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Currenttransportsystemsareinsufficienttosupportalong‐termsustainablesociety.

Carsandpublictransportationarecompetingovernewinvestment,butbotharefoundedon

technicalconceptsfromthe19thand20

thcentury.

Thus,weneedanewtransportsystem,whichisbetterthanroadandrail‐trafficinthelong‐term

andatthesametimebackwardscompatiblewithsucholdersystems.

Today,peopleareexpectedtoadapttotheexistingmeansoftransport.

Instead,weneedageneraltransportsystem–GTS–thatisadaptedtopeople'sneedswith

futureorientedtechnology.Bydoingsowecanachieveahigherqualityoflifeandprofitabilityto

individuals,organizations,businessesandsocietyasawhole.Westillhavenotfinalizedthe

designofthisnewtransportationsystem.Wethinkthatitwillresemblecurrent“podcar”

systems,butwillbedevelopedfurthertomeetgreatertransportationdemands.

Wehaveestablishedthefoundationforageneraltransportsystem

(theGTSFoundation).ThestatedpurposeoftheFoundationistopursuescientificresearch,

development,application,standardization,educationandlicensingrelatingtotheGTSsystem.

WewelcomeanyandalldonationsandcontributionstothecauseoftheGTSfoundation.

Uppland,Sweden,september2010

KjellDahlströmandJan‐ErikNowacki,

founders

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Abriefdescriptionofageneraltransportsystem1

1TheGeneralTransportSystem–GTSGTS looks likeaPRT2systembuthassignificantlymore universal applicability in many respects –technically, functionally, socially and industrially.GTS handles the whole trip, whether it is local,regional or long‐distance. The trip can be madeindividually or togetherwith others. Transport ofgoodsisalsowithinthecapabilityoftheGTS.GTScompetes with all known means of transport,exceptwalking,biking, long‐distanceflightsorseatraffic,andbulkygoodstransports.GTS core technology includes magnetic carrying,propulsion, steering, switching and platooning3.TheGTS is fullyautomated.A ”drivesled”hoversalonginsideanupsidedownU‐beam.

1ThepicturesillustratingtheGTSarereproducedherebypermissionofSIKA,fromthevideo”BubblesandBeams,aconvenientfuture”,producedbyHansKylberg.Mr.KylbergalsomadetheGooglemaponp.11,andtheillustrationofabundleofbeamssetagainstarealbackground,p.5.2PRT,acronymforPersonalRapidTransit.3Thisconceptwillbeexplainedlaterinthetext.

GTSvehicles,inmanydifferentsizesandcapacitiescan be connected under the drive sleds and thenlevitateabovegroundlevel.GTSvehicleswillhavestandardizedoutsidemeasurement, adooron theright side and standing height inside the vehicle.GTSvehiclescanalsobebuiltascars,fordrivingonstandard roads (”dual mode”). The size of a“compact car” is considered to be optimal forhandlingthemajorityofalltravelneedsandgoodstransport.2GTSTechnology,DevelopmentofStandardsTheGTStechnologywillbedesignedtomeettheGTSFoundationspecifications.Thefoundation isconsidering forming a separate developmentcompany for this task. Development can also beperformed by independent companies to thespecifications of the foundation. The goal is topromulgate and implement an internationalGTSstandard. This is considered the best way togenerate industrial momentum, creating highquality at moderate prices (as has been doneduring the development of the car industry andmobilephones).

Picture:SIKA/HansKylberg

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3TheGeneralFunctionalityGTS blurs the difference between public andprivate transport systems. The beam networkallows for amixture ofwidely diverse passengertrafficandgoodstransports.GTSvehiclescanrunindependently or be coupled together into trains(socalledplatooning).Couplinganduncouplingisdoneautomaticallyandcanbedoneonthefly.Theplatooningtechniqueyieldshighcapacityandlowair resistance, contributing to low energy use.When the guideway network is expanded withregional and interregional lines, travel andtransport can be made at any time, directly andseamlessly between local stops in all connectedcitiesandregions.4TheGeneralTechnologyGTStechnologycanbedividedintothreeparts:‐Mechanicalcomponents;‐Controlsystemincludinguserinterface;‐Stations,maintenanceandauxiliarysystems.

