Rails in the Pavement - Fort Worth’s Streetcar Proposal
by Kevin Buchanan
While Fort Worth has made great steps forward on heavier rail systems, first with the Trinity Railway Express and now with the upcoming Southwest-to-Northeast Line, those systems are primarily concerned with moving across longer city-to-city type distances. What’s been missing is a proposal to do something greater for central city urban mobility, something beyond The T’s little-used (and in some ways rather lackluster) bus system.
Until now.
For several months now, a proposal has been working its way through the city’s ether to bring back Fort Worth’s streetcar system, silenced long ago and replaced with the bus. Decades ago, Fort Worth had one of the finest streetcar systems in the entire country, with routes linking downtown to many dense, walkable “streetcar suburbs” like the Magnolia/Fairmount/Ryan Place area, the west side, and places like the Stockyards. Now, with Fort Worth witnessing the success that modern streetcar systems are having in places like Portland, work is underway on returning these central city circulator vehicles to the neighborhoods around downtown.
A rough draft proposal was created by the Fort Worth Central City Redevelopment Committee and presented to the city council. This committee, made up of citizens, planners, and developers, recommended to the council that the modern streetcar system would be a crucial component of a broader city-wide transit system that is beginning to take shape as the city’s population skyrockets and central city redevelopment intensifies. We’ve been making a lot of progress towards a fantastic longer-distance heavier rail system with the TRE and SW2NE, but we’ve been lacking in a real efficient and popular central city transit system that would serve central city users, attract new development, and attract the sort of up-and-coming young professionals who want their potential home city to have a serious transit system. The modern streetcar would serve this role.
It’s important to clarify what’s being discussed here. This is not, as it is sometimes called, a “light rail” system; at least, not in the same vein as a system like DART’s trains, Portland’s MAX, or Houston’s light rail. Those systems use heavier trains and run in dedicated right-of-ways, requiring significantly higher costs and timeframes to build and requiring their own dedicated land in many cases. Fort Worth’s proposed system is a genuine streetcar system, running on-street. It’s quicker and cheaper to build, and in this case and for this purpose, a more appropriate design. This isn’t being designed to travel the long distances a DART train travels, and its nimble design will allow it to get into neighborhoods easily and effectively.
Nor is this an old-fashioned vintage streetcar system using historic hardware, like the McKinney Avenue streetcar in Uptown Dallas. This system would use the same sort of modern, fully climate controlled, comfortable, and fast hardware used by cities like Portland for its streetcar linking downtown, the Pearl District, and the South Waterfront. They’re quick, smooth-riding, and very comfortable.
Yesterday, Dana Burghdoff of the city’s Planning and Development Department gave a presentation to the city council on the proposal. It is now planned that the council and the mayor will form a committee to study how best to build and fund the system, and what the first routes should be. This committee will be 15 people strong, with 8 appointed by the council and 7 by the mayor. Council member Joel Burns is in strong support of the proposal, and (surprisingly) even the notorious Chuck Silcox has said he supports the project.
While we have a working bus system and plans for more commuter lines on existing freight rail corridors to connect cities within the region, more attention must be given to a modern, reliable, appealing transit system that moves residents, workers, and visitors around within the city. In the late ’90s, we looked at a modern streetcar system once before, but approval for federal funds was uncertain and the project was shelved in favor of commuter rail. Back then, Fort Worth was less dense and gas was $1.50 a gallon.
Times have changed, though. High density, mixed-use urban developments are underway within all of the areas of the proposed streetcar system. Trinity Bluff, Magnolia Green, SoSeven, Texas & Pacific Lofts, Museum Place, West 7th, The Tower, Evans & Rosedale, Montgomery Plaza, the GrandMarc at TCU, Trinity Uptown, Pecan Place - most of these weren’t even on the drawing board when the streetcar system was originally studied. Nor was there the significant influx into old, dense central city neighborhoods like Fairmount that we’re seeing now. Dramatically higher gas prices and instability in the Middle East, combined with increasing concerns about “peak oil” and our future being dependent on gas, have opened people’s eyes to the possibility - some would say the likelihood - that our future will involve more than just the automobile. With greater amounts of people wanting to live in an urban environment to reduce or eliminate their dependency on the car, cities are in need of upgraded transit systems if they wish to remain competitive.
