I was hoping to demonstrate that the planned interior for the Tram-Train (in the briefing document is linked) provides as much (if not more) seating than other modern, world-class transport systems, and that expecting passengers to stand for short distances is not unique to the South Wales Metro system.
Perhaps an alternative not requiring demolition could branch off further north as illustrated. It would be a steep climb out of the valley but with LR vehicles that could be plausible. Might also fly over the city line and follow the abandoned formation to Llandaff to join the main line to Cathays and Queen Street.
Very true but you've still got got to create the junctions and transitions between existing and new routes. Street running, although possible clearly, should ideally be limited to a minimum, and on dedicated lanes or reservation and/or with absolute priority given to trams at junctions/crossings. The key benefits of LR capability are in the avoidance of complete segregation, steeper hill climbing and tighter curve negotiation capability, as well as the ability to have new road and pedestrian crossings at grade. The 50m long vehicles, capable of being run in double consists up to 100m length will be difficult to accomodate in many road layouts so some careful highway engineering will be involved in areas where space is shared with general traffic.
It is. Any other on-street running is under 'future extension options', in other words, it's not funded or committed but is an idea for the future.
I'd love to be on that proposed train when the on-board announcement says, "The next station is P+T C33 J33 P+R"
Looks like some kind of grade separation will be neccessary west of Cardiff to unlock capacity together with some extra platforms at Central station .
The "Cardiff Circle" route in the link shows a stop at Herbert Street between Queen Street and Central, which is also on the Bay route. I think this means it would run on or near the street throught Callaghan Square with tram platforms near the south entrance of Central, so not requiring extra platforms in the existing station. But I agree probably grade separation to get from there to the City Line, which could incorporate a flying junction for the Penarth services.
It could run at street level, but the road network round there is complex and busy, so all the junctions and conflicts might instead be avoided by a short elevated alignment as shown, about 750m long, and that could incorporate a Herbert St stop at the junction with the Queen St line. Is the undeveloped land shown immediately to the south of Callaghan Square still available? New buildings there might be built under and around such a viaduct.
Notionally, there could be another chord to make a triangle at Herbert Street, creating additional capacity/flexibility between Central and Queen Street, if that was ever required. Perhaps passive provision and safeguarding might be appropriate for future expansion.
The map I referred to above suggests the service would run to/from Queen Street rather than the Bay. Maybe therefore it would run further south past Callaghan Square so as to swing northwards and join the Bay line south of Herbert Street bridge. But assuming it's a tram-train it could include 25m curves if necessary.
The development itself doesn't prevent a future rail revival as long as a protected corridor through the site is retained. At least under light rail rules, total segregation is not necessary and new road crossings at grade are permitted, but as little interrunning with general road traffic as possible is still highly desirable for speed and reliability.
