2011

[SURVEY OF STREETCAR CITIES] SUMMARIES OF THE VARIOUS STREETCAR PROJECTS FROM AROUND THE UNITED STATES

Introduction

Streetcars are enjoying a national revival in these early years of the 21st century. As communities across the nation rediscover the charm and efficiency of this short distance transit option, they are investing in new streetcar lines or extensions of existing operations. This survey in support of The Community Streetcar Coalition (CSC) was commissioned to track important streetcar development projects, planned or underway, in major U.S. cities. Portland Streetcar Inc. funded this work with the partial proceeds of its 2005 Rudy Bruner Gold Medal Award for Urban Excellence.

This survey report is a living, working document. It will be updated regularly, and shared with policymakers, opinion leaders, interested municipalities, and those involved in streetcar issues and technologies. Cities wishing to be included in subsequent iterations of this document should contact Julie Gustafson, [email protected].

The Community Streetcar Coalition

The Community Streetcar Coalition was established in 2004. It is comprised of cities, transit authorities and private sector that are focused on supporting the Small Starts program and establishment of a program that supports streetcars in the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) and advocating with Federal Transit Administration (FTA) to implement the Small Starts program. The CSC conducts monthly phone calls for members and twice yearly face-to-face meetings in Washington, DC in March and at Rail-Volution each year. The CSC is now online at www.streetcarcoalition.org as well as on Twitter @StCarCoalition and on Facebook at http://www.facebook.com/pages/Community-Streetcar-Coalition/134376263300874?sk=wall

Streetcar Status Table As of June 2011 Focus City In Conceptual Planning In Final Design Under Construction In Revenue Operation Albuquerque I Alexandria I Arlington I Atlanta S Austin I Baltimore I Boise I Boston I Charlotte S I Charlottesville I Chicago I Cincinnati I Colorado Springs I/S Columbus I Dallas E E I Dayton I Denver I Des Moines I Ft. Lauderdale I Galveston U S (Out of Service due to damage) Grand Rapids I Issaquah E Kenosha E I Little Rock E I Los Angeles I Lowell E/S I Lynnwood I Madison I Memphis S Miami I Milwaukee S Minneapolis S I New Haven I New Orleans E E S Ogden I Oklahoma City I Omaha I Pasadena I Philadelphia E S Portland/Lake Oswego E E I Providence I Reno I Sacramento I Salt Lake City S I San Antonio I San Francisco E S San Jose I San Pedro E I Santa Ana I Seattle S E I St Paul I St Louis I Tacoma E I Tampa E E I Tempe I Trenton I Tucson I Washington D.C. E E I Winston-Salem I Legend: E = Expansion of existing facilities (extension, new route) S = System (more than one line routing) I = Initial or single line U = Upgrading of existing facilities (same basic route)

Arizona Tempe Contact: Stephen Banta, Chief Executive Officer, METRO, 602-495-8214, [email protected] Website: www.metrolightrail.org/tempestreetcar Updated 9/13/2011

Valley Metro Rail, Inc. (dba METRO) will implement a 2.6-mile modern streetcar line in downtown Tempe, AZ by 2016. Tempe Streetcar is a result of a three-year study that evaluated high-capacity transit improvements to support the cities of Tempe and Chandler. It will also enhance the existing regional transit network consisting of light rail, local and express bus and neighborhood circulators.

Tempe Streetcar will run in a one-way loop between Rio Salado Parkway and University Drive, traveling north on Mill Avenue and south on Ash Avenue. It will continue to travel north/south on Mill Avenue between University Drive and Southern Avenue. It will serve several neighborhoods, a thriving and eclectic business community, thousands of Arizona State University students, hundreds of special events and create opportunities for growth and revitalization in a regional urban center.

The project received local and regional approval in 2010. Via a Community Working Group process, METRO has defined where the streetcar will stop and where the tracks will be located in the street. The Environmental Assessment has been initiated as well as applications for the remaining federal funds. METRO will begin design in 2012 and construction is anticipated to begin in 2013.

Tucson Contact: Shellie Ginn, Transportation Project Manager, City of Tucson Department of Transportation, 520-837-6698, [email protected] Website: www.tucsonstreetcar.info Updated 9/28/2011

Tucson Modern Streetcar Project has completed design and portions of the project are currently under construction. The Cushing Street Bridge began construction in July 2011. The Maintenance Storage Facility and the mainline construction will begin in early 2012. In February 2010 the Tucson Modern Streetcar was awarded a $63 million in Transportation Investment Generating Economic Recovery (TIGER) Grant funding.

The Tucson Modern Streetcar Project is a 3.9 mile modern streetcar line will connect major activity centers including, The University of Arizona, Arizona Health Sciences Center, University Main Gate Business District, 4th Avenue Business District, Congress Shopping and Entertainment District, Downtown Tucson, and the Downtown redevelopment area west of I-10. The project includes 17 stops and 7 modern streetcar vehicles. The planned frequency of operation is 10 minutes during the day and 20 minutes during the evening. The current ridership estimate is approximately 3,600 passengers per weekday and the capital cost is approximately $180 million. Modern streetcar was recommended as the locally preferred alternative (LPA) during the Alternatives Analysis and received unanimous approval from the City of Tucson Mayor and Council in April 2007. Local funding for the modern streetcar project was approved as part of the successful Regional Transportation Authority Plan vote in Pima County in May 2006. An Environmental Assessment was completed in August 2008 and a Finding of No Significant Impact (FONSI) was issued by FTA in January 2009. FTA approved the Tucson Modern Streetcar as an ͞džĞŵƉƚ͟ƉƌŽũĞĐƚŝŶĞĐĞŵďĞƌϮϬϬϴ͘&ŽƌŵŽƌĞŝŶĨŽƌŵĂƚŝŽŶŽŶƚŚĞdƵĐƐŽŶDŽĚĞƌŶ^ƚƌĞĞƚĐĂƌWƌŽũĞĐƚ͕ please refer to the project website at www.tucsonstreetcar.info. Arkansas Little Rock Contact: Virginia Fry, Central Arkansas Transit Authority, 501-374-5354, [email protected] Updated 9/27/2011

Phase I is complete and operating in Little Rock and North Little Rock. Phase 2 is complete with service to the Clinton Library and Heifer International and has added a mile of track operating in Little Rock.

The current streetcar system is a vintage (Birney replica) line that opened 1 November 2004. It has 3.5 miles of track and an overhead power supply. There are 15 stops and the streetcar uses the Main Street Bridge to connect the two cities. It has a fleet of 5 replica cars. Ridership is exceeding expectations with peak seasons being Spring and Summertime. Nothing for Phase 3 has been determined, although there is some speculation that this will include operations in Little Rock transporting passengers from the downtown area to the Little Rock Airport. Funding is 80 percent grants and the other 20% is split between 3 entities being the city of Little Rock, North Little Rock and Pulaski County. Motivating factors for our system include reaching the many venues of the twin cities of Little Rock and North Little Rock in the newly renovated and popular downtown areas. Its continued success, coupled with plans for future expansion, can serve as a model for other cities where, as Little Rock and North Little Rock has demonstrated, there is a real potential for the rebirth of the long vanished streetcar system.

California Los Angeles Contact: Dennis Allen, Executive Director, L.A. Streetcar Inc., [email protected] Website: http://www.lastreetcar.org Twitter: http://www.twitter.com/lastreetcar Facebook: http://www.lastreetcar.org/facebook Updated 9/26/2011

Los Angeles Streetcar, Inc. (LASI), a public/private non-profit joint venture, is leading the effort to develop a streetcar system in Downtown L.A. The streetcar project is currently undergoing environmental review with a Locally Preferred Alternative to be selected early 2012. Community response continues to be overwhelming positive and LASI has hosted several public outreach events in 2008, 2009, 2010, and 2011 to showcase conceptual alignments and solicited public feedback.

The proposed streetcar routes are intended to connect Downtown Los Angeles, as they route through ^ŽƵƚŚWĂƌŬ͕>͘͘>ŝǀĞ͕ƚŚĞŝǀŝĐĞŶƚĞƌ͕ĂŶĚƚŚĞŚŝƐƚŽƌŝĐƌŽĂĚǁĂLJdŚĞĂƚƌĞĐŽƌƌŝĚŽƌ͘/ƚ͛ƐĂŶƚŝĐŝƉĂƚĞĚƚŚĞ final streetcar couplet will run for approximately 4 to 4.5 miles. The effort is being championed by City Councilmember José Huizar through his Bringing Back Broadway initiative, and LASI is actively working with public and private stakeholders along the conceptual routes.

We believe the streetcar will significantly enhance the pedestrian amenities and regional transportation connectivity of Downtown while encouraging non-vehicular mobility. Downtown L.A. is positioned to substantially benefit from a streetcar system that leverages private investment in developing and burgeoning residential communities, entertainment districts, and business activities.

Pasadena Contact: Fred Dock, Director of Transportation, 626-744-6450, [email protected] Updated 9/29/2011

Pasadena has completed a preliminary feasibility study focusing on the costs, the benefits and possible sources of funding. The specific alignment is not a part of the current project, but a route is evolving that would operate a one-way loop on Union and Green Streets and two-way on Lake Avenue south to California Boulevard. The streetcar would serve four retail centers in the Central Business District, namely Old Pasadena, Paseo Colorado, Playhouse District, and South Lake Avenue. Ultimately, the streetcar could proceed east on Green Street from Lake Avenue to Hill, which would connect with Pasadena City College and California Institute of Technology or east on California Boulevard to also connect to CalTech.

The initial portion of the potential alignment is approximately two miles in total length, referring to Colorado Boulevard and South Lake Avenue. The funding for the project comes from six stakeholders in the City, of which the City is one. The others are the Old Pasadena Management District, Paseo Colorado Holdings LLC, Playhouse District Association, South Lake Business Association, and the Pasadena Convention Center, which is a quasi-independent City entity.

WĂƐĂĚĞŶĂ͛ƐŵŽƚŝǀĂƚŝŽŶƚŽƉƵƌƐƵĞĂƐƚƌĞĞƚĐar system is to add a dimension of attraction and enjoyment to the principal centers of the City, both to bolster our retail position in the region, but also to enhance the ability of residents and visitors to move about the City without a car. With competition strengthening in Glendale and Arcadia, Pasadena wants to remain competitive and take steps that will assure continued success.

Sacramento Contact: Maureen Daly Pascoe, 916-617-4542, [email protected] Updated 9/29/2011

Downtown/Riverfront Streetcar Project: This 3.3-mile rail line extends from the Convention Center to the planned Intermodal Facility at the Railyards redevelopment area before crossing the Sacramento River into West Sacramento, with stops at Raley Field (AAA baseball park) and the Civic Center. This streetcar project is being developed in conjunction with plans for substantial new office space and over 3000 residential units on both sides of the river. The project is a cooperative effort of Sacramento Regional Transit District, Yolo County Transportation District, and the cities of Sacramento and West Sacramento.

A preliminary feasibility analysis was completed in May 2007 and is available on line at www.riverfrontstreetcar.com. Earlier this year, the four agencies applied for Alternatives Analysis ĨƵŶĚŝŶŐŝŶƚŚĞ&d͛Ɛ^ƵƐƚĂŝŶĂďůĞŽŵŵƵŶŝƚŝĞƐƉƌŽŐƌĂŵǁŝƚŚƚŚĞŝŶƚĞŶƚŽĨƐĞůĞĐƚŝŶŐĂůŽĐĂůůLJƉƌĞĨĞƌƌĞĚ alternative, completing a NEPA document, and making the project eligible for Small Starts funding. If the AA funding is approved, work will start in January 2012.

The City of Sacramento is nearing completion on a Streetcar Planning Study that considered an entire network of streetcar lines and established the first priority segment as the Downtown/Riverfront line described above. The network also includes lines to Sacramento State University, a major hospital complex, and a 3-mile line connecting the Swanston light rail station, a major shopping center, and the California State Fairgrounds. There is no projected completion date for this broader network.

There is no streetcar system currently operating in Sacramento, although one concept for operation of the newest segment of the light rail system, the Green Line, envisions streetcar vehicles. San Francisco Contact: Rick Laubscher, President, Market Street Railway, 415-305-5242, [email protected] Updated 10/22/2009

Market Street Railway: San Francisco is on track to open a second vintage streetcar line, the E-line, along the city's main waterfront boulevard, The Embarcadero, from the fast-developing Mission Bay area, home to a new University of California medical campus and the Giants ballpark, to Fisherman's Wharf, a distance of about three miles. It is slated for initial service in 2011, using existing track and stations shared with light rail lines to the south, and a portion of the successful vintage F-line to the north. This E-line will alleviate overcrowding on the F-line Embarcadero segment, while providing direct connections to the Peninsula commuter rail station at Mission Bay and the growing number of Bay ferry services. An Environmental Impact Statement is now being completed for an extension of vintage ƐƚƌĞĞƚĐĂƌŽƉĞƌĂƚŝŽŶĨƌŽŵ&ŝƐŚĞƌŵĂŶ͛ƐtŚĂƌĨǁĞƐƚǁĂƌĚ͕ƵƐŝŶŐĂŚŝƐƚŽƌŝĐƌĂŝůƚƵŶŶĞůƚŽƌĞĂĐŚ&ŽƌƚDĂƐŽŶ͕ a unit of the National Park Service and a major conference and non-profit center, just under one mile. The project is estimated at approximately $50 million. Funding is expected to come from a number of regional, city, and federal park sources. It is not currently anticipated that federal Small Starts money would be pursued for this project.

