Version Bror 11 System for transportation of goods realistically will diminish car traffic with calculated one third to one fourth and climate gases with.

Version Bror 11 System for transportation of goods realistically will diminish car traffic with calculated one third to one fourth and climate gases with 20 to 25 percent without any sacrifices at all from side of the public Short description of the system with effects This presentation is intended for using also at self studies 1

Section A Short description of the system 2

A 1. Light transportation of goods by car on duty has close to astronomical extent and comprise small loadings 1 of 4 In county of Stockholm with 2 million people and an area of 6 000 km 2 more than 100 000 cars driven of about 60 000 chauffeurs counted in full time in our calculations are engaged in light transportation of goods on duty. Last sum we partly base on the circumstance that 202 000 light lorries owned by juridical persons in Sweden 1999/2000 was driven 3 188 million km (newer data aren’t available, probably distance is longer today). The distance in county of Stockholm was 660 million km. At a calculated average speed of 16 km per hour (10 miles per hour) including time for loading and unloading the distance in county of Stockholm corresponds to 41 million hours for drivers (660 000 000/16) corresponding to 25 800 wholly occupied persons. Median weight at transportation of goods in light lorry on duty according to study in Gothenburg is as low as about 85 kg. 3

A 1. Light transportation of goods by car on duty has close to astronomical extent and comprise small loadings 2 of 4 Partly we base this on the comparably unknown circumstance due to investigation in Stockholm that 29 percent of driving by personnel cars on duty are pure goods transportation, 21 percent combined personnel and goods transportation and 10 percent “others”, probably sometimes the car itself at transportation till and from service. Statistics here is insufficient as no actor in logistics area will inquire systematically data in this area. The number of personnel cars being owned by juridical persons in 2007 numbered 881 000 units in Sweden or 21 percent of all personnel cars. The extent goods transportation on duty in personnel cars therefore probably is larger than in light lorries also if this judgement rests on a comparably uncertain foundation. Median weight of loaded goods reasonably is lower at transportation in personnel cars than in light lorries and perhaps will be possible to count in one digit number of kilos. As transportation in personnel cars ought to dominate median weight in summed light transportation by car on duty may be found in the interval 10 to 20 kilos. 4

A 1. Light transportation of goods by car on duty has close to astronomical extent and comprise small loadings 3 of 4 About 80 percent of costs for goods transportation on duty is valid for the driver. Costs for light transportation on duty as result probably will be about three times higher than for heavy transportation by lorry (on the other hand the number of tonkm is much lower). At a calculated cost of 500 000 SEK 1 per driver with car and year, total cost for light transportation in county of Stockholm will attain 30 billion SEK per year. The transports are short and at dominating part rolls between working places. 1 1 dollar is about 7.25 SEK 5

A 1. Light transportation of goods by car on duty has close to astronomical extent and comprise small loadings 4 of 4 These car transportation very easily ought to have possibility paying for own winding up with gigantic environmental advantages as a result, however choice of the right new transportation system. 6

A 2. Chosen goods transportation system is tailored for executing light transportation today done by car 1 of 4 At this background we sketched out a system for transportation of goods suited after real loading on light lorry. It then also can execute goods transportation done in personnel car. The system consists of wagons with a loading capacity about the same as boot in a personnel car, preliminary 250 litres (500 x 500 x 1 200 mm) that is about 9 cubic feet (1’8’’ x 1’8’’ x 4’) or 300 kg (660 pounds). When loading will permit and for certain customers capacity will be preliminary 70 litres or 100 kg. The wagon rolls wholly automatic, follows bands on rubber wheels at a speed of 30 to 40 km an hour. Own weight is calculated to 50 respectively 20 kg. The wagon is driven with directly working electricity as a tram. Preliminary the wagon consists of a driving unit with motor and a loading box. The driving unit docks with bayonet to the loading box and fixes it in a tight grip. 7

A 2. Chosen goods transportation system is tailored for executing light transportation today done by car 2 of 4 One single wagon with this loading capacity due to investigation in Gothenburg according weight will have possibility executing about 85 percent of transportation in light lorry on duty of today. It reasonably also can execute close to 100 percent of goods transportation in personnel cars. Customers will have strong economical reasons adapt and substitute commodities in such a way that they will have room in the wagon. 8

A 2. Chosen goods transportation system is tailored for executing light transportation today done by car 3 of 4 The wagon rolls in a certain culvert system dug down just beneath among others streets and pavements, protected from wind and weather and from unauthorized. Inspection lids to the culvert from street are placed probably at a distance in between of preliminary 5 to 10 meters. Standard culvert has an inner dimension for two meeting lanes of 1 200 x 600 mm. The smaller wagon can roll also in one directed one lane culverts of 400 x 400 mm mainly in small house areas. As we’ll see below also households on own economical merits will be possible connecting to the culvert. 9

10 Goods transportation system in simple sketch Wagon Width and height of the culvert (prel. inner dimensions) Standard culvert 1 200 x 600 mm One lane culvert in small house areas 400 x 400 mm Armed concrete Street (roof of the culvert) Outer dimension of the wagon Standard wagon 500 x 500 x 1 200 mm Loading capacity 250 litres or 300 kg Wagon in small house areas 300 x 300 x 1 000 mm Loading capacity 65 l or 100 kg Wagon Kulvertgolv Gravel Street or pavement Armed concrete

A 2. Chosen goods transportation system is tailored for executing light transportation today done by car 4 of 4 Houses are connected to culvert in cellars to which the wagon can roll by own engine. No elevators are needed. Small dimensions and digging down in the street (no bursting of deeply placed tunnels) ought to mean low costs for the culvert per length unit. Construction works in much resembles construction of way drum. The wagon can roll indoors by automatically docking to a battery furnished aggregate. Indoors it follows bands cheaply taped on the floors. In each crossing between culverts a computer is placed that partly will chose way for the wagons based on lists on different destinations, partly will give priority to wagons passing the crossing. Safe distance ought to be possible choosing shorter here for goods transportation than what is possible for personnel transportation. 11

A 3. Extremely low variable transportation costs for the goods transportation system 1 of 2 Variable transportation costs (added costs for a transport) according to ground course in business economics totally are decisive for competitive strength between different transportation kinds. The transportation kind having the lowest variable costs will execute a transport. The wagon is supposed to roll 100 000 km per year during writing off time of 5 years. Variable transportation costs will be extremely low for the small wagon. Rörliga transportkostnader för systemvagnen (standardvagnen) tillverkad i mycket lång serie och efter ett antal års förfining av såväl vagn som tillverkningsteknik under den beräknade femåriga avskrivningstiden med en tillryggalagd körsträcka om ca 500 000 km 12 Life time costsSEK Writing off of the wagon (Buying cost for the wagon) Reparation and maintenance Electrical energy 0.01 kWh per km, 500 000 km, 1 SEK per kWh Others 10 000 8 000 5 000 500 Sum23 500 Variable transportation cost, SEK per km (23 500/500 000) 0.047

A 3. Extremely low variable transportation costs for the goods transportation system 2 of 2 Variable transportation costs for the system, 0.05 SEK per km, only will be about one four hundredth of the car’s on duty (including driver’s time for among others loading and unloading) of about 20 SEK per km (0.04/20). Turned around this means that 400 wagons can transport goods at the same variable costs as for a car on duty. A transport of 10 km by car bringing a variable transportation cost including driver’s time for loading and unloading (only personnel costs) of 200 SEK thus via the system will bring a total variable transportation cost of calculated only 0.50 SEK. The totally dominating transportation of goods by car in number counted contains so small goods quantities that only one wagon will be able replacing the car. 13

A 4. Costs will be low for a culvert system linking together almost all users of transportation 1 of 5 Infrastructure investments in a culvert net reasonably will dominate costs for the goods transportation system. The culvert however ought to be comparably cheap partly by small dimensions that also will make possible cheap digging down of the culvert in streets instead of busted deeply placed and as result expensive tunnel. We assume that head culvert will follow all state and county roads and all streets in Stockholm county and added to that connections into almost all houses. Stately owned roads in Stockholm county with a population of 2 019 000 persons has a total length of 405 km and county roads 2 334 km which the culverts in first will follow. The length corresponds to a net of squares placed over the county with side of every square 4.6 km. In second street length in Stockholm county is assumed to be proportional to population in Sweden. By 21 percent of population in Sweden and a total length of 40 000 km in the country, length of the roads and streets that the culvert will follow will be 8 400 km. Of that we assume that about half is large and half small culvert dimension. 14

A 4. Costs will be low for a culvert system linking together almost all users of transportation 2 of 5 The number of small houses in county of Stockholm 31/12 2006 was 244 318 and the number of dwellings in block of flats 668 904. Connections to small houses we assume are of mentioned smaller dimension. At a length per connection of 15 meters total length of culverts connecting all small houses in third will be 3 660 km (0.015 x 244 318). If every block of flat in average will include 12 dwellings (low counted) number of connections for them will be 55 800. Many working places in inner cities in Sweden are placed in these houses where one or many floors often are used for working places. We furthermore assume that additional 10 000 houses with working places exist in the county that don’t include dwellings. At a length per connection of 15 meters for 65 800 block of flats and working places total length for connections of them in fourth will be 987 km (0.015 x 65 800). 15

A 4. Costs will be low for a culvert system linking together almost all users of transportation 3 of 5 As result total length of culverts of the large standard dimension in this rough calculation will be 7 926 km (2 739 + 4 200 + 987) and of the smaller dimension 7 860 km (4 200 + 3 660). A culvert net following all state and county roads and streets in county of Stockholm including connections to all houses of 15 meters as result will have a calculated length of totally 15 786 km. Of the length calculated about 7 000 km will be related to culvert net between working places, while rest of the net, scantily 8 800 km, will be valid for the complementing part connecting dwellings. 16

A 4. Costs will be low for a culvert system linking together almost all users of transportation 4 of 5 Based on material from a large construction company in our judgement culvert of the large dimension will be possible to construct at a cost of 7.2 and of the small dimension of 4.6 million SEK per km. As comparison costs for a 13 meter broad road a couple of years ago was 15 million SEK per km. As result investment costs for culvert of the large dimension will sum up to 57.1 billion SEK (7.2 x 7 926) and of the small dimension 36.2 billion SEK (4.6 x 7 860). Total investment cost for these culverts will be 93.3 billion SEK (57.1 + 36.2). At 310 100 connections (55 800 + 10 000 + 244 318) and a cost per connection (among others making holes in outer cellar walls) of 30 000 SEK, total costs for connections will be 9.3 billion SEK. Total investment costs for culvert and connections as result will sum up to 102.6 billion SEK (93.3 + 9.3). At 5 percent interest and 30 years annuity, total capital costs for culvert net and connections will be 6.7 billion SEK per year (0.06505 x 102.6). 17

