Fall 2009 $5.50
o v e r i n g T h e A r t a n d S c i e n c e o f Tr a n s i t
PO Box 1071 Thomasville, GA 31799-1071 8 5 0 . 5 9 7. 0 3 3 8 editor@tripplannermag.com
INDEX ADA 5, 28, 29 Alliance for Community Choice 18–40 automobile 2, 4, 5, 10, 12, 13, 14, 16, 20 Boston, MA 4, 6, 28 Mattapan Ashmont Line 4, 6 bus 11, 12, 13, 14, 15, 16, 23 Buy America Act 2, 32, 33 cable car 5 Calgary, Canada 14 Canada (Canadian) 11, 12 catenaries 5 Central Business District (CBD) 8, 11, 14, 15 Charlotte, NC 33 Charlottesville, VA 16, 19 City of 17, 18, 20 West Main Street 16, 17, 18, 20 conductor 10 Congress 12 Czech Republic 2 Czech Republic (Czech) 2, 15, 32, 33 Dallas, TX 14 Depression 12 Depression, Great 12 Edmonton, Canada 14 fare-free 15 France Bordeaux 24 Nice 24 Galveston, TX 5, 23 General Motors 3, 12 Germany (Germans) 5, 13, 14 Mannheim 24 Gomaco Trolley Company 24, 32 heavy rail (subway) 6 Kawasaki Railcars 6, 24 Kenosha, WI 5 LaHood, Ray 33 light rail 2, 5, 6, 13, 14, 15, 31 Little Rock, AR 4, 24 Melbourne, Australia 24 Miami Metro Rail 31 motorman 10, 11 National City Lines 12, 14 National Transportation Database 5 New Flyer 33 New Jersey Transit 6 Hudson Bergen Line 6 New Orleans, LA 28 Katrina 36 St. Charles Ave. Line 4, 23 Oakland, CA 24 Okerlund Associates 18 panagraph 23 Pearly Thomas Company 23 Pennsylvania DOT 31 Philadelphia, PA 4, 5, 6, 26, 28, 30 Chestnut Hill 26, 28, 29 Girard 4, 26, 28, 29, 31, 36 SEPTA 4, 6, 26, 28, 29, 30, 31 Allen, Monica (passenger) 29 D’Antonio, Steven (service planning) 28, 29, 30, 31 Deon, Pasquale (board member) 29 Leary, Jack (GM) 28 Maloney, Richard (Dir. PA) 31 Moore, Faye (GM) 28, 31 subway surface lines 6, 31 planners 11, 13, 15 platform 10
Portland, OR 2, 3, 4, 6, 14, 15, 18, 19, 23, 36 Eastside Loop 33 Portland Streetcar 32 Westside Loop 33 Presidents’ Conference Committee 11 see also streetcar, PCC Rendell, Ed Mayor 28 Richmond, VA 4, 8 Rock Hill, SC 24 Rotterdam, Netherlands 24 Sacramento, CA 14 San Diego, CA 2, 5, 14 Mission Valley Line 14 MTS 6 Trolley 6 San Francisco, CA 2, 4 F Market 2, 15, 29, 36 F Market Line 4 MUNI 36 San Jose, CA 14 Savannah, GA 23 Seattle 3 Seattle, WA 5, 15 light rail 5 South Lake Union 3, 5 Siemens 5, 32, 33 Skoda 2, 6, 23, 32, 33 Sprague, Frank 4, 8 sprawl. See suburban Stadtbahn 5, 14 St. Louis, MO 14, 24 strassenbahn 14 streetcar 2–40 battery-powered 24 diesel 5, 24 heritage 4, 23 hybrid 24 like a bus 5 modern 2, 5, 23, 32 PCC 1, 2, 5, 6, 11, 12, 13, 26, 28, 30, 36 propulsion 5, 6, 9, 22, 23 trolley 2, 6 vintage 4, 23, 36 without wires 22 suburban (suburbs) 4, 8, 9, 11, 14 subways 12 Summer Trolley Festivals 2 Tacoma, WA 4, 18 Tampa, FL 4, 6, 24 TECO Line 6 Temple University 29 Toronto, Canada 12, traction trust 2 traction 8, 11, 12. See also Traction Trust transit-oriented development (TOD) 14 trolley buses 6, 12, 15, 16 trolley jollies 28, 29 trolley wire. See streetcar; propulsion trucks 10 Tucson, AZ 33 U-bahn 14, 14–40 United Streetcar 2, 33 Chandra Brown 32, 33 University of Virginia 16, 17, 18 World War I 10 World War II 2, 5, 6, 12, 13
Vol II, No. 2 Fall 2009 Trip Planner Magazine is a registered trademark of: The Scheib Company Samuel L. Scheib PRESIDENT AND PUBLISHER P.O. Box 1071 Thomasville, GA 31799-1071 Trip Planner Magazine was born of the camaraderie and exchange of ideas found at transit conferences and is intended to enlighted, inform, and even entertain professionals in the field of urban mass transportation. We take a broad view of transit planning to encompass route structure, customer service, marketing and printing materials, service efficiencies, contracting, map making and many other related disciplines that make transit better for passengers, public agencies, and the built environment. Trip Planner is published quarterly and mailed to transit agencies, metropolitan planning organizations, collegiate schools of planning, state departments of transportation, Federal Transit Administration offices, transit manufacturers, consultants and other vendors, and other interested parties.
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Contents
PHOTO: SETH MORGAN
A N AUTHENTIC PCC CAR , LOVINGLY RESTORED, WITH ORIGINAL FIXTURES, FEATURES, EVEN CAR CARDS, GREETS PASSENGERS IN THE BASEMENT OF 1234 M ARKET STREET, SEPTA’S PHILLY HQ
Features A Distinction Subtle & Broad
What exactly is a streetcar anyway? Staff report
4
The Streetcar in American Life
8
Trucking killed it and the Germans revived it. Here is the history of the streetcar you probably don’t know. by Gregory Thompson, PhD
The Space Between
16
Shaping Community with Transit: in Charlottesville, Virginia by Gary Okerlund, with Todd Gordon
Cutting the Cord
22
Emerging Technologies are producing Streetcars Without Wires by Steven M. Carroll
Through the Looking Glass
26
It looks like transit, sounds like money, and smells like politics. It must be Philly’s Girard Streetcar Line. by Samuel L. Scheib
Streetcar Maiden,USA
32
Portland doesn’t just have modern streetcars. Now they are made there too. by Arterio Dominguez
Making Modern
34
How to make a modern streetcar in six easy steps. Feel free to try this at home. From the Editor 2 The Palliative 3 Round Up 36 Trip Planner Magazine
Fall 2009
1
Streetcar 2.0 The Electric Railway Presidents’ Conference Committee
the Summer Trolley Festivals in 1983. It was so popular they kept
(PCC) was a sterling success as far as failures go. In the 1930s
repeating it through 1987 and later in 1995 opened the F Market
this group of American and Canadian transit executives could
line for regular service using a parade of brightly-colored vehicles
see the attractiveness of Fords and Chevrolets to the traveling
representing the rolling stock of American streetcar cities.
public and decided to take bold action to retain passengers. They
Not only is the F Market extremely popular, but it also
created a new streetcar that accelerated and braked smoothly,
operates along the Embarcadero, formerly an elevated highway
was easy to maintain, and comfortable for the passenger. The
that was blight on the city’s coastline. It is a promising piece of
design turned heads. Art Deco is a dynamic style whose smooth
symbolism that a beloved streetcar superseded a hated roadway.
lines put skyscrapers in motion; applied to machines of transport,
The next great development in the streetcar renaissance
the PCC cars practically waltzed. The vehicles were a hit with the public and the design was
was the opening of the Portland Streetcar. Street-level rail was restarted with modern cars in San Diego, but this was with larger
licensed to manufacturers around North America and the world.
light rail vehicles.
But the PCCs only delayed the inevitable. The traction trusts,
showed a maturing of this subset of street-level rail, something
as the rail companies were collectively known, had long since
that had previously been limited to historic or reproduction cars.
alienated the riding public, leaving commuters open to new
Tacoma, Washington, followed two years later.
means of travel.
By deploying modern streetcars Portland
The third significant development in streetcar renewal has
After World War II, the entire apparatus of government—
to be the opening of United Streetcar in 2006. The company
federal, state, city, county—was dedicated to road building. Off-
delivered its first streetcars, a modern design licensed from
street parking ordinances were enshrined in zoning codes from
Skoda in the Czech Republic, to Portland this year. An American
coast to coast and streetcar tracks were torn out en masse and
company whose manufacturing process meets the Buy America
sent to scrap. The committee may have done everything right but
Act, United Streetcar now makes contemporary streetcars more
government policy favored the private automobile and there was
readily available in the American transit market, which again
no way the streetcar was ever going to catch up.
emphasizes the maturing of the new streetcar.
Among the great transit-oriented movies (Speed, The
There are interesting parallels between the arrival of modern
Taking of Pelham 1 2 3, Money Train) Who Framed Roger Rabbit
streetcars this decade and the PCC cars of yore: two sets of
stands out as a picture that does not just use transit as (ahem) a
streetcars noted for their sleek, contemporary designs, smooth
vehicle for the action, but as a central part of the plot. A madman
acceleration and braking, and quiet operation. The PCC cars
in a hybrid human-cartoon world set in 1940s Hollywood wants
were a Hail Mary pass, caught in the end zone (what would
to rip out the Red Car trolley line and build highways as far as the
autumn be without a football reference?). The crowd went wild,
eye can see. It is a little like watching Valkyrie or Titanic because
but the extra point went wide right; game over. Sixty years later,
we already know the ending (assassination fails, ship sinks)
the rules have changed. Streetcars are popular again whether for
regardless of where the story goes.
nostalgia, for efficient transportation, for economic development,
Hollywood loves a sequel and apparently so does America.
or for stronger downtowns. Today it is a whole new ballgame.
