Transportation First, then Economic Development for Streetcars

Transportation First, then Economic Development for Streetcars

By Yonah Freemark
June 10, 2015



[font size="1"]Paris’s T3a line, for example, travels an average of more than 11 miles per hour (17.7 kmph) and arrives at stops at least every six minutes during the day. That line attracts more than 130,000 daily users—more than any single bus, streetcar, or light rail route in the United States. (Wikimedia)[/font]

The recent efforts of cities across the United States to build streetcar lines running through their downtowns have been heralded by some as an ideal amalgam—an investment in improved transportation that also leads to adjacent private development. Streetcar proponents from coast to coast have welcomed federal aid for the construction of new systems, arguing that the projects will bring vitality to center cities that need a boost.

In this way, the focus on streetcars is reminiscent of the economic development strategies urban planners previously used in attempting to spruce up their downtowns, like pedestrian malls in the 1960s, festival marketplaces in the 1970s, and convention centers in the 1980s, none of which was particularly successful in reviving any downtown. Indeed, the phrases used to describe the value of streetcar systems—that they “drive development,” “revive downtowns,” and appeal to “the hearts and souls” of the youth—are little different from those rolled out for past efforts to spur economic growth. And unlike most other transportation investments, but like those earlier downtown strategies, streetcars are frequently promoted to boost tourism.

How can cities ensure that streetcars are not just another gimmick, another public subsidy for a few out-of-towners?

The answer is clear: make the streetcar system work as transportation for locals; make it effective enough to convince people who drive to get out of their cars.

.....(snip).....

In cities where streetcars are designed for commuters, they are faster and arrive much more frequently. Paris’s T3a line, for example, travels an average of more than 11 miles per hour (17.7 kmph) and arrives at stops at least every six minutes during the day. That is possible because trains operate in dedicated lanes separated from cars and are designed to turn traffic lights in front of them green to ensure faster speeds through intersections. That line attracts more than 130,000 daily users—more than any single bus, streetcar, or light rail route in the United States.

On the other hand, even in gridlocked Atlanta, it is hard to envision many people getting out of their cars or off their bikes to ride such a slow train. Indeed, it is no surprise that few people—only about 2,000 a day—are riding the route so far. It simply is not useful enough. ...................(more)

The complete piece is at: http://urbanland.uli.org/infrastructure-transit/streetcars-transportation-first-economic-development/