5.46
5.47
However, the more likely policy would be to complete the tunnel sections from Shau Kei Wan to Admiralty and from Pedder to Whitty, and convert to rail rapid transit operations. By ceasing to operate in streets, the constraints on train length would be reduced. The initial stations were designed to accommodate two two-car trains of LRV's with platforms about 120m long; they can thus accommodate 4 car trains of LRV's. Operation by the LRV's in four car trains would be feasible. With the implementation of conventional rapid transit signalling and train control systems*, 90 second headways could be achieved through the peak hour. With the original type of LRV's this would provide a planning capacity of around 30,200 passengers per hour per direction. In addition, two traffic lanes would be released on the surface for use by other vehicles.
At this stage some of the Light Rail Vehicles would be 20 years old, and it would be possible to introduce new more conventional rapid transit cars. Street running would no longer be necessary, so the new trains would not be articulated. Intermediate cabs need not be provided and the new cars could be 2.5m (or 2.65m) wide; this would however require platform edges to be cut back. These cars would provide a higher capacity than the LRV's. Vehicles of around 20m length could operate in 6 car trains every 90 seconds providing a planning capacity of around 40,000 passengers per hour per direction. The cars would be of similar dimensions to vehicles used on the Metro lines in such cities as Barcelona, Brussels, Budapest, Hamburg, Lisbon and Montreal, though they would of course be smaller than the cars on the MIS. There would be little reason to change from the 1.067m gauge, (which is used on several subway lines in Tokyo) or the 750 volt d.c. overhead system of current collection.
*Unlike conventional LRT practice, this does not allow a second train
to enter a station.
71
No comments yet.
Private notes are available after approval.