Let’s hope Streetcar II: America on Track has a better ending; it is off to a good start. When the cable car was under going renovations in the early 1980s, officials in San Francisco wanted another historic transit service in its place. They came up with
2
Trip Planner Magazine Fall 2009
Samuel L. Scheib Editor
The Trollop Trolley? Regrettably, the transit agency name Round Up from the summer issue went out before we learned of a new streetcar system in Seattle. The South Lake Union Trolley is a real streetcar line, although this is the colloquial name. The last word is really “Line” or “Streetcar” but S.L.U.L. and S.L.U.S. just don’t have the same ring to it. It remains to be seen if Seattle will get a neon sign a la Portland’s “Go By Streetcar” that suggests “Ride the . . .” Well, you know. Thanks for clearing that up Brad Sheffield, a consultant at a planning firm, has a book idea: bureaucratic responses to simple questions. Chapter One comes from an e-mail he sent with the following question: “Do you know when we will be receiving the January-June 2009 DOT payment?” And the reply: “The funding is being confirmed as of this week to move the amended funds into current year that these agreements can be moved forward for execution through DOT.” The three stages in a female transit user’s life Miss Ma’am Please, take my seat More than one way to pay CBC reported in April that police in the Sky Train stations in metro Vancouver used tasers on fare evaders 10 times over 14 months, including three occasions involving non-violent offenders. CBC reports: “In one case, a person ran from transit cops during a check for free-riders and ‘the Taser was deployed as the subject fled,’ the documents say. Another person who didn’t pay the fare was arrested but ‘grabbed onto the platform
railing and refused to let go … the Taser was deployed.’” We can’t wait to see what new strategies will be deployed for red light runners. Forget digging, take a bus Andie Rosser was working on getting Google Transit up and running, but was getting a few nagging errors that would not go away. One bus stop error produced a route going from Tallahassee, Fl, to a coastal town in China and back. “When I showed it to my colleague, he took one look and said,
‘It looks like a journey of 5,000 miles begins with Google Transit.’” That is a real ad We didn’t doctor that photo above. In this case it ran in The Georgia Straight but was pulled soon after it started running. General Motors, had a hand in the demise of streetcars so it is interesting to note, as of this printing, GM, like most transit agencies, is government owned.
Trip Planner Magazine
Fall 2009
3
A Distinction Subtle & Broad What exactly is a streetcar anyway?
Staff report
A SEPTA MAINTENANCE STREETCAR IS FOLLOWED BY A PASSENGER STREETCAR IN WEST PHILADELPHIA
I
It is one of the great ironies of identified with automobiles, “streetcar”
With a nationwide
American life that suburban sprawl—a was two words; street cars were the
resurgence in interest in streetcars,
low-density pattern of development that
same genus as rail cars, passenger
several cities have restored historic lines
is difficult to serve with public transit—
cars, and box cars, but a species on extant rails (Philadelphia’s Girard
was created by public transit. Frank
unique and easily identifiable. A vehicle Avenue Line, San Francisco’s F Market
J. Sprague built the first successful operating on the street, powered by
Line) and many cities have created new
electric streetcar in Richmond, Virginia, electric wires could be only one thing.
streetcar systems, whether “heritage”
in 1888.
Land developers rushed
to build streetcar lines, loss leaders
Things have changed.
Today lines as in Tampa and Little Rock that
only the St. Charles Avenue Line in
use reproduction cars, or modern, low-
for the highly profitable residential New Orleans (1835) and the Boston
floor systems as in Portland, Oregon
development
built
along
them. Mattapan Ashmont Line (1929) have and Tacoma, Washington. Still another
In those days before “cars” became
4
since inception.
Trip Planner Magazine Fall 2009
remained
in
continuous
operation
category is those systems using vintage
cars on new tracks as in Memphis, Tennessee and Kenosha, Wisconsin. After WWII, as Americans lost interest in streetcars, Germany imported the idea as part of their rebuilding effort. They took a venerable American institution and made the streetcar longer and stronger and put it in its own right-of-way (see Thompson’s story starting on page 8). Stadtbahn was reimported to San
streetcars, and LRT infrastructure is far
Diego and then other U.S. cities as light
heavier and more expensive to construct.
rail transit (LRT), a very different mode
Compare two recently completed Seattle
from its long lost brother the streetcar.
projects, the 1.3-mile South Lake Union
The federal government, through the
Streetcar at $39 million per mile and the
National Transportation Database (NTD),
14-mile light rail at $193 million per mile. Streetcars,
makes no distinction between LRT and
whether
vintage,
streetcar, merging the two into the light
heritage, or modern, are always a
rail column. A separate category may be
single car, although modern streetcars
in order. After all, NTD still maintains a
are
cable car category even though there is
and thus are longer.
only a single city (San Francisco) operating
vehicles cannot have additional cars
one and a cable car is fundamentally
attached,
different from a streetcar only in the
mostly by the length of the platforms
propulsion
available
system
(an
underground
articulated
LRT to
(bend
in
Where streetcar
capacity the
sections)
service
is
limited provider.
Based
In their behavior, the streetcar, at
on that standard Galveston’s diesel-
least in theory, acts more like a city bus
powered trolleys have more in common
than LRT, with stops from a quarter- to
with northeastern commuter rail than
a half-mile apart.
urban circulation, but Galveston is, for
only a platform at the same level as the
federal reporting purposes, light rail too.
floor for ADA compliant stops whereas
There are some similarities; both
heritage cars typically have “stations”
LRT and streetcar operate on rails and
with a ramp for loading of wheelchairs.
mostly at-grade (i.e. on the same level as
Absent the station platforms, a lift must
automobiles), and are usually powered
be installed on the vehicle. Philadelphia,
by catenaries, but diverge rapidly from
for example, uses its pre-ADA islands
there.
LRT almost never operates in
and has lifts on the 1930s Presidents’
mixed traffic, which long ago defined
Conference Committee (PCC) streetcars.
cable vs. an overhead wire).
Modern cars need
THE TECO STREETCAR IN TAMPA, TOP, HAS SMALL STATIONS AND A DEDICATED RIGHT- OF-WAY. IT SOUNDS LIKE LRT BUT LOOKS LIKE STREETCAR. THE OLD TOWN TROLLEY, ABOVE, IS A FIXTURE OF MANY A MERICAN DOWNTOWNS, BUT THESE BUSES CAN MUDDLE THE IDENTITY OF STREETCARS.
Trip Planner Magazine
Fall 2009
5
A Distinction Subtle and Broad (cont.)
LRT
vehicles
are
regional in nature and as such are capable of higher speeds than streetcars; compare a Siemens S70 LRT vehicle with a top speed of 66 mph to the Skoda streetcar (used in Portland), which has a top speed of 42 mph. In a tight urban environment, a streetcar is unlikely ever to achieve that top speed, but it is easy to see how an agency building a new system may want to take advantage of that speed, spacing the stops a bit and
NEW JERSEY TRANSIT’S GLEAMING
acting a little like light rail on the cheap.
WHITE CARS OF THE
HUDSON BERGEN LINE
MIX BEAUTIFULLY WITH THE URBAN ENVIRONMENT AROUND THEM, BUT THE
Terminology matters, too. Boston’s
MULTIPLE CARS PUT THEM IN THE
Mattapan Ashmont (M-line) is billed as
LRT CATEGORY.
a High Speed Line, a vestigial use of a term normally reserved for heavy
name for streetcars that is easily
vehicles, LRVs. We called Ken Takeda
rail (subways). It is part of the heavy
confused with other vehicles. Many
at Kawasaki to ask why: “In the request
rail Red Line but runs on PCC cars.
systems use buses designed to
for proposals, SEPTA wrote ‘LRV.’”
Philly’s subway-surface lines operate
look like vintage streetcars and call
Having been largely obliterated
in mixed traffic for most of their routes
them trolleys.
Trackless trolleys (or
as a means of mass transportation
and the vehicle is a single, electrically-
trolley buses) are buses powered
after WWII, streetcars as they have
powered rail car. In the city center the
by
been
SS lines are accessed underground
like a streetcar.
in subways, which is contrary to the
Metropolitan Transit System calls its
between
spirit of the eponymous streetcar.
light rail system—wait for it—the San
dominant form of mechanized urban
Likewise, Tampa’s TECO line uses
Diego Trolley. Thirty years ago SEPTA
transport.
reproduction cars that most closely
ordered a group of cars from Kawasaki
hard to accurately define.
fit the historical idea of streetcar, and
Railcars for use in its subway-
end of the day, precision is elusive.
they run on catenary wires, but have
surface lines. The cars are boxy and
If asked to identify one, the best we
a dedicated right-of-way and are
contemporary, a single car in length,
can do is to resort to Justice Potter
not in the street, strictly speaking.
powered by overhead wires, and often
Stewart’s Pornography Axiom and
Confounding the definition of
used in mixed-traffic. They sound like streetcars but are called light rail
say, “I know a streetcar when I see it.”
streetcar, “trolley”
6
is an historical
Trip Planner Magazine Fall 2009
catenaries,
but
look
nothing
The San Diego
reconstituted
are
nowhere
and never the one thing they were 1890
and
1920:
the
What they are exactly is At the
Directions Providing safe and efficient public transportation options is a goal of communities everywhere. But selecting the best modal choice, securing funding and garnering public acceptance can be a daunting task. HDR’s transit team can guide you in the right direction. In addition to traditional planning and design capabilities, our multi-modal experts are skilled in FTA processes, economic analysis and alternative delivery. Across the globe, we’re helping communities turn transit visions into successful mobility solutions.
No matter which direction you are heading, HDR can get you there. www.hdrinc.com/transit
“. . . the spirit of Animal House was in full flourish.”
The Streetcar in American Life Trucking killed it and the Germans revived it. Here is the history of the streetcar you probably don’t know.
by Gregory Thompson, PhD
F From
1888
Frank
of America began to empty outward
Sprague implemented the world’s
in the form of new streetcar suburbs,
first
built on previously empty land around
successful
when streetcar
system
in Richmond, Virginia through the
the city edges.
1920s, the electric streetcar sym-
from which the middle and working
bolized the American transit indus-
The center cities
classes fled changed as well, as de-
try. In cities throughout the country
middle class could afford) streetcars
partment stores, specialized shops,
the press followed the expansion and
operating at average speeds of 12
corporate offices, financial firms, ho-
financial scandals of the traction in-
mph could connect lots in the country-
tels, theaters, concert halls, and other
dustry, “traction” being the term that
side with jobs and opportunity in the
less reputable types of entertainment
the public then used for streetcars.
center. Such relationships stimulated
rushed in to fill the voids left by the de-
Landowners on the fringes of cities
a huge demand for suburban living,
parting middle and working classes.
clamored to have traction lines extend-
and to meet it, traction lines expanded
By the 1910s the streetcar had
ed to their lots, thereby making the lots
outward in all directions. Population
created a new American city char-
much more valuable. In as little as 30
followed. For the first time in their his-
acterized
minutes and for a nickel fare (a fare the
tories, the horribly overcrowded cities
Iconic was the fashionable Central
Streetcar A Timeline
1920s Mass production heralds age of American individualism
1888 Frank Sprague invents electric streetcar. Finally, a good use for electricity!
by
specialized
sections.
