The Future of Charlotte Depends on Microtransit
Rakshita Ramakrishna (PPS ‘25)
Charlotte is a transit desert. It’s one of the worst cities to live in without a car — primarily due to limited public transportation. Since 2014, the Charlotte Area Transit System (CATS) has lost 75% of its bus riders, showing that Charlotte’s public transportation is in crisis. This problem is only growing, with the Charlotte Area Transit System (CATS), losing 75% of its bus riders since 2014. To improve transit options and accessibility, Charlotte needs to invest heavily in microtransit.
What is microtransit? It’s an on-demand service that uses small buses to transport riders from their neighborhoods to existing transit hubs or community hubs. Microtransit is subsidized, with fees ranging from the price of a regular bus ticket to completely free. Imagine using the CATS app to call a van to take you from outer Ballantyne to the closest bus stop, all for $2.20, and in under ten minutes. With CATS’s upcoming 2030 Transit Plan, residents in the outskirts of Mecklenburg county, like Huntersville and Pineville, could benefit from increased accessibility to amenities and jobs in popular neighborhoods like NODA.
Charlotte has already taken a step towards microtransit with an early 2023 microtransit pilot implemented in communities near the LYNX Blue Line. However, this pilot program needs more robust funding and expansion to address the city’s rapidly growing transit needs. Increasing the scale and decreasing the timeline will ensure this transit program is even more impactful.
Charlotte should expedite this process as microtransit has been effective in other cities. Wilmington introduced its microtransit program, RideMICRO, in 2022 to great results. With a $2 fare, RideMICRO saw an 800% increase in ridership and now handles nearly 10% of the entire metro system’s annual ridership. RideMICRO connects rural neighborhoods to shopping centers, the airport, medical facilities, and grocery stores. Microtransit could similarly transform Charlotte’s transit system, connecting a sprawling metro area that often leaves carless residents stranded.
CATS’s hub and spoke structure prioritizes Uptown, forcing those in outer neighborhoods to travel long distances just to reach a bus stop, and is a reflection of our city’s racial segregation. Uptown is a predominantly white neighborhood, with a median household income of 91,564 dollars, and is the center of all bus lines. Historically black and low-income neighborhoods, such as Greenville and Biddleville, are not well connected to Uptown, with limited stops and routes. Previously existing trolley lines in Biddleville were shut down due to urban renewal policies, leaving historically black neighborhoods with limited affordable transportation options.
It’s clear that Charlotte’s racist history of redlining still has lasting effects. Our public transportation system isn’t just inefficient — it’s inequitable. Investing in microtransit would enable historically marginalized communities to take advantage of the existing public transit system. Rather than having to wait for a new bus line to be built in every single neighborhood, microtransit allows CATS to meet riders wherever they are, no matter the area. Historically marginalized neighborhoods and communities of color are located within walking distance of Charlotte’s proposed microtransit coverage areas. Vehicles would be stationed and available to call requests in a timely manner throughout the city, and not just in high traffic areas. Microtransit is a way our government can begin to address the systemic inequities present in our city’s history.
The main obstacle is the cost. Critics lament the high price tag — it costs 31 million dollars a year in LA, and is primarily funded in NC cities thanks to federal transportation grants, such as the Transit Oriented Development Grant. Officials worry about the cost of microtransit once federal grants expire, as it is more expensive than buses. However, as one of the nation’s fastest-growing metro areas, Charlotte can’t wait for traditional transit expansions to catch up. Microtransit bridges the gap while CATS develops new lines, delivering increased ridership and an improved quality of life that justifies the investment.
The impact of an effective transportation system cannot be understated. In LA, the microtransit pilot led to quantifiable results, with studies seeing an 11% increase in job access. More workers will have the opportunity to travel further for better jobs — improving our economy and public transit system with the same stroke. Another economic improvement? It makes contributing to our city’s economy easier. Residents could use micro transit to watch a race at the Grand Prix or see Messi play at a Charlotte FC game. Our city is growing — it’s time our public transportation system did too.
Rakshita Ramakrishna (PPS ’25) is from Stamford, CT and is a Public Policy Undergraduate at Duke University’s Sanford School of Public Policy. This piece was submitted as an op-ed in the Fall ’24 PUBPOL 301 course. This content does not represent the official or unofficial views of the Sanford School, Polis, Duke University, or any entity or individual other than the author.