Mechanically theGTS system consists of beams,mostlysupportedbyposts.Insidethesebeams

runs a drive sled, which carries a suspendedcabinorcargomodule.The beams consist of two parts, the guideway,where the drive sled runs, and the horizontalsupporting structure, which has the task ofcarrying the guideway. Thanks to this division,differentsupportivestructurescanbeusedwhenappropriate. For spans up to 30 meters, a boxbeamcouldbesuitable.Atrussstructurecouldbeused to support spans up to 100 meters, andpylons and cable suspension for even greaterspans.Theguideway’s size isminimizedand thesupportive structure can be architecturallyadaptedtotheimmediatesurroundings.Supporting posts for the beam can be T‐shapedfor two‐way traffic or gallows‐shaped for one‐way traffic. Posts are designed to be safe fromcollisionsbyroadtrafficandtobeeasilyadjustedif the ground settles. (Seismically active regionsalso demand shock‐absorbing foundations).Additionally,supportsandbeamsaredesignedtorequireminimalmaintenance.Drive sleds have at least four functions:Propulsion/braking, carrying, switching andplatooning. Propulsion is executed with directelectricity, backedupby limitedbattery supportfor extreme situations. Carrying is designed tominimize friction forces and to ensure that thedrivesledissafelysupported.Therearealsotwoindependent braking systems. Primarily, thedrivesledbrakesbyreturningelectricenergy tothe electric grid. Secondarily, it has a brakedirectedtowardsthebeamthatactivatesifeitherthe power or information supply fail, or theprimarybrakeisinsufficient.

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The switching function ismade bivalent, forcingthe vehicle either to go left or right in a switch;thus it never can get stuck in an intermediateposition. Finally, the platooning function isconstructed toenable thevehicles tobe coupledanduncoupledonthefly(platooning).

For the drive sleds picking up or deliveringcabins,roadvehiclesorcargocarriersatgroundlevel,thereisalsoabuilt‐inelevatormechanism.Such a mechanism enables stations at groundlevel to takeup lessspaceandvolume,andalsominimizesphysicalbarriers.

GTS cabins are standardized, enabling them toconnect and form trains. This feature provideslargetransportcapacityandlowairresistance.Astandard GTS cabin/cargo carrier can fit eightpeople, a ton of goods or a small car. We areaware of current regulations prohibitingplatooning on the fly.With technical and safetydevelopment however, this regulatory issue isnotinsurmountable.

Naturally, there are different cabins/cargocarriers fordifferent tasks.Someof themare tobereleasedandloadedontoothervehicles,ortodrive on their own wheels the final stretchtoward the target. The passenger cabins aremade for high traffic safety. They are alsoequippedwithalarmsdirecting the cabin to thenearest station or other destination dependingon the type of alarm. The cabins can beevacuated to the ground, e.g. during longerpowerorinformationfailures.

The control system has multiple levels. Thelowest level is there to prevent, in a redundantway, vehicles from colliding with each other ortheir surroundings. Each vehicle continuallyreports its position and speed. The vehiclesbehind can read this and determine the speedrequired to keep a suitable distance. In parallelwiththissystemthereisanindependentsystemmeasuring distance and relative speed to allobjects ahead. If an unknown object wouldappear, the brake is activated. At a divergingswitch,nocontrolsystemguidance isneededasthe vehicles themselves steer right or left. Inmerging switches, however, control systemguidanceisneeded.Vehicles,togetherwiththe

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system, coordinate a time for passing throughthe merging switch. The merging point’scomputer then informs all involved vehicles ofwhat velocity each must keep in order to passthrough at the right time. The vehicles alsocoordinatewith each other to avoid colliding inthemergingpoint.Eachvehiclehasamapoftheentirenetworkandcanindependentlyselecttheroutetotheirdestination.Ahigherlevelintheguidancesystemkeepstrackof traffic under all beams, in real‐time andspreads this information to all vehicles in thenetwork. If any section becomes overloaded,vehicles will automatically select other routes.The same applies to a blocked station – thevehicles are then automatically directed to thenearest station instead. At the same time,boarding for all trips to the blocked station iscancelled.At the highest level, the guidance system keepstrack of statistics e.g. decides where to deployempty vehicles. A big stadium, which is to beemptiedafteranevent,needsmanyemptycabinsfor example. The system also monitors andschedules maintenance of the vehicles and callsthem in. It is also at this highest level whereinformation to the public and traffic debiting isadministered.Maintenance is conducted automatically to thegreatest extentpossible.Vehicles runautomatic‐ally to maintenance and cleaning, every day.Through self‐diagnosis it can also be decidedwhether vibrations or overheating demandsrepairsinexcessofscheduledmaintenance.

The stops are usually equipped with a singlesidetrack for loading and unloading. At largerstationsandterminals,vehiclebayscouldalsobearrangedintoa”fishbonepattern”,asa”parallellstation”orinotherways.Seefigurebelow.

