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Odd why they would be focusing on adding rail service instead. |
A Transit Plan To Make a Less-Stressful Zoo for Animals
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A particularly attractive DMU alternative. Not quite a tank, but, certainly an "armored car." http://www.railwaygazette.com/news/u...-dmu-cars.html |
Why trams are a waste of money
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Vast profits that push up our train fares yet again
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Before the service upgrade off peak trains averaged around 300 passengers, I think it has dropped to the 200 range now. Average fare of $6, and its costing roughly $1800-$2000 a trip to run. I wouldn't be surprised if a smaller 3 or 6 car EMU (compared to the 10 car bi-level locomotives used today) could run that trip for a third of the cost. rough numbers of course. |
Australian commuters tip train cars to rescue man trapped in station gap
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But then having enough DMUs to meet peak capacity when most of them will be idle for most of the day is still very costly since 12 DMU railcars is much pricier than a consist containing 12 unpowered carriages and one locomotive - both in startup cost and in maintenance. Ultimately if you want frequent, all-day service in a route thats primarily commuter oriented, you simply need to purchase stock that best serves the largest number of customers and simply accept that this typically means taking a loss outside peak travel times. |
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You haven't made your case as to why, in this scenario, frequently run trains beat frequently run motorcoaches. The benefits often attributed to a train include its higher capacity which is by far #1, but in this situation higher capacity isn't needed. - Reduced noise is often cited when comparing buses with electric services like a streetcar or LRT, but a DMU isn't any quieter. - Trains tend to have a smoother ride, but motorcoaches are much smoother than a regular city bus, and would drive primarily on high quality expressway. And still this is but one small advantage. - The permanence of the route may also be cited, but the coaches can stop at the same stations. - Trains may have lower fuel consumption per passenger due to lower rolling friction, but as mentioned in my previous post, that isn't an advantage when it requires buying and maintaining additional stock. - Its theorized that trains have a psychological draw over buses in terms of attractiveness to passengers, but according to a study discussed on streetsblog.org, "...the researchers pointed out that negative perceptions faded as familiarity with better bus systems increased." and "The more comfortable and useful a bus system becomes, the more the preference for rail disappears..." Yet in GO's case, the buses have the advantage of already being part of the operator's fleet since it also provides express bus service to places not actually on a train route. And as frequency drops off on those routes off-peak, the buses can simply be rerouted to provide off-peak service elsewhere. And they also help take traffic off the rails off peak, which frees up space for other rail traffic providing a similar advantage to what the trains offer during peak by taking traffic off congested roads. It appears that your assertion is either dogma or a knee-jerk assumption rather than one reflected in the situation. If we were talking about electrified service on dedicated tracks, then many of the factors I mentioned wouldn't apply. But is this case you need to demonstrate why we should assume the trains would automatically be better. :shrug: |
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(1) GO runs BiLevel trailers for commuter trains, and UP will be running DMUs for all day regional trains. Both GO and UP are owned by the same transit agency. (2) TRE has ran BiLevel trailers and RDCs for all day commuter trains. Additional maintenance expenses have been met with reduced fuel costs. TRE data shows 3 BiLevel trailers are cheaper to run than 4 RDCs, but RDCs are cheaper to run below that capacity, meaning 3 RDCs are cheaper to run than 2 BiLevel trailers and 2 RDCs are cheaper to run than 1 BiLevel trailer. Fitting rolling stock to the expected demand is an effective way to reduce costs. |
The issue isn't with an agency having more than one type of stock for totally separate routes or services; it's with buying more than one type of stock for the same route for different times of day. The UP route will be using the DMUs exclusively.
As far as the Dallas situation, remember the main issue isn't just the maintenance cost, it's the purchase cost. We don't know how their equipment procurement works and it may have been some quirk in terms of funding loop holes for the stock in which they were able to get funding for the stock during startup more easily than operational subsidies, But this scenario is rare and not applicable to other services. You can look to commuter routes around the world and find few if any other examples of dual peak/off-peak stock whereas there are countless examples of the same stock being used all day despite low demand off-peak. |
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Other examples I could add is North County Transit in San Diego with Coaster trains using BiLevel trailers and Sprinter trains using DMUs - on different lines. BART will be using DMUs on its eBART extension in Contra Costa County, different line DCTA using DMUs as an extension of DART's green light rail line, different transit agency, same line, different tracks. NJT using DMUs on its Riverline service, EMUs on NEC, BiLevel and single level trailers on NEC, and light rail in Newark and Bergen, same and different lines. Transit agencies using different rolling stock is more common than you suggest. But I will admit not all of them do. |
Not sure why this is so hard to understand. This has nothing to do with whether or not they use the same track; ut's whether or not it's the same service. Two different services will each have its own exclusive rolling stock dedicated to that service which it uses 100% of the time that service it's being operated. eBART for instance is not going to be buying locomotive and coach consists like GO or Caltrain to use at peak times AND DMUs for off-peak, it will only have the one type of stock. Same for all the other situations. Unless they've won the lottery, an agency buys one type of rolling stock to use for a specific service - regardless of whether the service shares any of its tracks with any other service.
The question here is duplication.. If one set of stock is (or could be) going to be sitting totally idle at all times that the other is being used, then it cannot justify the purchase of the 2nd stock. If the stock will be operated simultanously because the two different services will be operated at the same time, then it has no choice but to have enough stock to operate both services. |
Transit Projects Shouldn't Take Longer to Finish in 2014 Than They Did in 1925
Read More: http://www.citylab.com/commute/2014/...n-1925/375851/ Quote:
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Open data and driverless buses: how London transport heads to the future
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Helsinki’s Plan to Make Private Cars Obsolete
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Transit projects touted by every environmentalist often come in way over budget and late or don't get built at all due to the endless environmental reviews. I still don't know why you need huge environmental reviews when going down current streets or currently operated rail corridors. What if they find something small..............are you going to indefinitely close the rail line or street?
The environmental lobby for transit infrastructure almost unanimously does more harm than good. They often take so long and cost so much money that they give the NIMBYs time to get organized and put an end to the potential lines. The environmental lobby is just that, another lobby that lives off government largess. They are just as hungry for money as the oil companies they love to hate. |
Conservatives Learn to Love Infrastructure
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Toronto lags other Canadian cities in building transit: Pembina report
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