Comments on: The user interface of “personal” transit systems http://blog.matthewgast.com/2007/06/22/the-user-interface-of-personal-transit-systems/ A former physicist tries to make sense of technology Wed, 19 Nov 2008 11:48:41 +0000 http://wordpress.org/?v=2.5.1 By: gary http://blog.matthewgast.com/2007/06/22/the-user-interface-of-personal-transit-systems/#comment-7716 gary Fri, 06 Jul 2007 05:54:31 +0000 http://blog.matthewgast.com/2007/06/22/the-user-interface-of-personal-transit-systems/#comment-7716 The solution is a PRT system that ultimately REPLACES the automobile, not coexists. It's inconceivable to me that our future will still involve humans driving...too inneficient. Here's my concept: http://www.pptproject.com gary The solution is a PRT system that ultimately REPLACES the automobile, not coexists. It’s inconceivable to me that our future will still involve humans driving…too inneficient.

Here’s my concept:
http://www.pptproject.com

gary

]]> By: A Transportation Enthusiast http://blog.matthewgast.com/2007/06/22/the-user-interface-of-personal-transit-systems/#comment-6804 A Transportation Enthusiast Sat, 23 Jun 2007 23:21:11 +0000 http://blog.matthewgast.com/2007/06/22/the-user-interface-of-personal-transit-systems/#comment-6804 I've followed PRT development for a few years now. Most modern designs use vehicle switching, not track switching, because track switching at the speeds and headways of PRT would be problematic. With vehicle switching, each vehicle can switch independently, well ahead of the next diverge point. PRT capacity can grow in two ways: reduced headways and increased coverage. Headways below 2 seconds are politically controversial, but experts say they are technologically doable in a safe way. All initial designs propose 2 seconds or more and only suggest lower headways (down to 0.5s) after extensive testing has been done on a real network. PRT can also increase capacity by increasing coverage. If a small network is built and the economics deliver as promised (i.e. little or no subsidy to operate), PRT can be expanded within the area, increasing the density of coverage and thereby increasing capacity. This is why putting a PRT feeder system in a growing suburban setting makes a lot of sense - start small, and if it proves successful it can grow in both coverage area and density - PRT's network topology means it can scale very well in both those metrics. If you're eager to try one out, London Heathrow Airport is scheduled to begin operating the first true commercial PRT system in the world sometime next year (ULTra). I’ve followed PRT development for a few years now.

Most modern designs use vehicle switching, not track switching, because track switching at the speeds and headways of PRT would be problematic. With vehicle switching, each vehicle can switch independently, well ahead of the next diverge point.

PRT capacity can grow in two ways: reduced headways and increased coverage. Headways below 2 seconds are politically controversial, but experts say they are technologically doable in a safe way. All initial designs propose 2 seconds or more and only suggest lower headways (down to 0.5s) after extensive testing has been done on a real network.

PRT can also increase capacity by increasing coverage. If a small network is built and the economics deliver as promised (i.e. little or no subsidy to operate), PRT can be expanded within the area, increasing the density of coverage and thereby increasing capacity. This is why putting a PRT feeder system in a growing suburban setting makes a lot of sense - start small, and if it proves successful it can grow in both coverage area and density - PRT’s network topology means it can scale very well in both those metrics.

If you’re eager to try one out, London Heathrow Airport is scheduled to begin operating the first true commercial PRT system in the world sometime next year (ULTra).

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