1936-1950 GM, Firestone, Standard City Lines. Buys more than 100 street a conspiracy in the dictionary definition sense of the word.
Golden Age c. 1830-1880 Horse drawn rail cars first urban transit. Steaming piles of horse dung ubiquitous metaphor for condition of the American city.
8
Trip Planner Magazine Fall 2009
Decades 1890-1920 Streetcar most common form of urban transportation
1930s PCC cars debut. Streetcar continues inexorable decline in style and comfort.
1935 Public Utilities Divestiture Act requires power companies to divest transit properties. To congress: a Sprague on both your houses.
O
et
Business District, a vibrant area with specialized sub districts wherein were located almost all jobs and activities that the middle class wished to reach. Poorer groups remained in cheaper, older housing surrounding the new center cities. Factories and warehouses also remained packed around railroad yards.
Further out, extending along the
electric car lines, were the new streetcar suburbs. These were middle and working class bedroom districts, each a new homogenous enclave catering to a specialized income and ethnic group. Every day the middle and working class
CROWDS WAIT TO BOARD CAR 4032 IN PHILADELPHIA, 1918, ABOVE. OPPOSITE, THE 1912 SAN FRANCISOCO MUNI CAR NO. 1 SEEN IN 1981 IN A NEIGHBORHOOD BUILT FOR IT (PHOTO BY AUTHOR).
populations surged into the center on electric cars and surged outward in the evenings. Wives and children filled
streetcar was about 40 feet long and 8 feet wide, riding on
the cars during the middle of the days, and in the evenings
two four-wheel trucks (or bogies). Each axle was driven by
and Sundays families used the cars for recreation. For the
its own electric motor that was suspended from the axle.
middle and working classes, the streetcar revolutionized
Air pressure controlled the braking power. Cars typically had
the American city and the way in which they experienced it.
top speeds of about 30 mph. A cabin (“saloon”) in which
The streetcar vehicle evolved to efficiently fulfill the mass
passengers rode constituted about two thirds of the length
transit role called for it. By the 1910s the contemporary
of the vehicle. Many cabins were divided into a weather-pro-
Oil, Philips Petroleum, others invest in National car systems and replaces with bus routes. Only
of Decay 1941-1946 20th century transit peak with WWII. Last time government would ever link SOV commuters to facism.
1960s Almost all streetcars gone from U.S. Bucking Trend, SEPTA still has 12 routes and 194 miles of track into 70s and 80s.
2001 Already the envy of America, Portland rubs it in by opening the first modern streetcar in the U.S.
2003 Tacoma follows Portland's lead. Tampa Electric Co. launches streetcar; trolleys and electric utilities reunited at last.
Restoration 1980s/90s U.S. into streetcar Again: Seattle (1982), Galveston (1988), Dallas (1989), Memphis (1993), Charlotte (1996), San Fran (1995). SEPTA bucks trend, cuts last three true streetcar routes (1992).
Mid-2000s. Mother nature streetcar's harshest critic. Hurricanes derail trolleys in New Orleans, Galveston.
Trip Planner Magazine
Fall 2009
9
The Streetcar in American Life (cont.)
tected section and an open-air part. The rest of the length was comprised of large platforms projecting from both the front and rear of the car. The platforms, which were lower to the ground than the cabins, contained large doors and vestibules from which passengers could board and alight.
The driver,
called a motorman, stood at the controls on the front platform, and the conductor, who collected fares, stood on the rear platform.
The conduc-
tor communicated with the motorman with bells that he (rarely “she” in 1910) could activate by an overhead cord.
Terms like, “platform employ-
ees,” or, “platform hours,” still are used by some transit systems today to denote transit operating personnel (usually bus drivers) and the hours that they work serving the riding public. In operation the streetcar was a crowd-eater.
10
THE MOTORMAN STANDS ON THE PLATFORM AND OPERATES THE VEHICLE (GIVING US THE TERM “PLATFORM TIME”) WHILE THE CONDUCTOR STANDS BEHIND HIM COLLECTING FARES. OFTEN THE CONDUCTOR STOOD AT THE BACK.
Coasting into a stop
thronged with waiting passengers, the
platform, from which they ultimately
velopers, and service became less
streetcar’s gaping rear door beckoned
alighted. Cars from this period were
frequent
the crowd to board. As the last passen-
not fast, but despite the huge crowds
Beginning about 1910 automo-
ger cleared the steps, the conductor
they ingested and disgorged, they
bile registrations also climbed rapidly.
gave two quick yanks on the bell cord
did not lose time at passenger stops.
Auto ownership initially rose fastest
to the motorman, who replied with two
They truly were mass transit vehicles.
in rural areas, but by World War I au-
loud clangs on the car’s traffic-warning
Several factors began the street-
tomobiles were widely distributed in
brass gong affixed to the front. The
car’s long decline around World War
cities, as well. House builders began
car lurched forward, and the conductor
I. Most immediately, the cost of labor
shifting their products from clients us-
then collected fares as the car swayed
and supplies more than doubled dur-
ing streetcars to clients using autos.
and trundled along to its next stop, of-
ing the war, while streetcar companies
In cities throughout the country de-
ten interrupted by traffic congestion
were politically unable to raise the fare
velopers by World War I were offering
and furious bursts of clangs from the
above the accustomed nickel, writ-
homes in areas not served by street-
motorman’s gong. As passengers paid
ten into charters in the 1890s. Prof-
cars, though they still were using their
their fares, they proceeded forward
its turned to losses, and investment
political muscle to attempt to force
into the cabin to find a seat. Those
in tracks and streetcars dwindled
streetcar companies to extend lines
not finding a seat stood in the aisle
commensurately. Companies by and
into new territory. By 1925, however,
holding onto leather straps hung from
large stopped extending lines to un-
housing developers no longer cared
the ceiling, or they stood on the front
developed areas demanded by de-
whether streetcar companies extend-
Trip Planner Magazine Fall 2009
and
more
over-crowded.
Street-
forces pushed down streetcar patron-
stop as fast as an auto, and it did so
cars had become irrelevant to them.
age during the 1920s in all but the
without jerking, an important consid-
At the same time, motor trucks
largest cities, and even there streetcar
eration given that many of the street-
cut the tether between retailing and
riders became increasingly dominated
car passengers were standees. It also
railroad yards and led to the extraor-
by those going to and from work. The
could brake to a smooth stop just as
dinarily rapid decentralization of retail-
smaller the city, the more rapid was
rapidly. Although its rate of accelera-
ing. Horse-drawn wagons were slow
the loss of streetcar traffic. Streetcar
tion fell off rapidly as it gained speed,
and expensive, and in the pre-truck
companies began abandoning lightly-
the PCC could reach about 45 mph on
era, retailers could not afford to locate
used streetcar lines and replacing oth-
level ground, if given enough time. The
their stores beyond a short wagon
er lightly used lines with buses. Most
PCC also was quiet. It rode on trucks
haul away from the giant merchandise
traction industry leaders thought that
with rubber inserts to reduce noise.
warehouses adjacent to the rail yards.
streetcars would continue serving the
Rubber pads even separated the steel
Almost all retailing was in the CBD.
more heavily-traveled lines, however,
wheel treads from the centers. The car
With the adoption of trucks, however,
and toward the end of the 1920s they
was streamlined, as well, and looked
retailers of all stripes radically decen-
formed the President’s Conference
as modern as the latest autos. Finally,
tralized. The driving force was demand
Committee to develop a super street-
the motorman could operate the car
for free parking from the increasingly
car to re-equip the “trunk” lines. The
entirely with foot pedals, leaving his
large number of customers who came
committee was comprised of presi-
or her hands free to act as a fare ca-
downtown to shop in their autos. Re-
dents of various streetcar compa-
shier. The industry intended to operate
tailers quickly learned that the cheap-
nies and had at its disposal the best
the PCC with a crew of one. Passen-
ed lines into new territory.
In the pre-truck era, retailers could not afford to locate their stores beyond
a short wagon haul away from the giant merchandise warehouses adjacent
to the rail yards. Almost all retailing was in the CBD. With the adoption of trucks, however, retailers of all stripes radically decentralized.
gers would enter one half of a double width front door, filing past the driver to pay fares. They would exit from the other half of the front door and from a double width center or rear door. There were shortcomings in the
est solution to the parking problem was
electrical engineering talent from the
PCC design as well. While its control
building major branch stores, which
larger operating companies as well
system provided smooth accelera-
could be easily supplied by truck from
as from the streetcar manufacturing
tion and deceleration, it did not permit
the central city warehouses. By 1925
companies. The result was the PCC
smooth running at a constant speed.
many venerable CBD-located firms
car, which was unveiled in 1936, and
When the operator releases the accel-
were opening new stores in the sub-
which is considered today to be one of
erator pedal, the car immediately goes
urbs that were grander and posher than
the marvels of American industrial en-
into deceleration mode. In city traffic
their original CBD flagship stores. The
gineering. More than 5,000 PCC cars
this shortcoming is not a problem, but
new stores all were built around auto
were built between then and about
it is a problem if the car runs on its own
access and free parking. The highly
1952 for U.S. and Canadian applica-
right-of-way where autos are kept off
centralized, streetcar-oriented retailing
tion, but despite the car’s success as a
the track and stations are far apart. If
regime characteristic of the American
piece of industrial engineering, it failed
an motorman wants to operate at a
city in 1910 had given way by 1925 to a
to save the American streetcar industry.
steady, say, 35 mph in such an envi-
decentralized regime characterized by
In the PCC car the traction industry
ronment, she would constantly have to
rampant suburban strip retailing and
sought and obtained a streetcar that
keep pumping and releasing the accel-
free parking.
