Transtec delhi 2010
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This document provides a summary of the history and evolution of transport solutions over the past 200 years. It notes that during this period, transport solutions have evolved in response to varying environmental conditions, similar to how frogs have evolved over their 200 million year existence. The document then discusses several historic transport innovations from the 1817 "walking machine" to modern personal rapid transit systems being developed.
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Transtec delhi 2010
- 1. Where is transport on the way? Asko Kauppi BM Design Copyright (c) 2010 BM Design Oy Picture: (c) 2008 Daniel C. Fergus
- 2. History of frogs During the 200 million years of their existence, frogs have been evolving in response to varying environmental conditions. Pictures: (c) 2009-10 amphibianrescue.org
- 3. History of transport During the 200 years of their existence, transport solutions have been evolving in response to varying environmental conditions.
- 4. History of transport Generic bike ” Simple ideas can change the world. In 1888, while watching his son Cargo bike ride a tricycle, John Boyd Dunlop noticed his discomfort whenever he Road race bike BMX bike rode over cobbled ground. Stadium race bike Mountain bike He knew the tricycle's solid rubber tires were to blame. The solution? He wrapped the wheels in thin rubber sheets, glued them together, Downhill bike inflated them with a football pump for a cushioning effect - and 1890 Bicycle with created the first commercially viable pneumatic tire. Dunlop patented pneumatic tires the idea, giving his fledgling Dunlop tire company a head start over automotive competitors who had already recognized the tire’s many advantages. Ten years later, Dunlop's invention had almost entirely „ replaced solid tires. 1876 Tricycle 1870 Big wheel bicycle 1865 Velocipede ”fast foot” 1817 Paron von Drais ”walking machine” Source: www.dunloptires.com
- 5. History of Personal Rapid Transit ? 2010 ULTra Vectus 2010 CyberCab MISTER RUF 1975 Morgantown 1973 Cabintaxi
- 6. Promises of the PRT era Maintenance Congestion - public traffic is vital to have - inefficiency - mostly uneconomical / -wasted time subsidized Accidents Land loss - immense hidden cost - unnecessary personal -parking lots suffering -street use Pollution -particles -climate change
- 7. Promises of the PRT era Predictability Maintenance Congestion -vehicle waiting - public traffic is vital to have - inefficiencyfor you -trips always take the same - mostly uneconomical / -wasted time subsidized time Accidents Land loss - immense hidden cost - unnecessary personal -parking lots suffering -street use Pollution -particles -climate change
- 8. Promises of the PRT era Predictability Maintenance Congestion -vehicle waiting - public traffic is vital to have - inefficiencyfor you -trips always take the same - mostly uneconomical / -wasted time subsidized time Accidents Land reuse Land loss - immense hidden cost -parks - unnecessary personal -parking lots suffering -flood buffers -street use Pollution -particles -climate change
- 9. Promises of the PRT era Le ased service Maintenance Predictability Congestion table cost - predic - public traffic is vital to have omic -vehicle waiting - encourages econ / - inefficiencyfor you -trips always take the same - mostly uneconomical optimization -wasted time subsidized time Accidents Land reuse Land loss - immense hidden cost -parks - unnecessary personal -parking lots suffering -flood buffers -street use Pollution -particles -climate change
- 10. Promises of the PRT era Le ased service Maintenance Predictability Congestion table cost - predic - public traffic is vital to have omic -vehicle waiting - encourages econ / - inefficiencyfor you -trips always take the same - mostly uneconomical optimization -wasted time subsidized time Accidents Land reuse Land loss Sa hidden - immensefety cost -parks - unnecessary personal - emergency toleranc -parking lots e suffering -flood buffers -street use Pollution -particles -climate change
- 11. Promises of the PRT era Le ased service Maintenance Predictability Congestion table cost - predic - public traffic is vital to have omic -vehicle waiting - encourages econ / - inefficiencyfor you -trips always take the same - mostly uneconomical optimization -wasted time subsidized time Accidents Land reuse Land loss Sa hidden - immensefety cost -parks - unnecessary personal - emergency toleranc -parking lots e suffering -flood buffers -street use Pollution Clean -particles -city air quality -climate change -carbon neutral
- 12. Promises of the PRT era Le ased service Maintenance Predictability Congestion table cost - predic - public traffic is vital to have omic -vehicle waiting - encourages econ / - inefficiencyfor you -trips always take the same - mostly uneconomical optimization -wasted time subsidized time Accidents Land reuse Land loss Sa hidden - immensefety cost -parks - unnecessary personal - emergency toleranc -parking lots e suffering -flood buffers -street use Pollution Clean Ugly looks -particles -city air quality -climate change -too big tracks -carbon neutral
