VEHICLE
SUMMARY OF RECOMMENDED VEHICLES
The centerpiece
of the Huntington trolley system will be the vehicle. It must be
reliable, meet all current safety and accessibility requirements
for such a vehicle, have an authentic historical presence, and offer
an attractive and fun experience for the passengers.
TABLE
6 - 1
CHARACTERISTICS OF RECOMMENDED VEHICLE FLEET
|
Number
of Cars
|
One |
Type
|
Double-end,
Double-truck, Closed |
Length
|
40'
- 42' |
Width
|
8'-6" |
Passenger
Capacity
|
40
seats; 20 - 30 Standees |
Performance
|
50'
radius curve, 8% Grade, 20 - 25 mph top speed |
Accessibilty
|
On-board
lift or Station Platform |
Exterior
Finish
|
Painted
in Bold colors with gold leaf lettering |
Interior
Finish
|
Natural
wood, stained and varnished |
Lighting
|
Electric |
Heating
and Ventilation
|
Electric
heat; large opening windows |
Esimated
Cost
|
$500,000
- $600,000
|
The recommended
vehicle is a replica car. It should be double-truck, double-ended,
electrically propelled unit, approximately 40' in length and seating
approximately 40 passengers. It should be fully accessible, and
should conform to all applicable standards. The appearance should
be that of typical trolleys of the 1900-1910 era. While top speed
need not be greater than 15-20 mph, acceleration and deceleration
should be such that they can make the run from one end of the line
to the other in 10-12 minutes, including stops. Table 6-1 summarizes
the characteristics of the recommended vehicle.
In considering
the streetcars available and in service on similar vintage trolley
lines around the country, there are a number of options which should
be considered before arriving at a specific recommendation. Purchase
of the vehicle for Huntington will not occur until the system engineering
has been completed and the implementation of the line has been approved
and funding obtained.
DESIGN
OPTIONS
"Double-end"
A "double-end"
trolley is one which can be operated in either direction without
the need for a loop at each end of the line. In this type of car,
full sets of controls are provided at both ends of the car. Two
trolley poles are provided to collect current from the overhead
wire, one used for each direction of operation. At the end of the
line, the operator reverses direction, or "changes ends",
by simply moving the operating handles to the other end of the car
and switches trolley poles by first raising one, then lowering and
securing the other.
Two-axle versus four-axle
(Single-truck vs. double-truck)
Most
trolleys built before the turn of the century were of the two-axle
variety. That means that they had four wheels, and two motors, one
driving each axle. They were typically 22' to 28' in length and
could seat 35-40 in an open configuration and 24-30 in a closed
configuration. (See below for discussion regarding the relative
merits of open versus closed carbodies) Four-axle cars, which became
by far the most common type, ride on two "trucks"; each
of which has two axles. This gives a total of four motors per car.
A double-truck car is usually between 42' and 46' long and seats
40-48 in a closed configuration and 60-75 as an open car. To visualize
the relative sizes of the two types of vehicle, one can compare
the single-truck car to the present rubber-tire trolley operating
in Huntington, while the double-truck vehicle is approximately the
size of a tour bus. The greater capacity of the double-truck car,
and the better accommodation for the handicapped all lead to the
recommendation for double-truck cars for the Huntington system.
Open versus closed cars
Although there
were many varieties of car body design in use on the trolley lines
of the United States, two general types are most representative.
The open car, as its name implies, has no side walls. Passengers
sit on transverse benches which span the entire width of the car,
and board directly to their seats via long running boards along
the side. This results in a vehicle which can seat up to 75, at
five riders per bench. On the other hand, there is no space for
standees. While the breezy open feel of this design is an attraction,
and while the view is unrivalled, the open car has several severe
drawbacks which led to its withdrawal from use in most cities by
the 1920's. First, the completely open sides and the random boarding
constitute an obvious safety hazard. This is probably more important
today than 80 years ago because of the increasingly litigious nature
of our society. Secondly, because of its design, the operator cannot
collect fares. This means that a second crewperson must perform
this task, which doubles operating cost. Third, although open cars
are usually equipped with curtains that can be rolled down in case
of inclement weather, the cars are not pleasant to ride in during
rainy weather. (Nor is operating such a vehicle from the unenclosed
front platform a delightful job, as the consultant can personally
attest) Fourth, handicapped accessibility is much more difficult
to design into an open car.
The closed car
has large windows along the side, but has solid walls for the lower
portion. Windows can be raised in good weather, or lowered in bad.
