Perhaps mindful of his unfortunate reputation as the "youngest of the old guard," earlier this summer Pittsburgh Mayor Luke Ravenstahl began a housecleaning of people associated with the late Bob O'Connor administration. But there is one idea from the O'Connor regime that shouldn't go out with the trash -- restoring streetcars to Pittsburgh.

Streetcars, modernized versions of the trolleys that used to form the backbone of Pittsburgh's transportation system, have been undergoing a renaissance in America lately. Streetcar lines have been (re)installed in cities as diverse as Little Rock, Ark.; Portland, Ore.; and Kenosha, Wis. These lines have been wildly successful in attracting riders and investment everywhere they have been built.

There are a number of advantages to streetcar lines as compared to buses. Modern streetcars can hold many more people, as the fixed guideway allows a much longer vehicle to navigate crowded city streets. They emit no pollution and are much cleaner than even the cleanest buses, which is important in a city that already violates federal clean air standards.

Reserved lanes on streets, priority at stoplights, level boarding and off-board fare collection can improve travel time dramatically. Most important, unlike bus routes that can be cut on a whim, the fixed infrastructure investment involved in a streetcar line gives confidence to the private land owners and developers who might like to invest in the higher-density, high-value buildings needed to revitalize the city's tax base.

The construction of the Portland Streetcar has led to more than $2.3 billion of private investment, and a recent extension is expected to result in billions more. This induced development can be used to pay construction costs, in the form of Tax Increment Financing or a Business Improvement or Transit Revitalization Investment District; private sources such as these have been used to finance the majority of recent streetcar construction, perfect for a cash-strapped city such as Pittsburgh.

Streetcars also have a number of advantages over light-rail lines, such as the T. The primary advantage is one of cost -- the per-mile cost of building streetcar lines is about a third of light rail. The 2-mile Kenosha system was built for $3.1 million/mile (and resulted in $150 million in private investment, a rate of return of more than 2,000 percent). In addition, streetcars do not require as deep a track bed as heavier light-rail vehicles, requiring less utility relocation and allowing construction to be completed in less time and with less disruption. Finally, the lower cost can allow streetcar systems to fall under the Federal Transit Authority's "Small Starts" program, streamlining federal approval and funding.

Streetcars offer operational efficiencies, as well. They have lower maintenance costs compared to buses, and operation in dense city neighborhoods can lead to lower operating costs per rider.

New streetcar lines would not necessarily have to be operated by the Port Authority of Allegheny County. Lines could be contracted to private operators, serving as a test case for transit privatization in Western Pennsylvania, decreasing operation costs even further and possibly gaining support from those who constantly criticize the bloated structure of the Port Authority.

There are several routes in Pittsburgh that are ripe for the development that a streetcar line could attract. A line along Penn Avenue would spur investment throughout the Strip District, and connect the Strip to the Cultural District and the rest of Downtown. It would also set the stage for expansion to places such as the new Children's Hospital or growing neighborhoods such as Lawrenceville and East Liberty.

A line along Centre Avenue would help spur the community development sorely needed in the Hill District. A Centre Avenue line would connect the Hill and its residents to jobs Downtown and at the new arena, and it eventually could be extended to East Liberty. It would also help draw development up the Hill from the arena site, and help ensure that unlike the last one, the new arena's benefits spread throughout the Hill District.

Finally, restoring streetcars to Pittsburgh would make the city a more attractive place to live for young people and empty-nesters who don't want to have to drive everywhere to work or play. Improved transit in the city would also help those that don't have the luxury of driving and who must rely on public transportation.

Mayor Ravenstahl and City Council should seriously consider bringing streetcars back to the streets of Pittsburgh, as Bob O'Connor wisely suggested.