- 13. Promises of the PRT era
- 14. Copyright 2010, BM Design Oy
- 15. Patent pending track design Copyright 2010, BM Design Oy
- 16. Patent pending track design 2-3 person cabin Copyright 2010, BM Design Oy
- 17. Patent pending track design 2-3 person cabin Train mode for up to 9 people and/or luggage Copyright 2010, BM Design Oy
- 18. Patent pending track design 2-3 person cabin Train mode for up to 9 people and/or luggage Track capacity up to 5700 prs/h (10m headway) Copyright 2010, BM Design Oy
- 19. Patent pending track design 2-3 person cabin Train mode for up to 9 people and/or luggage Track capacity up to 5700 prs/h (10m headway) Normal speed 45km/h Copyright 2010, BM Design Oy
- 20. Patent pending track design 2-3 person cabin Train mode for up to 9 people and/or luggage Track capacity up to 5700 prs/h (10m headway) Normal speed 45km/h Fast mode 70km/h Copyright 2010, BM Design Oy
- 21. Patent pending track design 2-3 person cabin Train mode for up to 9 people and/or luggage Track capacity up to 5700 prs/h (10m headway) Normal speed 45km/h Fast mode 70km/h Adaptable power source (usually batteries) Copyright 2010, BM Design Oy
- 22. Patent pending track design 2-3 person cabin Train mode for up to 9 people and/or luggage Track capacity up to 5700 prs/h (10m headway) Normal speed 45km/h Fast mode 70km/h Adaptable power source (usually batteries) Light at-grade station (capacity 600 prs/h) Copyright 2010, BM Design Oy
- 23. Patent pending track design 2-3 person cabin Train mode for up to 9 people and/or luggage Track capacity up to 5700 prs/h (10m headway) Normal speed 45km/h Fast mode 70km/h Adaptable power source (usually batteries) Light at-grade station (capacity 600 prs/h) Heavy use parallel station for traffic hubs (capacity up to 5700 prs/h) Copyright 2010, BM Design Oy
- 24. Copyright 2010, BM Design Oy
- 25. No protrusions in the track; ideal for snow, sand and durability Copyright 2010, BM Design Oy
- 26. No protrusions in the track; ideal for snow, sand and durability No external electrical contacts Copyright 2010, BM Design Oy
- 27. No protrusions in the track; ideal for snow, sand and durability No external electrical contacts Produced as a co- operation of existing industrial partners Copyright 2010, BM Design Oy
- 28. No protrusions in the track; ideal for snow, sand and durability No external electrical contacts Produced as a co- operation of existing industrial partners Stations at (pedestrian) grade level. Copyright 2010, BM Design Oy
- 29. No protrusions in the track; ideal for snow, sand and durability No external electrical contacts Produced as a co- operation of existing industrial partners Stations at (pedestrian) grade level. Climbs 0..90 degrees Copyright 2010, BM Design Oy
- 30. Market entry niches Tourist locations - highly varying seasonal needs - allows placing parking lots further away from the attractions (and/or having many) Historical sites -very little digging work is required -fits in tight places -i.e. Greek islands Campuses -get employees / students to work and back
- 31. Procurement model Planning phase Design phase ”Live” "Live" Phasing out? End of line Customer End user Customer billing (optional) Renew is responsible Foundation contract? Real time performance monitoring Design the track Design Design is responsible Quality Track Recycling control & updates Operator is Operator responsible Personnel Operation s stion Relevant questions e? que - Where should e stations b be? ? plann ed? ant l ed - Isac rmin g as v be p the track performing its function r? Rele th d? the stations shou ld ire ck erfo ette ired? ere is r qu - How much capacity iserequired? th e tra - Can it be ck p to performm b tra made rfor better? requ Wh acity re sh ould s the to pe still muc h cap Wh- eWhere should the track I go? it be m ade - Iss the track required? How an I the track still C
- 32. Leased sleervice Procurement model cost - predictab - encourages econ omic optimization Planning phase Design phase ”Live” "Live" Phasing out? End of line Customer End user Customer billing (optional) Renew is responsible Foundation contract? Real time performance monitoring Design the track Design Design is responsible Quality Track Recycling control & updates Operator is Operator responsible Personnel Operation s stion Relevant questions e? que - Where should e stations b be? ? plann ed? ant l ed - Isac rmin g as v be p the track performing its function r? Rele th d? the stations shou ld ire ck erfo ette ired? ere is r qu - How much capacity iserequired? th e tra - Can it be ck p to performm b tra made rfor better? requ Wh acity re sh ould s the to pe still muc h cap Wh- eWhere should the track I go? it be m ade - Iss the track required? How an I the track still C
- 33. Intermediate break / questions? Rapid, global declines among amphibians are partly alarming because many occur for apparently unknown or enigmatic reasons. Thank you. Pictures in this presentation: www.iStockPhoto.com www.danfergusdesign.com www.komodomedia.com http://tolweb.org/Neobatrachia www.amphibianrescue.org
Notes de l'éditeur
- Presentation given Apr 5th 2010 at the Transtec Delhi conference.
