Trolley Bus and Motor Coach Operational Cost Comparisons Utilizing Section 15 Data

Transcription

1 52 TRANSPORTATION RESEARCH RECORD 1165 Trolley Bus and Motor Coah Operational Cost Comparisons Utilizing Setion 15 Data D. DUNOYE AND W. DIEWALD An examination of the osts of operating and maintaining trolley buses and motor oahes in Dayton, Ohio, is presented. The ost omparisons used the Setion 15 data submittal pre-.. T 1111 T'lo ' _ 11,..,!.._.t. --4.lL - J.o. van:u UJ Ull! lyualljl Yatn:y I\.l:!;lUll.. l U "l1'hl ftulllul llj' (MVRTA) for Cost-alloation assumptions for joint expense items are detailed. The analyses indiate that the trolley bus osts more to operate and maintain In Dayton than the motor oah In terms of dollars per vehile mile. Optional senarios for the future trolley bus and motor oah systems were developed in view of the urrent need to replae the existing trolley buses, the power distribution system, and the overhead system. Consideration was also given to the potential hanges in future UMTA apital grants and operating assistane programs and the impats that these hanges an have on the ability of the MVRTA to pay for all the urrently needed apital improvements and future operating and maintenane osts. Trolley buses have operated in Dayton, Ohio, sine 1933 when the Dayton Street Railway Company introdued Dayton's first trakless trolley oahes (1). Currently the Miami Valley Regional Transit Authority (MYRTA) operates 65 trolley buses under 132 mi of one-way overhead on nine routes. Dayton is one of five U.S. ities and one of eight North Amerian ities with a trolley bus operation. There are many suh systems in Europe and Asia, but trolley bus operations in the United States have delined sine their zenith in about 195. At that time Lliere were more tha , "trakless trolleys" (2). It is generally aepted that trolley bus operations are highly advantageous when one or more of the following fators prevail: 1. There is an inexpensive soure of eletri power, 2. The bus system operates in hilly terrain, or 3. There are stable, high-density travel orridors that an be served by transit. With one exeption, the trolley bus operations in the United States an point to these fators in one ombination or another as the bases for their operation. These fators, however, are not in evidene in Dayton. D. Dunoye, Division of Transport, S. A. Matra, Taipei, Taiwan, W. Diewald, Offie of Tehnology Assessment, Washington, D.C Data omparisons of North Amerian and European trolley bus systems portray Dayton in a similar light. For example, Figure 1 shows the ratio of miles of overhead wire per trolley systems. Dayton stands out as the only trolley bus system with a value greater than 2. Another fator of omparison is the overhead utilization ratio or the ratio of feet of one-way overhead wire to feet of vehile as shown in Figure 2. As an be seen, the European systems are very onsistent in terms of this ratio, whereas the North Amerian systems are widely dispersed; Dayton has the highest ratio, a value of 272. There is a voal pro-trolley fation in Dayton that has sueeded in the past in ountering any attempts to redue or remove trolley bus operations. The proponents promote the "tasteful eloquene" of the "graeful, quiet, pollution-free vehile." City Transit, the original transit operator, has suessfully resisted numerous attempts to abandon trolleys (1). There is a belief that the trolleys have a uniqueness that perolates to a uniqueness in the ity itself. The pro-trolley sentiment often surfaes in the press. An artile about a study showing no signifiant differene in measurable air pollution between trolley buses and motor oahes was headlined "Diesel Bus Emissions Bigger Health Threat, Study Says" (3). The problems with the urrent Dayton system atually stem from the earlier suess of City Transit in retaining trolley operations during an era of general trolley deline in the United States. City Transit purhased vehiles and, in partiular, overhead at bargain pries from systems that were phasing out trolleys, so that they were able to extend trolley servie for muh less than if new equipment had been used (1). Now, however, there is a need to either abandon the trolley servie or ompletely replae the hodgepodge of overhead hardware, muh of whih is obsolete. In addition, the trolley buses (TBs), whih are atually modified motor oah (MC) equipment, are deteriorating muh faster than antiipated and will have to be replaed before they are 12 years old at a ost urrently estimated to be 4 to 6 perent greater than that of an MC. Thus in January 1986, the MYRTA sought tehnial assistane regarding the future of its TB system and ertain tehnial aspets of the TB operation. MYRTA staff had been asked by their Board to examine possible future options for its TB and MC operations, partiularly in view of Reagan Administration plans to dismantle

