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
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