The National Park Service serves as the extension's primary sponsor, supported by the San Francisco Municipal Railway, an agency of the City and County of San Francisco. PCC streetcars, built in the 1940s, are being rehabilitated to provide service on this line. San Francisco currently operates six streetcar lines, including the F-Market & Wharves, a six-ŵŝůĞǀŝŶƚĂŐĞůŝŶĞĨƌŽŵƚŚĞĂƐƚƌŽŝƐƚƌŝĐƚƚŽ&ŝƐŚĞƌŵĂŶ͛Ɛ Wharf.

San Pedro Contact: Ron Groves, Port of Los Angeles, 310-732-3648 Information provided by: John Smatlak, Railway Preservation Resources, 818-704-5671, [email protected] Updated 12/18/2007

Waterfront Red Car Line: The Port of Los Angeles Waterfront Red Car Line is a 1.5-mile line that began operation in July 2003 in the San Pedro community of Los Angeles. The current segment of the line utilized an existing freight rail line owned by the Port, and connects the Cruise Ship Terminal with several other waterfront attractions in the Los Angeles Harbor area. Operations are conducted four days a week, year round, and the line utilizes a pair of replica vintage trolley cars, as well as one restored original vintage trolley. Freight operations also continue over the same trackage, although time- separated into a nighttime window. Cost of the initial segment, including vehicles, was $10 million, financed and constructed by the Port.

As part of an overall development program now underway in the harbor area, the Port is studying several extensions to the Red Car Line, and has just completed a formal feasability study covering a range of options. Potential extensions include those serving the Cabrillo Beach area, a new cruise ship terminal at the Outer Harbor, a line reaching into Downtown San Pedro, as well as longer extensions linking San Pedro with the adjacent community of Wilmington. Next steps include related environmental work and a new permanent maintenance facility for the line.

Santa Ana-Garden Grove Contact: Dave Biondolillo, City of Santa Ana Transportation & Traffic Engineering, 714-647- 5603, [email protected] Updated 9/19/11

In response to a program funded by the Orange County Transportation Authority (OCTA), the cities of Santa Ana and Garden Grove have undertaken a study to develop a concept to improve connections to the Santa Ana Regional Transportation Center (SARTC). Santa Ana is the largest city in Orange County (approximately 350,000 population) and the County Seat which means there is a high concentration of government and related uses in its Civic Center area (City Hall, courts, county, state and federal buildings and supporting offices and retail). The Civic Center is about 1.5 miles from the SARTC resulting in a transit access gap for people who would like to take the Metrolink commuter rail from South or North Orange County, LA County, Riverside County and beyond into the Santa Ana Civic Center.

In 2008, OCTA initiated the Go Local Program, funded with a local transportation sales tax, to encourage the 34 cities in the county to develop concepts to "extend the reach of Metrolink" into their cities. The Santa Ana-Garden Grove study has evaluated the travel patterns, demographics, activity centers, land use plans, and potential transit options for improving access to Metrolink and has identified a modern streetcar between SARTC and a new intermodal transportation center in Garden Grove as a promising project concept in response to the OCTA program. A contributing factor that supports the modern streetcar proposal is ƚŚĞŝƚLJŽĨ^ĂŶƚĂŶĂ͛ƐĂƉƉƌŽǀĞĚdƌĂŶƐŝƚŽŶŝŶŐŽĚĞǁŚŝĐŚ established policies and plans to revitalize the streetcar corridor with higher density, mixed-use, transit and pedestrian oriented development.

Conceptual engineering and environmental analysis for the Santa Ana-Garden Grove Fixed Guideway Project began in August 2009 and is scheduled to conclude in late 2011. Detailed analysis is underway for a "No Build", a "TSM/Best Bus" and two "Streetcar" alignments. The locally preferred alternative will be selected in spring 2012. Soon thereafter, preliminary engineering will commence. The target opening day for the system is fall 2017. Funding for final design, construction, and operations and maintenance is expected to come from Measure M (Orange County's half- cent sales tax for transportation) as well as federal, state, and local sources.

Colorado Colorado Springs Contact: Bill Bottini, Mountain Metro Project Manager, [email protected] Website: www.csstreetcar.com Updated 10/25/2010

In 2009, the City of Colorado Springs initiated a citizens-led effort to develop a streetcar system for the City. The Citizens Task Force worked with the City of Colorado Springs to conduct a feasibility study to determine the potential costs and alignment for an initial route and long-term system expansion. Its primary aim was to develop a streetcar circulator to connect its downtown area with a proposed urban redevelopment area in the southwest side of downtown, Colorado College, and potentially the University of Colorado at Colorado Springs. The feasibility study, completed in March 2010, recommended a roughly three-mile starter system in the downtown core, with longer-term extensions to outlying neighborhoods. At this point, no funding has been identified for the system, but the Task Force continues to examine the potential for local, state, and federal funding. More details and a project video can be found at www.csstreetcar.com. Denver Contact: Terry Ruiter, City and County of Denver Project Manager, [email protected] Updated 9/27/2011

The City and County of Denver conducted a feasibility study for a potential streetcar system serving primarily the East Colfax corridor, the main travel corridor leading eastward from downtown and one of the highest bus-ridership corridors in the Denver area. Utilizing a ĐŝƚŝnjĞŶ͛Ɛ task force and several interactive public meetings, the City analyzed alternative alignments and recommended a roughly three- mile alignment from downtown to Colorado Blvd. as a likely starter line. The City received an FTA grant for a transit alternatives analysis that will be implemented in 2012. The feasibility study report can be found at http://www.denvergov.org/ColfaxStreetcarFeasibilityStudy/tabid/435130/Default.aspx.

Connecticut New Haven Contact: Susmitha Attota, Assistant Director of Comprehensive Planning, [email protected] Updated 9/27/2010

The City of New Haven is proposing to develop a modern streetcar line stitching together three growing districts: Downtown, the Yale-New Haven Hospital Medical District, and Union Station. The initial 3-mile line will serve as an alternative mode of transportation, with the opportunity to be expanded regionally to Hamden and West Haven (8-9 miles). As result, this will amplify livable, walkable and sustainable qualities of the urban environment, while relieving heavy traffic congestion to accommodate future development. The demand for transit will allow the streetcar to connect residents and visitors to commuter rail lines and high speed rail via service to Union Station.

District of Columbia Washington Contact: Circe Torruellas, Lead Planner, District of Columbia Department of Transportation, 202-409-2201, [email protected] Updated 10/11/2011

The proposed planned DC Streetcar System is the culmination of a five-LJĞĂƌĞĨĨŽƌƚ͕ŽƵƚůŝŶĞĚŝŶƚŚĞ͛Ɛ Transit Future System Plan (2010), to identify transit challenges and opportunities and recommend appropriate investment. The recommended System Plan consists of a 37-mile network of eight new interconnected streetcar lines in addition to a supporting network of thirteen Metro Express bus lines. The new streetcar services are forecast to accommodate more than 147,000 daily trips by 2030, improve travel times by up to 38%, and reduce crowding on existing Metrobus lines by 27% in the corridors served by the new system. The streetcar component of the system also has the potential to stimulate more intense mixed-ƵƐĞĚĞǀĞůŽƉŵĞŶƚĐŽŶƐŝƐƚĞŶƚǁŝƚŚƚŚĞĐŝƚLJ͛ƐnjŽŶŝŶg designations for the streetcar corridors.

As the District of Columbia invests in a new, state of the art transportation network, it is imperative that the District explores all opportunities for the project to generate economic revitalization through job generation not only for the District, but for the Washington Metropolitan Region as a whole.

The District of Columbia has two streetcar segments under construction: a one-mile segment in the Anacostia neighborhood and a two-mile segment in northeast DC on H St. and Benning Rd. DDOT is currently conducting environmental analysis as part of the National Environmental Policy Act (NEPA) and Section 106 legislation for an extension of this line to the Anacostia Historic District and plans to complete the work for the Initial Line in coordination with the road improvements as part of the move of the US Coast Guard and US Homeland Securty to St. Elizabeths Campus.

The Hst /Benning Rd segment will completed its first phase of construction in FY2011 as part of the Great Streets Projects; and soon will initiate its second phase of construction in 2012 to include the rest of the overhead catenary infrastructure. This project will also include a temporary connection to the Union Station facility.

As part of future planning for the rest of the network, DDOT is in the process of initiating two studies to look at the extensions of the H Street and Benning Rd line. One study will focus on an extension east to the Benning Rd Metro Station and another study will look at a western connection to the Washington Circle (Foggy Bottom) area.

Florida Fort Lauderdale Contact: Elizabeth Van Zandt, DDA Planning & Design Manager, 954-463-6574, [email protected] Website: www.wavestreetcar.com Updated 9/21/2011

The Wave is a 2.7 mile (5.4 miles double tracked) starter streetcar system planned for Downtown Fort Lauderdale, the largest urbanized area in Broward County with a population of just under 2 million people. The system will serve as the local circulator/distributor connecting major employment centers and regional activity generators and will connect to existing and planned regional transit.

The project structure represents a great public-private partnership. The South Florida Regional Transportation Authority (SFRTA) is the FTA project sponsor and will oversee design and construction of the system. Broward County (with Broward County Transit as the lead) will be the owner/operator of the system and has committed to the annual O&M costs of the system. The Florida Department of dƌĂŶƐƉŽƌƚĂƚŝŽŶ;&KdͿǁŝůůĨƵŶĚϮϱйŽĨƚŚĞƉƌŽũĞĐƚƚŚƌŽƵŐŚƚŚĞ^ƚĂƚĞ͛ƐEĞǁ^ƚĂƌƚƐƉƌŽŐƌĂŵ͘dŚĞŝƚLJŽĨ Fort Lauderdale committed $10.5 million towards the capital costs of the system, as well as $20.6 million from a local assessment of the benefitting property owners. The Broward Metropolitan Planning Organization (Broward MPO) will fund $4.54 million of the capital costs of the system. The Downtown Development Authority of Fort Lauderdale (DDA) has led the planning and development of the system, spending over $4.5 million to date from downtown commercial property owner funds.

The capital cost is estimated at approximately $142.5 million (year of expenditure), including unique features such as bridge retrofitting, buying land for and the construction of a maintenance and storage facility. With 50% of the capital funds already committed, the project team is seeking Federal Small Starts funding and other Federal opportunities.

A joint Alternatives Analysis/Environmental Assessment was submitted to FTA on August 19, 2011 and a Small Starts application was submitted on September 12, 2011. The project team hopes to receive a finding of no significant impact (FONSI) and authorization to enter into Project Development (PD) from FTA by late 2011, with PD starting in early 2012. An opening year of 2016 is anticipated for revenue service. Miami Contact: Lilia I. Medina, Transportation Coordinator, City of Miami, 305-416-1080, [email protected] Updated 1/4/2010

Miami Streetcar Project: The capital and construction costs were updated in September 2008 to $280 million dollars with an annual cash requirement during operations ranging from $10.2 to $12.6 million. These increased costs and financing shortfalls from projected sources of funds has required placing the project on indefinite hold. The streetcar service was to provide improved transit connections along a 10.6mile (17.06 Km) alignment between Downtown Miami and the redeveloping areas of Wynwood/Edgewater, Overtown, Midtown Miami, the Miami Design District, and the Health District. The fixed rail guideway, at grade in mixed traffic, was to include 52 stops, and was going to link with existing Miami-Dade Transit (MDT) systems, including Metrorail and Metromover. The project was going to operate with a fleet of 11 modern European tram-style vehicles. The Public Information Program and Environmental Assessment concluded in August 2008. Preliminary Design was completed to approximately 30%. The Midtown Miami streetcar infrastructure was completed in 2008. The Design Manual was completed. The Request for Qualifications was 90% complete. The finance plan and delivery approach was 80% complete. The historic Miami streetcars stopped operating in November 1940, and the City was proposing to reintroduce a modern, rather than vintage, streetcar technology.

Tampa Contact: Marcia Mejia, Hillsborough Area Regional Transit, 813-384-6610, [email protected] Updated 9/1/2011

TECO Line Streetcar: The Tampa Electric Company (TECO) Line Streetcar System is a vintage replica electric streetcar system. The project cost $61 million to construct, and a 2.4-mile line opened in October 2002 and extended to 2.7-miles in 2010. It was built using a combination of federal and state grants, with approximately $13.5 million provided by the City of Tampa. Most of the federal funds were in the form of CMAQ grants prioritized by the MPO. The system serves the historic district of Ybor City, the entertainment district and cruise industry of Channelside, and downtown workers and convention- goers, carrying approximately 425,000 passengers per year on air-conditioned Gomaco replicas of the original Birney Safety cars that ran in Tampa until 1946.

The streetcar system has helped pattern the $1.2 billion in economic development that has occurred along the line since 2005. Each of the 11 streetcar stations now have ticket vending machines, enhancing customer convenience and increasing sales as customers have the option to simply pay by credit card at the machines. In November 2010, the Tampa Historic Streetcar Board, the governing body of the streetcar system, marketed several new types of fares, including a one-ride pass and family pass. Because of these added convenience, farebox revenues have surpassed projections.

