MegaRail: MegaRail Transportation Systems appears to be positioned as a more cost effective alternative to rail-based public transit systems. From their website: "The first MegaRail Transportation Systems goal is to provide a family of breakthrough systems for commuter rail, urban mass transit and high-speed inter-city rail services at far less cost than conventional approaches." Self-described as an "Ultra-Light Rail Product", the MegaRail design recognizes the enormous cost savings possible by drastically reducing the weight of the loaded vehicles compared to light, heavy or commuter rail. The result is a system forecast to cost 80-85% less per mile to build.
The MegaRail vehicles are powered from the guideway through the rubber-tired wheels that run inside a largely enclosed channel as shown in the illustrations below:
Under most scenarios presented by MegaRail, the initial implementation of a system is closed (single mode) and the vehicles are captive to the guideway. Eventually the system will accommodate private vehicles. Initially some of the MegaRail transit vehicles will also circulate off the guideway on battery power; in addition, private vehicles will be driven onto transport bogies and secured while carried on the guideway.
Later, electric dual mode vehicles will become available that operate off the guideway on batteries which are recharged on the guideway. The axles of these vehicles extend out from the sides in order for the wheels to enter onto the guideway.
Cost-Benefit: MegaRail is designed to target rail transit, where heavy rail cars require costly infrastructure. Heavy rail cars are unnecessary to carry the typical transit passenger load; MegaRail provides a light weight transit vehicle with comparable capacity. Consequently, the cost of the infrastructure drops 80% or more. In addition, transit vehicle manufacturing and operating (power) costs will be lower, thereby making MegaRail a low cost alternative to (expensive) rail transit systems. MegaRail appears to design its passenger vehicles to accommodate GVW up to 6,000 lbs., more weight than most dual mode systems, but necessary to accommodate transit-level passenger loads. The indicated costs are in the range of $7-9 million per lane mile, including the electrification subsystems.
Technology Innovation: In addition to the guidance and control systems required for vehicle automation (shared by most of the dual mode Top Tier systems), MegaRail incorporates a wheel-based system for transmitting electricity from the guideway to the vehicle. The vehicles are all electric, deploying electric motors in each wheel for propulsion and battery power off the guideway. The range of vehicles off the guideway is unspecified, but presumably limited by the battery capacity. The fully dual mode vehicles require wheel axles that can extend outward so the wheels can use the guideway. Many of these technologies have not been reliably proven in a vehicle application with high mileage. It is unclear how or whether the dual mode vehicles will be able to enter/exit the system at full speed.
Market Acceptance: Transit travel accounts for barely 1% of all surface passenger miles of travel – the transit share has been declining steadily for over 100 years, indicating a strong public preference for private vehicle travel. Yet MegaRail is conceived and designed primarily to target this transportation niche. Notwithstanding MegaRail's cost advantage, the public transit sector is extremely competitive and chronically under-funded, making it very difficult to introduce new technologies.
How and when a system designed for public transit adapts to allow dual mode vehicles is unclear. While the bogie carriers might have some utility for inter-city travel for considerable distances, entering and exiting the system will be a cumbersome impediment to commuters. If and when the dual mode electric vehicles become available, it remains unclear whether they can enter/exit the guideway at highway speeds, another possible deterrent for widespread use.
Finally, a system designed to be competitive with transit may not be as cost effective for private vehicles. While the anticipated toll rates are unknown, they arguably will be higher than they would need to be for a guideway designed for lighter loads and without electrification. In sum, a system designed primarily for transit is unlikely to be optimized – functionally or financially – for private vehicle travel.
Status: MegaRail has developed prototypes, is building a demonstration track and actively marketing the system to transportation/transit agencies. Patents have been issued related to this concept.
