DIVISION OF ENGINEERIXG

MONORAIL TRANSPORTATION*
Arnold E. Andersen
A l w e g R a p i d T r a n s i t S y s t e m s of Washington S t a t e , Inc.
S e a t t l e , Wash.

Application
T h e Seattle Alweg Monorail was designed to demonstrate a mod-
e r n mass rapid transit system. I t is capable of moving large volumes
of passengers along traffic corridors where no exclusive right-of-
way exists. The adaptability of the system to applications using
existing public rights-of-way is one of the main features of this
type of transportation.
In metropolitan areas, where traffic conditions n e c e s s i t a t e addi-
tional transit facilities, additional surface space is seldom avail-
able. T h e solution is to go either above o r below ground. Because
of the high c o s t of underground construction this alternative i s not
feasible i f the installation is expected to pay its own way.
One application that g e t s rather frequent mention is t h e u s e of
monorail for connecting airports to city centers. O n t h e b a s i s of a
self-liquidating service, however, even the largest airports do not
offer a traffic potential that approaches t h e volume of mass transit.
Such an installation would b e feasible only by serving an airport
along a route that would, i n itself, generate a significant portion of
the overall patronage.
In summarizing, the Alweg Monorail is intended for installations
that are primarily elevated and serve for the rapid movement of peo-
p l e i n areas of high population density.

Ewnomics
Economic considerations cover a wide range of factors i n the
construction and installation of a transit system and its subsequent
operation. Only two points w i l l be taken up here, one pertaining to
rights-of-way and the other to operations. T h e s e a r e selected for
their importance in a discussion of both supported monorail and
conventional rail.
A right-of-way free of conflict with any other mode of traffic is
a requisite for rapid transit. Providing this right-of-way is one of
the main items of c o s t for a new system and consequently h a s an
important bearing upon the route selection and type of roadbed used.
Three possibilities of exclusive right-of-way exist. The roadbed
*This paper w a s presented at a meeting of the Division on December 11, 1963.

748
 Andersen: Monorail T r a n s p o r t a t i o n 749

may b e l o c a t e d underground, o n t h e s u r f a c e with c o m p l e t e g r a d e

