Posts about Atlanta
The latest WMATA budget proposal would raise fares on Metro rail, bus, and parking, while also cutting service. It's a crushing plan for everyone. In proposing to raise bus fares, the agency claims they are lower than in other cities, but for many riders who ride both the bus and rail, our bus fares are actually among the highest.
When announcing the fare hike plan, the WMATA press release read:
For bus riders, one-way local bus fares would increase from $1.75—We've heard "Metro bus fares are low compared to other cities" before. Last time Metro raised fares, in 2012, the PR around the change said the same thing. However, that's misleading at best—
among the lowest nationally— to $2.00.
A lot of people don't just ride the bus. They take a bus from home to a Metrorail station and then ride the train, and back again in the evening. Or a bus to a train to another bus.
That's not just because they are using a lot of transit. Large parts of the bus network are designed as feeders to the rail system. In fact, many buses don't go downtown at all, but end at a Metrorail station. When Metro opened, many existing bus lines were cut back to the nearest rail station, with the expectation that riders would take the bus only locally or to the nearest rail station rather than all the way to a distant job center.
If you do ride bus to rail or vice versa, you pay the full fare on both minus a 50¢ discount. By comparison, New York (for eaxmple) charges non-pass users $2.75 for any bus (or rail) trip, but a trip on a train and a bus (or more than one bus) still just costs $2.75, no more. You can't ever take a Metrorail and Metrobus trip for only $2.75.
How do bus fares really compare?
This table compares fares for combo trips in the eight cities with the highest transit usage. Since our rail system's fares vary based on how far you travel, it's more complex to compute the bus-to-rail fare, so for simplicity let's look at how much you'll pay for a bus trip once you've already paid for a rail trip from some other location.
|City & agency||Bus fare (w/card)1||Bus fare after rail||Bus fare after other rail|
|Washington (WMATA) proposal||$2.00||$1.50||FREE from VRE and for MARC or VRE pass holders|
|Washington (WMATA) today||$1.75||$1.25|
|Philadelphia (SEPTA)||$2.25||$1.00||$1.65 from PATCO2|
|Chicago (CTA)||$2.25||25¢||Full fare from Metra|
|New York (NYCT)||$2.753||FREE||Full fare|
|Atlanta (MARTA)||$2.50||FREE||No other rail|
|San Francisco (MUNI)||$2.504||FREE||$2.00 from BART|
|Los Angeles (LACMTA)||$1.75||FREE||FREE from Metrolink|
|Boston (MBTA)||$1.70||FREE||Full fare from commuter rail|
but free for pass holders
By this computation, the cost to get on a Metrobus after riding rail is more expensive than on any other system in the eight cities where people ride transit the most. Five offer free transfers, and of the other three, Metro is by far the stingiest with its transfer discount. It's definitely misleading to say the bus fare is lower in Washington than other US cities.
Free transfers for Metro?
WMATA could make free transfers part of a fare increase package. There's precedent for that, most recently in Los Angeles. LACMTA used to charge full fare for a bus ride after a subway ride (and even switching from one bus to another), but instituted free transfers in 2014 as it raised the base fare from $1.50 to $1.75.
There are other good reasons to institute free transfers. Because there's no free transfer, and because the base bus fare (to compensate somewhat) is lower than elsewhere, many poorer residents ride the bus long distances on the lines which don't just end at a rail station. The trip from Southern Avenue to Foggy Bottom on the 32 local might be excruciatingly slow compared to a two-train trip, but it's cheaper. This exacerbates a class disparity between rail and bus riders.
Metro spokesperson Dan Stessel confirmed via email that the current fare increase proposal "does not contemplate any changes to existing transfer discounts." The region needs to work to find alternatives to fare increases that could trigger a "death spiral," but if a fare increase does happen, the agency should reexamine its transfer policies.
Correction: The initial version of this post omitted Los Angeles' Metrolink under the "other rail" column in the table, and omitted some free transfers for MARC and VRE. These errors have been corrected.
