AND NOW APPLAUSE FOR DC STREETCAR... AND WHY!

[Ocklawaha]

The Washington Post
A round of applause for the D.C. streetcar

By Nick Antonucci  March 25 at 5:00 PM
The D.C. streetcar deserves a round of applause.

Not because it's finally rolling, returning last month after 50 years, but because it shows a commitment to transit that will keep the District among the nation's great cities. And early ridership numbers are promising.

As millennials — those people born between the early to mid-1980s and 2004 — come of age, they're deciding in huge numbers to live, work and play in urban areas. Pew Research Center reports that 38 percent of 18- to 29-year-olds prefer to live in cities, compared with 24 percent of all other age groups.

And they're ditching cars and choosing public transit, ride-hailing services, bikes or a good pair of shoes over car ownership, insurance and maintenance costs.

But it's not just the young folks. Pew reports that boomers also prefer city living. As people get older, cities offer more convenient amenities, healthy and walkable communities and cultural pursuits not available in the 'burbs.

Cities that want to continue growing and prospering are taking steps now to meet the needs of these massive generational waves. Core to their success is a robust, multimodal transportation network that facilitates mobility.

In the District and in many other forward-thinking cities nationwide, this network includes streetcars.

Why streetcars?

They power economic development in ways bus routes cannot.

Fixed rails involve a bigger commitment than bus routes. The greater investment and ongoing maintenance that a streetcar line demands signal a long-term promise that attracts businesses and developers. Portland's streetcar line delivered millions of dollars in development adjacent to its route. Kansas City, Mo., attracted at least 11 commercial and 21 residential developments along its starter line.


All of these developments generate tax revenue for municipal coffers.

Plus, moving more people translates into fewer people driving, reducing pollution and congestion. Electric-powered streetcars are zero-emission machines. They're also quiet, bike- and stroller-friendly and won't splash pedestrians on sidewalks when it rains.

Most important, streetcars provide connections to the larger transit network for more people.

The 2.2-mile starter line of the D.C. streetcar on H Street and Benning Road NE provides another option for residents and visitors in Northeast to get where they're going.

And this is just a starter line.

As the streetcar finds success in the District, just as streetcars have in other cities nationwide, the number of routes will grow and the network will lengthen. Longer routes will drive additional investment and provide additional transit options to more of the District, complementing existing bus and Metro routes, ride-hailing services and bike lanes.

An important next step for the District is integrating fares so that streetcar tickets can transfer to bus and Metro services across the region. Planners are working on this.

The times are changing. Younger Americans prefer city living and no longer dream of owning cars. Older citizens, too, want the convenience and amenities of urban areas. We all want less congestion on our roadways and less pollution in the air. Multimodal transportation is key to meeting these demands.

The D.C. streetcar, now operational after a long journey, enhances multimodal transportation in the District, putting the city on track to grow and prosper as demographic waves break across the country in the coming decades.

[ronchamblin]

Interesting Ock.  I've wondered about the practicality of having streetcars in the core, between the core and the near neighborhoods, and then some kind of multicar rail (light rail or similar) extending outward to Orange Park (Blanding and Roosevelt), Beaches, etc. 

I drive from Fleming Island every day, and sometimes endure three to four lane traffic crawls in route ... but also endure same in other areas of the county when projects require it.  I will survive, as everyone else, but the main point with me is that the current system has such waste in general -- waste in time and fuel, with the additional effect of pollution.  Time of course, is destined to increase the traffic jams and crawls, and therefore increases in lost time, wasted fuel, and pollution.

So, acknowledging my ignorance on this problem, and my awareness of your long-time attention to it ...  in your opinion, how far will these negative attributes increase ... to what level of absurdity will they evolve .... in order to overcome the significant obstacles to designing and building an effective mass transit system? 

[ronchamblin]

I realize Ock that you are prolly hunting eggs so, meanwhile, I offer the additional rambling thoughts.  Please forgive, as I know not what I think.

According to some articles, many of us, especially the younger generation, seem less inclined to obsession with the automobile for every trip ... perhaps allowing that scary stuff called rationality to intrude, with the result that more are ready to engage some kind of substantial mass transit system.

The absurdity of the current scenario enters my mind occasionally when I observe, in one view, miles of vehicles, in both directions upon the highway.  As I view the traffic crawl,  I ponder how many of these motorists would, if they had an opportunity, use an effective mass transit system to get to work, or for any necessary trips?

Of course, there is a percentage, perhaps 20%, that require vehicles to make very frequent and fluid trips for their jobs, and therefore they must have the convenience of an auto at their place of work.  I wonder what percentage would gladly use some kind of rail for the longer distances to work, the streetcar for the shorter, and rely on an auto stationed at work for special projects?  I suspect there are some, including me, who require the flexibility of a vehicle at work, and would gladly use mass transit to get to and from work, and be willing to use their "work stationed" vehicle, or a company vehicle for work projects. 

