Do I Hear Trams On The Arbutus Line………

Want to see Vancouver politicians tearing their hair from their heads? Just mention building LRT on the Arbutus Line.

I say not a penny for the Broadway Subway until trams run along the Arbutus Line.


Stockholm completes LidingAi?? Line reconstruction

Written byAi??

PUBLIC services resumed on Stockholm’s LidingAi?? Line following the completion of a two-year project to comprehensively rebuild the 9.1km former suburban railway as a tram line.

The line runs from an interchange with the metro Red Line at Ropsten to GA?shaga, serves 14 stations on the southern half of LidingAi?? Island. In addition to track renewal and doubling, the project included resignalling, upgrading of electrification, and modernization of stations, which are now fully accessible for passengers with reduced mobility.

Services are operated by a fleet of seven new 40.6m CAF A36 low-floor LRVs, which accommodate up to 159 passengers, 102 of them seated.

The line will be linked to Stockholm’s City Line, which will be extended from DjurgA?rdsbron to Ropsten by 2020.


5 Responses to “Do I Hear Trams On The Arbutus Line………”
  1. Rico says:

    For the record I prefer travelling above ground for the scenery….but why on earth would you build a parallel route serving almost the same people when there are so many other important corridors needing investment? Arbutus needs to be preserved as a transportation corridor for the time in 30 or 40 years when it is needed but who in their right mind would build something there NOW instead of ANY of the other proposals out there?

  2. that guy says:

    You really think that Yankee will allow PEOPLE to use his line?


  3. eric chris says:

    I hear the sound of jail sentences for the “engineers” and planners at TransLink and the sound of trams on Arbutus, West 6th Avenue and West 16th Avenue. During the transit plebiscite, fools at TransLink fell for the email address which was created in the sting operation to ensnare the rodents at TransLink. Deceitful rats panicked at TransLink. They made idiotic suppositions and unsuccessfully tried to frame a professional engineer who is aligned with the Canadian Federation of Taxpayers. This will haunt them.

    My prediction is the following: the rodents at TransLink will be exterminated by the end of 2016. Planners at TransLink will be called upon in the court of law to explain how s-train has more moving capacity than LRT for the Evergreen Line, and the scandalous hoax about s-train having more moving capacity than LRT will be the demise of the planners at TransLink, including Peter Fassbender, Gregor Robertson… Cathy McLay and her LinkedIn friends.

    “Future LRT has up to ~74% more moving capacity than future s-train”

    Contrary to the specious claims of the planners at TransLink, LRT vehicles are capable of moving more people faster and for less money than s-train vehicles. Planned and elevated platforms for s-train lines constrain the maximum length of the s-train vehicle (STV) to about 84.5 metres (future). Right now, the service frequency of s-train is two minutes (peak) or greater.

    This is the same as the service frequency of LRT being built in Ottawa, Canada, Jakarta, Indonesia and NSW, Australia. At grade, the maximum length of the LRT vehicle planned is 147 metres (future). Despite the boastful claims by the planners at TransLink, any future moving capacity postulated for s-train is always up to ~74% less than the future moving capacity of LRT. Always.

    “To meet their infrastructure challenge, the City of Ottawa is building a state-of-the-art LRT with a capacity to grow to 24,000 riders per hour in each direction… “

    “The green light from planning means we can roll out longer light rail vehicles with more seats for customers and 50 per cent more capacity, allowing us to move up to 13,500 passengers every hour,” Ms Berejiklian said.”

    “The LRT will operate in two configurations; three-car and six-car sets. During rush hour, the six-car configuration will allow it to transport approximately 24,000 passengers per hour per direction (PPHD) with a two-minute headway, travelling at 60 to 80 kilometers per hour.”

    Planners and engineers at TransLink in their business case favouring s-train over LRT for the Evergreen Line contend that LRT is only capable of moving 4,080 hourly in each direction. This is obviously a lie based on the facts and moving capacity of LRT, elsewhere.

    I surmise that planners and engineers at TransLink are fully aware of s-train not being able to match the moving capacity LRT. They cheated and lied to keep from building LRT which will discredit them. We’ll find out in court, and the merchants who TransLink ran roughshod over and whose lives TransLink destroyed will surely be keenly interested in what the “engineers” and planners have to say about the selection of s-train for the Evergreen Line:

    “LRT is driver operated along a separate right-of-way (ROW) with grade-level crossings at intersections. The capacity would be approximately 4,080 passengers in the peak hour, peak direction… ALRT (SkyTrain-like technology) is automated and driverless and runs primarily along an elevated guideway that eliminates at-grade intersections with other vehicles. ALRT has greater capacity than LRT, with an estimated capacity of 10,400 peak hour, peak direction riders… ”

    Do the dolts at TransLink really think that they can make these sort of absurd statements to build s-train lines bilking taxpayers for billions of dollars and get away with it? They are daft.