2 DU1Wye and Diewald u.$: "' \- "' a. 1.5 'O CD.$: \- "' "' CD 'j.5 Average of 8 European ""m.'8 mo/"'" \ Average of 8 North Am eri an systems =.97 mi/veh Average of 3 Canadian systems =.75 mi/veh Average of 5 U.S. systems = 1.1 mi/veh : : - 2 _J 'i - :.s::. u., u :.::: "' :E z N "' Vl j.,., : (:J., : : 2 : E e a I- <; "' :r: Trolley System \-., : : j;;. u : CD., :. u :;: a... -;; '(j., : Vl :: : : Vl FIGURE 1 Ratio of miles of overhead wire per trolley bus. the urrent UMTA operating assistane program and to redue and reorganize apital funding programs. A ontrat was let to ondut a study originally designed to fous on tehnology and the options provided by advaned TB equipment and overhead and to examine how the MYRTA TB system ould be optimally onfigured to meet loal transit goals within existing and future finanial onstraints. As the study progressed it beame lear that although advaned tehnology provides onsiderable options for both TB and MC, the overriding onsideration for the future of the TB system is a finanial one and that this needed to be aurately presented to the Board. BACKGROUND INFORMATION The study took into aount the following basi information regarding the loal transit system: 1. The MYRTA system urrently onsists of ombined TB and MC operations. 2. The TB and MC operations are not independent; that is, there is onsiderable overlap of the TB and MC routes. 3. The TBs are deteriorating faster than antiipated. In the past a TB was assumed to have a useful life of 2 to 25 years, whih ompensates for its initial higher ost than that of an MC (useful life, 12 years). A 2-year life is appropriate for equipment designed and engineered as TBs. It does not apply to TBs that are in fat modified MCs. MYRTA TBs, whih are modified MCs, will have to be replaed before they are 12 years old at a ost that is 4 to 6 perent greater than that of an MC. 4. The TB overhead is being refurbished by MYRTA beause it is quite old and badly deteriorated. 5. The TB power distribution system (PDS) will, in the near future, be operated and maintained by MYRTA beause the urrent operator, Dayton Power and Light (DP&L), no longer wants to supply the needed de power. Muh of the PDS needs to be replaed, and a plan has been developed for ompletely rebuilding it; the work will be under way soon. From this information it is apparent that MYRTA is urrently in the position of purhasing a ompletely new TB system (i.e., TBs, overhead, and a PDS owned and operated by MYRTA). It is therefore important to examine all possible options regarding the future TB and MC systems that it will operate; the MYRTA board must make a build or no-build deision. (The no-build option involves removal of the overhead, dismantling of the PDS, and divestiture of the TBs.) Compounding the problem is the urrent UMTA apital grants program, whih inludes formula funds for fixed-guideway transit, inluding trolley bus operations. Thus, MYRTA urrently reeives an annual appropriation of about $6 million beause it has a trolley bus system.

3 54 TRANSPORTATION RESEARCH RECORD "' ::J CD -.J:. OI :.....J I-._..._ "'O...,.J:.._.J:. OI :.. -' Average of 6 European systems = 79 Average of II North e Amerian systems = 129 rage of 3 Canadian systems = 99 Average of 5 U.S. systems = ' - L.!:' u :i i " z.!o "' V1 ".s:; u :i N " Trolley System :i e ",,,. (!) I- u ; L.!:' ;; -.s:; :;: ; ".._.s:;.. V1 :;: " V1 " FIGURE 2 Ratio of length of overhead wire to length of trolley bus. INITIAL APPROACH The initial study sope involved the following steps: 1. Identify a set of feasible TB/MC system alternatives, 2. Estimate the osts of these alternatives, 3. Examine future funding senarios, and 4. Detennine the impat of eah funding senario on eah system alternative with partiular referene to the loal fisal responsibility. Preliminary disussions with MYRTA staff regarding TB route hanges or onsolidations, or both, revealed that (a) there are no major route hanges that an be made solely on the basis of servie-level improvements and (b) route onsolidations, without total elimination of some routes, do not have a major impat on the extent of the TB overhead network. Further, even if MVRTA replaes the TBs, the overhead, and the PDS, UMTA funding may not ontinue at existing levels to support this ommitment. The TBs have an expeted useful life of 15 years; the overhead and the PDS have an expeted useful life of 4 years. As a onsequene, the tehnial onsiderations must be viewed in the ontext of future federal apital funding redutions and the potential need for inreased loal funding to make up for potential