Steve Goodreau, senior vice president and national BRT practice leader for WSP in the U.S., brings decades of experience in planning and delivering bus rapid transit and high-capacity transit projects across North America. He is also the co-author of the recent white paper, “Examining the Emerging Potential of Trackless Rapid Transit.”
In this consultant roundtable, METRO Magazine Executive Editor Alex Roman speaks with Goodreau about the evolving role of trackless rapid transit, exploring its potential benefits, the challenges it must overcome, and why the technology could emerge as a viable option for certain transit agencies moving forward.
On Trackless Rapid Transit
Q: How does trackless rapid transit differ from traditional light rail or bus rapid transit in terms of infrastructure, cost, and operational flexibility?
Goodreau: Trackless Rapid Transit (TRT) is an outcome of the next wave of public transportation innovation. It combines the ride quality of light rail transit (LRT) with the flexibility and cost-effectiveness of bus rapid transit (BRT). No track or catenary is required, which lowers capital costs, but it does require pavement upgrades because the vehicles are heavy.
TRT runs on rubber tires on upgraded roads in dedicated lanes, enabling it to steer around obstacles and providing route-planning flexibility. Battery-electric or hydrogen propulsion makes TRT sustainable, and with no track or catenary repairs, it has a lower maintenance cost over the life of the system.
Q: What factors are driving renewed interest in trackless tram technology among U.S. transit agencies?
Goodreau: Renewed interest in TRT is driven by the lack of bus original equipment manufacturers (OEMs) in the U.S., high capital and maintenance costs, and the public’s desire for a high-quality transit experience.
Technical Hurdles and Ideal Applications
Q: From an engineering and delivery standpoint, what are the biggest technical or regulatory hurdles facing trackless systems?
Goodreau: Currently, there is only one manufacturer globally, CRRC, and regulations have not yet been established in many countries. Additional pilot projects are needed, especially in North America, where none have been conducted to date.
Further research is needed as well. Many of the design challenges, such as pavement upgrades and improvements in vehicle technology, are familiar to the transit industry. WSP in the U.S. is looking for partners to support testing and research.
Q: In what types of corridors or urban environments does trackless rapid transit make the most sense? Where might it fall short?
Goodreau: TRT falls in the mid-tier of transit services, with door-to-door trips of 15 to 35 minutes. With a 10-minute headway in one direction, peak capacity is estimated at 1,000 passengers per hour. This would work in urban, suburban, or other environments needing fast, reliable connections to employment or activity centers, central business districts, and residential areas.
Q: Looking ahead, do you see trackless rapid transit as a complementary solution to existing rail systems or a viable alternative in certain markets?
Goodreau: TRT can be a complementary service to a heavy rail passenger system, functioning much like a streetcar, LRT, or BRT in an urban area. It may also serve as an airport shuttle from parking areas or rail stations to the main terminal, or from the terminal to boarding gates.