Georgia Atlanta Contacts: Shelley Peart, Streetcar Project Manager, City of Atlanta Department of Public Works, 404-330-6781, [email protected] Nathan Conable, Director of Transit and Transportation, Atlanta BeltLine Inc., 404-614-8315, [email protected] Updated 10/4/11

The development of the Atlanta Streetcar system was initiated in June 2007 by Atlanta Mayor Shirley Franklin as a collaborative effort of the Atlanta Development Authority, the Atlanta Committee for Progress, and the three community improvement districts in the Central Business District - the Downtown Improvement District (Central Atlanta Progress), the Midtown Improvement District (Midtown Alliance), and the Buckhead Improvement District (Buckhead Coalition).

On October 15th, the U.S. Department of Transportation Secretary Ray LaHood presented a check for $47.6 million in TIGER II funding for the Downtown Streetcar, the first segment of Atlanta Streetcar system. The total cost of the project is approximately $79 M with the balance funded by the City and ĞŶƚƌĂůƚůĂŶƚĂWƌŽŐƌĞƐƐ͘dŚŝƐƐĞŐŵĞŶƚǁŝůůƌƵŶĨŽƌϮ͘ϲϮŵŝůĞƐŝŶƚŚĞŚĞĂƌƚŽĨƚůĂŶƚĂ͛ƐĚŽǁŶƚŽǁŶ͕ business, tourism and convention corridor connecting Peachtree Street with Sweet Auburn Avenue.

The plans for the Downtown Streetcar call for 12 stops and direct transfer to MARTA rail service at the WĞĂĐŚƚƌĞĞĞŶƚĞƌƌĂŝůƐƚĂƚŝŽŶ͘dŚĞƌŽƵƚĞĐŽŶŶĞĐƚƐƚŚĞĐŝƚLJ͛ƐŵŽƐƚǀŝƐŝƚĞĚƚŽƵƌŝƐƚĂƚƚƌĂĐƚŝŽŶƐ͕ƐƵĐŚĂƐƚŚĞ Georgia Aquarium, World of Coke, and CNN Center with the Dr. Martin Luther King Jr. National Historic ^ŝƚĞĂŶĚƚŚĞ^ǁĞĞƚƵďƵƌŶǀĞŶƵĞĚŝƐƚƌŝĐƚ͕ƚŚƵƐĞŶŚĂŶĐŝŶŐƚŚĞĐŝƚLJ͛ƐΨϭϭďŝůůŝŽŶƚŽƵƌŝƐŵĂŶĚĐŽŶǀĞŶƚŝŽŶ industry. Several attractions under development ʹ including the National Center for Civil and Human Rights and a transit museum ʹ also will be connected via the Atlanta Streetcar, which is forecasted to have 2,600 boardings per day.

The design and construction of phase one of the Atlanta Streetcar is expected to take approximately two years, with construction beginning in 2012 and service expected to commence in 2013. The streetcar is the first phase of a regional transit system that includes the Atlanta BeltLine and connects to MARTA. The Atlanta Streetcar will be compatible with the MARTA Breeze fare system. Future expansions of the system will focus on Downtown, Midtown and the Atlanta BeltLine corridor.

The Atlanta BeltLine is a $2.8 billion redevelopment project that will shape the way Atlanta grows over the next several decades. The project provides a network of streetcar, light rail transit, public parks, multi-use trails and transit along a historic 22-mile railroad corridor circling downtown and connecting 45 neighborhoods directly to each other. The Atlanta BeltLine is the most comprehensive economic development effort ever undertaken in the City of Atlanta and among the largest, most wide-ranging urban redevelopment projects currently underway in the United States. At the heart of the Atlanta BeltLine is an integrated approach to land use, transportation, greenspace and sustainable development that will create a framework for future growth in the City of Atlanta.

Atlanta BeltLine, Inc. (ABI), formed by The Atlanta Development Authority in 2006, is the entity tasked with planning and executing the implementation of the Atlanta BeltLine in partnership with other public and private organizations, including City of Atlanta departments. The Atlanta BeltLine Partnership is a non-profit organization committed to raising funds from private and philanthropic sources to support the Atlanta BeltLine. It works with neighborhoods, community organizations, faith organizations, businesses and other groups to raise general awareness and broad-based support for the Atlanta BeltLine.

Transit: A 22-mile loop of pedestrian-friendly rail transit along mostly abandoned former rail lines is the ƐƉŝŶĞŽĨƚŚĞƚůĂŶƚĂĞůƚ>ŝŶĞ͕ǁŚŝĐŚǁŝůůǁĞĂǀĞŝƚƐǁĂLJƚŚƌŽƵŐŚϰϱŶĞŝŐŚďŽƌŚŽŽĚƐƐƵƌƌŽƵŶĚŝŶŐƚůĂŶƚĂ͛Ɛ urban core. Atlanta BeltLine transit will also connect to existing MARTA service in up to five locations and to future transit systems, such as the Downtown Streetcar and commuter rail lines.

Trails: A 33-mile network of multi-use trails will help create a new public realm and pedestrian friendly- environment that will include the core 22-miles that follow the railroad segments, plus numerous extensions to link together many of the existing parks and trails surrounding the BeltLine.

Parks: dŚĞƚůĂŶƚĂĞůƚ>ŝŶĞǁŝůůŝŶĐƌĞĂƐĞƚůĂŶƚĂ͛ƐŐƌĞĞŶƐƉĂĐĞďLJŶĞĂƌůLJϰϬƉĞƌĐĞŶƚĂƐƚŚĞƉƌŽũĞĐƚĂĚĚƐ nearly 1,300 acres of new parks and greenspace over 25 years. The Atlanta BeltLine will create a linear park with 33 miles of multi-use trails connecting 40 parks, including approximately 700 acres of existing parks.

Economic Development: The Atlanta BeltLine is expected to generate more than $20 billion of new economic development over the 25 years of the Tax Allocation District and approximately 30,000 new jobs.

Affordable Workforce Housing: Over the span of 25 years, the Atlanta BeltLine is projected to create more than 5,000 new units of affordable workforce housing by dedicating 15 percent of the net proceeds of the BeltLine Tax Allocation District bond proceeds to the BeltLine Affordable Housing Trust Fund; these will be a combination of owner-occupied and rental units.

Workforce Development and Community Benefits: The Atlanta BeltLine has a first-source jobs policy in place to train local residents for jobs where BeltLine developments and infrastructure occurs. ABI is also working with communities and developers to establish community benefits agreements that will produce amenities and services that residents desire and create new jobs in economically viable businesses.

Environmental Clean-Up and Reuse: The Atlanta BeltLine has approximately 1,100 acres of brownfields that are slated to be remediated and redeveloped. This will create new opportunities for public spaces ĂŶĚĞĐŽŶŽŵŝĐĚĞǀĞůŽƉŵĞŶƚǁŚŝůĞŝŵƉƌŽǀŝŶŐƚŚĞĐŝƚLJ͛ƐŶĂƚƵƌĂůĂŶĚďƵŝůƚĞŶǀŝƌŽŶŵĞŶƚ͘

Public Art & Historic Preservation: Public Art is a vital component of the Atlanta BeltLine, a new public realm that can redefine how one experiences the city. The industrial character of much of the Atlanta BeltLine corridor provides many unique opportunities for art, and ABI is incorporating potential sites for public art in the Master Plans for the Atlanta BeltLine's 10 subareas. ABI is also working to identify unique anĚŚŝƐƚŽƌŝĐƐƚƌƵĐƚƵƌĞƐĂŶĚƐŝƚĞƐĂůŽŶŐƚŚĞŽƌƌŝĚŽƌƚŚĂƚƉƌĞƐĞƌǀĞƚŚĞĐŝƚLJ͛ƐƌŝĐŚĂŶĚĚŝǀĞƌƐĞ character and neighborhoods.

Funding: The Atlanta Beltline is anticipated to cost $3.5 billion and is funded through local, state, and federal public funds as well as private philanthropic contributions. The Atlanta BeltLine Tax Allocation District (TAD) serves as the primary source of funding and will cover the majority of infrastructure costs. Bonds issued against increased tax revenue streams generated by new development within the 6500- acre TAD will fund approximately $1.5 billion of the project. The Atlanta BeltLine Partnership's $60 million capital campaign will raise critical early funds that will be used to acquire land for new parks and to develop trails.

Partners: In addition to Atlanta BeltLine, Inc., the Atlanta BeltLine Partnership and The Atlanta Development Authority, a number of departments within the City of Atlanta, the PATH Foundation, The Trust for Public Land, MARTA, Trees Atlanta and many private, public and non-profit organizations are playing key roles in making the Atlanta BeltLine happen.

Idaho Boise Contact: Mike Hall, Planning and Development Director, Capital City Development Corporation, 208- 384-4264, [email protected] Updated 9/22/2011

In the intervening 15 months since the Boise Streetcar Task Force and the Capital City Development Corporation Board of Directors issued their reports on the feasibility studies of a downtown streetcar system additional analysis has been completed on a market and ridership study of the north-south alignment as well as a conceptual level engineering study and traffic analysis.

A north-south alignment connecting downtown to the Boise State University campus, and the Boise Depot, a former passenger-rail terminal now owned by the city, is presently under consideration by Boise City and CCDC as the likely first phase of a streetcar system. The Boise Depot is a natural node for the circulator system, as it is positioned along the primary corridor that leads into downtown. Connection with a high-capacity transit mode (yet to be determined) could utilize the existing rail infrastructure to transport commuters from neighboring suburban communities to the west of Boise. Once those passengers have reached the Boise Depot, a circulator could provide access to downtown ǀŝĂƚŚĞ͞ůĂƐƚŵŝůĞ͟ŽĨƚƌĂŶƐŝƚ͘

To that end, the city of Boise has submitted an Alternatives Analysis (AA) application for funding of the first phase of a downtown circulator system. This effort is consistent with the long-range transportation and land use plan for the metropolitan area known as Communities in Motion (CIM) as well as Boise ŝƚLJ͛ƐĐƵƌƌĞŶƚƵƉĚĂƚĞŽĨŝƚƐĐŽŵƉƌĞŚĞŶƐŝǀĞƉůĂŶ͕ůƵĞƉƌŝŶƚŽŝƐĞ͕ĐƵƌƌently under review by the city council. The alternatives analysis will determine the preferred mode to use for a north-south route as ǁĞůůĂƐƐƚƵĚLJŵŽƌĞĐůĞĂƌůLJŚŽǁĂĐŝƌĐƵůĂƚŽƌĐŽƵůĚďĞƐƚĐŽŶŶĞĐƚǁŝƚŚĂŶĚŵŽǀĞǁŝƚŚŝŶƚŚĞhŶŝǀĞƌƐŝƚLJ͛Ɛ campus.

Illinois Chicago Contact: Aimee Lee, Chicago Transit Authority, 312-681-4204, [email protected] Updated 1/8/2008

The Ogden Avenue - Carroll Avenue - Navy Pier Transitway Project: Project will create an 11.4-mile transitway connecting North Riverside Park Mall in the near west suburbs with Navy Pier downtown. The new line will connect several Chicago neighborhoods and three suburban communities with the 42,000-employee Illinois Medical District. It will also provide direct access to Navy Pier, North Michigan Avenue/River North, and the growing West Loop office district. This project will serve as a catalyst for further transit-oriented economic revitalization of the adjacent neighborhoods, and depending upon the outcome of FTA's Alternatives Analysis underway; it may re-introduce streetcar service to the Ogden Avenue Corridor in Chicago. Transitway construction would coincide with pedestrian-oriented streetscaping improvements to promote the safety and comfort of all street users.

Multiple alignment and mode alternatives, including Streetcar, LRT, BRT, and HRT are being considered in the Alternatives Analysis, which is expected to be complete in 2006 or 2007, and is sponsored by CTA. It has not yet been determined whether funding for this project would be sought under the Small Starts grant program.

Although Chicago once had an extensive streetcar network, it was completely replaced by motor buses by June 1958. Over the ensuing years, there have been several proposals for reintroducing streetcar/LRT service to Chicago; at present the Ogden-Carroll-Navy Pier project is the only active proposal.

Indiana Indianapolis Contact: Stephen DeVoe, 317-684-5246, [email protected] Website: www.indianapolisstreetcar.org Updated 9/27/2011

Downtown Indianapolis Streetcar Corp. is an Indiana non-profit, public benefit corporation created in January of 2008. It is a non-governmental entity and it has no paid staff. The purpose of the corporation is to consider the possibility of building a circulator streetcar system in downtown Indianapolis. The first phase of the project consisted of a study of the transportation and other relevant characteristics of the central downtown area of Indianapolis and how these might relate to a modern streetcar circulator system. A Phase 1 Report containing the results of this study was prepared and approved by the Corporation in April of 2009.

The Phase 1 Report concluded with a recommendation that Indianapolis consider building a streetcar circulator system in the downtown area. Further, an area of the west side of the downtown was identified as particularly attractive for starting a system. This area has been identified as the "Streetcar District". The Streetcar District contains several museums, a zoo, a large university campus, several hospitals and medical facilities, a large convention center, a large shopping center, the Indiana State Capital and office buildings, a minor league baseball Park, White River Indiana State Park, plus numerous hotels and restaurants. A Phase 2 Report covering a possible starter system in the Streetcar District has now been completed.