- Frogs have evolved to fill any spots in ecosystems they can.
- Also the technological evolution follows similar patterns. If there is a need, there is a way. The van is actually a bus from Zambia (see people inside).
- Here’s the evolution of the bicycle. - 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.
- PRT’s are today in a stage similar to bicycles (or: velocipedes) in the 1800’s. Or personal computers in the 1980’s. There’s working concepts but the breakthrough lets wait for itself. Why?
- The promises given by and PRT system - compared to conventional traffic solutions - are pretty similar. If these systems are so wonderful, where are they? Usually, it blows apart at the weight of the track.
- The promises given by and PRT system - compared to conventional traffic solutions - are pretty similar. If these systems are so wonderful, where are they? Usually, it blows apart at the weight of the track.
- The promises given by and PRT system - compared to conventional traffic solutions - are pretty similar. If these systems are so wonderful, where are they? Usually, it blows apart at the weight of the track.
- The promises given by and PRT system - compared to conventional traffic solutions - are pretty similar. If these systems are so wonderful, where are they? Usually, it blows apart at the weight of the track.
- The promises given by and PRT system - compared to conventional traffic solutions - are pretty similar. If these systems are so wonderful, where are they? Usually, it blows apart at the weight of the track.
- The promises given by and PRT system - compared to conventional traffic solutions - are pretty similar. If these systems are so wonderful, where are they? Usually, it blows apart at the weight of the track.
- In BM Design, we studied the track concepts and asked: ”how much can be removed, and yet have a working system?” We came up with essentially a single, round main rail with a supporting side rail.
- It shall look like this. 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.
- It shall look like this. 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.
- It shall look like this. 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.
- It shall look like this. 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.
- It shall look like this. 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.
- It shall look like this. 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.
- It shall look like this. 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.
- It shall look like this. 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.
- It shall look like this. 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.
- With PRT, tracks do not need to follow the route of existing transport corridors. One can do shortcuts through forest, park or grassland without affecting the underlying animal life, pedestrians or bicyclist. 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.
- With PRT, tracks do not need to follow the route of existing transport corridors. One can do shortcuts through forest, park or grassland without affecting the underlying animal life, pedestrians or bicyclist. 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.
- With PRT, tracks do not need to follow the route of existing transport corridors. One can do shortcuts through forest, park or grassland without affecting the underlying animal life, pedestrians or bicyclist. 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.
- With PRT, tracks do not need to follow the route of existing transport corridors. One can do shortcuts through forest, park or grassland without affecting the underlying animal life, pedestrians or bicyclist. 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.
- With PRT, tracks do not need to follow the route of existing transport corridors. One can do shortcuts through forest, park or grassland without affecting the underlying animal life, pedestrians or bicyclist. 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.
- This picture presents an interim state, where both the new infrastructure (PRT) and the previous (parked cars) exist. PRT tracks can be used as an alternative for building more roads, or for reclaiming some of the parking spots for other (original) use in the city. 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.
- We intend to start by targeting certain niche areas s.a. tourist locations and historical sites. We’ll prove the system at these and keep growing to be able to provide solutions to existing regular cities.
- 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.
- Horizontal axis shows the responsibilities of each stakeholder. Time runs from left to right. 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.
- While PRT done right makes sense in very many ways, and will make our societies behave more smoothly, we should keep in mind the frogs. We must revert or recreate our technologies to such that the planet can tolerate them. This is sustainable transport and this is hopefully everyday life within the decade.
- TBD: make slide 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).
- TBD: make slide PRT from investor’s standpoint (need of finance, possible stages of exit)