apital shortfalls. Therefore, the issue for MYRTA is not one of simply identifying TB" system alternatives but, more importantly, determini..tlg the ost i..rnpliations of these alternatives, espeially those that will enumber future MVRTA funds. A major aspet of the ost impliations is the atual operating and maintenane (O&M) osts of the TB and the MC systems; moreover, there was onsiderable disagreement in Dayton regarding these osts. As a result a deision was made to fous on developing detailed ost estimates and examining the ost impliations of a seleted set of alternative system onfigurations based on MYRTA data and reports. Partiular emphasis was given to estimating the O&M osts for both the TB and MC systms. Seleting Alternative System Configurations There are a large number of potential TB/MC system options that an be examined, partiularly from the standpoint of operations. However, in view of time and resoure limitations

4 Dunoye and Diewald and beause it was determined that a small number of alternatives would provide adequate representative information, five alternative system onfigurations were defined and examined. These are status quo, all-diesel (MC) system, onsolidated diesel (MC) system, state-of-the-art onsolidated trolley bus system, and a state-of-the-art trolley bus system repliating the existing system. These will be desribed in more detail. Alternative 1: Status Quo For the status quo alternative the ex1stmg TB/MC system would ontinue to operate. In partiular, MC vehiles would be as urrently onfigured; TB vehiles would be standard vehiles with solid-state ontrol and auxiliary power units; the total fleet size would not hange. The overhead network would remain the same; MYRTA would proeed with its refurbishment program, aimed at replaing the entire overhead equipment over the next 4 years. MVRTA would also proeed with the installation and operation of the PDS urrently being proposed. Alternative 2: All Diesel For the all-diesel alternative the TBs would be eliminated and the overhead system removed; the TBs would be replaed by an equal number of MCs. This one-for-one replaement does not take into aount the existing route or equipment dupliation. Elimination of the TB system would require reimbursement of funds to UMTA as well, beause the TBs have not reahed their design life. Alternative 3: Consolidated Diesel System The onsolidated diesel system is similar to the system under Alternative 2 but inludes a redution of the MC fleet, whih an be brought about beause of the urrent dupliation between TB and MC routes and equipment. Alternative 4: State-of-the-Art Consolidated TB System The onsolidated system with state-of-the-art trolley bus equipment inludes a redution of the TB overhead network to inlude only those routes judged by MYRTA staff and the onsultants to have enough traffi to justify TB operation. The redued overhead would be totally rebuilt using state-of-the-art tehnology. The PDS rebuilding plan would be modified to take into aount the redued TB system. Dual-propulsion vehiles would be obtained to maximize the use of the redued overhead system. The size of the new fleet would be optimized to take advantage of the onsolidation of the routes. Alternative 5: State-of-the-Art Full TB-MC System The state-of-the-art full TB system would not hange the existing TB network. The overhead and PDS would be totally rebuilt over a 5-year period with stale-of-the-art tehnology. The vehiles would be replaed with a hopperless trolley similar to the E.H.M. Developed by BBC in Switzerland. Table 1 provides a summary of the details for eah of the five feasible alternatives. Costing the Alternatives O&M Costs O&M osts were obtained using the MYRTA 1984 Setion 15 data submittal (not the UMTA Setion 15 report). These data are prepared annually by transit authorities that reeive federal assistane and provide a wealth of information. The osts by ategory were entered onto a spreadsheet template so that alloations for joint expenses and estimates of the alternative senarios ould be made easily. The ompleted spreadsheet also provides a simple and quik means for assessing the sensitivity of alloation assumptions as well as potential hanges in individual ost items. Costs were alulated per revenue hour and per revenue mile. In the ase of joint expenses reported by MYRTA in the Setion 15 data submittal, alloation estimates were based as follows: 1. In general, joint expenses were divided on the basis of annual revenue vehile hours, whih yield a fator of.37 for trolley bus and.59 for motor oah; the balane of vehile hours is dial-a-ride servie. 2. Expenses in the General Funtion and General Administration ategories were divided between operations and maintenane on the basis of Setion 15 data: 7/3 for trolley buses and 78/22 for motor oahes. They were then divided aording to item 1 above. 