This Phase 2 Report is a design and cost study of an assumed streetcar system to serve the Washington Street Corridor portion (Section 1) of the Streetcar District. Ridership with only this small system the first year is estimated at 600,000. The report also contains general discussion of three possible system designs to expand service to the adjacent University/Medical Complex portion (Section 2) of the Streetcar district. When the University/Medical Complex is added, the estimated ridership jumps to 1,900,000 per year. James Graebner of the Lombardo Group and Harvey Stone of Stone Consulting, Inc. have worked with the Corporation as consultants on both of these reports. These two reports are now being released to the public for comment and we are beginning to evaluate possible financing.

Louisiana New Orleans Contact: Justin T. Augustine III, CEO, New Orleans Regional Transit Authority, 504-827-8303, [email protected] Website: www.norta.com Updated 10/19/2010

The New Orleans RTA is nearing the completion of rebuilding its streetcar system after Hurricane Katrina in 2005. All of its three streetcar lines are now operating fully. For additional RTA route information please go to www.norta.com .

ST. CHARLES STREETCAR Line: The line, after being fully repaired, is the number one line in ridership for the RTA carrying over 3,219,852 passengers annually. A major capital improvement project underway is the tie replacement program for the system to replace the existing wood ties with modern composite ties while keeping the aboveground system intact to maintain the historic aspect of the line.

RIVERFRONT STREETCAR Line: The 1.9 mile line survived the storm intact as did most facilities closest to the Mississippi River. We are happy to report that all of the vehicles and the system is in full operation.

CANAL STREETCAR Line: All repairs have been completed with the Canal Streetcar in full service. As reported previously, Hurricane Katrina proved to be highly problematic for the Canal Streetcar line. All 24 Canal Streetcars have been totally restored and rebuilt by Regional Transit Authority staff craftsmen and have been put in service in 2010. Repairs to the SIS facility and various underground feeders damaged by the floodwaters are completed. The streetcar repairs, substation replacement, and subsequent facility and line repairs are all to be paid through the FEMA Disaster Public Assistance program.

NEW OR REVISED PROJECTS:

¾ Canal Streetcar Transfer Station at Canal Boulevard: Planned prior to the storm but placed on hold due to community concerns, this sorely needed terminal station for the Canal line would extend the line for only a few hundred yards but would provide a much safer and efficient transfer point for pedestrians and riders transferring from streetcars to buses and vice versa. Utilizing preserved existing balances of the Canal Streetcar construction FTA Section 5309 New Start funds; the revived project has completed the preliminary engineering phase. At this point an Environmental Assessment is required to proceed due to possible impacts to historic structures located adjacent to the right of way. The community now seems much more receptive to the project as new RTA leadership has sparked support for it as a recovery project in an area sorely in need of attention. Upon approval of the environmental documents, the RTA will complete final design and then proceed with construction.

¾ Desire Corridor: Had been named the CBD/French Quarter Corridor with the Alternative Analysis completed with an Locally approved alternative selected. HDR and a local team were awarded a contract for preliminary engineering/environmental assessment of the corridor. The New Orleans Regional Transit Authority (RTA) completed an Alternatives Analysis (AA) and Conceptual Engineering to evaluate transit service improvements in the Central Business District (CBD) and French Quarter in New Orleans, LA. A comprehensive, synergistic program of projects that would promote mobility, livability and economic stimulus was adopted as the Locally Preferred Alternative (LPA) by the RTA Board of Commissioners on June 25, 2009. The program of projects consists of the French Quarter Streetcar line, the Convention Center/Riverfront Streetcar line, and the UPT/Loyola Streetcar line. The French Quarter and UPT/Loyola Avenue lines have since been combined into one project (the NOUPT/French Quarter Streetcar line) as a component of the overall ƉƌŽŐƌĂŵ͘;dŚĞEĞǁKƌůĞĂŶƐhŶŝŽŶWĂƐƐĞŶŐĞƌdĞƌŵŝŶĂů;EKhWdͿŝƐƚŚĞǁĞƐƚĞƌŶ͸ŚƵďŽĨƚŚĞ streetcar program, and is the site of a consolidated streetcar and bus transfer facility.

¾ On February 17, 2010, the U.S. Department of Transportation awarded the RTA a $45 million grant to be used to build part of the UPT/French Quarter Streetcar line, specifically the Loyola Avenue component that would connect Canal Street and the UPT. The funding is provided through a Transportation Investment Generating Economic Recovery (TIGER) Discretionary Grant, which is a program established through the American Recovery and Reinvestment Act (ARRA). The UPT to Canal Street segment funded by the TIGER program is in the public review period with the Finding of No Significant Impact to be granted in mid- November. Final design will be performed by AECOM with a projected Revenue date in Mid- 2012.

The recovery of New Orleans RTA continues as the RTA attempts to reposition itself for its own continued recovery and to take advantage of any developments where streetcar expansion can tap into recovery funding, resources and support as part of the overall rebuilding process. However, with the loss of nearly 75% of its daily ridership, the RTA must keep a keen eye on its operating situation before wading into any major rail expansion plans.

Maryland Baltimore Contact: Kristin Speaker, Charles Street Development Corporation, 410-659-7767, [email protected] Updated 9/18/2011

The Charles Street Trolley Corporation (CSTC) is studying the feasibility of a 7-mile streetcar line on Charles Street to connect the Inner Harbor with Johns Hopkins University. Charles Street is the original main street of Baltimore and links historic neighborhoods, world-class cultural, religious and educational institutions, the convention center, and two stadiums. In addition, Charles Street has recently been designated a federal scenic byway.

CSTC, a private non-profit organization, is the primary project sponsor and includes representatives from the business and residential community, institutions, Baltimore City and Maryland Transit Administration. Work on the project, which began in 2005, includes a feasibility study, ridership estimate, alignment study, community outreach, plan of finance and preliminary engineering.

Massachusetts Lowell Contact: Christina Briggs, Planning and Grant Program Manager, Lowell National Historical Park, 978-275-1725, [email protected] Adam Baacke, Assistant City Manager, City of Lowell, 978-446-7200, [email protected] Updated 9/13/2011

The Lowell National Historical Park (LNHP) is proposing to expand its historic trolley line to create a heritage trolley transit system in downtown Lowell, Massachusetts. The LNHP in cooperation with the Lowell Plan, the City of Lowell, Northern Middlesex Council of Governments, and Seashore Trolley Museum is completing a Phase 1 Trolley Extension Alternatives Development Feasibility Study. The 5.5 - mile Phase 1 extension will create a new linear transit corridor extending from Gallagher Transportation Terminal to the University of Massachusetts, South Campus. The project will involve the development of two new alignments at two ends of the existing park transit system: 1) Swamp Locks to Gallagher Terminal, and 2) French Street to South Campus. This will serve as Phase 1 of a planned larger system that will serve multiple destinations in and around downtown Lowell.

The feasibility study objectives include: development of alternatives and service plan for Phase I extension of trolley service, identification of potential funding sources for the trolley service, and determination of the potential economic development impacts associated with the development of trolley service in Lowell in the Gallagher Terminal to the University of Massachusetts South Campus corridor. Stone Consulting and Design was selected as the project consultant to undertake the feasibility study. This fall, the Lowell Plan will be issuing an RFP to complete the FTA requirements for the system Alternatives Analysis. Project Environmental Assessment is underway by the Volpe Transportation Systems Center. Funding for engineering design of the Phase 1 system is being sought through the National Park Service Alternative Transportation Parks and Public Lands Program (ATPPL).

The Lowell National Historical Park currently operates a 1.5-mile heritage streetcar line in downtown Lowell as part of its visitor transportation system. The Gomaco Corporation of Ida Grove, Iowa, built the WĂƌŬ͛ƐĨůĞĞƚŽĨƚƌŽůůĞLJƐ͘dǁŽŽƉĞŶ-car trolleys were designed as replicas of trolleys build by the J.G. Brill Company for the Eastern Massachusetts Street Railway Company. The third trolley is a closed-car, authentic reproduction of a 4100 series car built by the St. Louis and Laconia Car Company for the Bay State Railway Company. Through a partnership with the Seashore Trolley Museum, the Park also operates an historic New Orleans Streetcar #966 on its system. The current system is primarily used for Park interpretive tours.

Michigan Grand Rapids Contact: Peter Varga, Chief Executive Officer, The Rapid, 616-456-7174, [email protected] Updated 9/28/2011

From 2003 to 2007, the Interurban Transit Partnership (The Rapid) conducted an Alternatives Analysis in ŽƌĚĞƌƚŽŝŵƉůĞŵĞŶƚŚŝŐŚĐĂƉĂĐŝƚLJƚƌĂŶƐŝƚŝŶ'ƌĂŶĚZĂƉŝĚƐ͘dŚĞZĂƉŝĚ͛ƐůƚĞƌŶĂƚŝǀĞƐŶĂůLJƐŝƐŝĚĞŶƚŝĨŝĞĚ ƚǁŽƉƌŽũĞĐƚƐƚŚĂƚĨŽƌŵĞĚĂ͞ĨŝƌƐƚƐƚĞƉƐ͟ƐƚƌĂƚĞŐLJ͘KŶĞ͞ĨŝƌƐƚƐƚĞƉ͟ƉƌŽũĞĐƚŝĚĞŶƚŝĨŝĞĚǁĂƐƚŚĞ^ŽƵƚŚ Division Bus Rapid Transit (BRT) project. The second project identified was a downtown streetcar circulator, just under 2 miles in length and located in downtown Grand Rapids. A study body, the Public Transportation Tomorrow (PTT) Task Force, was formed comprising of community leaders under the aegis of The Rapid. The Task Force undertook a study to determine the feasibility of a streetcar system in greater Grand Rapids. In June 2008, The Rapid approved the Feasibility Report as recommended by the PTT. The Report reviewed ridership potential, development potential, possible alignments and destinations that might need to be served by such a system. Additionally, the Report identifies the need for the construction of the first segment of a streetcar system in Grand Rapids under a public/private partnership process, much like the Portland model. The Report also identified the first alignment, the cost and the economic development potential of the service, ridership projections as well as a timeline for construction based upon a financing model. A Streetcar Nonprofit Committee operating under a Non-Profit organization continues to oversee the activities related to funding and construction of the initial 1.7-mile corridor as well as future extensions. In 2012, The Rapid will be conducting environmental analysis and further technical assessment of the Streetcar route based upon the recommendations of the completed Feasibility study. Prior to that, The Rapid will also host a Streetcar Summit to discuss the economic and social benefits of Streetcar in the community.

Minnesota Minneapolis Contact: Anna Flintoft, Transportation Planner, Department of Public Works, City of Minneapolis, [email protected] Website: www.ci.minneapolis.mn.us/public-works/trans-plan/StreetcarStudy.asp Updated 9/14/2011

Modern Streetcar Network: The City of Minneapolis completed a feasibility study in 2007 recommending a long-term modern streetcar network consisting of seven corridors. Six of the long- term corridors are radial corridors connecting through downtown Minneapolis and are located on existing high-frequency, high-ridership bus corridors where streetcars are proposed to run in mixed traffic on streets: Central Avenue, Chicago Avenue, Nicollet Avenue, Hennepin Avenue, University/4th Avenues, and Washington/West Broadway Avenue; these corridors connect with the existing and future LRT lines in downtown. The other corridor, the Midtown Corridor, is a cross-town corridor located south of downtown in a grade-separated, former railroad right-of-way connecting the existing Hiawatha LRT line with the future I-35W BRT line and the future Southwest LRT line; existing bus service in the corridor is currently provided one block south on Lake Street. The City of Minneapolis is conducting an alternatives analysis for the Nicollet-Central Urban Circulator beginning in January 2012 with funding from the FTA Alternatives Analysis Livability Funding Opportunity. Metro Transit is also currently conducting an Arterial Transitway Corridors Study to evaluate streetcar, arterial BRT and local bus service on six of the long-term streetcar network corridors: Central Avenue, Chicago Avenue, Nicollet Avenue, Hennepin Avenue, Washington/West Broadway Avenue, and the Midtown Corridor. Metro Transit intends to conduct an alternatives analysis for the Midtown/Lake Street Corridor beginning in 2012.

Heritage Trolley: The Minnesota Streetcar Museum (www.msmuseum.org) operates a 1-mile heritage trolley line in Minneapolis with three streetcars which originally ran in the Twin Cities and were built in 1908, 1915, and 1946.

Saint Paul Contact: Christina Morrison, Senior Planner, City of Saint Paul, [email protected] Updated 9/16/2011

The City of Saint Paul is actively seeking funds to complete a Saint Paul Streetcar Feasibility Plan. The plan will explore the feasibility of creating a modern streetcar network in Saint Paul, a city that was originally built on a historic streetcar network that operated between 1888 and 1954. The planning process will develop a set of prioritized streetcar investments that are both physically feasible and offer the greatest potential for improving local circulation and access, supporting economic development, and complementing existing and planned regional transportation systems.

Missouri St. Louis Contact: Mary Birkenmeier, Missouri History Museum, 314-454-6856, [email protected] Website: www.Looptrolley.org Updated 9/27/2011

The Loop Trolley: The Loop Trolley Company is in final engineering for a 2.2-mile historic trolley line from Forest Park to the Loop, an entertainment, retail, and restaurant district on the western edge of St. Louis and in University City. The City of St. Louis was a recipient of a $24.9 million urban circulator grant for the project.