A 4. Costs will be low for a culvert system linking together almost all users of transportation 5 of 5 About half of total costs, or 3.3 billion SEK per year, are assumed to be valid for the culvert net between working places and rest of the sum to the complementary net between dwellings. The sum 3.3 billion SEK per year for the culvert net between working places ought to be possible to compare to costs for light goods transportation on duty as to above of 30 billion SEK per year. It’s true that all these transportation aren’t saved, but this falling off ought to be compensated as costs knotted to the transports for among others other personnel than drivers are engaged in the transportation and often will be superfluous or needs of which sharply will diminish. So ought to be the case among others for personnel for packing, loading, unloading, reloading, sorting, receipts, registration, controls, payments and others. Also costs for among others cars, not included above, will disappear. To end with also heavy lorry transportation will be replaced with, due to below, comprehensive savings as result. 18

A 5. Savings in transportation very easily ought to motivate a culvert net connecting almost all working places in county of Stockholm to each others In our judgement savings in transportation at this background very easily ought to finance the culvert net connecting almost all working places in county of Stockholm to each others. According to this calculation it will finance costs about nine times over (30/3.3 = 9.0) The sum 30 billion SEK per year in fact, if desirably, would cover total costs for building of motor way all length of the culvert system between almost all working places of above mentioned 7 000 km in county of Stockholm. Savings of 30 billion SEK per year at 5 percent interest and 30 years annuity thus will finance 461 billion SEK, corresponding to 66 million SEK per km (461 000/7 000). A motor way now being built in Sweden from Enköping in the direction of Västerås thus will cost 48 million SEK per km. It’s hardly reasonable to believe that the small culvert would cost as much as a motor way. 19

A 6. Heavy transportation in lorries at high degree will be transferred to railway and ships in the form of combination transports 1 of 3 Long heavy transportation in lorries at high degree will be transferred to railway and ships as the wagon automatically by own engine will roll up on these vehicles in the form of combination transports. Competitive strength for railway and ships dramatically will increase when connecting transports, an Achilles heel not least for railway’s competitive strength against car, by the wagon will be much cheaper than if these connecting transports are executed by car. Furthermore the wagon on a railway station by own engine will be able to change railway carriage on the same train, change to a train in another direction and also change railway station to a train there. Thus for example it will be possible rolling between so called sack stations. Sack stations often ends at suburbs in among others large cities. Reloading today is more complicated for railway than for the car that easier will park next to places for origin and destination for goods. The second important Achilles heel, for railway’s competitive strength against railway, shunting, as result also often will be possible to avoid. 20

A 6. Heavy transportation in lorries at high degree will be transferred to railway and ships in the form of combination transports 2 of 3 Investments in new terminals for railway and ships that these possibilities will open up for, will be less capital demanding than today as the wagon will be able of rolling up on and off from them on simple ramps dimensioned only for low loadings. Needs of especial stockings in these terminals for wagons furthermore ought to be considerably lower than needs today in the form of among others storehouses on railway stations and harbours as what we name common waiting stores, stockings of wagons and loading boxes accessible for all customers, ought to be possible to use for storing in these cases also if they are placed on a little distance from the railway station or harbour in question. From the waiting stores the wagons at own engines easily will roll many kilometres in minutes directly up on the railway carriages or the ships. 21

A 6. Heavy transportation in lorries at high degree will be transferred to railway and ships in the form of combination transports 3 of 3 As we see it combination transports between the system and ships are much more efficient and cheaper than container transports with ships. Thus it ought to be possible faster and cheaper than at container transport loading and unloading a ship. It’s most just a question of how many ramps that are placed from quay to the ship. The really important factor for higher efficiency for the system however is that at container transports there are no savings in handling inside companies, no simpler packing and no savings in stockings and locals of kind in gigantic scale emerging at transportation with the system according to below. Powerful building out of railway, coast- and canal shipping ought to be the result at the same time as heavy lorry traffic will diminish. 22

A 7. Low variable transportation costs by the system will make possible a variable fee for the transports that easily ought to finance all costs for the system 1 of 2 The exploiter during an introductory period will be able taking out a high variable fee per transport of say 30 SEK in driving up fee and 5 SEK per km and no other fee at all. For a transport of 10 km the cost will be 80 SEK (30 + 5 x 10). By car the transport as mentioned will cost 200 SEK. Instead of buying the transport from car with a driver the employer will chose to buy it at comprehensive environmental advantages from the system and as result will get a profit of 120 SEK. The exploiter, with a variable cost of only 0.50 SEK, then will be able using 79.50 SEK for financing of culvert, which easily ought to be enough for financing a comprehensive culvert net. The crucial point is if the customer will chose this much cheaper and environmentally better alternative, which we consider being a matter of course. Then money already are disposable making possible financing of the system. 23

A 7. Low variable transportation costs by the system will make possible a variable fee for the transports that easily ought to finance all costs for the system 2 of 2 In the long run our judgement is that the exploiter will chose a construction of fees with extremely low variable fees however covering variable transportation costs. A thinkable fee for a transport is 2 SEK in driving up fee plus 0.06 SEK per km. Head part of the costs then is taken out in the form of fixed for example yearly fees. Value of the system powerfully will increase at this combination tax as more transportation will be profitable for customers transferring to the system. At the same time environmental advantages further will increase. 24

A 8. Savings in other than transportation is much larger than in transportation Gross savings in transportation is many times higher for the goods transportation system than for which ever other system for transportation of goods and/or persons (inside the limitation described in point A 24 below). Furthermore, and probably surprising for the uninitiated, savings in other than transportation in our calculation stand for about four fifth of all economical advantages by the system. They thus totally dominate and dramatically will enhance value of the system and value of connecting. These gigantic savings in other than transportation is unique for the system, that is, they won’t appear for other systems for transportation of goods and/or persons (outside mentioned limitation) and depends firstly on largeness of the wagon that partly will permit transportation of almost all goods people will fence themselves with and in reality being object for light transportation of today and partly will permit direct connection to culvert of almost all users of transportation. These savings in other than transportation are especially important in commerce and industry. 25

A 9. Commerce will be rationalized in ground 1 of 4 Commerce will be rationalized in ground. - Shops will be unnecessary when goods can be sent directly from wholesalers to households. Probably this will be norm in daily goods. - Remaining shops will get most commodities delivered directly from producers, among others industrial companies. Commodities as result needn’t pass wholesalers. These shops furthermore will be rationalized when the wagon will roll next to the shelf for exposing. From there the goods can be lifted over to the shelf. Alternatively the wagon or its loading box in itself can constitute exhibition case. - Industry will be able sending commodities directly to households, by which both wholesale and retail sale links will be superfluous with yet larger savings as result. 26

A 9. Commerce will be rationalized in ground 2 of 4 Lower prices on commodities among others by falling off needs of commercial links will land up at buying households. Lowering of prices in our calculation normally will be larger than fees that households will pay for the transportation at a fee financing transportation costs to the customer in question including costs for connection of the customer and “part” of passing culvert and also a “normal” profit. So is the case for almost all households in blocks of flat and also for the totally dominating parts of the households in small houses. Connection of households powerfully will increase economical and environmental advantages of the system. In our calculation a small house thus on own economical merits among others by savings in commerce will motivate culvert of the smaller dimension on a distance of about 200 meters. Accordingly for example 10 households will motivate 2 km of culverts and 100 of 20 km. Economical life in built up areas will motivate a comprehensive nation wide culvert net for transports them in-between. In rural areas it will be placed next to roads where most working places and small houses in the latter areas are located. The nation wide net thus also ought to permit probably most among others households in rural areas being connected to culvert. 27

A 9. Commerce will be rationalized in ground 3 of 4 Södermalm is an island in inner city of Stockholm with 108 640 inhabitants. Streets on the island have a total length of 97.7 km (<1 meter/inhabitant). We assume that all streets are furnished with culverts. If 20 persons live in every house the houses are 5 432 (108 640/ 20; the exact number isn’t known, but this is high counted). A culvert distance of 15 metres per house will mean need of furthermore 81.5 km culverts (5 432 x 0.015) and a total length culvert of 179.2 km (97.7 + 81.5). Close to the island a couple of wholesalers of daily goods are located that also will be connected assumed offering daily goods also to households. At a cost of 7.2 million a km the investment costs in culverts will be 1 290 million SEK (179.2 x 7.2). Including costs for connections of 163 million SEK (5 432 x 0.030) total erection investments will sum up at 1 453 million SEK. This sum at 5 percent interest and 30 years annuity will amount a capital cost of 94.5 million SEK per year (1 453 x 0.06505). 28

A 9. Commerce will be rationalized in ground 4 of 4 In our calculation value added in retail trade in Sweden amount 43.1 billion SEK per year (the figure is uncertain) corresponding to 4 789 SEK per inhabitant and 7 979 SEK per household on mentioned island and year. Per week this corresponds to 92 and 153 SEK (4 789/52 and 7 979/52). The 65 204 households if buying daily goods by the system once a week at “high variable fee” of 80 SEK per transport will bring the exploiter an income of 271.2 million SEK (65 204 x 52 x 80). Solely buying of daily goods will bring the exploiter a net income after financing the culvert net of 176.7 million SEK per year (281.2 – 94.5). This surplus roughly estimated very easily ought to cover all remaining costs for this construction. 29

30 Terminal in small house Hole is made in outer wall in for example cellar Wagon 300 x 300 x 1 000 mm Sliding lid on inside of outer wall that automatically will open at passage of the wagon and immediately after that will close Alternative placing of terminal at street/road under locked lid (a box that the wagon will roll into and from) Calculated cost per terminal for small house 30 000 SEK Box for automatically collection and leaving of mail Culvert dimension inner measure 400 x 400 mm Outer wall Wagon

A 10. Savings in stockings will be enormous in among others industry 1 of 5 Stockings are much more expensive than people in common probably believe and of companies often are seen on as a necessary evil. According rule of thumb presented by Curt Nicolin, earlier managing director in ASEA (now A in ABB), yearly costs for stockings and directly related costs will sum up to about half worth of the stockings. In these costs are included many components. See these at point B 4 below. Stockings in Sweden have a calculated worth of about 700 billion SEK and as result will bring costs of about 350 billion SEK per year. A detail during successive refinement passing three engineering plants (for example punching a cover in one company that in next company is mounted in a motor and in a third company is placed in a vacuum cleaner) before it in a finished commodity via wholesaler is sold in a shop in our calculation (uncertainty by incomplete statistics) has a total time in stocking of 14 months before it attains customer, see mentioned point B 4 below. 31

A 10. Savings in stockings will be enormous in among others industry 2 of 5 The wagon can roll from placement next to working chair at end assembler in an industrial plant where the commodities are loaded in the wagon one after one after completion. After that the commodities often without, or with simple packing by pushing a button wholly automatically will be sent in the wagon directly to next company in the logistics chain. There, perhaps via waiting store, it will land next to working chair at the assembler on question. In such a case stockings of finished goods totally will disappear (except for the small quantity of goods already placed in the wagon just being loaded). The small packages of goods sent furthermore will make possible extraordinary small stockings of inset goods. Of different reasons goods today aren’t always moved to next production moment at optimal point of time. This seldom will be compensated at next production moment. Instead delays at different production moments often are added to each others. 32