3. Serviing and fuel for servie vehiles in the Expenses ategory were divided 8/2 (trolley bus/motor oah). 4. Maintenane of buildings and grounds in the Expenses ategory was divided 5/5 (trolley bus/motor oah). Alternative 1: Status Quo Analysis of the MYRTA Setion 15 data indiated that on a per-revenue-hour basis the TB osts slightly more to operate than the MC ($4.85 versus $4.21); on a per-revenue-mile basis the ost is $3.73 versus $2.8. For this study the number of revenue operating hours for both systems was assumed to be at the 1985 level: 191,18 hr for the TB system and 37,166 hr for the MC system. It should be pointed out that the MC fleet had an average age of 8.5 years and the TB fleet had an average age of 7 years in The fleet size is assumed to be 133 MCs and 65 TBs. Also, MYRTA has a higher-than-average spare ratio for MCs beause spare MCs are required to provide tripper and bak-up servie on TB routes. Alternative 2: All Diesel For Alternative 2 the O&M osts were alulated using the 1984 Setion 15 data as a base with 55

5 TABLE 1 ALTERNATIVE SERVICE AND OPERATING SCENARIOS BUS EQUIPMENT TROLLEY OVERHEAD POWEi DISTRIBUTION SYSTEM NON-REVENUE VEHICLES 1. Status Quo 133 MC; 65 TB (New TBS to be purhased as planned) Refurbished as per urrent plans. Total ebuild with state Jf the art equipm:mt Same as All Diesel Fleet 198 MC; one to one replaement of TBs Completely removed Compleely removed Redued by 75% 3. Consolidated Diesel System 193 MC; redution due to dupliation of servies Completely removed Completely removed Redued by 75% 4. Consolidated Trolley Bus (with State-ofthe-Art Equipment) and MC System 146 MC; 47 TB Redued overhead to 55 mi.; rebuild over 5-year period Total rebuild of redued (5%) system with state-of-the-art equipment Redued by 5% 5. Full Trolley Bus (with State-of-the Art Equipment) and MC System 133 MC; 65 TB Use hopperless TBs Rebuild entire system over a 5-year period with state-of-the-art equi pment Total rebuild with state-of-the-art equipment Redued by 5% Note 1: Maintenane faility requirements are assumed to remain the same. Note 2: O&M staff hanges have not been estimated diretly. However, in estimating O&M osts pro rata O&M hanges were assumed as a result of hanges in servie.

6 Dunoye and Diewald adjustments to represent the atual ost of MC and TB operation more aurately. The adjustments are needed beause of ertain anomalies at MVRTA that have the effet of weighting O&M osts in one diretion or another. For example, the pik proess for operator job seletion affets operating osts beause senior operators tend to hoose the MCs and MC routes over the TBs, resulting in a disproportionately higher labor ost for the MC system. The net effet of normalizing these osts was the lowering of the O&M osts on a per-revenue-hour basis. fu an all-diesel system the O&M ost per revenue hour of servie is estimated at $ This estimate is generally onser\fative beause it does not take into aount any potential savings from an optimization of an all-diesel system by route onsolidations and redution of the fleet size. The total fleet is assumed to be 198 MCs. In this alternative the number of operating hours was assumed to be the same as the total for MC and TB operations in Alternative 1 (498,274 hr). Alternative 3: Consolidated Diesel System This alternative assumes an all-diesel system, but with fewer MCs than Alternative 2. Dupliation inherent in the existing TB and MC system is eliminated. Again, Setion 15 data form the basis for O&M ost estimation for this alternative. The MC fleet size is redued to 193 vehiles and the total number of operating hours is redued to 469,399 hours. Alternative 4: State-of-the-Art Consolidated TB System For the state-of-the-art onsolidated TB system it was assumed that onsolidation would have the following results: 1. Total number of revenue vehile hours would be 349,43 for MC and 146,946 for TB. 2. Total fleet would onsist of 146 MCs (inludes 2 perent spares) and 47 dual-propulsion TBs (inludes 2 perent spares). Vehiles are all assumed to have wheelhair lifts and air onditioning. 3. Fuel onsumption would be 4.21 mpg for MCs and 4.13 kw-hr/veh-mi for TBs. This assumes no hange in energy onsumption from urrent levels, even though the air onditioning unit has been added. It was assumed that the energy saved through a solid-state ontrol system would be equivalent to the air onditioning energy onsumption. 