...the ripping up of streetcar lines and their replacement with buses also ripped the urban fabric. Most people like riding streetcars, but almost no one likes riding a bus. The substitution of buses for electric streetcars drove most former streetcar riders to drive.
When people took the streetcar to town — and every American city or town with 5,000 or more people once had streetcars — they also spent a lot of time on Jane Jacobs’ all-important sidewalks. There, they performed multiple functions: eyes on the street, office worker, restaurant diner, shopper, theater-goer and more.
Once they drove into the city, their time on sidewalks dropped and with it shrank the number of roles they filled. They drove as close to their (usually single) destination as they could, parked, and walked only as far as necessary. When their business was done, their car drew them like a magnet and as soon as they could press the starter pedal they were gone. Stores, restaurants, and theaters moved to the suburbs where parking was easier. In time offices followed, and the city’s sidewalks emptied except for the occasional beggar or wino. My home city, Cleveland, lost its streetcars in 1953, and the downtown’s decline began. If Ohio had tumbleweeds, they would now blow down Euclid Avenue.
Cities such as Portland, Oregon and Kenosha, Wisconsin that have brought streetcars back have found the sidewalks come to life again. So have shops, theaters and restaurants. Streetcars are pedestrian facilitators, more so than subways. People walk, take the streetcar, then get off and walk some more.
Cities need streetcars. They are not a cure-all; if people do not feel safe on city sidewalks, nothing will move them to walk there. But if a city can restore order, streetcars are more likely to fill its sidewalks with people than anything else.
- William Lind is director of The American Conservative Center for Public Transportation.
Merrill’s Ghost Sign in San Francisco
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