Metro Magazine

APR 2014

Magazine serving the bus and rail transit & motorcoach operations since 1904

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STREETCAR CONTINUES FROM PAGE 20 22 < m ETRO m AGAZINE APRIL 2014 metro-magazine.com WHAT WAS behind the decision to go with streetcars? Streetcars are an integral part of the sto- ry of Atlanta. T e f rst 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 sub- urbs, creating a vibrant and easily acces- sible metropolis. So, building the Atlanta Streetcar now is not about nostalgia, it's about accommodating growth and plan- ning for the future. It's about how revisit- ing 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 At- lanta Streetcar is the best way to improve east-west connectivity in Downtown At- lanta; 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 pub- lic opinion via the Beltline's early surveys showed a clear c o m m u n i t y p re f e re n c e f o r 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. Oth- erwise, we haven't really had any chal- lenges 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 At- lanta Rapid Transit Authority] the City of Atlanta and the ADID — continue, and we are making significant progress on determining who will operate and main- tain the Atlanta Streetcar. We have con- sulted with the FTA about options and are preparing additional documentation for them to memorialize our approach. EXPLAIN THE REASONS for the rising costs of the project. T e original TIGER grant from the U.S. Department of Transportation was for [approximately] $47.6 million, with a match from local funds of $21.6 million. The TIGER II application proposed four rehabilitated light rail transit vehi- cles, to be obtained through an agree- ment with the Sacramento Regional Transit District, with only two vehicles required for basic service. Early in the project, shortly after the announcement of the TIGER II award, the City made the decision to buy new vehicles instead of rehabilitated used vehicles. T is decision was made following careful review of up- front costs and long-term maintenance throughout the vehicles' lifespan, with the input of FTA. The decision also sig- nif cantly set the tone for the City's plans for a larger streetcar network in the fu- ture. Two new vehicles were purchased through the TIGER II grant, and the City decided to buy two additional new vehi- cles at a cost of [about] $9 million. Hav- ing four vehicles will allow for expansion of the system and increase in frequency when warranted. T e local funds used to buy the two vehicles remain available for local match for future grants and do not represent an increase in either the scope or cost of the project. In fact, having these locally funded vehicles available will in- crease the City's competitive position in the future for additional federal funding. In addition, because of the franchise agreements in place, private utilities are required to pay for the relocation of their facilities for transportation projects in the City rights-of-way. The public utili- ty — through the Department of Water- shed Management — provided an allow- ance of up to $8 million for the relocation of their water and sewer facilities. This could have been managed under a sep- arate contract, but to aid in coordination with overall construction, the decision was made to incorporate this allowance into the basic construction contract for the streetcar. Thus, what might appear to be an increase in the cost of the project is, in fact, a prudent management decision to facili- tate the project. Also, several completely sep- arate projects sponsored by the City and ADID, and fund- ed by Livable Centers Initia- tive (LCI) grants from the At- lanta Regional Commission, were combined into the project in order to minimize disruption and gain ef ciencies by having a single contractor responsible for the combined projects. T ese projects include bicy- cle and pedestrian amenities, traf c sig- nal modifications, supplemental coor- dination for the placement of overhead power system poles, and improvements along the eastern loop, which upgrades the pedestrian and biking environment beyond what was provided in the basic project. While these projects could be deemed an expansion of the scope, the LCI grant projects are important to the highly pedestrian-oriented development in Downtown Atlanta and represent a substantial addition to the streetcar. And, finally, the original budget for the contract for construction provided for contingency funds to be held in the event of unanticipated costs. A manage- ment decision was made to delay the beginning of construction until all Siemens S70 vehicles will use overhead wires. M E T R O 0 4 1 4 _ S T R E E T C A R . i n d d 2 2 METRO0414_STREETCAR.indd 22 3 / 1 8 / 1 4 2 : 2 2 P M 3/18/14 2:22 PM

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