my love affair with the car

The south of France, 1987.


South Downs 1983, but the national plates on the front give you an idea of how well travelled this Austin Morris JU250 was!



Yesterday, Plymouth, almost giving me second thoughts!

I had an annoying number of anti-car rants submitted as comments a couple of days ago, none of which I allowed through.

No matter what agenda some of you may want to push, this site will NEVER be anti car. Go to some environmentalist or cycling sites if you want to sound off. YOU ARE TOTALLY MISSING THE POINT.

Like most transport enthusiasts I actually love the car. I've owned many, including more than a couple of sports convertibles! Within a few months of passing my test in 1980 I drove all over Europe and loved every second of it. Just a few years ago I took a D reg Escort convertible all the way down to southern Hungary, via Poland and Slovakia. I spent four years as a lorry driver. We still use a car, when absolutely essential!

We've no agenda to 'kill off' the car. The car is dying through the soon to be obvious end of cheap oil. There's nothing we can do to stop it, but hopefully we can make the conversion process as comfortable as possible. The New S&D is very much part of this process, replacing the congested and seriously inefficient road system that has never adequately replaced the old S&D with a modern, community owned, fast and clean railway, taking passengers and freight off the roads and ensuring that once the oil does finally go (probably somewhere between 2025 and 2035, although I'm very optimistic - it could be a lot sooner!) we can not only still get around but do so in a manner that only the railways can manage - quick, clean, sustainable, relaxed.

I think for a few years, as the freight moves rapidly to rail and fewer and fewer people can afford to run a car, there will be a second golden age of the car, with empty (if decaying) roads. I think that those of us that can afford to still be personally mobile should make the most of it - we'll never see the likes again.

a very sad story

When the original S&D closed 'replacement' bus services were implemented as a sop to those who rightly lamented the end of modern transport along the route. These services didn't last long as they obviously couldn't begin to offer the speed and comfort that the trains had - even in pre-modernisation days.

Wellow, which once had a superb rail service (along with Shoscombe and Single Hill to the south) was thrown back into the transport dark ages with villagers having to either move back to civilization (ie to somewhere with a train service!) or, horror of horrors, having to buy a car to keep themselves mobile. Because of the lie of the land and roads the replacement bus services couldn't begin to compensate for what the villagers had lost. This is what passed for progress in the horrible sixties.

When the replacement bus services inevitably stopped the villagers came up with an idea - to buy their own bus and keep some semblance of belonging to a wider world. This was four years ago. Today that bus (or more correctly minibus) hit the road.

This was featured on the local TV news. It was one of the most achingly poignant pieces of reporting I'd seen for years.

Poor Wellow, once a stop on the world famous S&D, with regular local trains connecting with expresses to the south coast, Midlands and north, site of numerous heavy freight workings, was reduced to relying on a tiny, uneconomic toy bus to keep their foothold in the 21st century.

But of course it won't be that many years before Wellow gets its trains back. With regular PPMs and electric units once again connecting at Bath, the villagers of Wellow (and Shoscombe and Single Hill) will once again be able to get where they want to quickly, cheaply and cleanly. This brief few decades where they were abandoned by the rest of the world will soon be forgotten. Roll on the New S&D! Perhaps we'll even nab that minibus for our museum of transport!

so wrong, so right

There's nothing that winds me up more at the moment than that awful Co Op Insurance ad that proclaims that 'your car is one of the family, it's part of you', and then proceeds to show pictures of gormless families with their cars that they've NAMED!!!!!!! To me this is evidence of mental instability ...

Locomotives of course are a totally different matter. For a start they are much longer lived, much more in the public eye and, many would claim, have a personality of their own. And they are very rarely given human names.

It does highlight the incredible difference between ephemeral private transport and almost permanent public transport. Public transport belongs to us all, even if we rarely use it, it unites us and brings us together. Private transport does pretty much the opposite. Your car isn't 'part of the family', it's something we would all rather do without. It's everyday, it's just a tool and it won't be around much longer.

Whatever next - cemeteries for cars? We can but hope LOL ...

when heritage rail meets peak oil

I had a strange phone conversation the other day. It wasn't about the S&D but drifted towards it. The person on the other end of the phone was an S&D fan but also involved down at the West Somerset Railway. He was quite amused when I mentioned our plans, coming out with the time worn classic cliches 'of course it will never happen' and 'you're dreamers'. Hmmm.