Already planners were
could keep up with autos in stop and
erator pedal, which is hard on the con-
talking about the decline of the CBD.
go traffic. The PCC could accelerate
trol system and annoying for passen-
The combined weight of these
smoothly and silently from a standing
gers. Motor burnouts could and did
Trip Planner Magazine
Fall 2009
11
The Streetcar in American Life (cont.) happen when PCCs ran in such environments. The PCC trucks also were designed to provide a smooth ride on track rigidly embedded in concrete; they give an uncomfortably bouncy ride on open railroad track, which is designed to “float” in a bed of gravel under the weight of moving trains. P HOTO: GREG THOMPSON
Despite adopting the PCC car, after World War II the American transit industry continued replacing its streetcars with buses. By the end of the 1960s vestigial streetcar services remained in only a handful of U.S. cities where streetcars had some speed advantage over buses, such as operating through lengthy tunnels, in subways downtown, or on long stretches of private right of way. Toronto remained the sole city in Canada and the U.S. that continued to operate a very heavily-patronized, large, traditional streetcar system in city streets.
HEAVILY-PATRONIZED
QUEEN STREETCAR LINE IN TORONTO IN 1974, ABOVE. WHEN MIXED WITH AUTO AND TRUCK
Whether streetcar loss was inevitable is hotly de-
TRAFFIC STREETCARS ARE SUBJECT TO DELAYS FROM DOUBLE
bated. The traction industry had ceased influencing the
PARKED DELIVERY TRUCKS AND LEFT-HAND -TURNING AUTOS.
growth of cities around 1914-1917, when the auto took
PLANNERS IN MANY GERMAN CITIES DECIDED TO SEPARATE STREETCARS FROM AUTO TRAFFIC, LEADING TO A NEW CONCEPT: LIGHT RAIL (BOTTOM).
away that role.
The traction industry also became un-
profitable, and around 1920 it began losing passengers, at an increasing rate as the 20s progressed. As a consequence, the industry had difficulty financing track and car renewal. The Depression accelerated patronage and financing difficulties. Congress further compounded the financing crisis during the 1930s, by requiring those electric utility companies that owned transit systems to divest themselves of the transit systems. This action deprived the industry of another source of capital for renewing itself. In this environment General Motors and other automotive
interests
financed
a
holding
company
called National City Lines to purchase transit operating companies around the country. The purpose was to scrap streetcar systems and replace them with buses built by the General Motors subsidiary, Yellow Coach. From then into the 1950s National City Lines purchased streetcar and bus transit systems around the nation, and it continued to operate many of its holdings into the 1960s. It eliminated streetcar and electric trolley bus service on most but not all of the systems that it purchased. It also outfitted all of its systems with new GM buses. National City Lines provided staff management services for its operating properties and provided financing for buses and garages, as well. It is true that many U.S. transit systems were not bought by National
P HOTO: FRED M ATTHEWS, 1972
City Lines; yet, they were converted from streetcar to bus,
12
as well. It also is true that most Canadian transit systems were municipally-owned, but save for Toronto, all converted from streetcar to bus or electric trolley bus. National City Lines supporters point to these facts and state that NCL injected desperately needed capital into the transit industry and kept it going in private hands for another couple of decades; its detractors state NCL replaced viable electric
Trip Planner Magazine Fall 2009
streetcar systems with an inferior mode. In the author’s
the emptiness of the vehicle.) The new German streetcars
opinion, the national interest would have been served by
would be comprised of large capacity vehicles strung to-
modernizing parts of many streetcar systems at the end of
gether in trains. Each car would have one to two double-
the 1920s, but doing so would have required municipalization
width doors. Passengers would buy their fares at vend-
and capital infusion from higher levels of government. Even
ing machines or at kiosks and would not have to present
then, given Canada’s experience, it is uncertain whether
the fare when they boarded. Roving bands of inspectors,
streetcars would have been modernized.
It is safe to
say, however, that in the absence of such government takeover, the American streetcar industry could not have maintained itself. If National City Lines had not happened, some other combination of liquidators would have. Fortunately, this is not the end of the American streetcar history. The social protest movements of the 1960s helped foster a revolution in the transit industry.
Dur-
ing that decade the transit industry was municipalized with federal and in some cases, state aid. The possibility of obtaining capital for building rail systems became real. At the same time citizen movements, such as those dedicated to preserving neighborhoods by stopping inner city freeways and others to reducing air pollution, came together in some metropolitan areas with the idea that surface rail systems could help with urban revitalization. Thus was born the light rail movement. Its model was not the American streetcar, not even the PCC car, but a new concept coming out of northern European cities. When faced with rebuilding their war-ravaged cities after World War II, German transit planners contemplated a future urban world dominated by the automobile. Should their streetcar systems be rebuilt? Many decided, yes, but they rejected the American objective of the PCC, which was a jack-rabbit like vehicle that was intended to blend in with traffic. Instead, they reasoned that streetcars and autos needed to be separated. Streetcars would be given their own rights of way. There would be less emphasis on lightning-quick acceleration and more on achieving unimpeded movement. There also would be a lot of thought given to getting streetcars through stops thronged with hundreds of passengers without encountering the infuriating boarding and alighting delays experienced by large volumes of passengers so typical of American bus transit systems. (In America, passengers had to pay the driver, a system whose efficiency increases in direct proportion to
Trip Planner Magazine
Fall 2009
13
The Streetcar in American Life (cont.)
checking a percentage of the passen-
manner over most of the last century.
suggest that the mere construction
gers at random, would enforce the
Planners in the most suc-
of a light rail line will cause TODs to
fare regime. Thus, passengers could
cessful applications have conceived
spontaneously spring up around light
board at any door. When a three-car
of their light rail lines as a tool in re-
rail stations, but that possibility seems
light rail train glided into a station, typi-
structuring the bus system to serve
doubtful. It now is well known that the
cally six to twelve double-width doors
suburban destinations, while the light
quality of a transportation investment
would fly open, allowing a waiting
rail lines serve the CBD and some im-
that makes land more valuable for de-
crowd of a hundred or more passen-
portant suburban destinations. Plan-
velopment is improved accessibility
gers to be absorbed in a few seconds,
ners have pulled much of the bus
to population and jobs. Accessibility
while just as many passengers got off.
service out of the CBD, terminating it
of most parcels in the American me-
What the Germans achieved was not
instead at suburban light rail stations.
tropolis to employment and population
a modern streetcar, but a hybrid of the
Bus routes are made much shorter
already is so high through the auto-
streetcar (“strassenbahn”) and a rapid
with fewer duplicative bus miles, and
mobile/highway system that the small
transit train running through subways
they take train passengers to impor-
incremental accessibility coming to a
(“U-bahn”).
It was a new mode of
tant suburban destinations that are not
parcel by virtue of a light rail station
transit unlike anything that previously
on the rail lines. Light rail stations also
opening adjacent to it would have neg-
had existed. In short, the city railway
are designed as places where passen-
ligible impact on development. On the
(“stadtbahn”) was a surface-version of
In America, passengers had to pay the driver, a system whose efficiency increases in direct proportion to the emptiness of the vehicle. (In other words transit works better when fewer people use it.)
a short subway train, silently snaking through pedestrianized urban centers, ingesting and disgorging hundreds of passengers at strategic stops placed a quarter to half mile apart in the cen-
14
ters, and then running at speed on
gers will be able to transfer between
other hand, building light rail lines into
private lines with more widely-spaced
bus routes, thus achieving intra-sub-
edge-city-type auto-oriented develop-
stops to other major activity centers.
urban transit mobility. This approach
ment, and then retrofitting that devel-
This was the rail transit concept ad-
to system design reflects recognition
opment to make it possible to walk
vocated by activists in the 1970s, but
on the part of planners that region-
between its various pieces and light
they met resistance from the American
al transit patronage is proportional
rail stations, does appear to be yield-
transit industry, most of whose leaders
to the number of jobs that are eas-
ing patronage results, as evidenced
stemmed from the National City Lines
ily reached by the transit system, and
by San Diego’s Mission Valley Line.
era.
Initial success in implementing
that as much as 97 percent of regional
Regions following these concepts
the idea came in mid-sized, rapidly
jobs are found in suburban locations.
with success include San Diego, Port-
growing metropolitan areas, first in Ed-
In some areas with integrated
land, St. Louis, and Dallas, among oth-
monton in 1978, followed by Calgary
bus and light rail systems, planners
ers. Light rail lines in these regions
and San Diego in 1981, and Portland,
are promoting the creation of denser
account for a small percent of route
San Jose, and Sacramento in 1986-87.
housing, commercial, and employment
miles but thirty to sixty percent of the
The regions that have made best use
centers adjacent to light rail stations.
total transit traffic measured in either
of the German light rail model have tai-
Plazas and pedestrian walkways in-
passenger miles or unlinked trips. At
lored it to the American reality that met-
terconnect the various parts of such
the same time, passenger traffic per
ropolitan areas continued their path to-
development, known as Transit-Ori-
capita is growing, unlike systems with
ward decentralization in an unrelenting
ented Development. Some planners
bus lines focused on the CBD (where
Trip Planner Magazine Fall 2009
passenger decline is severe), and op-
uses the self-service proof-of-payment
erating expenses per passenger or
system, so boarding and alighting oc-
passenger mile remain below indus-
curs through all doors. There is heavy
try norms for similar sized regions.
demand for the San Francisco ser-
More recently some groups advo-
vice, but cumbersome and slow fare
cating densification of American cit-
collection hinders its usefulness. In
ies are promoting revival of the classic
the author’s view a modern streetcar
American streetcar. To date they have
similar to the Czech technology offers
had more success in doing so in form
promise, but that promise will not be
rather than in function. Typically, genu-
fully realized unless planners achieve:
ine old American streetcars have been
•
found and refurbished or replicas have
passenger
been constructed for such services,
towns, major activity centers, and/
but a modern Czech streetcar now is
or
being manufactured in the Portland
demand
Applications
(linking
down-
neighborhoods); that
are
able
area for such use. Most applications
to serve high passenger
run cars around tourist-oriented track
faster,
loops organizations have built in the old
ly (and more quietly) than buses;
downtown areas that planners are at-
•
more
cheaply
and
demand clean-
Fare systems that allow pas-
tempting to revive. Streetcar drivers act
sengers to enter and leave through all
as fare cashiers, and service generally
doors and that can board and alight
is infrequent and slow. Although there
scores of passengers in seconds;
are exceptions, such services typically
•
Our sponsors make this publication possible. Please consider these companies for your product and service needs. And tell them you saw them in Trip Planner Magazine.