Zoning in cities like DC is starting to get expensive. Maybe trillions of dollars too expensive.
Economists Enrico Moretti and Chang-Tai Hsieh find that if we lowered restrictions that keep people from building new housing in just three cities (New York, San Jose, and San Francisco) to the level of the median American city, US GDP would have been 9.7% higher in 2009—
The intuition is straightforward. These cities' strict zoning rules limit their housing supplies. That sends rents soaring and prevents people from moving in. But because these cities are hubs of finance, healthcare, and technology, they are unusually productive places to work and do business. When people have to live elsewhere, they miss out on all this.
As a result, displaced workers, who can't move to New York or San Jose, are less productive and therefore earn lower wages. The country misses out on their untapped potential--fewer discoveries are happening, fewer breakthroughs are being made--and we're all poorer as a result.
Just changing zoning practices in those three cities would lead to some massive shifts, according to the authors. One-third of workers would change cities (although they wouldn't necessarily move to those three metros). Even under a less drastic scenario, in which 20% of US workers were able to move, GDP would be 6.5% higher. Fewer people would live in places like Detroit, Phoenix, or Atlanta, but those who remained would earn higher wages. And, of course, the likely reduction in sprawl would help address local air pollution, global warming, and habitat loss.
Zoning rules have clear benefits, but it's a question of balance
Zoning and land-use regulations have benefits. Some ensure basic health and welfare; they keep toxic dumps away from your child's school, for example (though this works better if you're well-off). Others aspects of zoning provide more marginal benefits, and to say these laws safeguard your health would be a stretch, like rules that keep duplexes and other multi-family housing out of your neighborhood.
Large swaths of Wards 2, 3, 4 and 5 have these types of rules: they're zoned "R-1-A" or "R-1-B," which only permit suburban-style detached homes. As the "general provisions" section of the zoning regulations say, "The R-1 District is designed to protect quiet residential areas now developed with one-family detached dwellings."
This, of course, is not an accident: DC's zoning map also shows who has power in the city, and who does not. Parts of Georgetown, for example, have a unique zoning designation called "R-20"; it's basically R-1, but with stricter controls to "protect [Georgetown's] historic character… limit permitted ground coverage of new and expanded buildings… and retain the quiet residential character of these areas and control compatible nonresidential uses."
Meanwhile, equally-historic Barry Farm is zoned RA-1, which allows apartment buildings, like many other parts of Ward 8. And, of course, Barry Farm abuts a "light industry" zone, sits beside a partly abandoned mental hospital, and was carved in two by the Suitland Parkway. While Washington's elite can use zoning with extra care to keep Georgetown the way it is, the same system of rules hasn't exactly led to the same outcomes for Barry Farm.
What to do?
Addressing this problem doesn't necessarily require us to put skyscrapers in Bethesda or Friendship Heights, turn the Palisades into Tysons Corner, or Manhattanize Takoma. More human-scale, multi-family housing in these places, currently dominated by single-family detached homes, could be a massive boon to the middle class and poor.
If half of such houses in Chevy Chase rented out their garages, or became duplexes, I'd estimate that could mean 25% more families living near world-class transit, fantastic parks, good jobs, and good people.
As Mark Gimein wrote recently on the New Yorker Currency blog:
The cost of living in New York, San Francisco, and Washington is not just a local problem but a national one. That these cities have grown into centers of opportunity largely for those who already have it is not good for the cities, which need strivers to flourish. It would be a shame if the cities that so resiliently survived the anxieties of the atomic age were quietly suffocated by their own success.
If you're curious for more on Moretti and Hsieh's work, see this short description of their paper and this PBS interview with Moretti. For an in-depth discussion of zoning's effect on the economy (with less math), see this speech by Jason Furman, Chairman of the White House Council of Economic Advisers.
Atlanta's investing a ton of money in bike infrastructure, the negative effects of racist housing policies haven't gone anywhere, and sprawl is costing commuters big time. Check out what's happening around the country in transportation, land use, and other related areas!