Well firstly I really would like to know exactly how we're going to get from A to B, or Bournemouth to Bath, without the railway in a couple of decades time. Are we really expected to just stay rooted in our towns and villages, never venturing more than five miles from home? Because that's what they're saying.

And as for dreamers?? WTF? I wouldn't waste a second of my time on any unproductive activity, and anything less than a fully restored entire S&D is, to my mind, a total waste of time. And I think that applies to every member of the New S&D, a membership that is growing daily and is poised to overtake other S&D groups over the next year or two.

Of course there were two clues to his attitude - his age and his allegiance to the WSR.

Most people over 50 were totally immersed in the (now totally daft) paradigm that railways - all railways - were finished in the 60s and 70s. Some (like myself) have shaken this perverse, and now totally irrelevant, paradigm off, but far too many still want to believe that railways are an anachronism, that steam trains, paying tourist families and playing at railways has some sort of future. It doesn't of course, once peak oil effects really kick in the infrastructure will be simply snatched back and converted to 'real' railways again, unless the heritage lines transform themselves into community railways pretty sharpish. A few, Swanage and (ironically) the West Somerset, are already doing this, but too many are still at the playing trains stage.

All of this will of course wash over the future passengers and freight suppliers along the lines themselves. They have no interest in social history, steam trains, ancient rolling stock or any of the other arcane and uneconomic accoutrements of the heritage railway. They'll just want to get from A to B, Bournemouth to Bath.

But if we're really careful we can save the S&D heritage as part of the whole line revival. There is no reason why our stations and infrastructure can't be as they were. The railway station will soon become once again the centre of every city, town and village. A basic station is not an option, even at the village level. Villages, towns and cities will reorientate themselves around their stations and railways, the stations themselves will become incredible hives of activity with restaurants, shops etc - big, elegant buildings will be required!

There's no reason why in 2050 a double headed steam train can't recreate the Pines Express of 1960, carry paying passengers and slipping effortlessly between the regular electric services on the route - particularly if the locos are fuelled by sustainable wood - serving elegant and substantial stations en route. Nobody wants bus shelters any more - particularly when our passengers in 40 or 50 years time won't even know what a bus is!

Perhaps a start towards squaring the circle and preparing heritage railways for a very different future would be for the various S&D groups to actually start acknowledging the existence of the New S&D - displaying our leaflets at Washford, Midsomer Norton and Shillingstone would be a step towards our inevitable working closely together as doors open all along the route!

yet more swiss lessons!

The view from our hotel room. This is the east end of the Gare Cornavin, Geneva's main railway station. The trams are running to and from the United Nations building.


Superb new high capacity tram on the new route to Meyrin.


Meyrin's main tram 'station', unusually a terminus rather than a loop.


Trams waiting to return to the city from Meyrin.

Back from Geneva. As always a trip to Switzerland reinforces just how far behind we are in the UK.

Geneva once had a tramway network of 75 miles, running numerous interurban lines into France as well as serving the city. Incredibly the main station at Cornavin lost its trams in 1965 and for thirty years there was just a short 5 mile line south of the Rhone serving the far less important station of Eaux Vives on a route from Moillesulaz to Carouge.

Fortunately this section of line survived until more sensible and forward looking opinions prevailed and the trams were reintroduced to Cornavin in 1995. Since then there have been several extensions, and last year the brand new line to Meyrin opened on 12 December 2009. The line to CERN should be open by the end of 2010. And it doesn't stop there - there are several more extensions planned and it's perfectly possible that the new tramway route mileage will far exceed that of the old system. New routes are planned to go into France as many people live in France and work in Geneva.

Travelling on the Meyrin tramway last week I got, for the first time, a real sense of the end of the car age as we passed queueing pollution spewing cars jammed on the roads as we whizzed past them at high speed. What Geneva does today everywhere wil be doing over the coming decades.

For anyone who doubts that the second Golden Age of Rail is upon us - visit Geneva!

others' doings

I am off to Switzerland until next Wednesday so there won't be any posts for a week or so.