A 10. Savings in stockings will be enormous in among others industry 3 of 5 Also stockings at work will diminish of the same reason. These thus also consist of ”stocking of finished goods” at one production moment and ”stocking of inset goods” at next. The commodities also in this case will be sent at appropriate small goods packages (according capital binding in stocking and more) precisely when the sender wants and will roll to the receiver directly or via waiting store on the factory from which it by pushing a button will be called in by the receiver. Extremely low variable transportation costs will mean that optimal quantity of goods transported at every single consignment dramatically will diminish. Today it’s profitable for a company with only one buyer of a commodity (comparably usual for subcontractors) building up stockings to the level that variable costs for stockings will be similar to variable costs for the transport (time will build up a quadratic function in costs for stockings). As variable transportation costs for the car is high this today will mean large stockings. With the system this variable cost will diminish dramatically, which will mean optimal transportation quantities at small goods packages. Loading room for the wagon therefore often ought to be large enough for optimal loading quantity. 33

A 10. Savings in stockings will be enormous in among others industry 4 of 5 Costs for stockings dramatically will diminish by the system. A halving in our calculation ought to be possible for a full scale construction of the system in Sweden directly connecting almost all working places and households. Only these savings in stockings and directly related costs, that is in “necessary evil”, as result are so gigantic that they alone ought to make possible financing of this full scale construction. 34

A 10. Savings in stockings will be enormous in among others industry 5 of 5 Furthermore a saving will emerge in stockings above Nicolin’s rule of thumb and not included in the above, that ought to diminish value on the stockings perhaps with a three digit number in billion SEK counted for the full scale system in Sweden. It will emerge as result of diminishing accumulated costs by the system for goods placed in stockings. A component that earlier had a cost of 100 SEK thus as result of savings in among others logistics by the system will have a value of for example only 50 SEK. As result among others capital binding in stockings and wastages will diminish and the “once for all income” described in point B 4 below will increase. 35

A 11. Savings in handling will be enormous among others in industry Handling dramatically will be simplified when a wagon according to above wholly automatically will park next to working chair for end assembler in a company and, after loading often without or with simple packing, wholly automatically will roll to placement next to working chair at receiving assembler either directly or via waiting store. Handling on a similar way will be possible executing by the wagon between different production moments inside a working place and also directly to customers, among others at commerce or to households. Conventional handling often is executed by manned lifting trucks lifting the goods and moving it. Many of these handlings as result totally will fall off or are replaced by wholly automatically. In a normal case today handlings among others are executed from lorry via loading ramp to stockings of inset goods, from there to production, between different production moments, into and out from packing into stockings of finished goods and via loading ramp to lorry. 36

A 12. Savings in packing will be enormous among others in industry Today packing will meet tough challenges. They aim at protecting transported goods from thrust, from wind and weather, from coldness and heat and from being easily accessible for unauthorized. For commodities to be sold in shops demand on packing furthermore is that it’s selling. Demand on all these points powerfully will diminish at transportation by the system. Many transports wholly will fall off and then also of cause needs of accompanied packing, for example when whole commercial links will be superfluous. Furthermore need of packing often totally will fall off at lenient, protected transportation via the system. In other cases, the majority, packing can be manufactured and applied much simpler than today. 37

A 13. Savings in locals will be enormous among others in industry Handling, packing and stocking often are the most space demanding functions in among others industry. Savings in locals therefore will be enormous. According handling the manual lifting truck today will need space before goods being handled in order having access to them, for backing and swinging and it needs broad gangways for the handling. The wagon in contrast will park on a small area next to the assembler and will follow bands on areas that at the same time are walking areas not needing larger width where the wagon rolls than 600 mm. It moves in exactly the same manner from time to time. Needs of local as seen above also will diminish in commerce among others by falling off commercial links and in transportation in the form among others of garage. Direct connection is ground for these savings in other than transportation and also is reason for much of net savings in transportation. The possibility of direct connection thus dramatically will increase worth of the system. 38

A 14. Possibilities of savings in air traffic will be large 1 of 3 The system can be used at handling of luggage between terminal building and the aeroplanes. However the most interesting use of the system in air traffic probably is another. Thus it will be considerably more comfortable and very cheap for an air traveller to send luggage directly from own dwelling (normally from cellar) to the destination via the goods transportation system and combination transport with railway or ship some days before the travelling day. Control that the luggage has arrived to the destination can be executed before travelling. At arriving for the passenger to destination the luggage already waits there. Many passengers will need commodities on the air travelling only for the travelling in itself, that is almost nothing. The passenger then will be spared from wearing of heavy suitcases. Costs for security controls at air terminals radically will diminish. Handling of luggage on airports also dramatically will diminish. 39

A 14. Possibilities of savings in air traffic will be large 2 of 3 Today these functions will bring large costs with large needs of personnel, transport bands, equipments for security control, trucks and wagons that at large parts ought to be possible saving. Large local areas will be saved of the same reasons. Fuel consumption for existing aeroplanes ought to diminish at lower total transporting weights. Existing aeroplanes perhaps sometimes can be rebuilt for loading more fuels aiming at flying on longer distances. Security on aeroplanes will increase as heavy hand luggage today often are placed on shelves close to roof where it at among others air pockets risks of falling down on passengers. 40

A 14. Possibilities of savings in air traffic will be large 3 of 3 Future aeroplanes can be constructed for lower luggage weight. “Useful loading” for one version of Boeing 737 with 189 seats thus is 20 tons of maximum starting weight of 79 tons. If passengers today will bring luggage of each 30 kg total weight for luggage is 5.7 tons. Perhaps it’s possible to manufacture aeroplanes lighter for the same number of passengers or more passengers for the same total transporting weight. Smaller and lighter aeroplanes for the same passenger number will diminish costs for manufacturing aeroplanes among others by lesser needs of raw materials. In our judgement air authorities, air port operators and airlines in different ways will support this development. Market for air transportation ought to increase as result firstly of shorter total time for flight passengers by simpler security controls and suitcase handling, secondly of the same reason lower starting and landing fees on airlines from air port operators and thirdly more effective using of the aeroplanes as luggage weights will diminish. 41

A 15. Savings in other than transportation is head explanation why total savings will be calculated 45 times as large as costs for the culvert net in county of Stockholm directly connecting almost all working places to each others Savings in other than car transportation according to our calculations as said constitutes for about 80 percent of all savings. As savings in transportation due to above is nine times as large as costs for described culvert net in county of Stockholm directly connecting almost all working places to each others, total savings for this construction roughly calculated ought to amount a 45 times higher sum than costs for the culvert net. Totally dominating part of the savings will land up at buyers of the transports. In our opinion therefore it’s far beyond border for what is reasonable that the project won’t be profitable in business economic terms. 42

A 16. Energy needs will diminish of many reasons 1 of 8 Energy needs powerfully will diminish of many reasons Transporting distances often will diminish as the system doesn’t need to transport round about ways via lorry centrals and commercial links and more. Needs of energy then will diminish corresponding. In the gigantic volume light transportation of goods transferred from car to a similar long transporting distance with the goods transportation system energy needs will be about one hundredth of the cars. So is the case by lower transported weight (often one twentieth), lower air resistance both by lower speed and lesser cross section and air swept area, lower velocity accelerating up to, fewer braking, electrical instead of fuel motor driving and so on. Also when more than one wagon demands for replacing a car energy needs at transportation will diminish. Energy needs will diminish also at transferring of heavy transportation from car to combination transportation between the system and railway and ships. Last mentioned transportation kinds thus are more energy efficient than the heavy lorry. Fever cars will diminish needs of among others steel and energy at manufacturing of the cars while energy needs for the wagon is small. 43

A 16. Energy needs will diminish of many reasons 2 of 8 Many handlings with accompanying energy needs totally will fall off when whole commercial links will fall off and when intermediate stockings will be superfluous at for example lorry centrals. Handling today often are executed by fuel or electric driven lifting trucks, often manned and heavy (sometimes furnished with counter weight that furthermore will increase weight) with strong, heavy motors for also managing of lifting the goods. This may be compared to the wagon that with very low own weight indoors only at low speed rolls on a plane surface at utterly low effect and energy needs. Lower needs of among others material for handling equipment also will diminish energy needs. Many packing with following energy needs wholly will disappear when whole commercial links will fall off and when intermediate stocking will be superfluous in for example lorry centrals. Majority of the packing ought to be simpler shaping. Diminishing material needs for packing will lower energy needs. Packing today thus consist of material demanding large energy amounts at production, among others paper and plastics. Also working with packing will demand energy which needs will diminish. 44

A 16. Energy needs will diminish of many reasons 3 of 8 The system as said will diminish needs of and in other cases simplify handling and packing and diminish needs of stockings. As handling, packing and stockings often are the most space demanding functions in among others industry, also needs of locals powerfully will diminish. Needs of locals also as mentioned powerfully will diminish in commerce among other by falling off needs of commercial links and in transportation among other by lesser needs of garages and service locals for cars. Heating of houses in Sweden stands for about 40 percent of total energy needs in society, of which a considerable part ought to be possible saving. In buildings also exist electrical pumps, fans and illumination which needs will diminish. Needs of new locals will diminish which will save building material, among others concrete, brick, wood, steel, plastics and more for which production today will demand large energy resources. The building process in itself with accompanying transportation also is energy demanding. To conclude the system will save large amounts of energy in locals and at building of them. 45

A 16. Energy needs will diminish of many reasons 4 of 8 Unique for the system is the small loss of heat emerging at passage of the wagon between culvert and locals. A shutter in the wall will be opened immediately before and closed immediately after passage of the little wagon with only limited change of air between the culvert and the locals. Today large amounts of cold air rushes into locals in connection with goods transportation when doors and gateways at cold weather are open for passages of commodities both at sending and receiving. Savings are yet somewhat larger in the many cases transportation will fall off for example when whole commercial links will be superfluous or when goods today will be placed in intermediately stockings on lorry centrals. Furthermore commodities arriving into locals from culvert at cold weather will have higher temperature than if they will come from a lorry platform and passively are warmed up when taken indoors. 46

A 16. Energy needs will diminish of many reasons 5 of 8 These savings of energy, both in unwanted ventilation and passively warming of goods, are possible furthermore to enhance (we realize that this may be seen as all too imaginative but it’s possible and probably profitable) if linings for electricity and distant heating are placed in the system culvert or in own culverts in the same piece of concrete as the system culvert also possible to reach from the street. The combined culverts then are constructed in such a way that heat transfer to the system culvert will be good. Waste heating from these linings today corresponds energy from two large nuclear reactors (12 TWh per year) in Sweden and in our survey calculation ought to be enough for keeping head part of the culvert net (with most traffic) at room temperature also during winter. Goods as result then most often will keep room temperature when arriving indoors. Service of the linings in question will be simplified. Savings of energy, many TWh per year, ought to arise both by diminishing volume rushing in of cold air in locals and as commodities are warmer and, if building together of culverts are applied, usually will hold room temperature when arriving indoors. This application however probably is most realistic to realize if state or commune is exploiter of the system. 47

