Streetcar Watch

The idea of streetcars is taking off all over the country. Most areas see them as a way to increase the density of employment and housing along the corridor while revitalizing closer in former streetcar suburbs. People are also fascinated by the history.

There were a lot of stories this week covering the expansion, creation, or history of streetcar lines:

The Tempe Chamber of Commerce is creating a streetcar committee and there were articles in local papers discussing the idea: East Valley/Scottsday Tribune.

Portland has approved funding to keep the Eastside streetcar moving. The Oregonian is following the story.

The Portland City Council took a leap of faith Thursday, forced by a deadline to quickly commit $27 million toward building a $147 million extension of the streetcar to the east side.

The project carries some financial risk for the city, but the commissioners agreed that the streetcar could spark the kind of development boom on the east side that has accompanied the westside line through the Pearl, the west end of downtown, the River District and South Waterfront.

"We hope to knit together the east and west sides of the city in ways we would not be able to do otherwise," City Commissioner Sam Adams said.

Little Rock has a streetcar system and is thinking of expanding to the airport. THV has the article. I was struck again by how cheap Little Rock can get it done. Their last expansion was only 7 million a mile and the article makes it seem that they could keep the cost that low again. I've created a map that shows the extension area below and it seems like they would use former railroad ROW. This would make the costs of the line more like railroad costs which is much cheaper.

North Little Rock Mayor Patrick Hays says that a planned extension to Heifer International's headquarters would leave only three or four miles to cover to reach the airport. Hays says extending the line to the airport would allow visitors to take the streetcar directly to downtown hotels. Central Arkansas officials are looking into the feasibility of the proposal and a consultant is helping explore the idea. Running the line to the airport would cost an estimated 20 million dollars. Federal grants would cover 80 percent of the cost.

And finally, a series of History Lessons about Sacramento's Streetcar system over at the Sacramento History Blog.

Part 1: Sacramento Streetcar Suburbs
Part 2: Central Street Railway
Part 3: PG&E and It's Predecessors
Part 4: East Sacramento and Elmhurst

Gimme-Gimmeism & Employment Sprawl

As I was reading accounts of the new Microsoft Bus service which is an obvious nod to the famous Google buses which grace one of the streets by my house every day, I was struck by a comment made to the Seattle Post Intelliger about the transit system:

This is something that the county bus system should be doing and they're not," said Stephen Gerritson, executive director for Commuter Challenge, a Seattle non-profit. "To some extent, Metro is dropping the ball here."

Really? Well I guess the question is what is a good corporate citizen? Obviously Microsoft chose to locate their campus in a sprawling area instead of in the city which has the most commuting options. To me it doesn't seem to be a problem of the county bus system but rather of businesses that decide to locate in unsustainable locals. I have this same problem with Dell in Austin or Chevron in the Bay Area. They located out into nowheresville for cheap land but what they really did is transfer transportation costs onto their employees, specifically employees who wanted a different lifestyle than the auto-oriented trash that we see today. Does anyone wonder why young professionals flock to certain cities like San Francisco, New York, or Seattle? I'll give you a hint, its not to live in Redmond Washington or San Ramon California so they can be closer to their work campus.

This same idea can be applied for people who live in sprawl. Cheaper house? Well pay more for transportation. A study by the Center for Housing Policy showed that for every dollar saved on moving further out, a 70 cent transportation increase was had. We don't seem to let those folks off the hook for their choices so why should we let Microsoft off the hook for theirs? While hard to do now because of their entrenchment in Redmond, what would really help is a move closer to the transportation spines of the region or the creation of a new dense city like center with light rail access to Seattle. People shouldn't blame the County bus for not wanting or being able to incur $2.4 million in operating costs to serve one company, specifically a company who chose an inaccessible area.

The Limited Vision Line

Some folks in LA want the 720 Rapid bus line in LA to be dedicated to democrat Henry Waxman. In fact, the City Beat Sniper wants to call the 720 the Henry Waxman Limited Vision Line. The congressman representing places such as Hollywood and Malibu, banned tunneling using federal funding after a methane explosion in 1985 during construction of the first subway segments. Looking back, it was particularly short sighted to take off the table the best way to reduce congestion on the busiest corridor in Los Angeles. And as LAist points out, it would also have allowed LA to focus on other bottle necks now, instead of 20 years later. While I applaud Waxman for the repeal of the digging ban, the short sightedness from the past will come back to haunt riders on the 720 and the rest of the city. I imagine he's figured it out, but its a lesson for other elected officials and cities (yeah you Charlotte) who might be looking back 20 years from now wondering 'what if?'