The total cost of the project is projected to be $44 million. The project reached 30 percent engineering in January 2010. In addition in 2008 voters approved a transportation development district along the corridor which assesses a 1 percent general sales tax to support local funding of the project. Construction could start in 2011 with projected opening of the line could be as early as late 2012.

Nebraska Omaha Contact: Gerald Kopiasz, Executive Commissioner, Omaha Streetcar, 402-598-6641, [email protected] Updated 12/9/2008

Omaha Streetcar: The proposed Omaha Streetcar is a rail project. A study funded by Heritage Services, an Omaha-based philanthropic foundation, was recently completed, entailing a downtown alignment and tasking the local government with following up on next steps. The local government supports the study; however, there is no anticipated completion date yet this early in the project. The City Council recently approved a financial study for the proposed streetcar system in conjunction with an update downtown master plan. Federal funding will not be sought on the first phase. Omaha Streetcar is the grassroots organization behind the effort to bring streetcars to Omaha. There is no streetcar currently operating in Omaha.

Nevada Reno Contact: David Jickling, Director of Public Transportation, Regional Transportation Commission, 775- 335-1902, [email protected] Information provided by: David Davies, Shiels Obletz Johnsen, 503-242-0084, [email protected] Updated 9/27/2011

The Washoe County Regional Transportation Commission and the City of Reno are studying the feasibility of bringing streetcar service back to the Reno area along the 6 mile South Virginia Street Corridor. The potential alignment would connect the University of Nevada, Reno at north end of the corridor to downtown, south to the regional convention center, over 8,800 hotel rooms and a regional mall at the southern end. The project could be built in phases with a mix of local and federal funding sources. An economic analysis of the corridor, land uses and development patterns predicts the corridor could attract an additional $1 billion in additional private investment along the alignment over the next twenty years. The modern streetcar service represents a significant investment opportunity in downtown Reno and support for the implementation of adopted long range transportation oriented development plans. The feasibility study is to be completed fall 2011 and will move to further engage the community and the federal funding process in the next phase.

New Mexico Albuquerque Contact: Michael Riordan, Acting Director, Municipal Development Department, 505-768-3830, [email protected] Updated 10/13/2010

WůĂŶŶŝŶŐĂŶĚĚĞƐŝŐŶŝƐƵŶĚĞƌǁĂLJĨŽƌůďƵƋƵĞƌƋƵĞ͛ƐDŽĚĞƌŶ^ƚƌĞĞƚĐĂƌƉƌŽũĞĐƚ͘ This system will move people along the Central Avenue corridor between the BioPark and Nob Hill, and from the University of New Mexico to the Albuquerque International Sunport. This exciting project will feature state-of-the-art electric streetcars running along these routes.

The Modern Streetcar project will allow Albuquerque to continue moving forward as a premier destination city by creating more walkable communities, connecting neighborhoods, stimulating the local economy, and providing a direct route from the Sunport to the Alvarado Transportation Center. There, people can connect to the Rail Runner and City of Albuquerque Public Transit System. Albuquerque is still in the conceptual stages of this project. The project is currently on hold.

North Carolina Charlotte Contact: John Mrzygod, Project Manager, 704-336-2245, [email protected] Updated 9/26/2011

Charlotte Streetcar Project: The 10 mile, 37 stop, streetcar transit line will connect East and West ŚĂƌůŽƚƚĞƚŽhƉƚŽǁŶ͘ZĞŵŝŶŝƐĐĞŶƚŽĨŚĂƌůŽƚƚĞ͛ƐƚƌŽůůĞLJůines in the early 20th century, the Charlotte Streetcar is conceived to be an electric-powered, steel-wheeled streetcar system utilizing modern vehicle technology based on the European "tram", capable of operating in the street with mixed traffic. The streetcar line would replace three of the four highest ridership bus routes, including the Gold Rush Red Line, and interconnect four transit centers while improving overall operational efficiency.

In July 2010, the City of Charlotte was awarded a $25 million Urban Circulator Grant, allowing the City to implement the Streetcar Starter Project (SSP). The alignment will go from Presbyterian Hospital to the Charlotte Transportation Center, a 1.5 mile project that includes a ½ mile of track already constructed, anĚƉƌŽǀŝĚĞƐĞƌǀŝĐĞďLJƵƐŝŶŐƚŚĞŝƚLJ͛ƐĞdžŝƐƚŝŶŐĨůĞĞƚŽĨ'ŽŵĂĐŽƌĞƉůŝĐĂƚƌŽůůĞLJƐ͘^ŝdžƐƚŽƉƐǁŝůůƐĞƌǀĞ nearby transit, business, health care, educational and entertainment facilities including Central WŝĞĚŵŽŶƚŽŵŵƵŶŝƚLJŽůůĞŐĞ;ƚŚĞƐƚĂƚĞ͛ƐůĂƌŐĞƐƚĐŽŵŵƵŶŝƚy college) and Time Warner Cable Arena (Charlotte Bobcats). The total cost of the project is $37 million.

The NEPA process was completed for the project in June 2011 and the Urban Circulator funding was obligated in September 2011. The SSP is currently in Final Design with construction anticipated to begin in late 2012. Revenue service is expected to begin in early 2015.

The City of Charlotte is the primary sponsor of the project. Design and construction will be implemented by Engineering and Property Management (EPM) while operations and maintenance will be performed by Charlotte Area Transit System (CATS). EPM and CATS are both business units within the City of Charlotte organization.

Winston-Salem Contact: Greg Turner, Assistant City Manager, City of Winston-Salem Public Works Department, [email protected] Information provided by: Paul Norby, City-County Planning Board, [email protected] Updated 09/12/2011

Central City Streetcar System: The project is a rail project for a modern streetcar. The first phase of the system is defined, route has been tentatively selected, and financing is being studied. The City has secured funding in cooperation with the Piedmont Authority for Regional Transportation (PART) for alternatives analysis and detailed planning. This process should commence by the end of 2011. No schedule for construction has been set yet; the first phase hopefully will be completed within five to seven years.

This phase of the streetcar project will connect Wake Forest University School of Medicine/Baptist Medical Center Area in the western part of the central city through downtown to the Piedmont Triad Research Park and Winston-Salem State University, which is developing on the eastern edge of downtown. A later second phase would link downtown southward to the Old Salem Historic District, the Gateway, and the UNC School of the Arts; and northward from downtown to the Joel Coliseum, BB&T Field and Wake Forest University. The entire system when built would connect and serve within walking distance over 60,000 employees, 17,500 residents, 15,000 college students on five different campuses, and over 1.8 million visitors to most of the CitLJ͛ƐƚŽƵƌŝƐƚĂƚƚƌĂĐƚŝŽŶƐĂŶĚĂůůŝƚƐmajor spectator sports venues.

Winston-Salem and PART will probably seek a combination of funding from federal, state and local/regional sources. The potential of local sources of financing have been enhanced by the 2009 action of the North Carolina General Assembly, which authorized an optional ½ cent sales tax for transit in the major urban counties of the state by local referenda and/or additional vehicle registration fees. The City of Winston-Salem is the primary sponsor of the project, with operation either by the Winston- ^ĂůĞŵdƌĂŶƐŝƚƵƚŚŽƌŝƚLJ;t^dͿŽƌWZd͘WZdƐĞĞƐƚŚŝƐƉƌŽũĞĐƚĂƐĂŚĞůƉĨƵů͞ůĂƐƚŵŝůĞ͟ĞŶŚĂŶĐĞŵĞŶƚƚŽ its plans for a regional commuter rail system for the Piedmont Triad region.

Winston-Salem is currently operating a limited-route trolley on vintage-looking rubber-tire vehicles. The rail streetcar project should replace the limited-route trolley, a van shuttle system that is currently used between the Medical Center and Research Park, and some other shuttle services between various major downtown employers with multiple sites.

Ohio Contact: Chris Eilerman, Assistant to the City Manager/ Streetcar Project Manager, Office of the City Manager, 513-352-5326, [email protected] Website: www.cincinnatistreetcar.com Updated 9/26/11 dŚĞŝŶĐŝŶŶĂƚŝ^ƚƌĞĞƚĐĂƌWƌŽũĞĐƚǁŝůůƚƌĂŶƐĨŽƌŵƚŚĞŝƚLJ͛ƐƵƌďĂŶĐŽƌĞďLJĐŽŶŶĞĐƚŝŶŐƚŚĞĞŶƚƌĂůƵƐŝŶĞƐƐ District to two redeveloping neighborhoods just north of Downtown: Over-the-Rhine (OTR), a low- ŝŶĐŽŵĞ͕ŵŝŶŽƌŝƚLJĐŽŵŵƵŶŝƚLJ͖ĂŶĚhƉƚŽǁŶ͕ƚŚĞƌĞŐŝŽŶ͛ƐƐĞĐond largest employment center and home to the University of Cincinnati. Phase 1 consists of five modern streetcars operating at 10-minute peak and 20-minute off peak headways along a 3.1 mile Downtown/OTR circulator route. Future extensions will include ĂĐŽŶŶĞĐƚŝŽŶĂŶĚĐŝƌĐƵůĂƚŽƌƚŚƌŽƵŐŚŝŶĐŝŶŶĂƚŝ͛ƐhƉƚŽǁŶĂƌĞĂ͕ƚŚĞƌĞŐŝŽŶ͛ƐƐĞĐŽŶĚůĂƌŐĞƐƚ ĞŵƉůŽLJŵĞŶƚĐĞŶƚĞƌĂŶĚŚŽŵĞƚŽƚŚĞhŶŝǀĞƌƐŝƚLJŽĨŝŶĐŝŶŶĂƚŝ͕ŝŶĐŝŶŶĂƚŝŚŝůĚƌĞŶ͛Ɛ,ŽƐƉŝƚĂů͕ĂŶĚƚŚĞ Cincinnati Zoo. The Southwest Ohio Regional Transit Authority (SORTA) will operate the system. Ridership is estimated at 3,700-5,100 riders per day.

Funding for the approximately $100 million project includes $25 Million in federal funding through the Urban Circulator Grant Program, $4 million in CMAQ funding awarded through the local MPO, $64 million in local funding, and $6.5 million in private funds. A Finding of No Significant Impact (FONSI) for the project was issued in June 2011, and final design is expected in late fall 2011. The City recently issued a Request for Proposals to procure streetcar vehicles for the system, and expects to issue a construction procurement document as early as December 2011. Utility relocation work is expected to begin in early 2012 and revenue operations are expected to begin in Spring 2014.

Columbus Contact: Larry Fisher, President Columbus StreetRailway Company, 614-719-6704, [email protected] OR [email protected] Franklin B. Conaway, Project Director, Columbus StreetRailway Company, 740-773-9583, [email protected] Updated 2/10/2011

Project History: Initial evaluation, preliminary design, and project estimates were completed during 2006-ϬϳŝŶĐŽŶũƵŶĐƚŝŽŶǁŝƚŚDĂLJŽƌŽůĞŵĂŶ͛Ɛ^ƚƌĞĞƚĐĂƌtŽƌŬŝŶŐ'ƌŽƵƉ͘dŚƌŽƵŐŚƉƌŝǀĂƚĞ-sector initiatives, planning for project implementation and development of financing strategies have been ongoing since that time. During 2010-11 significant additional private financing has been and is being committed to project advancement and detailed planning for an extension to Ohio State University is underway.

Project Overview: Center City (downtown) Circulator The downtown streetcar circulator consists of two integrated loops totaling 7.7 miles of track. The North-South (Blue Line) would connect the downtown government and business district (100,000 workers) with German Village and the Brewery District (South to Frankfurt St.) and to the Arena District and the Short North/Victorian Village Districts (North to Buttles St.)

The East-West (Green Line) would connect the Arena District (West) from Neil Ave./Nationwide Blvd. to the Discovery District (eastside to Washington Ave.) and would share double track and station stops on High Street with the North/ South line. A streetcar specific TOD strategy will be implemented for a concurrent economic development program with a goal of renovating over 800,000 sq. ft. of existing ďƵŝůĚŝŶŐƐƉĂĐĞ͕ĂŶĚƵƚŝůŝnjŝŶŐ͞ĨŽƌŵďĂƐĞĚ͟ĐŽŶƐƚƌƵĐƚŝŽŶĨŽƌŝŶĨŝůůƉƌŽũĞĐƚƐ͘ZŝĚĞƌƐŚŝƉĨŽƌƚŚĞĚŽǁŶƚŽǁŶ circulator is projected at over 5,000 people daily.

Cost and Financing: A public/private partnership that includes the State of Ohio and the City of Columbus is proposed. Construction and modern streetcar costs combined are estimated at $130 million for the downtown circulator. In addition to significant local funding, the downtown circulator project will likely seek a Small Starts grant and TIFIA loan to finance the project. The center city circulator could be operational in 2014-15.