Bike lanes for Atl: The Atlanta Regional Commission has approved $1 billion dollars for bike infrastructure in the region over a 25 year period. It sounds like a lot, but considering that it's part of an $85 billion plan... is it? (Bicycling)
Redlining the future: Historic housing policies that barred minorities from living in certain neighborhoods. One consequence that's still playing out is that very rich and very poor neighborhoods are increasing in number, and the children in the poor ones tend to make less money in the future and have more mental health problems. These cartoons explain the matter more in-depth. (Vox)
Sprawl Tax: Every year we hear about how much it costs Americans to be stuck in traffic, but what if we framed it as "how much policies that create congestion cause us?" Introducing the Sprawl Tax. In the 50 largest metro areas, sprawling land use costs commuters an average of $107 billion per year. (City Observatory)
Light rail in Austin: Transit advocates in Austin have been pushing for light rail for over 30 years. With the city focusing on mobility and a bond measure possibly going on this fall's ballot, they are hoping that the rail segment will be added to the mix. (Austin American Statesman)
On the edge: A common theme among transit planners is balancing service for an urban core versus the regional edge. It's important not to forget that transit functions as a network, meaning that if gets weaker in one place, it gets weaker everywhere. When we recognize that core improvements can help the edge and vice versa, our conversations are more productive. (Human Transit)
Quote of the Week
"These great shortcuts used to spread by word of mouth, but now they just spread like wildfire" - Traffic Engineer Paul Silberman on more and more cut through traffic directed off of main streets and into neighborhoods by the app Waze. (Washington Post)
The DC Streetcar is drawing a decent number of riders, so far. Compared to other US light rail and streetcar systems, it ranks near the middle in terms of riders per mile of track. It's slightly above average, neither horrible nor spectacular.
According to DDOT's latest streetcar ridership report, the H Street line carried an average of 2,285 passengers each weekday in April. It carries more on Saturdays, but weekday ridership is the standard measuring stick nationwide.
In raw terms, 2,285 riders per day is pretty low. But for a line that only carries passengers for 1.9 miles, it's actually not bad.
Middle of the light rail pack
Obviously, the 1.9 mile DC Streetcar isn't going to carry nearly as many passengers as, say, the 90-mile-long Dallas light rail system. And if you rank all US light rail and streetcar systems by total ridership, DC's 2,285 passengers per day is indeed near the bottom, at 31st out of 37. Dallas is 7th with about 105,000.
But to get a sense of how successful these lines are at attracting riders, we need to compare them on an apples-to-apples basis. To do that, divide the total daily ridership by the number of miles, to get ridership per mile.
And in those terms, DC Streetcar's 1,203 riders per mile is a respectable 18th out of 37. It's just barely in the upper half nationally. And it doesn't even go downtown yet.
Dallas is actually lower at 1,164 riders per mile. Other regional light rail systems that are lower than DC Streetcar include Baltimore (691 riders/mile), Norfolk (784), Sacramento (1,056), Saint Louis (1,035), Pittsburgh (850), and Cleveland (467).
On the other hand, DC is far below the number one system on the list: Boston's Green line light rail, which carries a whopping 7,126 riders per mile. Other systems near the top include San Francisco's Muni Metro (4,370 riders/mile), Minneapolis (3,275), New Jersey's Hudson-Bergen light rail (2,852), and the Portland streetcar (2,075, which is interestingly higher than Portland's MAX light rail at 2,048).
Compared to H Street's X2 bus
What about buses?
In terms of raw riders, the X2 bus on H Street is the 3rd busiest bus line in the WMATA system, with 17,400 riders per day as of 2015. The X2 is almost exactly 5 miles long, pegging it at 3,480 riders/mile.
So the streetcar is attracting about one third as many riders as the X2 was before the streetcar started, mile for mile.
But the X2 is a tall order to match. If it were light rail or a streetcar, the X2's 3,480 riders/mile would make it the third best system in America, after only Boston and San Francisco. That's one of the reasons a bigger and nicer vehicle makes sense there in the first place.
