Tampa's Streetcar: Past, Present, & Future

Once the proud owner of an iconic public transportation system; Tampa's streetcars were the first in the state. They crisscrossed the city connecting the various neighborhoods to the cigar factories of West Tampa and Ybor City, the industrialized port, and even abetted the development and expansion of the city into the suburbs. On weekends, residents would flee to destinations such as Sulphur Springs, MacFarlane Park, DeSoto Park, and Ballast Point. Today’s public transit system is a far cry from days past. The system is plagued by delays, lack of resources, and a lack of funding. Only a small portion of the area’s residents are within 30 minutes of their work, which can be seen on the next slide. This presentation outlines Tampa’s streetcar history, the failed people mover, and future possibilities and looks at the benefits of well-connected communities.

The Tampa metropolitan area has one of the worst transportation systems in the country. “The region ranks 29th [out of 30] in four of six common ways the federal government measures public transit coverage and usage, it ranked last in the other two ways (Johnston & Zhang, 2017). The Tampa Bay Area Regional Transit Authority’s Fact page states that in a 2006 Saint Petersburg Times article, Tampa was named one of two cities [out of 20] in the country who were without major capital investment in transit such as rail or premium bus service, the other was Detroit (n.d). Additionally, “Hillsborough County spends $60 million less than the agency for Detroit, even, though both serve similar populations” (Johnston & Zhang, 2017). The article further states that the Hillsborough Area Regional Transit Authority (HART) receives less tax funding than most public transit organizations in major cities (2017).

Studies have shown that public transportation can have a positive effect on a community and, they have also shown, that a lack of public transportation has equally negative affects. For example, communities that “have not kept up with transit investments have seen direct and immediate effect on the economy, if workers can’t get to work on time, it affects their productivity” (Brandpoint, 2018). The addition of aging road and highway infrastructure increases travel time and delays for commuters, which further hampers economic development.

The introduction of electrified streetcars allowed for increase growth and development. “Generally, growth areas are locations where good transit access can be provided along bus and future rail transit routes, and at future transit stations” (Plan Hillsborough, 2008). As Kane highlights in Tampa’s Trolleys: Innovation, Demise, and Rediscovery, this effect was introduced in the late 1800s with the streetcar in Tampa. The streetcar influenced development of various neighborhoods and the city’s suburbs, but also affected commercial trends and industrial growth. Tampa currently has a streetcar line, however, the streetcar is seen more as a tourist attraction than an effective mode of transportation. Tampa is currently at a juncture to learn from its historical transportation successes and mistakes. The region’s population growth will continue to place significant strain on road and highway infrastructure. Properly planned modern streetcar systems integrated into the current public transit system could assist in alleviating the strain and reinvigorate economically stifled neighborhoods.

According to a 2017 article by Caitlin Johnston, the Tampa Bay region was ranked the 10th highest city in the country in terms of population growth and was expected to grow from 3 million to 3.1 million during 2018 (Danielson, 2018; Johnston, 2018). In the late 1800s, Tampa went through a similar growth spurt. In 1870, the population of Tampa consisted of 800 residents, however, by 1880 the population had decreased to 700 residents (“Tampa, Florida,” 2018). In 1886, Vicente Martinez Ybor established the first cigar factory in an area northeast of Tampa, which, would take his name sake and be known as Ybor City. The establishment of Ybor City and its numerous cigar factories, the discovery of phosphate, and Tampa as a port city would attract a large number of immigrants and led to the first of many population booms in the region. In Tampa's Trolleys: Innovation, Demise, and Rediscovery, Kane highlights that, John T. Leslie began operating a steam locomotive from downtown Tampa to Ybor City.

The influence of the streetcar allowed for the development of neighborhoods and suburbs. For example, “DeSoto Park, Ballast Point Park and Pier, MacFarlane Park, and the Sulphur Springs Pool were developed at the extremities of the streetcar lines” (Tampa’s Streetcar, 2011), which were used by residents to get away from the busy city life. By 1892, lines extended from Ybor City to Ballast Point and, by 1893, West Tampa was connected to the city by streetcar. The establishment of the streetcar allowed residents to travel from south and west Tampa to the city center and Ybor City. By 1900, the population of Tampa had tripled to 15,839 since 1890 and had become a major port in Florida. Additionally, Tampa was the first city in the state with an operational electric street car system. In the fall of 1899, the newly formed Tampa Electric Company (TECO) “assumed control, of the city’s [street car] system consisting of 21.5 miles of track. The main line extended from Ybor City to West Tampa, and one to Desoto Park [which was] completed in 1894; in 1897 a line was completed to [the TECO] dam, located five miles [north of city]” (Sanchez, 2018).

