Charleston County’s Transportation Sales Tax (TST) Referendum
Our Thoughts and Position
On July 21st, Charleston County Council approved final reading of the Transportation Sales Tax (TST) ordinance, clearing the way for it to appear on the ballot as a referendum in November. As the previous TST expires, Charleston County voters will decide whether to approve this new version of a half-cent sales tax for Charleston County transportation projects. Visit this webpage to see the list of projects to be funded by the tax.
We are excited that Council approved an amendment adding language committing the County to consider Complete Streets elements in each project funded by the TST. Originally proposed by Charleston Moves, the inclusion of this language will result in more supporting infrastructure being built for bike, pedestrian, and transit mobility. Though Complete Streets consideration is already standard practice for the County, this will “future-proof” this practice for the 25-year duration of the TST, ensuring it will continue regardless of the priorities of future Councilmembers or staff. Additionally, this language will serve as a tool for public accountability, making it easier for us to ensure the practice of Complete Streets consideration is followed.
TST Thoughts
Our overall assessment is that this TST is a mixed bag. There are positives for the climate: an increase in funding for the Greenbelt land conservation program, which will preserve carbon sinks, as well as the bike, pedestrian, and transit components listed below, which will be enhanced by the Complete Streets provision.
But what the Charleston area really needs is a major investment in alternatives to cars, and this falls short of that. Instead of a transformation, a significant step forward towards a robust public transit system and a bike lane network, this TST means maintaining what we have and making minor improvements to our multimodal infrastructure.
The Good
The TST would be projected to set aside approximately $180 million (~4% of revenue) over its 25-year duration for bike and pedestrian infrastructure. See the list at the bottom for the cost breakdown. This category would include funds to add bike/ped passage to the North Bridge linking West Ashley and North Charleston, add crucial “Last Mile” connections between future Lowcountry Rapid Transit (LCRT) stops and surrounding neighborhoods, implement the Mount Pleasant Way multi-use path network, and implement the Huger Street and Rethink Folly Road improvements. If fully funded, the Huger Street improvements could result in a bike/ped corridor from the future Ashley River Crossing Bike/Ped Bridge to the Ravenel Bridge, while crossing the future Lowcountry Lowline. The TST would also fund the development of a Countywide bike/ped plan, with some funds set aside for implementation.
Adding the TST’s bike/ped projects to existing infrastructure (such as the West Ashley Greenway and Bikeway, the Ravenel Bridge, and components of Mt. Pleasant Way), as well as those under development, (such as the Ashley River Crossing Bike/Pedestrian Bridge and the Lowcountry Lowline), will bring between a quarter and a third of the County’s population within range of a dedicated bike path that could take them a significant distance. With all of these projects, we might be nearing a future in which significant and visible numbers of Charlestonians can bike for the purposes of both recreation and meeting daily transportation needs. It may well be the case that this could bring us close to a threshold of cultural normalization, in which many people regularly bike or know someone who does, resulting in an electorate that expects bike/ped infrastructure and making investments seem less speculative and more like common sense to our elected officials.
The TST also contains $858 million for public transit. A significant majority (over 80% by our estimate) of this will go toward maintaining CARTA’s current level of service. The remainder will fund marginal improvements, such as better bus stops and some fleet growth, as well as improvements on the Peninsula in the form of implementing the Downtown Transit Study. This project will consolidate service onto key streets, offer more bi-directional service, serve growing areas of the Peninsula, increase frequency and extend hours for key routes, and integrate with the upcoming Lowcountry (Bus) Rapid Transit System (LCRT). These improvements are likely to make riding the bus more practical for people downtown. This will be the case for residents and tourists alike, as the improvements affect routes covering neighborhoods, job centers, and popular tourist destinations. Finally, the Last Mile connections mentioned above with the bike/ped components will support the effectiveness of the LCRT.
The Rest
The TST would be projected to set aside approximately $180 million (~4% of revenue) over its 25-year duration for bike and pedestrian infrastructure. See the list at the bottom for the cost breakdown. This category would include funds to add bike/ped passage to the North Bridge linking West Ashley and North Charleston, add crucial “Last Mile” connections between future Lowcountry Rapid Transit (LCRT) stops and surrounding neighborhoods, implement the Mount Pleasant Way multi-use path network, and implement the Huger Street and Rethink Folly Road improvements. If fully funded, the Huger Street improvements could result in a bike/ped corridor from the future Ashley River Crossing Bike/Ped Bridge to the Ravenel Bridge, while crossing the future Lowcountry Lowline. The TST would also fund the development of a Countywide bike/ped plan, with some funds set aside for implementation.