Modern replica streetcars can, in fact, be air-conditioned, although
none of the present vintage trolley operations around the country
do so. Seating arrangements vary, but generally consist of seven
or eight rows of transverse seats, with two persons sitting on each
side of the aisle. Longitudinal seats at each corner provide additional
seating. This results in a seating capacity of 40-48 passengers,
for a double-truck closed car. In periods of peak demand, another
20 to 30 people can be handled as standees. A single-truck closed
car typically seats 20-28, with space for 10-15 standees. All boarding
and alighting is done through doors controlled by, and under the
supervision of, the operator. Fare collection is also handled by
the operator. Finally, handicapped access is under the direct supervision
of the operator, and there is more room for maneuvering wheelchairs
inside the car than on an open car.
After due consideration
of the advantages and drawbacks of the two types of body design,
this consultant recommends the use of closed cars.
Electric versus self-propelled cars
Streetcars built
and used in American cities and towns after the turn of the century
were almost universally propelled by electricity taken through a
trolley pole from an overhead wire. This
was true in Huntington from 1899 until the end of streetcar service.
However, as vintage trolley projects have been implemented in recent
years, consideration has been given to self-propelled vehicles.
The system in Galveston, Texas, uses such cars, although it is the
only significant one to do so. These cars are double-truck closed
vehicles, and contain an on-board engine which drives a generator,
which in turn provides electric power to the motors. The engine
is a Cummins diesel, of the same type used on large buses, and operates
continuously at 900 rpm, which is a fast idle. In some other cities,
consideration has been given to a CNG or LNG engine, but to date
no such car has been designed or built. Performance of the self-propelled
car is distinctly inferior to an electrically-driven vehicle. In
addition, the presence of the bus engine effectively cancels the
noise and air pollution advantages of the electric car. Further,
the need to fuel and maintain the internal combustion engine as
well as the electric motors greatly increases maintenance. Finally,
there is the unquantifiable but very real preference of riders for
the genuine experience of a ride on a real streetcar. Accordingly,
the consultant recommends that the vehicles used in Huntington be
electrically driven.
Accessibility
The Huntington
trolley will have to meet the requirements of the Americans with
Disabilities Act (ADA). Most of the requirements can be easily provided
for, but the need for wheelchair accessibility calls for careful
system design. Considerations of adequate maneuvering area and suitable
tie-downs on board the car are important, but are fairly straightforward.
However, provisions to actually board the car affect both the car
and the passenger stop. The basic issue is how best to raise the
wheelchair from sidewalk level to the level of the car floor. This
can be done in one of three ways. First, a retractable lift can
be incorporated on the car itself. A second option is to provide
a lift in the stop area, along with a short bridge plate to span
the distance from the edge of the raised lift to the car. The third
option is to provide a small raised platform at the stop, again
with a bridge plate. The preferred choice will require more detailed
engineering, but it is recognized that full accessibility must be
provided.
ALTERNATE VEHICLE SOURCES
Over the past
15 years vintage trolleys have become popular. Three categories
of sources have been used. Each of these is described below, together
with examples of cars and systems on which they serve. Some systems
have a uniform fleet, such as Portland, Seattle, and Galveston,
although the source may differ. In other cases, such as San Jose
and Memphis, several different kinds of cars are operated, and are
obtained from different sources. Similarly, some lines will use
a uniform model of car, but they will be painted in varying liveries
to give variety. San Francisco and the proposed Kenosha fleet are
examples of this technique.
Restored Cars
Some cities have
been able to locate the remains of streetcars which actually ran
in that area. San Jose, for example, located two car bodies which
had been turned into migrant worker housing when trolleys were discontinued
in 1934. Another such shed was found behind a dry-cleaner's store
in nearby Santa Cruz. These cars were painstakingly restored to
operating condition, using trucks, motors, and other equipment purchased
from many sources. Fort Collins, Colorado, operates a car which
had been owned by the streetcar line there. In Ft, Smith, West Virginia,
volunteers restored a carbody to operating condition after the expenditure
of thousands of hours. Restored cars are obviously a desirable source,
but it is doubtful that any of the Ohio Valley Electric Railway
cars could be located nearly 70 years after closure of the Huntington
system. Still, old streetcar bodies are being found even today,
in the disguise of fishing shacks, chicken coops, farm sheds and
other mundane uses to which they were put decades ago. Obviously,
such a find would be a centerpiece for the restored Huntington streetcar
line, and should such a car be located, its restoration should be
considered.
