[milwaukee-electric] Re: Milwaukee streetcar engineering to begin this fall.

[Don L. Leistikow]

Ken J and list:   Ed Wilkommen and I have long lobbied for a practical
'streetcar' line.  Our proposal is based upon the now abandoned Air
Line/West Allis Line private right of way which is available from the
west end of the former Air Line Yard (approximately 40th street)
westward serving Miller Park, Soldiers Home/VA, and stops at Hawley,
former A-C Business Park, 70th, 76th, State Fair Park/84th, 92nd,
Zoo/108th, 116th and ending at Bluemound Road or... the Elm Grove
Shopping Mall.                                

Eastward, a stop at the Potawotomi Casino and the Amrtak Station.  This
leg to could be surface based of elevated.  Eastward, beyond the Amtrak
Station, the line would use 5th street to Michigan thence, east to the
Lakefront, backboning Wisconsin Avenue.                                    

Rolling stock would be of the LRT variety, suitable for street running
and speeds up to 70mph for private right of way operations.                                               

Not generally understood is the definition of the forms of passenger
rail transportation.  They are trains(Amtrak) then:                                                         

Communter services;  such as the former Watertown Cannonball, which made
all local stops between Milwaukee and Watertown, i.e., Wauwatosa, Elm
Grove, Pewaukee, Nashotah.... etc..                     

LRT(light rail transit).. Slightly smaller rolling stock, equipped with
multiple unit connections (ala NorthShore style) with the same
capability of high speeds on private right of way and able to mix with
traffic in local street running.                     

Streetcars:  Designed for street running with moderate speeds of up to
40 mph, using mainly single car units and making local street stops set
at two city blocks apart.                                                       

The proposed downtown loop may find some local traffic but, will mainly
be restricted to short line services.  Some occassional transfering
passengers may be found during the rush hours.  It should be noted that
the average transit passenger will embrace transfering once but, those
who may be willing to make more than one transfer enroute are, few and
far between.                                       

Like the Kenosha streetcar loop, its value is of introducing streetcars
to a community.  Advantages are that of lower cost of operation per
passenger.  This is enhanced by the clean air, non polluting form of
vehicle.  Additional advantages are the attraction to a transit line
which will be there in the foreseeable future.  This relates to
commercial development and apartment/condominium living spaces providing
residential development that will then be reflected in taxable property
income for the City and County.                

Motor Coach lines do nothing to enhance development and are shunned by
most of the commercial and residential developers as; given the choice
of riding a bus or.. using ones own automobile, the latter is the usual
choice.  Vehicle emissions are a detriment to housing on those bus
routes.  

Professional Transit Engineers have the financial figures which prove
the above statements.  Tom Rubin, a consultant that visited Milwaukee
recently, is well known to me as I did challange him via the internet
Group, 'Transport Policy', several years ago.  TR is/was based in Los
Angeles, which was a long time holdout against electric rail transit.
Although he was a member of the group which finally brought about the
first of LA's electric rail transit operations, he has been a devout
supporter of Motor Coach services.           

Edson L. Tennyson, a highly recognised Professional Transit Engineer has
quoted that the cost per passenger when riding electric rail transit
services is some 20 cents less per mile than the cost per passenger via
Motor Coach (bus) service.  Although the initial investment is higher
going in, the length of operation is twice as long, or more, before
major replacement becomes necessary.  I belive that I am quoting Ed
Tennyson's figures, accurately.  


Furthermore, a 100 foot private right of way is more than adequate for
LRT operations and will or can provide services of some 400 seats per
train on a private right of way.  Such trains can be fielded on as
little as a two minute headway.   City street ops may limit the number
of cars or length of a train.                                                        

Back about 1940, I rode a westbound Rapid Transit car from 3rd &
Michigan streets.  With six blocks of street running to achive the
private right of way, I rode non-stop to 68th street, in seven minutes,
flat.  You cannot do that today!                  

We need to go back, to the future!             

Don L. Leistikow