s e p a r a t i o n , o r e l e v a t e d . In general, t h e cost is g r e a t e s t for under-
ground and l e a s t for e l e v a t e d . A t f i r s t h a n d i t miybt seem t h a t a
s u r f a c e track chould be l e s s t h a n e l e v a t e d . However, s u r f a c e r o u t e s
seldom e x i s t i n urban a r e a s for a n y d i s t a n c e . To c r e a t e s u c h a right-
of-way and provide t h e n e c e s s a r y s t r u c t u r e for e r a d e s e p a r a t i o n
would b e very c o s t l y , p o s s i b l y more so t h a n for Underground.
T h e c o s t of right-of-way is a n i m p o r t a n t e c o n o m i c a l consirlera-
tion, y e t o t h e r f a c t o r s c a n greatly i n f l u e n c e t h e t y p e of s t r u c t u r e for
a new i n s t a l l a t i o n . Any t r a n s p o r t a t i o n s y s t e m , w h e t h e r c o n v e n t i o n a l
rail, monorail, o r other, p o s s e s s e s its o w n u n i q u e requirements, ad-
vantages, and disadvantages. T h e s e inherent characteristics can
h a v e a p r e d o m i n a t i n c i n f l u e n c e i n r o u t e l o c a t i o n a n d c h o i c e of road-
b e d , a s i d e from economics. If it is a l l o w e d t h a t e a c h s y s t e m h a s its
own i n d i v i d u a l c r i t e r i a of d e s i g n , i t s h o u l d follow t h a t a p a r t i c u l a r
route l a y o u t d e s i g n e d for o n e s y s t e m i s n o t a proper framework for
s t u d i e s of c o m p a r a t i v e e c o n o m i c s .
O n e (all too familiar) l i m i t a t i o n of c o n v e n t i o n a l f l a n g e d steel
w h e e l s o n r a i l s is t h a t i t is not a c c e p t a b l e o n e l e v a t e d g r a d e e x -
c e p t i n very s p e c i a l c i r c u m s t a n c e s of l o c a t i o n . 4 r e s u l t i n g r o u t e
l a y o u t would f a v o r s u r f a c e a n d underground t r a c k a n d not e x p l o i t
t h e very c o n s i d e r a b l e right-of-way cost a d v a n t a g e of e l e v a t e d road-
way. U s i n g s u c h a l a y o u t a s a b a s i s for evaluating, d i f f e r e n t s y s t e m s
would b e p e n a l i z i n g t h e monorail for t h e l i m i t a t i o n s o f c o n v e n t i o n a l
rail. Although a b l e to o p e r a t e on s u r f a c e o r underground, t h e d e s i g n
of t h e 4 l w e g Monorail is s p e c i f i c a l l y o r i e n t e d toward e l e v a t e d in-
s t a l l a t i o n s to a v o i d t h e h i g h costs i n v o l v e d i n on-grade o r below-
g r a d e construction.
T h e e c o n o m i c a l b e n e f i t s of a n e l e v a t e d system a r e of s u c h mag-
n i t u d e t h a t many o t h e r f a c t o r s become i n s i g n i f i c a n t i n comparison.
However, d a y to d a y o p e r a t i o n a l costs c a n n o t b e o v e r l o o k e d a n d
d e s e r v e some mention.
O p e r a t i n g costs o f t r a n s i t s y s t e m s , by e s t a b l i s h e d p r a c t i c e ,
a r e e x p r e s s e d i n costs p e r c a r m i l e . This u n i t cost is arrived at b y
d i v i d i n g total a n n u a l o p e r a t i n g costs by t h e total a n n u a l v e h i c l e
(car) m i l e s . T h e r e s u l t i n g f i g u r e is a m i x e d number made up o f num-
e r o u s costs, b o t h f i x e d a n d variable. F i x e d o p e r a t i n g costs, to a
l a r e e e x t e n t , a r e i n d e p e n d e n t o f the t y p e of system, a n d come-
q u e n t l y a r e n o t s i g n i f i c a n t for c o m p a r i n g e f f i c i e n c i e s .
T h e S e a t t l e Monorail t r a i n s a r e c u s t o m - d e s i g n e d a n d f a b r i c a t e d
b o d i e s with most o f the electrical a n d m e c h a n i c a l p a r t s c o m p o s e d
of s t o c k items. T h e s t o c k i t e m s i n c l u d e d r i v e motors, reduction
g e a r s , b r a k e s , c o n t r o l s a n d c o m p r e s s o r s , to mention o n l y EI few.
T h e r e would b e no r e a s o n to e x p e c t a g r e a t d i f f e r e n c e i n e i t h e r
c a p i t a l o r a n n u a l o p e r a t i n g costs of t h e r o l l i n g s t o c k for t h e s e com-
750 T r a n s a c t i o n s New York A c a d e m y of S c i e n c e s

p a r a b l e i t e m s . T h e q u e s t i o n of o p e r a t i o n a l e f f i c i e n c y t h e n n a r r o w s
d o w n to c o m p a r i n g f e a t u r e s t h a t do d i f f e r i n d e s i g n a n d i n costs.
A g a i n , c o m p a r i n g t h e Seattle M o n o r a i l t r a i n s to t h e m o s t m o d e r n
e x a m p l e s of c o n v e n t i o n a l r a i l t r a n s i t t r a i n s , t h e r e a r e t w o a r e a s of
c o n s i d e r a b l e d i f f e r e n c e t h a t s h o u l d b e m e n t i o n e d . T h e f i r st is i n
t h e m o r e luxurious interior finish of t h e monorail which h a s deeply
u p h o l s t e r e d seats, rubber t i l e floor, s t a i n l e s s s t e e l trim a n d , i n
general, a higher quality o f m a t e r i a l s t h a n u s u a l l y found i n urban
t r a n s p o r t a t i o n . T h e s e c o n d is t h e u s e o f p n e u m a t i c r u b b e r t i r e s .

