For those who would like to dispel the notion that TramTrain is not viable in the Fraser Valley, this video should dispel the notion. Lots of single track operation on a sparsely populated route.
In one of the greatest non stories from the pages of the Vancouver Sun, the announcement that the Evergreen ART cars will be operated on the ALRT/ART system as they arrive.
Why wouldn’t they?
Let us not forget the Evergreen Line is the unfinished portion of the NDP’s boondoggle, the Millennium Line.
The entire story is nothing more than the continuing ‘puff’ stories by the Vancouver Sun, written by a reporter that is more of a PR flack than a reporter.
Just another Vancouver Sun embarrassment, trying to invent the news, instead or reporting it.
Evergreen Line cars slated to run on Expo, Millennium Lines this summer
The new Evergreen Line cars will be pressed into service on the Expo and Millennium lines as soon as they have been tested, to alleviate pressure on the transit system. Here Peter Fassbender, minister responsible for TransLink, takes a look at some of the new cars purchased for the Evergreen Line, though a construction fence at the Moody Centre Station on the Evergreen Line, as construction nears completion. Kelly Sinoski / PNG
AAi??fleet ofAi??SkyTrainAi??cars ordered for the new Evergreen Line will be pressed into service even before the $1.4-billion line opens next year, as TransLink looks to ease rush-hour crowdingAi??on the Expo and Millennium lines.
The change will increase the average capacity of each train on the system by 100 passengers.
VivienneAi??King, president of TransLink Subsidiary B.C. Rapid Transit Co., said seven of the new Mark III trains (Bombardier Innovia metro cars – Zwei)will be added to SkyTrainAi??as soon as they have been tested. That will likely be this summer.
Most of the increase is because adding the new trains willAi??free up some of the Mark II cars to be added to the old four-carAi??Mark I trains to make up more six-car trains (Mk.1 & Mk. 2 cars do not operate coupled together, as the different wheel diameters cause problems with the automatic train control – Zwei). That will boost the capacity of the older trains to 500 passengers fromAi??about 320 passengers.
ai???As soon as theyai??i??re available and released for service we will look at doing that,ai??? King told The Vancouver Sun editorial board Wednesday. ai???You need to put your resources where theyai??i??re going to get the best bang for the buck.ai???
The additional capacity isAi??expected to helpAi??address crowding on the Expo line, particularly between the Commercial-Broadway and Waterfront stations in downtown Vancouver during the morning rush hour, TransLink said, at least until the Evergreen Line starts operating in early 2017. The 11-kilometre rapid transit line will connect Coquitlam and Port Moody with the MillenniumAi??Line in Burnaby.
The new Evergreen Line trains have fewer seats ai??i??Ai??with 30 in each car ai??i??Ai??but areAi??more openAi??to allow a few additionalAi??standing passengers,Ai??TransLink spokesman Chris Bryan said (In North America, lack of seats deter customers – Zwei). This is consistent with changes during previous SkyTrain upgrades: The first batch of Mark II cars hadAi??41 seats and a capacity of 130 people, while the latest generation of Mark IIAi??SkyTrain cars seatAi??33 people with aAi??total capacity of 145 people. By comparison, the first Mark I cars, which went into service in 1985, had 36 seats aAi??car and could carry a total of 80 passengers aAi??car.
(General note, capacity is measured at approximately fiver persons per metre length of car. TransLink uses the figure of all seats occupied and 6 persons per metre/2, which gives theoretical capacity only – Zwei.)
TransLinkai??i??s 10-year funding plans calls for additionalAi??SkyTrain cars for the transit system, along with moreAi??buses and rapid transit line expansions for Surrey and Vancouver.
Meanwhile, TransLink CEO Kevin Desmond said he is in discussions with InTransitBC, which runs the Canada Line, about boosting capacity on that line between Vancouver and Richmond. He saidAi??extending the platforms on the Canada Line would be expensive but there may also be ways to expand capacity with additional rail cars.
(Canada line has a maximum capacity of only 7,500 persons per hour per direction – Zwei)
It has been puzzling me greatly, TransLink’s claim that; “SkyTrain revenue up 7% after closing of fare gates.”
Strange that because prior to the fare gate introduction, the majority of the fares for SkyTrain were paid on the bus.
As over 80% of SkyTrain’s customers first take the bus, the fare was paid on the bus, either by cash; fare saver; monthly/annual passes and or Daypass; with the only fares that could be directly linked to SkyTrain coming via the fare machines at stations.