Streetcars attract higher ridership than buses - in some cases much higher. Portland reports ridership 700 percent higher on its streetcar than on its old bus routes. Significantly, they attract a much greater amount of “choice riders” - people who could drive but choose to take transit. Streetcars are easier to get in and out of than buses, they don’t lurch in and out of traffic thanks to their fixed guide way, they are less threatening to pedestrians, they’re quieter, they don’t smell of exhaust, they channel and stimulate development, and lead to increased property values. They attract more riders and services than buses - potential riders see the rails in the pavement and know a streetcar will be coming, whereas bus riders need a schedule and route map.
Streetcars also attract development. From 2001 to 2005, over $2.3 billion in new development occurred in Portland’s Pearl District around the streetcar line. Developers often contribute to the systems, as they are significant draws to the neighborhood. In the Pearl District, 7,248 housing units have been constructed, 25 percent of them affordable, enabling Portland to achieve its 20-year housing goal in just seven years. Streetcars promote street life, serve as image-makers for their neighborhoods, and provide an amenity and attraction.
Fort Worth’s streetcar system, as envisioned in the rough draft, would eventually feature several lines throughout the central city. Stops would be every 1/2 mile with streetcars arriving every 15 minutes at each stop. Like buses, they could skip stops if nobody was waiting or wanted to get out. They can also change upcoming traffic signals (like fire trucks can) to enable smoother flow.
One potential route would depart the Intermodal Transportation Center downtown and head west out 7th Street. Upon reaching Montgomery, the streetcar would turn left and head south down Montgomery to Harley, taking another left and going through the Will Rogers center. Heading briefly north on University, the streetcar would then veer off through Farrington Field and then up Currie to 7th, hanging a right and then back through downtown to the ITC. This line would serve the museums and new developments in the Cultural District and could easily be extended later down Camp Bowie to Ridglea Village.
Another route would depart the ITC and cross Lancaster, heading south down Hemphill through the Near Southside. Upon reaching Rosedale, the line would split. On line could head east down Rosedale through Evans/Rosedale out to Texas Wesleyan.
The other would head west down either Rosedale or Magnolia to 8th Avenue, and hang a left. Heading south down 8th Avenue, the streetcar would pass through Fairmount and Ryan Place before hanging right on Berry. Heading west on Berry, the streetcar would pass through TCU and hang a left on University. The streetcar would then head south on University to Bluebonnet Circle, round the circle, and head back the same route to downtown. Later on, it could easily be envisioned that a link up University between this line and the Cultural District line could be built.
Another route would leave the ITC and head through downtown and up North Main, crossing through what will be the Trinity Uptown district, through the Mercado district, and into the Stockyards. It would circle through the Stockyard and then head back into downtown.
Still another route would see the streetcar leave the ITC and head up through downtown and hang a right on Belknap. It would travel northeast to the Six Points neighborhood, loop around Race Street, and then head back downtown via Belknap.
Here’s a map I’ve made showing some of these proposed routes - click for a bigger view:
The streetcar committee should be forming in the not-too-distant future, and a final report is likely before the end of the year. The streetcar proposal is getting greater and greater support from both citizens and city officials. As a part of Fort Worth’s transit toolbox, it would tie together our regional commuter rail and buses into a fully realized transit system, giving Fort Worth a base to build on as our city rapidly grows.
I’ll be sure to write more about the streetcar as things move forward.
Tags: central city, light rail, pedestrian, rail, streetcar, train, transit, Transportation, trolley, urban
It was...
29 Comments, Comments or Pings
Pete Wann
Kevin,
When you say the Berry/TCU line will “return along the same path,” you mean on the opposite side of the street, right? It won’t be using the same tracks both ways, I assume? (That could make for some tricky timing issues for streetcars traveling in opposite directions.)
Jun 18th, 2008
Kevin
Pete,
That’s correct. I figure it will be two rails (one each direction) along most of the system. It will likely be in the outer lane, curbside.
Jun 18th, 2008
Chewy
Kevin,
Any estimation on how long it would take to get from Bluebonnet Circle to ITC or 8th & Magnolia/Rosedale to ITC?