I viewed the D. C. system photos and observed the wide streets that easily allow good space between the two streetcar runs on the street.  Few of our core streets are that wide, meaning that the streetcar rails would simply be closer together. 

The D.C. systems is quite attractive however.  Imagine a light rail ... two to four cars ... from Ortega, through Murray Hill, through Riverside and Five Points ... to the core.  Imagine one from various other close suburbs, to the core.   

[ronchamblin]

Well damn Ock.  I just discovered via another thread, that you are in the hospital again.  You are too good of a person to have to go through this kind of stuff.  Tell'm to get on the ball and fix you sir.

[Ocklawaha]

Thanks Ron! Yes, got home last night but still 'loopy' and nauseated from all the meds. I did't get the flu, not a cold, not allergies, just suddenly started filling with fluid. I was admitted Through ER at Altamonte, felt like someone parked a streetcar on my chest.

[finehoe]

D.C. Streetcar Exceeds Expectations Six Months In

Nearly six months since its long-awaited debut, the District's first streetcar line in more than half a century is quietly exceeding early ridership projections while avoiding the kinds of mishaps that have placed the Metrorail system under constant and intense scrutiny. Although not without its own issues to iron out, the 2.2-mile line in Northeast Washington is surpassing the low expectations that resulted from years of ad hoc planning, project delays, cost overruns, and a degree of public apathy.



http://wamu.org/news/16/08/05/six_months_in_dc_streetcar_quietly_exceeds_low_expectations

[benmarcus]

The Washington Post
A round of applause for the D.C. streetcar

By Nick Antonucci  March 25 at 5:00 PM
The D.C. streetcar deserves a round of applause.

Not because it's finally rolling, returning last month after 50 years, but because it shows a commitment to transit that will keep the District among the nation's great cities. And early ridership numbers are promising.

As millennials — those people born between the early to mid-1980s and 2004 — come of age, they're deciding in huge numbers to live, work and play in urban areas. Pew Research Center reports that 38 percent of 18- to 29-year-olds prefer to live in cities, compared with 24 percent of all other age groups.

And they're ditching cars and choosing public transit, ride-hailing services, bikes or a good pair of shoes over car ownership, insurance and maintenance costs.

But it's not just the young folks. Pew reports that boomers also prefer city living. As people get older, cities offer more convenient amenities, healthy and walkable communities and cultural pursuits not available in the 'burbs.

Cities that want to continue growing and prospering are taking steps now to meet the needs of these massive generational waves. Core to their success is a robust, multimodal transportation network that facilitates mobility.

In the District and in many other forward-thinking cities nationwide, this network includes streetcars.

Why streetcars?

They power economic development in ways bus routes cannot.

Fixed rails involve a bigger commitment than bus routes. The greater investment and ongoing maintenance that a streetcar line demands signal a long-term promise that attracts businesses and developers. Portland's streetcar line delivered millions of dollars in development adjacent to its route. Kansas City, Mo., attracted at least 11 commercial and 21 residential developments along its starter line.


All of these developments generate tax revenue for municipal coffers.

Plus, moving more people translates into fewer people driving, reducing pollution and congestion. Electric-powered streetcars are zero-emission machines. They're also quiet, bike- and stroller-friendly and won't splash pedestrians on sidewalks when it rains.

Most important, streetcars provide connections to the larger transit network for more people.

The 2.2-mile starter line of the D.C. streetcar on H Street and Benning Road NE provides another option for residents and visitors in Northeast to get where they're going.

And this is just a starter line.

As the streetcar finds success in the District, just as streetcars have in other cities nationwide, the number of routes will grow and the network will lengthen. Longer routes will drive additional investment and provide additional transit options to more of the District, complementing existing bus and Metro routes, ride-hailing services and bike lanes.

An important next step for the District is integrating fares so that streetcar tickets can transfer to bus and Metro services across the region. Planners are working on this.

The times are changing. Younger Americans prefer city living and no longer dream of owning cars. Older citizens, too, want the convenience and amenities of urban areas. We all want less congestion on our roadways and less pollution in the air. Multimodal transportation is key to meeting these demands.

The D.C. streetcar, now operational after a long journey, enhances multimodal transportation in the District, putting the city on track to grow and prosper as demographic waves break across the country in the coming decades.

As someone who lived there during the conception and initial implementation of the new streetcars, I can safely say they spent WAY too much money to send streetcars to parts of town which are on super shakey economic ground. It was completely wrapped up in politics and, as usual, those with the greatest need but quietest voices were excluded from the conversation. The plan was built on aggressively gentrifying a number of neighborhoods in DC to make room for people who took years and years, and a housing bubble collapse to show up. They should have spent the money on expanding Metro service past midnight and on their crumbling streets and sewer system. But hey, what do I know.