It cost $433 million for 3.66 miles, or $118 million a mile. It’s slower than walking, at least for some trips. It significantly increased street congestion and has had an especially “negative impact on other forms of public transport,” namely buses. What is it? Dublin’s new Cross-City Tram.
Note that the videographer had to speed up some scenes so people wouldn’t lose patience with watching the slow-moving tram.
Instead of being divided into three segments on four wheelsets, like many so-called modern streetcars in the states, the Dublin trams are seven segments on eight wheelsets. That means they can carry 358 people. It also means that, much of the time, they will run even emptier than American streetcars, since it is not easy to reduce the number of segments in a car for low-use periods. Continue reading →
St. Louis has spent $51 million building a 2.1-mile streetcar line that may never run because the company hired to operate it is almost out of money. In 2015, St. Louis County gave $3 million to the Loop Trolley Company, which the company used to hire managers, drivers, and other employees to run the trolleys that were supposed to begin operation in spring, 2016.
However, the start of operations has been repeatedly delayed, most recently to mid-winter, 2018. Now the trolley company says it will be out of money before it can start, and it is demanding another $500,000 before a single streetcar turns a wheel in revenue service.
At the other end of the state, the Kansas City streetcar was supposed to have been a great success, carrying an average of 5,843 trips per day, but that’s because it is free. The Loop Trolley Company expects to charge $2 per two-hour period. That’s in the range of the Little Rock streetcar, which carried 153 trips per weekday in 2016, or the Tampa streetcar, which carried 645 trips per weekday. These two lines each cost taxpayers more than a million dollars a year to operate. Continue reading →
Despite the fact that the Trump administration has said that will not sign more full-funding grant agreements for streetcar and light-rail projects, and there are no grant agreements for a Ft. Lauderdale streetcar, someone in the Department of Transportation gave Ft. Lauderdale nearly $61 million for the city’s inane streetcar project. When I asked DC transportation experts about it, the only answer I could get is that the department was “forced” to do so.
So now it is absolutely clear that transit capital grants are given out solely for political purposes, not because they make any economic or transportation sense. While the case could be once made that these projects went through some kind of screening process, today (thanks largely to rule changes made during the Obama administration) the only screening is a fill-in-the-blank checklist.
The good news is that Ft. Lauderdale opened the bids for the streetcar construction that was originally projected to cost $142 million, and it now appears the costs will be closer to $270 million. The bad news is that the city will now be desperate not to give up the $61 million from the feds and will find some way to build it anyway. Continue reading →
Detroit’s streetcar was carrying about 5,000 trips a day when it was free, but ridership dropped “somewhat” after they began charging $1.50 for a three-hour pass. “We fully expected ridership to dip a little bit” when they began charging, said a spokesman for the group running the streetcar.
As it turns out, “somewhat” and “a little” means 40 percent, as the line has averaged just 3,000 trips a day since they began charging fares. Moreover, they aren’t really enforcing the fares, as they estimate that half the people who do ride aren’t paying, and fare enforcement–which is scheduled to begin soon–is likely to drop ridership that much more.
The Antiplanner’s recent review of a proposed streetcar in Fort Lauderdale compared data for a dozen streetcar lines operating in 2015. Left out were streetcars in Cincinnati and Kansas City, which began operating during 2016. Now the early results for those two lines are in, and–not surprisingly–they aren’t good.
When it was planned, the Cincinnati streetcar was projected to carry 4,600 riders per weekday (see p. 16). By the time construction began, officials reduced this to 3,200 trips per weekday, and by the time it opened they dropped it further to 2,600. Actual ridership in May, its ninth month of operation, was just 1,713 trips per day. Since the city was counting on fares to help pay for operations, the streetcar is expected to have a $474,530 deficit this year and will need even more money from the city next year.
The Kansas City streetcar, meanwhile, was projected to carry nearly 3,200 weekday riders at fares of $1.50 a ride. So the city was elated when ridership in the first couple of months was more than 6,000 trips per weekday. What they didn’t mention was that the rides were free, not $1.50. Judging by Atlanta’s experience, raising the fares to $1 would reduce ridership by 58 percent; raising them to $1.50 would reduce it even more. Continue reading →
The bus versus streetcar debate became personal in Washington DC when a Megabus rammed a platform for the H Street streetcar. The crash put the streetcar out of service for several hours, and that particular platform for many days.
As if in retaliation, a streetcar rear ended a DC bus, injuring ten transit riders. There were only eight passengers on the bus, so the other two must have been on the streetcar and the Antiplanner wouldn’t be surprised if they were the only passengers on board.
Of course, the entire streetcar system was put out of commission while the messes were cleaned from each of the accidents. If only they had a vehicle that could pass one that was stationary because of an accident or breakdown. Maybe someday someone will invent one.
Now the company that is contracted to operate the streetcar has warned that poor quality control by the railcar maker has resulted in “catastrophic failures” of three different major systems that cause regular breakdowns of the vehicles. Cincinnati Bell is upset enough to demand possibly illegal secret meetings with the city council over the streetcar’s problems.
Cincinnati once counted itself lucky that it didn’t order streetcars from United Streetcar, the short-lived company that made streetcars for Portland and Tucson, many of which suffered severe manufacturing defects. But it turns out the vehicles it ordered from a Spanish company named Construcciones y Auxiliar de Ferrocarriles (CAF), which were delivered 15 months late, weren’t much better.
The Antiplanner’s friend, Benita Dodd, reviews the Atlanta streetcar on the second anniversary of its inaugural run. It was supposed to cost $72 million to build. It cost $97 million. It was supposed to cost $1.7 million a year to operate. It actually costs $5.3 million.
It was projected to earn $420,000 a year in fares. During its first year, it earned nothing because it was free. In the second year, the city began charging $1 a ride, and it earned under $200,000. When it was free, it carried 2,600 riders a day. After they began charging, ridership fell to less than 1,500 a day, less than half the projected number.
It normally runs on Saturday nights until 1 am. Last Saturday, “to accommodate large crowds” for New Years Eve, the city stopped running it at 4:30 pm. (Despite the absurdity of the claim that not running the streetcar will accommodate large crowds, the Atlanta Journal-Constitutionreprinted the city’s press release word for word.) Naturally, after all these great successes, the city wants to build 22 more miles of streetcar lines.
Washington, DC has started a $221,000 advertising campaign to promote the H Street streetcar, which began operation earlier this year. This includes a radio jingle, “Streetcar, streetcar, cruising along/streetcar, streetcar, singing a song.”
The definition of cruising includes, “To travel at a constant speed,” which hardly applies to streetcars. Cruising is also innuendo for “looking for a sexual partner,” but somehow I doubt DC singles will be attracted to someone because they are riding a free (but expensive) 7-mph streetcar.
“The Dallas streetcar project is another great example of how the Recovery Act is creating jobs and providing accessible transportation,” said then-Secretary of Immobility Ray LaHood in 2011 when he funded the project. Now that it’s been open for about a year, how many people are riding it? About 150 to 300 per day.
This is just one in a series of dramatic failures documented by the transit-friendly Streetsblog. After Atlanta began charging fares for its streetcar, ridership fell below 1,000 per day. Salt Lake’s streetcar carries a few more than that, but only about a third of the original projections. Tucson’s is supposed to be more successful, carrying 4,000 per day, but most of them are students who get major discounts.