Transtec Delhi 2010
by Asko Kauppi on Apr 04, 2010
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Slides of my Transtec Delhi 2010 presentation: "Where is transport on the way?"
Slides of my Transtec Delhi 2010 presentation: "Where is transport on the way?"
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parnisn
- In 1817, a gardener invented a running aid to get faster from one end of a (seemingly big) garden to the other. It was all wooden and did not have pedals.
- In 1865, pedals were added directly attached to the front wheel. Velocipede (”fast foot”) was a name for these vehicles. Together with better skills in metalworks, the wheels grew and grew and grew. Riding was less painful if the front wheel was big, but to modern eye these machines look really dangerous. And they were.
- In 1876, Mr. Dunlop (an Irish veterinarian) developed a pneumatic tire for his son’s tricycle (tricycles were behind also a group of other inventions from this time that paved way for the automobile revolution about 25 years later).
- The comfort brought by the pneumatic tire allowed trashing the by then dominant big front wheel design, and returning to the earlier concept of two similarily sized wheels. Advancements in metallurgy allowed durable chains to be produced. The modern bicycle had born.
The basic approach hasn’t essentially changed since.
There’s working concepts but the breakthrough lets wait for itself. Why?
If these systems are so wonderful, where are they?
Usually, it blows apart at the weight of the track.
If these systems are so wonderful, where are they?
Usually, it blows apart at the weight of the track.
If these systems are so wonderful, where are they?
Usually, it blows apart at the weight of the track.
If these systems are so wonderful, where are they?
Usually, it blows apart at the weight of the track.
If these systems are so wonderful, where are they?
Usually, it blows apart at the weight of the track.
If these systems are so wonderful, where are they?
Usually, it blows apart at the weight of the track.
We came up with essentially a single, round main rail with a supporting side rail.
Notice how the vehicle is only supported from one side at a time. This allows a second rail to emerge on the right, to which the vehicles can individually opt to move.
Because of the lightness of the track, it also costs very little to build. Our price target is 2 million Eur/km, being 5x cheaper than competing PRT offerings and 15x cheaper than building tram rails. You will get more coverage with the same money.
Notice how the vehicle is only supported from one side at a time. This allows a second rail to emerge on the right, to which the vehicles can individually opt to move.
Because of the lightness of the track, it also costs very little to build. Our price target is 2 million Eur/km, being 5x cheaper than competing PRT offerings and 15x cheaper than building tram rails. You will get more coverage with the same money.
Notice how the vehicle is only supported from one side at a time. This allows a second rail to emerge on the right, to which the vehicles can individually opt to move.
Because of the lightness of the track, it also costs very little to build. Our price target is 2 million Eur/km, being 5x cheaper than competing PRT offerings and 15x cheaper than building tram rails. You will get more coverage with the same money.
Notice how the vehicle is only supported from one side at a time. This allows a second rail to emerge on the right, to which the vehicles can individually opt to move.
Because of the lightness of the track, it also costs very little to build. Our price target is 2 million Eur/km, being 5x cheaper than competing PRT offerings and 15x cheaper than building tram rails. You will get more coverage with the same money.
Notice how the vehicle is only supported from one side at a time. This allows a second rail to emerge on the right, to which the vehicles can individually opt to move.
Because of the lightness of the track, it also costs very little to build. Our price target is 2 million Eur/km, being 5x cheaper than competing PRT offerings and 15x cheaper than building tram rails. You will get more coverage with the same money.
Notice how the vehicle is only supported from one side at a time. This allows a second rail to emerge on the right, to which the vehicles can individually opt to move.
Because of the lightness of the track, it also costs very little to build. Our price target is 2 million Eur/km, being 5x cheaper than competing PRT offerings and 15x cheaper than building tram rails. You will get more coverage with the same money.
Notice how the vehicle is only supported from one side at a time. This allows a second rail to emerge on the right, to which the vehicles can individually opt to move.
Because of the lightness of the track, it also costs very little to build. Our price target is 2 million Eur/km, being 5x cheaper than competing PRT offerings and 15x cheaper than building tram rails. You will get more coverage with the same money.
Notice how the vehicle is only supported from one side at a time. This allows a second rail to emerge on the right, to which the vehicles can individually opt to move.
Because of the lightness of the track, it also costs very little to build. Our price target is 2 million Eur/km, being 5x cheaper than competing PRT offerings and 15x cheaper than building tram rails. You will get more coverage with the same money.
Notice how the vehicle is only supported from one side at a time. This allows a second rail to emerge on the right, to which the vehicles can individually opt to move.
Because of the lightness of the track, it also costs very little to build. Our price target is 2 million Eur/km, being 5x cheaper than competing PRT offerings and 15x cheaper than building tram rails. You will get more coverage with the same money.
At places, existing asphalt surfaces may be reclaimed for grass, i.e. to provide flood buffering areas. All such byeffects of a PRT network seem to be positive.
At places, existing asphalt surfaces may be reclaimed for grass, i.e. to provide flood buffering areas. All such byeffects of a PRT network seem to be positive.
At places, existing asphalt surfaces may be reclaimed for grass, i.e. to provide flood buffering areas. All such byeffects of a PRT network seem to be positive.
At places, existing asphalt surfaces may be reclaimed for grass, i.e. to provide flood buffering areas. All such byeffects of a PRT network seem to be positive.
At places, existing asphalt surfaces may be reclaimed for grass, i.e. to provide flood buffering areas. All such byeffects of a PRT network seem to be positive.
The picture is from a city of Naantali in Finland, dating back to the 13th century. Cars have been part of the city landscape only the last 70 years. Horse carriages and pedestrians ruled here before.
or the chart about cost of procuring by continent, number of people etc.
Due to the cheap price and light design of the track, BM One can be applied in relatively small communities. The essential rules are to cover a natural local area of movement of the people (to reduce need of multimodal use and overlap with existing infrastructure, i.e. bus routes). In addition, there should be at least one hub location for connecting to ‘external’ connection s.a. light rail, subway or long distance buses.
This means BM One can be applied in surprisingly small communities, taken they are relatively densely populated. The exact optimal size varies by geography. So does the definition of ‘small’ community.
The procurement model shall be a clear process with defined checkpoints. This will make it repeatable and immensely scalable.
Operator can either be affiliated with the customer, or BM Design, or be an independent third party. There are analogies to the mobile telephone way of operation.
We intend to sell a working practical solution that integrates well with existing transport technology. The product is a combination of track, vehicles and the service (operator) tying these together (more on next slide).