Bus, tram or train?

This table is from a report produced by the Commission for Integrated Transport in 2005. The figures give maximum system capacity (passengers per hour per direction). It suggests that when there are more than about 3,000 passengers per hour - say around 40 buses - it is time to start thinking about replacing them with trams.

Standard bus	2,500-4,000
Busway	4,000-6,000
Guided bus	4,000-6,000
Tram/Light rail	12,000-18,000
Heavy rail	10,000-30,000

Link to full report

What the Campaign to Protect Rural England says

The Campaign to Protect Rural England has commented on the HS2 proposal here

Whilst being neither for or against it, much the same points are made as have been given on this site, only more cogently, plus a few more into the bargain. On the positive side, it notes that construction of the line could create opportunities for environmental improvement.

Rail journey abandoned

This morning I tried to take a train from Brighton to Seaford but gave up the attempt.

When I arrived at the station there were long queues at all the ticket machines and in the booking office. It was touch and go whether I would catch my train. Whilst waiting, I noticed that the train was one of the class 313 stock which have just been introduced - these are the cast-offs from London Overground. They have no toilets, and as I needed to use one, I gave up, went home and then took the bus. As I have a bus pass, I saved £2.65. Surprisingly, I arrived at my destination only five minutes later than if I had gone on the train.

If one is going to travel in discomfort, there is no point in paying if one can go free of charge. And since one now has to allow 20 minutes to purchase a ticket, the train doesn't even save time.

The interesting thing is why Southern has done nothing to resolve the ticket machine problem in the five years it has had them. I have complained endlessly to Southern and even put forward suggestions for improvements. I cannot imagine I am the only one.

My personal explanation is that since Britain is run for the benefit of the handful of people who own most of it, nobody with the power to solve the problem really cares if everyone is put to trouble and incovenience whenver they travel by train.

New building methods for new tramway

Stockholm tram at Ryssvikken, originally uploaded by seadipper.

The museum tramway in Stockholm (above) is being extended into the city centre and is due to open in August. This 700 metre extension is the first stage in the creation of a trunk route across the city. At a costing 230 million kronor, around £20 million, it seems remarkably inexpensive by British standards.

A feature of the construction system is the use of large pre-cast concrete panels to lay the track on, which is quicker, cheaper and less disruptive. This is shown in the film

What's not to like about high-speed rail?

Article in Guardian by George Monbiot: What's not to like about high-speed rail? The case simply hasn't been made. The comments, both for and against, are also worth reading. My own postings are under the name of Physiocrat.

More on advanced kettle technology

One of the biggest problems with kettles of all sizes is damage done by scale (top picture) and corrosion (lower picture). These pictures show the inside of a locomotive boiler after a period in service. This can eventually stop the boiler from working properly and it could even lead to failure and loss of life. Consequently, boilers have to be inspected and often completely rebuilt - in Britain the period is every seven years. This is one of the things that makes steam locomotive hopelessly uneconomic.

But with the Porta system of water treatment, the inside of the boiler develops a protective coating of oxide and the scale remains in suspension instead of building up as a layer of lime (below). The result, it is claimed, is a reduction in maintenance costs of 90%

Advanced steam technology

Waiting for a Signal, originally uploaded by Wavellite.

This modern locomotive is little bigger than a toy but embodies very advanced technology. It runs on a tourist railway in Ushuaia in Patagonia. The conical funnel is optimised according to the principles established by Argentinian engineer L D Porta. Not visible is the special water treatment system which, by protecting the boiler, completely eliminates the need for frequent and expensive maintenance.

The main principle of the system is to add sufficient alkali to the water that to raise the pH of the contents of the boiler to a very high level, greater than 10. This is combined with anti-foaming agents to prevent carry-over of harmful substances and damaging material into the cylinders. Any water supply is suitable. When the system is working properly, the water has a brown colouration due to the materials in suspension. This can be observed in the gauge glasses. After a while the interior of the boiler becomes coated with a uniform protective layer that prevents corrosion.There is a complete absence of scale build-up; the solid material remains in suspension and can be cleared by draining the boiler from time to time.

How long does it have to take for prejudices to be overcome and good technology adopted?

Read the technical description here.