Welcome to the 'New Somerset and Dorset Railway'

The original Somerset and Dorset Railway closed very controversially in 1966. It is time that decision, made in a very different world, was reversed. We now have many councillors, MPs, businesses and individuals living along the line supporting us. Even the Ministry of Transport supports our general aim. The New S&D was formed in 2009 with the aim of rebuilding as much of the route as possible, at the very least the main line from Bath (Britain's only World Heritage City) to Bournemouth (our premier seaside resort); as well as the branches to Wells, Glastonbury and Wimborne. We will achieve this through a mix of lobbying, trackbed purchase and restoration of sections of the route as they become economically viable. With Climate Change, road congestion, capacity constraints on the railways and now Peak Oil firmly on the agenda we are pushing against an open door. We already own Midford just south of Bath, and are restoring Spetisbury under license from DCC, but this is just the start. There are other established groups restoring stations and line at Midsomer Norton and Shillingstone, and the fabulous narrow gauge line near Templevcombe, the Gartell Railway.

There are now FIVE sites being actively restored on the S&D and this blog will follow what goes on at all of them!
Midford - Midsomer Norton - Gartell - Shillingstone - Spetisbury


Our Aim:

Our aim is to use a mix of lobbying, strategic track-bed purchase, fundraising and encouragement and support of groups already preserving sections of the route, as well as working with local and national government, local people, countryside groups and railway enthusiasts (of all types!) To restore sections of the route as they become viable.
Whilst the New S&D will primarily be a modern passenger and freight railway offering state of the art trains and services, we will also restore the infrastructure to the highest standards and encourage steam working and steam specials over all sections of the route, as well as work very closely with existing heritage lines established on the route.

This blog contains my personal views. Anything said here does not necessarily represent the aims or views of any of the groups currently restoring, preserving or operating trains over the Somerset and Dorset Railway!
Showing posts with label fuel costs. Show all posts
Showing posts with label fuel costs. Show all posts

Friday, March 30, 2012

mainstream


A few years ago Peak Oil was an obscure subject discussed by economists, oil industry experts and a few writers. Environmentalists HATED it and politicians ignored it.

How things have changed! Now suddenly it's on everybody's lips from Sky News to Nature Magazine, and everyday people are beginning to talk about it. The fuel 'crisis' is part of it, but it's deeper than that. Nobody now seriously expects the price of fuel to fall, kids aren't learning to drive like they used to and more and more people are doing without cars completely, because they know what is coming.

For a bit of a primer you could do worse than read the following (from Nature 2012) - which also makes the important link between energy and growth.

We've hit "peak oil"; now comes permanent price volatility


Since 2005, the global production of oil has remained relatively flat, peaking in 2008 and declining since, even as demand for petroleum has continued to increase. The result has been wild fluctuations in the price of oil as small changes in demand set off large shocks in the system. 
In today's issue of Nature, two authors (the University of Washington's James Murray and Oxford's David King) argue that this sort of volatility will be all we can expect from here on out—and we're likely to face it with other fossil fuels, as well.

Limited supply

The notion of peak oil is a fairly simple one: oil is a finite resource and, at some point, we simply won't be able to extract as much as we had previously. There really is no getting around that limit for any finite resource. The issue that has made peak oil contentious, however, is the debate over when we might actually hit it. Murray and King are not the first to conclude that, even as the arguments were still going on, we had already passed oil's peak. Even though prices have gone up by about 15 percent per year since 2005, production has been largely flat.
The strongest argument against this being a real peak is the increasing volume of petroleum reserves reported by many countries. Even assuming those estimates were reliable (which the authors aren't entirely certain about), these reserves have clearly not enabled increased production. In the US, for example, production as a percentage of total reserves has dropped from nine percent to six percent over the last three decades. 
"We are not running out of oil," the authors argue, "but we are running out of oil that can be produced easily and cheaply." This creates significant delays before any of the new reserves can be tapped, and it limits the amount of oil that can be economically extracted from them.
Non-conventional sources like oil sands have the potential to contribute to the global supply but, so far at least, they haven't managed to do so; current production estimates indicate that they won't any time soon.
The struggle to mobilize supplies has taken place against a backdrop of falling production and rising demand. Most established sources of oil are seeing declines in the area of five percent annually. Given that decline, it will be extremely difficult to meet demands projected for 2030—in fact, we'd have to add the equivalent of our total current production. In a fit of understatement, the authors deem this "very unlikely to happen."