4. Average speed would be 14 mph for MCs and 11 mph for TBs. 5. Overhead would onsist of 55 mi of one-way wire. Alternative 5: State-of-the-Art Full TB-MC System Alternative 5 ombines the existing overhead network, fleet size, and route sheme with the state-of-the-art equipment assumed for Alternative 4. O&M osts were estimated using appropriate information from Alternatives 1 and 4. Table 2 summarizes the O&M osts for eah alternative using 1986 dollars. Capital Costs The vehiles are all assumed to be equipped with air onditioning and wheelhair lifts. MC osts are assumed to be $16, per vehile based on reent bid data. TB osts are assumed to be $246, per vehile based on a reent 1-vehile bid to MVRTA. A state-of-the-art trolley equipped with an alternative power unit (APU) is assumed to ost $221,4 based on manufaturer's data. A dual-propulsion vehile was estimated at $261,13 for a 47-vehile order based on a manufaturer's quote for a 1-vehile order. For the PDS, the full system 1986 overhead network ost is assumed to be $1,72, aording to the engineer's estimate from MVRTA. The redued (onsolidated) system ost is assumed to be $4,5, (on a pro rata basis). Based on data supplied by MVRTA the overhead ost per one-way mile is assumed to be $138,993 when installed by MVRTA and $155,693 when installed by a ontrator. It should be noted that these estimates are low when ompared with similar programs in other ities. For example, in San Franiso, 5.3 mi of overhead refurbishment ost an average of $334,5 57 TABLE 2 O&M COST PER ALTERNATIVE TROLLEY BUS DIESEL BUS ALTERNATIVE $/veh-mi $/hr $/veh-mi $/hr

7 58 per one-way mile; in Seattle, a reent bid for 1. 7 one-way mi of downtown rerouting ranged between $45, and $7, per one-way mile. Nonetheless, the lower MYRTA estimate was used for Alternative 1. For Alternatives 4 and 5, the ost of overhead replaement was assumed to be $35, per oneway mile. The other apital expenses were based on apital expenditure projetions from MVRTA and the estimated life of the equipment; they are assumed to be $555, per year. Eah alternative was osted and the net present value was omputed assuming a 3.5 perent inflation rate and a 5 perent interest rate. With regard to equipment life span, MCs were assumed to last 12 years; TBs, 15 years; a PDS substation, 4 years; and the overhead, 4 years. A servie vehile for the trolley system was assumed to have a life of 6 years. The vehile replaement shedules were determined for eah alternative taking into aount the urrent age and ondition of the existing fleet. The total ost (m lls( tollars) of ean aiernarive on an annual basis is as follows: PerenJ Above Lowest-Cost Alternative Amount($) Alternative 1 44,78, ,979, ,554, 4 45,352, ,883,3 13 On a systemwide level, the TB osts more than the MC. The range varies between 13 and 15 perent; an examination of the inremental ost of replaing 65 trolley buses with 65 diesel buses reveals that the differene is even more pronouned; it reahes 2 perent. Funding Senarios Funding senarios were determined by ombining these separate senarios for apital grants with two senarios for O&M operating assistane. The results of five of the six possible ombinations are presented; the sixth was deemed too unlikely to be onsidered. The first apital grant senario assumes that no further apital grants will be available beginning in fisal year The amount apportioned to MYRTA through fisal year 1986 was assumed to be spent during , as is the urrent shedule. The seond apital grant senario assumes that the apital grant program will be redued progressively to 3 perent of its urrent level over a 5-year period. The redution of funds was assumed to begin in 1987 and to ontinue until the limit was reahed. The minimum value was then assumed for the remaining years. It was further assumed that adjustments would be made to the funds alloated after fisal year 1987 at the rate of.5 perent per year. Both of the foregoing senarios assumed that the loal share was 1 perent. A third senario, with a funding shedule similar to the seond but with a loal share of 3 perent, was also retained in the evaluation. TRANSPORTATION RESEARCH RECORD 1165 The two operating assistane senarios inluded in the proposed 1986 MYRTA budget were used in this funding analysis. The first senario assumes a relatively onstant O&M operating assistane level into the future and the seond assumes a federal pullout over the next 5 years. For eah senario ombination, the net present worth (NPW) of the apital and O&M funding was alulated Then the shortfall (if appropriate) in eah senario was omputed for eah system alternative for both apital and O&M expenditures. Finally, the annualized inrease of loal partiipation (to make up for the shortfall) was alulated It should be noted that this method is approximate, beause it only takes into aount the withdrawal of federal assistane. State assistane may inrease or derease as well. Table 3 summarizes