Implementing MAIT

Even though the modular structure of MAIT leaves always space for new inventions, the basic technologies required for building a MAIT system have already been developed [13]. The innovative aspect of MAIT is the combination and synthesis of control technology (used for robotics or aviation), networking logistics (used for organizing data packages on the Internet), and conventional mechanical, electrical, and civil engineering.

Nevertheless, the development and deployment of a complete network, covering an entire nation or continent, is no doubt a huge task. Over the past 30 years, many projects have failed to install an automated individual transport system in cities, even though the technology has been available. Most projects have not been continued due to unfavorable political decisions [14], or funding, or unfavorable media. Therefore, the management of each newly launched project needs to be aware of these dangers.

Besides political and financial problems there are also some practical problems. During the transition from the present transport systems to MAIT , road traffic, tram, metros and trains need to coexist with MAIT until the MAIT network has sufficient coverage. This transition may take several decades since entire industry branches must emerge or change their product lines, employees must be trained, land must be acquired, e.t.c. Below, one possible strategy on how MAIT may be introduce is outlined, taking into account the previously mentioned problems.

Phase I: the software project

During phase I, a comprehensive simulation software should be developed that allows detailed static and dynamic analyses of a MAIT network, including failure behavior, emergency situations and cost analyses. It should be easy to use, such that city-planners or other interested persons are able to design a MAIT network based on a real city or region. The aim of this simulation software is:

• to demonstrate feasibility, performance, reliability, safety and economical attraction of MAIT by a possible large number of example networks. The visual impact can be shown, using 3D visualization software.

• to involve a variety of institutes and experts in alternative transport in the development process. In this way development costs and work can be shared and MAIT becomes known academic circles and interest groups. Experts from industry may be involved as consultants for technical feasibility studies.

• to provide a platform for further system (hardware) development, test and documentation. The software gives a clear idea of how the system physically appears and describes precise specifications for its technical components, which is important for further development.

• to convince city planners and potential hardware developers and suppliers.

The project may be conducted by different educational institutes or associations. The software development requires a broad spectrum of skills, such as computer science, logistics, telematic, mechanical-, electrical-, control-, communication- and civil-engineering, aerodynamics, industrial design and city-architecture. A modular structure of algorithms and data splits up the programming tasks, offering a wide range of interesting research-, interdisciplinary- or student-projects. All software, including the source code should be, at least initially, free such that all interested programmers can contribute to the project. The costs for computer hardware, if not already available, should not be a major problem since computer prices are constantly falling. High quality system and development software are in most cases freely available.

Phase II: the test project

In the second phase of the MAIT introduction a 1:1 test network should be built. Its total size may be small, but its complexity, in terms of number of diverges, merges and stops should be as high as possible in order to mimic a real network of a city. The aims are:

• to demonstrate the feasibility, performance and economical attraction of a real MAIT network.

• to establish safety standards for such a system.

• to involve as many companies in the development process as possible. In this way, development costs and work can be shared and MAIT becomes known in industry.

• to provide a nucleus from which a larger MAIT network can grow.
• to convince operators, investors, public, and in particular politicians or other decision makers of the MAIT concept. Efficient media work and publicity campaigns are of major importance after the test track operates successfully.

The test-track should be built on private ground and serve initially as a flexible on-demand light weight freight transportation system, possibly within a larger industrial complex. In this way, there is an immediate profit and many legislative hurdles can be avoided. As soon as the system proves to be safe, it can be opened to personal transport. For example, to get employees from the parking to their working place.

The project may be conducted by a consortium of all companies, who contribute to the test track. The modular structure of MAIT eases the distribution of the development task and investments on many suppliers. Small and medium size companies have the chance to bring in their specialized knowledge or to contribute with smaller system components. Their incentive is to be among the first suppliers on the market in the time that MAIT is operational. The specifications for subcomponents have been found with the help of the preceding software project, which also ensures that the different components are compatible with each other.

Phase III: the extension project

After the MAIT test track is successfully running for some time, the test network may be extended into the third phase. The extension should include main traffic lines but also local door-to-door traffic. The aims are:

• to demonstrate that MAIT works profitably in public use. It should further prove that the advantages listed in Section 3 are reality.

• to convince more operators to invest in MAIT and provide an example for other cities.

