0.1 What are “norailways”?

Simplistically, existing railways have the rails remove to be replaced by a concrete or asphalt surface not just where the track and sleepers are but the “full width” between platforms and tunnels / bridge parapets (See Further Information —- 1.2 Conversion Options). The complexity of a railway is replaced by the simplicity / flexibility of a road and a huge increase in potential usage to be detailed later.

Running on the new surface would be primarily (See Further Information — Detail of users of norailway) conventional tyred wheeled electric only minibus / bus length modules (Could be existing or converted single decker commuter buses themselves, not to termini (As not bidirectional)) to run on norailways only or on norailways AND on public roads at ends, or even at middle of norailway routes (See detail of routes). Module trains, even using modules of normal carriage length would be used where the modules follow ONLY the norailways route(s). 

A huge increase in capacity is possible and is more efficient due to operation being demand led, and will therefore run at much higher occupancy (No empty trains / carriages for most of route length as now) and journey times will be reduced overall, as modules once full will proceed direct to first dropoff. Modules off norailway routes will generally follow generic existing road routes optimised to allow for drop-offs / pickups as booked. Loop tunnels at end could increase capacity further.

This is a FUTURE system where the main issues and constraints / opportunities are:-

1.0 a) Electric — Battery powered (Battery swap or chargeable) for primary vehicles as main premise of norailways would be that a power supply would not be directly required (No power supply) eliminating another element of the complexity / unreliability of existing railways.

1.0 b) Signalling — Another complexity / reliability issue for railways is signalling, to be replaced by an OTA central command and control system, which will need to integrate with module control and billing / passenger information and control (This required lots of work / years of development which would be one of the key precursors to full norailways rollout).

1.0 c) Platforms and module design (See detail elsewhere)

0.2 — Railways came in their current form as a historical accident:-

With the structure of the train built largely on a flatbed built above two or two pairs of bogies of two wheels. The first steam locomotive was built by Richard Trevithick to haul wagons along trackways in Cornish tin mines, where the four wheels were built below a steel flatbed which supported the box containing spoil from the mine. 

1. When Robert Stevenson built the railway between Stockton and Darlington, the architecture of the carriages was again built ABOVE the steel flatbed. This architecture is different from a road vehicle, excluding container lorries, where the seat level is close to the ground.
2. Keeping the passenger compartment height above the flatbed / bogies has resulted in most stations having platforms. It has also resulted in particularly circular tunnels in soft ground being a bigger diameter and therefore a much bigger volume.

3.   THUS, one key element for norailways would thus be (Where possible) to lower the platforms to just above the new asphalt / concrete levels (At termini suggest raising track in lieu) — The reason for this is also that: –

a) The modules can be less tall / lighter / cheaper to manufacture.

b) THENCE the modules can run on normal roads when NOT on the norailway.

c) The modules being small and with conventional tyres can run on new feeder tunnels at the end, tunnels could have tight bends and gradients of 1:10 for example allowing feeder routs to be built in tight urban environments (Link to Las Vegas Loop system — Currently uses Tesla cars in lieu of modules).

d) Note when entering the norailway at a barrier the modules would need to be designed to prove battery level and health, tyre health plus???

e) One key element would be that any vehicle / module (Excluding (?) emergency Vehicles / police etc) would require level 7 autonomy, Note currently autonomy is defined as level 5, drives from a to b without intervention, I would need to add 2 more levels: –

— Level 6 is level 5 with central control, any module outside the norailway would need only level 5 but within the norailway would be centrally controlled to allow module management/control and platooning (To form module trains).

— Level 7 is Level 6 plus AI — AI to identify issues and to take over with constraints if there are central control issues, or as directed by emergency services etc. Modules to talk to Central Control AND locally.

f) Conversion — One of biggest issues is the conversion from railway to norailways  which  will need to be as simplified as possible to be undertaken as quickly as possible. In principle there is a many year long development phase followed by a preconstruction phase, an as small as possible conversion phase and a completion phase, this is dealt with later (See Further Notes 1.0c4e).

Possible timings of conversions:-

— Existing railway routes abandoned and with track removed (And not repurposed for a leisure route) may now be viable if route is surfaced and then used as a norailway. Existing local bus routes could be modified or new routes added to include this norailway. This could be done relatively quickly with autonomy and other features added later. These routes could be used as testbed.

— Existing diesel train route spurs (Short lengths from a station already operating as a separate route). But, generally convert branch lines then long distance lines.

— When software and new modules are available main conversions.

Not suitable for conversion:-

—- a —- Dedicated high speed railways.

—- b — Special high speed track such as maglev.

—- c — Already existing busways (Was never a railway), and guided busways.

—- d — Freight only spurs, maybe convert later, little scope may exist for additional traffic piggybacking on route.

—- e —Already high capacity underground railways, for now.

Station Car Parks — Reduce in size — When number of cars parking in station car parks reduces as a result of the modules leaving at a station then proceeding on local roads to drop off and collect passengers, car parks can be part redeveloped / reused. Possibly put battery swap stations for modules / other cars there, or tethered chargers, possibly use current track power cables to feed (Feasible?).