A 16. Energy needs will diminish of many reasons 6 of 8 Common culverts where different linings will divide costs for the common ditch and restoring economically will permit erection of among others distant heating to customer groups earlier being unprofitable to connect. This may be valid among others for sparsely populated small house areas and groups of houses being on somewhat longer distance from existing net for distant heating. The system culvert connects into the houses which will simplify the common culverts. Digging of ditch and restoring constitutes a considerable part of calculated costs for the system culvert. New housing estates at low cost ought to be possible provide with system culvert where linings for electricity and distant heating are integrated. 48

A 16. Energy needs will diminish of many reasons 7 of 8 Also in air traffic energy needs will diminish by above mentioned possibility of sending luggage as combination transport between the system and railway or ships. 49

A 16. Energy needs will diminish of many reasons 8 of 8 Energy needs accordingly will diminish except for by saved car transportation and cars also of these other reasons. Many other effects by the system furthermore will diminish energy needs, see the in total about 340 items for savings and other advantages by the system in table 12 at “Rapport” on www.uvds.org (only in Swedish). Part of all these savings are valid for electricity. That is cause for our judgment that total needs of electricity in society also will diminish though the wagons are driven by electricity.www.uvds.org Demand of energy for the wagon thus is extremely low and as above mentioned will amount about one hundredth of the car at the totally dominating goods transportation with car one wagon can replace one car. Total need of electricity for mentioned full scale system in Sweden is calculated 0.6 TWh. Savings of energy except for those mentioned on first side under this heading emerges in other than car transportation and usually is unique for this system with its possibility of connecting almost all users of transportation. All mentioned savings of energy also will include economical savings. 50

A 17. Climate gases will diminish perhaps by 20 to 25 percent of today by the system 1 of 3 In our calculation car traffic on duty and privately ought to diminish by a third to a fourth by the system and, as affected cars are more fuel consuming than the average car (high proportion lorries), a bit more of car fuel consumption will fall off. Vehicle transportation stands for about 40 percent of climate gases in Sweden. Diminishing of climate gases as result ought to amount 12 to 15 percent by diminishing car transportation in the country. Among large areas of use for fossil fuels, motor fuels among others to the car in debate rightly has been consider as core of the problem according climate loading with emissions being seen on as most difficult to diminish. As the system roughly will bring similar advantages in other countries diminishing oil consumption of the same magnitude ought to be the case also there. Exception is developing countries which now however fast are building up such. Of total global oil consumption today, 72 percent is used for road traffic. Therefore this saving is important. 51

A 17. Climate gases will diminish perhaps by 20 to 25 percent of today by the system 2 of 3 Electricity and motor fuels as touched upon will be saved when lifting trucks will be replaced by the wagon at handling inside companies. Energy needs as to above will diminish and also climate gases by other reasons than by moving of goods: Lesser needs of handling, packing, stockings, locals roads and more will diminish climate gases. Needs of new locals will diminish. Lesser unwanted ventilation when doors are open at commodity passing and lesser passively warming up of commodities when taken indoors at cold weather. More efficient use of aeroplanes. Cheaper distant heating net if possibility of joint building of culverts between the goods transportation system, distant heating, electrical lining and more is utilized. This will make possible more connections to distant heating often resulting in lesser emissions of climate gases than alternatives for house heating of today. 52

A 17. Climate gases will diminish by the system perhaps by 20 to 25 percent of today 3 of 3 Many other points in the list of totally about 340 items in table 12 in “Report” will mean diminishing climate gases. At this background our judgment is that climate gases will diminish by net 20 to 25 percent by the goods transportation system. Society will be much more resource saving and, how strange it yet may sound for the uninformed, this will be combined with an increasing living standard for public. The system also will bring a better economy which ought to make possible concentration of much larger insets on the considerably smaller environmental problems remaining. In section B below is described how also personnel transportation by car by society ought to be possible reducing to a fraction of today made possible by the system. 53

A 18. The goods transportation system ought to motivate its costs only by environmental reasons 1 of 4 Besides economical reasons environmental reasons perhaps alone will motivate realizing of the goods transportation system for state or commune and maybe pedagogically most distinct. In ourselves we judge them being motives enough. According environmental motives if state or commune examines assumptions for investing in the system partly ought to be demanded that variable transportation costs will be enough low making possible for the system competing against car. If so will be the case transportation really will be transferred to the system where culvert is constructed. As to above we judge this good competitive strength for the system being obvious. 54

A 18. The goods transportation system ought to motivate its costs only by environmental reasons 2 of 4 Partly is demanded that a culvert net is possible to finance, but if environmental reasons alone will be able motivating the total sum of 50 billion SEK according to above being needed for connecting of almost all working places in county of Stockholm to each others the investment already is provided for. The system thus powerfully and genuine will diminish car traffic. Many car transportation wholly will disappear, among others between lorry centrals and to commercial links which due to above will be superfluous. At the great majority of all goods transportations one wagon will replace one car furthermore energy consumption due to above will diminish to calculated about one hundredth. Heavy lorry transportation will be transferred combination transports between the system and railway and ships also with big environmental advantages. Transportation will disappear from streets and roads which also will diminish among others risks for accidents, noise and dust. Light transportation today especially is concentrated in central parts of cities furnishing working places with goods. These at high part will fall off. 55

A 18. The goods transportation system ought to motivate its costs only by environmental reasons 3 of 4 As comparison the now current large passer by motor way project west of the city of Stockholm, West Link, will cost about 28 billion SEK, that is more than half of the full scale investment for the goods transportation system between almost all working places in county of Stockholm. This motor way principally aims at moving car traffic out from centre and in many cases will lengthen driving distances. Added to that without hesitation comprehensive incomes and covering contribution of fixed costs will emerge for the system that will finance at least part of investment costs. At the fee for example assumed above (30 SEK plus 5 SEK per km at choice of high variable fee) these savings in our calculation many times over will finance all costs for the system’s infrastructure investments. Added to that comes gigantic savings in other than transportation according to above, much larger than in traffic. 56

A 18. The goods transportation system ought to motivate its costs only by environmental reasons 4 of 4 If the low fee due to above is used, which is assumed, for example it will be possible for household making also small shopping profitable. Cheap commodities will be possible sending between households and to service and reparation. Prepared food, also in single portions, commercially can be sent from restaurants and licensed households still being warm at arriving at for example working places, care institutions and to other households. 57

58 A 19. The system will result in powerfully increased incomes for the households and, probably especially important for households, strongly diminishing costs 1 of 2 The system will result in powerfully increased incomes for households. Large parts of consumption for households consist of goods, for which prices dramatically will be lowered among others by cheaper logistics inside and between factories, falling off of often both wholesale and retail sale links and powerfully lowered costs in remaining retail units. - Of costs for a commodity cost for logistics normally stand for 30 to 50 percent, of which head part ought to be possible saving when the system is used. - Prices on goods further will diminish by falling off of other than logistics costs, for example for diminishing packing, stocking and locals in industry and trade and falling off of cashier’s service when whole commercial links will be superfluous. Halving of goods prices often ought to be the case.

59 A 19. The system will result in powerfully increased incomes for the households and, probably especially important for households, strongly diminishing costs 2 of 2 Costs for resident will diminish depending on powerfully lowered costs for building. Construction thus in much is a question of logistics. Firstly many of these costs will diminish or fall off at manufacturing of building components, secondly at transportation to working places for construction and thirdly as costs for comprehensive unplanned goods transportation connected to building mostly of very small quantities of goods, today very expensive, dramatically ought to diminish. Goods transportation with car at among others shopping of goods will diminish. About 80 percent of daily goods shopping as mentioned today in Sweden is by car. Many households as result will sell the car, supported by attitudes in society favouring such acting. Tax burden ought to be possible lowering at unchanged standard on public sector, see below. Poorness will diminish both by increasing incomes and, not least, by the fact that savings, above mentioned, at high degree are valid for the bare necessities for life or are unavoidable (taxes). Social effects as result will be comprehensive and positive

60 A 20. Many other important advantages will arise for households at connection to culvert 1 of 3 Except for buying of traditional commodities households as above mentioned also will be able buying prepared foods from near situated restaurants or especially licensed households that still is warm when arriving by the system to among others them. Many people’s eating habits as result considerably ought to be better. This possibility probably will be most important for elderly and handicapped households. We believe that households at probably good competitive strength will start companies in preparing such food. Starting costs will be very low as households already dispose own kitchens. We furthermore believe that households today having difficulties in getting work on regular working market will contribute to such prepared foods activities. Arising extra incomes for these households probably will have great social and regional worth. Households ought to have possibilities competing also in many other branches of business.

61 A 20. Many other important advantages will arise for households at connection to culvert 2 of 3 By the system households will be able of sending commodities to service and repair and receiving them after finished work. Dispatching and collecting of mail and similar will be possible executing at household’s own terminals. Especially equipped wagons rolling from house to house will be able executing this services if desirably many times per day at extremely low cost. The system can be used for refuse transportations from households at – if desired – advanced sorting at source and possibilities of good regaining. Households at extremely low costs can send goods in between. Social problems often has its origin in bad economy for affected households. By the system these ought to diminish. Except for lowered costs and comprehensive social and regional advantages use of the system will mean increased convenience for households.

62 A 20. Many other important advantages will arise for households at connection to culvert 3 of 3 Old people (also in built up areas) will have possibility living longer in their dwellings as both providing of prepared warm food and other providing at high quality can be supplied by the system. They will be independent among others on nearness to shop. Their needs of care as result will diminish (part of work for home help is valid for supplying the households with food and other necessities). Handling incidents and working injuries ought to diminish as goods handling today often will mean heavy lifting, which in great part will fall off by the system. Traffic incidents will diminish caused by diminishing car traffic. Traffic queues will diminish by the system. Living on long distances from among others shops, also on distances being valid inside built up areas, will be simplified, which will gain such living. The system will mean that almost all people’s desire of a much better own economy considerably ought to be possible satisfying (at least many people today strive in that direction).

63 A 21. Norms for social assistance, if desirably, will diminish without diminishing consumption level for the households in question As poor people’s consumption and other expenditures at high degree consist of components for which costs thus powerfully will be lowered by the system norms for social assistance in principle, if desirably, powerfully ought to be possible to lower without lowered consumption level for the households in question. Many households today being close to or below norms for social assistance without taking out social assistance furthermore often ought to land up considerably above standard that norm for social assistance will permit. We believe that much fewer person than today will be in need, combined with a better balance in incomes related to persons working. Society as result will be apprehended as more just than today, possibly resulting in lesser crime.

