Expert Civil, Structural and Environmental Engineers in Newmarket, ON

A: To climb hills the ULRV rail trough disappears and transitions to drive on the tires until it's at the top of the hill. Then the trough reappears and the ULRV transitions back to the rail.

A: ULRT is the only low cost, high ridership model. The result is profitable operation. Buses are low cost low ridership. LRT's are very high cost high ridership. Streetcars are not acceptable because they block traffic and cannot pass.

A: The long planning period for rail systems is due to the need to construct the items identified above. Rail foundations, pantograph wires, dedicated signage and signals, crossings and intersections, need to be 'fit' into the built environment. ULRT at it's simplest fits right into existing bus routes. The rails get laid and the ULRV goes on. With a few flash charge stations and a lot of secure climate controlled stops, operation can be within a year of go ahead. If the ULRT goes underground, which it can, the savings from the surface costs can go to tunneling. Of course, this would add to the planning time. MTS suggests low cost simple adoption immediately. Then with profit from the surface routes, identify tunneling routes to take the whole system to the next level of efficiency.

A: It can be depending on the use of dedicated lanes and rights of way. LRT capacities reflect dedicated right of way systems which cost billions. Because ULRT shares the road with vehicles, a dedicated lane can provide 90% of the benefit for 10% of the capital cost.

A: The ULRT system uses two different vehicles. A stop to stop vehicle which is 40 to 65 feet long and a door to door vehicle which is 24' long. They share the same rails but the door to door rides are more circuitous. Rideshare software, over a few weeks, will identify the regular pick ups and drop offs and optimize the routes to maximize efficiency and minimize travel times.