Light Rail Fits In

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Of all the modes of transport electric railways have proven to be the most successful in providing an alternative choice that entices people to leave their cars at home. With light rail it is possible to combine the attractiveness of traditional railways with the ability to penetrate city centres at street level...

This page looks at light rail, with a special emphasis on showing how it 'dovetails' into the urban environment. Some examples are from new modern installations (ie: opened since the 1970's), others come from upgraded older systems.

First however, a few words about just what 'light rail' is, and why it is the worlds fastest growing and most popular form of urban public transport.

Transport planners often define light rail as an 'intermediate' mode of transport, because it offers an adaptability to combine frequent services with variable length multiple unit trains and therefore cost effectively bridge the gap in passenger flows which exist between the traditional 'heavy' railways and buses. See further explanation and examples

They also admire its ability to go anywhere, in any weather, and fit into almost any location. Because light rail uses vehicles of lower mass than traditional trains it means that new lines can use cheaper alignments - including steeper gradients and sharper curves - and new structures (bridges, etc.,) can also be of a lesser cross section. This results in lower overall constructional costs, although individual sections of line (such as tunnels) may not necessarily reflect that saving. See examples

For the public one of light rail's many attractions is that it meets their heartfelt desire for environmentally friendly transports that do not pollute city streets.

A Personal Opinion

One only has to see how our politicians are 'fighting shy' of the pro-car lobby to appreciate the lure of the private car and its voting owners. Indeed, nothing attracts the ire of motorists more than the fear of being FORCED off the road and onto public transport. For that reason it is vitally important to go the extra mile in proving that light rail can be a motorists' friend - that light rail and cars can co-exist.

Most people of my generation (I am 47) have only known life with the freedom to travel where and when WE choose that comes with having easy access to a car.

And having enjoyed that freedom we do NOT want to live like people did in the pre-war (WW2) period when private transport was rarer.

BUT this does not mean that we do not want to use public transport -- rather it means that for us to use it
the transport must fit our needs, and that if it doesn't then we have the option of voting with our feet.

This includes the ultimate sanction - relocating our lives elsewhere.

The appalling negative effects of this are well documented in American cities where the wealthy have moved out and the downtown cores become dilapidated high crime ghettos.

If even half the power of the pro-car lobby could be tapped into and used for promoting the concept of freedom to be able to choose a viable alternative to having to drive (a concept to which politicians only ever pay lip service - even at election time) then there would be real possibility of alleviating the chronic congestion that bedevils our road system.


Illustrated "index page" image information:-
`Click image - or here - to see a larger version in a new window.`	`Top row Docklands Light Railway (London); Birkenhead Tramway (The Wirral, Merseyside); Nottingham Express Transit; Centre row Blackpool Transport Services Tramway; Tyne & Wear Metro; Croydon Tramlink; Bottom row Sheffield Supertram; Midland Metro (Birmingham / West Midlands) Manchester Metrolink.`

Direct links to other Light Rail Fits In pages...

'Intermediate' Mode Of Transport.

Light rail bridges the gap in passenger flows that exist between buses and trains.

Buses are generally suited to flows of up to 6,000 passengers per direction, per hour, above this there comes a point where even a constant stream of buses every few seconds would not be able to cope with the numbers of passengers.
As a contrast, 'heavy rail' suburban, commuter and metro systems are only economic for flows of 15,000 (or above) passengers per direction / hour;
So, because it is suitable for flows between 2,000 and 20,000 passengers per direction / hour light rail bridges the gap in passenger flows that exist between buses and trains.

To achieve this there are several variables from which to choose.

Smaller towns and quieter routes may use lower capacity vehicles, while busier routes and larger cities can use higher capacity vehicles.

One, two and three unit services in Calgary, Canada.


`Gent, Belgium: Smaller non-articulated tramcars, in a small compact city. This vehicle is in a special livery celebrating 100 years of continuous operation - 1904-2004.`		`Sheffield, England: High capacity double-articulated tramcar in a large city.`
By varying the service frequency according to time of day / expected number of passengers. By using single vehicles at quiet times and two or three vehicle 'trains' at busier times. This third option is especially cost effective because at busier times the one driver could be carrying 300-500 passengers - and in far greater safety than if they were travelling by rubber-tyred transport.

