Lauri Kangas

In my experience a lot of the discourse comes from peoole who don't actually use public transport. "I would if it was door to door like my car!" It will never be a taxi, sorry.

Our National Transport Infrastructure agency and the largest cities jointly maintain an online cost estimation system (IHKU) which is fed with actual unit costs from ongoing projects. Not used for contract adjustments though. It replaced a similar commercial system (EG Fore).

Impressive. Must need a lot of volume eg. a large country? We get by pretty well with this level of detail. We can also link city project approval decisions to these so no need to revisit the decision for normal inflation.

CAF's share of the 155,9 million. We call it the ATC component. The rest is for the other two contracts (5G and Mipro) and project management and integration costs.

Indeed. All mined underground stations. Very expensive and disruptive to extend, if even possible.

155,9 million € for the core project (GoA2): ATC, 5G radio and changes to the existing interlocking. Replacing track circuits on the older half is an additional 16 million at 2022 prices. And new trains will be bought separately to replace the older rolling stock. paatokset.hel.fi/fi/asia/hel-...

5 min for each branch during the rush hour Tue-Thu (6 min Mon & Fri). 7,5 min between the peaks. GoA2 is very much a capacity project because the western extension can only accommodate 90 m trains.

Generally the CBD will have the best public transport access so this should be pretty obvious. And talking access weighted by users here.

With. Nicely illustrates queue lengths. Was thrown off a bit by the different vehicle types for single door options though. We do front door for boarding only for all bus types.

How do they prevent smoke from the platfrom level reaching exiting passengers with these mezzanines? This is one of our main concerns for station design.

Also note that while prioritising natural light might not require a larger flat, it will often require a smaller (thinner) or free standing building, which means less total sqm per hectare ergo less homes. And higher prices.

An analysis of how actual inhabitants use and furnish these small flats would be an interesting addition. I doubt they all choose standard dining tables or except to have ample space around them.

Also to deter through traffic. Sweden is big on traffic calming. Here is one more from Gasverksvägen.

TfL seems to as well. And our (Helsinki) escalator expert has some opinions on the durability of glass balustrade models. Even the heavy duty ones can be narrower these days though. We can replace 4 for 3 if needed.

Some major areas like the docklands were already underway based on the previous city plan so planning mostly just continues in these. See also the implementation programme for the city plan. This is updated every 4 years to align with city council terms. ahjojulkaisu.hel.fi/6F5B7BD3-39C...

Bluesky not being a regular habit I missed this. But generally these will only be changed if new buildings or street reconstruction is planned. Quite a few new detailed plans and street plans are needed in areas where the new city plan makes major changes. And for infill development.

On the other hand Jokeri / line 15 achieves 24,5 km/h at the moment and there is still some room for improvement. So not too bad. But I don't expect any other line to reach this. And even Jokeri might slow down if ridership grows in the future.

We have a regional PTA with rather regional thinking. So they decided 25 km/h is the minimum for a line to be "regional". The goal only applies to the regional lines. The target for the legacy system is 17 km/h which is intentionally ambitious considering that the current average is more like 14.

Is 83 km the total length of the lines? Schwandl (Urbanrail) suggests 67.4 km for the infrastructure which sounds plausible considering the shared sections.

For street plans take a look at these map layers. These are for current projects being planned or built. I don't think we have an index of older ones. kartta.hel.fi/link/0bLLbfU

Here is an index map of every detail plan in force in Helsinki at the moment. You will need to read Finnish or Swedish on the pdfs and old ones will probably be rasterized. New ones should have searchable text though. kartta.hel.fi/link/0bLKP44

For 15 (Jokeri) the maximum speed for unsignalized crossings is 30 km/h. It was also the first line where we managed to push through crossings that are not zebras eg. trams do not yield to pedestrians. The ones on the classic network are newer. This is of course the standard in most of Europe.

The original designs for the line from the early 90's were for heavier light rail: tinyurl.com/jokeri1990. Getting built later than Tvärbanan allowed time to evolve to a more urban design. The final design was inspired by Bergen where they achieved great results using mostly visual separation.

Leipzig tamps the track (sleepers) into road construction aggregate and then compacts from the top. Apparently lasts fine in their climate when done properly.