Applications that have high
urban-scale •
Sponsors
Integration of the service with
do not function as part of the regular
the bus transit system, and if applicable,
transit system; most tourist streetcars
light rail service, achieving service im-
do not, for example, replace pre-exist-
provement, productivity improvement
ing bus routes or serve as a tool around
and cost reduction in the process.
which bus service in a sector of the city is restructured, as is typical with light rail.
Exceptions include Portland’s
streetcar (using Czech vehicles), which does a nice job connecting two inner city neighborhoods with the downtown and a university. Two other exceptions include a similar type of service using the same type of vehicle, just opened in central Seattle, and San Francisco’s F line, which although primarily a tourist-oriented ride, evolved from a traditional trolley bus. The Portland service
Dr. Thompson helped develop light rail systems in Edmonton and San Diego. He is a professor of urban and regional planning and his book, The Passenger Train in the Motor Age: California 19101941 was published in late 1993 by the Ohio State University Press. His major research interest is studying the role of public transportation in autodominated societies, both historically and in the present day. Currently he chairs the research subcommittee of the Transportation Research Board’s Committee on Light Rail Transit.
works well in part because much of it is in a fare-free zone, and the remainder
Trip Planner Magazine
Fall 2009
15
The Space Between Shaping Community with Transit: in Charlottesville, Virginia
by Gary Okerlund, with Todd Gordon
C
Charlottesville,
16
a
city
where students and townies mix
fic
in central Virginia with a population
along the successful pedestrian mall.
parking, and small and disconnect-
of 40,000, has been home to three
These
destinations
ed land parcels. West Main is adja-
presidents, Madison, Monroe, and
are linked by West Main Street, a
cent to an Amtrak Station and is also
most famously Thomas Jefferson.
low-density,
served by a good local bus system,
He founded the University of Virginia
auto-oriented
of
including a popular rubber-tired “trol-
whose Rotunda graces the pages of
diamonds strung together with twine.
ley,” but congested traffic makes bus
humanities textbooks, post cards,
While the West Main corridor
service unreliable and choice rid-
and prints, and draws tourists from
could be an active and healthy link
ers continue to drive their own cars.
around the world. The jam band The
between Charlottesville’s two most
With a vision of a more vital, ac-
Dave Matthews Band got its start a
thriving areas, it remains constrained
cessible, and pedestrian friendly West
mile away in the popular downtown
by the narrowness of the street, traf-
Main Street, a grassroots effort began
Trip Planner Magazine Fall 2009
small
two
signature
pedestrian-unfriendly, corridor,
a
pair
congestion,
extensive
surface
P HOTO: BRAD SHEFFIELD
THOMAS JEFFERSON’S WOLD FAMOUS ROTUNDA GRACES THE CAMPUS OF THE UNIVERSITY OF VIRGINIA, TOP. CLOSED TO AUTO TRAFFIC IN 1976, CHARLOTTESVILLE’S PEDESTRIAN MALL, BOTTOM, HAS BECOME THE CENTERPIECE OF THE DOWNTOWN, AND A VIBRANT PROMENADE FOR SHOPPING, DINING, AND ENTERTAINMENT. BETWEEN THEM, WEST M AIN IS THE FAMILIAR ASPHALT STRAP OF COMMERCIAL DEBRIS COMMON TO
P HOTO: OKERLUND A SSOCIATES
AMERICAN CITIES.
in 2003 to explore Charlottesville’s transit future.
The citizens involved in this ef-
fort wanted to determine if better transit could not only make access to the downtown and university easier, but also extend the success of those areas to West Main. The result was a “Summit on Transportation and Transit,” a City of Charlottesville sponsored event in the fall of 2003. The Summit brought top transit experts to Charlottesville to give an objective assessment of the city’s transit needs and
P HOTO: OKERLUND A SSOCIATES
opportunities.
The results of their work
focused on West Main Street, where a strong transit link between downtown and the University could improve economic development, job accessibility, neighborhood vitality, and environmental protection. The Summit panel concluded that Charlottesville should explore the development of an urban streetcar system for West Main, a small electric rail system that would be an appropriate scale for the cor-
Trip Planner Magazine
Fall 2009
17
The Space Between (cont.) streetcar presented major barriers. With Portland, Oregon starting construction of the first modern streetcar system in America only 4 years prior, the public still thought of streetcars as historic relics.
An important di-
mension of this educational component is to recognize that it is less about choosing a transit system and more about choosing the type of community and quality-of life that the public wants, and implementing transit to support that choice. Following the recommendations of the summit, a number of organizations teamed up to further promote the streetcar concept. These groups were: The Alliance for Community Choice in Transportation (ACCT, a local non-profit promoting walkability and bikeability), the City of Charlottesville, and Okerlund Associates Urban Design, with financial support granted by The Blue Moon Fund (a private foundation). The strategy of this team was to
AS PART OF THE PRESENTATION SHOWN TO THE COMMUNITY, THE
ridor. While, if realized, Charlottesville
ground up, by educating neighborhood
would be the smallest city with such a
associations and community groups,
system, the summit panel argued that
and to promote the idea as a demon-
the population of the community mat-
stration project that could eventually
(PHOTOGRAPHED IN TACOMA, WASHINGTON) WITH THE NEWLY BUILT HOME OF THE LIVE A RTS,
tered less than the existing and poten-
become a larger, regional transit system
tial health of the corridor. It was agreed
with associated transit-oriented devel-
that downtown and the University have
opment. This strategy was helped by
A COMMUNITY THEATER IN
the density to support a streetcar sys-
the timing of other city efforts, includ-
CHARLOTTESVILLE.
tem and that the West Main Street cor-
ing a $6.5 million allocation for a Down-
ridor could also evolve to that level with
town Transit Center (since completed)
proper encouragement and investment.
and a $1.5 million allocation for bus
While the Summit left organiz-
transit and pedestrian improvements
ers with optimism, greater focus, and
along West Main Street, as well as re-
the fresh and energizing new idea for
cent key policy initiatives such as the
a streetcar system, the newness and
approval of a new city-wide zoning or-
lack of public familiarity with modern
dinance promoting increased densities.
TEAM USED PHOTO SIMULATIONS LIKE THIS ONE, WHICH JUXTAPOSES A MODERN STREETCAR VEHICLE
DOWNTOWN
18
promote the streetcar concept from the
Trip Planner Magazine Fall 2009
The promotion of a West Main
makers and community leaders to visit
Streetcar began with what the involved
existing streetcar projects in Portland
groups termed a Technical Preview, a
and Tacoma. Participants in these trips
chance to gather information from tran-
included city councilors, university of-
sit engineers with streetcar experience
ficials, heads of non-profits, real estate
without undertaking a full and final de-
developers, and local media, among
sign of the project. For this task, ACCT
others. The trips allowed these lead-
and Okerlund Associates hired consul-
ers to experience streetcars in per-
tants who had previously worked as
son, meet with people involved in the
project engineers on the construction of
planning of these now-successful sys-
the streetcar system in Portland. This
tems, and see the development and
task resulted in a conceptual streetcar
community-building effects of street-
route, street section designs, and plan
cars.
of next steps, as well as a greater un-
had concerns about overhead power
A STRETCH OF SEVERAL BLOCKS KNOW COLLECTIVELY AS “THE CORNER”, THIS COLLECTION OF
derstanding that a streetcar for Char-
wires and integration of the street-
SHOPS AND RESTAURANTS IS A BUSY
lottesville was, in fact, a viable option.
car with traffic, these concerns were
While prior to the trips, some
The next step in the streetcar
greatly smoothed by this first-hand ex-
effort was to organize trips in the fall
perience. Secondly, participants were
of 2004 for key Charlottesville decision
able to see how convenient life in a
GATHERING PLACE THAT EXISTS
CHARLOTTESVILLE MEETS THE EDGE OF THE UNIVERSITY OF VIRGINIA GROUNDS.
WHERE
Trip Planner Magazine
Fall 2009
19
The Space Between (cont.)
transit-rich region can be (no automobiles were
work document was prepared and presented to
used at any point during the transit site visits).
the city council to determine specific steps, re-
Following the Technical Preview and
sponsibilities and costs to move forward, involv-
Streetcar Site Visits, ACCT and Okerlund Asso-
ing a partnership among the city, development
ciates developed a comprehensive educational
community and the non-profit sector.
presentation to explain the streetcar concept,
time, the project remains at this step, waiting for
among a range of transportation options, and the
funding and a public mandate to move forward.
explorations that had already been done toward
This project represents a unique pub-
such a system for Charlottesville. In the form of
lic-private partnership between ACCT and the
a report, report summary, and graphic presenta-
City of Charlottesville. Past transit projects in
tion, this educational package was presented to
Charlottesville and in other communities across
neighborhood associations and non-profits, and
the country have been derailed or significant-
at community events in an attempt to build broad
ly delayed due to lack of political champions
public support for a streetcar on West Main.
and public outreach. This project emphasized
At this
public involvement and political champions in
Site visit participants were able to see how convenient life in a transit-rich region can be (no automobiles were used at any point during the transit site visits).
the beginning of the planning stages. A publicprivate partnership was proposed to guide and fund the next effort that would include the city, development community, and private sector. Due to currently less-than-full interest by decision-makers in supporting the entire effort, and economic pressures on the non-profit and de-
Through these efforts, the idea of a West Main
velopment communities that were asked to match
Streetcar became somewhat accepted, at least
funding, the effort is on hold. The project is far
in concept. People liked the high-quality, high-
from dead, but our experiences in Charlottesville
visibility transportation option, and to a lesser
show that even the best laid plans can go awry,
extent, saw that a streetcar could encour-
or at least be delayed. As with any major invest-
age quality infill development along West Main
ment nothing is guaranteed; Caveat emptor.
Street. However, the West Main Streetcar still lacked real leadership, a clear path from concept to construction, and a source of funding for what is, admittedly, an expensive proposition. In order to better explore the details and steps necessary to building the system, a Mayor’s Streetcar Task Force was appointed in 2006. The group was tasked with determining the next steps to assess the feasibility of a streetcar corridor as an element of a regional network and a stimulant for enhanced economic development opportunities along the corridor. The recommendations of this group were presented to the city council. Later, a scope-of-
20
Trip Planner Magazine Fall 2009
Gary Okerlund is an architect, landscape architect, and urban design consultant, is principal of Okerlund Associates in Charlottesville. His urban design plans and publications include Shaping Community with Transit, Transit-Oriented Communities for Northern Virginia, and Public Improvements on Main Street for the National Main Street Center.