A 22. State and commune at realizing of the system will get rid of one third to one fourth of car traffic and at the same time will get dramatically enhanced own economy 1 of 3 At realizing of the system in an area the state and commune in question will be great winner. Firstly state and commune will gain in powerfully increasing tax incomes at unchanged tax burden and unchanged employment by dramatically increasing incomes in society. 64

A 22. State and commune at realizing of the system will get rid of one third to one fourth of car traffic and at the same time will get dramatically enhanced own economy 2 of 3 Secondly costs for state and commune will be lowered: - A. Own goods transportation for state and communes will be cheaper. - B. Public consumption and investment at large part consist of goods which will be cheaper buying by powerfully rationalizing of logistics and other functions inside and between industry companies, falling off commercial links and powerfully rationalizing of remaining commerce and more. Prices of goods probably often will be halved. - C. Needs of public services will be lower in traffic policy, environment protection, regional policy, care and more. Social costs for state and communes also will diminish among others as costs for goods much cheaper than today will be possible sending to single households. - D. Norms for social assistance in principle will be possible diminishing without lowering of economic standard for affected households, which also, if desirably, will diminish needs of insets from state and communes. 65

A 22. State and commune at realizing of the system will get rid of one third to one fourth of car traffic and at the same time will get dramatically enhanced own economy 3 of 3 In total these increasing incomes and diminishing costs for state and commune will amount a large number of hundredth billion SEK per year for a full scale system in Sweden. Improvement of economy for state and commune thus is valid for close to astronomical sums. If state or commune is exploiter a business economical surplus will emerge that, if desirable, will be very large as room for that exist. Effects by the system will mean that state and commune will get exceedingly high incomes at the same time as car traffic for a full scale system in Sweden will diminish probably by one third to one fourth and climate gases probably by 20 to 25 percent. Also other important environmental problems will diminish. Society as result ought to be utterly anxious of as many customers as possible being connected to culvert. 66

A 23. The system may be next to all too good We are aware of the fact that description of the system above may seem all too good to be true, but it all rests on officially accessible statistical data and assumptions that ought to be possible for you to judge and that we consider realistic. Please don’t let the enormous advantages by the system be its enemy in your evaluation of it. We are sure that public enormously will adore you if you have the courage of engaging in it. 67

A 24. The wagon is big enough for executing almost all light transportation of goods and small enough for permitting more or less complete connection of customers to culvert bringing gigantic advantages 1 of 4 Unique with the goods transportation system foremost is choice of wagon largeness. Our judgment is that an interval for wagon largeness exists, the delimitation of the goods transportation system, where the wagon on one side is large enough for transporting almost all commodities people will fence themselves with. At chosen wagon largeness probably more than 95 percent of all light transportation by car (including households) according weight will be possible executing in only one wagon. 68

A 24. The wagon is big enough for executing almost all light transportation of goods and small enough for permitting more or less complete connection of customers to culvert bringing gigantic advantages 2 of 4 On the other side the wagon is small enough for permitting such a small culvert that it at own economic merits will permit connecting to culvert of almost all users of transportation into the houses (will be possible both by small dimensions and that the small dimensions will permit cheap digging down in streets of culverts instead of expensive digging of tunnels at large depth). Direct connecting to culvert of most users of transportation a large time over will increase incomes by the system. Furthermore the wagon is small enough for rolling indoors on existing gangways at the same time as girders will hold. The wagon has possibility of rolling indoors also as it will dock to a battery furnished aggregate, follows bands and rolls on rubber wheels. Wagon and infrastructure furthermore without important disadvantages ought to be possible giving smaller dimensions for needs of transportation for households in small houses. 69

A 24. The wagon is big enough for executing almost all light transportation of goods and small enough for permitting more or less complete connection of customers to culvert bringing gigantic advantages 3 of 4 The comparably large loading capacity, one single wagon as mentioned according weight in number counted will have possibility of executing calculated 95 percent of light goods transportation in car of today, furthermore will mean that that pressure on the culvert net in number of wagons ought to be possible handling. Alternative culverts with high traffic capacity for the wagon usually exist and especially where traffic charge is high. We judge total transporting distance for the system being about the same as for car today including personnel transports. Direct connection of customers into the houses among others will mean that connecting transports aren’t needed. The enormous savings occurring, powerfully will contribute to arising of this interval for wagon largeness where culverts connecting more or less all users of transportation economically will be possible to construct. 70

A 24. The wagon is big enough for executing almost all light transportation of goods and small enough for permitting more or less complete connection of customers to culvert bringing gigantic advantages 4 of 4 We judge that chosen loading capacity for the goods transportation system, 250 respectively 70 litres are feasible capacities in this interval. Largeness of the wagon also will make possible enormous ”extra” environmental gaining in the form of diminishing total transported weights compared to car transportation as well as to other systems for goods transportation based on wagons so big that people can be transported in them. Transported weight will diminish far from as much for systems for personnel transportation as for the system in question. Wagon largeness is central for arising savings. Changed largeness for a wagon in parenthesis mentioned in this connection isn’t a valid criteria for patent protection as it lies all too close. 71

A 25. A prototype construction ought to be comparably cheap A prototype construction will be possible basing only on known technique. No expensive materials are needed. Development works ought to be in the connection cheap. We believe a prototype showing function of the system will be built up at a cost of about 200 million SEK (about 30 million dollars). A demonstration construction between two companies at a distance in between of 10 km we believe will be possible to build at an added cost of 150 to 200 million SEK. In advance ought to be possible identifying customers having high goods transportation between each others that will have large advantages at connecting to culverts. Only a comparably small construction ought to be needed for getting a business economic profit. 72

A 26. Dynamical effects probably powerfully will gain the prototype construction 1 of 2 Dynamical effects reasonably will be usual for the prototype construction by the enormous advantages transportation by the system will offer. An assumption for this is favourable fees for buyers of the transports for which plenty of room ought to be disposable as variable transportation costs only will be 0.05 SEK per km. Connected companies, organizations and households of economic reasons will choose deliverers that are connected instead of such that aren’t. Connected companies will be competitive at deliveries of components or products that are new for them to other connected companies. Wholesaler and retailers connected will increase their assortments to new groups of commodities. A deliverer being connected at deliveries to customers being connected thus will have very big competition advantages in relation to competitors that aren’t. 73

A 26. Dynamical effects probably powerfully will gain the prototype construction 2 of 2 Not connected companies with customers or deliverers being connected in many cases will move to houses already being connected or easily will be possible to connect. Companies with diminishing own competitive strength against connected competitors, and therefore being anxious of own connection in many cases will convey desires of wholly or partly by own economic resources hurrying up building of culvert making possible own connection to the prototype construction. This in our opinion considerably will hurry up building up of the system. All these dynamic effects will contribute to increasing utilization and as result increasing profitability for the system. Houses that are connected of these reasons will be more attractive and rise in prices. This will contribute to high degree of connection and fast building up of the culvert net. 74

A 27. The system is technical possible to realize According to unanimous judgment the system technically is possible to realize in the frame of known technique. 75

A 28. Reality looks like that worth of the goods transportation system enormously is played into hands Reality looks like that worth of the goods transportation system in many different ways enormously is played into hands. It’s an enormous sensation that this tremendous possibility, up till now not utilized, at next to full certainty is possible to realize. The difficulty telling public that this possibility exist in our judgement is the most important reason why decision makers in Sweden acceptably haven’t managed to handle the question. 76

A 29. The goods transportation system is a totally superior investment compared to continued building up of the mostly car based transporting system of today as well as to all known automatic systems for transportation of goods and/or persons The goods transportation system, inside the limitation for wagon largeness defined above, from point of view of the public is a totally superior investment compared to all alternatives. In sharp contrast to the goods transportation system all other investments in traffic, among others in continued building up of the mainly car based transporting system of today will demand heavy subventions. This is also valid for system based on large wagons with loading room at the lorry as a pattern or having possibilities also transporting people. Realization of a system based on last mentioned wagons to full covering, if at all economical possible without firs realizing of the goods transportation system, will take a very long time. These thus can’t individually connect more or less all customers which drastically will diminish savings compared to the goods transportation system in question. 77

A 30. Presumptuous running a project of this kind 1 of 2 Of cause we realize that it may be apprehended as presumptuous of us private persons running a project with these enormous proportions. Original idea for the project however was based on the insight that transportation on duty in light lorries has gigantic volume and is valid for small loadings. Loading capacity for the system wagon then was chosen for making possible in most cases loading of real weights (and hopefully volumes) in only one wagon. The logical result of this technical concept is extremely low variable transportation costs and as result crushing good competitive strength against car. 78

A 30. Presumptuous running a project of this kind 2 of 2 At origin the project was limited to investigating the assumptions for the system at transportation by light lorries between especially traffic intensive companies inside single cities. The project however pretty fast grow when the insight gradually entered that worth of the project increased at a larger concept as light transportation in personnel cars on duty has gigantic extent and also can be transferred to the system, that combination transports with among others railway and ships will be possible and that households will be possible connecting financed among others by falling off needs of whole commercial links and as built up areas economically defendable will be possible connecting to each others with a culvert net linking them together and more. Project group for realizing the goods transportation system Per Lidén www.uvds.org perl@uvds.org 79

Section B Why a goods transportation system of this kind earlier in history hasn’t been realized, comparisons with other systems for transportation of goods and/or persons and that bearing arguments on the question is missing and more 80

B 1. Reason why a system of this kind hasn’t been realized earlier in history in our judgment is existence of especially ”unfortunate” circumstances 1 of 12 Probably it’s interesting to take part of some thoughts on which the reasons may be why a goods transportation system at earlier described delimitation hasn’t been realized earlier in history. A possible way considering the goods transportation system is as the “forgotten” important innovation. Net advantages are gigantic for almost all people and all society. As technique is simple a system of this kind inside above mentioned delimitation in some variant long ago ought to have been realized. 81

B 1. Reason why a system of this kind hasn’t been realized earlier in history in our judgment is existence of especially ”unfortunate” circumstances 2 of 12 Our judgment is that a system of this kind according technique and market was ripe realizing some time during first half of twentieth century, closer determined perhaps in the period 1910 to 1930. Reason why realization then didn’t happen we believe is result of especially “unfortunate” circumstances. The determining factor explaining why a system of this kind never got current during this time in our judgment was that actors that public foremost could wait and at the same time having presumptions realizing a project in the area lacked interest of that. Therefore the area never was investigated seriously. 82

B 1. Reason why a system of this kind hasn’t been realized earlier in history in our judgment is existence of especially ”unfortunate” circumstances 3 of 12 Ground reason for this in our judgment is shortages in building up of patent institution. If the constructors of this system had realized consequences in this extremely important case, and this single case ought to be enough, they probably had tried to find another construction. Ground idea thus lack possibilities of getting an acceptable patent protection. This depends on the fact that the idea won’t fulfil either of both unconditional formal criterions for patent on newness and height of the innovation idea (both brace and belt for that). 83

B 1. Reason why a system of this kind hasn’t been realized earlier in history in our judgment is existence of especially ”unfortunate” circumstances 4 of 12 It is so in spite of the fact that the system will bring the highest form of change innovations will do, open up new possibilities. The aeroplane for example made possible flying. The system in question for example at a broad scale will make stockings of finished goods unnecessary and make possible sending of prepared food also in single portions on a broad scale to different customers being warm at arriving. If patent rules also had incorporated a passage based on this the system already since long had been realized. 84