Meeghan Kane describes how, at its peak in the 1920s, the trolley cost a nickel to ride, crisscrossed areas of Hillsborough County with fifty miles of track, and carried twenty-four million people each year (2018). By this time, automobiles had already been introduced to the American market. Federal funding through the Federal Aid Road Act of 1916, 1926 and state funding had also assisted in the construction of road infrastructure. “In 1910, GM, Firestone, Standard Oil, Philips Petroleum, and other companies pooled their resources to form National City Lines, which purchased more than 100 street car systems and replaced them with bus routes” (Scheib, 2012). Kane adds that by 1940, ridership [on Tampa's streetcar system] had dramatically decreased as more and more people chose the automobile and by 1941, Tampa Transit, the city’s fledgling bus service was purchased by National City Lines (2018).

During World War II, ridership had increased due to government mandated fuel rationing and the Tampa Electric Company announced its streetcar system had saved approximately 213,000 gallons of fuel during the time period (Lott, 2017). However, once the war ended, ridership took a nose dive once again, and, in the early hours of August 4th, 1946, the last streetcar was retired to the car barn on Highland Avenue [, now known as Armature Works]. (Kane, 2018).

Due to growth and revitalization of downtown Tampa, in 1979, the Beneficial Corporation purchased Harbour Island due to its proximity to the central business district (CBD) with the intent to develop it similarly to that of Baltimore’s Inner Harbor. In May 1983, ground was broken for the Harbour Island Redevelopment Project. Beneficial Corp. intended to build and develop offices, shops and restaurants with residential development all on a busy waterfront connected by two bridges and an automated tram shuttle system. On 27 June 1985, Harbour Island opened to the public, with a luxury hotel, a condominium, office building, marketplace with shops and restaurants. The Harbour Island People Mover was installed in hopes that it would help sell parcels to developers while advertising the island as a modern technological development; much how the system promoted the Tampa International Airport, Walt Disney World, and Downtown Miami, it also “marked the return of rail” to the City of Tampa. Additionally, it was hoped that the City of Tampa would expand the People Mover throughout the city. Beneficial Corporation built the people mover from the Fort Brooke parking garage to the Shops of Harbour Island and was to build an additional station at the newly constructed Tampa Convention (“Harbour Island”, n.d.).

On 22 April 1985, Post, Buckley, Schuh & Jernigan, Inc submitted a final report for the Tampa Downtown People Mover that was commissioned by the City. The study recommended the people mover system extend north-south on Tampa Street and then connect to Union Station along Twiggs Street. The study further identified goals and objectives for the DPM; service to parking on the edge of Downtown, or peripheral parking; service to bus stations on the edge, or periphery, of Downtown; and, internal Downtown circulation, like a "horizontal elevator” (1985).

The study further identified an increase of 555,573 registered vehicles between 1950 and 1980, while total parking spaces in the Tampa CBD consisted of 20,841 spaces. However, [public] transit service to the CBD was estimated to decline significantly for the year 2000 (1985). The study concluded that “The future growth of Downtown Tampa depends greatly upon the provision of mobility and parking. The Downtown People Mover system should be viewed not only as a facility to address pending transportation problems, but in a broader context, as a means of achieving the urban planning objectives of Downtown” (Post, Buckley, Schuh & Jernigan, Inc., 1985, p. 262). A pamphlet published during the same time even advertised that the DPM would directly result in the creation of approximately 1500 new long-term jobs.

“Although the system opened to much excitement and optimism, ridership on the system was low and after a few years…[ridership dwindled] to an average of about 2 riders per trip” (Sproule & Smith, 2018, p. 38). By 1998, Beneficial Corporation attempted to sell the line to the Hillsborough Area Regional Transit (HART) for a dollar, but HART declined the offer. Beneficial Corp. was contracted by HART to provide transportation from the Fort Brooke parking garage to Harbour Island until 2015. Due to the failing system, they had to negotiate with the public agency to shut down the people mover. As a result, Beneficial Corporation donated $5 million to dissolve its contract, which was used to fund the TECO Streetcar revival vice expanding the line and providing a modern streetcar transit system throughout the city, although it was “determined to be the best circulation system for the [city in the] year 2000 [based on a] 1982 study” (Grange, 1985). By February 2000, the people mover was dismantled. The station on Harbour Island is now located in Jackson’s Bistro Bar and Sushi Restaurant, while the Fort Brooke parking garage station serves as the parking administration office.