Dayton Contact: Mark Donaghy, Executive Director, Greater Dayton RTA, (937) 425-8390, [email protected] Updated 9/14/2011

Greater Dayton RTA has taken the lead on the project. A new study was completed in August 2008 revising the original planned alignments and focusing on a starter segment of 2 miles. The proposed alignment connects the University of Dayton Campus with the Central Business District of Dayton ƚŚƌŽƵŐŚĂĐŽƌƌŝĚŽƌƌĞĐĞŶƚůLJĚĞƐŝŐŶĂƚĞĚĂƐKŚŝŽ͛ƐĞƌŽƐƉĂĐĞ,Ƶď͘ƌĞǀŝĞǁŽĨĐĂƉŝƚĂůĐŽƐƚƉƌŽũĞĐƚŝŽŶƐ was completed in :ĂŶƵĂƌLJϮϬϬϵ͘ĂLJƚŽŶ͛ƐĞdžŝƐƚŝŶŐĂŶĚĂĐƚŝǀĞĞůĞĐƚƌŝĐƚƌŽůůĞLJďƵƐŝŶĨƌĂƐƚƌƵĐƚƵƌĞŝƐĂŬĞLJ advantage for the proposed system.

The project is one of several transportation improvements recommended for action by a local group of business and community leaders iŶƚŚĞƌĞĐĞŶƚůLJƌĞůĞĂƐĞĚƌĞƉŽƌƚƚŝƚůĞĚƚŚĞ͞'ƌĞĂƚĞƌĂLJƚŽŶŽǁŶƚŽǁŶ WůĂŶ͘͟dŚĞƉůĂŶǁĂƐĚĞǀĞůŽƉĞĚƚŽŐƵŝĚĞƚŚĞĐŝƚLJŝŶĂƌĞǀŝƚĂůŝnjĂƚŝŽŶŽĨŝƚƐĚŽǁŶƚŽǁŶƚŚƌŽƵŐŚĂƐĞƚŽĨ actionable goals and objectives which will spur growth and redefine a future direction.

Focus at this point is on identifying support for operational funding of the project due to the continued decline of the local dedicated transit funding source (sales tax).

Oklahoma Oklahoma City Contacts: Larry Hopper, Alternatives Analysis Coordinator, Central Oklahoma Transportation and Parking Authority, 405-297-3935, [email protected] Nicolle Franklin, Architectural Design Group (ADG) MAPS Program Management Consultant 405-232-5700, [email protected] Websites: www.letstalktransit.com and www.okc.gov/maps3 Updated 10/1/2011

The City secured $120 million in local funds in 2009 from voters to build a transit circulator in the greater downtown area. On July 1, 2011, the COTPA Board of Trustees selected the Modern Streetcar Build Alternative and the Core and OHC Alignments as the Locally Preferred Alternative (LPA). Also, the Core Alignment would have a direct connection to the existing Fourth and Hudson Downtown Transit Center (DTC). City Council has concurred and the planned streetcar system will make the area more walkable, livable and sustainable. Small Starts funding is being pursued.

The Build Alternative is defined as a streetcar capital improvement for transit services. The modern-style streetcar vehicle would operate along a 7.6 track-mile system. The system is envisioned to operate in two distinct lines: 1) a 4.4 track-mile route serving the downtown core of Oklahoma City, connecting the Midtown, Downtown (Business) and Bricktown Districts; and 2) an east line of 3.2 track-miles connecting the downtown core with the Deep Deuce housing district and the Oklahoma Health Center (OHC). Transit stops built for modern streetcar vehicles will be constructed at more than two dozen locations along the 7.6 mile LPA. The streetcar service would maintain consistent 8-12 minute headways and will require approximately 11 vehicles. The project would likely be powered by overhead catenary contact wire along all or much of the route.

In December 2009, Oklahoma City citizens approved the MAPS 3 referendum, which established a one- cent local option sales tax for a duration of seven years and nine months, to fund a capital program of Municipal Area Projects (MAPS), with the transit project being one of about seven livability projects. KdW͛Ɛ Alternatives Analysis (AA) is in the final steps and the environmental study will be underway soon, estimated to be completed in 2012. A regional system-level feasibility study and system plan, the COTPA Fixed Guideway Study, was completed in 2005, and recommended a comprehensive transit improvement program that includes the Downtown Circulator, Commuter Rail, Bus Rapid Transit and an Enhanced Bus system.

Oregon Lake Oswego Contacts: Doug Obletz, Shiels Obletz Johnsen, 503-242-0084, [email protected] Updated 9/29/2011

Lake Oswego to Portland Transit Project: A 5.9-mile line which could extend the streetcar from the South Waterfront terminus of the Portland Streetcar along an existing rail right of way owned by a consortium of local governments and local streets. The Draft Environmental Impact statement was published in late 2010 and the process for selection of a Locally Preferred Alternative commenced. The project is currently undergoing a refinement process to narrow alignment choices and sharpen cost estimate prior to proceeding to the next step in the approval process. The intent is to seek federal support for the project once a preferred alternative is selected. Portland Contacts: Vicky Diede, City of Portland, 503-823-7137, [email protected] Rick Gustafson, Portland Streetcar Inc., 503-242-0084, [email protected] Website: www.portlandstreetcar.org Updated 9/27/2011

Portland Streetcar: The City of Portland owns a 4.0 mile modern low floor streetcar line that operates from Northwest Portland through downtown to the South Waterfront area. The entire line is within the Central City of Portland. The initial 2.4 mile line opened in 2001. There have been four extensions with the last extension opening for service in 2007. A fleet of 10 vehicles operate. Seven of the cars are the Astra design provided by Inekon-Skoda from the Czech Republic. Three additional cars were provided by Inekon with the TRIO design and manufactured in Ostrava, Czech Republic. The current operation has 11,000 riders per day. The streetcar line has experienced extraordinary development along the line with over $3.5 billion in investment along the line.

Portland Streetcar Loop: Construction began in August 2009 on the 3.35-mile extension from the Pearl District in Northwest Portland, across the Broadway Bridge connecting the Rose Garden Arena, Lloyd Center District, Convention Center, Central Eastside Industrial District and the Oregon Museum of Science and Industry. The Loop A Project Construction Grant Agreement was signed with the FTA in October 2009. The project cost is $152 million with $75 million in Small Starts funds from the FTA and is expected to open September 21, 2012.

Streetcar System Plan: The City of Portland adopted the Portland Streetcar System Concept Plan in September 2009. The System Concept Plan maps out over 72 miles of potential Streetcar routes that spread out from the Central City connecting additional neighborhoods to the system. The full report can be found on the Portland Streetcar website under future planning.

Streetcar Manufacturer: The City of Portland and Portland Streetcar, Inc. have contracted with Oregon Iron Works in Portland to manufacture the streetcars for the Loop. OIW has formed United Streetcar which is a joint venture with Skoda Manufacturing to produce the Astra car design. A prototype was manufactured under a grant from the Federal Transit Administration and was completed in July 2009. Currently, a second FTA Grant has been awarded to develop a US Made propulsion system for the prototype vehicle.

Pennsylvania Philadelphia Contact: David Fogel, Director of Long-Range Planning, Southeastern Pennsylvania Transit Authority (SEPTA), 215-580-7238, dfogel@septa.org Updated 12/12/2007

Route 100 Rapid Transit Extension: The project is an extension of an existing rapid transit Hi-Speed Line. It has both heavy (third-rail power source, 100% dedicated right-of-way, high-level platforms, high- speed, double track) and light rail (mostly single car operation, on-board fare collection, open-cab) characteristics.

The study area consists of King of Prussia, located in Upper Merion Township, Montgomery County, Pennsylvania, approximately 15 miles northwest of Center City Philadelphia. The proposed Route 100 extension would be approximately 4.9 miles in length. The extension would begin west from the existing Route 100 just north of Hughes Park Station, and would be primarily at grade for about 2.7 miles along the Chester Valley Branch and Morrisville Line railroad rights of way, both owned by the Norfolk Southern Railway Corporation (NS). Just south of the US 202/DeKalb Pike and King of Prussia Road intersection, the alignment would ramp up and become a double track elevated structure for 2.2 miles to the Valley Forge terminus. The King of Prussia, Plaza-Court and First Avenue Stations would be elevated, and the Valley Forge Station at grade.

The project is projected to cost approximately $265 million. The minimum operating segment is projected to cost approximately $150 million. A completion date is dependant on the completion of preliminary engineering, and securing capital funding and operation cost subsidies. The study area and alignment are complete; however, a revised alignment may be explored as a possible alternative during the Draft Environmental Impact Statement/Preliminary Engineering phase. SEPTA is currently evaluating ƚŚŝƐŽƉƚŝŽŶƉĞŶĚŝŶŐŝƐƐƵĂŶĐĞŽĨ&d͛ƐƵƉŐƌĂĚĞĚ^ŵĂůů^ƚĂƌƚƐĞǀĂůƵĂƚŝŽŶƉƌŽĐĞƐƐĂŶĚĐƌŝƚĞƌŝĂ͘

SEPTA is taking the lead on this project, and will look to the FTA, PennDOT, Montgomery County, and Delaware County for funding support. In addition, local partnering is expected from Upper Merion Township and the Greater Valley Forge TMA.

The Route 100 Rapid Transit Line is not a street-running operation. SEPTA has a light rail network that includes an exclusive right-of-way and mixed traffic street running operation in Philadelphia and Delaware County.

Route 15 Girard Avenue Trolley: SEPTA restored service in September 2005 on the Route 15 Girard Avenue Trolley with 18 rebuilt 1947 Presidential Conference Committee (PCC II) trolley cars. Route 15 trolley service provides transit service over the 8.2 mile stretch between 63rd Street & Girard Avenue and Richmond & Westmoreland Streets in West and North Philadelphia.

Significant improvements to the infrastructure along the trolley route have paved the way for the restored Route 15 trolley service. SEPTA renewed and repaired track along the route, renewed the overhead electrical power lines, upgraded the power supply system, built new island passenger platforms and made improvements to the traffic control system.

The rebuilt PCC II trolley car fleet is air-conditioned and feature state-of-the-art propulsion/braking system. The cars also include a new and brighter interior with original "art deco" lighting, passenger request signs, a public address system and cloth upholstered seats. The rehabilitated trolleys are cleaner, quieter and offer more seating capacity than standard buses. In addition, the PCC II cars are now wheelchair accessible.

PCC cars operated on Route 15, as well as several other SEPTA trolley routes, until 1992 when due to the deteriorated condition of the aging trolley fleet SEPTA replaced them with buses. SEPTA currently continues to operate seven trolley routes with modern light rail cars.

Rhode Island Providence Contact: Amy Pettine, Special Projects Manager ʹ Planning, Rhode Island Public Transit Authority, 401-784-9500 x216, [email protected] Website: www.providencecoreconnector.com Updated 9/28/2011

RIPTA and the City of Providence anticipate completing the Providence Core Connector Study in the fall of 2011. This year-long study has involved a detailed Alternatives Analysis to evaluate potential new ƚƌĂŶƐŝƚƌŽƵƚĞƐǁŝƚŚŝŶƚŚĞŝƚLJ͛ƐĚŽǁŶƚŽǁŶĐŽƌĞĂŶĚƚŚĞĐŽŶƐŝĚĞƌĂƚŝŽŶŽĨďŽƚŚƐƚƌĞĞƚĐĂƌĂŶĚĞŶŚĂŶĐĞĚ bus technologies. A draft Environmental Assessment is also being prepared.

The study aims to better integrate the downtown core with the statewide and regional public transportation systems, encourage economic development and strengthen neighborhoods, while supporting a high quality of life.

The project team has worked closely with an advisory group over the last year, soliciting input and public comment from a broad range of stakeholders, private business interests and neighborhood groups. Brown University and Rhode Island Hospital, two major institutions that lie on opposite ends of the route, have also been involved and supportive of the project.

In September 2011, RIPTA and the City announced their recommendation for a new streetcar route connecting Upper South Providence with College Hill. This area is home to the greatest concentration of transportation, employment, medical, educational, and cultural facilities in the state of Rhode Island. The 2.5-mile route will connect over 6,700 households, 50,000 employees, and five universities with ĂůŵŽƐƚϮϱ͕ϬϬϬƐƚƵĚĞŶƚƐ͘/ƚǁŽƵůĚƐĞƌǀĞƚŚĞƐƚĂƚĞ͛s largest transit hub and pass within walking distance of the Convention Center, Dunkin Donuts sports arena, three major theaters and more than 2,100 hotel rooms. It would also serve the Knowledge District, an area which includes 14 acres of vacant land freed up via the relocation on I-195 and targeted for life sciences and medical research.

The project is estimated to spur 4,000,000 square feet of new development and 6,000 new jobs, while attracting approximately 1,500 new residents to the area along the route. The route will provide ŝŵƉƌŽǀĞĚƚƌĂŶƐŝƚƐĞƌǀŝĐĞƚŽϰϱйŽĨƚŚĞĞdžŝƐƚŝŶŐũŽďƐŝŶƚŚĞĞŶƚŝƌĞŝƚLJ͕ŝŶĐůƵĚŝŶŐƚǁŽŽĨƚŚĞƐƚĂƚĞ͛ƐůĂƌŐĞƐƚ employers, Brown University and Rhode Island Hospital.

As proposed, the project would cost an estimated $126.7 million to design and construct ($2013), and would be financed through a mix of federal, state and local funding sources. A Special Assessment District is proposed to help support debt service costs and transit operations.

RIPTA and the City of Providence will bring this proposal to various stakeholder groups and will hold several public open houses through the fall of 2011. A Locally Preferred Alternative will be formally adopted in November, 2011.