This project will already be organized and financed by either private or public MAIT operators who expect it to run profitably. An independent institution verifies that all MAIT components confirm to the MAIT standards (see Section 4). Nevertheless, Phase III needs the agreement of local politicians. The city has many good reasons to support the implementation of MAIT :

• the problems could be solved and the city may become more appealing to people (see Sections 3.1 and 3.4)
• in most cities, public transport is not profitable. If the city converted the public transport gradually to MAIT , either as operator or by selling a part of its properties to private operators, it could gain from transport instead of spending money in this sector.

• further tax money can be saved since cleaning and restoration of public buildings and monuments needs to be done less frequently due to zero gas pollution by traffic inside the city.
• the implementation of MAIT would create many job opportunities, especially for the local building industry.

• an industrial cite, equipped with a MAIT network, offers an efficient transport between all resident companies and to all costumers that are connected as well (see Section 1.4.3). Such an attractive environment may convince more companies to locate in, which is usually in conformity with the interests of a city.

However, it is a crucial point that the public accepts MAIT as a new and superior mean of transport and tolerates also minor inconveniences during its implementation. Apart from publicity campaigns it is of major importance that people with new access to MAIT can immediately profit. If this is not the case, negative propaganda will spread that can prevent a further expansion of the MAIT network or end the implementation of MAIT as a whole. On the other hand, should the first MAIT users, perceive the advantages of this new transportation system, more people may want to profit of it. It is of great importance that car drivers are not forced to use MAIT . Ideally, people should have the choice between taking their car and getting into a MAIT vehicle that is waiting front of their door-steps. A period of coexistence between MAIT and automobile makes problems, in particular in historically grown city centers. The following strategies may allow to develop the MAIT network towards a coexistence of both transport systems:

1. first the city should connect the city's main activity centers with a carrier-track technology that has a high capacity and does not interfere with the car traffic. This can be achieved either by the elevated or underground version of the guideway proposed in Section 1.3.2 or by the grade-separated road carrier, described in Section 1.3.3. If necessary, bus-lanes, tram or metro-lines need to be converted to MAIT tracks. At this moment MAIT takes over the task of public transport.

2. Next, park& ride places should be organized at the major arterial roads, where people who enter the city have the possibility to leave their cars and transfer to MAIT . As compensation, parking space in the city center can be shortened in favor of an expanding MAIT network. Until this point the inner town car traffic has not been disturbed, except for some construction sites.

3. the MAIT network is refined by providing door-to-door access even to small streets, using the road carrier system (Section 1.3.3). The road-carrier track can be implemented rapidly since it suffices to install navigation equipment inside and beside an already existing road. Additional fences or grades are required if the MAIT vehicles should be separated from the ground level traffic. As soon as a street is equipped with road-carrier stops in front of each door, its inhabitants have instantly access to all activity centers of the city. People who decide to install an automated parcel box in front of their homes can profit additionally from MAIT 's home delivery service (see Section 1.4.3). It is now required to reorganize the traffic on ground level in order to make homes accessible by MAIT and by car:
   • Bidirectional street-systems can be converted into one-way systems, where one lane is reserved for MAIT vehicles. All homes are still accessible by cars but the route may change.

   • Street-parking places can be converted to MAIT lanes. The idea is that residents leave their car, as usual, in their garage or on private parking places. Visitors coming from outside can park their cars at one of the out- of-town park&ride places and transfer to MAIT if their destination is already connected to the MAIT network.
   • As an increasing number of people uses MAIT , the traffic density decreases and additional lanes, previously required for cars, can be reserved for MAIT transport or for other purposes, as proposed in Section 3.4.

All these actions can of course, be problematic, since it requires the agreement of many administrative sectors. Resistance can be expected from people who are affected by these changes. Flexible agreements with the MAIT operators may help to guarantee and accelerate a smooth transient phase. For example, people who work in public transport will have the possibility to pass a free trainee program and to start working for a MAIT operator or supplier (see also Section 6).

The completion

If the MAIT system proves to hold the high expectations for one city and solve one of its major problems of traffic congestion, other cities may become interested and follow the example. In a last step, the cities are connected by a high speed MAIT network as for example the one presented in Section 1.3.1, and then finally the suburbs and the surrounding countryside.

Obviously, this difficult step needs the support of politics at least on the national level. However, it is hoped, that at this stage the experience of running MAIT networks, the simulation software and the pressure from media, cities, user- and interest groups are sufficient to gain the necessary political support. Furthermore, MAIT promises in short term, an innovative, fast growing industry sector with many job opportunities. On the other hand there may be an international competition:  since the efficiency of an industrial production of a country depends heavily on the efficiency of its transport infrastructure, the first country who introduces a MAIT network will have an economic advantage over those which hesitate.