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Calgary's Light-Rail Transit System W 27 nally set in March 1974. Considerations of time and The proposed service will provide 5-min headways money in a period of inflation encourage this kind of in the peak hours for trains of two or three cars and 10- speedup. min headways at midday for one-car trains. The bus route system will be reorganized in the northeast sector OPERATIONS to provide timed transfers between bus and rail. The average speed of operation will be 30 km/h; the The control system consists of a simple wayside block maximum scheduled speed will be 50 km/h. At midday signal system. All red-light conditions will be enforced three trains will be running; in the peak hours there will by magnetic inductive trip stops to provide maximum be six. safety. Restrictive speeds of 30 km/h have been estab- lished in the subway curves, at the ends of the line, and CONCLUSIONS at the approaches to all at-grade crossings. The re- strictive speed zones are enforced by timed signal In 1974 Edmonton was faced with a rapid residential de- changes from red to green and the associated trip stops. velopment in its northeast sector. After a careful anal- To facilitate traffic and train movements at the at- ysis of the opportunities available, the least cost solu- grade crossings, a special traffic-control system is tion to the transportation problem was found to be an being implemented that links and coordinates the LRT LRT line that used the CNR right-of-way. For the par- train-crossing signals with adjacent road intersection ticular conditions in Edmonton, the LRT solution was traffic signals. able to be implemented within the budget of $65 million. Calgary's Light-Rail Transit System W. C. Kuyt and J. D. Hemstock, Transportation Department, City of Calgary This paper describes some of the background to the development of the were recommended, including an extended express bus South Corridor light-rail transit (LRT) line in Calgary. Characteristics of system, installation and expansion of the dial-a-bus the city, the corridor, and the existing transit system are also presented. system, expanded bus-shelter installations, and installa- The results of a recent study undertaken to determine the type and tim- tion of several traffic-control measures for the priority ing of transit improvements are briefly summarized. Alternatives studied treatment of buses. Progress is being made in each in detail included LRT, busways, and exclusive bus lanes; LRT was se- lected and implementation has begun. Finally, the paper describes the phase of the program, and an increase in ridership has vehicles and route chosen. been observed. In 1975, the city of Calgary undertook two studies to examine the need for and to plan major transportation This report describes the light-rail transit (LRT) sys- facilities. The reports (2, 3) described the need for tem that has been approved for construction in the city rapid transit in the South Corridor and the staging of of Calgary. The urban context, the evaluation process, transit and roadway improvements. The City Council the vehicle type, and the alignment are described. approved these reports in principle and directed the ad- ministration to proceed with functional planning and pre- BACKGROUND liminary engineering for an LRT line in south Calgary. Subsequent consideration, including consultation with Planning for rapid transit began in 1966 with a series officials of the government of the province of Alberta, of studies carried out by Simpson and Curtin Ltd. Pre- led to the decision to commission a major, independent liminary plans for an extensive network of rapid transit review of these and prior transportation studies to verify lines were developed. Two of the high-priority corri- the appropriateness and costs of LRT in the South Cor- dors were approved in principle by the City Council. ridor. This review was carried out by consultants, and This allowed protection of the right -of -way and acquisi- the results were presented to the City Council in May tion of more than 25 hm2 of the required land. 1977. The report essentially endorsed LRT and the Since this study was completed, several significant council directed that detailed design and construction changes have occurred. The population has grown more should start as soon as financing could be arranged. slowly than was expected; the population density is lower These arrangements were completed in July 1977, and than was anticipated; the growth patterns have shifted; implementation started on July 25, 1977, with the pur- many proposed roadways have not been, and probably chase of 27 light-rail vehicles (LRV5). will not be, constructed; and construction costs have in- creased dramatically. These changes have made in- The City adequate certain aspects of the system originally pro- posed. In particular, the capital cost of the proposed In 1976, Calgary's population was 470 