Tennessee Memphis Contact: Thomas D. Fox, Ph.D., AICP, Assistant General Manager of Adminstration, Memphis Area Transit Authority, [email protected] John Lancaster, AICP, Manager of Planning, Memphis Area Transit Authority, 901-722-0307, [email protected] Updated 9/19/2011

Memphis Area Transit Authority (MATA) operates a 7-mile downtown trolley system that serves as a circulator for the Central Business and Medical Districts. It was developed in three phases of about equal length: Main Street Line in 1993, Riverfront Line in 1997, and Madison Avenue Line in 2004. At the present time, the downtown trolley system is considered complete, although short extensions are possible in the future. Memphis operates 19 trolleys, most of which are restored cars from Oporto, Portugal and Melbourne, Australia. Ridership is about 1 million passengers per year. A regional light rail project for the Downtown-Airport Corridor is in the Alternatives Analysis phase. It would be integrated with the downtown trolley system but would use modern light rail vehicles, not streetcars/trolleys.

Texas Austin Contact: Gordon Derr, P.E., Assistant Director, City of Austin Transportation Dept., 512-974-7228, [email protected] Scott Gross, P.E., Urban Rail Program Manager, City of Austin Transportation Dept., 512- 974-5621, [email protected] Website: http://www.austinstrategicmobility.com/resources/urban-rail-project Updated 9/12/2011

Austin Urban Rail Program: With an emerging regional rail network, the City of Austin has developed a 16.5 mile Urban Rail system plan to connect key Central Austin activity centers (Mueller Redevelopment, University of Texas, Capitol Complex, Downtown, and Austin-Bergstrom International Airport) to each other and to the new commuter rail system and planned regional rail and rapid bus systems.

Urban Rail is a hybrid modern streetcar/LRT service operating in both mixed traffic and semi-exclusive rights-of-way.

The full 16.5 mile Urban Rail System was originally recommended as the locally preferred alternative (LPA) by the alternatives evaluation. The recommended LPA was amended into the MPO fiscally constrained plan in January 2011, though not formally as the LPA. The City currently plans to re- recommend an MOS, or "First Investment", from within the limits of the system plan as the LPA to City Council in October 2011. A funding plan comprised of a mix of general obligation (GO) bonds, value capture initiatives, partnerships (public-public and P3), along with New Starts grants will also be proposed at this time. The City is preparing for a possible November 2012 bond election for the GO portion of the local funding.

The City is currently in the NEPA process, having published with FTA an NOI in March 2011 to prepare an EIS. Scoping was conducted during March and April. The City is also working with two of its regional transportation partners, the Capital Metropolitan Transportation Authority and the Lone Star Rail District, on a possible joint operations and management arrangement. The City has produced an alternatives evaluation, conceptual engineering, and pre-NEPA environmental study, along with other publications, which are available from the program website.

Dallas Contact: Keith Manoy, Program Manager, Transportation Planning, City of Dallas, 214-670-4038, [email protected] Updated 9/26/2011

Dallas Streetcar: Dallas has a historic streetcar line that touches the north side of downtown, goes uptown, and connects with the Dallas Area Rapid Transit (DART) light rail system. The track system is owned by the City of Dallas, but the cars are owned and operated by the McKinney Avenue Transit Authority (MATA). A southern extension is funded to connect with the DART LRT system downtown. Construction should be done by Fall 2012. In addition a trolley turntable is currently under construction which will allow for the expansion of the vintage fleet.

The City of Dallas in collaboration with DART and the North Central Texas Council of Governments (NCTCOG) has undertaken a study to develop a modern streetcar network to operate within a 3 mile radius from the core of downtown Dallas into surrounding neighborhoods. The study is examining alternative routes for streetcar lines that would complement LRT operations through the central business district and serve key destinations in adjacent communities. With $26M in TIGER Grant funding the City will construct a 1.6 mile starter line from Union Station in Downtown Dallas to Methodist Hospital. Significant local funding for planning, design and part of construction will be utilized to deliver this project by early Fall 2014. The Urban Circulator project with $9.9M in funding with complete the McKinney Avenue Loop currently being served by the MATA vintage fleet by December 2013. The City of Dallas Streetcar System plan will outline a 40 mile system designed to improve the central city transit system and promote alternative transportation modes. Funding sources currently being examined include examination of innovative financing options for public/private partnerships, federal funding, regional transportation funding, City bond funds, tax increment finance (TIF) or public improvement district (PID) funds, and parking surcharges. There is significant political and community support for the development of a streetcar system.

In addition to this effort, the Oak Cliff area southwest of downtown has established the Oak Cliff Transit Authority (OCTA) to actively pursue the development of a streetcar line.

Galveston Contact: Michael Worthy, Operations Manager, Island Transit, 409-797-3900, [email protected] Information provided by: John Carrara, VP Goodman Corporation, 713-951-7951, [email protected] Website: www.islandtransit.net Updated 9/29/2011

Rail Trolley: Because of the destruction caused by Hurricane Ike on September 13, 2008, all of the cars were damaged by several feet of water and have been inoperable and out of service since that date. All switches ware damaged, remote controllers are inoperable, and other track damage occurred. Funding to restore the cars is now available from insurance proceeds and FEMA. Funding for track repairs is now available from FTA. A draft track-related construction bid package has been prepared and will be advertised for bids before the end of 2011. Funding for maintenance building rehab is available from FTA. Building renovations are complete. Island Transit is developing a performance specification for car restoration and upgrade of all systems. A request for proposals will be issued late in 2011 with a target date for restarting Trolley service of December 2012.

Utah Salt Lake City Contacts: D.J. Baxter, Executive Director, Redevelopment Agency of Salt Lake City, 801-535-7735, [email protected] Dennis Pay, Public Works Director, South Salt Lake City, 801-483-6038; [email protected] Kerry Doane, Planning Manager, Utah Transit Authority, 801-237-1964; [email protected] Updated 9/18/2011

Sugarhouse Streetcar: This 2-mile segment will connect the light rail trunk line with Sugar House business district. Alternatives Analysis was completed in 2008, with modern streetcar recommended as the Locally Preferred Alternative. Environmental Assessment is being reviewed by the Federal Transit Administration. Final design and construction are expected to take place 2011-2013. The total cost of the project is $55 million. A local match of $5 million was committed by the cities of Salt Lake City and South Salt Lake City, and a $6 million land contribution by the Utah Transit Authority. In the fall of 2010, USDOT awarded the project a TIGER II grant of $26 million. Salt Lake City, City of South Salt Lake, and Utah Transit Authority will execute an Interlocal Agreement to govern construction, funding, and operation of the line in Fall 2011, with final design and construction to commence in early 2012. Neither City has a streetcar operating at present.

Downtown Streetcar: This 1.8-mile planned streetcar route connecting the established east central neighborhood, through the core of downtown, and extending south to the Granary District, is currently in early concept phase, led by Redevelopment Agency of Salt Lake City as a development catalyst. In late 2010, Salt Lake City was awarded a USDOT grant to assist with Alternatives Analysis, which will begin in 2011 with the Environmental Assessment following. The total project cost is approximately $76 million with funding mechanisms yet unknown.

South Davis Streetcar: A 12-mile streetcar route connecting the Salt Lake City Intermodal Hub in downtown Salt Lake City with the communities of South Davis County including North Salt Lake, Bountiful, and Centerville has been considered. Four miles of the route are within Salt Lake City, utilizing one mile of existing LRT track. The Alternatives Analysis for this alignment was completed in 2008. Results of the public comment period for the Draft State Environmental Study Report suggest some re-evaluation of alternatives is necessary.

Virginia Arlington County & City of Alexandria Contact: Matthew Huston, P.E., Arlington County Senior Transit Engineer, 703-228-3267, [email protected] Susan Gygi, P.E., City of Alexandria Potomac Yard Projects Manager, 703-746-4109, [email protected] Updated 9/26/2011

In late 2010, Arlington County and the City of Alexandria launched a joint initiative to develop a streetcar project, known as the Route 1 Corridor Streetcar Project. The streetcar line would connect Pentagon City, Crystal City, Potomac Yard, and the Braddock Road neighborhoods and support the substantial redevelopment envisioned in the corridor. Streetcar service would likely interline with the Columbia Pike Transit Initiative, with a shared primary maintenance facility. The project is approximately five miles in length, and will have an estimated seventeen stations and a secondary vehicle storage facility.

The jurisdictions have commenced a combined Alternatives Analysis and Environmental Assessment (AA/EA) under the guidance of the Federal Transit Administration (FTA). The current scope of work also includes financial planning, conceptual engineering in support of the environmental document, and examination of institutional requirements and delivery mechanisms. The jurisdictions intend to proceed to preliminary engineering and final design at the completion of this phase of the project development process.

Arlington County & Fairfax County Contact: Stephen Del Giudice, Arlington County Transit Bureau Chief, 703-228-0090, [email protected]; Leonard Wolfenstein, Fairfax County Department of Transportation, 702-877-5674, [email protected] . Website: www.piketransit.com Updated 9/27/2011

In 2009, Arlington County and Fairfax County initiated the next phase of the project development process for the streetcar project, known as the Columbia Pike Transit Initiative. With the assistance of the Washington Metropolitan Area Transit Authority (WMATA), and under the guidance of the Federal Transit Administration (FTA) and the Virginia Department of Rail and Public Transportation (DRPT), the Counties will be filing an application for New Starts/Small Starts funding, completing a combined federal Alternatives Analysis and Environmental Assessment and conducting preliminary engineering. WMATA serves as the technical manager for this effort. The Counties will be making decisions about institutional and delivery mechanisms with the intent to proceed to construction at the completion of this phase of the project development process.

In 2006, the Counties had previously completed a local Alternatives Analysis with the assistance of WMATA, the Virginia Department of Rail and Public Transportation (DRPT), the Virginia Department of Transportation (VDOT) and with input from the Federal Transit Administration (FTA). Building from previous public planning activities in the Columbia Pike corridor, the local Alternatives Analysis was supported by intensive public involvement. Based upon the findings of the local Alternatives Analysis, the Arlington County Board and the Fairfax County Board of Supervisors approved the streetcar alternative as for advancement into the nextphase of project development.

The project is five-miles in length, and will have fourteen stations and a primary storage and maintenance facility for 10 to 14 vehicles.

Charlottesville Contact: Bill Watterson, Transit Manager, 434 ʹ970-3840, [email protected] Information provided by: Gary Okerlund, Okerlund Associates, 434-971-8533, [email protected] Updated 10/1/2011

West Main Streetcar System: Conceived as a key component of Charlottesville's strategy to extend progressive development to the entire West Main Street area, this rail project is being considered to provide an improved transit connection between the City's two primary magnets, the Downtown and University districts and encourage the revitalization of the connecting West Main Street Corridor. A 1.23-mile route from downtown to the corner of West Main and Jefferson Park Avenue (JPA) is proposed to be the first streetcar phase, with extensions past the University Corner District and beyond, ŽƌŽŶ:W͕ƚŽďĞĨƵƌƚŚĞƌƉŚĂƐĞƐ͘/ƚŝƐƐĞĞŶĂƐĂ͞ƉŝůŽƚ͟ƉƌŽũĞĐƚĂŶĚƉĂƌƚŽĨĂŵŽƌĞƌĞŐŝŽŶĂůƚƌĂŶsit system that can be a component of a Regional Transit Authority, under consideration. A preliminary feasibility study is completed, site visits have been conducted, and an extensive public outreach program was ĐĂƌƌŝĞĚŽƵƚ͘DĂLJŽƌ͛Ɛ^ƚƌĞĞƚĐĂƌdĂƐŬ&Žƌce was convened, and developed a recommended work plan and scope of work to assist the City and others in exploring next steps that would include a vision plan, future development patterns, projected ridership,

Potential economic benefits, streetcar facility and associated infrastructure needs, cost estimates, and funding sources. These were presented to City Council who expressed some interest in further exploration should matching private funds became available. Efforts to gain this support have been underway; however budget constraints on the development community and non-profit organizations due to the economy have put further considerations on hold. It is too early to tell if Small Starts will be pursued as a funding source, but it is a possibility and would be explored. The project was spearheaded by a public-private partnership between Alliance for Community Choice in Transportation and the City of Charlottesville. There is no streetcar service currently operating in Charlottesville.

Washington Everett Contact: Tom Hingson, Transportation Services Director, City of Everett, 425-257-8939, [email protected] Updated 9/13/2011

There is no streetcar system currently operating in Everett and the city is not seriously considering a Streetcar at this time. The potential project was ĂƐƚƌĞĞƚĐĂƌĐŽŶŶĞĐƚŝŶŐƚŚĞŝƚLJ͛Ɛ͞ZŝǀĞƌĨƌŽŶƚ͟ƚŽŝƚƐ ͞tĂƚĞƌĨƌŽŶƚ͟ǀŝĂǀĞƌĞƚƚ^ƚĂƚŝŽŶĂŶĚĚŽǁŶƚŽǁŶǀĞƌĞƚƚ͕ŝŶŬĞĞƉŝŶŐǁŝƚŚŝƚƐĨŝǀĞƚŽƚĞŶLJĞĂƌ development plan. The City and its municipal transit system, Everett Transit, would be the likely sponsors of a future streetcar system.

