by kaiserworks
I say "forgotten", because many other transit agencies seem to always be in the news, especially when the nationwide debate comes up for new rail lines; Trax, Tri-met and DART seem to be the only examples given.
In many ways southern California, and San Diego in particular, presented what was thought to be insurmountable hurdles for modern rail transit. After all, aren't we the home of the "car culture" and have a metro geographic area spread out from horizon to horizon? In 1981, the city leaders took the first light rail step in the country. Many predicted failure. While not overnight success, the trolley slowly and with precision extended its reach and service over the last twenty-five years until its present form, which is an integral part of the city fabric, a recognized city icon (the signature red trolley livery), as well as a useful and highly beneficial transportation option.
San Diegans did come out of their cars. Unlike some transit pro and con arguements, it was not an all-or-nothing choice. Using myself as an example: I take the trolley to work two or three times a week; the other days, I use the car because of out-of-the-way errands I need to run. I feel most use the trolley in this way. As for sports, special events and commuting for college students, the trolley has become more of a first choice and the car relegated to second (because of parking and traffic).
Some quick trolley facts:
Where San Diego Trolley went wrong
Perhaps we can emerge from the shadows as one of the most successful North American urban transit experiments of the last twenty-five years. The system has actually broke even in dollars and cents; my only fear is that it wasn't ambitious or far reaching enough in its scope, but for a system that was supposed to be a failure in 1981, it has made the critics eat their words.
In many ways southern California, and San Diego in particular, presented what was thought to be insurmountable hurdles for modern rail transit. After all, aren't we the home of the "car culture" and have a metro geographic area spread out from horizon to horizon? In 1981, the city leaders took the first light rail step in the country. Many predicted failure. While not overnight success, the trolley slowly and with precision extended its reach and service over the last twenty-five years until its present form, which is an integral part of the city fabric, a recognized city icon (the signature red trolley livery), as well as a useful and highly beneficial transportation option.
San Diegans did come out of their cars. Unlike some transit pro and con arguements, it was not an all-or-nothing choice. Using myself as an example: I take the trolley to work two or three times a week; the other days, I use the car because of out-of-the-way errands I need to run. I feel most use the trolley in this way. As for sports, special events and commuting for college students, the trolley has become more of a first choice and the car relegated to second (because of parking and traffic).
Some quick trolley facts:
- It's called a trolley because of some street-running, but it's really light rail!
- Three lines with almost 60 miles of service (a fourth 11-mile line under study)
- Mix of old Düwag/Siemens rolling stock with some new S70 units.
- Service from 5 am til 2:30 am with all-night trains on Saturdays.
- 1.3 million in San Diego with 3 million total residents including surrounding areas.
- FRA commuter rail "Coaster" and Amtrak running 22 to 25 trains a day and expanding the number of cars on each train. I remember Coaster trains having three cars and an engine; now four to five double-deckers are the norm
- San Diego county now opening a connecting 22-mile DMU-only line, the "Sprinter"
- A downtown SD circulator-type rail layout hitting the main tourist areas, convention center, nightlife/resteraunts, city government buildings, baseball stadium, Santa Fe station link with local commuter rail and Amtrak and (forgive me) bus lines, yuck!
- Direct service to the international border.
- Branch lines that run through historic neighborhoods such as Little Italy and serve the Navy base and shipyards.
- Direct service to colleges and major universities (a subway and station going right under the SD State campus),
- Stops at many outlying stations that have HUGE PARKING CAPACITY for commuters
- Stops in low-income and older neighborhoods
- Direct service to the football stadium which through the week uses its parking lots for commuters boarding the trolley
Where San Diego Trolley went wrong
- No direct service to the airport—big mistake!
- During the 1980s and early 1990s, when real estate in some older neighborhoods was cheap(er), SD could have installed some actual trolleys (like Portland) through various areas of the city with connections to light rail "SD trolley". Over the last ten years, those blighted areas have gone through a boom of residential and commercial building and the asssociated traffic snarls and hence now the real estate and infrastructure is too pricey for such infrastruction changes…but hindsight is always 20/20.
- The system is double-tracked, but at its current extent, it could have used some triple-tracking for "express" service in some areas.
- Failure to extend the trolley up the I-15 corridor during installation of HOV lanes.
- Failure to extend the platforms at some stations to accomodate four-car trains during special events and peak service. (again 20/20)
Perhaps we can emerge from the shadows as one of the most successful North American urban transit experiments of the last twenty-five years. The system has actually broke even in dollars and cents; my only fear is that it wasn't ambitious or far reaching enough in its scope, but for a system that was supposed to be a failure in 1981, it has made the critics eat their words.
It's a nice system.
