SLC Streetcar (May 2019)

Not hearing much about it these days. Perhaps simply not a hot topic any longer. The swell of enthusiasm (and consequent Federal funding) seems to have passed, leaving a number of streetcar systems across the US, with varying levels of functionality. (The Atlanta streetcar is a vicious joke, btw). The Transit Politic has them all mapped out, for the curious. But a quick google doesn't show SLC pushing the proposed streetcar very hard. It's on the long range transportation plan (aka 'Regional Transportation Plan', but none of it in the next ten years. (Looks like an extension of the S-line (Sugarhouse) streetcar is planned, up to 2100 S. & 1100 E, which will make it more central. Although I can't imagine what a mess that will make of an already gnarly traffic pattern. It's 1100 East in SLC, but it's where Highland (a former highway) connects to the urban street grid. Highland looks to have been an old trail, and extends all the way south to the Hidden Valley Country Club at 123rd south, so it's one of the few continuous north-south routes, and hence attracts plenty of auto traffic.  Still, it will be nice to bring the streetcar to the center of the business district, instead of stopping an irritating amount shy (and across a busy road) from all the amenities an destinations. It will change the neighborhood, and likely to the detriment of northbound traffic.

SLC may not care. IIRC, 1100 E. is not a UDOT road. (Given that SLC seized 1300 E back from UDOT, I can't imagine they don't also own/control 1100 E). So they get to control the road geometry (lanes, lane widths), and priortizing access THROUGH Sugarhouse is probably not a priority. (TO Sugarhouse, sure).

Sorry to see that the S-line isn't reaching Westminster, which would be the real prize. All those transit-riding students, and Westminster already committed to a 'distributed campus' with their dorm across 2100 south. If the connection was made, Westminster could be further develop the entire area along the S-line as a 'Transit Oriented Corridor', use the S-line instead of campus shuttles. Bet UTA would love the ridership. The BiFG lady is an activist in opposing the extension to Westminster--fear of losing parking? SLC ought to just take the street parking, independently, and end that issue.

Downtown, RTP has two bits, a 1.8 mile segment along 200/100 s. to 600 east. (woo). and a phase 3 extension to 1300 East, and the University. Meh. Can't help but think that the University would be better served by a BRT on 200 East. That far east, potential for TOD (the only real justification for streetcar) is limited. Envision Utah map clearly shows a bunch of high-value single family homes that aren't going to redevelop. Without redevelopment, the density is too low to generate any serious ridership. Why spent millions to put a streetcar in front of million dollar houses? It's not like the owners are going to use it enough to matter.

"UTA only knows how to build Light Rail'

I was looking at the illustrations for Sugarhouse Streetcar, and the criticism that UTA only knows how to build light rail sings true. Sugarhouse Streetcar looks like a TRAX line--a dedicated corridor, with a gravel bed and fences along both sides. I've ridden streetcar systems in Portland and Barcelona. Like the name suggests, streetcars run in the street...sometimes on the edge, sometimes down a center median.

UTA built most of the TRAX system using old railway corridor (Sandy--SLC--Mid-Jordan) and seems to be comfortable and familiar doing so. It certainly makes sense to do so. Building in an existing corridor reduces utility conflicts, and makes the property acquisition for right of way relatively simple.

Cost-wise, I know that the per-mile costs associated with running TRAX light rail through Salt Lake City on city streets was fairly high compared to the initial Sandy-Salt Lake stretch, and certainly more complex in terms of traffic engineering, and the need to come to negotiated agreements with UDOT and Salt Lake City.

The next phase of the Sugarhouse Streetcar will have to be along roadway (east on 21st, or north on 1100 East), so UTA is going to have learn how to build 'real' streetcar, and not just TRAX-lite.

TRAX shares right of way with automobiles only at intersections (typically left turn arrows). The rest of the street right of way is protected by curbs or jersey barriers separating the train from auto-traffic. That wasn't originally so, but a two or three cars got themselves t-boned as they tried to make (illegal) turns across the TRAX right of way). Hence, curbs.

But that's not something that is going to work with streetcar, which is going to have to run 'in traffic', right with the cars. That it is possible to do so is really the big difference between the two vehicles. A light rail car weights about 98,500 lbs, while a streetcar weights about 30,000 lbs, or about 1/3 as much. Thus, faster, more responsive stopping capacity.