15 Replies to “84 Days”

  1. 84km 14 years from now… 6 clicks a year (less actually since it doesn’t count what’s already in test). At least it sounds better in metric. Sorry, eastside whiner which may never see Link or at least Link past downtown Bellevue. I know we, want to build it “right”.

    1. That’s not why it’s slow. It’s slow because it’s all local taxes.

      Remember my 87 days post? Did you see the funding split for MAX?

    2. Link will go to at least Overlake Transit Center. It doesn’t make sense to build it and stop short of Microsoft.

    3. From approval of a line to its completion, Portland’s MAX has been building out at approximately 1.5 km per year (this includes the “building” of the Red Line which basically doubles up on the Blue Line for 3/4 of its length). The actual buildout speed for Link ST1 from approval to completion is actually about 2.25 km/year and ST will be 3.75 km/year using the same metric. The fastest light rail construction (assuming it is built to plan) is probably in Houston which is building 47 km of new light rail over 9 years (i.e. 5.25 km/year).

  2. It’s interesting following a streetcar contract just announced in Toronto. The initial order is for 204 to replace the CLRVs and ALRVs that are getting close to the end of their service lives. It went to the odds-on favorite, Bombardier. Plus, when 25% of the Labor and construction had to be done in Canada, preferably Ontario, of course it was going to Bombardier. There will most likely be follow on orders, with expansion of the network being proposed. Toronto is one of the few North American Cities that did not get the memo, streetcars are not supposed to co-exist with the automobile. The TTC did get trolleybuses like many Canadian Cities did to replace the streetcars, but the TTC ended up retiring those 10 years ago, while the streetcars soldiered on.

    KinkiSharyo was in the bidding in the first round but dropped out. The only other bidder that had a chance was Siemens. Toronto would be only the 2nd city in North America to go 100% low-floor, behind Houston.

  3. Further on the Toronto order. The Bombardier single-ended streetcar model at 30 m (98.4 feet) is twice the length of their CLRV at 15 m, or 2½ buses.
    While the 204 streetcar order is a special order to fit the tight curves and steep inclines, there is an option for an additional 400 off the shelf double-ended light rail vehicles for 7 new light rail rapid transit lines.

    1. Like I meant to say, it is potentially the largest order in a long time on this continent. I am surprised they did not do a competition with a prototype. Although I can see there are other legacy problems with Toronto’s Streetcars, especially being Broad Gauge.

      1. Sorry about the way I phrased that.

        One of the ways Toronto got to be one of the biggest operators of the PCC was they bought up the used PCC Cars from American Cities that dumped their’s, including Kansas City and Birmingham. Some of the KC Cars ended up being re-imported to the US, running in San Francisco, alongside some ex-St. Louis cars.

  4. Disaster struck the already hard-pressed SEPTA (Philadelphia) system when 60 PCCs were lost in the Woodland Depot fire in October 1975. This led to immediate negotiations with TTC which concluded a sale of 30 PCCs in March 1976. SEPTA having to pay $12,500 each for units already due for retirement plus another $15,000 for each of the 15 cars TTC would regauge before they were shipped to Philadelphia. So desperate were their new owners that these three cars were pressed into service within days of their arrival in Philadelphia on the 25th. Three cars were to be loaded every other week thereafter until November of that year, using special flat cars with dummy trucks that had to be cycled back and forth between the two cities.

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