Economic impacts

What are the consequences of being stuck at or near peak oil? The authors have produced a graph showing that, while supply is elastic enough to meet demand, prices stay stable. Once demand consistently exceeds supply, prices swing wildly. Murray and King term this a "phase transition" and suggest we'll be in the volatile phase from here on out.
That has some pretty significant consequences. Of the 11 recessions the US has experienced since World War II, 10 have been preceded by a sudden change in oil prices. The US isn't alone, either. Italy's entire trade deficit, which has contributed to its financial troubles, can be accounted for by the rise in imported oil. The world, it seems, has allowed its economies to become entirely dependent upon fossil fuels. "If oil production can't grow, the implication is that the economy can't grow either," the authors write. "This is such a frightening prospect that many have simply avoided considering it."
And it's not just oil that poses problems. US coal production peaked in 2002, and the global peak has been predicted to hit as soon as 2025. The last time global coal reserves were evaluated, in 2005, the total was cut by more than half compared to previous estimates. Fracking has boosted the production of natural gas dramatically, but even here the authors find some reasons for concern. Recent reports suggest that shale gas reserves have been overestimated, and many fields that have been in production for a while have experienced large declines in production.
The commentary concludes that we simply can't rely on any fossil fuel to provide a stable and economic source of energy for more than a couple of decades. And, given the economic shocks that result from rapid changes in energy prices, that's a serious problem. "Economists and politicians continually debate policies that will lead to a return to economic growth," the authors note. "But because they have failed to recognize that the high price of energy is a central problem, they haven't identified the necessary solution: weaning society off fossil fuel."
This weaning will require a large deployment of efficiency measures, nuclear power, and renewable energy sources. All of this will take time, which is why efforts need to be started now, the authors argue. (Not mentioned, but equally true, is the probability that taking these measures will smooth out the impact of reaching peak fossil fuel production.) Unfortunately, since most governments are unwilling to admit the prospect of indefinite economic stagnation due to our reliance on fossil fuels, they've been unable to generate the political will to even begin these efforts. Murray and King clearly hope their commentary will help get the ball rolling.

Sunday, August 14, 2011

more rail development






(All photos courtesy Brian Clarke and are copyright)

This was the scene at Honeybourne on Thursday 10 August 2011, as the new footbridge is put in place. This was needed to link to the new platform that has been built as part of the redoubling of this once neglected route. The doubling will increase the capacity of this line and is part of the huge revival of rail in the UK as more and more poeple switch to rail from the dying alternatives. One million people have given up their cars in the last year due to 'high' fuel prices. 'High'? The price of fuel is still alarmingly cheap in reality so this does auger well for when fuel costs really do start to rise. How many of us will still be using our cars when fuel reaches £5 or £10 a litre? This is the reason we need our railways to be rebuilt now. Colleges and universities should be packed with railway engineering, signalling, design and operation courses and any kid that wants a career with a future needs look no further than the railways.
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Tuesday, January 18, 2011

beginning of the end?


Fuel prices seem to be hitting the news again, in amongst all the other reports of price rises.

The tanker drivers are whimpering, reminding us of nothing more than the coal miners in the 80s, haulage companies are whining about their costs, regular car drivers are moaning about the price of fuel. Anyone would think it was expensive! It isn't. It will never be this cheap again.
An amazing statement today, and I haven't made this up, was 'Drivers will ALWAYS pay whatever price is asked for fuel, even ten pounds a gallon!' There's an implication that ten pounds a gallon is some incredibly distant, almost unfeasibly high price that we won't see in our lifetimes. Really? The very use of 'gallon' suggests some old dinosaur fart, looking back to some nostalgic past where petrol was, for example, £1.98.7 per gallon. Well £10 per gallon equates to about £2.22 a litre. Some pundits are already expecting it to hit £1.50 per litre THIS summer, with crude oil reaching $100-$200 per barrel within a year or so. That price of £2.22 per litre will soon seem cheap.

But of course it won't only be the cost of petrol that's a factor, but its availability. And that will be the real crunch. A mix of high prices, crumbling roads and uncertainty of supply will drive almost all drivers off the road. And that's when rail will be the obvious answer to EVERYONE, not just those of us that are forward-thinking. Opportunity will knock far sooner than most of us expect.
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Wednesday, April 28, 2010

fuel economy


Offered with little in the way of comment - and as a little add-on to today's earlier post, when we're looking at fuel efficiency in the future hopefully we'll take into account the comparitive fuel efficiency of the Parry People Mover over other, less modern, forms of transport! The ability to move 50 people 15 miles on just a gallon of fuel is very impressive!
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Friday, April 16, 2010

the beginning of the end?