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Battery Power System Gigacell batteries continually capture the kinetic energy created by the LRV’s braking action. This energy is stored and reused so the LRV or even the entire system can operate on less energy and fewer substations. Kawasaki’s innovative Battery Power Systems (BPS) can be placed along the route for more efficient power transfer and usage between the LRVs and substations.
Substation
Substation BPS
Station
Charging
Regenerative braking train
Discharging
Station
Power train
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Cutting the Cord Emerging Technologies are producing Streetcars Without Wires by Steven M. Carroll
W
We tend to think of streetcars as operating on a fixed
guideway. The majority of the world’s streetcar systems, however, move between two of them, the unobtrusive rails in the ground and the power lines that run overhead and always in sight. The streetcar design philosophy is founded on simplicity and minimizing costs, blending with existing and new neighborhoods. Negative impacts to utilities and existing street infrastructure are minimized through the use of shallow track slab construction, and projects are designed for ease of con-
I AT THE A MERICANA AT BRAND IN GLENDALE, CA, THE MONEY SAVED ON OVERHEAD WEARS COULD APPARENTLY BE SPENT ON LAVISH APPOINTMENTS FOR THE STREETCARS THEMSESLEVES.
22
struction. Streetcar stops are simple and
are
spaced
relatively
closely
together (much like
THE GALVESTON STREETCAR, LEFT, RUNS ON DIESEL WHILE THE TROLLEYS AT THE GROVE IN L.A., BELOW, RUN ON BATTERIES AND PURE FUN.
local bus stops), in support of its role as a pedestrian
accelerator.
Most
street-
cars operating in the U.S., whether vintage
(origi-
nal authentic vehicles), heritage (built to resemble original vehicles) or modern state-of-the-art vehicles, are powered by an electric overhead wire, also know as a trolley wire that carries between 600 and 750 volts of direct current (DC), versus alternating current (AC) most people are familiar with in their everyday lives. Examples of these three types of vehicles include the Pearly Thomas Company vintage streetcars used on the St. Charles line in New Orleans, the Birney replica streetcars pro-
as it also requires substations to convert commer-
duced by Gomaco Trolley Company for Tampa’s
cial AC power to DC power and poles with mast
system, and the modern streetcar or European
arms to support the wire. Other considerations in-
tram style vehicle built by Skoda for Portland.
clude the visual impact of the many poles and the
To transfer the power from the wire to the ve-
spider web of wires needed to support and sus-
hicle, a spring loaded pole or a panagraph extends
pend the system, and the need to protect metal
from the vehicle and makes contact with the trolley
utilities from the corrosive effects of stray DC
wire, a piece of bare copper approximately one-half
current associated with these types of systems.
inch in diameter. Although this power distribution
To avoid these impacts and reduce the cost
system is much simpler than one typically associ-
of implementation, one well-established system
ated with light rail systems, the cost off installing
in Galveston and one recent new start in Savan-
such a power distribution system is still signiďŹ cant
nah have chosen to use streetcars with an onboard
Trip Planner Magazine
Fall 2009
23
Cutting the Cord (cont.)
24
electric generator powered by either
to the two examples in the U.S., two
dam, Netherlands and has operated
a diesel or gasoline engine similar to
historic districts in Nice, France are us-
off-wire for approximately one mile.
current hybrid cars. Alternative wire-
ing battery technology. This system is
In the on-board power source cat-
less solutions are rapidly gaining at-
combined with an overhead wire for
egory, there are only two systems in
tention. Two battery-powered vehicles
the remainder of the line and the bat-
use: fuel cells and fuel/electric hybrids.
systems are operating in California:
teries are charged from the overhead
Fuel cells charge batteries which drive
at The Grove in Los Angeles and the
wire. This system has been in revenue
electric motors. This technology is still
Americana at Brand in Glendale. Both
service since November of 2007. Ka-
in research and development, and cur-
of these complexes are large shop-
wasaki also has a similar technology
rently only being demonstrated with
ping, dining, and entertainment desti-
under development and in demonstra-
buses at Alameda County Transit in
nations. Streetcar and light rail vehicle
tion in Japan. In the U.S., the Gomaco
Oakland. Fuel/electric hybrids utilize a
suppliers around the world, similar to
Trolley Company received a contract
diesel engine attached to a generator
bus and automobile companies are
in August 2009 to retrofit a vintage
that powers electric motors. There are
exploring alternative ways to power
streetcar from Melbourne, Australia
a number of examples of these types
their vehicles and reduce environ-
with battery technology for a client in
of vehicles in revenue service including
mental impacts and visual blight.
Kingston, New York. Two other U.S.
the Galveston and Savannah systems.
Three categories of alternative
cities, St. Louis and Rock Hill, South
So, if you want a streetcar, but
technologies are either in operation,
Carolina are also considering this
you’re not sure you want or can af-
research and development or the
technology for use in replica Birney ve-
ford an overhead power distribution
testing phase. These include way-
hicles similar to those built for Tampa
system, there are a number of alter-
side, on-board energy storage and
and Little Rock. Similar to the system
native technologies being evaluated
on-board power source technologies.
in Nice, the system proposed for St.
and demonstrated. However, current
Wayside technologies require ex-
Louis will use a combination of battery
proven options are generally limited
ternal infrastructure to provide power
and overhead wire segments. Rock
to on-board storage and on-board
to the vehicle. The one wayside ex-
Hill is still in the planning stage and
power source technologies or a com-
ample currently in use is a surface-
could choose to go with just a battery
bination of the two. Another key factor
mounted contact rail—a third rail, if
or a combination similar to St. Louis.
is supplier interest. Before suppliers
you will—which utilizes a rail between
Ultra capacitors are another form
will make the investment in research
the running rails that is energized only
of on-board storage device capable
and development, they have to feel
when the vehicle is above it; the re-
of storing energy generated during
there is a large enough market for the
mainder of the time there is no pow-
braking. This device is not intended
technology. With the high level of in-
er to the rail. This system requires
for use as an off-wire power source,
terest in alternative energy sources
a significant wayside investment in
but it has been demonstrated off-wire
and green technology, wireless may
addition to the cost of the on-board
for a distance of approximately 0.3
be the future of rail technology.
vehicle technology and is only in rev-
miles. There are several suppliers and
enue service in Bordeaux, France for
a four year trial has been completed
a short segment in an historic district.
in Mannheim, Germany.
Flywheels,
Within the on-board energy stor-
similar to ultra capacitors, store en-
age technology category, there are
ergy generated during breaking. This
three types of devices: batteries, ultra
technology is not in revenue service,
capacitors and flywheels. In addition
but is in demonstration in Rotter-
Trip Planner Magazine Fall 2009
Steven Carroll is a Vice President of Rail/ Transit for HDR, Inc.with over 32 years of experience planning, engineering, construction, and operation of rail freight and rail transit projects. HDR is a multidisciplinary planning and engineering firm with over 8,000 employee owners and 158 offices in the U.S. and Canada. HDR is a recognized leader in the field of streetcar planning and engineering, and has led or supported over two dozen streetcar projects in the past six years.
Through the Looking Glass It looks like transit, sounds like money, and smells like politics. It must be Philly’s Girard Streetcar Line.
by Samuel L. Scheib
P
Philadelphia is home to over 118
miles of bona fide, in-the-asphalt, exposed streetcar rails, the greatest quantity in the country. Many are not in regular use but they are left in place and uncovered and, like a strip tease, leave open the titillating possibility that regular streetcar service will return. On route 15, the Girard Avenue Line, it has. The green, silver and cream PCC cars hit the rails September 4, 2005 after a 13-year absence. Ridership is high, the city is happy to finally have these rolling museums back in service, and the area around Girard is slowly revitalizing. For the Southeastern Pennsylvania Transportation Authority (SEPTA) that operates the route things could not be much worse. Philadelphia was one of America’s great streetcar cities.
An order of Near-
side streetcars acquired between 1911 and 1913 represented the “largest single group of standardized cars ever acquired by any property anywhere in the world.”
Philly once had the longest and
the shortest streetcar routes in the world, the 25.5-mile round trip route 23 from downtown to Chestnut Hill and the 1.5mile round trip route 62. At its peak in 1911, the city boasted 3,999 streetcars on 678 miles of track (by comparison, today SEPTA has 1,360 buses in its fleet). As of 1965, Philadelphia still had 480 PCC cars, the most of any American city. But in Philly, as elsewhere, the street-
26
Trip Planner Magazine Fall 2009
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siemens.com/answers
Š Siemens AG, 2009 All Rights Reserved.
Wouldn’t more efficient travel make the daily grind less of a grind?
Through the Looking Glass (cont.) car fast became a relic. As soon as
at about the same time the rest of the
not augur well for streetcar service:
automobiles entered city traffic they
country was catching the streetcar bug.
even the police escort was powerless
began blocking the path of streetcars;
Later that same year the SEPTA board
against the delivery truck parked on
soon engineers adopted the opposing
made an agreement with then Mayor
the tracks. At this three-hour meeting
view that streetcars were interfering
Ed Rendell to restore streetcar service
citizens leaned on their transit agen-
with the progress of the automobile.
to those routes after resolving a budget
cy and at the end of it, then General
In a 1924 essay titled “Philadelphia’s
crisis. It could not have taken long for
Manager Jack Leary announced SEP-
Traffic Problems and Their Solution,”
SEPTA to get used to the money it was
TA’s plan to restore the Girard Line.
