Comparisons of Autran System with Alternatives

The most important advantages of the Autran system relate to its potential for profitability and its potential for acheiving a gradual transition to a nationwide automated transportation network. The plan is to start with systems which have guideways of relatively short length and cost but which are operative and profitable. Then more of such systems can be added and linked. Completion of a nationwide network will take a number of years but during its construction, profits can be continously generated and even increased as more and more auto, passenger and freight stations become available for use. An extremely valuable network can eventually be obtained. Attention is invited to the following points:

• Auto-carrying systems that are ten miles long can be profitable.
• Passenger-carrying systems that ten miles long can also be profitable, particularly in urban areas.
• Increased profits can be obtained in many cases by adding auto or passenger stations to any system and take advantage of a high carrying capacity of existing guideways.
• Freight stations can be added any system whenever it appears profitable to do so.
• The Autran system is designed to facilitate links between systems that are constructed separately and it is designed for high speed operation between cities. Usage and profits can be enhanced by any increase the auto, passenger or freight stations available to users.

Various alternatives cannot provide the potentials of the Autran system for profits and for a transistion to a nationwide network and they have many additional disadvantages, as follows:

• New freeways or tollways, or new lanes thereof, cannot lead to and could delay construction of a nationwide automated transportation network and could waste a great deal of money. The Autran system has the potential advantage of capital cost savings of as much as 37% per lane mile per auto, possibly more. It can save lives and has many other advantages as discussed in Advantages over Conventional Roadways.
• Likewise, construction of proposed high speed rail systems cannot lead to and could delay construction of a nationwide automated transportation network. The Autran system has the very important advantage over high speed rail in that it would avoid large government subsidies. This and other advantages of the Autran system are discussed in Advantages over High Speed Rail
• Light rail systems use automated passenger-carrying cars that are smaller and lighter than conventional passenger- carrying rail cars but that are large in comparison to the proposed eight-passenger cabins of the Autran system. They require relatively large guideway structures, do not appear to be suitable for high speed operation and do not provide a potential for expansion into large network. Apparently, they are in use only for public transit in certain urban areas and their construction and operation has been subsidized.
• PRT (Personal Rapid Transit) systems use small automated vehicles for carrying passengers at relatively low speeds. Whether enough people will want to use the proposed systems and whether fare revenue will be sufficient are open to question. The RTA in the Chicago area advanced about $20,000,000 for construction and testing of a prototype and has not proceeded, apparently because the system would be too expensive in relation to the expected demand for use. The PRT systems do not appear to be suitable for expansion to operate between cities and would certainly not be capable of carrying automobiles or be suitable for modifications for that purpose.
• Another proposed system has been given a great deal of publicity, namely the AHS (Automated Highway System). The AHS would require use of autos that have special steering and speed control equipment and would also require that there be specially constructed and equipped roadways for operation of such autos thereon. Even AHS supporters say it will not be in use for many years. It is not difficult to see why. Not many people are likely to buy the required autos, which would be expensive, until there are roadways on which they might operate and it is not likely that states or cities would construct the required roadways, which would also be expensive, when not many people have autos that would operate thereon. The Autran system does not present this problem. The Autran system will carry any car, van or SUV that is not oversize or overweight, including old gas-guzzling and highly polluting autos. It has many other advantages over the AHS, as discussed in Advantages of Autran over AHS.
• Many proposals have been made that upon analysis may seem attractive but that have been rejected during design of the Autran sysem because they would be very expensive and/or have not taken into account what is required to produce a practical system. For example, suspending loads from an overhead guideway may seem attractive but is not as cost effective as supporting them from below. Using linear induction motors to drive and brake vehicles may seem attractive but requires expensive magnet structures along a guideway has other disadvantages in comparison to driving of wheels, particularly when traction can be controlled and when the drive is from an induction motor and through a variable speed transmission. Using magnetically levitated vehicles is another attractive idea that has many potential problems. However, the construction of the Autran system will not preclude use of magnetic or aerodynamic levitation if it should become advantageous to do so in the future.

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