Plenty of room for improvement, but riders are there
Clearly the streetcar isn't perfect. Getting it open was a saga, and its lack of dedicated lanes or traffic signal priority continue to hurt. Future lines absolutely need to be better, and can be better.
And who knows what will happen if DDOT ever starts charging a fare. Atlanta streetcar ridership plummeted when it went from free to $1, but Portland's streetcar ridership remains high despite adding fares after 11 years of free rides. So that's hard to predict.
But in terms of attracting riders, DC Streetcar isn't doing particularly badly.
Cross-posted at BeyondDC.
The right hurricane could devastate Houston, and along with it some major sources of energy for the US, Baltimore's Black Lives Matter candidate is for real, and a California city is considering building a park overtop a freeway. Check out what's happening around the country in transportation, land use, and other related areas!
For Houston, not if, but when: Houston is the energy capital of the United States, with major chemical, oil, and gas facilities sitting on its ship channel. The city would also be a sitting duck if the right hurricane came along. This interactive story shows what happens when flooding inundates Texas' coast. (Texas Tribune)
Mayor of Baltimore: Black Lives Matter activist DeRay Mckesson is running for Mayor of Baltimore on a platform that's heavy on city planning. He wants to revitalize neighborhoods by making it easier for low-income residents to get home loans, along with restart the Red Line subway project that was cancelled last year. (Curbed)
Tip of the cap: Glendale, just north of downtown Los Angeles, could build a park overtop Highway 134, reconnecting downtown with the northern part of the city. City council members are visiting Dallas' Klyde Warren freeway cap, and will take a vote after that. (Time Out Los Angeles)
Circling Atlanta: Ryan Gravel wrote his master's thesis about the idea to turn a a network of old freight rail lines into what is now knows as the Beltline, a green ring of transit and trails around the city. Now, he's head of the "Atlanta City Design Project", a new effort to re-imagine Atlanta as a sustainable and inclusive city. (Atlanta Magazine)
Pilot light out: America's contract air carriers that do a lot of the regional work for major airlines have been suffering from a lack of pilots. Republic Airways just filed for bankruptcy, and some argue that this is a long term deficit that will hamper the industry for some time to come. (The Economist)
The coffee shop it is a changin':The coffee house has gone through four major stages, from a place to simply get a drink to a third space for the community to boutique coffee shops to, finally, the coffee bars popping up today. The general trend: less WiFi and invitations to sit and work for hours, more face time and conversation with baristas. (Core 77)
Quote of the Week
"These new standards are an urban design revolution, they overturn the destructive Chinese model of superblocks, gated communities, and giant streets that has been too long eroding the livability their cities. [The authorities] have been testing these ideas for years, but now they are moving them to a scale that is unprecedented."
- Architect Peter Calthorpe speaking to City Metric about changes a Chinese policy group has made to their urban design standards.
Los Angeles wants the 2024 Olympics and says it can do the job for cheap, Greyhound is looking for a new lease on life, and in Georgia, voters just lost their chance to decide whether to fund MARTA expansion. Check out what's happening around the world in transportation, land use, and other related areas!
