In 2002, when Sylvester “Sly” James moved his law office to downtown Kansas City, he made a wager with a colleague. “I bet him I could walk across Main Street naked at 6 p.m. and nobody would see it,” he recalled. “And the proof that I was right is that no video of that has ever shown up on YouTube.” Downtown, he said, “was freakin’ desolate.”
A decade later, Chris Hernandez remembered, he saw an item on the local news about a two-car accident downtown one evening at 7. “I took it as a sign that things were turning around,” he said. “There were actually two cars there to hit each other!”
As it turns out, Hernandez was onto something: Things were, in fact, starting to turn around. Today Kansas City can be said to have actually achieved the elusive dream of scores of proud old American cities that have seen better days: It has revived its downtown, which now skews closer to “bustling” than “desolate” many nights.
Hernandez is the city’s director of communications; James is its mayor. Both can rattle off countless examples of nearly miraculous urban revitalization: thriving businesses in storefronts that stood vacant for years; gleaming new high-rise apartment blocks that are largely (some say entirely) rented out even before they’re completed; vibrant arts and culinary scenes. But you can see what is arguably the single best embodiment of the phenomenon for yourself at regular intervals as you stroll along — or even stand still on — downtown’s Main Street.
If at this point your mind absolutely must drift to 1940s musical lyrics, I recommend nudging it away from “everything’s up to date in Kansas City” and toward “clang clang clang went the trolley” (even though, technically, that one is set in St. Louis; same state, anyway).
Yes: Kansas City has a trolley. And not one of those old-timey trolleys that doesn’t go much of anywhere and goes there slowly. The one in Kansas City is sleek. Modern. Has air-conditioning and Wi-Fi. It runs a real route — 2.2 miles from end to end, then back again — through the heart of downtown.
At peak times, like rush hour, one comes along every 10 minutes; off-peak, it’s more like every 12 to 18 minutes. (Every stop has digital kiosks announcing how soon the next one will be along.) It starts running at 6 a.m. and doesn’t stop until midnight on weeknights, 2 a.m. Fridays and Saturdays. (This being the Midwest, on Sundays it starts late — 7 a.m. — and shuts down early, at 11 p.m.)
Oh: And it’s free.
And not, technically, a trolley; they take great care here to remind you (cheerfully) that it’s a streetcar. That may seem like a distinction without a difference, but it reflects the way the city and its denizens view it. A trolley, in this day and age, is a self-conscious quaintness, almost an amusement-park ride; a streetcar, on the other hand — as Hernandez explained — is more of a “pedestrian accelerator.”
And, as it turns out, an attraction, too.
In my experience, the whole “Midwestern nice” thing can be overstated; but not when it comes to Kansas City. Step off the KC Streetcar (as it is officially known) and look around as if you don’t know where you are going and a passerby will stop and ask where you’re trying to get to.
Sport that expression while you’re still riding it and someone sitting across the aisle from you will do the same thing. Ask them how they like the streetcar and they will tell you, sincerely and in a fair bit of detail. And they do like it. They ride it. The city — which has a population just under a half-million — projected one million riders in the streetcar’s first year; it got twice as many by day 364. A year later that figure exceeded four million.
No one would have predicted such a phenomenon as recently as the beginning of this decade. Back then, James recalled, “things were slow here. People were depressed. They didn’t believe the city could do things.”
But then Kansas City won a lottery of sorts: In the spring of 2011 — just as James was starting his first term as mayor — Google announced that it would be inaugurating its broadband internet and television service, Google Fiber, there. “That was a big boost,” James recalled. “Google was putting us on the map — we could leverage that.”
They did. The streetcar — which made its first run on May 6, 2016 — wasn’t by any means the only element of downtown’s revitalization, but it was perhaps the boldest, and certainly the most dynamic. “It’s been a tremendous catalytic thing,” James said. “It’s created much more flow—more profits for businesses downtown, more foot traffic.” In the streetcar’s first year of operation, revenue from sales taxes along its route — an area known as the Transportation Development District, or T.D.D. — rose 54 percent, as opposed to 16 percent citywide.
If this seems like a boon for those businesses, you could say they earned it: “They decided it would be free,” the mayor explains — paid for by a special assessment on business owners and residential landlords along the T.D.D. (The construction boom in new high rises that are rented out before they’re even completed would seem to indicate that landlords are OK with the surtax, too.) “The funds,” James said, “are more than sufficient to cover the costs. It’s worked out very well.”
Unlike most successful ventures, few individuals have claimed credit for Kansas City’s streetcar; most, when asked, will give you an answer like Hernandez’s: “It was a very grassroots effort,” he said. “How to create the streetcar, where it should go. Businesses and residents were involved at every step — where to have stops, their exact placement, even what they should look like.”