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Old October 23rd, 2014, 11:52 AM   #261
Falubaz
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I saw that and it looks pretty cool, modern buses, but it's not on the main street unfortunately.
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Old October 23rd, 2014, 12:18 PM   #262
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Something I never understood is why many American cities have woefully slow transit on its very core downtown areas, even with the system is reasonable fast outside it. Denver is an example: it has a decent light-rail system, but the very most important sector shares spaces with pedestrians and has way too many stops.

Same goes for many other cities that have "streetcars", "circulators" and the like, with stops every block or so.
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Old October 23rd, 2014, 02:50 PM   #263
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That's because the lines often try to be two types of transit at once: local transit through the DT and more regional outside it. Given the lack of density outside the cores it is often a good idea. km/h isn't all there is in transit speed. I'd say it isnt' the point at all (unless you already have a good local transit and are building a rapid regional line). The main point is starting points & endpoints for passengers' journeys per hour. That's the important thing. If an area has big shifts in density (and walkability) then it makes sense to have different distances between stops.
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Old October 25th, 2014, 12:03 AM   #264
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And that makes perfect sense if your goal is not increasing speed on the line no matter what, but improving the connections that people really need, and that includes the last mile. As Downtown is the heart of the network and most people are heading there those stations there are also much more heavily used. It is not only about distance but also usage density as Swede argued rightly IMHO.

On top of that of course the central parts would be also by far the most expensive if you were to grade separate them, as you'd probably have to go underground. That improve spped but at the cost of worsened connectivity in the downtown section as it probably would mean fewer stations with longer ways to the surface.
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Old October 25th, 2014, 12:53 AM   #265
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Even so, there is no need to have stops spaced 200m from each other.
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Old October 25th, 2014, 11:38 PM   #266
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If the station usage frequency justifies it, why not?
PS: 200 m is only the distance between the 2nd last and the last stop, isn't it? 300 to 400 m are the smaller distances fond elsewhere in DT.
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Old October 26th, 2014, 08:18 PM   #267
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Quote:
Originally Posted by Suburbanist View Post
Something I never understood is why many American cities have woefully slow transit on its very core downtown areas, even with the system is reasonable fast outside it. Denver is an example: it has a decent light-rail system, but the very most important sector shares spaces with pedestrians and has way too many stops.

Same goes for many other cities that have "streetcars", "circulators" and the like, with stops every block or so.
The problem, sir, is that in almost all post WWII urban transit systems built in the US very local politics determine downtown routing. These local political entities most often center around real estate owners and property developers.

Light rail first, and, foremost in the US is a downtown core development tool where streetcar distance stop intervals are aimed at creating street level pedestrian traffic along select streets. The suburban LRT "spokes" out from the downtown area then are supposed to funnel commuters into a few tens of blocks, along which new hotels, apartment buildings, condo highrises, boutique shops, bars, and, a few office buildings are built.

This is the result of how US metropolitan areas are politically divided into a older railroad age big city, and, scores of suburban cities with far lower populations. When many suburban communities spread over multiple counties interact with 1 or perhaps 2 major cities when designing extensive light rail and BRT lines, the price these suburban cities pay for working with big central cities is that the LRT must either be a "street car" downtown, or end at a terminus without same seat through downtown connections.

In Denver, as well as in many big US cities, a few rich players and their associates have determined the exact light rail, and the commuter line routes as well as how the downtown Union Station complex is laid out. Quite simply, the right-of-way is laid out to maximize real estate development at the expense of good layout design.

Those that strive to get metro wide public transit in place in the US are not ignorant people. Most are keenly aware of what Germany, Japan, France, and, China have done or are doing. However, these experts must work with hosts of small city governments, county governments, and, typically, a politically dominant central city, each of which is governed by elected officials who election is largely determined by money. Consequently, our experts have to compromise efficiency with those few with great economic power, whether these few are involved in the construction of large single family home developments in the suburbs, or in developing old rail yards or upgrading real estate downtown.
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Last edited by billfranklin; October 26th, 2014 at 08:36 PM.
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Old October 29th, 2014, 11:16 PM   #268
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My last pics from Denver. This time the airport ppl mover:
[IMG]http://i62.************/fvgx3a.jpg[/IMG]

[IMG]http://i58.************/140vzw2.jpg[/IMG]

[IMG]http://i59.************/243mav5.jpg[/IMG]
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Old November 6th, 2014, 08:12 AM   #269
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From Railway Gazette:

Quote:
http://www.railwaygazette.com/news/t...ry-begins.html

FasTracks commuter train delivery begins
05 Nov 2014



USA: The first four 25 kV AC commuter cars for Denver’s FasTracks programme left Hyundai Rotem’s assembly plant in Philadelphia on October 31. The steel bodyshells were manufactured in South Korea before being shipped to Philadelphia for final assembly.