B 1. Reason why a system of this kind hasn’t been realized earlier in history in our judgment is existence of especially ”unfortunate” circumstances 5 of 12 Of this reason actors perhaps being those that people in common will wait of running a project of this kind, car- and other logistics industry however haven’t only avoided that. It’s furthermore reasonably waiting that these industries are strong antagonists to a realization as market for their existing products thus would give up steam to almost nothing at all at the same time as no protection would be accessible in the new area. Exhilaration around the car at this time during the first decades after its coming into being was very great. Then people didn’t realize coming disadvantages among others for environment at the same time as wages for amount others drivers still were low. 85

B 1. Reason why a system of this kind hasn’t been realized earlier in history in our judgment is existence of especially ”unfortunate” circumstances 6 of 12 Society at this time still at high degree also was directed on self housekeeping and according light goods transportation was obliged to use horse transports, why it was suited for a very limited volume of light transportation. Furthermore our experience is that the idea isn’t so easy to generate as it may seem to be. Systems for transportation of goods being presented reasonably are proposed by experts in the area. All these systems, without exception as far as we have found, are based on loading boxes outside the interesting interval for loading capacity due to above. The loading box either is much larger or much smaller. 86

B 1. Reason why a system of this kind hasn’t been realized earlier in history in our judgment is existence of especially ”unfortunate” circumstances 7 of 12 Public organizations in closest area touching upon as railway, post, telephone and collective transportation furthermore won’t invent in an area lying as much far from these organizations core area as here is the case. Most of them also at that time had small development resources. Isn’t it known that something is to find, you furthermore won’t search and perhaps especially not if you are a public organization. Neither private persons usually will invent in an area like this where chances for patent protection are miserable. In parenthesis this means that we in our project group lack own exploiting interest in a system in the area. In its turn this perhaps will mean that our project will be quite unique. Interest furthermore always have been concentrated at heavy goods transportation as they comprises the dominating part of transport working counted in tonkm and perhaps as they are more spectacular. 87

B 1. Reason why a system of this kind hasn’t been realized earlier in history in our judgment is existence of especially ”unfortunate” circumstances 8 of 12 The circumstance that collective personnel transportation reasonably can’t attain a business economical surplus, perhaps have made many judge totally wrong assuming that the same ought to be valid also for goods transportation. They haven’t perceived the enormous amount of driving goods on duty that at transference to other forms of transports ought to be possible using for paying these. Problems of psychological character acting for a system of this kind unfortunately exist that totally lack connection to the question if the system is worth of realizing or not. So is the case in our univocal experience from a large number of contacts. We believe that this hindrance for realizing of the system has existed for long, say all from about 1940:th. The problem, as we judge the situation, emerges from the circumstance that close to astronomical net advantages by the system, almost all too good to be true, but are that, are combined with the fact that ground idea may seem so simple finding out that a child ought to have possibility of generating it. 88

B 1. Reason why a system of this kind hasn’t been realized earlier in history in our judgment is existence of especially ”unfortunate” circumstances 9 of 12 This hindrance in our judgment has been the totally determining for the goods transportation system in question and not least at actors that have an explicit responsibility of acting for an idea of this kind. The idea, where foremost choice of the right largeness of the wagon is critical, as above mentioned perhaps isn’t especially easy to generate. Inversely the psychological problems may have been a barrier that have prevented actors from choosing the right interval for largeness. 89

B 1. Reason why a system of this kind hasn’t been realized earlier in history in our judgment is existence of especially ”unfortunate” circumstances 10 of 12 Based on a large number of contacts we have good reasons believing that this psychological barrier is cause why universities haven’t engaged in examining the area. Our contacts with most university institutions in logistics area in Sweden where we have been very open on advantages by the system indicates this. In many countries also bad patent possibilities have contributed to universities relinquishing from devoting on the area as patent may give them and the scientists incomes. 90

B 1. Reason why a system of this kind hasn’t been realized earlier in history in our judgment is existence of especially ”unfortunate” circumstances 11 of 12 The initially determining hindrance for realizing of the system, the fact that the system of formal reasons won’t be possible furnishing with an acceptable immaterial protection, as touched upon probably was exchanged already at middle of twentieth century with the psychological hindrance. The circumstance that the determining hindrance for realization has changed will mean a more complex picture than usually being the case, that is when the hindrance is more static. This probably has confused some actors. To end with the interesting interval for largeness of the wagon according to above wasn’t defined, that is with the wagon chosen large enough for containing most commodities in reality being transported but enough small for permitting more or less complete connection to culvert of customers. Therefore they grouped about in the dark. 91

B 1. Reason why a system of this kind hasn’t been realized earlier in history in our judgment is existence of especially ”unfortunate” circumstances 12 of 12 Spontaneously actors thus seem to have chosen wagon largeness with loading capacity of the lorry as approximately pattern and/or that infrastructure ought to be possible using for both personnel and goods transportation. According goods interest thus has been concentrated on heavy transportation and idea generators haven’t thought on the gigantic advantages arising by transferring of the gigantic volume light transportation and, most important, the enormous advantages arising if more or less common connection to culvert will be possible. Alternatively they have chosen systems with very small loading capacity, for example tube post. We judge these explanations why a system of this kind isn’t realized as being much more probable than, as we see it, the reasonable only alternative explanation, that such a system isn’t worth or realizing. 92

B 2. Compared to systems for goods transportation based on large wagons economic advantages probably will be more than hundred times higher 1 of 8 Other known systems for transportation of goods as touched upon partly are built up on loading boxes with very small loading capacity for letters and similar, among others tube post. These systems can only load small parts of all commodities and as result hardly will be considered as an real alternative to the system in question. They aren’t general transportation systems. Partly they are built up with large loading capacity with loading room in lorry as an approximately model or for loading also persons. The last mentioned as we see it are unsuitable at executing light transportation of goods as they need stations to and from connecting transportation are demanded. In outline for construction of such a system in suburbs of Stockholm due to SIKA (see point B 4 below) average distance between stations thus is 4 km. 93

B 2. Compared to systems for goods transportation based on large wagons economic advantages probably will be more than hundred times higher 2 of 8 Connecting transportation reasonably will be executed by car and in each often will constitute at least four loading moments and two stockings. At using of these systems based on large wagons three transportations thus are demanded for replacing what today is a short from-door-to-door-transportation with car (light transportation thus as mentioned are short). We believe that such a system will have difficulties competing with the car, as transportation will be all to complicated and expensive. Also if transportation will be executed in such a system, for example by decree, we in every case judge savings being small. Probably in addition they will be negative as infrastructure will bring large costs. Extra investments are demanded for a system of this kind except for personnel transportation executing also goods transportation. When it comes into it we don’t believe that these extra investments will be done. 94

B 2. Compared to systems for goods transportation based on large wagons economic advantages probably will be more than hundred times higher 3 of 8 If they however will be realized and if competition is permitted to work these large systems as result according goods transportation primarily will be directed on executing long goods transportation today most often executed by heavy lorry. Long transportation will demand building up of a nation wide infrastructure. Such a system also, and perhaps primarily, will compete with railway, which work under similar conditions with needs of connecting transportation. It thus as said will leave the economically most important light transportation to that point. Heavy goods transportation by car as mentioned only stands for calculated one third of the distance and total costs of light transportation on duty. 95

B 2. Compared to systems for goods transportation based on large wagons economic advantages probably will be more than hundred times higher 4 of 8 The goods transportation system in contrast to this partly will effect light goods transportation. Partly by combination transportation with among others railway and ships, it also will contribute to disappearance from roads of head part of heavy lorry transportation. In transportation as result firstly potential for savings counted in kilometres and costs perhaps is four times as high as for system based on large wagons. Secondly system transportation will include larger part of total movements between sender and receiver. The few metres moving of the goods between production via packing and stocking into the lorry today is very costly among others caused by comprehensive building up of stockings. These costs will arise also for system based on large wagons where connecting car transports as norm also are needed. At system transportation these costs often more or less entirely will fall off. The wagon thus will roll directly from placement close to working chair for end assemblers in one company to placement close to the assembler in question at receiving company. 96

B 2. Compared to systems for goods transportation based on large wagons economic advantages probably will be more than hundred times higher 5 of 8 Thirdly gigantic savings in other than transportation will emerge constituting for about 80 percent of all savings by the goods transportation system. These savings wholly lack correspondence for systems based on large wagons. Total savings at goods transportation as result probably will be in the order long more than tenfold higher for the system in question than for systems based on large wagons. At the same time infrastructure costs for the goods transportation system by choice of wagon largeness probably will cost in the order only one tenth compared to systems based on large wagons in spite of a much more finemeshed transporting net. 97

B 2. Compared to systems for goods transportation based on large wagons economic advantages probably will be more than hundred times higher 6 of 8 Concluded savings in goods transportation and other costs probably will be in the order far more than tenfold higher than for these systems based on large wagons. At the same time costs for infrastructure will be in the order one tenth. Economic result at goods transportation thus will be in the magnitude more than hundred times better than for systems for goods transportation based on large wagons. Savings in personnel transportation for system based on large wagons furthermore hardly will cover own costs for the system, which above mentioned report from SIKA ought to show. 98

B 2. Compared to systems for goods transportation based on large wagons economic advantages probably will be more than hundred times higher 7 of 8 Saved drivers on duty transporting people thus mainly consist of a relatively small number of bus and taxi drivers and, on trains, engine drivers. Savings will be comparably small. Savings of time for passengers furthermore often will be comparably small as the transports yet will be executed and in every case will take time. If such savings however will occur they furthermore at totally dominating part will be valid for economically low valued free time. The relatively few passengers during working time travelling collectively furthermore can’t be obliged to pay higher fees than other passengers why they extra can’t contribute to covering of costs for an exploiter. 99

B 2. Compared to systems for goods transportation based on large wagons economic advantages probably will be more than hundred times higher 8 of 8 Forcing goods transportation into a common infrastructure for personnel and goods transportation at this background is a more inferior solution not least economically than constructing two separate infrastructures, one for personnel and one for goods transportation. This ought to be more obvious described in ”Report” on home side www.uvds.org. www.uvds.org Sharing costs for the infrastructure then very little will help. Such a system reasonably will demand comprehensive subventions. 100

B 3. No hindrances ought to have the dignity that the goods transportation system won’t be interesting to realize 1 of 10 As bearing arguments against the goods transportation system we have identified the following thinkable factors – and our short comments why they don’t hold: 1. The system is impossible or very difficult technically to realize: The system due to unanimous judgment is possible to realize in frame of known technology. Immediate realization in technical respects therefore ought to be a minor problem 2. The system will bring traffic jam difficult to master: The spontaneous volume of traffic counted in total driving distance in our calculation, however uncertain, will be about fivefold the car transports that will be falling off by the system. This volume of traffic is similar as all car transportation of today, including personnel transportation. (2 continuing) 101