000, and the labor 32-km grade-separated network would now cost several force was 207 500. The population is expected to reach hundred million dollars, which is clearly unrealistic 618 000 in 1986 and 778 000 in 1996. About 58 000 for a city the size of Calgary. people, or 30 percent of the work force, are employed The prime function of a report published in 1973 (1) in the downtown area. There has typically been low- was to develop a policy combining and coordinating density development with a distinct separation between transportation improvements. A road construction pro- residential and employment areas. Despite the low gram on a much smaller scale than previous plans was density, development is contiguous, and there is little proposed. A number of interim transit improvements urban development beyond the city limits. 28 Figure 1. LRT alignment selected for Ca?gary. structing certain road improvements and providing higher capacity transit service. Studies indicate that in the long term it will be impossible to accommodate travel .I T. tDOWNTOWNSECTION. demand by means of the road improvements that are politically and financially feasible. There are, however, tV_:VV AVENUE - - - r.--- several options. VICTOUA 7 AVENUE PARK Improvements to transit could either precede or fol- r7:\ S!CTION low road construction. If transit preceded road con- CEMETER f-" - - HILL V€V . 34 AVENUE struction, several projects could be deferred for a sub- SECTION ••VLV..V /c > (V stantial length of time. If the road improvements were ~11'2­AVENUETiI staged first, however, transit improvements could be delayed only until the early 1990s. Potential savings, V_ • ._ V both financial and environmental, are therefore achiev- ii I VV'V_V[ •_ -------------- -- able only if transit precedes road construction. The OL ENMO4lETRAILS. effectiveness of this strategy depends on the extent to which transit increases its share of the market. This, HERITAGE DRIVE . -- RAILWAY I of course, depends on the level of service and capacity SECTIOI offered and on the time of implementation. / V V -V--V -- SOUTHLAND DRIVE Transit Alternatives Three candidate solutions —exclusive bus lanes, LRT, and busways —were examined in detail. Previous work *LEGEND had demonstrated that other systems —heavy -rail tran- Grads SspaatIon sit (HRT) and personal rapid transit (PRT) —were not -, StatIon - I SIbway feasible. HRT systems were excluded because of the high capital cost. An extensive rail system on a com- / pletely protected right-of-way would exhaust the city's 4VVVV capacity to support debt repayment. Because of the particular characteristics of Calgary's LRT corridors, there is relatively little interference with other surface traffic; the benefits of complete grade separation are therefore small. Further, it was felt that the geometric The Corridor requirements for HRT and the need for complete separa- tion would pose unnecessary restrictions on construc- The first leg of the LRT system extends 16 km to the tion staging. PRT was discarded after consideration of south of the downtown area. Gross residential density recent setbacks in its development. It was apparent that is about 2000 persons/km2. Single-family homes make reliability would not be good and that development and up 70 percent of the dwelling units in the suburbs. Re- construction costs would be too great to be borne by the cently, higher density development has increased, and city. substantial opportunities for further development still Comparative analyses of the three candidate modes exist. assumed that all would operate over a 13-km surface A large industrial area lies to the east of the pro- route from the south side into the downtown area. The posed line, as shown in Figure 1. In addition, two bus-lane system was assumed to occupy the curb lanes major shopping centers lie within 500 m of an LRT of Macleod Trail between Anderson Road and downtown. station. No stations, other than widened sidewalks with bus shelters, would be constructed. The LRT system would Existing Transit Ridership follow the alignment shown in Figure 1. The selected route was almost 13 km. Seven percent of the line would Service is provided by line-haul and feeder buses on be underground and the rest at grade. Five structures fixed routes, express buses in the peak hours, all-day would be built to separate cross traffic, and there would express service in major corridors, park-and-ride be about nine grade crossings outside of the downtown facilities, and a small dial-a-bus service. The existing area. Twelve stations, spaced about 1200 m apart, bus fleet carries a significant portion of total trips, but would be constructed. The average vehicle speed would be it is less than the share carried by transit in some other about 32 km/h including make-up and layover time. The Canadian cities of similar size. The system, which system is described more fully below.
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