J. Borton Weeks wrote of the fric-
saving by operating buses, roughly $2
From SEPTA’s perspective, route
tion between streetcars and autos:
million per-year per-route. Streetcars
15 is a better bus route. The streetcar
“Surface railway cars in the busi-
did not enter service again until route
is an anachronism: motorists initially
ness district of a great city constitute
15 was reinstated at the end of 2005.
did not realize they needed to stop for
a great economic waste. Every inch
streetcar passengers exiting the cen-
of usable space on the downtown
ter-lane vehicle into traffic; people liv-
streets is of high value. . . If the car
ing along the route are upset that they
tracks were removed and auto bus
have lost some parking spaces to make
lines instituted, the bus would stop,
room for the train; tall service trucks
as it does in London, flush to the
frequently tear down the wires that
curb, unloading and loading its pas-
power the vehicles.
sengers directly from the sidewalk
mance for trolleys is about 10%,” then
and still leaving two open lanes of
General Manager Faye Moore said in
“On-time perfor-
our May 2007 interview (although a
travel, with complete safety to the
The Girard Streetcar is a fascinat-
bus users. With existing conditions,
ing story of nostalgia colliding with
more current figure is 60%).
the street car today, the instant it
politics. A group of active and vocal
block the lane and the trolley can’t
stops, completely blocks at least
citizens known as Trolley Jollies was
get through.” Automobiles are not al-
two of the three lanes of travel.”
intent on seeing streetcar service re-
lowed to use the streetcar lane save for
By the 1990s, Philadelphia was a
turned to the three lines suspended
one crucial exception: when making
member of a very small club. The City
in 1992. Residents of Chestnut Hill,
unprotected left turns. That is a little
of Brotherly Love, Boston and New Or-
a cute turn-of-the-century streetcar
like saying, “I don’t smoke much, only
leans, were the only cities with original
suburb at the end of route 23 with
when I party,” and you are Paris Hilton.
streetcar lines in regular service and
wine shops and other boutique store-
Worst of all, the Girard Line was
Philadelphia still had much of its sur-
fronts, went so far as to charter a 1947
reconstituted on pre-ADA infrastruc-
face streetcar track in place. The last
PCC car to take them to a September
ture in an anno ADA America. Here is
of Philly’s surface streetcar routes, 15,
1997 Philadelphia City Council spe-
how Steven D’Antonio, manager of city
23, and 56, were suspended—osten-
cial hearing on the status of the three
service planning, describes the prob-
sibly temporarily—in 1992, ironically
lines. The journey to the meeting did
lem: “The islands where people stand
“Cars
were there from the days when streetcars were common. They are very narrow and we have to serve people in wheelchairs in the middle of a small island. The bus route [of 15] was completely ADA compliant, but [for the streetcar] about a third of the stops had to be discontinued because there is no safe place to accommodate loading and unloading.” Moreover, the wheelchair lift retrofitted on the 60-year-old cars is a schedule killer. The lift “is very time consuming. The driver leaves his seat out the
If the ridership is great on [route 15], then
front door, walks to the back, uses a key
I think it would bode well for us to look at
to lower the lift, and loads the wheelchair
the other lines.”
A Trolley Jollie seeing the
A BUS STOP IN
which goes on sideways, taking some time
ridership on Girard may conclude that route
HILL,
to maneuver in place. He then goes back
23 streetcar service is imminent, hence the
inside the front door, walks to rear through
stickers seen all around Chestnut Hill read-
the crowd to get the wheelchair and secures
ing “Where is the Trolley SEPTA Promised?”
it in place before going back to his seat and
Ridership numbers in a great tran-
TROLLEY JOLLIES LEAVE THEIR CALLING CARD ON
CHESTNUT ABOVE. A
STREETCAR MAKES ITS WAY ALONG THE 19TH CENTURY INFRASTRUCTURE OF GIRARD STREET, BELOW. I N THE CENTER OF THE OPPOSITE PAGE,
Sometimes the next car is
sit city like Philadelphia can be mislead-
right behind and there is no way to pass.”
ing. Girard was a streetcar line, then a bus
It can take ten minutes to load one chair.
line, then a streetcar line again, but “route
STREETCARS FROM THE
SEPTA, however, is at a real disadvan-
15 never went away,” says Mr. D’Antonio.
EARLIEST DAYS.
tage in arguing with the public about this
“Only the mode changed.” Route 15 op-
route because it is so productive, carry-
erates between an elevated rail and a sub-
ing 3.2 million passengers in 2006. Of the
way line, through transit dependent neigh-
true American streetcars (see Round Up
borhoods, and is five blocks from Temple
page 36 for a complete list) only the F Mar-
University and its 34,000 students.
ket Line (5.1 million trips) is busier. SEPTA
would have to coat the handrails with swine
board member Pasquale T. “Pat” Deon said
flu syrup to keep people from riding it.
at a press conference when Girard was
“The trolley-jollies want the trollies,”
launched, “Returning streetcars to Route
said Ms. Moore, “but they don’t ride them.
23, let alone Route 56, depends on the suc-
Our riders say they want to get to work on
cess of Route 15. The real issue for us is the
time.” Interviews with route 15 passengers
financial viability of running these trolleys.
confirmed this. Monica Allen was typical,
driving away.
They
DELIVERY TRUCKS BLOCKED
Through the Looking Glass (cont.)
Automobiles are not allowed to use the streetcar lane save for one crucial exception: when making unprotected left turns. That is a little like saying, “I don’t smoke much, only when I party,” and you are Paris Hilton.
30
Trip Planner Magazine Fall 2009
waiting on an island in front of a Rite Aid:
fixes it.
And of course, the 15% FTA
“The trolley is okay, it looks nice, but the
spare ratio prevents keeping extra buses
buses are usually more on time.” A street-
in reserve for problems with a streetcar.
car operator who requested anonymity put
This author rode route 23 its entire
it more bluntly: “Most of the passengers
length, following the tracks that would be
don’t care if it’s a bus or a trolley. If you pulled
a Chestnut Hill trolley. Having the longest
up in a horse and buggy people would get
streetcar route in the world again would
on it.” In fact, ridership was higher on route
make for lousy bragging rights. It is pain-
15 in 2004, the last year it was bus-only.
fully slow, so much so that it became a
In restarting streetcar service SEPTA
one-way trip. The ride back on the train—
worked to prevent a gaping wound from
and there is heavy rail parallel to the length
opening in the budget. The original plan
of route 23— was faster and more com-
was to bid for modern, low-floor cars but
fortable. That 23 is the busiest route in the
they decided to renovate the PCC cars
SEPTA system is politically problematic for
as a less expensive alternative. Still, the
the agency, because in the minds of some
restoration cost of a PCC car was $1 mil-
(a vocal “some”) high ridership makes a
lion, compared to $600,000 for a new bus
good candidate for streetcar. The city of
and per-vehicle-mile maintenance costs
Philadelphia insists on having the service
are $4.88 compared to $3.01 for buses.
while refusing to give SEPTA what it needs
These come on top of the requirement
most to make it effective: a dedicated right-
that SEPTA maintains both the rails and
of-way for streetcars. Again Mr. D’Antonio:
the road within 18 inches of any track,
“When the agreement was signed the
even where trains are no longer running;
city agreed to help with enforcement [of
any place a pothole opens near the rails,
cars on rails] but hasn’t come through.”
SEPTA—not the city of Philadelphia—
What is particularly frustrating for staff
at SEPTA is that this is not an agency that has abandoned streetcars on the whole. There are still number of trolley routes—called subway-surface lines— in active service: routes 10, 11, 13, 34 and 36 operate on the street for over
THE TWO FACES OF GIRARD AVENUE. ABOVE LEFT AN HISTORIC MARKER STANDS IN FRONT OF NEWLY RENOVATED HOMES, THE EXCEPTION, WHILE FURTHER DOWN THE ROAD, WINDOWS ARE BOARDED UP IN THE MORE COMMON APPEARANCE. OPPOSITE, DOWNTOWN IS CLOSE BUT TOO FAR FOR VISITORS TO MIND ROUTE 15. ON GIRARD THE STREETCAR IS TRANSPORTATION NOT TOURISM OR ECONOMIC DEVELOPMENT.
80% of their length. When she was
found lowest per-passenger cost was
gen, then coming on line, but a capital
at SEPTA, Faye Moore said there was
twice the projection, and the typical
project like that would have knocked
“talk from city hall about putting trol-
cost 4 to 5 times as high.
All other
the farebox ratio completely out of
leys down Market Street to the water-
transit agencies have to build public
whack. However, according to Rich-
front. Guess what? That’s the same
support for rail long before the steel is
ard Maloney, SEPTA director of public
route that was used in 1915 and that
ordered. SEPTA’s problems with routes
affairs, a new Act 44 of 2007 eased that
is why we built the subways, to get
15, 23, and 56 have been the oppo-
standard, putting in place a series of
the trolleys off the streets.” The sub-
site: citizens with a voice in the halls
performance measures by mode that
ways cover that other 20%.
“Ironi-
of power were, and are, screaming
would be compared with peers and
cally,” says Mr. D’Antonio, “these
for streetcars, ridership was very high
corrective action taken if necessary.
subway-surface lines are able to
from day one, and the transit property
Politics is the art of the pos-
get on-time in the most congest-
had to be brought along, kicking and
sible, and much becomes possible
ed part of the city, the downtown.”
screaming, to operate the damn thing.
in transit when citizen activists and
Philadelphia’s streetcar trajecto-
This is Wonderland and the white rab-
city leaders are demanding more of
ry has been unusual to say the least,
bit is checking on-time performance.
it. This civic energy in favor of tran-
in
sit could be directed at other rail proj-
ies were trashing them, canning three
2005, SEPTA was under a state DOT
ects where buses are not an effective
lines when other cities were building
mandate (Act 3, Act 26) to have a 50%
mode.
new ones. U.S. transit agencies have
farebox recovery ratio (farebox here in-
commodating government have ap-
tended to over-predict demand on rail
cluding all revenue).