For GTS stations integrated with railroads, asidetrack next to the railway‐trackwill be filledwithGTScabinsbeforethetrainarrives.TheGTSvehicles start as they are occupied by differentgroupsof travellers, eachheading foradifferentdestination.All types of stops, stations and terminals willcontain ordering and ticket machines. Somestations may be staffed with guards. All stopshavecamerasurveillance.5GTSEnvironmentalAspectsGTS has crucial environmental advantages. Thesystem is primarily driven by direct electricity.Thiswillbetwiceasenergyefficientasasystemconsistingofelectriccarsandbatteries.Chargingabattery is typicallydone at70%efficiency andthe discharge at about the same efficiency,combiningforatotalefficiencyof49%.However,operation by direct electricity usually renders85% efficiency. Electro‐voltaic panels may beplacedontopofthebeamstogeneratesomeof

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theelectricityusedbytheGTS.Furthermore, theairandrollingresistanceismuchsmallerforGTS‐vehicles (especially when platoooned) than forcorrespondingelectriccars.Road‐traffic currently consumes approximately85 TWh of gas and diesel. The resulting by‐product of this is 20millionmetric tons of CO2‐emissions. Themajority of these85TWh canbereplacedbyrenewableelectricenergy.

Apartfromtheenergyadvantage,thenoiseleveldecreasesandaccident ratesdrop. At thesametimewepreservethegroundlevelfornatureandpeople.The most apparent disadvantage of the GTS isincreased visual intrusion. However, guidewaysofthiskind,whichhavebeeninexistanceforanextended time, often come to be loved by citydwellers. An example of this is Schwebebahn inWuppertal, which has been in service for morethan 100 years. The Eiffel Tower in Paris isanother example of ”visual intrusion” that hasbecomeacherishedlandmark.

Collection of many GTS beams into a bundlecoulddecrease thevisual impactof theGTS‐net.When appropriate the GTS can be locatedunderground, above the roofs or insidebuildings.WhenGTSsupplementmoreandmoreof road traffic, the total amount of traffic noisewillalsodecrease.Lightinterferenceinthedarkalso decreases ‐ GTS‐vehicles can operatewithoutheadlightsorlituptracks.6GTSYieldsProfitabilityinPublicFinancesPublic finance calculations can be made on thegainsofGTS.Itinvolvesgainstosocietyfromlesstravel time, increased security, decreasedenvironmental impact, less energy consumptionand increased accessibility for all travellers andgoods. Reduced investments in road and rail,decreased car and truck traffic, increasedaccessibilityonrailforlongdistanceheavygoodstraffic, lessairtrafficonshortdistances,reducedtraffic noise, reduced oil import, reducedsubsidies for traditional public transport can beexpected. GTS is not meant to be dependent ontax financing. Add to this increased biking, wal‐kingandresultinghealthimprovement,aswellasdecreasedcostsfortransportationservices.7PracticalandSafeDesignAnelevator function is added to some thedrivesleds. The elevator hardware weighs approx‐imately 100 kg, which means that the vehicle’scarrying capacity decreases correspondingly.Theelevatorlowersandliftsthevehiclebetweenthebeamandgroundlevel.

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The vehicles’ size and level entrance enablestravellers to easily bring along bikes, strollers,walkers, shopping carts, manual and electricwheelchairs etc. In this way GTS‐vehicles canincrease accessibility for many people anddecrease the need for specialized transportationservices.

The combination bike/GTS is also interesting,probably leading to increased biking over all. Anelectriccar,parkedalargepartofthejourneyonacarmover,willhave itsrangeradically increased.Eventhebatteriesoftodaywillsuffice.Suspending the vehicles under the beamprovides many advantages. It enables tightercurveradiiandsincethevehiclecanbankinthecurves.Moreover,thebeamcanbemadethinnerand be raised about 2m by using a suspendedconstruction.Thisresultsinlessvisualintrusioninthestreetscene.Anotherimportantadvantagefrom utilizing suspended vehicles is that theguidewaybecomesnaturallyweatherproof,sinceallsensitivetechnologycanbelocatedinsidethebeam.Whensnowandicestopstrafficonroads,railways,airportsandatsea,GTSworksnormal.

8DualMode,Public,Private/SpecialTravelGTS vehicles, designed for driving on normalroads (dualmode), take thepassengers fromortoremotestartandendpoints.

Analternative todualmode is for “compactcars”to be transported on specially designed cartransportersontheGTSguidewaynetwork.Publictravel means sharing a cabin with others. Thismakes travelconsiderably lessexpensiveandcanbe carried out with great personal safety sinceemergency service centres can be contacted inmany different ways. During rush hours and oncrowded lines, vehicles can platoon like trains.Passengers who accept intermediate stops areincentivizedbylowercosts.Publicvehiclescanbedesignated either as economy or comfort class;comparewith second and first class on trains or”economy”and”business”classonairplanes.