Rehabilitated Cars
In recent years,
several cities around the world have been retired streetcars 30
to 50 years old. Some of these vehicles have been rehabilitated
and found new homes on vintage trolley systems in America. Melbourne,
Australia, for example, provided cars for Seattle, Memphis and San
Jose. Oporto, Portugal, was the source of several of the single-truck
Memphis vehicles. Toronto and Philadelphia provided PCC streetcars
from the late 1940's for the San Francisco "F" line on
Market Street. While the initial cost of such cars is generally
low, the cost of shipping and the cost of modifications needed to
make them suitable for reliable service may be quite high. It is
important to remember that such cars are retired by the owner because
they are basically obsolete and worn out. To rehabilitate them for
another two or three decades of service is a major task. There is
also the question of the suitability of the available cars for the
system on which they are proposed to operate. There is also the
issue of availability. Melbourne no longer has cars available, nor
does Oporto. As planning for the Huntington system moves forward,
the availability of suitable cars for rehabilitation should be monitored.
In the event such cars become available, their purchase can be considered
at the time a vehicle fleet is procured. Table 6-2 provides data
on several rehabilitated cars in service today, including availability.
TABLE
6 - 2
CHARACTERISTICS OF REHABILITATED STREETCARS
|
|
MELBOURNE
|
MILAN
|
OPORTO
|
PCC
|
Type
|
Double-end
Double-truck Closed
|
Single-end
Double-truck Closed
|
Double-end
Single-truck Closed
|
Single-end
Double-truck Closed
|
Length
|
48'
|
46'
|
30'
|
46'
|
Width
|
9'
|
8'
|
8'6"
|
8'6"
|
Propulsion
|
Electric
|
Electric
|
Electric
|
Electric
|
Capacity
|
48
seats
|
40
seats
|
24
seats
|
44
seats
|
Heating
|
Electric
|
Electric
|
Electric
|
Electric
|
Minimum
Radius
|
50'
|
50'
|
50'
|
36'
|
Gradeability
|
6%
|
6%
|
6%
|
10%
|
Top
Speed
|
>25
mph
|
>25
mph
|
25
mph
|
45
mph
|
Accessibility
|
Center
Door
|
Front
and Center
|
Front
and Rear
|
Front
and Center
|
Body
Style
|
Distinctly
Australian
|
Similar
to 1920 US Streetcars
|
Similar
to 1910 US Streetcars
|
Art
Deco
|
Cost
Range
(Rehabilitated)
|
$350-550,000
|
$300-550,000
|
$250-400,000
|
$200-400,000
|
Availability
|
None
|
Limited
|
Limited
|
Unknown
|
Drawbacks
for Huntington
|
Availability
Access Styling
|
Single-end
Design
|
Single-truck
Design
|
Capacity
Single-end Design; Styling
|
Replica Cars
A third source
of vintage streetcars is that of replica vehicles. At least two
manufacturers have produced such cars, which feature new bodies
and rehabilitated electrical and mechanical components. Galveston,
Texas; Portland, Oregon; and Lowell, Massachusetts, are three systems
where such cars are used. Several different designs have been produced,
and replica cars have proven to be reliable and attractive performers.
Since they are built new, they are available when the customer is
ready to order. Similarly, since they are built by American manufacturers,
there are service and warranty provisions in the purchase contracts.
They can be customized to suit local requirements, although major
modifications may require costly design changes. Table 6-3 provides
a comparison of several replica cars in service today.
TABLE
6 - 3
CHARACTERISTICS OF REPLICA STREETCARS
|
|
LOWELL
|
PORTLAND
|
GALVESTON
|
15-BENCH
OPEN
|
Manufacturer
|
Gomaco
|
Gomaco
|
Kasgro
|
Gomaco
|
Type
|
Double-end
Double-truck Closed
|
Double-end
Double-truck Closed
|
Double-end
Double-truck Closed
|
Double-end
Double-truck
Open
|
Length
|
39'8"
|
40'
|
42'
|
43'
|
Width
|
8'6"
|
8'6"
|
9'
|
8'6"
|
Propulsion
|
Electric
|
Electric
|
Diesel
|
Diesel
or Electric
|
Capacity
|
40
seats; 20-40 Standees
|
40
seats; 20-40 Standees
|
40
seats; 30 Standees
|
75
seats; No Standees
|
Heating
|
Electric
|
Electric
|
Electric
|
None
|
Minimum
Radius
|
50'
|
50'
|
80'
|
50'
|
Gradeability
|
NA
|
NA
|
NA
|
NA
|
Top
Speed
|
25
mph
|
30
mph
|
30
mph
|
28
mph
|
Accessibility
|
Front
and Rear
|
Front
and Rear
|
Front
and Rear
|
Sides
Only
|
Body
Style
|
1900s
US
|
1900s
US
|
1900s
US
|
1900s
US
|
Cost
Range
(Rehabilitated)
|
$400-600,000
|
$400-600,000
|
$650-975,000
|
$400-600,000
|
Availability
|
Yes
|
Yes
|
Yes
|
Yes
|
Drawbacks
for Huntington
|
None
|
None
|
Cost,
Noise, Exhaust
|
Car
Design
|
|