- How does this study fit into the community vision for Providence?
- How was the Providence Core Connector Study initiated?
- What has this study involved?
- What is the proposed route?
- Why are streetcars proposed, not buses?
- How will this project benefit Rhode Island?
- How will this project benefit Providence?
- Why isn’t the Providence rail station directly on the route?
- Are streetcar projects in operation elsewhere?
- How is streetcar different than other rail technologies?
- Why isn’t the study considering longer routes (or more routes) to connect other neighborhoods?
- Would local bus routes be impacted by a new streetcar system?
- How frequently would a streetcar operate?
- Who would use a new Core Connector service?
- How would the project be paid for?
How does this study fit into the community vision for Providence?
The City’s Providence Tomorrow Comprehensive Plan and the neighborhood plans for Downtown, College Hill and Upper South Providence identify a range of strategies to guide future initiatives within Providence, many of which include expanding and promoting the use of transit. Developed with the input of local residents at over 130 public meetings, the City’s vision focuses on creating a sustainable city, encouraging economic development, revitalizing housing, strengthening neighborhoods, and supporting a high quality of life. Providence Tomorrow also emphasizes the role of existing and new transit modes in promoting mobility and accommodating new development in targeted growth areas. One of the objectives of the Providence Core Connector study is to support City goals by providing a new neighborhood-based travel option, connecting to other bus and rail services at downtown hubs, and encouraging economic development in desired areas such as Downcity, Capital Center and the Knowledge District.
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How was the Providence Core Connector Study initiated?
In 2009, RIPTA and the City of Providence completed the Metropolitan Providence Transit Enhancement Study, recommending ten strategies for improving transit services within the metropolitan area. The Transit 2020 Action Group, representing private businesses, non-profit groups and local municipalities, is working to garner support to advance each of these potential transit improvements.
One of the Metro Study recommendations was to “Build a Providence Streetcar”. RIPTA and the City have jointly initiated the Providence Core Connector Study to evaluate this proposal in more detail, and to consider other potential transit options that could enhance mobility and help meet other community goals in the downtown area. RIPTA is also advancing other Transit 2020 projects such as Rapid Bus, Park-and-Ride expansion and improvements to Kennedy Plaza.
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What has this study involved?
The Providence Core Connector Study has examined the impacts, costs and benefits of improving transit within the central core of the City, connecting the College Hill, Downtown and Upper South Providence neighborhoods.
The study looked at potential options for building an urban circulator (e.g. streetcar or enhanced bus service) within a roughly two mile corridor through Providence’s central core. Project goals identified at the outset were to better connect activity centers, to grow our city consistent with the public vision, and help our neighborhoods and businesses to thrive. Public input has ben solicited over the course of the study through a Technical Working Group, numerous stakeholder meetings and a series of public open houses.
The study will culminate with the selection of a Locally Preferred Alternative to advance into further study and project development. The study is also producing the federally-required “Alternatives Analysis” and “Environmental Assessment” that will enable RIPTA and the City to pursue federal funding for the project.
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What is the proposed route?
The proposed route (see map) would begin in Upper South Providence at the intersection of Prairie Ave. and Dudley St. It would serve the hospital district then travel north through the Jewelry District and Downcity. After stopping in Kennedy Plaza to enable connections with the statewide bus system and pedestrian connections to the rail station, the route would follow the College Hill bus tunnel to terminate on Thayer Street. This route was selected based on the concentrations of activities (major employment, schools, cultural resources, etc.), connections to the larger transit network, and its ability to spur new development and be easily expanded to other neighborhoods in the future.
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Why are streetcars proposed, not buses?
The study looked at the impact of operating enhanced bus technologies along the route. While a new bus route would help achieve desired mobility goals and better connect downtown activity centers, the permanent infrastructure investment associated with streetcars has been shown to attract significantly higher levels of economic growth.
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How will this project benefit Rhode Island?
A strong transportation infrastructure makes our state more attractive for investment and improves our overall quality of life. In addition to providing more transportation choice, transit reduces carbon emissions, encourages pedestrian activity and improves local public health. The Core Connector project also aims to use transit options to support and encourage efficient, sustainable growth, as called for in statewide plans for transportation and land use.
Providence serves as “Rhode Island’s downtown” and contains the greatest concentration of employment, cultural, educational and medical facilities in our state. By encouraging greater development and investment in this area, new jobs will be created. The state will benefit through increased income tax and sales revenues.
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How will this project benefit Providence?
