I made a fantasy map of a potential LRT system for Melaka, Malaysia, connecting the HSR, airport and Melaka Sentral to the old city center and Mahkota.

the Bukit Panjang LRT 🥰

I love how some stations and the depot are directly integrated with mixed residential-commercial development ♥️

i love ざるそば 😋😋😋

According to @notjustbikes.com in his latest video, "protected bike lanes are really just an extension of car infrastructure".

So, by empirical evidence, the Netherlands is more car-centric than Canada? Maybe the Dutch should move to Ottawa or Toronto if they want to see real change.

so far outside the city, it's only 3.5km from the center 🙄

5 days in Amsterdam but still don't know what to make of it.

One street will be some of the better urbanism I've seen in Europe, and two kilometers away will be the most wretched car-infested place I've seen in ages.

The only certainty is that many people will be angry about the video I make. 😆

and faster charging than supercapacitors, offering an efficient and possibly cheaper alternative for fast charging or supercapacitor electrification systems like the Kaohsiung Circular Tram and Brisbane Metro. (11/12)

Finally, let's talk batteries. In contrast to existing lithium batteries which rely on expensive rare-earth metals, LK-99 uses fairly cheap materials. In addition, using it for superconductive energy storage would allow for lower power losses than batteries, (10/12)

Of course, this benefits overhead catenary-electrified systems as well, but effective long-distance third rail opens a host of possibilities. Imagine electrified double-track freight through third rail, without needing extremely tall wires like India. (9/12)

Let's talk about conventional rail electrification. While overhead power lines are the most common form of electrification, an oft-overlooked fact is that third rail is actually cheaper to install— it also supports smaller tunnels and is less maintenance-intensive. (6/12)

While all these obstacles are possibly surmountable, most of them don't actually have to do with the superconducting mechanism itself, so the only real change will be lighter bogies that can lose the active cooling systems. But enough about maglev— (5/12)

The first reason is the slow switch speed, in conjunction with the (bad) decision to have a single local service overtaken at every stop, limiting train frequencies to a paltry 5 trains per hour. The smaller 2+2 interiors similar to the Mini-Shinkansen don't help either. (4/12)

both claim to be capable of up to 600km/h speeds. However, superconducting magnets might not change the biggest disadvantage of maglevs currently- speed and capacity. The Chūō Shinkansen can only carry a fraction of those that the Tokaido can, for a couple of reasons: (3/12)

The most obvious use case that might come to mind when thinking "superconductors" in the field of transit would be magnetic levitation. JR Central and CRRC Changchun have both developed maglev trains that use superconducting bogies to maintain levitation, and (2/12)

Recently, a purported room-temperature superconductor known as LK-99 has been making the news, with 4 theoretical studies affirming the likelihood of superconductivity being present. How exactly would this affect transit, both conventional and unconventional? A thread. (1/12)