On opening day in 2002, The first line segment or phase I extended from Ybor City through the Garrison Seaport and Channelside Districts to the Tampa Convention Center that is part of the Central Business District. “The system is designed to operate as a single-track bidirectional line with six passing tracts to permit the meeting and passing of streetcars traveling in opposite directions. This configuration provides the flexibility needed to allow up to eight streetcars to operate simultaneously and serve 12 station stops every 6 to 9 minutes in either direction” (Carroll, n.d). The system was composed of 10 stations, but an eleventh was added on 19 December 2010, when the line was extended a 1/3 of a mile to Whiting Street making this phase II (“TECO Line,” n.d.). The line operated an average of 3 out of 10 streetcars that ran simultaneously serving stations every 20 minutes in either direction. The system is neither a necessity nor a regular option for Tampa residents as the line only opens at mid-day and the majority of those who work in downtown Tampa, don't live along the corridor nor does it connect with other transit lines. “Hillsborough’s only major transit investments since 1990 have been more about tourism and entertainment than about shortening commutes: The Ybor City street car and the Cross-Bay Ferry pilot, which was started in November [2016]” (Johnston & Zhang, 2017). According to a 2009 survey, 75% of the streetcar systems ridership were made up of tourists and total ridership had decreased by 8,000 from 2015 to 2017 (Grigg, 2018).

In October 2017, the TECO streetcar system received its first approval to extend its line north of its current western terminus at the Fort Brooke parking garage. In an interview, Tampa Bay Lightning owner Jeff Vinick, said “For the streetcar to really be useful…it’s got to go to the right places, it’s got to run frequently enough and there must be enough streetcars purchased…You can’t do this halfway” (tbo, 2017). Three extension corridors are currently being considered and studied to pursue federal funding, The three lines would serve the Tampa Heights community north of Interstate 275 and will allow for a transit connection at or in the vicinity of Marion Transit Center. Beginning on 7 October 2018, HART increased the frequency of streetcars from 20 minutes to 15 minutes in an attempt to increase its ridership numbers (“The TECO”, 2018). By utilizing a grant of $2.7 million from the Florida Department of Transportation and extending service hours, HART states, the intent is to give the “streetcar system the opportunity to be a more viable transportation option for residents and tourists” (2018). In order to encourage development along the streetcar corridor; The City of Tampa's Imagine 2040 Comprehensive Plan LU Policy 8.8.1 states: Encourage transit oriented development adjacent to the TECO Line Streetcar System and located within the Streetcar System's Special Assessment District (2016). However, the revitalization of Tampa Heights has begun without the streetcar and expanding the line into the neighborhood will only make the area more desirable.

According to the real estate firm Cushman & Wakefield, the Tampa Metro Area, is expected to increase by over 3.3 million residents over the next 5 years and is expected to support the development [of the area] (2018). The region’s population growth will continue to put a significant strain on road and highway infrastructure, as well as the poor public transit system. Properly planned modern streetcar systems could assist in alleviating the strain and reinvigorate economically stifled neighborhoods.

As Sultana and Weber discussed, two post-war booms and little to no competition from public transit, allowed automobiles to become the primary mode of transportation across the country (2014). In many parts of the United States, to include the Tampa metropolitan region, public transportation was on the decline. Although the Harbour Island People Mover became a financial disaster for the Beneficial Corporation, the City of Tampa had an opportunity to not only purchase the over street tram, but expand it and further develop the commercial business district and city outskirts. “Expanding the streetcar is not going to single-handedly fix our transportation concerns. But what if it could be part of the solution…and pushes our city in the right direction?” (Wolloff, 2018). After the streetcar extension is complete, another extension of the line will become a point of discussion as congestion of streets and highways continue to impact daily commutes. As the streetcar expands over the next several decades a modern streetcar could take over the heavy lifting "making it faster and more effective for day-to-day travel" (Plan Hillsborough, 2016), while the TECO Streetcar continues its “historic” route from Ybor City to the Fort Brook Parking Garage.

