This article is an excerpt of an article originally published by METRO Magazine.
The Atlanta Streetcar, scheduled to open this year, is part of the larger Connect Atlanta plan, which is intended to increase transportation options, promote sustainable development and create a better urban environment.
The 2.7-mile line will run along an east-west route using overhead wire technology with 12 stops. Operational costs for the $92.6 million project will be covered by farebox revenue, advertising, Atlanta Downtown Improvement District (ADID) funds, city car rental and hotel taxes, and federal funds.
Some of the immediate benefits of the project include its potential to increase ridership on connecting transit networks, to enhance mobility and last-mile connectivity. The streetcar will link destinations for transit-dependent populations, including residents, tourists, students, and senior citizens.
Additionally, the streetcar line fills in circulation links and provides connectivity to existing transit services in Downtown Atlanta, as well as future commuter rail and regional light rail, and reconnects Downtown Atlanta’s east-west neighborhoods.
The Atlanta Streetcar is the first stage in what is expected to become a major overhaul of the city’s transit system, according to Tim Borchers, executive director of the streetcar project.
I spoke with him about the project’s role in the city’s plan and the challenges faced during construction.
Janna Starcic: Why did it take so long for a streetcar system to be developed in Atlanta?
Borchers: The Atlanta Streetcar was initially envisioned as an east-west connection between the Martin Luther King Jr. National Historic Site and Centennial Olympic Park, with a north-south alignment along Peachtree Street. Unfortunately, the project lost out on the opportunity for TIGER I Stimulus. However, in October 2010 the City of Atlanta received notice it had been awarded approximately $47.6 million in funds, through the TIGER II federal grant program, which would partially fund the originally proposed east-west connection.
What was behind the decision to go with streetcars?
Streetcars are an integral part of the story of Atlanta. The first streetcar line, which connected Peachtree Street with what is now Spelman College, opened in 1871. During the early 20th century, Atlanta’s population tripled as streetcars helped expand the city limits to nearby suburbs, creating a vibrant and easily accessible metropolis. So, building the Atlanta Streetcar now is not about nostalgia, it’s about accommodating growth and planning for the future. It’s about how revisiting our “routes,” as it were, will help us in revitalizing our city.
As far as why a streetcar and not some other form of transit, we feel that the Atlanta Streetcar is the best way to improve east-west connectivity in Downtown Atlanta; it provides a backbone for enhancing and building the walkable, mixed-use urban neighborhoods envisioned in the Connect Atlanta plan.
I would also add that public opinion via the Beltline’s early surveys showed a clear community preference for streetcars.
What do you see as your key challenges in delivering the streetcar project in Atlanta?
Atlanta is an older city that’s been rebuilt many times, and we are building in the oldest part of the city — so that’s been a challenge sometimes. Otherwise, we haven’t really had any challenges that have not been experienced by other cities building streetcar systems.
What was the turning point for this project?
Of course, the Award of TIGER II grant. When we started laying rail about a year ago — that made everything much more real.
Who will operate and maintain the line?
Meetings among the Atlanta Streetcar sponsors — MARTA (Metropolitan Atlanta Rapid Transit Authority) the City of Atlanta and the ADID — continue, and we are making significant progress on determining who will operate and maintain the Atlanta Streetcar. We have consulted with the FTA (Federal Transit Administration) about options and are preparing additional documentation for them to memorialize our approach.
Explain the reasons for the rising costs of the project.
The original budget for the contract for construction provided for contingency funds to be held in the event of unanticipated costs. A management decision was made to delay the beginning of construction until all utilities were substantially out of the way of the planned construction schedule. This did cause an increase in extended overhead, however, the sponsors made a conscious decision that it was better to delay the beginning of construction until utility issues were either cleared or under control, rather than to begin construction and have complicated conflicts arise, which would likely have escalated costs significantly.
How does the streetcar project fit into the overall revitalization of downtown Atlanta?
Streetcars are more than the “next new thing” in urban transportation. With a growing number of people — both younger workers and empty nesters — choosing to move into or near large cities, streetcars make sense because they can easily connect passengers with a wide array of activities and jobs in the urban corridors. They also allow these same city dwellers to have more transportation choices and give those looking for a more sustainable lifestyle the option of being car-free.
For those going farther afield, or coming in to the city from the suburbs, streetcars provide inner-city connectivity from larger regional transit systems, helping reduce congestion downtown. A single streetcar can transport as many people as 177 automobiles and, being electric, they do it more efficiently and with fewer emissions.
The Atlanta Streetcar is part of the city’s long-term Connect Atlanta plan, which was developed to accommodate growth while maintaining the quality of life desired by an increasingly diverse population. The increased transit access and mobility provided by the streetcar will support projected growth while encouraging economic development.
Discuss selection of the vehicles. What were some key requirements?
The four Siemens S70 vehicles are examples of the most advanced modern streetcar design and technology available. They are low-floor vehicles, which make them accessible for people of all abilities, have four designated wheelchair spaces and can hold about 200 passengers. They have wide doors on both sides, which allow easier passenger movement, and they are also very quiet. Here in town, they will operate at speeds up to 35 mph; with a software change, they can operate at higher speeds.
Discuss selection of overhead wire technology.
While there are other technologies available, most streetcar systems use overhead catenary wires for power. Any system that’s not used widely is inevitably less reliable and more expensive than a more widespread system.
That said, battery and supercapacitor energy storage technology is evolving quickly. Siemens is installing supercapacitors on a new light rail transit line in Portland, Ore. This line is expected to open in 2015, and we will certainly be looking at how well it works.
What plans are there to expand the service?
Expansion is already underway — there are projects in motion that will explore the feasibility of the first extension to the Beltline.
How will the streetcar integrate with current and future transit services?
The decisions made along the way have always been made with an eye toward the future. The nature of the partnership certainly promotes that.
Our vision is that the Atlanta Streetcar is the first step in building an interoperable comprehensive regional streetcar and light-rail transit system. It will connect Atlanta and the region through connections to MARTA heavy-rail and planned streetcar and light-rail corridors. The first planned expansions are anticipated to extend from the Downtown Loop to the Atlanta Beltline.
Photos by Atlanta Streetcar