What is streetcar transit?

Streetcars are a simple mode of public transit that operates along a fixed rail guideway that is embedded within the surface of the roadway. While streetcars cannot deviate from the path of the guideway, the operator of the streetcar “drives” the vehicle, accelerating and braking to move along with traffic that also may operate in the same lane as the streetcar.

Is streetcar the same as light rail?

Streetcars are related to “light rail” transit; the difference is that streetcars are smaller, lighter, less expensive, and usually run in traffic, rather than in their own exclusive right of way. Powered by quiet electric motors, these vehicles use a simple pole, the pantograph, to collect power from an electrified wire that is suspended approximately 20 feet over the lane in which the streetcar runs. Streetcars can look contemporary or vintage with many body styles available and can be outfitted with numerous features and customer amenities.

Why does Miami need streetcar transit?

There are currently over 60 development projects at various stages of construction, permitting or planning within a ¼ mile of the area that the streetcar is planned to operate bringing over 14,000 residential units and over 3.5 million square feet of office and retail development. This “intensification” of urban life in core areas of Miami requires a more urban transportation system. Because most of the street network in this area is restricted from expanding due to limited right-of-way or existing development, the City must explore other non-automobile options to accommodate the increasing transportation needs of this fast growing area. The streetcar will help relieve the daily use of automobiles and the demand for parking for short trips around downtown and up and down the NE 2nd Avenue corridor and surrounding streets.

Why can’t MDT just add more buses?

Miami-Dade Transit has increased bus fleet, and will continue subsequent additions, as their entire system expands over the next several years, but these additional buses will not satisfy the need for frequent and reliable circulation in the downtown area. There are two key reasons why adding more buses will not work as well as the streetcar for circulation: 1-The number of buses required to equal the capacity of one streetcar makes buses more expensive to operate and maintain, 2 – Examples show that streetcars attract new riders, people who otherwise would not ride a bus, because of the convenience, comfort, attractiveness and reliability of the streetcar – thus, the streetcar increases the number of people who will use transit.

Can’t we just expand the Metromover?

The elevated structure and platforms for the Metromover make expanding the Metromover system a more costly and time-consuming option than building the streetcar system. In addition, Metromover would require a dedicated right-of-way. Also, the Metromover is less accessible and less convenient for the short trips the streetcars frequently serve.

Why doesn’t the Streetcar run on Biscayne Blvd?

For several reasons: potential conflicts with Bay Link, which is planned to run along the median on Biscayne Blvd and the time frame for the FDOT Biscayne Boulevard improvement projects, some of which are currently in construction and others that will not start for several more years. This would cause the streetcar to be delayed and inhibit our ability to address the transportation and mobility needs within the corridor to meet the impending need.

What other cities are using this type of modern streetcar transit?

The best examples of the modern streetcar system proposed for Miami are in Portland, Oregon and Tacoma, Washington. Other successful systems include Toronto, San Francisco, Memphis, and San Diego. Many more systems are in planning or construction, including: Washington, DC; Seattle; Atlanta; and Winston-Salem, North Carolina.

How is this different from the Coral Gables Trolley?

The Coral Gables Trolley is a type of rubber tire, internal combustion mini-bus circulator with a vintage exterior body-style and interior appointments also consistent with the vintage styling (i.e. wooden bench seats). The proposed Miami Streetcar is a modern, overhead electrically powered rail vehicle. In addition to these major external differences in size and appearance, the mini-bus circulator also has major differences in cost, (reduced) passenger capacity, and maintenance requirements.

Can the streetcar run along the Florida East Coast (FEC) Railway Corridor?

No. The small streetcar vehicle does not meet the Federal Railroad Administration crash-worthiness requirements that would allow it to operate on an active rail line such as the FEC Railway Corridor. In addition, the overhead power supply needs of the streetcar would also conflict with the vertical clearance requirements that the FEC establishes for overhead utilities. Most importantly, the fixed alignment of the FEC tracks would negate the benefits of local circulation to be provided by the currently proposed streetcar alignment that connects major destination points in this area of City.

How will streetcars operate in mixed traffic? Won’t this cause more traffic congestion?

The proposed streetcars will operate in a designated lane of traffic in essentially the same manner that buses do today. The driver of the streetcar can accelerate and brake to move along with traffic but does not have to steer the vehicle because it runs along the rails embedded in the roadway surface. In addition, the driver may be provided with traffic signal controls (i.e. signal pre-emption) that enables the streetcar to clear congested intersections and maintain schedule during heavy traffic. Streetcars will improve congestion because they can reduce the need for additional buses and will reduce automobile usage for short trips.

The project team has coordinated with Miami-Dade County Public Works Division regarding required changes and additions to traffic signals along the project alignment. Coordination will continue through design and construction, to ensure safe and efficient traffic operations.

How will streetcars affect on-street parking?

Parking impact would be minimal. Existing on-street parking spaces may be needed to construct the loading platform at stop locations. The size of the loading platform is equal to about 2 – 3 parking spaces for a single streetcar stop. It is estimated that approximately 80 – 110 spaces would be lost along the entire proposed corridor, which represents a minimal impact to the overall parking inventory.

Will the rails in the pavement be unsafe for bicyclists and pedestrians?

No. The typical concerns for bicyclists and pedestrians around the in-pavement rails are electric shock by the rail and wheel/foot entrapment in the pavement groove. The steel rails in the pavement are not electrified and are insulated to protect against any stray currents that may be conducted in the rail. The pavement groove that the streetcar wheel flange rides into is +/- 2 inches wide and does not present an issue for foot entrapment. The narrow groove does warrant caution to be exercised by bicyclists riding parallel with the track. There is potential for the front wheel of a bicycle to slip into the groove, which could cause temporary loss of control. This issue is typically addressed with appropriate warning signage and the design of bicycle lanes to cross the tracks at an angle.