Following a failed transportation referendum in 2010 that was rejected by city wide voters, the Metropolitan Planning Organization conducted a survey and discovered that residents "want a balanced system, focused on cost-effective improvements to traffic flow coupled with lower-cost, and incremental transit expansion (Plan Hillsborough, 2016). The City of Tampa and HART must remember that for future streetcar systems to be successful, they must address transportation demand and availability, economic development, and the sustainability of the urban area.

Author: Diego F. Guerra

Masters in Urban and Regional Planning Candidate

This StoryMap was produced for URP 6100: Planning Theory and History

University of South Florida

College of Arts and Sciences

School of Public Affairs

Tampa's Streetcar: Past, Present, & Future

• Thorpe, K. (2011, October 24). Ybor City Trolley - Tampa - HDR [Photograph]. Retrieved from https://www.flickr.com/photos/valricoshooter/6284410558

Access to Public Transit

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Economic Impacts of Public Transit

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Rise of the Streetcar

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Streetcar Heyday

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Decline of the Streetcar

• Kane, Meeghan (2018) "Tampa's Trolleys: Innovation, Demise, and Rediscovery”, Sunland Tribune: Vol. 30, Article 6. Retrieved October 6, 2018 from http://scholarcommons.usf.edu/sunlandtribune/vol30/iss1/6

• Scheib, S. L. (2012). The Streetcar Swindle. Reason, 44(5), 36–42. Retrieved from http://search.ebscohost.com.ezproxy.lib.usf.edu/login.aspx?direct=true&db=aph&AN=79787086&site=ehost-live

• Tampa Electric Company. (2017, May 26). Streetcar tracks once coursed through downtown Tampa and beyond [Photograph]. Retrieved from https://i2.wp.com/tampaelectricblog.com/wp-content/ uploads/2017/05/Historic-Tampa-Street.jpg

Fall of the Streetcar

• Burgert Brothers. (1951). Tearing up streetcar tracks on Highland Avenue one block north of Osborne Avenue : Tampa, Fla. [Photograph]. Retrieved from http://digitalcollections.hcplc.org/digital/collection/p15391coll1/id/11722/rec/87

• Kane, Meeghan (2018) "Tampa's Trolleys: Innovation, Demise, and Rediscovery”, Sunland Tribune: Vol. 30, Article 6. Retrieved October 6, 2018 from http://scholarcommons.usf.edu/sunlandtribune/vol30/iss1/6

• Lott, B. (2017, May 26). Streetcar history clatters and dings - and today in Tampa, you can immerse yourself in it for free. Retrieved October 7, 2018, from http://tampaelectricblog.com/streetcar-free-rides-fourth-friday-tampa/

• U.S. Department of Agriculture. (1938). Aerial photographs of Hillsborough County Mosaic Dataset [Photograph]. Retrieved from The University of Florida Map & Imagery Library database. (Accession No. 1938-1939 Hillsborough County)

"Return of Rail"

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• Harbour Island People Mover and Hillsborough Bay Harbor History. (n.d.). Retrieved October 7, 2018, from https://www.tampapix.com/peoplemover.htm

• Railway Systems Consultants Ltd. (n.d.). [Harbour Island Arrival]. Retrieved from https://www.tampapix.com/peoplemover.htm

• Railway Systems Consultants Ltd. (n.d.). [Harbour Island Overview]. Retrieved from https://www.tampapix.com/peoplemover.htm

• Railway Systems Consultants Ltd. (n.d.). [Arriving at Fort Brooke Garage]. Retrieved from https://www.tampapix.com/peoplemover.htm

The Downtown People Mover(DPM)

• Post, Buckley, Schuh & Jernigan, Inc. (1985, April). Downtown People Mover. Tampa, Fl: Post, Buckley, Schuh & Jernigan, Inc.

The Car Gets Priority

• Post, Buckley, Schuh & Jernigan, Inc. (1985, April). Downtown People Mover. Tampa, Fl: Post, Buckley, Schuh & Jernigan, Inc.

