SUMMARY OF RECOMMENDED ALIGNMENT
large part of the charm of Huntington' Downtown is due to the wide
streets. The size of our streets have remained more or less constant
for over a century. Today, with the added influx of auto traffic,
the challenge of incorporating an electric streetcar alignment into
Fourth Avenue is a significant one.
recommended alignment for the Trolley car route begins at the western
intersection of Hal Greer Boulevard and Fourth Avenue and runs along
this Avenue to the Eastern side of the 8th Street intersection.
The line would be single-track. Track construction is such that
the trackway can be driven on, which allows for two-way traffic.
When the streetcar is not operating, the trackway can be used for
a loading zone.
One - Right-of-Way Width
of the key factors in determining the feasibility of a vintage streetcar
serving the Downtown of Huntington is whether such a system can
be built within the available right-of-way. In order to design and
engineer the exact alignment, a detailed survey of Fourth Avenue
will be necessary. Another benefit of this location is that the
grade along the proposed line is virtually nonexistent and there
are no curves.
summary, the proposed right-of-way alignment for the Huntington
streetcar poses a number of design issues and will require some
difficult decisions as to traffic and parking issues. However, as
detailed elsewhere in this report, there are potential mitigation
measures which can be adopted to make the alignment feasible.
Two - Parking
major concern in implementing the historic streetcar alignment is
the issue of parking. Fourth Avenue has numerous metered and unmetered
spaces, and loading zones, between Hal Greer Bvld. and 8th Street.
A reconfiguration of the parking, such as angled parking or the
creation of parking areas on the Streets will have to be studied
in more detail.
exact number and location of passenger stops will not be finally
set until the engineering phase is completed. Indeed, the system
should be designed so as to permit the addition or deletion of stops
as ridership and land uses change. Stops should be located so as
to provide passengers with convenient access to stores, and other
points of interest. Stops spaced too closely impede schedules and
increase the capital cost of the system. Therefore, stops must be
located so as not to interfere with traffic excessively, and must
not compromise safety. Street lights will be timed so as to allow
sufficient time to allow traffic to flow and passengers to disembark
and load. This author proposes passenger nine (9) stops at each
VEHICLE STORAGE AND MAINTENANCE FACILITY
modest building will be required in which to house and maintain
the vehicle during the evening. We propose constructing a metal
building on the existing Greyhound/TTA station parking lot to facilitate
this need. As part of the efforts to provide historic authenticity,
this building would be constructed of a style similar to the bus
station. As an added attraction, it is recommended that the streetcar
facility serve as a museum of the transportation systems which provided
local service in Huntington during the past.
POWER DISTRIBUTION SYSTEM
all electric streetcars were powered by an overhead contact line.
Almost all vintage trolley systems use the same method. In most
cases, power is purchased from the local utility company at commercial
voltage and fed to a sub-station, whose output is the 600 volt direct
current used to propel the cars. The power is distributed by a single
overhead wire, about .5" in diameter, suspended at a height
of between 18' and 22' above the rails. The current is collected
by a swivelling trolley pole mounted on the roof of the car. Along
tree-lined streets and in business districts, the wire is virtually
single wire is supported from brackets which are attached to poles,
spaced on about 100' centers along the track. These poles will be
decorative, and can also be used to support street lights and signage.
The number of poles required will be determined more precisely during
the engineering phase of the project.
a sub-station can service about one mile of line. Modern sub-stations
are fully self-contained and automatic, thus requiring no labor
cost for monitoring.