Picture Gallery
Dozens of European cities use trolleybuses: state-ofthe-art electric vehicles with similar passenger capacity to the current Edinburgh heavy trams. They run on rubber tyres and are steered to the kerb by a driver like a normal bus, freeing up traffic.
But their massive advantage is that, needing no tracks, they can be operational in a matter of months rather than decades. The only construction required is new overhead power cables. Future variants may have hybrid batteries allowing them to detach from the power supply for more remote routes, serving more of the city.
Obviously, the cost saving is vast, and the time-saving crucial as climate change worsens (the hottest recorded January day came on Sunday at Kinlochewe in Wester Ross). The fact that trams to Newhaven, Edinburgh Trams, council officials, convenors and committee members did not evaluate trolleybus options further demonstrates the lack of top-flight project management and technical expertise in Edinburgh public transport.
A few people object to the loss of Edinburgh’s “Innertube” green paths network under the plans. But in France most tramways incorporate cycle-walkways.
Edinburgh must drastically reduce vehicle traffic emissions, and attractive modern green transport is the only alternative. Those now considering building a North-south tram network will be under enormous pressure to avoid the mistakes of the past. One option which is highly likely to help them do that would be trolleybuses.
Bruce Whitehead South Queensferry, Edinburgh
Ferry forays
In the discussion about the upgrade of Ardrossan harbour and the forthcoming diversion of the ferry to Troon, as usual, the plight of environmentally friendly foot passengers appears to be being ignored.
A little history: Ardrossan Winton Pier station was closed in the 1980s and replaced by Ardrossan Harbour station about 200 yards further away from the ferry berth. Since then it has been a bit of a scramble for passengers to get off the train and reach the boat and vice versa, especially since the removal of the combined train and ferry ticket last year, but in general, most passengers transfer fairly easily, albeit having to move fairly smartly. However, Troon railway station is about two miles from the ferry berth, a not inconsiderable distance to manage with holiday luggage.
It was claimed that foot passengers will be bussed from railway station to the boat, though as yet it is not at all clear whether there will be a continuous shuttle or buses (how many?) timed to meet specific trains and boats, or what restrictions on luggage conveyed there will be (prams? golf buggies? bicycles?).
Are Calmac even sure they will be able to find enough buses to transfer all the foot passengers between train and boat for however long it takes to make Ardrossan safe and big enough to accommodate the two Glens? How will it be ensured buses will not be caught in traffic jams, especially if the ferry operations from Troon overlap with the Open Championship’s visit this July? Will cyclists be advised of a safe route, should they prefer to pedal ’twixt train and boat, rather than take the bus?
With foot passengers having to get themselves and luggage off the train, get to the bus, stow their luggage, disembark and collect their luggage at the ferry terminal and then board, it is highly likely many will choose to drive instead for a hassle-free crossing.
It would, by the way, be great were CMAL to reverse the error made in the 1980s and move the railway station nearer to the ferry berth; then, more might choose to leave the car at home. Oh, and a cafeteria too, please, for those of us having to take several buses and trains to reach Ardrossan in the first place, especially given we will now have to arrive even earlier to allow time to buy our ferry tickets.
Jane Ann Liston
St Andrews, Fife