Olympic Trials: It costs a lot to host the Olympics, and recently most of the willing bidders have been cities in countries with horrible human rights records. A lot of cities in wealthier countries have said no to hosting, but Los Angeles says it has a model for running the Games at low cost, and wants to use it in 2024. (ESPN)
Greyhound makeover: Greyhound, which many have long viewed as a travel mode of last resort, is working to attract younger riders and stay relevant. By creating new apps and upgrading its aging fleet, the company hopes to compete on shorter haul routes that have been long dominated by the airline industry. (Dallas Morning News)
MARTA never had a chance: Many Georgia voters thought they'd be voting this fall on whether to expand MARTA. That won't happen, though, as the measure won't be on the ballot because suburban legislators scuttled a vote on the bill proposing to put it there. (Curbed Atlanta)
Denver's disputed plan: Blueprint Denver, which in 2002 said which parts of the city should develop and which should stay the same, is due for an update. Local density opponents say that prevailing interpretations of the plan have been too friendly to developers. (Westword)
Healthy town: In England, new towns are focusing on health outcomes for residents, with places fighting diseases like diabetes by promoting active living and restricting fast food near schools. Ten new towns are planned for 170,000 residents by 2030. (Mashable)
For transit, regional > local: In a number of European cities, regional associations called Verkehrsverbünde handle transit operations and coordination. Doing it this way rather than having local, individual agencies run most transit systems, could mean more ridership, lower costs, and better land use decisions. (MZ Strategies)
Quote of the Week
"The London Congestion Charge is better than nothing but does not do the job as effectively as it might since it is not closely related to the congestion costs any given journey creates and, as a cordon charge, in fact generates an incentive once you have paid the charge to use your vehicle."
- Paul Cheshire, Emeritus Professor of Economic Geography at the London School of Economics.
Antonin Scalia's legacy has roots in a land use case, Atlanta's mayor says he'll kill a regional tax initiative if at least 50% isn't promised for transit, and professional sports team owners are starting to demand more from cities than just stadiums. Check out what's happening around the world in transportation, land use, and other related areas!
Scalia on land use: A land use case helped establish Supreme Court Justice Antonin Scalia's legacy. In Nollan vs. The California Coastal Commission, Justice Scalia made his mark when he ruled anything a person exchanged for a government permit, like an easement, must relate directly to the purpose of that permit. (Urban Edge)
No MARTA, no roads in Atlanta: Atlanta's Mayor Kasim Reed wants to make it perfectly clear that if MARTA doesn't get at least half of a sales tax measure that's expected to go before voters this fall, he will oppose it. "The future of this city and this region is going to be transit based," he says. (Atlanta Journal Constitution)
A stadium, plus some: US sports teams have long been been reliant on public support for stadiums. Now teams are starting to ask for entire neighborhoods so they can benefit from spillover, too. The Atlanta Braves will control $400 million of mixed-use development surrounding their new stadium site, and plans for a soccer stadium and village in St. Paul came out yesterday. (Bloomberg View, Minneapolis Star Tribune)
Scary strangers: Recent research on the psychology of neighborhood opposition to density found that, rather than different architectural styles, people were most afraid of the "unpredictable social interactions" and increased crime they perceived diversity to bring. (Chicago Policy Review)
Ford wants to reinvent the... commute: Ford Motor Company wants to work in commuting but branch out from more than just cars. It's working with design firm IDEO and banking on concepts of archetypal commuters to help. (New York Times)
The Spanish Big Empty: Before 2008's recession, cities in Spain were preparing for lots of new residents. They never came. These striking images show downsides of planning for an expected boom rather than actual demand. (Huffington Post)
Quote of the Week
"...your whole work as a political reporter is based on the premise that power in a democracy comes from being elected. And here's a guy who has never been elected to anything and he has more power than anyone who was elected, and he has more power than the mayor and any governor or any mayor or governor put together." Robert Caro, author of The Power Broker, a book on controversial New York planner Robert Moses. (Gothamist)
There is much confusion over what separates streetcars from light rail. That's because there's no single easy way to tell, and many systems are hybrids. To tell the difference, one has to simultaneously look at the tracks, train vehicles, and stations.
San Francisco's Muni Metro runs both in a dedicated subway and on the street in mixed traffic.
Is it a streetcar or light rail system? Photos by Matt Johnson and SFbay on Flickr.
It's hard to tell the difference because streetcars and light rail are really the same technology, but with different operating characteristics that serve different types of trips.
The difference, in a nutshell
Theoretically light rail is a streetcar that, like a subway or el, goes faster in order to serve trips over a longer distance. But what does that mean in practice?
There are several features of tracks, vehicles, and stations that both streetcars and light rail sometimes have, but which are generally more common on light rail. Thus, although there's no single separating test that can tell the two apart with 100% accuracy, it's usually possible to tell the difference by looking at several factors simultaneously.
