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Infrastructure is a large part of the cost of new tramways or light rail systems. The LR55 track reduces the cost of tracks embedded in the highway by avoiding the need to relocate most under street services, and being quick and easy to install minimising the disruption to city life.

The LR55 track has been comprehensively tested by simulation, laboratory and fi eld trials. A length of LR55 track was installed in the Sheffi eld Supertramway in March 1996, where it continues to give maintenance free service with over 300 LRVs per day, and 100 heavy road vehicles. It replaced a length of conventional track that failed after just one year.

The LR55 rail track system uses:

(a) a top suspended rail, bonded into (b) precast concrete foundation troughs, (c) laid on a compacted type one highway base (CBR > 10%). (d) bonded into existing pavement with grouting

LR55 track in situ at Rotherham bus station

LR55 track in use

Comparison of Ri60 and LR55 track

Ri60 general arrangement

Recent Ri60 installation

Elements of LR55 system

LR55 laid to gauge in highway pavement

The track is installed in a two stage process, a pre cast concrete foundation trough, and low profi le rail bonded with a grout which acts as a spring continuously supporting the rails. Other benefi ts include:

• Low pressure into the road pavement (<200MPa)• Rapid installation, double track complete 100m per week with one gang• Fully road traffi c compliant• Tested to carry mainline axles loads (up to 80 tonnes)• Negligible stray currents (resistivity > 1000Ωkm)• Less noise and vibration (<20Hz ~30dBA, >100Hz ~50dBA, nat. freq ~800Hz)• Utility access during operating hours • Designs for compatible switches and crossings• Transition rails to all existing profi les• No corrugation formation

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A simplifi ed design of overhead line (OHL) gives catenary performance, with an easier installation and lower costs. A trial section was installed in November 2004 at the Carnforth Railway Centre, where it gives maintenance free service and has survived some of the windiest weather experienced in England. This is designed for all pantographs, and with running speeds up to 150km/hr.

Extent of Electrifi cation • In EU, UK almost lowest % of track • Energy source fl exibility • Lower pollution (modal switch) • Lower operating costs • Lower train maintenance costs • Higher vehicle reliability

Functionality• Electrical - power distribution with minimum losses from lower resistivity from larger cross section conductor• Mechanical - can stand loadings from wind, weather, and pantographs• Capital cost - reduction through fewer parts

Reducing costs • Single OHL wire - but sags • Larger diameter (14mm) (150sq.mm) - but higher unit weight • Fewer support masts - larger sag or higher tension in OHL • Simpler suspension system - no registration arms • Different tensioning

Design and Installation • Track curves min. radius 200m - mast spacing reduced to 30m • 2 Over bridges - one direct suspension, other span wire • OHL run out over whole length on temporary mast pulleys • OHL tensioned and clipped up 300m at a time

Practicalities • Weather - December 2004 • No exclusive track access • Cherrypicker over parked rail vehicles • Getting right alignment • Using temporary ropes to lift and clip • Total installation 40 man days • Final clipping 3 man days • Total costs £50k for 1200m

Conclusions • OHL can be simplifi ed • OHL costs can be reduced • Elastic supported single wire good for speeds to 150km/hr • Low electric resistivity can be achieved • Jan.2005 severe storms - no damage • Could be used for branch lines • Reduce cost of new light rail projects

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The City Class tram has been developed and tested following market research over the ideal vehicle operators would like. Some of those requirements include a maximum and fl exible passenger capacity, easy maintenance, low running costs and a passenger friendly environment. To achieve this a simple vehicle designed to use the maximum number of components off the shelf (COTS), both to reduce costs and to increase customer choice. These have been built into a chassisless integral frame made from rustless steel, to give high strength and a long life, at least 30 years. The body is based on 1500mm (5ft) modules, which allow doors and windows to the placed for the best operating conditions.

Over a number of years of development and testing of a mock up, slave vehicle and prototype tram, the City Class concepts have been proven and includes:

• TRAM Power drive bogie (2200kg) = low track forces• Independently rotating wheels = no curving squeals• Wheels independently removable >300,000km life• Body mounted motors = easy maintenance and better ride• Stiff, Timoshenko crashworthy cab design• Compatible with all passenger facilities, eg. air conditioning• Easy lengthening by replacement central section• Low fl oor height (300mm) at doors and fl at fl oor between• No equipment in passenger saloon, full width fl at fl oor• High fl oor adjacent to driver’s cab = 780mm above rail• 29m tram = 200 passenger (86 seat + 2 wheelchairs)• Ultra comfort resilient wheels• Tram length from 16m to 38m, width from 2400mm to 2650mm• Acceleration up to 1.7 m/s/s• Maximum speed up to 100km/hr• Height to roof 2900mm• Articulation corridor 1000mm wide and fl at• Three Phase AC drive, and regeneration to standstill• Fly by wire control system, all functions can be reprogrammed• 10% gradient, 12m horizontal and 200m vertical curves• Magnetic track emergency brakes = 3.3m/s/s• Made in Britain

Power consumption was measured by the Electrical Engineering Department of Manchester University, and found to be about 1kWh per km on the Blackpool tramway, compared to 1.5kWh for the Blackpool fl eet, and typically 4.0kWh for contemporary competitors. The maximum current draw on acceleration is 600amps. The City Class has a weight per passenger of only 110kg, compared to nearer 200kg for alternative trams. When this is coupled with an intelligent drive system which is over 90% effi cient, the city class delivers high performance at low operating costs, and typically can pay for its fi rst costs just in power savings in the fi rst ten years of service.

This performance has been proven by the ergonomic evaluation of a mock up. Slave and prototype vehicles have been tested on the Blackpool and Birkenhead tramways. The lower weight of the City Class tram, also means that the infrastructure can be lighter, and with smaller sub stations and power distribution systems.

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This allows operators to customise their passenger and control room information to the exact needs of the public transport operation. The location of all vehicles is automatically monitored, and the position transmitted by radio. The in vehicle display is automatically advanced to show the actual position, and the approaching stop. The control room can display the vehicle position on a PC, and use the information to update all stop displays for waiting passengers. The in-vehicle passenger information includes synchronised recorded voice messages, and allows the driver to over ride with out, of course, information. The visual display typically has:

• Vehicle destination• Present and approaching stop name• Route map (with vehicle position marked)• Location specifi c information for tourists, and advertising (& revenue)• Fully automatic once loaded• Copes with diversions and short workings• Algorithms give high location accuracy• Text in any language, any graphics• Animated displays and videos can be shown