the findings of the osts and funding analyses. It learly shows that the trolley bus alternatives are more ostly to the loal taxpayer in the long run (within the set of assumptions that was developed). These findings, although not surprising in view of the lak of fators advantageous to the trolley bus in Dayton, point out the high ost of retaining the trolley bus in Dayton. Moreover, the urrent state of the TB system equipment is suh that all of it must be replaed, resulting in the need for a substantial ommitment of apital now (the major portion being federal funds) and into the future (when federal funds may be greatly redued). Therefore there is onsiderable risk (fisal) to the loal populae if a deision is made to replae the trolley bus system. There are three issues that have been used to illustrate the nonmonetary advantages of the trolley bus: redued pollution, redued noise, and less dependene on fossil fuel. Aithough this study did not examine these issues in detail (and they should be taken into aount in the ensuing poliy deliberations in Dayton), other studies, inluding one in Dayton (4, 5) have shown that pollution and noise are of negligible impat. Although these onerns are real, researh, development, and demonstrations are taking plae to improve the operability and to redue the nuisane assoiated with the diesel engine. These TABLE 3 ANNUALIZED INCREASE IN LOCAL FUNDING NECESSARY FOR EACH SCENARIO Funding Senario Annualized Supplemental Amount To Be Raised per Alternative ($) 1 6,98,85 8,74,88 1,947,266 1,966,33 2 4,961,813 6,127, ,2,58 3 4,96,819 6,5,929 8,898, ,488,27 8,654,31 2,527,388 11,546, ,183,264 9,349,267 3,222,445 12,241,59 Annual Differene When Compared with Cheapest Alternative ($) 1 1,947,266 2,68,159 1,947,266 2,68, , , ,527,388 2,648,281 2,527,388 2,648, ,222,445 3,343,337 3,222,445 3,343, ,5,512 4,59,24 3,937,353 6,585,633 7,28,69 2,68, ,887 2,648,281 3,343,337

8 Dwwye and Diewald developments are related to engines, transmissions, on-board storage, emissions ontrol, and noise abatement. Further analyses are neessary to determine the impat of these three nonmonetary issues on the situation in Dayton (6). CONCLUSIONS The analyses have shown quite onlusively that at MYRTA the O&M osts for the trolley bus system are higher than the O&M osts for the motor oah system. This is true despite the fat Lhat the motor oah is used to supplement the operation of the trolley bus. Moreover, the projeted ost (O&M and apital) of the trolley bus system is higher for eah of the alternative funding senarios onsidered in this study. If the federal share of operating and apital assistane is redued as proposed by the Reagan Administration, the budget shortfall will have to be made up by loal soures. In the examination of system alternatives lhat inlude trolley bus operations, the shortfall was estimated to be from $2 million to $3.5 million more (annually) than for the system alternatives that do not inlude trolley bus operations. These analyses are preliminary and further study should be undertaken. For example, the overhead ost estimates prepared by MYRTA are signifiantly lower than ontrat amounts in other U.S. ities. Further analysis of these estimates should be made in order to more fully understand the nature of these differenes and to establish real osts of overhead replaement in Dayton. In addition, a detailed inventory and an engineering evaluation of the existing overhead system should be onduted in order to determine what would be reusable in a rebuilt trolley bus system. Finally, it should be noted that the MYRTA bus system is an assembly of systems that, in the past, have ompeted with one another. Retaining a trolley bus operation in Dayton will require (a) a restruturing of both trolley bus and diesel oah servie, and (b) a full integration of the trolley bus system. REFERENCES 1. F. C. Dyer. The Dayton Experiene. In Speial Reporl 2: The Trolley Bus: Where fl ls and Where /J's Going, 1RB, National Researh Counil, Washington, D.C., 1983, pp B. J. Cudahy. A Century of Servie: The SJory of Publi TransporlaJion in Norlh Ameria (supplemeni to Passenger Transport). Amerian Publi Transit Assoiation, Washington, D.C. 3. The Journal Herald (Dayton, Ohio). Friday, Jan. 24, 1986, p J. D. Wilkins el al. 1'he Trolley Coah Developmenl and Slate oflhe Art: 1'ask l Report for the Eletri Trolley Bus Feasibility Study. Chase, Rosen & Wallae, In., Alexandria, Va., Ot Trolleys vs. Diesels: The Air Pollulion Perspelive. Regional Air Pollution Control Ageny, Jan D. Ounoye. Update of lhe Slatus of lhe European and U.S. Trolley Bus Industry. UMTA, U.S. Department of Transportation, De Publiation of this paper sponsored by Commillee on Transit Management and Performane. 59