F I G U R E 1. Train approaching central business district.

 A n d e r s e n : Monorail T r a n s p o r t a t i o n 751

F I G U R E 2. Train interior.

Both o f t h e s e f e a t u r e s a r e provided at a g r e a t e r e x p e n s e , i n i t i a l l y
a n d o p e r a t i o n a l l y , t h a n for more a u s t e r e i n t e r i o r s a n d for steel w h e e l s .
In s p i t e of t h e h i g h e r costs of providing a n a p p a r e n t luxury to
p a s s e n g e r s , t h e r e c a n b e g r e a t e c o n o m i c b e n e f i t s from this. T h e r e
a r e gumerous e x a m p l e s of o p e r a t i o n a l l y e f f i c i e n t commuter systems
t h a t h a v e p a t r o n a g e o n l y by v i r t u e of t h e r i d e r s b e i n g o b l i g e d to
u s e them for l a c k o f o t h e r means. O t h e r systems of l i k e s t a n d a r d s ,
t h a t do n o t enjoy a n e x c l u s i v e p o s i t i o n , a r e running at f a r less than
c a p a c i t y ; many h a v e lost o u t entirely. T h e u l t i m a t e test of e c o n o m i c s
is i n t h e b a l a n c e b e t w e e n e x p e n s e s and revenue. If some a d d i t i o n a l
f e a t u r e s a r e provided t h a t provide t h e n e c e s s a r y p a s s e n g e r a p p e a l ,
rubber t i r e s for example, t h e o p e r a t i o n a l cost w i l l go u p s e v e r a l
c e n t s p e r c a r m i l e . T h e cost of t h i s would be c o v e r e d by o n e or two
a d d i t i o n a l p a s s e n g e r s p e r c a r mile. Additional p a s s e n g e r gain
a b o v e t h i s would r e p r e s e n t n e t i n c r e a s e i n revenue.
In t h e a b o v e d i s c u s s i o n o f right-of-way, t h e q u e s t i o n of why i t
is p o s s i b l e f o r the Alweg Monorail to t r a v e l o n a n e l e v a t e d s t r u c t u r e
i n urban a r e a s h a s n o t b e e n a n s w e r e d . On t h e s u b j e c t of operationa1
economics, t h e topi'c of a e s t h e t i c s , f r o m t h e p a s s e n g e r ' s viewpoint,
is a l l u d e d to. E c o n o m i c s and a e s t h e t i c s a r e i n t e r r e l a t e d ; b e c a u s e of
t h e s i g n i f i c a n c e of t h e l a t t e r w i t h r e s p e c t to t r a n s i t , further com-
ment appears justified.
752 T r a n s a c t i o n s New York Academy of S c i e n c e s

