Ten reasons PLP's CarTube is the silliest London transport plan you'll see this week

Oh, wow, this is really something. Image: PLP.

So here's fun thing bouncing round the nerdier corners of the internet in a “LOL, what” kind of a way:

Architecture practice PLP is soon to reveal their concept design for CarTube, a revolutionary solution for transportation in cities such as London.

“CarTube”? A car, and yet also, a tube? Whatever could it mean?

The concept combines two existing modes of transport – automated electric cars and mass public transit – into a single, seamless underground road system.

Users will be able to book a CarTube trip in their own cars or shared public cars through a smartphone app.

There will be an underground transport network that moves cars in a continuous flow at a steady speed, increasing transport capacity, relieving congestion and freeing up public realm above ground.

Lars Hesselgren, Director of Research at PLP will officially unveil CarTube at a conference on the 2nd December at the Institution of Mechanical Engineers (IMechE) HQ in London.

I would say that I have some questions for Lars.

In some ways it's a bit cruel to do a sanity check something like this, because it's so obviously incapable of withstanding it. Indeed, it was probably never intended to: my suspicion with these things is always that the real point of the exercise was to mock up a pretty picture in the hope of free publicity. (Possibly not the kind of free publicity I am offering right now.)


But what the hell, let's do it anyway:

1) It's quite difficult digging tunnels in London because there's so much stuff already under the ground (electrics, gas, sewers, the actually existing Tube). At Tottenham Court Road, the Crossrail tunnels run between two existing bits of tube architecture, with under a metre of clearance.

So I'm going to go out on a limb and guess that there probably isn't enough space under London's streets to create significant network of TubeCar tunnels, thus rendering the whole thing a bit silly.

2) That specific point on the Victoria Embankment, courtesy of Sir Joseph Bazalgette, contains one of central London's most important sewers. So it’s probably not the best place to start.

3) While we're at it, it also contains the District and Circle lines. You almost certainly couldn't put the CarTube there, is my point here.

4) Why are the cars underground so tiny? Do they get miniaturised as they go through the portal? Is that it? Is this the bit of the plan they're going to reveal at their press conference this week?

5) While we're talking about portals, I'm guessing there probably isn't enough space on the surface in London to create them either.

I mean, on this mock up, they've put the entrance to the tunnel on the site of an existing road, thus implying that we wouldn't be losing any more space to car traffic. Except that, in this parallel universe, roads clearly still exist to do the first and last leg or your journey, or you wouldn't need a portal in the first place. Soooo... where are the portals going to go? Which roads will stay and which will go? Will there be an enquiry?

6) Come to that, where are all the vehicles that aren't part of the CarTube system meant to go? Are they just banned from Westminster now? Parliament is still going to need goods deliveries. Are they all meant to take the CarTube? Is the Prime Minister's car?

7) To be fair, maybe I'm being unfair with all these questions, and this is actually just a nice plan to make the Victoria Embankment into a park. By ripping up the Circle line.

8) In the real world, this is where the east-west cycle superhighway runs. They've ripped that up, too. Great work, guys. Fantastic work.

9) Bit worried about those people cycling on that narrow path, shared with pedestrians, without any barriers stopping them from falling in the Thames, too.

10) That said, in this fantasy world, every bridge can be a garden bridge. Look how garden-y Westminster Bridge is! If we did this at least we wouldn't have to build the actual Garden Bridge, I guess. So that's something.

Jonn Elledge is the editor of CityMetric. He is on Twitter, far too much, as @jonnelledge.

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In a world of autonomous vehicles, we’ll still need walking and cycling routes

A Surrey cycle path, 1936 style. Image: Getty.

The CEO of Sustrans on the limits of technology.

We are on the cusp of dramatic changes in the way we own, use and power our means of transportation. The mobility revolution is shifting from an “if” to a “where” and when”.

There are two different futures currently being imagined. First up, a heaven, of easy mobility as portrayed by autonomous vehicle (AV) manufacturers, with shared-use AV freeing up road space for public spaces and accidents reduced to near zero. Or alternatively, a hellish, dystopian pod-world, with single-occupancy pod-armadas leading to an irresistible demand for more roads, and with people cloistered away in walkways and tunnels; Bladerunner but with added trees.

Most likely, the reality will turn out to be somewhere in between, as cities and regions across the globe shape and accommodate innovation and experimentation.

But in the understandable rush for the benefits of automation we need to start with the end in mind. What type of places do we want to live in? How do we want to relate to each other? How do we want to be?

At Sustrans we want to see a society where the way we travel creates healthier places and happier lives for everyone – because without concerted effort we are going to end up with an unequal and inequitable distribution of the benefits and disbenefits from the mobility revolution. Fundamentally this is about space and power. The age-old question of who has access to space and how. And power tends to win.  

The wealthy will use AV’s and EV’s first – they already are – and the young and upwardly mobile will embrace micro mobility. But low-income, older and disabled residents could be left in the margins with old tech, no tech and no space.

We were founded in 1977, when off the back of the oil crises a group of engineers and radical thinkers pioneered the transformation of old railway lines into paths that everyone could walk and cycle on: old tech put to the service of even older tech. Back then the petrol-powered car was the future. Over 40 years on, the 16,575-mile National Cycle Network spans the length and breadth of the UK, crossing and connecting towns, cities and countryside, with over half of the population living within two miles of its routes.


Last year, more than 800 million trips were made on the Network. That’s almost half as many journeys made on the rail network, or 12 journeys for every person in the UK. These trips benefited the UK economy by £88m through reduced road congestion and contributed £2.5bn to local economies through leisure and tourism. Walking and cycling on the Network also prevented 630 early deaths and averted nearly 8,000 serious long-term health conditions.

These benefits would be much higher if the paths on the entire Network were separated from motor traffic; currently only one third of them are. Completing an entirely traffic-free walking and cycling network won’t be simple. So why do it?

In a world of micro-mobility, AVs and other disruptive technology, is the National Cycle Network still relevant?

Yes, absolutely. This is about more than just connecting places and enabling people to travel without a car. These paths connect people to one other. In times when almost a fifth of the UK population say they are always or often lonely, these paths are a vital asset. They provide free space for everyone to move around, to be, and spend time together. It’s the kind of space that keeps our country more human and humane.

No matter how clever the technological interface between autonomous vehicles and people, we will need dedicated space for the public to move under their own power, to walk and cycle, away from vehicles. As a civil society we will need to fight for this.

And for this reason, the creation of vehicle-free space – a network of walking and cycling paths for everyone is as important, and as radical, as it was 40-years ago.

Xavier Brice is CEO of the walking and cycling charity Sustrans. He spoke at the MOVE 2019 conference last week.