Low Capital Costs

The estimated cost of a PRT system is about $10 million per one-way mile. This is one-half the costs of the current light rail proposal ($44 million per two-way mile) and is competitive with many road projects.

PRT guideways will be constructed with few disruptions to city-owned streets, relative to large-vehicle systems. The cost of returning those streets to their original (or better) condition, costs that are born by the transit agency, will be reduced or eliminated.

Low Operating Costs

Estimated operating cost for PRT is 15 cents per vehicle mile. With the average cost of busses at 50 cents per passenger mile, Capitol Metro can reduce its total operating expenses for the same amount of travel by replacing bus routes with PRT stations. The money saved can be used to speed development of the PRT system, expand bus routes or frequency to areas not yet served by PRT, or reduce the fare and/or tax subsidization of the transit authority.

Low Right-of-Way Requirements

PRT will require a fraction of the right of way needed by a light rail system. The Taxi2000 system requires a two-foot diameter support column every sixty feet or so, with station sizes starting at 30 feet by 15 feet. Light rail requires ALL of a swath 23 feet wide with stations sizes of almost 300 feet by twenty feet.

The lower right-of-way requirements are a major reason the system cost are so low. Precious transit dollars are not spent buying right of way from property owners. Political capital is preserved by not forcing residents or businesses to sell using the agency's power of eminent domain.

Reduced Street Subsidies

Currently Capital Metro transfers large sums of money to the city of Austin to subsidize street maintenance and repairs along their bus routes. With an elevated PRT system, those expenditures can be reduced, allowing the agency to focus it's financial resources upon public transit.

Sensible Fare Structure

The usual fare structure for a PRT system will be based upon the distance between the beginning and ending stations. Fares are per vehicle-mile traveled, not per passenger boarding. This fare structure more equitably allocates support of the transit system than zone-based fares, day-passes, monthly passes, or other standard fare structures. Fares are charged in direct proportion to the benefits received and resources used by each rider.

Flexible Fare System

Since fares are calculated per trip by the system and access to the vehicle is restricted until the fare is paid, flexible fare systems are easily implemented. A destination surcharge (to the airport, for example) can be charged for every trip to or from certain station(s). A special event surcharge can be used to capture some of the user value created by avoiding parking fees at sporting events and other large public venues.

Congestion based pricing can be implemented by programming the system to add a surcharge (or give a discount) based upon the time of day or congestion levels. This will reduce peak-hour requirements, work to maximize system revenues, and reduce capital requirements.

Broader Political Support