`The single unit was running on a chilly, wet Sunday morning, when traffic would be very light.`		`The twin unit service was running on an ordinary weekday, when traffic would be 'average'.`

`The triple unit service was running in the rush hours, when demand for transport would be at a premium.`		`Another city that also varies 'train' lengths is Düsseldorf, Germany. This video-still shows a triple-unit on a route which links the exhibition centre with the main railway station.`
In Düsseldorf, Germany, the three-unit services operate when there are major events at the cities' exhibition centre. As this camcorder still clearly implies, despite its 80.7 metre length (each individual vehicle is 26.9 metres long) sharing a public highway that is open to all traffic poses no problem. Ultra Light Rail. For the lowest of passenger capacities there is something known as ultra light rail which is based around small low capacity "cabin" sized vehicles running on lightweight (perhaps narrow gauge) tracks. "Cabin" transports are looked at on another page. One of the many advantages of lighter vehicles such as these is that their lower axle loadings would mean that shallower foundations would be needed for the tracks, considerably reducing both the cost and the time duration of their installation. It is expected that it would cost just £1m per km to install this system (compared to about £6m for other types of light rail) making it one of the most cost effective rail-bourne technologies available. Unfortunately even though fully working (and British built!) prototypes have existed for a number of years this form of light rail is yet to be exploited commercially,

`The Parry People Mover features what could be seen to be the "minibus" of light rail transit, making it ideal for lower capacity routes where there is not the passenger demand even for Ghent-sized vehicles, as seen above. Left A "heritage" styled vehicle in passenger service at Himley Park in Dudley, West Midlands. Right A "modern" styled vehicle on demonstration in Barking, Essex, for which the vehicle used pre-fabricated trackage which was quickly and cheaply installed.`

The Passenger Train Variations - Trams, Streetcars & Light Rail Vehicles page includes a look at the different types of light rail vehicle in greater detail.

Fitting In 'Anywhere'.

Sometimes light rail will behave just like 'heavy rail'.

`London is famous for its underground 'tube' railway, and included in this system is the Bank branch of the DLR, which had only just opened when this view was taken. ------------ Although implementing tunnel systems is the most expensive way of creating new lines the shorter trains (and hence, shorter platforms) still provide cost savings compared to 'heavy rail' systems.`

`Line 14 of the Basle (Switzerland) tram system includes long cross-country sections that save for not having a fence looks just like a mainline railway. In this view it is flanked by a dedicated cycle path.`

Everyone knows what trains are about. And how they can operate underground, overground, over bridges, through tunnels, cuttings, etc, etc,. light rail can do all this too. But because light rail vehicles are usually of smaller dimensions and lighter 'mass' they can also go places and do things that traditional trains would find either difficult or outright impossible.

One of these is take to the public highway and use it to travel through the town at street level. Even though this usually requires the complete rebuilding of the roadway (to move underground utilities - ie: electricity, gas, telephone and water, so that their future maintenance will not disrupt the services) the street environment is still one of the cheapest options. For heavily built-up, often historic city centres the only other realistic option is to put the transport underground, however this is just about the most expensive option and is only followed where absolutely necessary.

Few people would seriously suggest the wholesale demolition of buildings to create a new surface corridor (although this is frequently done for new roads) whilst in most countries putting elevated systems into existing urban areas would be rejected as 'visual pollution'.

When travelling in the street environment light rail can either share the traffic lanes with the other traffic or, if the road is wide enough, benefit from its own dedicated lanes (or 'rights of way'). The advantage of this is that it helps the service to operate reliably with the minimum of delay from the other traffic.

Another possibility is for the light rail to be routed via quieter roads intended for local access only, with other major roads taking the through traffic. In this situation there would probably not be any need to separate the transports but an advantage would be gained from using traffic signal pre-emption to keep the service moving. There are no fixed 'rules' - it all depends on the location.

Where there is segregation the ways in which this can be achieved also vary - the most successful options have proven to include painted lines, raised sections of kerb or raised sections of roadway. However, light rail's adaptability to local circumstances means that the possibilities and permutations are endless, if effective they all are correct, what is important is that the other traffic is deterred - but not in the case of absolute necessity (for example: to pass the milkman on his early morning rounds) prevented from using the portion of the road reserved for the public transport.

Segregation between light rail and other road users.

Amsterdam, Holland: Raised section of roadway which can be crossed if need be but is otherwise reserved for the trams.

Amsterdam, Holland: Raised section of kerb protects a right of way located in the centre of the road. Turin, (Torino) Italy: A kerbside right of way segregated from other traffic by large road studs.

Clicking either the Turin image or the projector icon will download a 15 second video clip named 'Turin-studs-look-down320.mpg' which shows the action being described.

Düsseldorf, Germany: Painted lines protect the tram lane; in this view the orange telecom / utility van is illegally parked (probably for want of somewhere legal) and the cars must wait for the trams to pass first before they can go around the obstruction. Portland, Oregon, USA: Different road paving gives the effect of painted lines and again illegal parking means that access is required over the tracks. In this instance it is a school bus (with amber, not red lamps flashing) that is causing the obstruction.

The two images above are video-stills - clicking either of them or the projector icon will download a hand-held 29 second video clip named 'Passing-parked-vcls320.mpg' which shows the action being described.

Sometimes complete separation is possible, however this is only a good idea if the roadway has two (or more) lanes. This is important as it will allow a stationary (perhaps broken down) road vehicle to be passed by the other road vehicles. Furthermore, with 'single track' roads there would also be the possibility of the emergency services being delayed because they were caught behind the other road traffic without being able to pass.

