Enter the Electric Trolley Bus!

The electric trolley bus (sometimes called the trolley coach or trackless trolley) combines the advantages of traditional streetcar technology with the flexibility of a motor coach. Operated from an overhead power source these buses share application of 600-750 volts direct current (dc) found in both office and industrial complexes for use in elevators, cranes or other electrical devices. In fact, 750 volts dc is the standard for many electric transit systems, including Washington’s Metro.

While some might raise aesthetic objections to the overhead cables employed they nonetheless serve as guide to the route since potential riders can see where the vehicles operate. One of the most common complaints leveled against transit operators is the roadside “bus stop” signs give little indication where the line actually runs.

Currently, in the U.S., there are five trolley bus systems located in such diverse cities as Seattle, Boston, Philadelphia, San Francisco and Dayton. In each case their quiet performance, coupled with sufficient power for gradient operations have outweighed the use of traditional diesel technology. In fact, it was these environmentally desirable characteristics that saved Dayton’s trolley bus system from extinction over a decade ago. They have now rebuilt their fleet with 57 new trolley buses acquired from the Czech builder Skoda in 1998/99.

Any number of route combinations could be considered candidates for possible trolleybus conversion. Trolleybuses might just be the answer for the Broad/Main Street corridor and for those advocating dedicated bus ways as a cheaper alternative to heavy rail construction. In 1995 Quito Equator opened such a dedicated trolley bus system using special reserved roadways for these vehicles. For portions of the routes not initially placed under the wire a dual service vehicle could be employed. Currently, Seattle operates some 236 Breda trolleys, equipped with both Westinghouse motors and Detroit Diesel 6v-92 engines, on all portions of its system.

Of course the question of financing for such an undertaking comes up.
While such a program would most likely involve a combination of Federal, State and local dollars there are strategies that might reduce costs. One method might be the unique public/private partnership utilized nine years ago in Kenosha, Wisconsin to build its heritage streetcar line. Here, the primary contractor acted as the purchasing agent to procure equipment, track and fittings at a substantial savings to the area transit agency. Also, the North Jersey-Bergen County light rail, operated by New Jersey Transit, is the result of such partnering including that of local real estate developers.

Only through building capacity on an incremental basis can we begin to move people out of automobiles and on to transit with any degree of regularity. Thus, the trolley bus becomes a perfect vehicle to build ridership and infrastructure necessary to support larger more complex transportation operations.