The only difference now is that all the buses operate via flat fare, with SkyTrain having 3 zones, with the Compass Card apportioning fares between bus and metro.
Question:“Was bus revenue up by 7% as well?”
The 7% increase is probably nothing more than a change in accounting practices, with the Compass Card giving an almost exact apportioned fare due to the metro and not from chastened fare evaders.
The real winner is the provincial government who forced the faregates onto TransLink and is eager to show that it was the correct thing to do. The mainstream media as always, took the bait and printed this bit of nonsense with out any research or fact checking.
SkyTrain revenue up 7% after closing of fare gates: TransLink
VANCOUVER (NEWS 1130) ai??i?? Closing SkyTrain fare gates earlier this month is paying major dividends for TransLink.
TransLinkai??i??s chief executive says SkyTrain revenue is up seven per cent.
Itai??i??s a seemingly simple formula; now that the gates have closed, more people are paying up to use the system.
This seven per cent revenue increase, if sustained over the long term, would mean an extra $6 million to $7 million for TransLink per year.
ai???Itai??i??s looking at the stations ai??i?? thereai??i??s some estimating going on ai??i?? itai??i??s looking at just prior to the gate closures and just after the gate closures. Thatai??i??s the best way our statisticians can analyze this, at this point,ai??? says TransLink CEO Kevin Desmond.
Itai??i??s hard to say whether this new increased revenue level will sustain itself in the long run. After all, the gates were only fully closed this month.
ai???Itai??i??s going to take awhile to see how everything fully settles out. And of course, weai??i??ll look system-wide ai??i?? the buses and all the other modes ai??i?? but thatai??i??s a very good indication of the very high utilization of the Compass Cards,ai??? adds Desmond.
I am beginning to wonder why TransLink hired this chap from Seattle, as he seems a wee bit out of his depth.
Zwei’s opinion is that Kevin Desmond was given the nod because of his familiarity with light-metro, which indeed the Seattle LRT is with now well over 80% of it route grade seperated either on viaduct or in a tunnel.
Mr. Desmond does have a good record winning plebiscites in King County, but his unfamiliarity with TransLink and especially the driverless SkyTrain light-metro, which he is looking into to operate 24 hours a day, could be his Achilles heel.
He erroneously claimed that the vehicles have only four hours each nightAi?? available for maintenance. It’s not the cars old chum, which a maintained as per schedule; it is the signalling system which needs to be constantly checked and kept in good repair, lest the system stops working during revenue operation. Driverless transit systems need down time every day to maintain good operation, unlike light rail, which with driver, does not have the problems that a driverless transit system does and can operate 24/7 if need be.
The cliche; “TransLink runs a system that is envied by many cities in the world.” is so tiresome that it makes the BS metre go off the dial. Just what cities envy Vancouver Mr. Desmond, please name names, because with Zwei’s 30 years experience very few cities knows very much about Vancouver’s transit system, let alone envying it.
This smacks of ignorance and I am beginning to wonder if Mr. Desmond will last any longer than Tom Prendergast.
TransLink needs help to improve customer experience: CEO
TransLink runs a system that is envied by many cities in the world: CEO
VANCOUVER (NEWS 1130) ai??i?? The CEO of TransLink is hoping the federal government keeps its promise to contribute some of the money needed to fix transit issues.
Kevin Desmond says customer experience will only improve if we invest in the system, otherwise, there just isnai??i??t any way to address issues like under serviced routes and overcrowding.
ai???That is going to require as well some new funding going forward, so I am focused on how to improve the customer experience both within the resources that TransLink has and hopefully if we can obtain new funding to grow the system; that is where the real customer relief is going to be.ai???
ai???That would include a 50 per cent contribution to the TransLink regional transit needs and that is a big boost from the prior 33 per cent assumption of federal revenue,ai??? he explains.
Desmond believes people will always be critical of a company that serves so many but is quick to point out TransLink runs a system that is envied by many cities in the world.
The Basel metre gauge tramway network (German: Basler Strassenbahn-Netz) is a network of tramways forming part of the public transport system in Basel, a city in Switzerland, and the Swiss part of its agglomeration. It consists of 13 lines. Due to its longevity (the network is now more than a century old), it is part of Basel’s heritage, and, alongside the Basel Minster, is one of the symbols of the city.
