Talk:Translohr
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Costs?[edit]
This page should include information about costs. How much does it cost to build Translohr "infrastructure" per km, and how does this compare with conventional tramways? Ldemery 05:33, 28 December 2006 (UTC)
Cfmrail (talk) 15:31, 20 April 2009 (UTC)
- It seems, that the infrastructure costs are extremely low. € 37.7 per km. --Hubertl (talk) 11:47, 11 December 2015 (UTC)
hill climbing ability[edit]
The PCC streetcars of Pittsburgh, Pennsylvania could handle a 13 - 15 percent uphill grade on the 21 Fineview line (abandoned in the late 1960's) with 8 - 10 percent grade on the downhill portion shared with other lines. The Sheffield Supertram handles 9 percent grades both ways. The problem isn't so much getting up the hill but being able to stop coming down. Most buses don't do that well and bad weather can make them even less able to handle hills. For all practical purposes based on the literature and existing routes, I believe that if a bus can handle a given hill through most weather, a standard steel wheel, steel rail LRT or streetcar can handle the hill.
User cfmrail
Cfmrail (talk) 15:31, 20 April 2009 (UTC)
- Sounds OK. Peter Horn User talk 02:58, 6 January 2012 (UTC)
Disadvantages[edit]
The Translohr proprietary issue is only for the first 17 years or so when the original patents are still in force. When the original patents expire, the field is wide open to any manufacturer who wishes and/or cares to build the same system or construct rolling stock for an existing system. Peter Horn User talk 01:23, 6 January 2012 (UTC) Peter Horn User talk 01:25, 6 January 2012 (UTC)
- You are right if other manufactureres really do build by the same system. If so, we may remove the proprietary disadvantage. I removed the original research label because both I and other editors have found some citations.Pål Jensen (talk)
- See Talk:Translohr#Proprietary system below. Peter Horn User talk 03:55, 26 February 2021 (UTC)
Incorrect copy-pasted info in the article makes it sound sad, despite the romantic reality.[edit]
> Ride quality is also said to be poor, not much of an improvement on a bus,[4][5] due to the four-wheeled design
This part is false and comes copy-pasted from the unrelated Nancy GLT article. In contrast, the Translohr LTE rubber trams ride on at least 8 large pneumatic wheels (e.g. Padua, Italy) or 10 of them for Venice-Mestre in Italy, where longer, triple-articulated LTE streetcars are serving. In case of LTE, one pair of wheels is located under each driver's cab and one pair of wheels is placed under each articulation joint, making the journey feel train-like.
Otherwise, the whole article is also quite negatively toned, which is unjustified, since the Alstom TransLohr LTE system is not abandoned at all! It is actually growing, the LTE trams having just arrived at Venezia proper as of 15 Sep 2015, providing direct transfer to gondoliers singing O sole mio and Santa Lucia: http://www.ansa.it/english/news/lifestyle/travel/2015/09/15/venice-gets-tram-transport-revolution_7a6435c3-1359-4cdf-a8d5-b4ad32e0c6d1.html
Furthermore, the system will be expanded to reach the Arsenale hub within Venezia proper and the Marco Polo int'l airport on the mainland. Not to mention that Venice and Padua LTE lines will be connected in mid-term future (they are only 23km apart). 82.131.153.119 (talk) 21:38, 20 September 2015 (UTC)
Neutrality Issue[edit]
This article only seems to focus on the faults of the trams system, and the disadvantage section is written in a very similar fashion to the section on the Bombardier Guided Light Transit system, which itself needs verification. Joseph Zadeh (talk) 06:51, 11 January 2016 (UTC)
External links modified[edit]
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Proprietary system[edit]
Translohr#Criticism Once the key patents expire it will no longer proprietary and any manufacture will be able to supply replacement vehicles etc. Peter Horn User talk 03:50, 26 February 2021 (UTC)
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