It is no surprise that Mike Norman attacked all five mayoral candidates on streetcars and their stated position that the City Council should have voted to “continue the study” (“Mayoral candidates should know better about streetcars,” April 22).

Norman has consistently been very vocal against streetcars. However, he bases his criticism of the candidates’ position on false information.

In the next to last paragraph of Norman’s column, he wrote, “The FTA wanted an answer. ‘Continue the study’ would have meant committing the city to building the streetcar route without yet having its $63 million share pinned down. That wasn’t acceptable, and the mayoral candidates should know it.”
Norman is only partly correct – and he should know it, because it is a public record.

The Federal Transit Administration did want an answer about Fort Worth’s plan for a $25 million streetcar grant, and continuing the study would have meant paying consultant HDR Engineering another $1 million ($100,000 from the Fort Worth Transportation Authority, $800,000 from the Regional Transportation Council and $100,000 from the city of Fort Worth, not $1 million from the city of Fort Worth).

But completing the study would not commit the city to building the streetcar route. It couldn’t, because the grant can only be awarded in response to an application from a transportation authority, not a municipality.

The council’s Dec. 7 vote was on continuing the study so the city could finalize a financial plan and prepare preliminary engineering plans and environmental documents that meet FTA requirements. The decision to request the Fort Worth Transportation authority to apply for and accept the grant, thus committing the city to building the streetcar, would not be made until the third phase of the study was complete – and then only if the results of the study justified moving forward with an acceptable plan.

These facts were clearly communicated in the resolution the city staff asked the council to approve. The amended recommendation by city staff specifically stated that “upon completion of an acceptable financial plan, preliminary engineering plans and environmental documents that meet FTA requirements, the City Council will urge the T to apply for and accept the Urban Circulator grant.”

Thus, a vote on Dec. 7 to complete the study would not have committed the city to build the streetcar route without yet having its $63 million share pinned down. All five mayoral candidates understand that, and all five reached the logical conclusion that the study should have been continued so the city could make an informed decision on whether to support the T’s application for the urban circulator grant.

Paul Paine of Fort Worth is a member of the city’s Modern Streetcar Task Force and is president of Fort Worth South Inc.

This is not an endorsement – the streetcar issue is but one of many facing Fort Worth, though we are of course inclined to believe it to be one of the most significant.  We do ask, as supporters of better transit for Fort Worth, that our fans and supporters consider the following statement when making an educated decision about casting a vote in the upcoming mayoral race.  And we welcome interactions with any of the other four candidates on the issues surrounding transit in general, and streetcars in particular.

“Dan Barrett for Mayor
207 E. Broadway, Suite 201
Fort Worth, TX  76104
817-877-5533
danbarrettformayor.com

The Fort Worth City Council recently turned its back on a $25 million grant it had been awarded for the development of a starter streetcar system.  The Federal Transportation Administration believed in the Fort Worth vision detailed in the city’s Comprehensive Plan and that Fort Worth had the basic elements already in place for a successful streetcar system.  Instead, we turned it down.  Worse, actually, than simply turning it down, it essentially opened the door to give the money to Dallas.  That’s right, Dallas.

Fort Worth asked for the money from the federal government, was granted it,  then spurned it, offering to send it east even before the feasibility study was completed (a study, by the way, that was primarily funded by the North Central Texas Council of Governments).  Had I been Mayor, I would not have voted to reject those funds.  I would have used all of the influence of my office to see the feasibility study completed, as all of the groups that studied streetcars agreed that the formal study should be completed.  If that study indicated that the starter system was viable in terms of economic development, operating costs, and availability of funds to finance the system – which I have very little doubt it would have – I would have again used all the influence of my office to bring the streetcar starter system to fruition.  Even if the study showed that a system wasn’t viable, the grant could have been refused at that time, not before we had all the needed information.

In fact, my understanding is that sufficient funds were available to finance the system through Tax Increment Finance Districts to be served by the system, the members of which were, and are, in favor of this project.  Further, the T had agreed to fund the first 3 to 5 years of operating costs, with the understanding that there would be continued support in some lesser fashion, since streetcars would relieve the T from operating some bus routes.  The remainder, according to the streetcar consultant, would be generated from businesses being served by and benefitting from the system via a Public Improvement District or similar financing device.  No general funds would be expended for either capital or operating costs.