Moorland & City Railways 'MCR' is pleased to announce that subject to the ongoing renewal and upgrade work currently underway on the Leekbrook Junction to Cauldon Lowe line and final inspection by the ORR that it should be in a position to return the line to passenger traffic for a celebration event on the 13th & 14th of November 2010.MCR was specifically setup to purchase the line from Stoke on Trent to Cauldon Lowe for commercial freight traffic. Given the generally better than expected condition of the infrastructure this opportunity has arisen to allow a passenger operation to be promoted ahead of the freight flows.

In collaboration with the Churnet Valley Railway (1992) PLC 'CVR' MCR are planning an intensive 3 train service over the weekend of the 13/14 November 2010 featuring some interesting steam motive power. The weekend of the 20/21 November 2010 will see a repeat of this with the addition of diesel locomotives to recreate a 1960's theme. This new section of line will see the CVR expand operations from an 11 mile round trip to a 27 mile round trip.

The MCR line closed to passenger traffic on the 30th September 1935, to freight traffic on the 8th February 1988 and has seen only a selection of trains over the weekend of the 16/17th April 1994 with the final charter running on the 28th May 1994. Since then it has remained mothballed.

The route comprises 8 miles of steeply graded railway line offering truly magnificent views of the Moorlands unseen for many years. Steam and diesel locomotives will be working almost at full capacity to pull 6 & 8 coach trains up gradients ranging from 1:40 to in 1:59. The summit of the line at Ipstones is a staggering 1063 feet above sea level. These gradients will give the opportunity to see and hear the locomotives in action working hard.

Locomotives currently booked for this truly amazing event include (and subject to availability) 71000 'Duke of Gloucester', Stanier Mogul 42968, 8f No. 48624, Large Prairie No. 5199 and a surprise visitor as yet unseen in the Staffordshire Moorlands. Diesel locomotives will include Class 37 37075, Class 33/1 33102 and a return visit by a truly local class of diesel loco. These will be joined by the CVR resident Class 104 DMU.Pre booked tickets for the event will be available via the CVR website closer to the event at http://www.churnetvalleyrailway.co.uk/. Special tickets will be available by pre booking only to ride on the first passenger train over the complete line that being the 09:55 ex Froghall to Cauldon Lowe on the Saturday which will be hauled by 71000 Duke of Gloucester.

NATIONAL PRESERVATION FORUM SPECIAL Saturday 13th November 2010The special will depart from Froghall station at 19:15. The train will be 12 coaches (approx 450 ton train!) and hauled by 8F No. 48624 and banked by 5MT No. 42968 for the run up the 8 miles of 1 in 40 - 1 in 59 gradients to Cauldon Lowe.

The train will run non stop from Froghall - Cauldon and the same from Cauldon - Froghall. The train will arrive back at Froghall at 21:12. There will be a train leaving Froghall at 21:30 to allow passengers to travel back to Cheddleton if that is where they started their day from.

There will be food and drink available at Froghall until the special leaves at 19:15, there will also be plenty of beer and nibbles on the train.The prices for the special are;£10 on the night for the special only£5 extra if you have a day rover ticket.

Free if you have a weekend rover ticket.

Tickets will be available via an online ordering system that is due to be launched on the 1st September 2010 and will also be available on the day. I will advise of the link to this website once it is available.

The CVR and MCR are delighted to confirm that the LNER Beavertail Observation Car No. 1719E will be visiting the line for the duration of the event.

Special thanks go to Railway Vehicle Preservations Limited and the Great Central Railway for making the visit possible.

investment

I try not to put dry economic articles on here as I know they leave a lot of you cold - and people who know me are always a little surprised that underneath my no nonsense exterior there is a very overeducated academic trying to get out!

But I do think that this is not a bad place to put a few musings on the way economics will direct all future land transport policy towards various forms of rail.

One of the upward pressures on the oil price is the lack of refining facilities. This is one of the first signs of the looming shortages. Oil company managers, for all their outward appearance of being out-of-touch clowns, are aware of the finite nature of their industry. There does come a time when it's simply not worth setting up new refinieries because the cost of setting them up and maintaining them will never be met by the profits from refining future dwindling oil supplies. And they can't be used for anything else. I think this realisation was passed a few years ago, and hopes for any new refining capacity are simply dreams rooted in the past.

Rising oil prices, particularly at a time of stagnant or falling economic growth - now almost certainly the new paradigm - will inevitably reduce the use of roads. A lot of road travel is discretionary so can be dropped, or substituted, when times are hard. This reduces the tax take and consequently the amount of money available for maintaining the road network. A decline in standards, the consequent increase in congestion, even whilst roads are emptying, will set up a virtuous circle of decreasing road use.