Adding the TST’s bike/ped projects to existing infrastructure (such as the West Ashley Greenway and Bikeway, the Ravenel Bridge, and components of Mt. Pleasant Way), as well as those under development, (such as the Ashley River Crossing Bike/Pedestrian Bridge and the Lowcountry Lowline), will bring between a quarter and a third of the County’s population within range of a dedicated bike path that could take them a significant distance. With all of these projects, we might be nearing a future in which significant and visible numbers of Charlestonians can bike for the purposes of both recreation and meeting daily transportation needs. It may well be the case that this could bring us close to a threshold of cultural normalization, in which many people regularly bike or know someone who does, resulting in an electorate that expects bike/ped infrastructure and making investments seem less speculative and more like common sense to our elected officials.
The TST also contains $858 million for public transit. A significant majority (over 80% by our estimate) of this will go toward maintaining CARTA’s current level of service. The remainder will fund marginal improvements, such as better bus stops and some fleet growth, as well as improvements on the Peninsula in the form of implementing the Downtown Transit Study. This project will consolidate service onto key streets, offer more bi-directional service, serve growing areas of the Peninsula, increase frequency and extend hours for key routes, and integrate with the upcoming Lowcountry (Bus) Rapid Transit System (LCRT). These improvements are likely to make riding the bus more practical for people downtown. This will be the case for residents and tourists alike, as the improvements affect routes covering neighborhoods, job centers, and popular tourist destinations. Finally, the Last Mile connections mentioned above with the bike/ped components will support the effectiveness of the LCRT.
Looking Ahead
So where does this leave us on the ballot question? We will be voting yes, as we don’t wish the material improvements in low-carbon transportation we’ve outlined to be put in jeopardy. But, to be honest, we do view this TST as a missed opportunity. We are disappointed that the cleanest, safest, and cheapest forms of transport were not prioritized in this process. The task of modernizing Charleston’s transportation system will be more difficult going forward than it could be.
We’ll have to build on the TST funding to bring the transportation system Charlestonians and the climate deserve, in which a trip can occur between any two points in the County without a car, into reality.
List of Bike, Ped, and Transit Projects to be Funded by the TST
Bike/Ped
Approximately $180 million overall (~4% of revenue)
$87 million for:
Crucial LCRT “Last Mile” connections to increase connectivity of surrounding neighborhoods to LCRT stops;
Implementation of Rethink Folly Road and Huger Street improvements. Rethink Folly Road aims to transition Folly Road into a safer, more multimodal corridor, including adding sidewalks, protected or marked bike lanes, and improved intersections, while the Huger Street project has similar goals for Huger Street. If fully funded, the Huger Street improvements could result in a bike/ped corridor from the Ashley River Crossing Bike/Ped Bridge to the Lowcountry Lowline (both under construction) to the Cooper River Bridge;
Development and some implementation of a Countywide Bike/Ped plan;
Implementation of Mount Pleasant Way multi-use paths to link key portions of the Town;
$90 million to add bike and pedestrian components to the North Bridge. This may occur via enhancing the existing bridge, assisting SCDOT with building a new one entirely, or constructing a separate bike/ped bridge;
$22 million for the Hagood Avenue Drainage Improvement Plan, which will include bike/ped elements.
Public Transit
$858 million overall (20.19% of revenue). This will primarily be used to maintain CARTA’s current level of service, as 40% of CARTA’s funding comes from the current TST.
$23 million for implementation of the 2024 Downtown Transit Study, which would consolidate service onto key streets, offer more bi-directional service, serve growing areas of the Peninsula, increase frequency and extend hours for key routes, and integrate with the upcoming Lowcountry Bus Rapid Transit System (LCRT). Highlights of this plan include:
Expanding Route 20, between Mt. Pleasant Street (future LCRT Park & Ride) and Broad Street via King, to operate until 3:00 am from 9:00 pm, and increasing off-peak frequency from 50 to 30 minutes.
Extending Route 210, CofC/Aquarium Shuttle, to the Medical District to create a Peninsular East/West Connector and increasing off-peak frequency from 30 to 20 minutes.
Extending Route 211, Visitor Center to Waterfront Park, to Mt. Pleasant Street LCRT Park & Ride and expanding service span from 9:30 until 3:00 am, and increasing off-peak frequency from 45 to 30 minutes.
Adjusting Route 213 to primarily connect Gadsden Green Homes and Hagood Avenue to Visitor’s Center, removing Calhoun Street component to be covered by LCRT, and increasing frequency from 45 to 20 minutes.
Simplifying Route 11, Downtown to Airport.
Moving Route 41, Downtown to Coleman Blvd., to Meeting Street.
Simplifying Route 102, North Neck, by ending line at Rosemont, expanding service span from 8:30 pm to 10:00 pm, and increasing frequency from 60 to 30 minutes.