcopal Church – where Bearden was baptized. The church, founded in 1882, was formerly at South Mint and West Hill streets (where the Panthers’ stadium now sits) and is the oldest traditionally African American Episcopal church in the state. (For more information about Charlotte in 1911, at the time of Bearden’s birth, visit www.Bearden1911.org.)

After the pols came playwright/poet Ruth Sloane reading dramatic excerpts from her original play, “Romare Bearden 1911-1988,” commissioned in 2003, and accompanied by flautist Michael Porter. Then we followed the Johnson C. Smith University drummers out to watch Mecklenburg county commissioners’ chair Jennifer Roberts knock out a section of the back wall of a row of buildings that until now had, miraculously, survived on Church Street between Third Street and MLK Boulevard.

I chanced to sit next to Charlotte developer David Furman, who recalled, “When we started marketing the TradeMark [condo tower on West Trade Street] we were marketing this park.” That was six or seven years ago, he said. The park site was part of a multipart, still controversial land swap deal that was expected to bring a minor league baseball stadium uptown, to a neighboring and larger parcel that was the original site for this park. That deal has been mangled by the recession and long-running lawsuits.

But, Mayor Pat, do you back light rail?

Photo of Third Street station courtesy Charlotte Area Transit System
(See update at end, 6:30 p.m.)

Ex-CATS chief Ron Tober sends along a link to a nice little video about the Lynx Blue Line and South End. It praises the way the light rail line brings neighborhoods together, helps people move about the city without cars and builds for the future.

The film (apparently made by Siemens, hence the talking heads from that company) quotes many Charlotte notables, including Charlotte Planning Director Debra Campbell, Duke Energy’s North Carolina president Brett Carter, UNC Charlotte Dean of Arts + Architecture Ken Lambla, UNCC profs David Walters and Jose Gamez, Levine Museum historian Tom Hanchett …

… and former Charlotte Mayor Pat McCrory.

This is worth pointing out because McCrory, a seven-term mayor who is all but certainly running again for N.C. governor in 2012, has been a strong transit supporter. He has a national reputation for being a strong transit supporter.  That much isn’t really news for politics buffs.  But here’s a new wrinkle. His Republican Party in North Carolina now appears dominated by anti-transit conservatives.

During the recent General Assembly session, state legislators from Mecklenburg County made several stabs at outright killing any more state funding (and thus, any more federal funding) for Charlotte’s light rail system, as well as trying to off the state’s long-planned high-speed passenger rail between Charlotte and Raleigh. Last spring, McCrory said he had made calls to Republican legislative leaders about transit, but wouldn’t say what he talked about.

This all leaves Mayor Pat with a dilemma.  He can continue to tout his accomplishments as a moderate, pro-transit mayor, which will help him with independents and with any Democrats who have cooled on Gov. Bev Perdue. But that would definitely rile the people now in control of the state Republican Party, not to mention many legislators. Or he can play to his right and somehow distance himself from Charlotte’s nationally praised light rail system, one of his most praiseworthy achievements.

I note that on this video, McCrory doesn’t say anything that might be pulled out and used as a pro-transit film clip by enemies on the right, who kicked him around a lot when he was mayor, calling him a RINO (Republican in Name Only), or even a socialist, for supporting mass transit. On the film he says innocuous things,  that cities should look to the future, and this “infrastructure” is a good investment.

(Update and rewrite, 6:25 p.m.) McCrory just phoned me back and was pointed in saying he supports mass transit “where it works.” If the transportation experts and federal funding formulas say it would work in a certain place, McCrory said, then he’s for it. He said he just asks, “What will the numbers look like?”

This is all consistent with his remarks as mayor. But, I asked him, a lot of N.C. Republicans oppose mass transit, so how will he handle that in his campaign? “I’ll handle it exactly the same way I handled it as mayor,” he said. Some Republicans won’t like his answers, he said, and neither will some Democrats.

I’ve been wondering how McCrory, who is a deft politician, will handle this GOP-hates-transit dilemma. He’s on the record now – at least with Naked City Blog – on mass transit. It will be in interesting political show to see how his campaign plays out on this particular issue.