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[quote user="CMStPnP"] [quote user="Sam1"] John Stilgo, Train Time, argues that building light rail along former heavy rail lines, which is what DART did, may turnout to have been a mistake.  His view, as I remember it, runs like this.   As the nation's population grows and locates in a relatively small number of mega population centers, i.e. Dallas/Fort Worth, Houston, etc., - its already happening - many people, contrary to the so-call mass movement back to the cities, will go further and further out to find housing, schools, entertainment, etc. But most of them will still need to go to work along employment corridors. Because of equipment, station, and track constraints, DART's light rail system, as an example, has a top speed of 65 mph, with an average speed of 30 to 35 mph.  Thus, on a typical weekday, it takes 45 minutes to get from Plano's Parker Road Station to Union Station in downtown Dallas, which is approximately 20.2 miles. Lets say, for illustrative purposes that the DFW Metroplex eventually builds all the way out to Sherman, which is a possibility. It is 63.9 miles from Sherman to Union Station Dallas.  In that case, according to Stilgo, heavy rail running at 110 to 125 mph would be a better option. But the light rail system in Dallas, as well as other locations, has gobbled up the rights-of-way of many of the former lines that could have been used to build a heavy, high speed rail system.  An interesting perspective, if nothing else. Over the top?  I  understand that some people in France use the TGV to commute as much as 100 to 150 miles per day to get to and from Paris.  Maybe I will bone up on my French and check it out. [/quote] I would again disagree on several points (listed below) 1. Much like the San Diego Trolley, DART in sections can be a dual use system as it uses CTC as well as 115 lb rail,  I would suspect but I have not looked that it's bridge structures can support heavier weights than the current LRT cars.      Thus I think the system is capable of hosting higher speed trainsets much like the Chicago EL could back in the day.   2.  DART has not started express service yet.     So the average speed is based heavily on all stops trains that currently make up 100% of the DART light rail offerings unless you charter  a train.     So once express service is instituted on the Orange Line I would like to see a revisit of the average speed. 3.  DART has openly suggested that perhaps Plano to McKinney should be served by Heavy Rail Commuter with a train change in Plano.     I think it would be smarter just to design a dual use trainset that can use the DART trackage as it approaches downtown. 4.  Disagree that the DART system can only handle the existing LRT cars I think it can also handle hybrid trainsets with some modification precisely because of the CTC, multiple rail crossovers and 115 lb rail.     Granted you would not see 110 mph on DART trackage but you could probably increase track speeds a little bit in some areas.       Yes there are limits on radius curves and due to the tunnels the higher speed equipment can only be single level on the Red Line at least.     Not sure those are insurmountable obstacles though. [/quote] No one suggested that the current DART light rail system could not be upgraded.  The author simply suggested that in retrospect light rail may not have been the best option, at least in many instances where it has been implemented.
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