Aesthetics
T h e Seattle Monorail, t h e f i r s t modern e l e v a t e d rapid t r a n s i t
s y s t e m i n t h i s country, is an e f f e c t i v e d e m o n s t r a t i o n of many p h a s e s
o f transportation. P r o b a b l y t h e m o s t important is t h a t its c o n s t r u c t i o n
a n d s u b s e q u e n t o p e r a t i o n i n a m a j o r downtown s t r e e t h a s m e t with
overwhelming approval. A q u o t a t i o n from a r e c e n t l y p u b l i s h e d report
e x p r e s s e s t h e f o l l o w i n g opinion: “ T h i s h e a v i l y p a t r o n i z e d f a c i l i t y
d e m o n s t r a t e d c o n c l u s i v e l y , first, t h a t a n a e s t h e t i c a l l y p l e a s i n g
e l e v a t e d s t r u c t u r e c a n b e b u i l t and o p e r a t e d through t h e h e a r t of a
c i t y and, s e c o n d , t h a t t h e n o i s e from a n e l e v a t e d s y s t e m c a n b e
kept well within tolerable limits.’”
In a s t u d y o f t h e Seattle Monorail c o n d u c t e d by t h e U n i v e r s i t y
of Washington C i v i l E n g i n e e r i n g Department,’ thirty-nine p a g e s a r e
d e v o t e d to a c h a p t e r on p u b l i c a c c e p t a n c e . T h e f o l l o w i n g p a r a g r a p h
is quoted from t h e summary of t h i s c h a p t e r .
“Although s o m e w h a t i n f l u e n c e d by t h e c a r n i v a l
s p i r i t of t h e F a i r , t h e r e c a n be little d o u b t t h a t t h e
monorail provided its p a t r o n s with a new, i m a g i n a t i v e
a n d thoroughly s a t i s f a c t o r y t r a n s i t experience. Mon-
o r a i l r i d e r s w e r e greatly i m p r e s s e d by its s p e e d ,
s m o o t h n e s s and q u i e t operation. T h e y c o u l d find
little to c r i t i c i z e a b o u t monorail. T h e y f e l t t h a t i t
w a s s t r u c t u r a l l y a t t r a c t i v e a n d p e o p l e from all p a r t s
of t h e U n i t e d States said t h a t it w a s s u p e r i o r to any
o t h e r t y p e o f rapid t r a n s i t t h e y h a d u s e d , i n c l u d i n g
t h e p r i v a t e automobile.”
T h e report q u o t e d a b o v e w a s compiled d u r i n g t h e f i r s t summer
of operation. S i n c e t h e c l o s i n g of t h e F a i r t h e system was k e p t i n
o p e r a t i o n w i t h t h e h o p e t h a t it would b e s e l f - s u s t a i n i n g . S u b s e q u e n t
p a t r o n a g e e x c e e d e d all e x p e c t a t i o n s . T h e n e t r e v e n u e h a s b e e n the
main s o u r c e o f i n c o m e f o r t h e o r g a n i z a t i o n that now o p e r a t e s t h e
c i v i c c e n t e r , w h e r e t h e former l o c a t i o n of t h e F a i r h a s b e e n incor-
porated i n t o a permanent c i v i c a n d c u l t u r a l center. T h e c o n t i n u e d ,
s u c c e s s f u l o p e r a t i o n of t h e Monorail would i n d i c a t e t h a t t h e r i d e
a p p e a l w a s not o f a n e p h e m e r a l nature.
I t is probably n o t p o s s i b l e to s i n g l e o u t a n y o n e f e a t u r e of t h e
monorail which is predominant i n c o n t r i b u t i n g to p a s s e n g e r a c c e p t -
a n c e , rather it is more a p t to b e a c o m b i n a t i o n of f a c t o r s . O n e f a c t o r
t h a t d e s e r v e s m e n t i o n is t h e p o s i t i o n of t h e track. T r a v e l i n g o n t h e
s u r f a c e probably m e e t s with a g e n e r a l a t t i t u d e of indifference.
Underground t r a n s p o r t a t i o n is v i e w e d at best w i t h i n d i f f e r e n c e o r
p o s s i b l y e v e n f e a r by p e o p l e n o t a c c u s t o m e d to it.
T h e Seattle Monorail, o n t h e o t h e r hand, h a s d e m o n s t r a t e d a
p o s i t i v e a p p e a l and many h a v e r a t e d it a s s u p e r i o r e v e n t o t h e i r
 Andersen: Monorail Transportation 75 3

private automobiles. The s u c c e s s of any new m a s s rapid transit

system is dependent o n how w e l l i t c a n compete with t h e private
automobile a s a means of urban transportation.

References
1. P A R S O N SB R I N C K E R H O F F T ,U D O R ,B E C H T E L . September 1963.
Transit V e h i c l e System Evaluation and Recommendation. A study
for the San F r a n c i s c o Bay Area Rapid Transit District.
2. A L E X A N D E R , D. E . , M. E K S E , R. G. H E N N E S . H. P. K N O W L E S , &
H. L. P A Z E R .October 1962. Transportation Research Group. Uni-
versity of Washington. Seattle Monorail Demonstration Study.