Some thoughts about the preceding comments without multiply quoting ad absurdem:
Light rail (Interurbans) & streetcars were primio propagators of population expansion or what some call sprawl. The first car lines that ran to Mistletoe, or Poly or Rosen Heights or Arlington Heights were done to facilitate the flight from the nasty smelly, smoky downtown area. When the interurban came in 1902 and then expanded to Cleburne in 1913 they were a realtor's dream. New subdivision's popped up along the rails and the city limits kept stretching out. Did anyone complain about this expansion at the time?
If, as has been suggested above, the streetcar system would simply take people out of cars in the Central Core, which I presume is about two miles or less from Sundance Square in all directions except east, how many total cars would be projected to stay at home and how many individual riders spread over the 4 or more legs or the transit system would be served? Not counting of course those already using the existing bus system.
How would this localized central core streetcar system help in any way to staunch the influx of cars carrying worker bees from the gritty but highly liveable suburbs?
What happens to the hapless central core dweller when their abode is more than two blocks from a streetcar line even though they are part of the "choice" demographic that is so dear to the village transit planner?
And if you're talking about waiting at a car stop in Texas weather, I suggest that the headway between cars moving in the same direction should be a rock solid 15 minutes or less during the entire service hours. Otherwise, the "choice" will be personal transportation the next time. Now... start taking the total mileage of the streetcar system and compute the total number of cars at 2 million+ each that would be required to give that kind of headway... and presumably twice that headway during rush hour.
Curious minds...