I took about the bit about the cost of vehicles, since I did not even comment vehicles cost. Everyone knows buses cost less. However, you are not considering the cost of maintaining those "state of the art" hybrids.
When we're talking about an over $5.2 million cost disprenpancy per vehicle, it is critical to stress the greater affordability of buses. Look at how much time's been wasted negotiating for more LRVs and initial costing projections have ballooned. That enough money's ($1.25 B) being spent on purchasing new light-rail trams to build 5 kilometres of new subways where existing T1s could be routed or enough for 80 kilometres of new high calibre BRT busways; is something I wish for the public to know about.
From what I am hearing the batteries on the "state of the art" buses are now lasting one year, instead of 4. So the TTC will have to change the batteries on those "state of the art" buses once a year! That's a lot of batteries. I wonder how much each battery cost? And the cost of disposal! Ooff! Not to mention the cost of diesel, considering the actual fuel savings for a hybrid bus compared to a diesel bus is only 10%! I think the TTC spent around $110milliom in diesel last year. No wonder the TTC stopped buying "state of the art" hybrids and stuck with diesel buses instead.
Considering that 74% of the TTC's annual budget goes into workers wages alone, I do not think it's the cost of buying diesel that needs to be downsized.
As far as i know the busses are still under warranty (which is what allowed the batteries to be replaced at no cost). The fuel saving issues were quickly resolved and speaks to the emissions benefits. The lead-acid battery pack used in NYCT's Orion VII buses has an initial cost of $25,000, but replacement costs are less than half, since only the batteries are replaced and not the packaging and componentry. NiMH battery packs like those used in GM Allison buses cost between $35,000 and $45,000. The cost of NiMH batteries will drop as more are produced. Good thing for Sudbury.
And batteries used by Daimler, for instance, have a shelf life of 9 years on average and its not like we're stuck with Orion indefinitely. All I'm saying is give it a chance. Given that a large part of the funding for buses comes from other levels of government that "encourage" hybrid purchases means that IF they are lemons, the TTC is not the only one to blame. Yes, the system needs fixing, but this is hardly an issue with the technology itself.
I can imagine there must be dozens of PRT sites that corroborate the claim Buses in ROW can carry more than LRT. I notice you conveniently left out LRT in ROW. PRT advocates are threatened by LRT. It's nothing new. I think it's only with the Heathrow installation(is it running yet?), that PRT advocates are finally admitting they have overstated some of their claims.
Here have a read, someone actually compared BRT, and LRT in ROW capacity, and the number of vehicles required:
The only web source that matters to this deabte is the TTC:
http://www.toronto.ca/involved/projects/etobicoke_finch_w_lrt/pdf/2008-08-07_open_house.pdf. They themselves claim BRT is suitable for PPHPD up to 6000-8000. LRT is required for routes exceeding 8000 PPHPD. That equates more people hourly travelling by bus than will use the TYSSE by the year 2031, which is forecasted at a dismal 2300 PPHPD. Finch West, Sheppard East, Jane, Morningside all fall below this minimum threshold; with the highest used Finch W carrying closer to 1313 PPHPD today and is forecasted (after years of on-road construction drives away potential users) to be around 2300-2800 PPHPD... at the densest point en route!
People like to point to the 510 Spadina as exemplar of what light-rail in Toronto can acheieve, however ridership has actually DECLINED from the heydays of the 77 Spadina bus and has only recently rebounded back to pre-LRT 1992 levels of use (those images I posted in the other forum should indicate why). Why are we throwing good money after bad?
You seem to be hell-bent on trying to twist people's words. Bus DO rattle, and shakle, especially when the bus hits a pothole. ANd yes, they are more uncomfortable to ride compared to a rail vehicle, you can waste time, and energy trying to convince people otherwise. If given a choice, people would automatically take the streetcar. No matter what you do to dress up a bus, it's still a bus. Simple as that.
When buses are routed on exclusive reserved lanes, the life span of BRT standard hot mix asphalt is about 16 years.
http://www.wsdot.wa.gov/Projects/QuieterPavement/CommonQuestions.htm
I am quite often on a hybrid bus considering that I dont live close to the subway, and to be honest, they're relatively comfortable. And all of GO train, subway, ICTS and streetcar does vibrate alot and makes a lot of noise. I've been on bus rides so soothing in the past that I've fallen asleep and often went past my stop. Yes, the old batteries did tend to break down and they do have an annoying new bus smell (comparable with the smell of burnt toast) but nothing that can't be improved as time goes on. I'll agree with you that they dont make them like they used to - the GM fishbowls are my favourite.
We're quick to judge our public institutions without giving them a chance to explain - all I'm asking is that we the citizens are given an opportunity to add to the conversation as well. Elitists love to tell us what's good for us without realizing how just basic solutions from the world over applied to our own situation could result in getting more done for less expense, in less time.
If no one like streetcars, why did people form coalitions, and meeting to talk about the state of the 501 Queen Car?
Who's twisting others' words now? I myself have talked with Steve Munro on his blog about the Queen car, and you know what, he happened to agree with me.