Streetcars provide “last mile” transportation in a comprehensive rail transit system that is crucial to Fort Worth’s future.  Without it, “Generation Y” – that talented and energetic group in the 25-to-40 age range – will continue to be attracted to Dallas.  And Austin.  And even Charlotte, or Portland, or Seattle, or any of the other multiple cities developing their urban cores with streetcars.  As a forward-looking city, we cannot continue to rely on suburban development to enhance our tax base.  The numbers simply won’t work.

Fort Worth is justifiably proud of its downtown.  Everyone who has worked so hard to turn downtown into a vibrant urban center deserves our sincere appreciation, especially the Bass family without whom we would not have Sundance Square, Bass Performance Hall, and so many of our other amenities.  Without a solid, healthy downtown, redevelopment in the other Central City areas would not be as successful.  But it is time for our vision to extend beyond downtown and to connect our other urban corridors such as the Near Southside, 7th Street, Northside and Southeast so that all of Fort Worth’s businesses and citizens can grow and thrive.

As Mayor, I will make implementation of a comprehensive public transportation system, including the modern streetcar as the “last mile” modality, a priority and support it with the full authority of the office.

Thanks for being engaged.  Together, we can make a New Way for Fort Worth.

Best Regards,
Dan Barrett”

HDR, Inc. has released their recommended Phase One Fort Worth Modern Streetcar route.  This route was selected for a combination of factors – strong ridership (both initial and future), high development potential, connectivity between developing neighborhoods and Downtown, connectivity to other local and regional transportation systems, viability of funding, and others.  Phase One of the Fort Worth Modern Streetcar would link Downtown with the Near Southside and the Trinity River Vision’s Trinity Uptown area via the following route:

The route would have a northern terminus near LaGrave Field.  It would link to Downtown via North Main, switching to a Houston/Commerce couplet in the Downtown core.  It would reach 9th Street and connect to the Intermodal Transportation Center.  From there, it would link to the Near Southside via 9th and Jennings.  From there, the route takes Vickery over to South Main, then takes South Main to the southern terminus at John Peter Smith Hospital at South Main and Magnolia.

Phase One links important destinations in Trinity Uptown, Downtown, and the Near Southside.  It connects to commuter rail at both the ITC and the T&P Station (both the existing Trinity Railway Express and the future Southwest-to-Northeast line).  It connects to local bus service at both stations as well.  At the ITC, it further connects to Amtrak and Greyhound service.

Identified funding for the Phase One route consists of the $25 million Federal streetcar grant Fort Worth has already won, combined with funds from the Tax Increment Finance (TIF) Districts on the route, particularly the Trinity River Vision and Near Southside TIFs.  Operations costs are covered by The T and other private sources like farebox revenue, sponsorships, etc.  The Phase One alignment is financially viable without any money from the city’s general fund – no taxing of Fort Worth citizens, no money taken from potholes and parks.

Conservative estimates indicate this route would provide over $335 million in new development & investment along the route within 15 years – a cost-to-benefit ratio of 4 to 1, making Fort Worth’s Phase One route one of the strongest in the United States from an economic development standpoint.

In addition, Phase One would serve as a “spine” for potential future expansions to many parts of the central city, such as Magnolia Avenue, West 7th Street, East Rosedale, the Stockyards, and more (though Phase One doesn’t commit us to any expansions – the route is viable on its own).

A PDF of HDR’s presentation to City Council on the recommended Phase One route is available here.

We hope this list of Frequently Asked Questions (FAQs) will help you learn what’s so great about modern streetcars, and why they’ll be so good for Fort Worth.

1.  Why can’t we just decorate a bus and paint a stripe down the street to designate the “streetcar” route instead of spending the money for an actual streetcar?

We could do that, and we might get a small transportation benefit from doing so, although we’d certainly miss the large group of riders that will ride a train but won’t get on a bus.  More importantly, though, we’d be missing the big picture – the economic development that results from a permanent improvement to the public realm.  People aren’t dumb.  They know that a bus line could be here today and gone tomorrow, as has been the case with some Fort Worth routes in recent years.  What’s the axiom about real estate investment?  Location, location, location.  It’s the same for sustainable economic development.  Think about highway interchanges and how well they attract new businesses that are interested in auto-oriented locations.  Would those businesses locate at a highway interchange if they thought that the thousands of customers driving by each day could be gone tomorrow?  Or what would happen to businesses located near DFW Airport if the airport changed locations?  It seems counterintuitive, but it’s the permanence of a transportation system that creates value, not its flexibility.  Other cities have shown that there are many businesses and residents looking for vibrant urban areas served by modern streetcars.  A modern streetcar will attract sustainable economic development; a decorated bus will not.

