Streetcars (sometimes referred to as trolleys or trams) are a highly-localized, low-impact form of rail transit powered by an overhead wire through mixed traffic flow.  Lines are generally 2-3 miles, and stops are spaced roughly 2-3 blocks apart.  Cities across the U.S. including Oakland were once covered by streetcar systems in the first half of the 20th Century (see Key System Map).  A revival is currently taking place in cities as diverse as Atlanta, Charlotte, Cincinnati, Dallas, Portland, Seattle, San Francisco, Los Angeles, Washington D.C.

Streetcars are a proven tool of economic development.  Unlike buses, streetcars have measurable effect on property values due to their permanence, connectivity, and marketability.  Streetcars in Portland and Seattle have acted as "development-oriented transit" by attracting considerable new residential and commercial construction, creating new retail destinations and generating new jobs.  The results have been staggering: over roughly a decade, the Portland Streetcar has attracted over $3.5 billion in investment, while in about six years, Seattle's South Lake Union Streetcar has attracted 2.4 billion in investment (including the new headquarters of Amazon.com).  See Sections 2 and 3 of the Oakland Streetcar Plan for more details, as well as the economic impact report for the Los Angeles Streetcar.

The Oakland Streetcar will promote smart growth--creating walkable, transit-oriented, mixed-use urban neighborhoods which reduce the need to drive an automobile.  California has adopted a serious commitment to smart growth to fight Climate Change with SB-375.  Development along the Portland Streetcar has represented the epitome of smart growth: emissions from residential development is approximately 65% less compared with suburban households, while emissions from commercial development is approximately 45% less.   Preliminary conservative estimates in Oakland show that development along the Oakland Streetcar could reduce CO2 emissions by over 100,000 tons per year, a 42% reduction from the status quo.  See Section 4 of the Oakland Streetcar Plan the environmental analysis.

While a compelling argument can be made for replica streetcars similar to Oakland's former Key System, low-floor modern streetcars represent the best choice for the Oakland Streetcar due to their superior capacity, accessibility, speed, and image.  Low-floor modern streetcars can hold roughly 75% more passengers than replica streetcars, and have level curb boarding to allow for easy access for seniors, disabled, strollers, bikes, and shoppers carrying heavy bags--9% of passengers of the Portland Streetcar are disabled in some manner.  Level boarding also means faster service due to lower dwell times at stops, decreasing operating costs as well.  Lastly, modern streetcars would assert a unique 21st Century identity for Oakland and be a more fitting complement to the new developments along the line.  See Section 6 of the Oakland Streetcar Plan for more details.

The Oakland Streetcar would help to expand Oakland's affordable housing supply as has occurred in Portland.  Due to an aggressive affordable housing program, Portland's Pearl District has the highest percentage of below market-rate housing in Portland at 31%.  In contrast, the Uptown, considered to be one of the greatest victories for affordable housing in Downtown Oakland, has 20% of its units below market-rate.  Apart from lowering the cost of living by reducing parking demand and decreasing transportation costs, the Oakland Streetcar would help promote the creation of equitable and affordable neighborhoods.  See Section 3 of the Oakland Streetcar Plan for more details.

The Oakland Streetcar would help improve the city's economy and public services as a whole.  Development along the streetcar would bring tens of thousands of construction jobs to Oakland and transform vacant lots into revenue-generating land for the city.  The total development impacts could bring in as much as $6 million annually in sales tax revenue to Oakland, which would go directly into the city's public safety and city services.  In addition, the Oakland Streetcar could help bring 20,000+ permanent retail and office jobs to Oakland.  Combined with a more stable funding source for AC Transit and other investments such as bus rapid transit on the Telegraph-International, MacArthur-Grand, and Hegenberger corridors, infill BART stations at San Antonio and 98th Ave., transit-oriented development projects at the city's existing BART stations, and eventual streetcar extensions to the Oak to Ninth project and Rockridge Shopping Center, the Oakland Streetcar would help rebuild Oakland as a sustainable and prosperous city.  See Sections 3, 6, and 9 of the Oakland Streetcar Plan for more details.

The Oakland Streetcar could be constructed and operated without a contribution from the city's general fund or adding to the city's budget deficit.  In Portland and Seattle, the private sector accounted for 25% and 50% of total capital funding, respectively.  Numerous regional sources are also available, including the upcoming Alameda County transportation sales tax reauthorization (ACTIA), and the Metropolitan Transportation Commission's Climate Initiative Grants.  Lastly, the Obama Administration has demonstrated strong support for streetcars, awarding nearly $400 million to ten projects over the past two years. 

A significant amount of operations funding could also come from the private sector, including hospitals, developers, and sponsorships.  The Oakland Streetcar could require only a 15-30% public subsidy, which could be split between BART, AC Transit, Capitol Corridor, and the Oakland Ferry.  All in all, Oakland can afford to build and operate the Oakland Streetcar for no more than it is putting in to the Broadway Shuttle.  See Section 7 of the Oakland Streetcar Plan for more details.

In August 2010, Oakland launched the Broadway Shuttle, which has been labeled the first step toward the goal of a streetcar.  Since then, the shuttle has been a huge success, attracting nearly 2,000 riders in October 2010.  The city has begun applying for planning grants for an Alternatives Analysis to further develop concepts in the Oakland Streetcar Plan and the 2005 Jack London BART Feasibility Study.  Unlike many projects, streetcar system planning does not have to take years to complete: Seattle's South Lake Union Streetcar went from a concept to a reality in just three and a half years.  With active support from residents, businesses, property owners, and city leaders, Oakland could have a streetcar system by 2015.

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©2011 by Daniel Jacobson|Contact