The ability to transfer freight by road will actually decrease as it becomes more and more difficult for haulage companies to economically move freight - especially against a resurgent rail network increasingly favoured by government. There may be a brief spell when roads have a final golden fling, as the wealthy few that can still afford to run cars drive on almost empty roads.

Meanwhile the more intelligent and proactive oil companies will be switching to rail construction and operation, and the car manufacturers will switch to the production of locomotives, rolling stock and trams. Once this process starts nothing, short of total climate breakdown or societal breakdown will stop it. That process is about to begin.

And where will the S&D fit into all of this? Well, by starting early and building our contacts and skills now, we'll have a head start over most other communities that suddenly see the need to get their trains back. We will localise more as the transport costs of goods continue to rise (even where moved by rail), small businesses will sprout up along our route and will need their products moved to their market places. Passengers will flock to the trains, mainly to get to Bath, Bristol and Bournemouth to buy goods, but also to link with the main line network at those places and Templecombe. The whole agenda for rail will be one of reasonable and sustained growth and innovation, as the rails reach out to more and more places.

And the road network? Hopefully small sections in towns may continue to be served by some electric vehicles, perhaps even electric buses and taxis. But the intercity and intertown links will disappear back to nature except for those sections that are converted to cycleways, which will inevitably have to relocate from the formerly abandoned rail trackbeds that, for a few decades, were not used properly!

still searching

We are still looking for somebody to take on the role of Midford Station Project Manager - the previous applicant has had to drop out for personal reasons.

We now have full access to Midford but it's important that somebody takes on the position to coordinate the restoration of this most iconic of railway locations. Initial work will simply involve stamping the site with a New S&D presence, even if that is just some signage and publicity information. The main part of the work will be the physical reconstruction of the station building in wood. This will then serve as an office, information point for the New S&D, other railway restorations, environmental projects and local groups and businesses, and an S&D shop.

As Project manager you will have a seat on both the board of Wessex Links Ltd and the New S&D, but you needn't get involved with any other aspect of the restoration other than at Midford itself.

Ideally the perfect Project manager wil live within a few miles of the site (Bath/Bristol/Radstock-Norton area) and have some experience in this sort of work. Enthusiasm is the most important quality however, and if you are new to this don't be afraid to apply! It is of course an unpaid position, and membership of the New S&D is a prerequisite.

This will be a fantastic project, in a superb location and famous the world over. It's only a tiny first step in what will surely be the most important and exciting rail restoration in the UK, if not the world.

To apply please email leysiner@aol.com or write to New S&D, 10 Bellamy Avenue, Hartcliffe, BRISTOL, BS13 0HW.

get your shovels!

We now have full access to Midford so anyone who wants to suggest a date/time for the first work party please do so in the comments section or via email!

This will be such an important date and event in the history of the S&D, even if it will be rather low key. The first work party will do some clearance work, also it will be a good time to put up signs/notices letting people know what is happening at this iconic location.

Hopefully we can start regular weekly work parties at the site very shortly, as well as start the job of rebuilding the station building, which will then be a very useful base, office and income-generator for the line.

Please either use the comments page or email me directly to declare an interest in the restoration work. My email is leysiner@aol.com

well (nev)ard

We're very lucky to have Chris Nevard as a fan of the S&D. His photos both of the S&D and wider afield are about as good as they get, in particular he has a superb album of post closure (and pre reopening) S&D shots.

His website is here.

the 'milkie' reborn!

(Photos courtesy John Penny)

These photos were taken last Saturday when the Gartell Railway ran a re-creation of 'the Milkie' which used to pass Common Lane at 3.30 every afternoon on its way to Bailey Gate. Tank engine, two coaches and the tanker! It has been John Gartell's ambition for years to do this, so do it - at last - he did. Shot one is in the station ready to leave and shot two a better view of the rear showing the tank of course, as it climbs away from Common Lane station. I've no idea when this service actually finished. Can anyone help here?

It's great to see the Gartell - currently the only operational railway on the S&D - respecting the fascinating history of the original line. The fact it's all on the two foot gauge makes it even more fun! Do try to visit the GLR when you get the chance - it's a real treat!

perpetual motion?

Not quite - but a neat way of using railway infrastructure to generate the power needed to run the trains!