2.  I like the idea of streetcars in Fort Worth, but I don’t live in the central city.  How does this benefit my family?

We don’t know yet where the first phase of the streetcar will be located, but we do know that it will be within Fort Worth’s urban core, with Downtown, the Near Southside, the Cultural District, and Trinity Uptown on the short list of districts that could be served by a starter line.

Geographically, these central city districts may constitute a small section of Fort Worth.  Economically, however, their role is huge and their vitality is essential to our entire city’s financial health.  Despite constituting only a small amount of the city’s land area, these central city employment centers generate  a huge portion of the City’s tax revenues.  This pays for parks, street maintenance, police protection, and other services throughout the city.  In many ways, it is within these central city districts that Fort Worth competes economically with our peer cities for new investment, and we need to continue creating an appealing and exciting urban core if we are to compete successfully.  A modern streetcar system is unmatched as a catalyst in creating vibrant urban districts in cities throughout the world.

In addition, the first streetcar phase is just the start of a larger system, and that system is an important part of the regional rail system that will serve most of Fort Worth and the DFW region.  A modern streetcar system complements regional rail, and after the first leg is built, future phases will likely move forward and spread into additional neighborhoods.

3.  I’m disabled.  How can I ride the streetcar?

Very easily. The streetcar has saucer-sized buttons along its exterior and interior walls. If you are in a wheelchair or motorized scooter, or pushing a stroller or pulling a grocery cart, you simply push the button when the streetcar stops, and a level ramp extends to the curb for straight-on access. If you are blind, the streetcar operator can signal for the ramp to ease your access to or from the streetcar. Many disabled residents in cities with modern streetcar systems choose to live along the streetcar lines because the vehicles are barrier-free, which enables them to lead more independent lives.

4.  Aren’t the overhead wires ugly?

Modern streetcars use only a single, small wire for power – much smaller than the ones used on the streetcars of yesteryear.  On the tree-lined streets that are found across the central city, they get lost in the foliage.  You can see how unobtrusive they are for yourself by looking at some of the high-resolution photos of modern streetcar systems on our web site.

5.  Won’t the streetcar block traffic?

Actually, streetcars hold up traffic less than buses do.  Modern streetcars have six sets of doors (versus two on buses), three to a side, giving passengers plenty of ways to get on and off the streetcar.  Four of those sets of doors are barrier-free double doors enabling lots of people to board at the same time.  And for disabled riders, the streetcar’s curb-height floors and quick automatic ramps let them get on and off with ease (contrast with the electric lifts needed to board most buses).  Browse around our site to see videos showing how easy and quick it is to board modern streetcars.  Combine that with the quick acceleration of modern streetcars and the ability for them to have priority at traffic signals, and you can see how nicely modern streetcars fit into mixed traffic.  In addition, streetcars operate more frequently than buses, meaning that drivers get used to their presence and know to expect them.  And of course, all the cars that streetcars can remove from the road help free up the streets for all users.

6.  How does the streetcar impact the sustainability of Fort Worth?

Developers and investors are far more willing to build at higher densities with lower parking requirements where streetcar lines are located.  By encouraging development that is less dependent on the automobile, the streetcar helps the city attract new residents without the pollution impact of new suburban development.  In addition, streetcars connect to other transit systems like buses and commuter rail, opening up a larger area of the city to car-free transportation.  Streetcars also work seamlessly with our bicycle transportation system to further reduce the city’s need for car dependency.

7.  How can I use my bicycle with the modern streetcar system?

Bicycling for transportation in Fort Worth is on the rise, and the modern streetcar system would integrate perfectly with our bicycle transportation infrastructure to extend the reach of bikes throughout the central city.  Modern streetcars have a large center section with curb-height floors and few seats, allowing bicycles to roll straight onto the streetcar from the curb with plenty of room to stand.  It’s even easier than the bike racks on our buses – there’s no loading and latching of your bike.  Just roll it right into the streetcar.

8.  What’s the difference between streetcar tracks and light rail tracks?

Streetcars and light rail, like virtually all modern railway systems, use the same width of track – 4 feet, 8 1/2 inches, measured between the inside surfaces of the two rails.  This is called “Standard Gauge” track.

While streetcars and light rail share the same width of track, the requirements for the installation of track are very different.  Light rail trains, like those used by DART in Dallas, are much heavier than streetcars, and so they require deeper foundations.  Light rail track takes longer to build (utilities, pipes, and other items below the track have to be moved) and costs a lot more.

