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Part I of a series on a new Downtown Los Angeles streetcar system

Background and Need for a Downtown Los Angeles Streetcar

Talk of a possible revival of a Downtown Los Angeles streetcar has been getting press lately in some interesting places — namely, real estate developers — but even with all the studies and hopes of Downtown residents, there are so many variables to consider when planning for a new line, not to mention who will fund it.

This talk recalls the history of LA’s original streetcar systems, at one time the largest in the nation. Forgive the length of this post; there’s just a lot to cover!

Most Downtowners agree that a line is needed to fill in the gaps left by the Red, Blue, and Gold lines, but after that we start getting into arguments of who a line should serve, which districts should get service, what route the streetcar should follow, and so on.

Need a quick Downtown geography lesson? The Downtown Center Business Improvement District has a great map designed by Cartifact that puts it all in perspective.

What Exists Now

What local rail exists now Downtown is the workhorse Red/Purple Line that mainly acts as a conduit for commuters in the Valley, Hollywood, and on Wilshire to get Downtown during working hours (though it does get decent ridership outside of commuting hours) and serves Union Station and the northwestern quadrant of Downtown such as the Financial District, the Civic Center, and is in walking distance to the shops on Broadway and the Historic Core;

The Blue Line brings riders in from the south (the future Expo Line will bring riders from the southwest in 2010) and serves the southwestern edge of Downtown Los Angeles, including South Park, LA Live, and connects with the Red Line;

And the under-construction Gold Line serves Union Station and will serve Little Tokyo and the northern Arts District area once the Eastside extension is completed in 2009. This line connects with the Red Line at Union Station.

Downtown is served by many Metro-operated bus lines and other regional transit agencies as well as LADOT’s DASH service.

Click “More” for other considerations.

Districts to Consider

With Downtown being so vast and with each area having its own distinct character, transportation requirements, pedestrian flow, (re)development opportunities, businesses and topography, it can be challenging to choose the best route.

Each district conjures up its own image when mentioned: El Pueblo/Chinatown, Arts District, Little Tokyo, Civic Center, Bunker Hill, City West, Financial District, Historic Core, Broadway, Central City East, Industrial District, Fashion District, South Park.

Within each of these districts are dozens of projects in various stages of planning or completion, from ground-up residential development, new businesses opening, adaptive reuse residential, cultural facilities moving in or out, and transportation improvements under construction.

From LA Live to the Grand Avenue Project; corporate offices to artists’ lofts; museums; condos; schools; hotels; and low-income housing — each has valid arguments for and against connectivity via a Downtown streetcar. Connect tourists to the various sights around Downtown? Connect residents to jobs? Lay down track to encourage investment in a specific area?

That’s what it comes down to: Who gets to be connected to the rest of the system first, and why?

People to Consider

Foreign and domestic tourists, loft owners, middle-income residents, low-income residents, students, office commuters, local workers, shoppers, diners, jurors, people running errands, and those people just enjoying a nice day Downtown should all be kept in mind when planning for a new streetcar line.

Other Considerations

Funding, street-running logistics (such as one-way streets, turns), speed, time from end to end, connectivity to current infrastructure (subway, light rail, bus lines), duplication of service, redevelopment potential, local topography, current transportation needs, and future transit plans.

The most effective proposals won’t come close to hitting all of these considerations, nor should they try. A good streetcar proposal should balance as many of these as possible while not sacrificing practicality, ridership, or going overboard with funding.

Visit Part II (The Plans) to see what’s currently being studied. See why I’m not pleased as an amateur planning afficionado and as a Downtown resident.

Check out Part III (My Non-Scientific Proposal) to see what I’m suggesting as the most practical solution.