Why Streetcars are WrongFor Columbia Pike

Arlingtonians for Sensible TransitSupporter Meeting

May 2, 2013

INTRODUCTION

2005 2012 20130

50100150200250300350

Streetcar Cost Estimates

Streetcar Cost Es-timates

Millions of Dollars

Streetcar Cost Up 158 Percent Since 2005, Despite Eliminating Stops and Other Cost Elements From the Project

1997 2003 2004 20110

1

2

3

4

5

6Silver Line Cost Estimates

Silver Line Cost Es-timates

Billions of Dollars

Dulles Rail Costs286 Percent Increase

2004 2008 20110

50100150200250300350

Tide Cost Estimates

Tide Cost EstimatesMillions of Dollars

Norfolk Tide56.5 Percent Increase

The Black Hole in The Financing Plan$137.94 – $230.24 Million

AA/EA FTA Likely FTA Upper0

50100150200250300350400450

Unknown

Local

State

Federal

Cost Estimate (Millions USD)

$137.94 million

$230.24 million

Streetcars Have Greater Capacity

Board and staff have repeatedly asserted that the modified streetcar has more capacity than buses. This is not true.

Arlington’s own study for Columbia Pike (2005 alternatives analysis) found that, as compared with modified streetcar, BRT would: ◦ have greater overall capacity than streetcars

22,490 daily passengers versus 19,860◦ “be a more efficient investment”◦ “carry more passengers per unit of capital and

operating expense”

The Board is Wrong About Capacity

Articulated Buses Have More Capacity and More Seats for Passengers

Vehicle Capacity Per Vehicle

Seats Per Vehicle

Number of Vehicles Every 6 minutes

Total Capacity Every 6 Minutes

Total Seats Every 6 minutes

Streetcar

United Streetcar 100 (Portland)

140 29 1* 140 29

Skoda-Inekon 10T (Portland)

157 30 1 157 30

Artic.Bus

New Flyer (Cleveland) 100 47 2** 200 94Wright RTV (Las Vegas)

104 44 2 208 88

New Flyer (Cleveland) 100 47 3 300 141Wright RTV (Las Vegas)

104 44 3 312 132

*Based on the County’s operational plan of 10 streetcars per peak hour** Standard-size buses currently operate with 2-3 minute frequencies on the Pike

Articulated Buses Have More Capacity and More Seats for Passengers

Stree

tcar

Stree

tcar

Bus (

3 mins

.)

Bus (

2 mins

.) 0

50100150200250300350

SeatedStanding

Number of Passengers

Total Capacity Every 6 Minutes

32.5% increase193% more seats

99% increase340% more seats

Buses Offer a Huge Increase in Daily Peak Passengers and Seats

Streetcar Bus (3 mins.)

Bus (2 mins.)

02000400060008000

100001200014000160001800020000

Total Capacity

Seats

Passengers per daily peak

period (AM and PM combined) (assumes 6 peak hours

per day)

Up to:

9,300 more peak passengers PER DAY 6,120 more peak seats PER DAY

Many Bus Routes Exceed 30,000 Average Weekday Passengers, Some Without Dedicated Lanes

City Bus Route Average Weekday Boardings

New York

M15Lcl/SBS 51,461B46 48,197

Bx12lcl/SBS 47,087B6 42,274

Chicago79th 31,904

9 Ashland 30,816San Francisco 38 Geary 33,003Los Angeles 720 41,384

Sources: NY MTA; LA Metro; Chicago Transit Authority; SF Muni

Most US streetcar systems do not come close to 30,000 weekday passengers

City Average Weekday Boardings

Portland 11,200New Orleans (St. Charles Line) 9,300Seattle South Lake Union 2,812Tacoma Link 3,870Tucson Modern Street Car (Forecast 2013) 3,600Tampa 900Sources: Portland TRIMET; Seattle Streetcar; Sound Transit; Federal Transit Administration; New Orleans RTA; TECO Streetcar

Many Bus Routes Exceed Arlington’s Target of 30,000 Daily Passengers, Not So With Streetcars

Se-ries1

0

10,000

20,000

30,000

40,000

50,000

60,000Bus Services

Streetcar ServicesAverage Weekday Boardings Arlington’s

Target for the Year

2030

Streetcars Are Necessary for Economic Development

Contrary to County assertions:◦ There is no direct causal link between streetcars

and economic development◦ Arlington developers have not expressed a

preference for streetcars on the Pike◦ Mixed use, walkable development can be

supported just as well with bus systems

The County is Wrong About Economic Development

Portland Development Commission: “it is difficult to single out the streetcar as a key factor in the downtown’s

success” Other major initiatives contributed to success around Portland streetcar

routes, including: extensive streetscape and facade improvements substantial allowable density parking regulations strong design guidelines and review land write-downs subsidies for affordable housing economic development grants and loans free rides on the pre-existing transit system

In other words, denser development likely occurred in Portland “irrespective of the streetcar.”

National Academies, Transportation Research Board, Relationship Between Streetcars and the Built Environment

No Causal Link Between Streetcars and Economic Development

Columbia Pike Initiative Pike Neighborhoods Plan Form based code Strong developer demand

1,000 housing units and 200,000 sf commercial added since 2008 Many public investments

Streetscape improvements Public buildings (Arlington Mill) Undergrounding electrical utilities New sewer, water, and gas lines Improved bus service Super Stops Replacement of the Washington Boulevard bridge

Financial Incentives Tax Increment Public Infrastructure Fund Partial Tax Exemptions Loans

Columbia Pike Has Many Of The Same Conditions, Regardless Of The Streetcar

County survey of developers◦ 64% responded that existing buses on Columbia

Pike are either “very important” or “important” to their development plans

◦ 60% responded that the streetcar is either “very important” or “important” to their development plans.

Streetcars Not Preferred by Arlington Developers

Density tripled without a streetcar◦ 5 new residential

buildings◦ 195,000 sf office building◦ 42,000 sf retail

Fits County’s vision for a mixed use, walkable community

Served only by bus (Shirlington Station)

Shirlington

Cleveland Roughly $6

billion total projects associated with the Healthline BRT as of 2012

Winner, ULI Award for Excellence 2011

Source: Urban Land Institute

Since 1997◦ Roughly $650 million

invested in corridor◦ 1950 new and renovated

housing units 900 affordable

◦ 62 new business openings◦ Tax base grew 247%

City-wide average 146% Winner of 2005 Great

American Main Street Award by the National Trust for Historic Preservation

Boston Silver Line, Washington Street

Source: Boston Redevelopment Authority

York Region (Toronto) Downtown Markham

◦ 243 acre, master-planned community 3.4 million sf commercial 2 million sf retail and

dining 10,000 luxury town

homes and condos 200 room hotel Largest collection of

LEED buildings in North America

◦ Main street open only to buses and pedestrians

Source: The Remington Group

Other Myths

How You Can Help

ARLINGTONIANS FOR SENSIBLE TRANSITDRAFT BUDGET – 2013

Note: Donations to AST are not tax deductible.

BUDGET ITEM COST NOTES

Web Support $10,000 Part Time Webmaster (maintain web site, coordinate supporter communications)

Media $10,000 Newspaper and Web Ads

Office Supplies $4,000 Flyers, Handouts

Research $4,000 Summer Interns

Meeting Rooms $1,000 Supporter Meetings

TOTAL $29,000  

(Raised to Date) ($11,000) (100% individuals; none from organizations

CURRENT NEED $18,000