Private travel for one or more persons can bereservedbutofcourseatahighercostthanatripwith a public vehicle. Vehicles for long‐distancetravel can also be rented. They could beequipped with half‐bathroom, kitchenette andsleepingaccommodations.Thesevehiclescanbe

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privately owned, and also designed for drivingon roads (dual mode). Vehicles could also belinked together (like a car and trailer). A GTS‐ambulance could run directly to the emergencyroom without traffic jams and with priority ontheGTSsystem.Patientscanalsobetransportedquickly within a hospital area or betweenhospitals.GTS‐ambulancesaswellaspolicecarsarenormallydesignedfordualmode.9GTSBeamNetworkinSwedenTheGTSbeamnetworkwillbeintegratedintotheexisting transport network structure. Startingwith some smaller tracks in an area where thecurrent infrastructure is insufficient. Suchconditions exist in the most populous Swedishprovince,Uppland,comprisingthenorthofStock‐holm County and Uppsala county. This provincecontains good examples of possible local beamnetworks,regionalandlong‐distancelineswhichcan be compared to ordinary road and railinvestments.

Long‐distance lines capable of speeds up to 240km/h, are preferably constructed above Euro‐peanhighwaysandnationalroads.Pillarscanbebuilt to support “bundles” of beams made fordifferent velocities. The long‐distance lines con‐nect the big terminals with regional and localbeamnetworkswithout requiring the passengertochangemodesoftransportation.Regional networks, capable of speeds up to 120km/h, are built like spider webs in everycounty/regionandaretiedtotheregionalcapitals.Theregionalnetworksarealsoconnectedtolocalguideways.The local tracks, capableof speedsupto60km/h,connectalllocalstops,ofteninone‐

way loops permitting narrower beam systems.The one‐way design enables the beam to belowereddowntoground level,especially incaseswherethereisabarrierofsomekind.Alonglargerstreetssuchashighways,avenuesandboulevards,two‐way local beam passages can be built.Vehicles will operate at low speeds in sensitiveareas to assure the vehicles’ motions aren'tperceived as obtrusive, but contribute positivelytothehustleandbustleofthecity.10Stops,StationsandTerminalsinSwedenLocal stopswill bemuchutilized and are built inevery neighbourhood and village, about one per2000 residents/workplaces as an initial basis ofcalculation. They are automated and remotelymonitored and within walking distance. Emptyvehicles circulate automatically to places whereneedsareanticipated.

Privatelyownedvehiclescanbeorderedhomeorbeparkedbythesystem.Thismeansvehiclesaredistributed effectively in the guideway network.Whendemandforvehiclesislow,vehiclesaresenttoautomaticcompactparkinginspecialstorages.

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These storage facilities house twice asmanyGTSvehicles as can be fitted in ordinary multi‐levelparkingstructures.Totravelagain,orderapublic‐,or your ownprivate vehicle to any stop you like.The order can be made through your mobilephone. The automatic parking can be used forprivatelyownedvehiclesaswell.

For every 20 stops, a station is projected,approximately one per every 40,000 resi‐dents/workplaces (initial basis of calculation),providingdaytimecommercialservices.Stationscontain kiosks, boutiques and the possibility toparkordriveyourcarsordual‐modevehiclesonorofftheGTS‐system.For every 10 stations, one per every 350,000residents/workplaces (initial basis of calcu‐lation),abigterminalisprojected.Thisterminalprovides full service around‐the‐clock includingcompactparking, aGTSdepotwith supervision,maintenance and repair of GTS vehicles, goodaccess to road and rail networks and cargoterminal. Larger stores, restaurants, hotels andotherservicescanbelocatedhereaswell.

Based on this initial calculation, approximately5000stops,250stationsand35terminalswillbesufficient for aGTSnetwork covering theentirecountryofSweden.Stops, stationsand terminalswillhaveacertainstandarddispositionmakingiteasyfortravellerstoorientthemselveseveninunfamiliarlocations.Ofcourse, stops, stationsand terminalsmustbeadapted to local conditions, considering theirnatureandconfiguration.Stopsdonotrequirealot of spacebut should generally bebuilt abovethe ground, serviced by elevators and stairs. Ifspace is available, stops also can be built atgroundlevel.

11FastGTSTrafficinNorthernEuropeA trip between the universities of Uppsala andÖrebro takes less than an hour. A trip betweenanytwostationsinthegreaterStockholmregiontakes15minutesonaverage.Arlandaairportwillserve an area with 4 million inhabitants whowithin thehour cangetbetweenanyworkplace,or residential area, directly to or from theirappropriateterminalatArlanda.