The trams on the network are operated by two transport providers: Basler Verkehrs-Betriebe (Basel Transport Service) (BVB) and Baselland Transport (BLT). Both operators are part of the integrated fare network Tarifverbund Nordwestschweiz (TNW), which in itself is part of the three countries-integrated fare network triregio.
BVB is owned by, and operates in, Basel-Stadt, the small canton comprising the city of Basel and two smaller municipalities, both situated right of the Rhine. Its green trams operate mostly in the city, although the termini of its lines 3 and 6 are in the more rural canton of Basel-Land, whilst line 8 terminates across the frontier in Germany.
BLT is owned by Basel-Land, and its yellow and red trams operate in the outer suburbs to the south of Basel, and at one point pass through the territory of France.[5] However, the three lines it operates, lines 10, 11 and 17, all also run over BVB track in central Basel. In addition line 14, while owned by BLT, is operated by BVB well into Basel-Land.
Though the Bombardier and SNC owned ART (SkyTrain, they hold the patents) proprietary railway is not mentioned, I would bet the farm that Bombardier and SNC are behind this to build an ART automatic railway.
Bombardier’s home province is Quebec, yet Quebec has never built with the proprietary ICTS/ALRT/ALM/ART (SkyTrain in Vancouver, well not quite) now, with their aero division in financial difficulty and are in negotiations in Ottawa for a bailout; a light-metro project surfaces in Montreal.
The foul odor of Quebec politics, hangs over this announcement like fresh chicken manure.
In a telephone conversation with Surrey’s chief engineer, the chap told Zwei that the cost for LRT in Surrey was about $80 million/km and that for SkyTrain, $130 million/km. yet this ambitious 67 km project, due to be finished by the end of 2020 is estimated to cost a mere $82 million/km!
Yes and I have a shares in the Port Mann Bridge to sell you too!
Something just does not add with a light-metro project over twice as long as Honolulu’s under construction light metro, but costing $2.7 billion less?
Added to this, it will be in full operation in just four years?
Whoa, hold on there partner, something does not add up, but costs never add up in Quebec and now is the first real test for Trudeau’s liberals to say no to a project that is obviously ill planned and poorly costed out.!
This must be the last gasp of ART as it was obsolete before it was born; now ridiculously cheap in its last gasps.
Please could someone put it out of its misery and at the same time, save the Canadian taxpayer a lot of money.
Light-metro, looks nice in graphics,
but hugely expensive to build and equally expensive to operate.
$5.5B project funded by province’s pension fund would span West Island, South Shore
ByAi??Benjamin Shingler, Steve Rukavina, CBC News Posted: Apr 22, 2016
One of the new commuter rail stations envisioned by the Caisse de dAi??pA?t et placement du QuAi??bec. (Caisse de dAi??pA?t et placement du QuAi??bec)
Quebec’s pension fund,Ai??theAi??Caisse de dAi??pA?t et placement du QuAi??bec,Ai??is proposing to fund an ambitious new commuter rail line thatAi??would change the face of public transitAi??in Montreal.
The electric, fully automated 67-kilometre rail line would connect 24 stationsAi??stretching from the South Shore to Montreal’s TrudeauAi??airport and beyond, to both theAi??West Island and Laval.
Under the proposal, trains would operate seven days a week fromAi??5:00 a.m.Ai??to 1:00 a.m.
The system would use a combination of existing and newly built stations ai??i??Ai??and would fulfil two long-standing demands of commuters, the Train de l’OuestAi??and light rail on the new Champlain Bridge.
The Caisse says it’s willing to invest $3 billion in the $5.5-billionAi??project.Ai??The province and the federal government would have to makeAi??up the rest.
The plan is to have the trainAi??running by 2020.
A map of the proposed rail line that would connect Montreal’s West Island, South Shore and Laval. ( Caisse de dAi??pA?t et Placement)
Hats off to Bob Mackin, for his continued journalistic investigation of TransLink and SkyTrain.
The cost overruns on the Evergreen Line were expected as TransLink’s Business Case for ART for the Evergreen Line was as phony asAi?? the proverbial $3.00 bill.
Also, it is no surprise that TransLink is censoring its Broadway subway and Surrey LRT planning because both projects are ill planned and grossly expensive for what thy will do. TransLink will not admit that both projects are vanity projects to suit the political whims of Vision(less) Vancouver and the former and present mayors of Surrey. Both projects will not improve congestion and reduce pollution, in fact the two projects are so badly planned, the opposite will happen.
