Network Development Report Executive Summary

Seattle Department of Transportation May 2008

Network Development Report

WHY STREETCARS? THE VISION FOR A STREETCAR NETWORK

Context Seattle is in the midst of a period of transformational change in both its transportation system and its urban neighborhoods. The need to replace major roadway infrastructure in the SR99 and SR520 corridors, and concerns about climate change, are driving examination of new approaches to Vision A Seattle providing urban mobility. Significant Streetcar network would provide new transit investments, including new urban mobility options that ‘s light rail system and would enhance the city and regional ‘s Rapid Ride bus transportation system while shaping network, will soon come on line and and supporting continued economic several neighborhoods within or growth. The network would serve adjacent to the center city are and encourage a broad variety of becoming increasingly dynamic work and non-work trip and greatly settings as they begin to realize the expand the ability to live and work jobs and housing density objectives without using an automobile in the of the City‘s Comprehensive Plan for areas it serves and connects. growth management.

Seattle opened its first modern streetcar line in December 2007 in this changing urban context. This 1.3 mile initial segment is demonstrating that the advantages that streetcars have brought to other cities is transferable to Seattle, and has sparked renewed interest in a broader streetcar network in and around the center city.

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Network Development Report THE • Fremont/Ballard/Lake NETWORK CONCEPT Union/Downtown • Ballard/Interbay/Seattle The City Council approved a Streetcar Network Concept (Figure • First Avenue/Waterfront 1) in February 2008 (Resolution • Seattle Center/SLU/Capitol Hill 31042) and authorized the Seattle • West Seattle/Downtown Department of Transportation to proceed with an evaluation of this Characteristics of a Successful network concept toward Streetcar Line identification of the most promising routes for early implementation. As Experience in Seattle and other cities shown in Exhibit 1, the approved with modern streetcar systems reveal some common characteristics of successful streetcar lines. Successful streetcar lines will:

• Serve existing and emerging —main streets“ of neighborhood business districts

network concept identifies numerous potential corridors and routes including:

• First Hill/Capitol Hill/International District • Central District/International District • Rainier Avenue/First Hill • UW/Eastlake/Lake Union/Downtown

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Network Development Report

• Serve important destinations/ attractions

• Enhance the pedestrian environment

• Share street space successfully with bikes

• Link major transit modes and hubs.

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Network Development Report MOST PROMISING ROUTES FOR center of Seattle to connect major DEVELOPMENT OF THE SEATTLE center city destinations, transit STREETCAR NETWORK services and neighborhoods including the Central District, SDOT evaluated the potential Chinatown-International District, streetcar corridors approved in Pioneer Square, the Waterfront, the Resolution 31042 with respect to the Retail Core, Belltown, and following criteria and considerations: Uptown/Seattle Center.

• Funding Opportunities • Cost & Constructability Issues • Travel Time, Connectivity, Operating Cost Efficiencies • Ridership Potential • Development Potential

The criteria and evaluation process are discussed in more detail in the Report and Appendices. Four streetcar lines emerged from this analysis as having the most promise for success and as the best candidates for early action:

The Central Streetcar Line: A four-mile line running primarily along First Avenue and Jackson Streets, making connections through the

Trains would run every 6 minutes along the First Avenue segment (Uptown/ Seattle Center to ) and every 12 minutes along the Jackson Street Segment (Central District to Uptown/Seattle Center). The project would also include a connection to the South Lake Union Line.

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Network Development Report The Fremont-Ballard Streetcar The First Hill-Capitol Hill Line: A four-plus mile extension of Streetcar Line: Just under 3 miles, the South Lake Union Line, making this line is part of the Sound Transit connections between historic and —ST2“ Plan and would make emerging mixed-use neighborhood connections to First Hill via LINK districts in Ballard, Fremont, and Light Rail stations at Chinatown- South Lake Union, as well as International District and Capitol Hill. providing service to downtown Trains would run every 12 minutes Seattle (with service continuing on this line. through to the Central Line). Trains would run every 10 minutes for most of the day, and no less than every 15 minutes.

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Network Development Report The U-Line: This three and one-half STREETCAR NETWORK COSTS mile extension of the South Lake AND FUNDING Union line would serve the Eastlake neighborhood, connect the centers The development of South Lake of life science research at the Union Line was financed without University of Washington and South accessing the City‘s General Fund, Lake Union, and bring the economic and operations of the line are development benefits of streetcars to supported with existing transit —The Ave“ in the University District. funding sources (made available through bus service restructuring), farebox revenues, and an innovative sponsorship program. A significant portion (over $25 M) of capital facilities cost and fleet procurement was funded by local property owners through a Local Improvement District property tax assessment that captures a portion of the special benefits that properties within the district receive from the streetcar investment.

Expansion of the Seattle Streetcar network and its operations would be financed with similar capital and operational funding sources. No significant General Fund subsidies would be required to develop or operate one or more of the most promising routes.

The University District is second only A preliminary analysis of the special to as a regional benefits that would accrue to travel destination. Trains would run properties along the alignments of every 10 minutes for most of the the most promising routes shows the day, and no less than every 15 potential for Local Improvement minutes. District funding ranging from to $

per mile. Other key sources for

streetcar capital facilities and fleets

are expected to include Federal rail

transit funds and funding

partnerships with projects that are

already planned to include some of

the infrastructure required for the

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Network Development Report Seattle Streetcar network. These NEXT STEPS include the Viaduct and Seawall Project, replacement of the Schedule Considerations Waterfront Streetcar maintenance facility, Sound Transit‘s —ST2“ plan, The estimated construction durations and various City capital improvement for the most promising routes range programs that would improve from two to two and a half years. In transportation and utility addition, it is assumed that the infrastructure along the network preliminary engineering and alignments. The path to full funding environmental review phase and the is clearest for the proposed Central final design and contracting phase Streetcar Line. will each take about one year to complete. Preliminary capital cost estimates for each of the most promising routes were developed using data and experience from the recently constructed South Lake Union Line and route-specific analysis of utility conflicts and other constructability issues. The cost per mile of the most promising routes ranges from $30 M to $50M (2010). The extent

of conflicts with existing utilities and of structural retrofit requirements Some Streetcar lines, particularly the are the key factors influencing this Central Streetcar Line, have the fairly broad range of costs. potential to mitigate the impacts of Ridership, operating cost and upcoming major project revenue, and service restructuring construction, such as replacement of estimates indicate that the operation the and of the network can be accomplished Seawall, scheduled to begin in 2012. without City General Fund subsidy. Streetcar network expansion should move forward promptly if there is a desire to complete a new line prior to this major construction.

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Network Development Report Public Involvement

SDOT has provided progress briefings and gathered input from a number of key stakeholders during development of this report. Public involvement will continue and expand as the City moves toward implementation of the Seattle Streetcar network. A key element of this public involvement will be a dialogue with property owners about the potential for Local Improvement Districts (LID), and further analysis of the special benefits that a streetcar network would provide to those districts. A formal LID formation process, requiring approval of formation by a supermajority of property owners by value, is ultimately required for formation of an LID.

Legislative Actions

In the coming months, the Executive will recommend Council actions to endorse the most promising routes, select a route or routes for early implementation, establish a capital improvement project, and provide initial funding to begin preliminary engineering and environmental review.

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