If the SMARTram 21 Streetcars have rubber-tired wheels, do the drivers have to steer them?

No. the streetcars will be steered by a single, fixed-rail set in the pavement. The rail will be flush with the pavement surface.

Why will a SMARTram 21 system have lower capital costs?

Several reasons: First, it is only necessary to build half as much guidelane. Conventional streetcars require two sets of track--one for each direction. ("Single-track" portions of fixed-rail routes must be relatively short because only one streetcar can use them at a time.) Second, the SMARTram 21 guidelane is simply a paved surface with a single, non-load bearing steering track. Third the SMARTram 21 Streetcars themselves will be smaller and lighter--and can eliminate the need for overhead catenary power systems.

Why can't a SMARTram 21 system be automated to work without drivers?

It could. However, doing so would require operating the streetcars in a context where pedestrians and other vehicles have no chance of wandering into the guidelane. Even automated obstruction-sensing systems don't offer the reliability and safety necessary in the mixed vehicle and pedestrian context of a busy shopping and business street. SMARTram 21 is the optimum solution to balancing the need for pedestrian mobility, vehicular through traffic, and safety.

What happens if a streetcar breaks down?

Because they have rubber-tired wheels, a broken SMARTram 21 streetcar can be easily towed out of the guidelane to a maintenance facility. While this is occuring, the system can continue to operate normally on either side of the obstruction--in effect, breaking into two separate synchronization systems. After the obstruction is removed, the two systems are combined again into one.

If an elderly person is taking too long to board a streetcar, does the driver have to hurry them up in order to maintain the synchronization?

Never! The system is able to absorb random delays of various lengths--and this would simply be another delay. The patented synchronization method is described in detail in our Operations and Design Manual.

What happens at signalized intersections? Does the streetcar wait for the signal?

In order to keep delays to a minimum, the SMARTram 21 architecture uses an "optimized signal pre-emption." The synchronization logic is interactive with the traffic signal controllers. When a streetcar approaches a red light, for example, it is "told" how many seconds until that light will cycle to green; the streetcar controller then slows the streetcar to reach the intersection at that change cycle. If this causes the streetcar to slow below a speed deemed "inconvenient" by the system programmers--say below 5 mph (twice walking speed), the streetcar will pre-empt the traffic signal.

Won't local businesses object to removing the parking from one side of the street, in order to build a SMARTtram 21 guidelane?

Only until they realize that what they're getting in exhange for that parking is something much better for their business. A high-convenience, high-capacity streetcar system--like SMRrTRAM--is projected to increase potential customers to any given store by as much as 1700% or more!

COST DIFFERENTIATORS:

SMARTtram 21 does not require imbedding steel tracks in the roadway. The SMARTram 21 guidelane is simply a narrow, concrete roadbed with a single "steerage track" in the middle.

An overhead catenary electrical infrastructure, while an option where it is cost effective or desirable, is NOT required for the SMARTram 21 streetcars.

SMARTram 21 requires only half the infrastructure of a dual-track streetcar system. To serve a 1.5 mile long corridor, for example, requires 1.5 miles of SMARTram 21 guidelane–but 3 miles of fixed rail for an electric streetcar system.

SMARTram 21 requires only half the Stop-Boarding Areas. Dual-track systems often require separate boarding areas for each travel direction.

SMARTram 21 streetcars can be driven out of the guidelane to remote maintenance-storage facilities. In contrast, fixed-rail or elevated APM systems require either nearby maintenance-storage facilities (at high-cost locations) or extensive track infrastructure to access more distant sites.

CONVENIENCE DIFFERENTIATORS:

Fixed-rail electric streetcars typically share traffic lanes with local street traffic. This means they are subject to delays from traffic congestion–especially during periods of peak demand. SMARTram 21 does not share street space with local traffic. Its movement and headway are consistent–even if the streets are highly congested.

At each "arrival" pedestrians have the choice of boarding a streetcar going in either direction. Conventional streetcars often require pedestrians to wait at different boarding areas depending on the direction they wish to go.

Because they are expensive, fixed-rail electric streetcar systems, often do not have enough cars to create convenient headways. This problem is exacerbated by the fact they travel in traffic congestion--resulting in headways 10, 15 minutes or more. The less expensive SMARTram 21 streetcars, traveling in their dedicated guidelane, can maintain a consistent 150 second headway even during periods of heavy congestion.