Streetcar tracks, on the other hand, are embedded in a 12-inch concrete slab, and the utilities underneath are usually left in place.  Building a block of streetcar track can take as little as one week, and it blocks only one lane of traffic during that period.  In many ways, it’s less disruptive to businesses along the line than sidewalk reconstruction.

Streetcar construction is much less expensive than light rail construction, making it perfect for creating central city neighborhood circulator lines (light rail serves a different purpose, usually running longer distances with fewer stops).

9.  How far apart will the streetcar stops be?

Typically, streetcar stops are located every 800 to 1,100 feet, usually around 2-3 blocks apart in Downtown and perhaps less close together in other areas.  Some stops could be “Call Stops,” where you need to request the streetcar to drop you off with a simple button press.  The stops will likely be sponsored  by businesses and have electronic notification systems displaying the arrival times of the next two or three streetcars.  You may also be able to get streetcar arrival times on your iPhone or other smartphones.

10.  Where is the streetcar going to go?

The recommended initial route of the streetcar, as determined by study consultant HDR, Inc., is a route linking the Trinity River Vision, Downtown, and Near Southside districts.  The route would run from near LaGrave Field in the Trinity River Vision area, down North Main into Downtown, through Downtown to the Intermodal Transportation Center, then from the ITC down Jennings, Vickery, and South Main into the Near Southside, with the southern terminus at John Peter Smith Hospital.  See this graphic:

This route offers an outstanding combination of ridership (current and future), development opportunity, mobility, and funding sources.  It would also serve as a “spine” to build a potential larger streetcar system off of, with potential expansions down Magnolia, 7th Street, East Rosedale, and others.  In addition, this route links to commuter rail (both the existing Trinity Railway Express and the future Southwest-to-Northeast line) at the Texas & Pacific Station and Intermodal Transportation Center, as well as linking to city bus service and Amtrak service.

For more, see the post Recommended Phase One Streetcar Route.

11.  How can we pay for a streetcar?

The recommended Phase One route seen above can be funded by a business plan put together by study consultant HDR, Inc.  HDR’s recommendation for Phase One involves funding from a combination of sources:  the $25 million Federal streetcar grant that Fort Worth has already won, combined with funding from the Tax Increment Finance (TIF) districts along the route, in particular the Trinity River Vision and Near Southside TIFs.  Despite their name, TIF districts do not involve taxing the citizens of Fort Worth to pay for the streetcar.  Rather, the streetcar would be funded by the money the TIF districts already generate from increased property values in their districts.  In other words, the Phase One route could be built with money from the districts participating – no money would come from the city’s general fund, and the cost wouldn’t be passed on to the citizens of Fort Worth.

As for operations, The T (the Fort Worth Transportation Authority) has already made clear their intention to commit up to $2 million per year for operations funding, which easily covers the projected operating costs of the route.  Combined with other potential private funding sources, such as sponsorships and potential fare box revenue, the streetcar’s construction and operating costs have a variety of funding sources that don’t involve taxing the citizens of the city or taking money from potholes, parks, or anything else.

12.  If we build the first phase of the streetcar, aren’t we committing to building the entire proposed $600 million network?

Absolutely not.  The Phase One streetcar route, which would cost approximately $80-83 million dollars, does not obligate us to build any further expansions.  The “$600 million” figure thrown around by streetcar opponents is extremely misleading in this sense.  We could build Phase One (with funding we already have in place) and it would be totally viable from a financial and ridership perspective on its own.  We’re not obligated to spending any more on expansions.  If the streetcar is as successful as it’s thought it would be, it’s likely other areas of the central city would want an expansion to their location.  If so, funding for those sources can be discussed as they are needed – we’re not committing to anything but a simple Phase One.

Streetcar Project is Investment in Fort Worth’s Future

Fort Worth, Texas – July 9, 2010 – The City of Fort Worth’s efforts to create a modern streetcar network were recognized yesterday by Federal transportation officials who awarded the City of Fort Worth and the Fort Worth Transportation Authority with a $25 million grant for a 2.5 mile starter line in the central city. Fort Worth and five other cities, including Dallas, were selected to receive Urban Circulator grants totaling $ 297 million, out of 61 applications totaling $1 billion.

The grant is a strong endorsement by the Federal Transit Administration of the city’s efforts to develop an integrated, comprehensive transportation system that would meet local and federal air quality goals, improve access to jobs, and generate economic development. Considering that the final plan for the starter project won’t be completed until the city’s feasibility study is delivered later this year, the $25 million FTA grant is further evidence that the project’s goals are closely aligned with federal funding priorities. That study will prescribe the starter route as well as a detailed business plan that specifies the use of the grant funds and identifies other complementary funding sources. One of those sources is likely to be future tax revenue from new development along the streetcar line.