The Numbers of Density

Want to calculate what density means? Try this tool created to show what the impact of living in sprawl really is compared to a more dense arrangement. It's a really interesting tool.

Which Way Does It Work?

Folks in Salt Lake City that live along 600 West are upset about a possible route alignment that will run by their houses. But JMD over at Transit in Utah is saying that its an important connection between the hotel/motel corridor and the airport.

But wait, it gets better. There are complaints that UTA is bowing to a developer to swing the route away from a popular mall but really it looks like it might be the best way to go in order to connect the intermodal center that will connect the commuter rail line with the Airport and downtown and the mall. From the Google map it looks like there is a lot more opportunity for redevelopment along 600 as well. But see for yourself below. The Yellow line is commuter rail, the blue is the route folks are upset about and the red is the alternate route. The red box is the mall and the blue box is the basketball arena. Personally it looks like a no brainer.

A New Subway Station

Stephen Rees covers the opening of an amazing new subway station in Moscow. Check out his blog for pictures.

New Transit Advocate Resource

Ok, I've started a new blog, City Transit Advocates. I'm not going to abandon this one but this is an addition that hopefully will be useful to everyone. Basically what I did is took the transit advocate blogs in my blogroll and aggregated their RSS feeds. There are 20 titles and one blog can only have two posts. This makes sure that blogs which post more often don't hog all the space.

Also, if anyone has any additions or knows of a good transit advocate blog to add to the aggregation that isn't there let me know. theoverheadwire at gmail dot com. There is a list of all the blogs in the aggregator at the right of the page.

I hope this is a positive addition to the transit blogosphere and allows people to get a look at what is happening in different cities.

Environmental Elitists

John at RT Rider discusses the behavior of the faux enviros in the California Statehouse this last session.

Poor Funding Means Poor Support...

As Ezra Klein points out, you can't expect something to work very well if its poorly funded. The bootstrap argument doesn't really work in those situations.

As it turns out, when you don't fund crucial public services, they don't work very well. It's a fun cycle: The DC Metro has no dedicated source of funding nor particularly united constituency, so it gets shortchanged come funding time. Inevitably, the lack of funds degrade service and lead to failures. This makes the Metro less pleasant, driving people away, serving as an argument that government can't do anything right, and giving fuel to those who say that we should reinvest in more roads and private transportation infrastructure.

Now with the bridge collapse and a number of articles coming out about low funding for the FTA, people are starting to pay more attention as to why some things don't work as well as they possibly should and perhaps why sometimes transit gets a bad wrap.

As Ryan Avent pointed out, here's the result: This year, the government will allot $1.4 billion in federal spending for transit, and $42 billion in federal spending for highways. Sure is a mystery why our public transit systems don't work better....I think a bigger problem is that the sorts of public transportation that are beloved as an alternative to cars -- namely, systems that don't use roads, and thus evade traffic -- need to hit a critical mass of lines, stops, and, stations before they become a real useful alternative. Building that sort of infrastructure takes time, and our politics doesn't tend to like solutions that won't solve anything before the next few elections end.

Very true, we need to start thinking to the future. Or we might end up building these things under the light of a darkened sun. I'm glad bigger blogs are picking up on this.

DART Expansion

Dallas has started construction on the Green Line. I'm really excited to see this line finally taking shape. The folks at DART are more educated now on TOD and might be able to make some decisions that will help this line be more transit oriented than the others. The Farmer's Branch Station apparently is first.

From the Dallas Morning News:

From Globe Street:

DALLAS-Dallas Area Rapid Transit is set to receive an $80-million grant for an expansion project. The first installment of a $700-million grant, approved last year by the Federal Transit Administration, will go toward construction of the Green Line, a 21-mile, two-segment extension of DART's light rail line, which will extend from the Pleasant Grove area of Dallas through Downtown Dallas and onto Farmers Branch and Carrollton.

The grant coincides with the Aug. 30 ground-breaking ceremony for the Farmers Branch light rail station. Carrollton will hold a similar ceremony Sept. 8 for the city's main Downtown station, one of three planned for the city. The Downtown Carrollton station will be the hub for three separate DART lines, making it one of the busiest in the system.

“Carrollton has the potential to become a major transit hub, joining Downtown Dallas, Downtown Fort Worth and Dallas-Fort Worth (DFW) Airport, in terms of importance to the region’s transportation network,” observes Carrollton Mayor Becky Miller. “We’re committed to leveraging public and private resources to maximize the development opportunities in this transit district.”