Why we build with LRT – Updated

Why we build with LRT

First posted by Zweisystem on Friday, December 12, 2008 (updated)

What is Light Rail Transit or more commonly known as LRT?

According to the Light Rail Transit Association (www.lrta.org) Light rail is a mode that can deal economically with traffic flows of between 2,000 and 20,000 passengers per hour per direction, thus effectively bridging the gap between the maximum flow that can be dealt with using buses and the minimum that justifies a metro.

The economics of LRT is very simple to understand, one modern tram or streetcar (1 driver) is as efficient as six to eight buses (6 to 8 bus drivers) and with wages accounting for about 70% of the operating costs of a transit line, modern LRT is about half as much as buses to operate.

It is interesting to note, even though driverless metro systems like SkyTrain and the Canada line have no drivers, they need hundreds of operating staff to keep the driverless metro in operation. A good example is the SkyTrain; even though it does not have drivers it has attendants – over 170 full time attendants at last count and this does not include the extra specialized signalling staff needed for automatic operation.

Today, LRT is much more. Modern LRT is now able to ‘track-share’ with existing railways on the mainline and in doing so, has proven to be able to effectively and affordably service less populated areas, with public transport.

Streetcars also falls in light rail family, but streetcars or trams operate on-street, in mixed traffic, with little or no signal priority at intersections. The main difference between LRT and a streetcar is the quality of rights-of-way, where a streetcar operates on-street, LRT operates on a reserved rights-of-way or a route that is reserved for the sole purpose of the light rail vehicle. A reserved rights-of-way can be as simple as a HOV lane with rails, to a lawned park like route with trees, hedges and flowerbeds. LRT, in itai??i??s various forms is used in over 600 cities around the world and is the first choice of transit planners for affordable, customer friendly public transport.

Inekon/Skoda tram or streetcar.

The German city of Karlsruhe (City population 275,285) has taken light rail to a new standard, by track sharing with mainline railways and operating, what is called tramtrains. In Karlsruhe, one can board a tram, on-street, on the pavement and alight, on-street in Ohringen some 210km (130 mile) later, with the tram acting as a streetcar, light rail vehicle and a passenger train! Karlsruheai??i??s light rail network now extends over 400 km. (250+ mile) of route, servicing scores of small towns and villages with high quality public transit at very little cost simply because the tram can use existing railway tracks.

In British Columbia, TramTrain can be a useful tool for implementing a high quality ai???railai??i?? transit service, not only in Vancouver and the Fraser Valley, but in Victoria (E & N Railway) and the Kelowna/Vernon rail corridor as well.

The question is: Why does TransLink and the BC government reject modern LRT out of hand and continue to build with dated SkyTrain light metro?

Comments

4 Responses to “Why we build with LRT – Updated”
  1. Evil eye says:

    Why indeed? Could it be that BC politicians get hundreds of thousands of dollars in inducements to build with this Edsel?

  2. eric chris says:

    It seems as if the COV backed by its civil engineers whose credibility is questionable is again using the media (Vancouver Sun reporter, Kelly Sinoski who writes stories in support of sky train and censors stories damning sky train) to inform us of the dire need for a subway to UBC – there are no alternatives according to the COV. This is terribly disappointing.

    Where is the feasibly study comparing trams or urban-LRT with sky train? Did the COV engineers do the necessary level of engineering and economic evaluation to pick sky train to UBC? Let’s see the engineering:

    Vancouver, UBC make case for Broadway subway, saying area could become “innovation hub”
    By Kelly Sinoski, Vancouver Sun February 28, 2013 12:04 PM

    The City of Vancouver says a subway to UBC is the “best method” to deal with constant overcrowding of transit along the heavily used Broadway corridor [in fact, simply having some UBC classes start at 7:30 am would solve the overcrowding to UBC for one measly hour in the morning and would avoid all the empty buses from 6 am to 7:30 am]. The city has revealed a vision for a two-phased approach at an estimated cost of $2.8 billion, but funding remains elusive.

    VANCOUVER — The City of Vancouver and the University of B.C. argued their case Thursday for a subway along the Broadway corridor, saying it was crucial to unleashing economic opportunities of the corridor and turning it into an “innovation hub.”

    City officials “brandished a KPMG report” that suggests employment and population along the corridor would grow by 150,000 in the next 30 years — three times higher than what had been anticipated in the regional growth strategy a few years ago [Sure, if the COV allows more high rise condos along Broadway, more people will live on Broadway].

    Vancouver Mayor Gregor Robertson said economic development is being constrained by the lack of rapid transit and it’s crucial that a $2.8-billion subway is built between Commercial Drive and UBC. He noted the line is expected to draw more riders than the Canada Line on opening day.

    “What is currently a powerhouse for jobs will suffer and be choked off from the opportunity,” Robertson said, saying the corridor is at risk of “grid-lock and over-stretched transit”. [Transit is going to end grid lock? By how much Gregor? By 0%, 1%… 2% – what do the calculations by the very capable COV engineers say? Won’t the buses on Broadway for sky train cause more grid lock than trams without buses?]

    Robertson added transit is needed for both Vancouver and Surrey and the question of transit should be raised during the provincial election, as “there has been a lot of stalling” on getting new sources of transit funding.
    ksinoski@vancouversun.com

    http://www.vancouversun.com/Vancouver+make+case+Broadway+subway+saying+area+could+become+innovation/8030379/story.html#ixzz2ME6fZS6v

  3. Jim says:

    How does the capacity of lrt compare with the capacity of hwy 1 / private vehicles?

    Zweisystem replies: The capacity of a highway or city street is about 2,000 per hour per lane, thus the six lane Port Mann Bridge, or the Alex Fraser Bridge, would have a combined capacity of about 6,000 persons per hour per direction. A streetcar or light rail has a capacity of 20,000 persons per hour or more if demands warrant. One LRT line has about 10 times the capacity of just one street lane.

  4. Jacky says:

    Light rail transit in Vancouver should use the Google driver-less car technology and operate fully automated even on street-level. The light rail line should run on a reserved rights-of-way with signal lights and level crossings. It should tunnel slightly at the busiest intersections.

    Zweisystem replies: Tunnels are 1980’s thinking, today, no tunnels are needed.

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