For TransLink, this is business as usual and senior bureaucrats still wonder why the voter dealt them a terrible loss at last years plebiscite.
When you have idiots running the show, don’t be surprised at the results.
Evergreen Line delay costs lead to mediation, B.C. government hiding info on costs, changes and challenges
SNC-Lavalin and the provincial government are in mediation over cost overruns at…
SNC-Lavalin and the provincial government are in mediation over cost overruns at the Evergreen Line rapid transit project, Business in Vancouverhas learned.SNC-Lavalinai??i??s infrastructure and construction division took a nearly $27 million hit in 2015ai??i??s second quarter, and it laid part of the blame on ai???challenging soil conditions.ai??? Tunnel boring was stalled for five months last year, delaying plans to complete the $1.43 billion Millennium Line extension from summer 2016 to fall 2016. Last November, the Ministry of Transportation and Infrastructure said it would open in early 2017.ai???SNC-Lavalin does not comment on ongoing mediation or litigation,ai??? said Louis-Antoine Paquin, the companyai??i??s media relations manager, who referred BIVto the Ministry of Transportation and Infrastructure.Amanda Farrell, the governmentai??i??s project manager, did not respond for comment, but an emailed statement from the Ministry claimed the project is on budget and said EGRT Construction, the SNC-led consortium, is responsible for any costs associated with schedule delays.
ai???As with any ongoing contract of this size and complexity, we remain in discussions with the contractor during the project in order to ensure the taxpayersai??i?? interests are represented and the project follows the contract,ai???Ai??according to the statement, which was sent by spokeswoman Trish Rorison.
The B.C. government hired the troubled Montreal engineering and construction firm in 2012 on an $889 million fixed-price contract after SNC-Lavalin accepted the risk of geotechnical conditions in the tunnel. The project geotechnical report in 2011 by Golder Associates said there were variable soil conditions, clays, minerals, boulders and groundwater on the route.
The ministry is also blocking attempts to determine the cost impacts of project delays and scope changes.
It censored all dollar figures from the construction change order log released under Freedom of Information, claiming it feared disclosure would harm government finances and third-party business interests. The more than 75 changes to the project include additions to bus loops, extra costs for public art installations at stations, removal of Compass fare gate barriers at five stations and a dual 700MHz/800MHz radio band to be compatible with E-Comm requirements.
The ministry is also demanding payment of $960 before it will release all monthly project status reports since January 2014.
Meanwhile, TransLink is withholding nearly all content from 683 pages of expert reports it commissioned about the proposed Broadway subway and Surrey light rail projects.
The reports are about the design and business case for the projects, but TransLink claimed the information is subject to change and disclosure could harm commercial negotiations.
Among the seven partially visible pages in a November report by Stantec about the Broadway plan is a description of the work.
ai???(Phase 3A) includes exploration of environmental and First Nation issues, potential issues below grade along Broadway including geotechnical conditions, utilities and a crossing/connection to the Canada Line, issues surrounding transfers to the station locations, operations considerations, station design, accessibility, safety, level of station head-house intrusion at the surface onto the public space and the future extension of rapid trains to UBC. The study includes intermodal transfer challenges at Arbutus and Cambie stations.ai???
Experts have met regularly with TransLink and City of Vancouver staff. Officials from the University of British Columbia, the transport ministry and PartnershipsBC were invited to key meetings.
ai???The level of design of project components varies and is commensurate with the Phase 3A objective to ensure a reasonable level of confidence (+/- 30%) in project cost and revenue estimates and to progress essential business case inputs,ai??? the report said. ai???Subsequent phases of work will further advance this design to inform funding and procurement decisions.ai???
The Broadway proposal was budgeted at $1.98 billion in 2012. In March, Surrey city staff told council that the Surrey project cost had increased by $500 million to $2.6 billion. Steer Davies Gleave and Hatch Mott MacDonald are leading that study.
TransLink CFO Cathy McLay would not provide new cost estimates after the March 30 board meeting, but said officials were wrestling with the rising cost of real estate and the drop in the Canadian dollar. Experts were given another three months, until the end of June, to finish their final reports, she said.
In early 1996, during BC Transitai??i??s meaningless public consultation period for the Broadway Lougheed Rapid Transit Project which later morphed into the Millennium Line, Zweisystem received a phone call from an European Transit specialist, who worked for Asea Brown Boverai (later absorbed by Bombardier Inc.) regarding the project.