In situations such as Stuttgart below right traffic signals located where the light rail joins the roadway can hold back the general traffic for a few seconds to allow an approaching LRV to continue its journey without delay.

Turin, (Torino) Italy: A kerbside right of way segregated from other traffic by a low hedge. Stuttgart, Germany: A road where there is not enough space for full two-way segregation sees one direction share roadspace with the general traffic.

Other alternatives to sharing the road with the general traffic can include short sections of either single or interlaced track, perhaps with frequent passing points.

Basle, Switzerland: Interlaced trackage on a roadside line at a pinch point where there is not enough space for double tracks. Note the access across the line, protected with level crossing style flashing lights.

Comparative views between interlaced (ie: one inside the other) track left and single track right in Amsterdam, Holland. Note how whilst both types of track occupy much the same road space the interlaced track retains its directional individuality.

More examples of light rail Fitting In with the local environment.

Tram is sharing roadway and bridge with general traffic.

Amsterdam, Holland: Crossing one the cities' many lifting bridges. Innsbruck, Austria: A single track cross country light rail line running alongside a local road. Note that it is unfenced - an optional feature of many light rail lines.

Route U17, Essen, Germany: Left: Short section of trackage shared with general traffic over a narrow road bridge. Right: Traffic signals protect a junction on a section of single track alongside a narrow road. The trams use "white" aspects - seen towards top right of picture. The two images above are video-stills - clicking them (or the links below) will download hand held video clips showing the actions being described. *This link is for a 70 second video clip named Essen-U17-bridge320.mpg Note the wig-wag flashing lights just before the LRV joins the bridge. This video clip also extends a little beyond the bridge, showing the double track light rail formation alongside the roadway, as a 'lead in' to the next video clip. *This link is for a 59 second video clip named Essen-U17-single-track320.mpg showing the same light rail route a short distance beyond.

Fribourg, Germany: Part of a city-wide combined walkway / tramway / cycle path route away from motor traffic. The section (left) leads to a bridge over the main railway station (right) where there are steps leading down to each of the platforms.

Karlsruhe, Germany: A new inter-urban line built close to pre-existing housing. With concrete baffles overgrown by climbing plants it is possible to maintain the householder's privacy in a visually attractive way. Stuttgart, Germany. A private right of way past some residential properties which have access ramps over the track.

Paris, France: A new section of tramline (route T1) built as an integral part of a new development.

Examples of light rail using its ability to negotiate steeper gradients & sharper curves.

A two-car unit turning a city street corner.

San Francisco, USA: Negotiating a steeply banked / curved / graded section of line. A Portland, Oregon, USA: MAX LRV takes city street corners with ease.

Compatibility with roundabouts - also called traffic circles in some places.

Amsterdam, Holland: Two views showing how on large roundabouts trams can follow the inside edge. Note the low kerbs which segregate the tramlines from the other traffic and the lack of traffic signals. This type of road arrangement is ideal where several routes use different 'access' roads, and need to leave at different exits.

Basle, Switzerland: View from inside the vehicle showing a roundabout where the transport cuts through the central circle. Note the traffic signals which both ensure safety and give the LRV's priority through the junction.

Bordeaux, France: Here too the trams travel across the central circle (as seen above left) and for safety red warning lights flash when the tram approaches, giving it priority to pass through across the other traffic flows (as seen above right). However except for where the tram and other traffic interact there are no other forms of traffic control.

Fitting in with the Weather.

Swedish winters are always snowy, weather which Stockholm's 'Nockebybanan' light rail line takes in its stride.

These vehicles are coming from Alvik where they enjoy cross platform interchange with the Tunnelbana (Underground Railway) The 'scissors' crossover seen here enables them to 'drive on the right' for the main portion of their route.

Fitting in with urban regeneration.

Sometimes new light rail lines are built as catalysts to aid urban renewal. Experience has shown that by making the investment in run down, dilapidated inner cities property developers will also invest their money on refurbishing existing buildings and creating new developments within easy walking distance of the new line.

Portland (Oregon) used to known as one of America's dirtiest cities. Now it is one of the cleanest. The building of the MAX light rail line led to urban renewal in formerly derelict inner city streets and the creation of an attractive city square, which replaced a car park that was rendered superfluous by the new transport. Indeed Portland's regeneration was so successful that they have also built more light rail and (separate) streetcar lines. As with several other North American cities all travel within the city centre core is completely free.

In London the Docklands Light Railway was built to help regenerate the derelict Docklands area. Since this picture was taken two more towers have been erected alongside Canary Wharf which is seen in the background. Often part of the cost of new light rail lines goes on 'urban niceties' (such as this Grenoble, France water feature) and as such increase the apparent cost of installing the transport.