People Mover Not a Hit

•Goethe, T. (2000). The last of two people mover cars coming down from the people mover [Photograph]. Retrieved from https://www.tampapix.com/2000-02-09-HI-people-mover-.jpg

•Grange, R. (n.d.). Tampa Downtown Development: Analysis, Discovery, Synthesis (Unpublished master's thesis)

•Hale, F. (1999). People mover track being torn down [Photograph]. Retrieved from https://www.tampapix.com/1999-12-27-HI-people-mover-.jpg

•Sproule, W. J., & Smith, L. L.(2018). History of the Tampa Harbour island People Mover. In W.J.Sproule (Ed.), Automated People Moversand AutomatedTransit Systems 2018: Moving to the Future,Building on the Past (pp. 36-44).Reston, VA: American Society of Civil Engineers. https://ebookcentral-proquest-com.ezproxy.lib.usf.edu/lib/usf/reader.action? docID=5394350&ppg=47&qyery=

Return of The Streetcar

• Carroll, S. M. (n.d.). Tampa's Electric Streetcar. Retrieved October 7, 2018, from http://www.heritagetrolley.org/planTamapaProjectDesc.htm

• Grigg, N. (2018, March 21). City of Tampa's plans to expand the Streetcar system to fix downtown Tampa's traffic. Retrieved October 14, 2018, from ABC Action News website: https://www.abcactionnews.com/news/region-hillsborough/city-of-tampas-plans-to-expand-the-streetcar-system-to-fix-downtown-tampas-traffic

• The TECO Line Streetcar is going fare free. (2018, September 13) Retrieved October 9, 2018, from HART website: http://gohart.blogspot.com/2018/06/the-teco-line-streetcar-is-going-fare.html

• Johnston, C., & Zhang, E. (2017, February 16). Tampa Bay has one of the worst public transit systems in America. Here's why. Retrieved from Tampa Bay Times: http://www.tampabay.com/projects/2017/data/public-transportation-worst/

• Walter, L. (2016, September 18). Streetcar at Fort Brook Parking Garage Station [Photograph]. Retrieved from https://tampabay.crains.com/sites/default/files/field/image/Photo%20for%20sustainability%20feature.jpg

Approved Expansion

• Cushman & Wakefield's 2018 Florida Population Report Predicts Top Growth Markets. (2018, February 23). Retrieved October 10, 2018, from Cushman & Wakefield Tampa website: http://cushwaketampa.com/cushman-wakefields-2018-florida-population-report-predicts-top-growth-markets/

• Grigg, N. (2018, March 21). City of Tampa's plans to expand the Streetcar system to fix downtow Tampa's traffic. Retrieved October 14, 2018, from ABC Action News website: https://www.abcactionnews.com/news/region-hillsborough/city-of-tampas-plans-to-expand-the-streetcar-system-to-fix-downtown-tampas-traffic

• HDR, Kimley-Horn, & B2 Communications. (2017, October). Preferred Alignment Options Report. Retrieved from https://www.tampagov.net/sites/default/files/transportation/files/TS_Pref_Option_Report_DRAFT_16Oct17.pdf

• Plan Hillsborough. (2008, February). City of Tampa imagine 2040 Comprehensive Land Use Section. Retrieved from http://www.planhillsborough.org/city-of-tampa-2040-comprehensive-plan/

• TBO. (2017, November 7). Expanded Tampa streetcar system gets first public approval. Retrieved from tbo: https://www.tbo.com/news/transportation/tampas-streetcar-system-looks-to-expand-north-through-downtown/2342109

• The TECO Line Streetcar is going fare free. (2018, September 13) Retrieved October 9, 2018, from HART website: http://gohart.blogspot.com/2018/06/the-teco-line-streetcar-is-going-fare.html

What the Future May Hold

• Guerra, D. F. (2018, October 15). Fort Brook Station with Future Light Rail [Photograph with Computer Generated Light Rail].

• Plan Hillsborough. (2008, February). City of Tampa imagine 2040 Comprehensive Land Use Section. Retrieved from http://www.planhillsborough.org/city-of-tampa-2040-comprehensive-plan/

• Sultana, S., & Weber, J. (2014). The Nature of Urban Growth and the Commuting Transition: Endless Sprawl or a Growth Wave? Urban Studies, 51(3), 544-576. Retrieved from http://www.jstor.org.ezproxy.lib.usf.edu/stable/2614573

• Wolloff, A. (2017, July 10). A Way Forward | Tampa's Streetcar History. Retrieved October 7, 2018, from Oxford Exchange website: https://oxfordexchange.com/blogs/west-and-grand/a-way-forward-tampa-s-streetcar-history

Sources and Images

• ESRP Corporation. (2015, December 1). Tampa Streetcar [Photograph]. Retrieved from http://esrpcorp.com/esrpblog/wp-content/uploads/2015/04/Tampa-Streetcar-Wikipedia-660x330.jpg