The European transit specialist, wanting to make contact with those planning for light-rail, had phoned BC Transit to arrange a meeting regarding the then proposed Broadway/LougheedAi?? LRT project and was given Zweiai??i??s phone number instead!
After his initial shock and displeasure being fobbed-off by BC Transit, the transit specialist entered into a long conversation with me on transit issues in the region and how modern light rail could help solve them. To make a long story short, he proposed a classic European style tramway for Broadway, with stops every 500m to 600m, going from BCIT to UBC, replacing all Broadway bus services and a second line via Main Street, Hastings St. to Stanley Park, that, he claimed would double present bus ridership on the two routes within two years, providing enough fare revenue for the tram to operate without any subsidy, with fares covering not only operating costs but most or all debt servicing costs as well. By doing so, a private company could build and operate the light rail line at no or little cost to the taxpayer.
The rest is history as they say and the SkyTrain Millennium Line was built instead and is subsidized by over $80 million annually!
The Light Rail Committee Proposes the BCIT to UBC and Stanley Park Light Rail Project.
In late 1996 the Light Rail Committee (now defunct) proposed a bold Broadway light rail plan: a tram/light rail line from BCIT to UBC via the Lougheed Hwy., Broadway, 10th Ave. and University Blvd. with a second line via Main street to Hastings Street to the Aquarium in Stanley Park. The plan consisted of lawned reserved rights-of-ways and on-street running; priority signaling on traffic calmed Broadway and Hastings Streets; tram/streetcar stops every 500 metres; a single track Vancouver General Hospital Loop via Fraser St., 10th Ave. and Cambie St., providing front door service to the hospital.
Commercial speed would be about 20 kph to 25 kph (depending on the number or tram-stops per km.) and the construction costs in the region of $25 million/km to $35 million/km; maximum hourly capacity of 20,000+ persons per hour per direction using modern low-floor trams.
Signaling would be line of sight with intersections and switches protected by local signaling. Headwayai??i??s could be as low as 60 seconds in peak hours.
What the LRCai??i??s plan would do is service many important transit destinations (UBC, BCIT, VGH, downtown Vancouver, Stanley Park, etc.), while providing economy of operation by replacing all bus services on Broadway and many in Vancouver, thus reducing operating costs by about half. Further economies are made by using existing masts and span wires along the proposed transit routes. The new LRT would be merely seen as the reinstatement of ai???railai??i?? service by modern streetcars, operating on 21st century rights-of-ways.
The concept of a private operator, by securing financingAi?? to build the line at no or little cost to the taxpayer must be looked at by politicians. This type of P-3, not to be confused with the Canada Line scam, would see little or no subsides from government, unlike the Canada line which is subsidized by TransLink by over $110 million annually.
The plan would reduce Broadway to one lane of traffic in each direction (passive traffic calming) except in areas of mixed operation, while keeping the all important on-street parking for local merchants. The plan would have offered a minimum of five transit routes: BCIT to UBC; BCIT to Stanley Park; UBC to Stanley Park; UBC and BCIT to VGH loop.
The plan incorporates modern European light rail and tram practice; lawned reserved rights-of-ways, modular cars, high capacity, passenger comfort, and affordable cost. It was not to be, as the Glen Clark NDP government, for reasons that can only be speculated, dismissed LRT out-of-hand and went for a truncated SkyTrain light metro line, the only metro in the world that went nowhere to nowhere.
The half completed Millennium Line, will only see full service to the Tri-Cities in election year 2017, in the guise of the $1.4 billion Evergreen Line.
Now the City of Vancouver and TransLink are demanding a $3 billion dollar subway under Broadway.
It is time to again to consider again a BCIT ai??i?? UBC ai??i?? Stanley Park light-rail network, that could cost the taxpayer little or no money instead of a $3 billion subway to Arbutus or a $5 billion plus subway to UBC that ignores transit concerns East of commercial Drive.
Freight trams have been used almost since the first passenger carrying tram trundled down cobblestone streets. Today, except for a few cities, carrying freight by tram was a lost art, but no more.
The concept of carrying freight by tram is once again being explored Ai??in St. Entienne, France
to help reduce auto congestion and pollution in city centres.
In North America, the former interurban lines also carried express freight,
many with dedicated freight-motors.