Considering the
plied pressure on the transit agency
projects to disastrous financial results.
constant demands for service and the
to run a mode not in its or its custom-
Miami underestimated the cost-per-
added expense of the streetcars, it is
ers’ best interest.
passenger for its Metro Rail at $1.73
easy to understand SEPTA’s reticence.
can make a “bad” project happen,
compared to the actual of $16.77, an
Faye Moore spoke longingly of wanting
imagine what would happen if they
872% difference. D.H. Pickrell stud-
an LRT for Philadelphia similar to New
were enlisted in support of the good.
ied ten systems, including Miami, and
Jersey Transit’s enviable Hudson-Ber-
saving stock and track when other cit-
When
Girard
reopened
Citizen activists and an ac-
If those activists
Trip Planner Magazine
Fall 2009
31
Streetcar Maiden,USA Portland doesn’t just have modern streetcars. Now they are made there too.
by Arterio Dominguez
S
Skoda is a legendary firm dating
[manufactured] product must be of U.S.
sner Urquell beer, Semtex plastic ex-
from 1859 that has made weapons,
origin” (661.5), except for buses and
plosives—Skoda came to America.
brewing equipment, bridge parts, air-
other rolling stock “if the cost of com-
Twenty miles outside Portland in
planes, and automobiles (now a sepa-
ponents produced in the United States
Clackamas, Oregon, Chandra Brown,
rate division owned by Volkswagen).
is more than 60 percent of the cost of all
vice president of Oregon Iron Works
Today the Czech company makes
components and final assembly takes
was surprised by the news. “I heard
steam turbines and condensers, but
place in the United States” (661.11).
there were no modern streetcars be-
the few Americans who are aware of
The German company Siemens
ing built in the United States and I
Skoda probably know the company
has a plant in California to make light
thought this was ridiculous. Street-
because of its transit products. Eyes
rail vehicles for the American market
cars were invented here.
popped in 2001 when the Portland
because of Buy America, but they do
we could build this.” In 2005 Oregon
Streetcar opened, powered by shiny,
not make streetcars.
The Gomaco
Iron Works decided to look into it.
sleek, and quiet Skoda T-10 tram cars.
Trolley Company in Iowa makes heri-
Oregon Iron Works is a diverse
Portland wanted a modern system
tage (reproduction) cars, but no one in
company, building boats, bridges,
like those in Istanbul, Prague, Helsinki
the United States was building mod-
space launch complexes, and hy-
and so many other Continental cities,
ern cars. Portland requested, and FTA
droelectric machinery, among other
but all the railcars used in those places
granted a waiver for non-availability
things, but is always looking for new
were built in Europe. The Buy America
and like so many Czech exports be-
opportunities, the next generation
Act says, “All of the components of the
fore—composer Antonin Dvorak, Pil-
of products. Renewable energy is a
Graphics Division Sales Support: 866.528.2175 www.pride-enterprises.org
• Transit Schedules • Route Maps • Fare Guides • Pamphlets • Brochures • Newsletters • Guide Books
“Your Trip Planner Magazine Printer”
I thought:
new product market and wave
PORTLAND CELEBRTES THE ARRIVAL OF THE FIRST U.S.-MADE MODERN STREETCAR
energy devices, for instance, are one product OIW is looking into; streetcar too fits into that green revolution in manufacturing. It can be difficult for a foreign manufacturer to break into the American transit market; because of Buy America the transition is most effective with a U.S. manufacturing plant like Siemens’ noted above or Canadian New Flyer’s bus factory in Minnesota.
By teaming up with an es-
tablished American company, Skoda could eliminate headaches, expenses, and a steep learning curve. For their part, OIW had the capabilities to build a streetcar, but not to design one. Through a new subsidiary called United Streetcar, OIW inked a deal
somewhere. But it was an experiment.
excited to see a [modern] streetcar
with Skoda whereby the Czech com-
The frame, the boggie, the bod-
built in the U.S.” says Ms. Brown. “We
pany licensed its already well-known—
ies, and the roof were made by United
have cities coming out to see the fac-
“beloved” is Chandra Brown’s word for
Streetcar, and they handle final assem-
tory in addition to going to Portland
it—streetcar design to United Street-
bly as well.
The propulsion system
to see them in operation.” Portland
car but the Americans would use the
comes from the Czech Republic, but
is expanding its streetcar service with
Skoda-built propulsion system. This
because of Buy America “most of the
an Eastside loop in the works. United
way the streetcar meets Buy America
[other] components had to be replaced
Streetcar has an order for six cars for
and Skoda Electric sells more units.
with American-made components so
that portion and is building seven units
Secretary of Transportation Ray
we were really building a new industry,”
for the Westside loop. They also won
LaHood was on hand for the unveil-
Ms. Brown says. “Those products were
an RFP for seven streetcars for Tuc-
ing of the first car in Portland on July
not here. This is a whole new product
son, “and we are looking to Charlotte,
1, 2009, a red and blue number that is
line for tons of other companies across
Miami, and others for selling cars.”
indistinguishable to the average pas-
the U.S.”
In the past, seats might
The maiden voyage of that first
senger from the wholly Czech-made
have come from European companies,
modern American streetcar is a home-
predecessors (testing will continue un-
but that would not work now. United
coming of sorts. Unlike the automo-
til October when the car goes in active
Streetcar had to find American sup-
bile, the streetcar is an American in-
service). In fact, it is quite different be-
pliers to send seats, windshield wip-
vention. The prodigal son returns and
cause of the supply chain. The first car
ers, headlight covers, handrails, etc.
as the market expands, we can expect
was a prototype, an imperfect word
The rise of United Streetcar means
modern streetcars to be coming home
because it was delivered and used
the U.S. market will be seeing more
rather than relegated to a showroom
modern streetcars.
to places it has never been before.
“People are so
Trip Planner Magazine
Fall 2009
33
Making Modern
How to make a modern streetcar in six easy steps. Feel free to try this at home.
6
The streetcar has a low floor to allow easy entrance/exit. Due to the low floor there is no space under the car to place the major electrical components. Consequently, they are placed on the roof, along with the 6 HVAC units and the pantograph.
4
The streetcar is a three body, doublearticulated vehicle. The three individual body shells are connected together via articulation joints. Each end body has a large fiberglass front piece attached to the metallic structure.
34
Trip Planner Magazine Fall 2009
5
After the vehicle body is assembled, the electrical wiring, major electro-mechanical and outfitting components are installed. There are almost ten miles of wire in every streetcar
3
The truck assemblies (or the “bogies”) are the vehicle propulsion systems. The truck assembly includes the axles, the gear boxes, the suspension, the motors, the friction brakes.
1
United Streetcar starts with the design and manufacturing of the welding fixtures. Each segment of the roof, like the example shown, will have its own fixture (“fixture for midroof,” etc.). Once a fixture is built, it can be used 500 times. Typically one fixture would be used to complete an order for, say, 20 cars. But if the order were larger, a 100 or so, they would build additional fixtures to facilitate the process.
2
The major body sub-assemblies are welded together to create the individual body shells. The three body shells are the main structure for the new car.
Trip Planner Magazine
Fall 2009
35
Streetcars There are essentially three functions a streetcar can
popular with the public, and readily supported by MUNI.
fulfill: transit, economic development, and tourism. None
By contrast, the Girard Line is in a rough area of West
of these are mutually exclusive; Portland has a system
Philly on the fringe of the downtown, and disliked by both
that has generated enormous investment in development,
the riding public and its operator, SEPTA. The success
is useful to tourists as a downtown circulator, and is
of Girard is entirely due to its connectivity to the greater
a popular form of public transportation for Portland
system; it operates between an elevated heavy rail line
residents (a famous neon sign on one downtown building
and a subway line.
implores, “Go By Streetcar”).
There are, however, some basic conclusions that can
The cities represented in the streetcar table below
be drawn. Population size and density are significant
vary widely from suburban southern communities to high-
factors for high ridership; looking at the 2005 ridership
density northeastern cities to the up-and-coming transit
(the most recent year for which we have complete data*,
hubs of the northwest.
In fact, each streetcar system
except for Katrina-stricken New Orleans, for which per
is so different from the others that they are difficult to
capita was figured with 2004 numbers) the streetcars with
compare. For example, San Francisco’s F-Market line
ridership over 1 million trips are in dense urban centers,
and Philadelphia’s Girard Street Line are both in dense,
although Tacoma’s population is one of the smallest in the
older cities and use extant lines and vintage PCC cars,
data set, but has the third highest per-capita ridership.
but the F-Market line goes through the most important
Connection to the greater transit system is also important
tourism and employment areas of the downtown, is very
as the Girard example shows.
Began Per Mile cost modern dollars Streetcar systems service (millions) Line Miles Type of Car New Orleans 1835 na 13.0 Vintage San Francisco-F Market Line 1995 na 4.2 Vintage Portland Streetcar 2001 11.9 4.8 Modern Tacoma Link 2003 50.3 1.6 Modern Boston Mattapan-Ashmont 1929 na 2.6 Vintage SEPTA Streetcar 2005 na 8.5 Vintage Tampa-TECO Line 2003 21.0 3.2 Heritage Memphis Main Street Trolley 1993 3.8 10.5 Vintage Little Rock-River Rail 2004 7.8 3.4 Heritage Galveston, Texas 1988 1.9 6.8 Heritage Kenosha 2000 3.1 1.7 Vintage Seattle Benson Line 1982 4.8 2.1 Vintage Charlotte Trolley 1996 8.0 2.0 Vintage Dallas-McKinney Avenue 1989 1.9 3.6 Vintage 2003-2004 numbers are for Girard Street, route 15 when operated by bus. In Sept. 2005 route 15 switched to streetcar.
36
Trip Planner Magazine Fall 2009
% in mixed traffic 25% 60% 95% 30% 5% 100% 0% 5% 85% 100% 15% 0% 0% 100%
Tr an sit
Boston Red Line
SEPTA - Girard
San Fran. F-Market Line New Orleans
Memphis
Portland
Charlotte Trolley
Tourism 2000 pop 484,674 776,733 529,121 193,556 589,141 1,517,550 303,447 650,100 183,133 57,247 90,352 594,210 540,828 1,240,499
. ev .D
Seattle Benson Line (suspended 2005) Little Rock River Rail
Tampa TECO
2003 trips 2004 trips 6,340,217 8,919,686 5,050,008 5,061,882 1,872,133 2,191,097 266,793 794,582 Not available 2,957,672 3,298,728* 503,698 519,564 1,562,396 1,010,442 44,457 54,335 40,566 67,556 58,913 403,590 398,580 Not available
on
Dallas-McKinney Ave.
Ec
Kenosha
Tacoma
2005 trips 2006 trips Hurricane Katrina 5,555,980 5,134,829 2,587,033 2,964,576 884,895 885,553 1,958,872 Not available 2,862,718 3,252,416 565,002 520,270 891,968 919,638 154,745 154,432 47,706 37,024 60,386 52,936 374,327 Construction 330,041 175,329 not available.
2005 Per capita ridership 18.40 7.15 4.89 4.57 3.32 1.89 1.86 1.37 0.84 0.83 0.67 0.63 0.61
Trip Planner Magazine
Fall 2009
37
No problem can withstand the assault of sustained thinking. - Voltaire
See samples of our transit thinking at thinkcreative.com/transit