Denver Regional Transportation District has ordered 66 cars to enter service in 2016 on four lines being developed as part of the FasTracks programme. These are the East Rail Line to Denver International Airport, the Northwest Rail Line to Westminster, the Gold Line to Arvada/Wheat Ridge and the North Metro Rail Line to Thornton. They will be maintained at a depot in Globeville.

Each car is 26 m long, 3 200 mm wide and 3·8 m high. There are two wheelchair spaces per car, as well as luggage and bicycle racks, and they will offer level boarding. Maximum speed will be around 125 km/h.
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Old November 6th, 2014, 11:16 PM   #270
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Will all the 4 lines be opened at the same time, or the airport line - maybe - will be the first to enter the service?
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Old November 8th, 2014, 02:12 AM   #271
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Quote:
Originally Posted by Falubaz View Post
Will all the 4 lines be opened at the same time, or the airport line - maybe - will be the first to enter the service?
Just the Airport Line, Gold Line, and part of the Northwest Line, along with the extension of the I-225 light rail line and the US 36 BRT line is expected to open in 2016. The North Metro Rail Line is expected to be open later in 2018.

Anyways on an unrelated note Denver seems to have attracted the attention of other cities around the world in it's rapidly expanding light rail/commuter rail network.

Toronto Star: How Denver’s mile-high ambition is a road map for Toronto transit

This article gives a good history of what the city of Denver has gone through over the many decades and is worth reading.
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Old November 18th, 2014, 04:31 AM   #273
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Denver's first batch of commuter rail cars for its airport line is making its way across the country from the Philadelphia factory where they were produced. They are now in Lincoln, Nebraska.

http://www3.rtd-denver.com/elbert/ne...ex.cfm?id=6316
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Old November 18th, 2014, 05:09 AM   #274
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Quote:
Originally Posted by Woonsocket54 View Post
Denver's first batch of commuter rail cars for its airport line is making its way across the country from the Philadelphia factory where they were produced. They are now in Lincoln, Nebraska.

http://www3.rtd-denver.com/elbert/ne...ex.cfm?id=6316
yup 'merica!!!!

..where we still design trains to look like 1960 POS in 2014!!
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Old November 18th, 2014, 05:19 AM   #275
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Speaking of Philly, they even look like Septa cars too
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Old November 18th, 2014, 07:23 AM   #276
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Quote:
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yup 'merica!!!!

..where we still design trains to look like 1960 POS in 2014!!
You can blame the Federal Railroad Administrations for the design.
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Old November 18th, 2014, 08:01 AM   #277
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Quote:
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You can blame the Federal Railroad Administrations for the design.
But Denver Light Rail has exclusive tracks, not shared with freight traffic.
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Old November 18th, 2014, 09:22 AM   #278
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doesn't matter FRA rules haven't changed in 103 year.
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Old November 21st, 2014, 04:34 PM   #279
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From Rail Journal:

Quote:
http://www.railjournal.com/index.php...ml?channel=542

Hyundai Rotem EMUs delivered to Denver
Friday, November 21, 2014



THE first four of 66 EMU cars ordered from Hyundai by Denver Regional Transport District (RTD) for the city's commuter rail network arrived in Denver by rail on November 20

The 125km/h 25kV ac vehicles are being assembled at the Hyundai Rotem USA plant in Philadelphia, using bodyshells fabricated in Korea. Each 26m-long car accommodates up to 232 passengers, 91 of them seated, with two wheelchair spaces.

The fleet will be used on four commuter rail lines which are being built as part of RTD's ambitious FasTracks public transport investment programme. The East Rail line to Denver International Airport, Northwest Rail to Westminster, and the Gold Line to Arvada and Wheat Ridge are due to open in 2016, while the North Metro Line to Commerce City and Thornton will begin operating in 2018

...
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Old November 21st, 2014, 09:35 PM   #280
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It really looks like Philadelphia regional rail trains... so ugly
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