The FTA Urban Circulator program is part of the Obama Administration’s Livability Initiative, a joint venture of the U.S. Department of Transportation, the U.S. Department of Housing and Urban Development, and the U.S. Environmental Protection Agency. All three federal agencies have regional offices in Fort Worth and Dallas.

The $25 million federal grant will require a 20 percent local match, or $5 million. After witnessing firsthand the economic impact of modern streetcar systems in other U.S. cities, streetcar supporters feel Fort Worth can’t afford not to take advantage of this opportunity, and that elected officials should prioritize public and private dollars for the securing the local match. Potential funding sources include federal funds administered by the North Central Texas Council of Governments, such as the Surface Transportation Program and Congestion Mitigation and Air Quality Program, which are eligible to cover the 20% local match.

The grant is a crucial first step in establishing a network of modern streetcars serving the central city of Fort Worth. The goal of the streetcar network is to enhance walkable, mixed-use neighborhoods in the urban core and provide the critical “last mile” for regional and local transit commuters using the TRE and other T services.

This project is also anticipated to accelerate economic redevelopment and mixed-income housing opportunities in the region and create mixed-use and high-density residential and commercial infill development on many underutilized blocks of Fort Worth’s central city.

The modern streetcar system is for passengers throughout Fort Worth’s central city, providing linkages between walkable, mixed-use neighborhoods in the urban core, two intermodal transportation centers, downtown employers, academic institutions, and potentially the hospital district. The streetcar network would also extend the ability of employees, residents, and visitors to walk throughout the city center of Fort Worth.

According to federal officials, Fort Worth’s modern streetcar application was selected because FTA believes the project has a lot of promise, including the ability to increase regional access to jobs from disadvantaged neighborhoods.

Contact:

Streetcar Fort Worth, Inc.
1208 W. Magnolia
Suite 212
Fort Worth, TX  76104
info@streetcarfortworth.com

The grant was awarded by U.S. Transportation Secretary Ray LaHood and Federal Transit Administrator Peter Rogoff as they announced $293 million in federal funding for 53 transit projects nationwide.  The $25 million grant means Fort Worth won the maximum possible amount from this effort:

Project: Fort Worth Streetcar Loop (Urban Circulator)
Sponsor: The City of Fort Worth and the Fort Worth Transportation Authority
Amount: $24,990,000
The City of Fort Worth and the Fort Worth Transportation Authority will construct a 2.5-mile one-way streetcar loop with between 20 and 25 stops and three vehicles to connect a Trinity Railway Express commuter rail station and Intermodal Transportation Center with the central business district. This will be the hub of a planned streetcar network connecting six designated “urban villages” targeted for redevelopment to the city’s major employment centers, such as downtown and the Near Southside Medical District. Ultimately, the streetcar system will connect residents in four economically disadvantaged areas to job opportunities in major employment centers, while stimulating the redevelopment of walkable urban neighborhoods with a variety of housing choices.

The Urban Circulator funding was awarded to bus, streetcar, and trolley projects that help improve circulation within urban environments while also improving livability in those areas. The projects were assessed in four primary categories:

• Livability
• Sustainability
• Economic Development
• Leveraging of Public & Private Investments

Adminstrator Rogoff had this to say:

“Streetcars are making a comeback because cities across America are recognizing that they can restore economic development downtown – giving citizens the choice to move between home, shopping and entertainment without ever looking for a parking space,” said Rogoff. “These streetcar and bus livability projects will not only create construction jobs now, they will aid our recovery by creating communities that are more prosperous and less congested.”

The FTA grant is an exciting development for Fort Worth’s modern streetcar system!  Stay tuned for more as we progress!

In this video, Streetfilms takes a ride on the Seattle Streetcar, one of the new wave of modern streetcar systems serving as a model for cities across the United States.

This video really drives home how comfortable and smooth a modern streetcar is to ride.  Seattle’s Simple Measures classical chamber music group decided to hop on the Seattle Streetcar and put on a show.  The smooth, quiet ride and spacious interior of a modern streetcar allowed them to easily perform for riders.

In this video, Portland, Oregon’s then-City Commissioner, now-Mayor Sam Adams discusses the benefits of a modern streetcar system.

This video features several clips showing how modern streetcars work, what they’re like to ride, and how they fit into the city around them.