(Thanks to David Bailey for the story)


As of Sunday, the world’s largest stand alone integrated photovoltaic project was pumping out power into the grid. The building integrated PV system is located on the roof of the recently completed Hongqiao Rail Station in Shanghai. With 20,000 panels, the 61,000 sq m roof system is expected to produce 6.3 million kilowatt-hours (kwh) of electricity per year, which could power 12,000 Shanghai households.

Hongqiao Station is the newest high speed rail station on the Beijing-Shanghai rail line. The station was completed and operational on July 1st and a mere two weeks later, its large solar system went online as well. Installed on the awnings of both sides of the station, the 6.68 MW photovoltaic system has already produced 300,000 kWh during testing for these last two weeks.

This new solar project is meant as a pilot project to help spur on the advancement of solar power in China as well as to encourage the construction of eco-friendly rail stations that are planned for China’s high speed rail network. At a cost of 160 million yuan ($23.6 million), the new solar system will also help reduce carbon emissions by 6,600 tons and cut coal consumption by 2,254 tons

step upwards

I've just finished packing and posting all the copies of Right Lines 2 - some of you will also be receiving your membership cards and renewals.

This will be the last self produced Right Lines. Right Lines 3 will be an A4 glossy magazine, in three sections - past, present and future. To fill the 24 or more pages we welcome articles and pictures that can fall into any of the above three sections. Articles on the S&D and the wider rail revival are welcome, similarly pictures can be of the S&D, of S&D locomotives and stock on the S&D or elsewhere, or of similar rail/tram revival projects elsewhere, anywhere in the world.

Prospective issue date will be January 2011.

If any of you would like to take on the role of editor of what will become a very prestigious magazine please contact me at leysiner@aol.com telling me why you think you should have the job!

perspective - and a new threat

I didn't even realise 'anti-car' books existed. I certainly never expected to read one!

But I have just finished the above. Now, to me, being 'anti-car' is a total waste of energy. The end of the car is now probably less than three decades off, so there's really no reason to waste a minute of one's time trying to hasten the inevitable.

But like most books it did give out some information that I'd never even thought about before. It covers the actual damage and change to our urban, suburban and rural landscape that the car has brought about. Not only the need for roads, but for parking spaces both at home and at work, as well as the destruction of 'real' town centres as out of town shopping areas, really only accessible to cars, became commonplace.

I've never been the slightest bit anti-car, and the book hasn't changed that at all. I'll still enjoy driving for as long as I can. But like most people I realise that the car (and the lorry and bus) are living on borrowed time. The usual refrain that the petrol and diesel-powered car will simply be replaced by LPG, electric and biofuel powered vehicles doesn't make sense as these alternatives will never be anywhere near as commonplace, and nowhere near as cheap, as oil. They are a sop to the simple man in the street, still worried about 'climate change' or 'the environment', rather than the real big issue of Peak Oil.

In reality the cost of running a car, which has been falling for decades, will soon begin to rise inexorably. No one disputes that oil is running out - it is a finite resource after all. The actual timing of the peak is still in doubt, it may have been several years ago, it may be as much as ten years into the future. It will only be clear with hindsight. Once the peak is reached the cost of oil, and all oil-derived products, will start to rise, slowly at first, but at an ever increasing pace.

The outcome is inevitable. As cars become more expensive to run less and less of us will be able to afford to run one. More of us will need to localise our lives and use public transport where available. The tax take from cars will start to fall, less money will be available to repair roads. There'll be a vicious circle of less cars, less money for roads, worse roads, less incentive to drive, more expense etc. I think when the end of the car comes it will all be over very quickly. And there's the threat. Will we be able to build the railways and tramways we need quickly enough? Will the skills, money, material and energy be available?
We can't worry about the wider picture though we obviously need to be aware of it. We can only concentrate on our small part of it. It is so important to get everything in place NOW so that we are prepared and ready to act when the decline comes. If in the meantime we can buy up trackbed, stations etc, and operate some sections of the route then all the better. What we are doing is so incredibly important, it's impossible to overstress our case.
There will be big news about the S&D over the next few months with the purchase and restoration of Midford, hopefully the restoration of Spetisbury, the launch of our new glossy Right Lines and a big media push. As always I'd like anyone who would like to take a more active role in what we're doing to contact me at leysiner@aol.com

S&D event this weekend

GLR Steam Show 2010

The weekend of the 24 & 25 July, the Gartell Railway will be holding their Steam and Vintage Show. Open from 10.00 both days. Steam traction on the rail & road. Stationary engines, tractors, cars, motor bikes, commercials, displays including model boats on the lake, crafts, licenced bar, hot and cold food from the Pines Buffet, train service on the Gartell Light Railway both days. Come and relax by the lake and watch the boats and trains pass you by. Hope to see you there. Free car park. Admission by train ticket (on the gate)

Please pass this on to everyone who is within 50 miles of Templecombe - thanks!!

bloody know-alls!