Jun 18th, 2008
Kevin
Chewy,
I’d say “about as long as a bus,” but the streetcar routes will be a lot more direct than The T’s bus routes usually are. The streetcars themselves can go up to about 40-45 miles per hour, and then factor in stopping for passengers (but like a bus, they can go past stops if nobody is waiting and nobody wants to get off).
Jun 18th, 2008
Jacko
Do these streetcars come with bike racks?
Jun 18th, 2008
kendrick
This is supremely awesome news. A bike-friendly streetcar system along with se2nw will give Fort Worth some serious transit bragging rights. (Please please make it bike friendly!
)
Jun 18th, 2008
Kevin
Jacko & Kendrick,
The Portland Streetcar, which uses the same streetcars that our system would use, allows bikes on the streetcar. From the Portland Streetcar web site:
“Bicycles & segways are allowed on Streetcar in the low floor section only.”
I’d imagine that bike policies are still to be decided, but since bikes are allowed on the TRE and T buses, I’m sure they’ll be allowed on the streetcar as well.
Jun 18th, 2008
Anton
OH.my.gosh…PLEASE! Especially the 7th street and Camp Bowie lines.
No, no, no, the whole thing is brilliant. Screw-you auto industry. Bring back the Fort Worth Street Car!
Jun 18th, 2008
Southside Dude
Oh awesome - waiting for a streetcar when it’s 105 outside will be really really fun.
I can’t wait.
Don’t get me wrong. I love streetcars. They’re awesome. But dang, waiting for one to take me home from work….. The heat man, my god the heat! Although if this actually comes to fruition I will be hopping on along 8th Avenue. It’s perfect.
Jun 18th, 2008
Kevin
Southside Dude,
I don’t see how it’s much of a problem - most of the stops will have some shelter, and the heat doesn’t really stop people from walking around downtown or on Magnolia. The streetcars will arrive every 15 minutes, so the wait won’t be too long.
Jun 19th, 2008
Adam S.
This is a great idea. It’s more flexable than the NE2SW rail line and can handle more stops. I like that FW is considering this along with the rail all the way to the airport.
Jun 19th, 2008
Ben
The TRE already goes to the airport. What about the Cotton Belt line is so appealing to someone leaving from the ITC station?
Jun 19th, 2008
Kevin
Not that this post really has anything to do with the TRE or the SW2NE line, but…
The TRE does *not* go to the airport. It stops at CenterPort Station, from which you must then get on a bus for the last few miles of the trip. SW2NE will actually pull up into the terminal, just as the new DART line will.
What about the SW2NE line is appealing to somebody leaving the ITC? Depends on the person. Getting to DFW will be stupidly easy, as would be taking an excursion to Grapevine. Moreover, it’s appealing for people who commute from southwest Fort Worth to the Near Southside or downtown for work, and people who commute from northeast of downtown to the same.
This post, of course, is about the streetcar system - beyond being parts of a comprehensive transit system, the streetcar and the TRE/SW2NE don’t really have a lot of similarities. They are different designs for different purposes.
Jun 20th, 2008
Ben
Sorry, but I would say the TRE goes to the airport. I guess it is all about how much effort you are willing to make. I really meant why would someone going to the airport from ITC take the SW2 route if it is not as direct and has more proposed stops. Also, it remains to be seen if some of those stops will ever exist, since Southlake, NRH and others are not on board yet. I would say Grapevine is the only for sure stop on the NE line that is in another city. Just my 2 cents, not trying to be negative.
Jun 20th, 2008
Kevin
Ben,
Call it what you will, but the TRE doesn’t stop at the airport. It goes to CenterPort Station. Yes, that’s practically the airport, but the fact is that it’s still not directly there. CenterPort Station will still be useful but the SW2NE line will have a definite advantage for a lot of people, depending on where they’re coming from, by going straight into the terminal. And if you’re near the line, it’s even better. The line’s there, so taking advantage of it by running a spur directly into the terminal makes perfect sense (DART sees the advantage as well, and their new line will also run straight into the terminal).
That being said, going to the airport from the ITC is just one of several uses for the SW2NE line, so I’m not sure why you’re so focused on that one aspect of it. It will be used for a lot more than just that. And the future stations from not-yet-in-The-T cities aren’t the only stations in that direction.
Of course, this post is ostensibly about the streetcar proposal.