Image by the author.
Let's look at each of those factors, one by one.
Lanes and tracks
It's a common misconception that streetcars always run in mixed traffic with cars, while light rail has its own dedicated track space. That's often true, and it's such a convenient and easy-to-understand definition that I've been guilty of using it myself. But it's wrong.
There are too many exceptions to that rule to rely on it completely. Sometimes (though rarely) light rail lines run in mixed-traffic, and there are plenty of streetcars with their own right-of-way. Some streetcars even have subways.
Compare Sacramento's mixed-traffic light rail with Philadelphia's streetcar subway, for instance:
Left: Sacramento light rail in mixed traffic. Photo by Flastic on Wikipedia.
Right: Philadelphia streetcar in a subway. Photo by John Smatlak on Flickr.
In fact, practically every mixed-traffic streetcar has at least a short section of dedicated track. That's true in Atlanta, Seattle, Tucson, even DC. Those streetcar lines don't suddenly become "light rail" for one block just because they have a dedicated lane somewhere. It's just not that simple.
Left: K Street transitway. Image from DC Streetcar.
Right: Toronto's Saint Clair transitway. Photo by Sean Marshall on Flickr.
There are too many streetcars with dedicated lanes for that to be a reliable indicator on its own. Too many lines that mix dedicated and non-dedicated sections. Certainly it's an important data point; certainly it's one factor that can help tell the difference. But it's not enough.
An even simpler definition might be to call anything with tracks in the street a streetcar, and anything with tracks elsewhere light rail.
But that's not reliable either, as Portland and New Orleans illustrate:
Left: Portland light rail. Photo by BeyondDC.
Right: New Orleans streetcar. Photo by karmacamilleeon on Flickr.
Salt Lake City muddies the water still further. Its "light rail" mostly runs in the street, while its "streetcar" runs in an old freight train right of way, almost completely off-street.
Left: Salt Lake City light rail. Photo by VXLA on Flickr.
Right: Salt Lake City streetcar. Photo by Paul Kimo McGregor on Flickr.
Vehicles and trains
If tracks on their own aren't enough to tell the difference, what about vehicles?
It's tempting to think of streetcars as "lighter" light rail, which implies smaller vehicles. Sometimes that's true; a single DC streetcar is 66 feet long, compared to a single Norfolk light rail car, which is over 90 feet long.
But not all streetcars are short. Toronto's newest streetcars are 99 feet long.
In fact, many light rail and streetcar lines use the exact same vehicles. For example, Tacoma calls its Link line light rail, and uses the same train model as streetcars in Portland, DC, and Seattle, while Atlanta's streetcar uses the same train model as light rail in San Diego, Norfolk, and Charlotte. And Salt Lake City uses the same train model for both its streetcar and light rail services.
Left: Tacoma light rail. Photo by Marcel Marchon on Flickr.
Right: Portland streetcar. Photo by Matt Johnson on Flickr.
Left: San Diego light rail. Photo by BeyondDC.
Right: Atlanta streetcar. Photo by Matt Johnson on Flickr.
And although streetcars often run as single railcars while light rail often runs with trains made up of multiple railcars, there are exceptions to that too.
San Francisco's Muni Metro and Boston's Green Line definitely blur the line between streetcar & light rail, perhaps more than any other systems in North America. Some might hesitate to call them streetcars. But they both run trains in mixed-traffic with cars, and some of those trains have multiple railcars.
Meanwhile, many light rail systems frequently run single-car trains, especially during off-peak hours.
Left: Norfolk light rail with a single car. Photo by BeyondDC.
Right: San Francisco streetcar with two cars. Photo by Stephen Rees on Flickr.
Stations offer some help, but no guarantee
Light rail typically has bigger stations, while streetcars typically have smaller ones. A big station can sometimes be a good clue that you're likely dealing with light rail.