Issaquah Contact: Jean Cerar, Issaquah Historical Society, 425-392-1821 Information provided by: Craig Thorpe, Communications Director, Issaquah Valley Trolley, 425-643-4250, [email protected] Updated 09/22/2011

Issaquah Valley Trolley: The project is most certainly a rail project. There is 1 mile of track in place, a remnant of the Burlington Northern Santa Fe (formerly Northern Pacific), connecting retail and business areas with the historic and civic downtown. From 2001-2002, a demonstration project was run on this mile of track, using a leased streetcar from Yakima powered by a motor-generator car. After the lease expired, Issaquah purchased 3 cars: 2 are 1925 narrow-gauge, 4-wheel Brill cars from Lisbon; the third is a 1930 steel double-truck interurban from Milan. All three need extensive work.

Issaquah Valley Trolley (IVT) is a working committee of the Issaquah Historical Society (IHS), a 501c3 non-profit, which is the lead sponsor for this project. IVT has a 15-year use agreement to operate the City-owned track. They have updated the Business Implementation Plan and have secured around $500,000.00 in grants. The City of Issaquah is the Certified Agent overseeing the disbursement of funds. The City is also in charge of overseeing the track rehabilitation and bidding process for both the track work and the car rehabilitation work to get car 519, the first of the narrow-gauge Lisbon vehicles, rebuilt to the standard gauge. They expect to have car 519 in service in Spring 2012 and will use the motor- generator car for power. Line upgrades will include rebuilt track and the bridge over Issaquah Creek, signalization, as well as several station/waiting areas. Trolley stops will be located and added as needed.

Lynnwood Updated 2008

Community Transit (CT) provides service to Snohomish County with limited service to Everett. CT plans to conduct a streetcar feasibility study in partnership with City of Lynwood, a member jurisdiction south of Everett and north of Seattle. It would be a rail project, and CT is in the process of drafting a consultant scope of work for a feasibility study to define the study area, alignment options, cost estimates, economic impacts, etc. One of the study tasks is identification of funding sources; Small Starts is a possibility that will be considered. Community Transit will be the lead sponsor, with the City of Lynnwood anticipated to be a partner. There is not a streetcar currently operating in Snohomish County.

Seattle Contact: Ethan Melone, Rail Transit Manager, Seattle Department of Transportation, [email protected] Website: www.seattlestreetcar.org Updated 9/12/2011

The City of Seattle developed a modern streetcar line that serves the South Lake Union, Denny Triangle, and Downtown Retail Core neighborhoods. The streetcar provides local transit service, connects to the regional transit system, supports economic development, and contributes to neighborhood vitality. The $53 million started operations in December 2007. The South Lake Union line has exceeded initial ridership forecasts, serving one million riders in its first two years of operation. The project has been successful as a catalyst for private investment in South Lake Union, with over $2.5 billion invested since the project was approved for construction in 2005.In November 2008, voters in the Puget Sound area ĂƉƉƌŽǀĞĚ͞^dϮ͕͟ƚŚĞŵĂƐƐƚƌĂŶƐŝƚĞdžƉĂŶƐŝŽŶƉůĂŶĨŽƌ our region. This measure builds on the Sound Move plan approved in 1996 to expand light rail, commuter rail and express bus service in our region. The ST2 Plan includes funding for the First Hill Streetcar connector project, which links First Hill employment centers to the light rail system via connections on Capitol Hill and in the International District. This is an important link in the regional transit system, providing an alternative to the originally proposed deep tunnel light rail station on First Hill. The First Hill Streetcar will also connect diverse and vibrant neighborhoods on Capitol Hill, First Hill, and in the Chinatown/International District, while serving medical centers (Harborview, Swedish, and Virginia Mason) and higher education (Seattle Central Community College and Seattle University). The First Hill Streetcar line is expected to open for revenue service in Fall 2013. In November 2011, Seattle voters will consider a measure to fund Transportation Benefit District within the City of Seattle, which includes approximately $18 million for planning, design and local match funds to continue expansion of the Seattle Streetcar network.

Tacoma Contact: Rachel Smith, Government and Community Relations, Sound Transit, 206-398-5160 [email protected] Updated 10/07/2011

Tacoma Link: Sound Transit (ST) is a three-county regional transit authority encompassing the urbanized areas of Pierce, King and Snohomish counties in Washington State. In 1996, voters approved an initial plan of regional transit projects, called Sound Move. Sound Move included the construction and operation of Tacoma Link, a 1.6-mile light rail connector system in downtown Tacoma. Tacoma Link provides connections along the city's downtown core and to a major intermodal facility at Tacoma Dome Station served by local and regional buses and commuter rail. The system is operated by Sound Transit, uses single cars operating on both single- and double-tracked sections, has frequencies up to every 10 minutes, and currently charges no fares. Cost to construct was $78.2 million; no federal dollars were solicited for that project.

Tacoma Link expansion: In 2008 voters in the Sound Transit district approved funding for a package of regional of transit system expansions called ST2. Expanding the Tacoma Link system is an element of ST2. This project is being planned in partnership with the City of Tacoma and Pierce Transit (which provides local transit service within and around Tacoma.) In 2011, Sound Transit, the City and Pierce Transit completed a "preliminary" alternatives analysis effort, working with a stakeholder group to provide input on how the project should be approached and what alternatives merit further consideration. The next stage in planning is a full Alternatives Analysis, performed in accordance with FTA ŐƵŝĚĞůŝŶĞƐ͕ŵĂŬŝŶŐŝƚĞůŝŐŝďůĞĨŽƌ^ŵĂůů^ƚĂƌƚƐĨƵŶĚŝŶŐ͘^ŽƵŶĚdƌĂŶƐŝƚ͛ƐĨƵŶĚŝŶŐŽĨĐŽŶƐƚƌƵĐƚŝŽŶŽĨƚŚĞ Tacoma Link Expansion project represents a maximum capital contribution by Sound Transit to the overall cost of extending the line in the future if other public or private entities provide additional funding.

Wisconsin Kenosha Contact: Ronald Iwen, Director of Transportation, City of Kenosha, 262-653-4290, [email protected] Updated 09/30/2011

Streetcar Expansion Project: This project is designed to enhance our current streetcar system operating in downtown Kenosha since June of 2000. The current streetcar line provides service on an alignment that serves the downtown area, the new Harbor Park development area (a brownfield development site on Lake Michigan), the government complex, museums, and the Metra Commuter Rail Station (service on the North Line to Chicago). It is approximately 1.9 miles of revenue rail and approximately .1 miles of track in the yard. Historic PC cars are used that were originally operated in Toronto, Canada. Total investment for the original system was approximately $5.2 million.

The expansion of the system is designed to provide enhanced service to the downtown area as well as a new streetcar line to the uptown area. It will serve a new brownfield development area as well as provide service between the downtown area along Lake Michigan and our uptown area approximately 24 blocks from the lake. The anticipated budget for this project is approximately $23.8 million and will provide approximately 4 miles of new track to our system. The State of Wisconsin has approved approximately 4 million dollars in Congestion Mitigation Air Quality (CMAQ) funds to help start this project. Another grant for additional CMAQ funds is pending and would provide enough funds to begin design and then construction in the downtown area by 2011. We will be seeking additional federal funding and the project could be completed by 2013.

The primary sponsor of the project is the City of Kenosha. We have seen approximately $150 million in new development activity around our original streetcar system and view the development potential as a primary motivating factor in the expansion. Additionally, marginal operating costs per vehicle mile of our streetcar system is cost competitive with our bus system and it operates on domestically produced electric power, thus enhancing our energy security picture.

Madison

Contact: David Trowbridge, City of Madison, [email protected], Website: www.downtowntrolley.org Updated 12/10/2008

Madison has been studying the creation of a modern streetcar system for the past four years. The study area encompasses three general travel corridors emanating roughly 2-3 miles from the Capitol Square in the City of Madison (south, west, and northeast). A Study Committee appointed by Mayor Dave Cieslewicz in May of 2005 investigated the potential of streetcars to enhance transportation and development in the city. The Committee employed a consulting team headed by Charlie Hales (Portland- HNTB) to conduct a preliminary feasibility study. The Consulting Team presented its final Report in late 2007. The Report identified three specific alignments, recommended vehicles, and assessed the benefits, and construction and operating costs associated with each alignment. The Study Committee has accepted the Report and it has been forwarded to the Madison Common Council and relevant city agencies and civic groups. The Executive Summary of the Report is online at http://www.downtowntrolley.org/whatsup/index.php_; click on"Executive Summary". Downtown Trolley, Inc, the Dane Alliance for Rational Transportation, and 1000 Friends of Wisconsin are the leading proponents of streetcars in Madison. There is continuing interest on the part of some stakeholders in moving forward.

Transport 2020: There is a regional transportation planning initiative called Transport 2020 that has been underway for ten years. The Transport 2020 Alternatives Analysis led to the adoption of a full- system plan that included commuter rail, regional buses, and streetcars. An Implementation Task Force has been working for the past three years and has endorsed an initial phase involving construction of a 13-mile commuter rail line from Middleton to Sun Prairie. The Task Force employed a consulting team headed by Ken Kinney (HNTB); the consultants developed a proposal for federal funding by the New Starts program, and submitted that proposal in 2008. A subcommittee of the Transport 2020 process was expanded in spring 2008 by adding representatives of contiguous communities and various stakeholders and reviewing the proposal; that committee will be finishing its work in nearly 2009.

Milwaukee Contact: Kris Martinsek, Public Involvement Coordinator, Martinsek & Associates, 414-769-0400, [email protected] Website: www.themilwaukeestreetcar.com Updated 9/22/2011

Milwaukee has world-class corporations, cultural attractions, educational institutions and architecture. Soon, Milwaukee will have a world-class, user-friendly streetcar network for those who live, work and shop in the downtown area. The City of Milwaukee has evaluated various routes, technologies and operating scenarios to improve and enhance transit in and around downtown Milwaukee.

The Milwaukee Streetcar is scheduled to begin service in fall 2014. Using an innovative and comprehensive public involvement program, more than 300 community meetings were held to build public consensus on identifying, evaluating and selecting the appropriate station locations, station design concepts, and transit routing and technology. This led to the design of transit linkages to make the connection between stations and travel origins and destination more appealing.

New urban development, redevelopment and joint development opportunities have been identified that will be initiated in connection with the system to promote infill. Using modern streetcar vehicles, the Milwaukee Streetcar will begin as a two-mile starter system connecting the heart of the central business district with the Milwaukee Intermodal Station, Historic Third Ward and high-density residential areas just north of downtown. The initial system will have four vehicles powered by an electric overhead contact system with 10-minute headways throughout most of the day.

Two route extensions, which would add 1.55 miles and up to eight additional stops to the initial route, are also under review. An extension along 4th Street would connect to the Intermodal Station and several large activity generators, including the Frontier Airlines Center, Bradley Center, hotels, offices, and the Park East and Brewery redevelopment areas. An extension along Prospect/Farwell would provide Lower East Side residents and the Brady Street commercial district with a direct connection to downtown. Service characteristics would be identical to the initial system; however, the additional route length would add three additional Streetcar vehicles. All improvements are planned within the existing right of way with Streetcars operating in mixed traffic with bump-outs at the stops.

The initial route and extensions will be within walking distance to 100% of downtown hotel rooms, 91% of occupied 1st floor retail/commercial space, 90% of occupied office space, 77% of downtown housing units and 77% of total downtown public parking facilities and lots.

[ROUTE MAPS]

TEMPE, ARIZONA

TUCSON, ARIZONA

LITTLE ROCK, ARKANSAS

LOS ANGELES, CALIFORNIA

OPTION 1 OF 2

PASADENA, CALIFORNIA

SACRAMENTO, CALIFORNIA

SAN FRANCISCO, CALIFORNIA

SAN PEDRO, CALIFORNIA

WASHINGTON, D.C.

FORT LAUDERDALE, FLORIDA

TAMPA, FLORIDA

ATLANTA, GEORGIA

ATLANTA BELTLINE, GEORGIA

BOISE, IDAHO

INDIANAPOLIS, INDIANA

Streetcar District

Corridor System ʹ Section 1

NEW ORLEANS, LOUISIANA

BALTIMORE, MARYLAND

LOWELL, MASSACHUSETTS

GRAND RAPIDS, MICHIGAN

MINNEAPOLIS, MINNESOTA

ST LOUIS, MISSOURI

RENO, NEVADA

CHARLOTTE, NORTH CAROLINA

WINSTON-SALEM, NORTH CAROLINA

CINCINNATI, OHIO

COLUMBUS, OHIO

DAYTON, OHIO

OKLAHOMA CITY, OKLAHOMA

LAKE OSWEGO, OREGON

PORTLAND, OREGON

PHILADELPHIA, PENNSYLVANIA

PROVIDENCE, RHODE ISLAND

MEMPHIS, TENNESSEE

AUSTIN, TEXAS

DALLAS, TEXAS

GALVESTON, TEXAS

SALT LAKE CITY, UTAH

SALT LAKE CITY/SOUTH SALT LAKE CITY, UTAH

ARLINGTON COUNTY, VIRGINIA

CHARLOTTESVILLE, VIRGINIA

ISSAQUAH, WASHINGTON

SEATTLE, WASHINGTON

TACOMA, WASHINGTON

KENOSHA, WISCONSIN

MILWAUKEE, WISCONSIN