Jun 20th, 2008
dan
I think the bottom line is the sooner we have a regional wide rail/tramsporation system in place the better for us all in the way of fewer cars (less traffic), less air pollution, you name it. I worked downtown Dallas for five years and lived in Fort Worth. I road the TRE every day from Hurst-Bell Station. I loved it. I drive 30 miles one way now to get to work and sorely miss the train. We should have never let the passenger rail sytem in this country go away to the degree that it has. The days of cheap hydrocarbons are over in my humble opinion. I look forward to the day when Fort Worth might have rail service within the city itself. With DART and the TRE the argument with some people was the fact that public transporation increases crime to suburban neighborhoods. Personally at times when I road DART/TRE services I never did see anyone hauling off a big screen HD T.V. from a suburban neighborhood.
Jun 20th, 2008
Suzette
Dan…..
but did you see anyone hauling off any copper wiring or water meter cover? Or did you see any really young children w/out a guardian? Don’t get me wrong, the Streetcar interest is exhilarating! Thank you, Kevin for your hard work.
Jun 20th, 2008
RidgeD
Great article- lots of info. I’m hoping efficient mass transit and the plug-in electric car (and bicycles) will turn our brown skies blue within the next 10 years.
Jun 20th, 2008
Emmy
Just think how convenient even the tiny little M&O Leonards/Tandy subway was - and how many cars that eliminated from parking lots downtown. Not only could one park free at the Tandy lot and ride to jury duty, but you could catch the subway and then walk all over downtown to stores like Leonards, Monnigs, etc.
It would have been nice to keep that big lot down there and then build a subway line out in the opposite direction too - connecting to the new retail development in the 7th Street Corridor/Cultural District.
Jun 21st, 2008
Pete Wann
It’s distressing how often that fear-based argument comes up, Dan. I agree, it’s the most ridiculous argument I’ve ever heard against public transit.
Every time public transit was on the ballot in Arlington, there was a group called the “Concerned Taxpayers of Arlington,” who basically existed just to create FUD (fear, uncertainty, and doubt) about public transit. Their most frequent argument was that public transit would bring “undesirables” into the city. Of course, “undesirables” was their code for poor and/or minority people. Totally ridiculous.
Jun 21st, 2008
dan
Yes, I know they have used that argument in Arlington. It is ridiculous. It is funny however. Some of those same people that resist public transportation in Arlington then turn around and use the TRE when they travel downtown Dallas. It is hard to follow their logic. Like I said, I only wish I had the opportunity to use it now on a daily basis with my job.
Jun 22nd, 2008
Erin K.
Thanks for the article, Kevin. Really informative. I hope that it comes to pass!
Jun 25th, 2008
VinnyV
What the hell ever happened to this idea? Was it another pipe-dream that died? This website has generated a seriously good forum for ideas - and for that I love it - but not so great a track record for organizing people together (yes, face to face damnit) and pushing these ideas forward to city or business leaders.
Aug 20th, 2008
Kevin Buchanan
Vinny…the streetcar proposal is more alive than it’s ever been. The city has an official streetcar committee who is looking at funding and such right now, comprised of 11 members appointed by the council and mayor.
I’ve written about it extensively on W&C’s sister site Fort Worthology, which is geared towards urban development, transit, and so forth as opposed to the more general-interest W&C.
I am extremely confident that the streetcar will be happening, and sooner than people think.
Aug 20th, 2008
Bernie
Vinny- we’re happy to provide the forum. It’s up to the readers to organize and take action. We can join the action, but there are far too many subjects for us to organize them all. Feel free to push any ideas you find here forward to the city council and business leaders.
And on the mention of getting together face-to-face… how many readers would attend a W&C meet and greet, if we were to hold such an event?
How about a virtual show of hands?
Aug 20th, 2008
VinnyV
Thanks for the info Kevin - I’ve only recently (past day or two) been active on the Fort Worthology site so I evidently missed it.
Bernie, I understand your point. I was actually envisioning W&C host an informal gathering like this - just to help people get up and out of the chair - although I see now it came across as wanting W&C to do all the work. Sorry ’bout that. Anyhow, count me in; I hope we can all come together for the sake of the city which we all love.
Aug 21st, 2008
Max
Hand up
Aug 21st, 2008
Jamie
I would attend as well.
Aug 21st, 2008
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