The Hyder Report
A Public Transport Corridors With Most Potential for Bus Priority (with alternatives)
B Potential Transit Line
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Fig. 1. The 'Citadis' light rail vehicle produced by Alstom is available in a range of configurations between 22m and 60m in length.
Fig. 2. The 'Combino' light rail vehicle produced by Siemens is available in a range of configurations between 18m and 42m in length accommodating between 100 and 250 passengers.
Fig. 3. The Parry People Mover/Clayton
PPM 50 flywheel powered lightweight railcar can accommodate up
to 50 passengers. Higher capacity vehicles may be available in
(Photo courtesy JPM Parry and Associates Ltd)
Fig. 4. The 'TRAM' articulated
light rail vehicle, seen on test in Blackpool, can accommodate
(Photo courtesy Liverpool Electric Tram Systems Ltd).
Fig. 5. St James Street - on some City Centre streets there is adequate width to accommodate a single track and retain some traffic movements.
Fig. 6. Upper Borough Walls - other streets are very narrow and would need to be restricted to trams and pedestrians. Specific arrangements would need to be made for vehicular access to frontage properties.
Fig. 7. Upper Borough Walls - another view of this narrow street.
Fig. 8. Manvers Street - buses are delayed by congestion at many times of the day. The tramway would need to be designed with the maximum level of segregation to ensure reliable operation.
Fig. 9. Pierrepont Street - traffic congestion must be removed to allow public transport to operate without delays. The proposed bus gate should help to reduce through traffic movements.
Fig. 10. The original Midland Railway alignment between Newbridge and the town centre could be used to provide an off-highway segregated route for a tramway or light railway, or for a busway.
Fig. 11. Buildings have been erected on some parts of the railway alignment. A deviation of the original alignment may be feasible or the property may need to be acquired.
Fig. 12. Part of the former Somerset and Dorset Railway alignment is proposed for use as a tramway by TfB. Although feasible in engineering terms there would be significant environmental intrusion.
Fig. 13. Many of the routes proposed by TfB involve long steep gradients such as Bathwick Hill on the University route. While not impossible for a tramway, special safety provisions would be necessary. On some roads, a central reservation could be provided for a tramway.
Fig. 14. Some bus lanes exist which could provide priority for trams. However most only operate in one direction at limited times and it would be difficult to provide a segregated tramway in both directions.
Fig. 15. Some sections of route proposed by TfB as tram routes are single carriageways only about 7m wide. In many places it would not be feasible to provide a reserved track and it would not be practicable to provide for single- track operation.
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