B 3. No hindrances ought to have the dignity that the goods transportation system won’t be interesting to realize 2 of 10 (2 continuing) Traffic capacity in a crossing counted in number of vehicles by the system of many reasons will be much higher than crossings for cars. Furthermore traffic spontaneously will be distributed more even on 24 hours of the day and on seven days of the week. Car traffic of today has peaks mornings and evenings during weekdays (mostly personnel transports) that won’t have any counterpart for the system. Furthermore it will be possible by charges to steer traffic to suitable times and also total traffic volume to a suitable level. By instruction from the steering system it also will be possible rounding congested areas. The relatively seen most profitable transports to transfer, also bringing small pressure on the culvert system; short transports with small amounts of goods namely, if necessary, ought to be possible giving room by progressively rising variable charges on long distances. Such a construction of charging gives priority to mentioned combination transports between railway and the system. 102

B 3. No hindrances ought to have the dignity that the goods transportation system won’t be interesting to realize 3 of 10 3. The system won’t be competitive against other transporting alternatives as result of high variable transporting costs: Won’t be the case in our calculation. As variable costs for the wagon only will amount calculated one four hundredth of the car on duty manufacturing costs for the wagon thus can increase 400-fold from our calculated sum before competitive strength will be inadequate good [as said in reality much more if all savings in variable costs by the system are considered (among others in handling, packing, stockings and locals)]. So is the case in the gigantic volume transportation one wagon can replace one car on duty. Added to that gigantic savings in other than transportation furthermore will encourage competitive strength for the system. For this to happen, that is for the small simple wagon costing in manufacturing as much as a personnel car in outmost luxury class lies far beyond limit for what can be reasonable. On the contrary variable transportation costs for the wagon will be extremely low why this factor is of mayor importance in favour of the system. 103

B 3. No hindrances ought to have the dignity that the goods transportation system won’t be interesting to realize 4 of 10 4. Connections to the system will be too few as result of bad profitability for customers and exploiter: Won’t be the case in our calculation. Savings naturally will accrue to senders and receivers of goods. Only own savings directly depending on connection for the weakest customer group, households in small houses in built-up areas, will be large enough for them of usually very easily being connected to culverts (in fact often also in sparsely populated areas), Each such household in Sweden in its own economic merits thus will motivate 210 yards culverts of the smaller dimension (only comprises the 42 items savings of type A being possible individually to calculate, see above). Companies, organizations and blocks of flats of cause will motivate longer culvert distances. Savings occurring will make possible large profits for customers to the system as well as its exploiter. 104

B 3. No hindrances ought to have the dignity that the goods transportation system won’t be interesting to realize 5 of 10 5. The culvert net will be too expensive to build among others because of existing linings below streets and pavements: Building up of the culvert system by shallow placement and small dimensions in much resembles erection of way drums and ought to be comparably cheap. Savings by the system are so great that costs for the culverts may rise a large number of times over without the calculation being negative. Furthermore often it’ll be possible to complement the system culvert with one or a couple of extra culverts also possible to open from the street with linings for electricity, water, gas, distant heating and so on. The combined culverts at small extra costs can be built in factory in the same piece of reinforced concrete. Waste heating from among others electricity linings and distant heating will keep large parts of the culvert net at room temperature during winter also in cold climates and also keeping the culverts dry from condense. Large amounts of energy will be saved as commodities needn’t passively be warmed up when they arrive indoors from the platform after lorry transport. In our judgment combined culverts of this kind often will be extraordinary profitability and cause other advantages, why they often will be used. 105

B 3. No hindrances ought to have the dignity that the goods transportation system won’t be interesting to realize 6 of 10 6. Total economy of the system will be inadequate also in the most profitable application: Savings and accompanying other positive pure economic effects by the system in our calculation/judgment about 45 times over will cover total costs for the comprehensive culvert system described for Stockholm county in section A above. Added to that no economical advantages; environmental, social, regional and what I’ll mention peace promoting and catastrophe preserving advantages by the system will motivate total costs for the system also them probably many times over. In total our judgment therefore is that overall advantages by the system will motivates its costs far more than 45 times over for the application in Stockholm county. For the most profitable application profitability ought to be furthermore higher. 106

B 3. No hindrances ought to have the dignity that the goods transportation system won’t be interesting to realize 7 of 10 7. The system will use too much energy: On the contrary savings of energy will be huge. Large amounts of car fuel will be saved. Large amounts of energy also are saved by lesser needs of cars, handling, packing, locals and more. Energy needs for the system (electricity) only will be a small fraction of these savings. As result of lesser needs of locals and tradition handlings probably total needs also of electrical energy powerfully will diminish in spite of the fact that the wagons are driven by electricity. 8. The system will bring disadvantages of environmental, regional or social character: On the contrary advantages of these kinds will be enormous. 9. The system will bring security problems for people and goods that are unacceptable and worse than for the alternatives of today and thinkable in the future: For a transport being possible to carry through by the system the receiver in principle always in advance have to accept it (for sending larger than letters). (9 continuing) 107

B 3. No hindrances ought to have the dignity that the goods transportation system won’t be interesting to realize 8 of 10 (9 continuing) Furthermore a customer any time can demand of the exploiter replacing the own address by a code that only the customer can leave to different consignors. These proceedings will solve many thinkable problems. Remaining problems ought to be much smaller than corresponding for car of today. Among others traffic accidents with car will diminish by diminishing car traffic. Traffic accidents with personnel damages at transportation in the culverts will be non existent. Accidents with damaged goods and wagons furthermore ought to be very few in the culvert system. If for example fire will emerge in a wagon rolling in the culvert system it often ought to be possible to limit the fire to just the wagon in question by among others the steering system in the wagon exhorting the wagon behind to stop and itself stopping a short distance further. Curtains will be possible sinking down before and after the wagon and thus choking the fire. 108

B 3. No hindrances ought to have the dignity that the goods transportation system won’t be interesting to realize 9 of 10 10. The system will open for steeling and vandalizing more than by alternatives of today and thinkable in the future: The culverts will be much more difficult to attain for steeling than for example the car. Furthermore the culvert will be furnished with stretch codes that the wagon intermittently is reading off and continuously is sending to a central computer. If a wagon is stolen from the culvert, it will be recognized in real time and where it happened. 11. Starting up of the system will be too expensive up to self financing business economic volume or other problems will prevent the system from being possible to finance: In our calculation only needed is a comparably small prototype construction for attaining profitability also including costs for development work. In our calculations it furthermore ought to be possible profitable starting the system inside one comparably large single working place. 109

B 3. No hindrances ought to have the dignity that the goods transportation system won’t be interesting to realize 10 of 10 12. The system will need heavy subventions: Instead profitability will be extremely good. Savings will emerge at sender and receiver of goods, why paying for the exploiter’s costs and profit won’t be a problem. 13. The system will bring other serious problems in dignity of the above mentioned: In our opinion no such problems exist. Do you recognize any? The conclusion of this in our opinion is that it’s excluded that any person will identify any bearing arguments against the system. 110

B 4. Yearly costs for stockings according to rule of thumb will amount about 50 percent of worth of the stockings 1 of 6 As mentioned in point A 10 above stockings are much more costly than people as a rule believe and of companies often are seen as a necessary evil. Goods today at an engineering company according to officially accessible statistics and our calculation (uncertainty due to uncompleted data) will spend 114 days in stockings, of which 23 days as stockings of inset goods, 51 days as stockings during processing and 40 days as stockings of finished goods. A commodity in average passing three production links (industrial working places), wholesale and retail sale links before it will attain end customer today will spend 14 months in stockings (3 x 114 + 48 days in wholesale link and 34 days at retail sale link = 424 days). If the manufacturing steps are five the time will amount 21 months. 111

B 4. Yearly costs for stockings according to rule of thumb will amount about 50 percent of worth of the stockings 2 of 6 Costs for stockings will diminish by the system in the form of lesser capital binding in stockings, lesser needs of stockings equipment, locals and to some extent handlings equipment and lesser handling including unplanned and unintended but often necessary extra handling. Working with stockings inventories and other calculation of stocking’s volume and sorting and more will diminish. Unsaleable and wastage will diminish. An important saving will emerge as the great inertia at change of production powerfully will diminish. Today large costs thus will emerge for companies by lacking adaptability in the form of rejecting and selling of products sometimes already at finished production being unmodern by technical and fashion reasons and therefore have to be sold at reduced prices. The system will cut the most problematical time in these respects, the time of this being most remote in the future. If time in stockings can be shortened by for example 50 percent, which often ought to be the case, perhaps 75 percent of these problem will fall off. 112

B 4. Yearly costs for stockings according to rule of thumb will amount about 50 percent of worth of the stockings 3 of 6 Another reason for increasing adaptability, beyond rule of thumb for Nicolin, is that companies by the system selling commodities directly to households in real time will get information on when demand on a commodity will change, exactly in time when it happens. Also when the system is used in other above described ways they usually will get information on change in demand faster than today. Companies in our judgement strongly will appreciate the increasing adaptability both shorter time in stockings and immediate or faster information on change in demand will make possible, also of great economical value. By shorter time from raw material to finished products goods will be technical more modern when arriving to customer of interest for example in electronic industry with fast technical changes. Furthermore fewer perishable goods need to be thrown away of the reason they will be too old. Here also exist a winning for among others households as remaining tenability will be longer at deliveries by the system. 113

B 4. Yearly costs for stockings according to rule of thumb will amount about 50 percent of worth of the stockings 4 of 6 An “once for all income” will emerge at diminishing of stockings, that will give a direct positive cash flow without any corresponding costs (in Nicolin’s rule of thumb it’s divided between a couple of year we don’t know of, but perhaps being ten years). This once for all income (of perhaps 350 billion SEK for the full scale system in Sweden due to point A 10 above) will make possible a diminishing of own and/or loaned capital, which in its turn will give companies room for expansion. Also diminishing needs of locals, handling equipment and more by diminishing stockings will contribute to a similar “once for all income”. 114

B 4. Yearly costs for stockings according to rule of thumb will amount about 50 percent of worth of the stockings 5 of 6 Savings by diminishing stockings ought to be larger as result of the system than at a traditional diminishing of stockings quantities being valid for Nicolin’s rule of thumb. In this direction talks that falling off of whole a stocking (as result of falling off needs of a whole working place in commerce or of stockings of finished goods in an industrial company) will mean larger relatively diminishing of local areas than if diminishing only will happen in stocking quantity, that is, if the number of stocking places are unchanged (savings in local areas are included in Nicolin’s rule of thumb). Among others needs of handling areas in total will fall off when a stocking in all will fall off, but at considerable part will remain at an traditional diminishing of stockings. Areas for stockings furthermore at strongly fluctuating stocking’s volumes of today have to be dimensioned by the largest stocking quantities. At using of the system stocking quantities will be much lesser at the same time as we believe that fluctuating will be lesser. 115

