User:Cme of the pjslr/sandbox

The point on the depleting resource curve when privately-owned vehicles become such a burden on the economy that people actively seek to rid themselves of cars, motorcycles, minibuses, vans etc ( etc latin in common usage, et-cetera 'and so on'). They realise that to work together is more important than fighting and buy into public transport, First and best theory is the building of compartment rolling stock for passenger trains again (with corridors) to give back the privacy for standard customers that they feel they have lost.

Passenger transport executives could synchronise the time tabling of rural areas by directing the bus companies to change first, as their role must be subordinate. If they fail to provide a time visit asked for by the PTE, a smaller vehicle must be there on time to collect the weakest passengers first, any others can shelter back in the station waiting room until an agreed time. Second or third visits have to be made until the contracted seats, passenger movements and ticket sales have been satisfied.

In a similar way to compartments on trains, modern buses often have a glass screen or two between different areas, luggage racks or changes in floor height, and could give more of this. Optare buses have a good idea here, and the provision of sixteen seater vehicles with more luggage space gives the pre-1986 licenced driver a chance to work at the same level as a bigger seating capacity vehicle operator. The bag area can be fenced off with round tubes and poles so that is unavailable as seating, and there is a weight limit applicable to these vehicles. The zone between 3.5 ton and 7.5 is the grey area, with people on board laden weight could double. Dennis Enviro 200 has just slightly too many seats for this to work, and the powered door is the last obstacle to cheap bus provision.

For the railway, three bogies under two sixty seater chassis with a cab at each end breaks through the two car dmu lower barrier, and could be coupled in pairs. This gives the guard space to store tickets, any clothing or equipment and then has the option to return the train to one man operation at any station simply by locking the two central unused driver doors behind him/her as he leaves. This is more economic if diesel electric traction is put in use, the torque converter would have to drive the central bogie and the engine weight could unbalance the configuration. Traction motors can be suspended from any axle along the train, and offer more power for better grip by being shut down separately if wheels slip. We see the pacer unit as successful but having rough suspension, and sprinters and turbostars as a bit over powered. The final variable that saves cost is the heat engine alternator or dynamo being plugged in at the stabling to provide energy, as easily as the batteries can be charged overnight on failing equipment.

This is the nearest that 'hybrid' power sources can be justified on railways, except where there is a need for freight, commuter and fast passenger trains to travel the same route. Then locomotives that can rescue all three types of stock in the event of breakdown must be provided, with the hierarchy placing goods movement last. Again, these engines could provide electrical power at depots and stock cleaning yards, as a backup for substation loss. This keeps the rail going on when local services are out, including petrol stations and street light.