For example, look at Charlotte and Portland:
But that's only a general guideline, not a hard rule. Just like tracks and vehicles, there are many exceptions. Light rail often has small stops, and streetcar stations can sometimes get pretty big (especially when they're in a subway).
This light rail stop in Norfolk is smaller than this streetcar stop in Philadelphia, for example:
Stop spacing and route length
Probably the most reliable way to tell streetcars apart from light rail is to look at where the stations are located. Light rail lines typically have stops further apart from each other, on lines covering a longer distance.
This chart explains the difference:
This is the definition transit expert Jarrett Walker favors, and if you have to pick just one or two factors to consider, stop spacing and route length are the best.
But even this is no sure way to categorize all lines as either streetcars or light rail. It might be easy to tell the difference between something with stops one block apart (theoretically streetcar) versus stops two miles apart (theoretically light rail), but what if the stops are 1/4 mile apart? Or what if the gaps aren't consistent? There's no clear place to draw the line.
Furthermore, Walker's graphic itself illustrates exceptions to the rule. The top line shows a light rail route with stops close together downtown, the third line shows a streetcar with some sections that have far-apart stations, and the fourth line shows a very long streetcar.
There are certainly plenty of real-life examples of those exceptions. Before Arlington, VA cancelled its Columbia Pike streetcar, DC and Arlington were considering linking their streetcars with a bridge over the Potomac River. Had that happened, there might have been a mile-and-a-half between stops.
Certainly station spacing and route length provide a convenient general rule, but only that. There's no hard boundary where everything to one side is streetcar, and everything to the other is light rail.
To really know the difference, look at everything
There are seven factors that light rail usually has, but that streetcars only sometimes share: Dedicated lanes, off-street tracks, bigger vehicles, multi-car trains, longer routes, bigger stations, and long distances between stations.
No single one of them provides a foolproof litmus test, because sometimes streetcars have each of them, and sometimes light rail doesn't. But if you look at all seven together and determine which direction the majority of a line's characteristics point, over the majority of its route, then you can usually sort most lines into one category or the other.
For example, DC's H Street line fits neatly into the streetcar category, because it runs in the street almost totally in mixed traffic, with small vehicles on single-car trains, along a short route that has frequent, small stations. Even if DDOT builds the K Street transitway and a dedicated-lane streetcar on Georgia Avenue, the majority of the seven factors will still point to streetcar.
On the other end of the spectrum, Seattle's Central route is squarely light rail. It has a dedicated right-of-way that's often off-street, uses large 95 foot-long vehicles that are usually coupled into multi-car trains, along a long route with infrequent stations.
But even then not every system is crystal clear. San Francisco's Muni Metro, Philadelphia and Boston's Green Lines, and Pittsburgh's T, for example, all have some segments that look like classic streetcars, but also some segments that look like classic light rail. These networks defy any characterization, except as hybrids.
It's a feature, not a bug
The fact that it's hard to tell the difference is precisely why so many cities are building light rail / streetcar lines. The technology is flexible to whatever service characteristics a city might need.
You can use it to build a regional subway like Seattle, or you can use it for a short neighborhood circulator like DC's H Street, or anything in-between. And perhaps even more importantly, you can use it to mix and match multiple characteristics on the same line, without forcing riders to transfer.
That's why many of the most successful light rail / streetcar systems are the hardest ones to categorize as either / or. They match the infrastructure investment to the needs of the corridor, on a case-by-case basis, and thus have some sections that look like light rail, and others that look like streetcar.
That's not muddied. That's smart. That's matching the investment to the need, which is after all more important than a line's name.
Cross-posted at BeyondDC.
- In defense of "political theater" for Metro
- Where is Falls Church, exactly?
- Should a "historic gas station" keep new housing units from going up in Dupont?
- Is new housing, most of it for low-income residents, worth giving up an acre of park space?
- Are public spaces really public when not everybody can use them?
- National links: There are downsides to letting the Rust Belt shrink
- Events: Should I-66 get toll lanes inside the Beltway?