Results just in from the AA Populus poll -

Subject: March survey results Posted At: 12/04/2010 13:26:31

Impact of current fuel prices - Over a quarter of members (27%) have cut back on car use - Two thirds of members have cut back on spending and car use.

'Current fuel prices'? Prices are still ridiculously low compared to what's coming, but this does rather challenge the standard view that motorists will NEVER give up their cars, regardless of the price of fuel. If the very low cost of fuel we are currently experiencing can have this effect - what does the future hold?

What this means is that we really have to start getting railways back to pre-Beeching levels NOW, and that's just the start. With the terminal decline of road transport we'll need to bring the rails to every village, hamlet, factory, shop and market in the country. Some lines will be standard gauge heavy lines, others standard gauge tramways, others will be narrow gauge or ultra light rail. There's an awful lot of work to do in the next twenty years!
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Tuesday, April 13, 2010

the price of fuel



(Original article source)

Petrol is hitting its all time high at the pump. But why?

The last time petrol was nudging £1.20 per litre was back in July 2008. At that time crude oil was trading around $147. But now crude is only $85, so how come we're forking out the same for petrol as we were back then?

First, the Government's fat hand

Now it won't surprise you that the tax man is as much to blame as anyone for the high cost of fuel. Back in 1993 the Tories introduced something called the 'fuel price escalator' – a tax to tackle climate change. Well, that's what they said anyway.

As Labour took over the tax levers in '97 they decided, all for the environment of course, to escalate the price escalator.

Fuel taxes spiralled upwards, but because oil prices had slipped down to as low as $10, the actual price at the pump remained affordable.

Nobody noticed these stealthy taxes – then I suppose that's what makes them stealthy.

As the new millennium dawned and crude prices rose, suddenly the public noticed the vicious tax take. Fuel protests led to the Government dropping the price escalator. But fuel taxes remain as high as they ever have been. In fact Darling has just announced an inflation busting 5% hike in the fuel levy.

So the omnipresent tax machine is a factor in the high cost of fuel, but it's not the only factor...

Secondly, fuel refining costs are going up

Fuel refining (from crude oil) involves a tremendous investment in equipment. In fact there are only eight of these massive refineries in the UK. As you can imagine, matching production with the demands of consumers and industry is a complicated affair.

The recession took oil companies by surprise. With the combined effect of recession and the high cost of petrol, demand tumbled. Refinery profits slumped as they couldn't match output with the lower demand.

So now the oil companies are cutting refinery capacity and clawing back profitability.

But increased tax and the costs of refining don't explain the massive rise in fuel prices we've seen. There's something else… and it's our old friend 'imported inflation'.

Thirdly, we're suffering imported inflation

The pound has fallen precipitously and it's brought with it certain side-effects. Imported inflation results from a weak currency. Basically, it takes more sterling to buy our imports, which ultimately leads to higher prices for consumers.

Back in July 2008 (when we last paid £1.20 at the pumps), you got two dollars for every pound. You may remember 'buy one get one free' headlines as people jetted off to the US to get their Christmas shopping in early.

The strong pound held back the price at the pumps. $147 oil felt more like $103 in today's money.

It didn't last of course. Later in the summer, Lehman collapsed and the full scale of the financial crisis began to hit home. The pound fell as the markets concluded that the UK was in big financial trouble.

But there's more currency mischief adding to the cost of your fuel.

Boris Johnson points out that imported inflation isn't limited to things that we import. Shopping for his Christmas tree, he noticed that the price had shot up from the year before.

One would expect the weak pound to push up the price of your Norwegian spruce or German Tannenbaum. But our home-grown Christmas trees are costing more too!

Boris said that it doesn't matter whether the trees are home grown or not. The fact is that they can be sold anywhere in Europe. If the trees can be exported, then it's European prices that count.

In the same way, once the oil has been refined, it's a commodity that can be sold anywhere in Europe. So it's European prices that count. That means the euro prevails – the weak pound hits us again.

So we're hit by the dollar on crude imports, then we're hit by the euro as the refined petrol hits the market.