BIKE: Most flexible mode

[alan_drake]

The most flexible system that I have seen is the Copenhagen 
"miniMetro".
 
When complete in 2007 (3/4 open now)

10 km in subway (small 4.9m/16' ID tunnels)
5 km elevated (55% on low cost embankment, 45% in viaduct like monorail)
 >1 km "in trench"  (formerly planned to be elevated)
5 km at grade but grade separated (3rd rail operation)

2 km at grade is on 120 year old rail bed, using a 1920s rail bridge over a 
small canal)
3 km at grade on a freeway, taking two lanes, separated by concrete barriers

All these #s have a bit of "wiggle" since plans have changed.  Once 
the freeway & in trench were to be elevated but a cheaper solution was found by 
taking freeway lanes.

The proposed 16 km 16 station city ring extension is priced at 1.7 billion 
euros.  Denmark is a high cost location and the domestic purchasing power of the 
euro is close to parity with the dollar.  So 1 km of subway with one station 
cost 106 million euros with difficult conditions (high water table, ancient 
buildings, etc.).  In Austin, that would be about  $100 million or less for 1km 
of subway plus one station.  Certainly price competitive with monorail.

One mistake made in Copenhagen was automation.  Initial manual operation with 
the option for future automation would be a better, and cheaper, solution.  I 
would also recommend narrow gauge rather than standard gauge (allowing for 
tighter turns,  slightly lower civil costs).  All of Japan (except bullet 
trains) is 3.5' (1067 mm) gauge so that is feasible with all appropriate 
switches, etc.

Going from 3rd rail to OCS would increase subway costs, but allow at grade NOT 
separated operation in less dense areas.

In addition, lower cost modes (at grade grade separated, embankment, in trench) 
can be inserted where feasible.

Alan  



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