Take a look at the picture above. It's a very nice atmosphere shot of the Wisbech and Upwell Tramway, in Wisbech. This is from the book 'The Wisbech and Upwell Tramway' by Chris Hawkins and George Reeve, published in 1982.

1982 was close to rail's lowest ebb in the UK. Even many rail enthusiasts fell for the con, others simply loved the 'romance' of closed lines and really believed that once closed a line would stay closed forever - regardless of the future of roads!

The interesting part of the above picture is the caption. Not sure if you can view it clearly in your browser, but the last line of text reads - Rails in the street are now largely unknown in this country and their like will never be seen again.
Hmmm. Just a few years later rails started appearing in the streets of Manchester, Sheffield, Wolverhampton, Nottingham and Croydon. And in a few months time not only will the streets of Porthmadog contain rails, but will see regular, daily STEAM trains running down 'em.

So when someone tells you 'The S&D will never reopen' remember the absolute certainty of the Wisbech and Upwell statement above. Not only will rails in the street become commonplace throughout the UK, of all guages, but many industrial concerns will run street lines connecting the factory to the network, most towns above 100,000 population will have street-based tramways, smaller towns and villages will have ultra-light rail, interurban street and roadside tracks will litter the countryside and the street railway will become more common than it ever was.

And, of course, the S&D will not only be fully restored but will probably have a dozen of more street-running tramways and light railways connecting to it, not to mention the industrial lines!

I even think the Wisbech and Upwell tramway will be restored!

The second best job in the world?

With Midford now under our ownership we are looking for a special person who can oversee the reconstruction of the station and signalbox, a Midford Station Project Manager. You'll get the full physical and financial support of the New S&D and we'll be launching an appeal shortly to raise ringfenced capital to rebuild. We'll also be starting work parties soon.

You need two main qualifications for the job -

membership of the New S&D

masses of enthusiasm

Obviously building skills are useful, but enthusiasm is more important as there will doubtless be people with the skills available.

This is a fantastic opportunity to get in at the ground floor of the most exciting rail restoration project in the world. It's an unpaid voluntary position which shouldn't need more than a few hours attention each week. It is a board level position within the New S&D, and you'd be offered a directorship of Wessex Links Ltd if interested.

Please email me at leysiner@aol.com if interested.

transport - past and future - in bratislava and vienna

Bratislava's latest metre gauge trams - though 90% of the fleet seem to be at least 20 years old.


Communist-era bus station.


The hydrofoil from Bratislava docks at Vienna.


The most elegant way of getting round Vienna!

Well and truly back from our visit to Bratislava in Slovakia. An absolute gem of a city and recommended to you all! It's so compact that you just need a pair of feet to get around.

But Bratislava has a superb public transport system, which we did dip in to. The backbone is, of course, the impressive tramway system. It reaches most parts of the city on the north bank of the Danube, with the longer lines almost taking on an interurban nature. Very fast, cheap and amazingly busy. There are also trolleybuses, a form of transport which surely will make a huge comeback in the UK on routes that are not quite busy enough for trams. And those old dinosaurs, buses, although the newer buses aren't bad at all.

Bratislava is only 64km from Vienna and will soon be reconnected by tram - there is only a 7km gap on the interurban from Vienna and the southern Bratislava suburb of Petržalka, which will soon have it's own high speed tramway into the city. But for now there's the fantastic Twin Cities Liner hydrofoil which links the two cities in just 75 minutes via a very scenic and fascinating trip up the Danube.

Vienna of course is home to the world's second largest tramway network. But the only transport we used in Vienna was the fiacre - the famous horse-drawn carriage. This was a great experience and could quite well become a model for future road based transport, as the carriage was very well appointed!