The project is projected to induce an additional 4 million square feet of development over a 20 year period. This new development would bring 6,100 new jobs to Providence, more than 200 construction jobs, and 1,500 new residents, above and beyond the future growth already projected by the state. Property values in the area would increase by $1.1 billion, significantly boosting City tax revenues. The project would also enhance circulation between key downtown destinations and neighborhoods, and serve as a catalyst for transit-oriented and pedestrian scale development. By supporting walkable environments, the City hopes to reduce reliance on automobile transportation, thereby reducing carbon emissions, improving overall public health and lowering household transportation expenses.
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Why isn’t the Providence rail station directly on the route?
The narrow one-way streets in downtown Providence make it difficult to serve the three activity hubs at the northern end of downtown (Kennedy Plaza, the train station and College Hill). Kennedy Plaza and College Hill were selected as the primary destinations because these serve a larger existing ridership market. Local stakeholders felt the train station was within reasonable walking distance of other activity centers. The train station market is still developing and will strengthen as new rail services are provided, making this a likely segment on any further development of the Core Connector system.
RIPTA and the City plan to improve connections to the train station by better coordinating and marketing local bus service; locating this local bus service in Kennedy Plaza adjacent to a streetcar stop; and enhancing pedestrian connections and informational signage.
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Are streetcars in operation elsewhere?
Streetcar systems are in operation in fourteen US cities, as well as numerous international cities. Local municipalities and transit authorities are working together in about 30 additional US cities to study the feasibility of introducing streetcar to their transit networks. Please visit our Related Projects page on this site to learn more.
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How is streetcar different than other rail technologies?
Streetcars are similar to, but differ from Light Rail. The main difference is purpose: streetcars cover a shorter distance (typically 2-3 mile segments) and support local mobility and short trips. Light Rail runs at higher speeds and is generally designed to transport commuters longer distances, for example 10-20 miles between suburban locations and downtown. Finally, streetcars are lighter vehicles and can operate on local streets, in mixed traffic with automobiles and bicycles. The rail is embedded “flush” with the road network, meaning there are no problems with snow removal and plowing. Light Rail typically requires a dedicated right-of-way and is more complex and costly to construct.
Why isn’t the study considering longer routes (or more routes) to connect other neighborhoods?
The Core Connector study area focuses on Providence’s downtown core as the area with the greatest concentration of activities and the highest density development (floor area ratio) in the city. The proposed first phase is being kept to a relatively short distance (about 2 miles) to identify a project with a reasonable costs and the best chance for implementation. The first phase is also being designed to work within the state’s broader transit system, linking to bus, Rapid Bus and commuter rail.
We are certainly thinking beyond this first phase; in fact, one of the screening criteria for our initial examination of route options was to consider how possible future extensions might be incorporated. The Providence Planning Department is now working to envision how a larger network of streetcar lines might fit into our City. Other cities have used a similar approach: Portland, OR constructed an initial 2-mile streetcar route in 2001. The line has since been extended three times and is now 4 miles in length. Another 3-mile extension is under construction today.
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Would local bus routes be impacted by a new streetcar system?
RIPTA is excited about the opportunity for streetcar, but we need to think of streetcar as one tool in the transit toolbox. Streetcars would work in conjunction with existing bus and commuter rail services to serve different areas, meet different mobility needs, and help achieve different goals. RIPTA planners are examining minor modifications to the local bus network that would help reinforce desired goals, such as better coordinating bus service to the rail station.
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How frequently would a streetcar operate?
As proposed, a streetcar would operate every 10 minutes in each direction between the hours of 7 AM and 8 PM. In the early mornings and evenings, and on Sundays, the service would operate every 15 minutes. Late night service running until midnight is proposed on Friday and Saturday evenings.
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Who would use a new Core Connector service?
While some folks may want to travel from the hospital to College Hill, we anticipate much higher usage from employees, students, residents, and visitors looking to make short-distance trips between destinations in the downtown area. In particular, streetcars are designed to serve relatively short-distance trips that may be slightly too long for people to walk, but too short to justify the inconvenience of traveling by auto and dealing with parking (streetcar is often termed a “walk extender”). RIdership projections indicate than an estimated 2,700 to 2,900 people would ride the streetcar each day if service were to begin in 2015. By 2030, ridership would increase to about 3,600 to 3,900 passengers each day. These numbers compare favorably with other streetcar systems in operation today.
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How would the project be paid for?
A preliminary financial plan for the project has been developed. RIPTA and the City of Providence would pursue federal funding to pay for at least 50% of project construction, leveraging federal funds to bring critical investment to our state. State capital funds are proposed to help match these federal dollars. The remaining capital costs would be financed through a revenue bond, paid through a mix of local revenue sources from within the streetcar district. Fares and local revenue sources are also proposed to fund annual operations of the transit service, with minimal impact to RIPTA’s operating budget. Local bus service would not be diminished in order to support this new transit initiative.