IX OTHER CONSIDERATIONS

The emphasis heretofore has been on transporting private vehicles. However, there is no inherent reason why this concept can not be expanded to provide service to those not having access to, or not wishing to use, private automobiles. We foresee special carriers, no longer flat on top, but enclosed and seating perhaps three to four passengers. These might be scheduled on demand, a published schedule, or just frequently enough that no one cares. The anticipated traffic demand should determine this, and the optimum approach could no doubt differ from line to line. What is clear, however, that in normal operation such carriers would fit smoothly into the system; providing expanded access to all.

An intriguing possibility accompanies this capability for high-density destinations. For an airport, in particular, it offers an attractive alternative to the present mess. The system could be inserted directly into the airport's ground transportation infrastructure providing direct access to each terminal. Thus a passenger could enter the system at any station and swiftly and effortlessly be deposited at his airline's terminal. Upon returning, at the passengers option, automatic notification to the local taxi company can be provided; facilitating a near continuous journey.

Moreover, for areas with multiple airports, this provides an attractive opportunity for inter-airport transit. It is most important, however, that it should not be limited to airports; these vehicles can, and should, act as part of a system to integrate the entire transportation structure – busses, trains, as well as air.

But the opportunities are not limited to inter-modal transportation. For instance, one disadvantage of central sports venues is that they require extensive automobile parking that is used only for that particular venue. By tying these together in an extended parking complex, and/or establishing parking in areas where land is less costly. These PRT-like vehicles can be used to greatly expand the utility of these parking facilities. It would only be necessary to drive to any convenient lot and complete the journey courtesy of the system. Thus, multiple venues are served.

However, perhaps the most valuable use of these is found in serving areas already over-congested, such as the central business district (CBD) of many US and other industrialized societies. It is unquestionably true that Manhattan would not benefit from additional private automobiles. Secure parking, such as those mentioned above well outside the central city, could be provided as a collection point; the journey continued on these PRT-like vehicles. In this, we prefer parking in the outskirts rather than downtown, simply because land is less costly.

This clearly is not an exhaustive list. What is clear, and the point we wish to emphasize, is that PRT-like vehicles can be seamlessly inserted into a dualmode system. We say PRT-like only to emphasize that, at least initially, we do not anticipate the demand-density required to support a true PRT system (wherein no private automobiles are required). As to the actual vehicle, these could no doubt be identical. In the passage of time, we can envision a partial conversion of the system to a true PRT operation.