Operations

3.1 Booking

 I would envisage that the operation of the railway would use an App based booking and payment system similar to Uber. The differences would be that the booking would be slot driven and need to be accurate at peak periods. Routes can be from/to a location / postcode / address but the pickup timing will be forecast and in a vehicle as advised. Pickup location may be from a numbered point (Physically marked by a post for example) or could come to a specific driveway in a rural area, but the pickup would determine the actual cost. Taxi drivers —- Using the routes would need to be in compliant vehicles and book slots. There may be physical booking machines at stations, albeit a significant number of former station users would not now use the station, particularly in rural areas.

I would envisage that the app would give the following options, similar to Uber, with costs or extra costs for premium routes: –

1 – Next module from point xx near your location, route and arrival time.

2 – If near to now next one, with route options.

3 – Module time that gets to your destination fastest, if modules are full they may go to next drop off on route.

4 – Module Club — Most efficient is where there are a number of people going to same / similar destinations who want to leave at the same time. Pickup from a few locations then fast to destination area for a few drop-offs.

5 – Go to existing station (Walk / park car) catch a module train to another existing station, change to other public transport alternatives including local taxis / Uber / bolt etc.

6 – Further options of same

7 – Uber / Bolt / local taxi (Often operate from existing stations) even hire bikes (?) etc, if selected a dropdown of all options.

Freight —- Where the existing route carries freight it may be possible to modify trucks to use sections of norailways used, otherwise freight module trains would also need to be developed, freight container and freight wagon modules.

3.2 Getting on / off the norailway

 1 —- On the level at level crossings (?), at stations where car park is at same level via at barrier link, opens when vehicle is checked as compliant, level crossings will need raising barriers at all 4 sides to stop traffic from road entering norailway.
2 —- On ramps to / from or linking to road above / below the norailway, barriers as above.
3 —- New link roads, possibly with bridge across no railway and ramps up / down as above.
4 —- Stations termini may need link roads / tunnels to feed surplus traffic to adjacent areas and then back. Further work needed.

When many routes have been converted —- Routes may involve interchanging from one main route to another, although as many small modules might be pickup wait say 10 minutes for a route that interchanges. As modules are light and if demand is there interchange routes. At key interchange stations (Such as say Clapham Junction in UK) the increased demand for modules may result in bypass routing being needed, this is relatively easy for a norailway.

Where is module? —- In cities may be bus to station then SAY platform x, wait in position 21-24 for module 523,571,1055,1256 phone will say get on train now….
For the above if the links / entry points are busy the norailway may need widening where there is much turning traffic, see above.

3.3 Operation whilst system partially converted

This section deals with specific issues relating to section of railway where existing track has NOT been removed but modules etc from fully converted sections are in operation:-
3.3.1 — Where modules and other routes run on same “track” alignment third rail operation is NOT possible (OHLE trains are still possible, OHLE gantries removed when last route is converted). A key consideration for timing of conversion here would be the availability of diesel/electric rolling stock on a temporary basis, until these routes are all converted. Long distance routes on same track may already be compliant.
3.3.2 — Where tracks remain here the track would have been concreted to top of rail level (No third (Power) rail), done in stages before the main no railway conversion works .
3.3.2 — Platforms will have to remain high where existing trains run, until those lines are converted, additional platfroms may be required. Alternatively on less busy stations part of platform is lowered for modules. Existing trians would say have the back half of the train ONLY stopping to the front unconverted part of the platform or vica versa, this would need management.
3.3.3 — At termini platforms unchanged where trails still run, raise track to suit platform where new modules are.
3.3.4 — TBA

3.4 Delays and disaster recovery

3.4.1 Norailways would be prone to many fewer delays than unconverted railways due to:-
No power supply interruptions.
No overheating track.
No frozen points.
“No signalling delays” as no direct signalling.

3.4.2 There may be delays and mitigations as below, exist in unconverted railway settings too :-
“Track” closed due to fire/ embankment failure, persons on track, etc. —-  Here no railways has a major advantage, modules etc can drive off the route at designated exit and rejoin at designated entry locations. If half the track is affected, there may be room for two virtual lanes, if cess is converted, and modules can move around obstructed rail trains in area part converted (Like road works under traffic light) keeping flow unaffected in less busy sections.
Trains in wrong section due to a delay —- No railway trains will park up at a charging or go to a battery swap location when not required but likely usage information will better determine where to park. Existing maintenance yards, if not redeveloped may be a good location for recharge etc. Maintenance can be at some conventional garages (Off railway).
3.4.3 Delays and mitigations above the above in norailway sections :-
Failure of OTA update and module/ other vehicle controls —- Would be prudent for data to come from. 2+ sources, but essence would be in event that fails due to software / software update faults modules having authorised control would continue by finding / communicating with adjacent modules. This may be needed in any event so that modules can report back any errors / suggest mitigations (Autonomy level 7 needed for full norailways as discussed elsewhere).
Where part converted existing trains may still suffer existing delays, but there can be some mitigations. Discuss.
Other mitigations (May be required for rail projects too) —- Asphalt and concrete norailway surfaces to be designed for max ambient temperatures 5C above maximum or 5C below minimum currently designed, to avoid delays on exceptionally hot / cold weather. Is 5C too low? Cost implications? Drainage to be similarly revised if appropriate. Rails retained in converted sections may need enhancements.

This site is Under Development

Hand drawn sketches then graphics and animations (Help needed) to follow in due course. Further relevant links to be added shortly particularly in this section.
For further information or constructive comments email info@norailways.org with norailways in the title.