A closer look at the streetcar debate

With the April mayoral election a week away, the defining issue is a possible trolley line in Madison. Challenger Ray Allen is strongly opposed to a downtown trolley, while Mayor Dave Cieslewicz has commissioned a study on streetcar feasibility, and plans to look at all possibilities for public transportation. Madison residents have also joined the trolley debate.

Proponents of the Madison trolley point to the success of cities that have adopted streetcars as a form of public transportation. Portland, Ore., Little Rock, Ark., and Kenosha, Wis. are cities considered trolley success stories. In each of these cities, trolleys were implemented as a means of transportation since the turn of the century.

A proposed system is 3.2 miles in length and would make numerous downtown stops, including Camp Randall, the Kohl Center, and State Street. A fleet of eight cars would stop at each station every five minutes during peak travel time, and ten minutes off-peak.

The trolley proposal is more than a transportation issue. In cities that have embraced trolleys, economic development has followed. The permanency of tracks encourages investment near the trolley’s route. “Developers don’t write checks for buses, they write checks for fixed rail investments,” says Len Brandrup, Director of Transportation for Kenosha.

Since the opening of Kenosha’s trolley system in 2000, Brandrup estimates $150 million in new development in the surrounding area. A December article in the Capital Times shows that Kenosha is not alone. Little Rock has seen $1.2 billion in new development, while Portland attributes $2.8 billion since the streetcar route was announced. The value of land near the Portland Street car has seen a 35-40 percent increase.

Streetcars are viewed as more ecological friendly than buses. Streetcars run on domestically- produced electricity rather then oil. Unlike buses there are no direct emission from a trolley. Streetcars are also quieter then buses, creating less noise pollution.

The Madison trolley proposal has its share of critics, including Allen. Portland’s trolley system cost roughly $11 million per mile to build in six years ago. Projections for a Madison trolley range from $15 – 25 million per mile. Those opposed to the trolley feel this money could be used on other projects the city desperately needs.

Opponents believe the trolley would compete with the bus system for customers. The addition of a trolley would not bolster the number of people that use public transportation, rather just give those that do more options. The projection that a trolley system would attract new riders may also be false. A study of the Portland system shows the percentage of riders between the trolley’s first year of operation and fourth year to be the same.

The trolley would not affect people in the suburbs or outskirts who currently drive to get downtown. The proposed loop means people that live in outlying areas would either need to drive downtown to use the trolley or take the bus.

Buses have advantages over trolleys, as they can be rerouted in time of emergency, or as is the case with the downtown farmer’s market. Buses are also becoming environmentally friendly, as biodiesel and hydrogen powered buses are currently being used in Europe. Both reduce dependency on foreign oil and burn cleaner than diesel, with hydrogen buses emitting water as waste.

Other concerns about the trolley include its speed and routes. Trolleys usually operate at between 5-10 mph. This slow pace may alienate some potential users. Concerns also arise about where the tracks would be placed. Madison is a town on an isthmus, which doesn’t leave a lot of room to expand. Tracks may replace bike paths or reduce already cramped road space.

The debate on a Madison trolley line is only beginning. The first test will come next week as the city votes for mayor, but debate will continue after that. Madison will find a way to retain its image as a progressive and green city by either voting in favor of a trolley system, or finding a different way to encourage mass transit.