Can bikes be brought onto the streetcar?

Yes. The Modern Streetcar’s interior layout will be designed to allow bicycles to be brought on board using the wide passenger doors that are level with the station platforms. In addition, vehicles will also accommodate strollers and wheelchairs.


Will the Streetcar comply with the Americans with Disabilities Act for the riding public?

Yes. Automatic next-stop signs and audible announcements will be used on the Streetcar to indicate station stops to all passengers. One doorway on each side of the vehicle will be fitted with an automatic ramp from the vehicle floor to the station platform for boarding of wheelchairs, baby strollers, and to facilitate boarding for the elderly. Large blue pushbuttons will be provided on the interior and exterior of each streetcar vehicle to allow passengers to control the ramp. The vehicle operator will also be able to control operation of the ramp; an intercom unit will be provided at the wheelchair locations to contact the Streetcar operator.

This is illustrated in the attached diagram.



How does streetcar transit cost compare to other types of transit options?

The costs associated with any type of transit project vary by the size of the system, hours of operation and the complexity of physical and environmental issues that must be considered to implement the system. For Miami, it is estimated that the capital cost will be between $20M - $25M per mile and the Operating cost will be $156 per Revenue Service Hour.

Isn’t light rail transit better than streetcars?

They serve different trip purposes and transportation needs. Light rail transit services long haul commuter trips, and streetcars are local area circulators. In addition, light rail requires a dedicated right of way that is unavailable in the project study area and would be extremely costly to acquire based on current real estate values.

What happens in the event of a power outage?

In the event of a power “blackout”, any rail system will be shut down regardless of the technology or whether power supply is underground or above ground.

Will the overhead wires create visual clutter?

The overhead power is supplied by a single electrified wire, and involves much less overhead “hardware” than is seen with electric trolleybus systems or light rail transit. This single wire can be obscured by landscaping and tree canopy along the roadway. In other cities where the streetcar corridor is established with buildings and landscaping, the overhead wires blend into the streetscape.

Will trees be removed to accommodate the streetcar overhead wires?

During construction, installation of the OCS, and any necessary relocation of the existing utilities, isolated trees (typically palms) may have to be removed or relocated due to conflicts, poor conditions, or adequate clearance issues due to code requirements. In other cities where streetcar systems are in place, shade trees are typically trimmed, not removed. Streetcar overhead wires and shade trees are compatible.

After construction is completed, operations and maintenance provisions will require that the contractor maintain/trim trees to minimize impacts to the OCS system.

The photographs below provide examples of rails in the street, overhead wires and shade trees, and the potential for support poles to be used for other urban design purposes.




 

How are the overhead wires affected by hurricane force winds?

The streetcar infrastructure is subject to the hurricane code requirements required for roadway utilities. In the event of a hurricane that might impact the overhead catenary system, damaged cables will need to be replaced or repaired. Repairs of isolated breaks in the wire can be made within a couple of hours by splicing the two broken ends. Replacement of damaged hardware or wire can take longer depending on the extent of the damage. The City’s future Operations & Maintenance contractor’s compensation will be linked to streetcar system performance requirements intended to minimize and avoid service outages.

How will the streetcar system be funded?

The City of Miami is confident that the project is a financial feasible fund and is exploring state, local and federal funding sources. The project financial plan is under refinement during this stage of preliminary engineering. The final financial plan will be completed in early 2007. Current fund sources include the City’s share of People’s Transportation Plan (PTP) funds and State grants.

How did the east-west alignment come about?

After completion of feasibility study and as a result of dialogue with stakeholders, the City chose to connect to the Civic Center, the largest employment center in the County and an area of significant density.

Are my taxes going to increase?

Not as result of this project.

Year of opening service?

2010.

In an emergency situation, the Fire Department may need to raise ladders along the proposed Streetcar alignment. How will the fire department deal with the overhead lines and poles?

All fire vehicles are equipped with the necessary access to Streetcar substations where fire personnel can shut off the power at those substations in the vicinity of the emergency. Attempts will be made not to interfere with the overhead wires, which can be easily repaired should any damage occur.

Because the Miami area is susceptible to frequent power outages from summer rains, emergency back-ups will be provided to move streetcar vehicles out of intersections or away from approaching emergency equipment in the event of a power failure. During design of the system a highly reliable traction power system with multiple levels of redundancy would be planned.

In addition to the planned redundant power supply, in the event of a widespread power outage the Streetcar vehicles are equipped with a back-up battery power supply that will allow the vehicles to travel approximately 100 feet on their own power.

How will the system operate when there are street closures for special events?

The system will continue to run according to its normal route and schedule, except in areas that are temporarily closed. As the design progresses, optional turnouts may be designed to accommodate special event street closures. This will enable the streetcar to maintain service in the rest of the system during these brief special events.

Will there be a public information campaign related to safety, operations and all modes in the street?

Yes.

What are the next steps?

The feasibility study conducted in 2005 was the first major step in planning the Miami streetcar system. The current phase consists of: documentation of potential project impacts, and any required mitigation to offset these potential impacts; inter-agency coordination, engineering refinements; updated construction and operations/maintenance cost estimates, public involvement program, and a project finance plan. Some of the activities in this phase of project development include: survey and geotechnical investigation for construction; coordination and negotiation with the Florida East Coast Railway for design and operational issues; investigation of opportunities to secure a maintenance and operations facility, as well as development and selection of a preferred organization option for project delivery and implementation.