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Within the Scandinavian capital triangle, travelwithGTScanbemadefrompointtopoint,fasterthanbyplane,a fewmetersabovethegroundat240 km/h and without changing vehiclesbetweenoriginanddestination.

Due to the relatively light vehicle and guidewayconstruction,widebodiesofwatercanbespannedcost‐effectively. Examples of this are the lakeMälaren between Västerås and Eskilstuna,Öresund betweenHelsingborg andHelsingör, theSeaofÅlandbetweenHargshamnandNådendalaswell as Norra Kvarken between Umeå and Vasa.The bridge over Öresund can be provided withGTS. If “BypassStockholm” isbuilt, anadaptationofGTScouldbeutilized.Withapracticablebeamgradientofupto10percent,largemountainareascan be bridged without expensive tunnels, forexample straight between Oslo and Vestlandet(Bergen‐Stavanger) throughTelemark. If a tunnelis still needed, the cross sections will be muchsmallerthanroadorrailtunnels.

From these examples it is apparent that GTS is amoreefficientalternativetotraditionalhigh‐speedrail traffic. The Nordic countries can often beconnected without air‐traffic. With GTS, traveltime from Stockholm would be two hours toGothenburg, Oslo and Helsinki, three hours toCopenhagen,fourhourstoSt.PetersburgandfivehourstoHamburg.

12WordsontheWayThe transport sector has been curiously free oftrailblazing changes during the last decades.Transportation has consequently become asanctuary for obsoletemethods in a timewhereother technologies such as biomedicine andinformation technology have made enormousprogress.We are now making an attempt to provide thetransport sector with the power to change bymeansof technologicaladvancement, leavingoldtechnologyfarbehind.

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www.gtsfoundation.org

Donations and ContributionsIf you wish to support progress of the GTS Foundation, please feel free to contact us.

The FounDers, CV anD ConTaCT DeTails

Kjell DahlströmArchitect - 71, PhD - 78, researcher at LTH 71-85, Party Secretary 85-99, municipal/council in Lund 82-87, in Stockholm 91-96, MP 88-91; Director General of Rikstrafiken (National Public Transport Agency) 99-04, SIKA (Swedish Institute for Transport and Communications Analysis) 04-09, and in the Ministry of Enterprise - 09; board member of World Society for Ekistics WSE (Science of Human Settlements) and Gröna Bilister (Swedish Association of Green Motorists).

Tel +4672-210 34 02e-mail kjell.dahlstrom@gtsfoundation.org

Jan-Erik NowackiMSc - 72, researcher at Studsvik 71-81, design and development manager AGA Thermia 81-85, Nowab own business since - 85, researcher at KTH (Royal Institute of Technology - Applied Thermodynamics) since -95, Licentiate of Engineering -98, teacher of thermodynamics; CEO of SwedeTrack System, which in various ways has promoted the PRT concept, 91-06.

Tel +4670-743 62 21e-mail jan-erik.nowacki@gtsfoundation.org

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DonationsandContributionsIf you wish to support progress of the GTSFoundation,pleasefeelfreetocontactus.TheFounders,CVandContactDetails

KjellDahlströmArchitect‐71,PhD‐78,researcheratLTH71‐85,Party Secretary 85‐99, municipal/council inLund 82‐87, in Stockholm 91‐96, MP 88‐91;Director General of Rikstrafiken (National PublicTransport Agency) 99‐04, SIKA (Swedish Institute forTransport and CommunicationsAnalysis)04‐09, and intheMinistryofEnterprise‐09;boardmemberofWorld Society for EkisticsWSE (Science of Human

Settlements)andGrönaBilister(SwedishAssociationofGreenMotorists).Contacttel.+4672‐2103402;E‐mailkjell.dahlstrom@gtsfoundation.orgJan‐ErikNowackiMSc ‐72, researcher at Studsvik 71‐81, designand developmentmanager AGA Thermia 81‐85,Nowab own business since ‐85, researcher atKTH (Royal Institute of Technology ‐ Applied

Thermodynamics) since ‐95, Licentiate ofEngineering ‐98, teacher of thermodynamics;CEO of SwedeTrack System, which in variouswayshaspromotedthePRTconcept,91‐06.Contacttel.+4670‐7436221;E‐mailjan‐erik.nowacki@gtsfoundation.org

Thefounderstrappedbetweentrafficlightsfor

tramsandcarsinStockholm

(Dahlströmleft,Nowackiright)

www.gtsfoundation.org

The founders trapped between traffic lights for trams and cars in Stockholm(Dahlström left, Nowacki right)