    It does not matter what kind of moving capacity is claimed for s-train by the buffoons at TransLink. In Metro Vancouver, s-train moving capacity is severely constrained by the platform length limiting the maximum STV length and slow feeder buses retarding the movement of passengers to s-train. S-train has never gotten close to 24,000 pph and can’t without choking the roads with soot blowing diesel buses used to get people to s-train stations and without billions of dollars spent on making the elevated platforms longer. From a practical stand point, s-train has one-half the moving capacity of LRT. Gulp.

    Potential moving capacity for s-train is always less than the potential moving capacity of LRT. This can be demonstrated mathematically and can be seen from the limited capacity of s-train which has not been able to move more than about 12,500 pph since its inception. TransLink’s planners have committed fraud with their dishonest studies saying otherwise. They will either go to jail or lose their jobs, as a result, in my opinion.

    Not only this, owing to the distant spacing of the s-train stations, s-train always requires hundreds of feeder buses costing up to hundreds of millions of dollars annually in indirect operating costs to employ s-train. In contrast, LRT with its close spacing of LRT or tram platforms requires no feeder buses and there are no indirect operating costs for buses. Drivers required for tram or LRT are always fewer than the drivers for diesel buses transferring passengers to s-train or subway lines. In short, total direct and indirect operating costs are always less for tram or LRT lines than for s-train or subway lines. Always.

    It goes without saying that LRT lines costing millions of dollars to build at grade are less expensive than s-train or subway lines costing billions of dollars to build above or below grade. In addition, due to the close spacing of the LRT or tram stops, tram or LRT commutes are always statistically faster than s-train or subway commutes – in Vancouver. Always.

    What now? Let me tell you what now.

    Hasta la vista “hillbilly boy” rapist (of taxpayers) planners and “engineers” at TransLink. You’re done and gone.

    “Regional s-train transit by TransLink = urban sprawl”

    TransLink is finished. In truth, the concept of raising trains in the air (s-train) to cut commuting times and transit costs is utterly flawed. It merely leads to urban sprawl. That is, people live where they can commute within 30 minutes.

    It does not matter whether single family homes are built at the end of s-train lines or freeways, in the end, the result is urban sprawl and all the developments at the end of s-train lines attract more drivers than transit users to lead to more urban sprawl. If you want to see an excellent example of this, go to Fleetwood in Surrey where Ken Hardie (former spokesperson of spin at TransLink) has been elected; urban sprawl is rampant, beyond the Expo Line.

    Planners at TransLink aren’t in the business or reducing road congestion; they are in the business or creating road congestion to provide their solution: more s-train leading to more road congestion. It is the vicious cycle which the planners at TransLink have created to tax us and keep them employed. Prediction: this will end in 2016.

  4. Haveacow says:

    Sorry Eric, One small inaccuracy. The O-Train Confederation LRT Line will start out with one train every 3 minutes and 15 seconds not 2 minutes. Capacity can be easily grown up to 24000 p/h/d (its starting at 10700 p/h/d) by adding more trains incrementally. Ottawa has options to buy 6 train sets or 3 complete 2 car trains every year at a guaranteed price until 2022. There is also one time offer of 6 train sets at the same price by delivered exactly 18 months after the line officially opens in 2018. It is expected the RTG and OC Transpo will take full advantage of this because this is a really easy and much cheaper way to buy more trains for phase 2 of the LRT expected to open between 2022 and 2024. There is expected to be a large bulk purchase for both new LRV’s for the expanded Confederation Line and new Alstom DMU’s for the expanded Trillium Line (also part of the phase 2 program) during that time period. The options to incrementally buy LRV’s simply allow for a smaller cheaper order at new prices as well as deal with the expected growth in passengers numbers.

  5. Haveacow says:

    Here in Ottawa, LRV sections and components and are already arriving for final assembly of the Alstom Spirit Citadis LRV’s (a modified Citadis type 302 LRV) at the new and almost finished Maintenance Facility at Belfast Yard. These four section, 49 metre long LRV’s will have a fifth section (each LRV will be 59-60 metres long) added to each LRV sometime between 2025-2031 at the same time, the 90 metre long non tunnel station platforms will be lengthened to 120 metres.