Disadvantages of LRT
Disadvantages
The capital cost is higher than for buses, hence the usual preference for the latter in smaller cities
When operated in mixed traffic, trams are more likely to be delayed by disruptions in their lane. Buses, by contrast, can sometimes manoeuvre around obstacles. Opinions differ on whether the deference that drivers show to trams — a cultural issue that varies by country — is sufficient to counteract this disadvantage.
Tram tracks can be dangerous for cyclists, as bikes, particularly those with narrow tyres, may get their wheels caught in the track grooves. It is possible to close the grooves of the tracks on critical sections by rubber profiles that are pressed down by the wheelflanges of the passing tram but that cannot be lowered by the weight of a cyclist. If not well-maintained, however, these lose their effectiveness over time. Crossing tracks without trouble requires a sufficient angle of crossing, reducing a cyclist's ability to avoid road hazards where tracks run along the road, especially in wet weather. This and problems with parked cars are reduced by building tracks and platforms in the middle of the road.
Tram infrastructure occupies urban space above ground to the complete exclusion of other users, and requires modifications to traffic flow.
Steel wheel trams are noisier than rubber-wheeled trolleybuses when cornering if there are no additional measures taken (e.g. greasing wheelflanges, which is standard in new-built systems).
Tram drivers can control the switches (points) ahead of them. This caused a major derailment in Geneva, Switzerland. In modern tram systems this problem has been resolved by use of switches that inhibit relocation when a tram is detected passing and/or more sophisticated means of command transmission.
Light rail vehicles are often heavier per passenger carried than heavy rail and monorail cars, as they are designed with higher durability (which means more mass) to survive collisions.
The opening of new tram and light rail systems has sometimes been accompanied by a marked increase in car accidents, as a result of drivers' unfamiliarity with the physics and geometry of trolleys.[53] Though such increases may be temporary, long-term conflicts between motorists and light rail operations can be alleviated by segregating their respective rights-of-way and installing appropriate signage and warning systems.[54]
Rail transport can expose neighbouring populations to moderate levels of low-frequency noise. However, transportation planners use noise mitigation strategies to minimize these effects.[55] Most of all, the potential for decreased private motor vehicle operations along the trolley's service line due to the service provision could result in lower ambient noise levels than without.
In the event of a breakdown or accident, or even roadworks and maintenance, a whole section of the tram network can be blocked. Buses and trolleybuses can often get past minor blockages, although trolleybuses are restricted by how far they can go from the wires. Conventional buses can divert around major blockages as well, as can most modern trolleybuses that are fitted with auxiliary engines or traction batteries. The tram blockage problem can be mitigated by providing regular crossovers so a tram can run on the opposite line to pass a blockage, although this can be more difficult when running on road sections shared with other road users. On extensive networks diversionary routes may be available depending on the location of the blockage. Breakdown related problems can be reduced by minimising the situations where a tram would be stuck on route, as well as making it as simple as possible for another tram to rescue a failed one.
http://en.wikipedia.org/wiki/Tram_system#Pros_and_cons_of_tram_systems
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I've been to that system. All of there stations were designed in clusters so I didn't know where I was going. Also, there seating arrangement is...
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