Not quite a freight tram, but this Ukrainian example is a former
tram and trailer converted to carry long loads of rails or poles.
In Switzerland, a tram locomotive is hauling a specially built car for hauling rubbish.
Dresden saw the first successful use of a freight tram,
the CarGo Tram, carrying containers from one Volkswagen factory to another.
For advocates of the Broadway light rail, with UBC at the terminal end of the line, the CarGo or freight tram concept, reducing trucks on the roads by carrying freight by tram to the university complex may well be the tipping argument in favour of LRT, as the SkyTrain subway folks have no retort.
LRT is an extremely flexible mode and it is time to let our single minded politicians and bureaucrats know this.
Not well reported in the mainstream media is the fact that the $200 million Compass Card/Fare gate systemAi?? is now next to useless because not so honest people can hack through the system.
The Compass Card is old tech, sold to TransLink after an orchestrated campaign by the mainstream media that fare evasion was rampant and that fare gates were needed; and yes former premier Gordon Campbell’s best buddy, and senior bureaucrat at the City of Vancouver,Ken Dobel,Ai?? just by coincidence was the lobbyist for Cubit Industries, trying to flog their dated wares.
This debacle is not TransLink’s fault, rather it is the BC Liberal’s fault forcing yesterday’s tech on today’s transit system.
Sometimes the old way to collect fares is the best way and really, $200 million would have been better spent improving transit, rather than financing another boondoggle.
CTV reporter Jon Woodward shows that hackers can bypass SkyTrain fare gates
TransLink officials are facing another controversy over the Compass card.
A Vancouver journalist has demonstratedAi??that the $194-million Compass-card system can be hacked to gain free access to SkyTrain.
Ai??CTV’s Jon WoodwardAi??ran an expired Compass ticket by his smartphone, showing howAi??this simple actAi??could open the closed fareAi??gate at a SkyTrain system.
“They look like paper tickets but inside is a chip that keeps track of how long you can ride,” Woodward told his viewers.Ai??”These are for single trips but CTV News was alerted to an apparent security flaw, one that allows anyone with a smartphone and two free apps to use the tickets more than once.”
This is accomplished with the help of NFC technology, which rewrites the data on the ticket. According to Woodward (aAi??UBC mathemetics grad), NFC isAi??widely available, including on Google Wallet andAi??Apple Pay. AndAi??he noted thatAi??similar ripoffs have occurredAi??on transit systems in other cities.
TransLinkAi??announcedAi??in 2010 that it had selected San Diego-based Cubic Transportation Systems and IBM as its supplier of a new smart-card-operated fare-gate system. Cubic’sAi??lobbyists includedAi??former TransLink CEO Ken Dobell and former Millennium Line project manager Lecia Stewart.
At the time, the regional transportation authority saidAi??that the smart-card systemAi??would be operational by 2013. Delays prevented it from being completelyAi??rolled out on SkyTrain and SeaBusesAi??until this year.
Kelly Sinoski![The new Evergreen Line cars will be pressed into service on the Expo and Millennium lines as soon as they have been tested, to alleviate pressure on the transit system. Here Peter Fassbender, minister responsible for TransLink, takes a look at some of the new cars purchased for the Evergreen Line, though a construction fence at the Moody Centre Station on the Evergreen Line, as construction nears completion. May 4, 2016. Kelly Sinoski/Vancouver Sun [PNG Merlin Archive]](http://wpmedia.vancouversun.com/2016/05/the-new-evergreen-line-cars-will-be-pressed-into-service-on.jpeg?quality=55&strip=all&w=840&h=630&crop=1)
(Denise Wong, NEWS 1130 Photo)
(Photo by Dustin Godfrey for NEWS 1130)
Light-metro, looks nice in graphics, One of the new commuter rail stations envisioned by the Caisse de dAi??pA?t et placement du QuAi??bec. (Caisse de dAi??pA?t et placement du QuAi??bec)
A map of the proposed rail line that would connect Montreal’s West Island, South Shore and Laval. ( Caisse de dAi??pA?t et Placement)
The concept of carrying freight by tram is once again being explored Ai??in St. Entienne, France
In North America, the former interurban lines also carried express freight,
Not quite a freight tram, but this Ukrainian example is a former 
In Switzerland, a tram locomotive is hauling a specially built car for hauling rubbish.
Dresden saw the first successful use of a freight tram, 
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