B 4. Yearly costs for stockings according to rule of thumb will amount about 50 percent of worth of the stockings 6 of 6 Also a reason for lesser costs for stockings beyond Nicolin’s rule of thumb, and probably the most important, is that worth of components in stockings will diminish according to point A 10, slide 5 above. However in our calculation we only have counted savings in stockings according to Nicolin’s rule of thumb. This ought to underrate economic advantages. Needs of own and borrowed capital will diminish except by diminishing stockings and accompanying costs also by diminishing needs of other locals (as result of simpler handlings and packing), fewer own cars, equipments and so on. 116

B 5. Description of the project in all rests on realistic assumptions We are conscious that description of the system for goods transportation above is almost all too good to be true, but it in all rests on officially accessible statistical and other data and on assumptions being fully realistic. However as said don’t permit the enormous advantages be enemy to the system in your valuation of the system. 117

Section C The goods transportation system perhaps will pave the way for a rail taxi system for personnel transportation 118

C 1. The goods transportation system perhaps will pave the way for state or commune investing in a rail taxi system for personnel transportation 1 of 10 The goods transportation system perhaps will pave the way for state or commune investing in a rail taxi system for personnel transportation also if it will be utterly expensive. Probably it also will be difficult of crowding reasons to build such a system in inner cities. As complement there probably will be demanded mass communication systems. Important environmental and climate effects are reasons for such an investment and the goods transportation system will be able paying for emerging costs. Perhaps such a rail taxi system will be realized in limited scale somewhere. Another possibility is that the car in the future probably driven by electricity in some form, will execute personnel transportation. We however believe that goods transportation by very strong market forces will be executed by the goods transportation system. Reason why we describe this model is showing that the goods transportation system fits in a total solution for transportation and as result isn’t a blind alley. As data best are available for a system covering the whole of Sweden we describe such. It then covers large sparsely populated areas. 119

C 1. The goods transportation system perhaps will pave the way for state or commune investing in a rail taxi system for personnel transportation 2 of 10 The Swedish authority SIKA in 2008 proposed a system possible to use as model for construction of such a system. The SIKA system consists of wagons primarily for personnel transportation (maximum four persons in each wagon) rolling on an infrastructure a couple of metres above ground level. Cost per km rail line the authority calculated to 125 million SEK per km. As said the goods transportation system perhaps will pave the way for such a personnel transportation system. Firstly it will happen psychologically (a similar system thus functions for goods transportation). Secondly it will happen by a synergy effect. Households will get both goods and personnel transportation supplied by the systems in common why they needn’t keep the car at example for transporting home of heavy daily goods – 80 percent shopping of daily goods in Sweden are executed by car. 120

C 1. The goods transportation system perhaps will pave the way for state or commune investing in a rail taxi system for personnel transportation 3 of 10 Thirdly – in fact – it will be possible as a considerably much richer society as result of the goods transportation system due to section A above will have possibility of managing the very heavy investments needed for realizing of a finemeshed rail taxi system for personnel transportation (gigantic net savings by the goods transportation system more than well ought to be enough for financing also a finemeshed rail taxi system). However political decisions are needed for this to happen. Assumed a rail net will follow all state and county roads and streets in Sweden (won’t be necessary) total length of the net will sum up to 140 000 km (state and county roads 100 000 km and streets 40 000 km). The rail taxi infrastructure as result will bring a total cost of 17 500 billion SEK, an astronomical sum corresponding to many years GNP in Sweden (140 000 x 125 000 000). 121

C 1. The goods transportation system perhaps will pave the way for state or commune investing in a rail taxi system for personnel transportation 4 of 10 Net savings for a nation wide goods transportation system connecting almost all users of transportation in Sweden however also are gigantic. Table 12 in “Report” on www.uvds.org (in Swedish) compiles about 340 items of savings and other advantages by the system. Of these roughly calculated 240 items will save more than 1 billion SEK a year. Table 13 in the same document sums up total savings and other economical advantages to 2 200 billion SEK per year for this system.www.uvds.org In this sum also is included the gigantic so called writing up factor, an item closest of mathematical character that not far from will double the economical worth of the net savings. This factor is real, but lacks importance at a company’s decision on investing in the goods transportation system. The factor however dramatically will increase possibilities for state or commune financing an extremely costly automatic rail taxi system for personnel transportation. 122

C 1. The goods transportation system perhaps will pave the way for state or commune investing in a rail taxi system for personnel transportation 5 of 10 In explaining this factor we will describe a parallel. If an equity will diminish by 50 percent in worth it has to increase by 100 percent to attain original worth. The situation is similar if savings of 50 percent of GNP will occur. Resource utilization (employment) then initially will diminish to 50 percent but production will remain at 100 percent. For being possible producing 100 percent goods by 50 percent resources thus productivity already has increased to 200 percent. Returning to original resource utilization in society then will make possible an increasing of GNP to 200 percent of original level. Savings of 50 percent of GNP thus will make possible an increasing of GNP by 100 percent at original resource utilization, of which the difference will make up the writing up factor. At this net saving of 50 percent of GNP the writing up factor thus is equivalent to net savings! When vacant 50 percent resources once again will get into production these resources are effective in a similar way as the 50 percent managing to execute the original production. 123

C 1. The goods transportation system perhaps will pave the way for state or commune investing in a rail taxi system for personnel transportation 6 of 10 If production only will increase with 50 percent, resource utilization (among others employment) at an increasing efficiency to two hundred percent of original level will diminish to 75 percent in the following equation [Resource inset x Efficiency = Production (Before introduction of the system 1 x 1 = 1) and after (0.75 x 2 = 1.50)]. This diminishing resource inset, hardly will be the result. On the contrary employment normally will be high when productivity fast will increase which will press down prices and make an expansive economic policy possible. This for example was the case in Western Germany and Sweden during two or three decades from end of world war II. The writing up factor, a general mechanism of functioning in economy for society, is minimal as part of net savings when these are small related to GNP, but will grow to a large proportion of net savings when these are large related to GNP. 124

C 1. The goods transportation system perhaps will pave the way for state or commune investing in a rail taxi system for personnel transportation 7 of 10 The writing up factor in fact only is the other side of the same coin where one side is savings as part of existing GNP (savings naturally are counted as cost reductions in existing GNP). The other side is capacity by the savings in increasing of GNP, which is quite another thing. The writing up factor closer is described in section 8.4 in mentioned “Report” on home side of the system (only in Swedish). The goods transportation system in our calculation won’t attain 50 percent net savings of GNP, but not so far from that, or 41 percent. Last mentioned savings will make possible an increasing of GNP of 70 percent, that is the writing up factor will amount 29 percent of GNP (70 – 41). The writing up factor thus will attain gigantic largeness. 125

C 1. The goods transportation system perhaps will pave the way for state or commune investing in a rail taxi system for personnel transportation 8 of 10 The gigantic savings including the writing up factor in this calculation will mean that the rail taxi system will be possible financing in eight years (17 500/2 200). This will be the case without any economical sacrifices compared to present situation as financing in total will come from a net surplus from the goods transportation system. Design of taxation system in Sweden will mean that calculated more than half of net savings by the system will gain state and commune. If financing of the rail taxi system only will come from diminishing costs and increasing incomes by the goods transportation system gaining state and commune at unchanged level of public service and tax burden in Sweden, time for financing will attain calculated 15 years (17 500/1 200). Probably time will be longer in countries with lesser public activities and taxes than Sweden. 126

C 1. The goods transportation system perhaps will pave the way for state or commune investing in a rail taxi system for personnel transportation 9 of 10 In practice de-escalation of the car will happen more slowly but according goods transportation they will happen very fast because of extraordinary strong market forces. Also the most important parts of the net for personnel transportation we believe very fast will be built up, which however as said demands political decisions. Already with half this sum and thus half the building up period (four respectively eight years) we roughly judge it being possible attaining perhaps 90 percent of all households and a considerably higher part of employed in working places at walking distances below 200 metres. Here is assumed that net savings from goods transportation will finance investments in infrastructure for the rail taxi system. If the rail taxi system as result only need fees for financing of variable costs and a moderate profit the variable fees at personnel transportation ought to be low, which will make possible good competitive strength for this system compared to the car. 127

C 1. The goods transportation system perhaps will pave the way for state or commune investing in a rail taxi system for personnel transportation 10 of 10 This will mean that personnel transportation in high degree at free will ought to be transferred to such a system. The passenger thus can travel almost from door to door and ought to have possibility of starting the journey when ever in time and normally without needing to wait longer time on a rail taxi wagon than single minutes. Heavy goods neither need to be transported and carried by the person. Instead they extremely cheap can be sent via the goods transportation system and, at transportation to own home, usually will arrive in own cellar. Large part cars both on duty and privately we believe will be settled at free will of the owners. Car transportation will diminish yet more. 128

C 2. The best solution as we see it is an infrastructure for each goods and personnel transportation 1 of 3 Risk for incidents at car traffic ought to diminish more than car traffic, that is more than 90 percent among others as large part of the transportation will be executed in rural areas, high part inside are valid for transportation on duty, fewer passing and as consequence fewer passing incidents. As result of this blend also alcoholic related incidents ought to diminish. The best solution as we see it thus isn’t a common infrastructure for both personnel and goods transportation. The best solution is two separate infrastructures, one for personnel transportation and one for transportation of goods. However it’s important that building up of the goods transportation system in time will come before the rail taxi system as the first mentioned by extremely good economy and very strong economical forces fast will be erected and then can finance erection of the latter mentioned extremely expensive system, probably as above mentioned very fast. 129

C 2. The best solution as we see it is an infrastructure for each goods and personnel transportation 2 of 3 Demand on personnel and goods transportation thus are too different for a common infrastructure being a good solution. Goods transportation best are executed below ground protected from wind and weather and from unauthorized. Personnel transportation are best executed on or above ground where transported people can look on the landscape. If they’ll be executed below ground, demand on large dimension will mean that the infrastructure will be very costly. Furthermore and important, connection into the houses incredibly will increase worth at goods transportation (the totally dominating parts of savings are dependent on direct connection), but rather are at disadvantages at personnel transportation as security problems may occur (unauthorized may come into the houses). Security for the goods transportation system in parenthesis mentioned ought to be good if the receiver among others in principle always has accepted a sending before it’s possible to send away. 130

C 2. The best solution as we see it is an infrastructure for each goods and personnel transportation 3 of 3 Connection of houses for goods transportation in cities furthermore best will be located in cellars, which will be facilitated if culverts will be placed below streets and pavements (aesthetically very disturbing and expensive if an infrastructure placed a couple of meters above ground in cities will connect to all houses in cellars and yet worse if it will be connected a couple of meters above ground level). Short waking distances to terminal, but closest possible to door into own dwelling is the best for personnel transportation. To end with we judge a good wagon largeness being about our choice for good transportation, while personnel transportation have to be executed in larger wagons. The goods transportation system represents a better method for transportation than today is available, which will make possible the enormous net advantages. 131

C 3. If both the goods transportation system and a rail taxi system are realized at full scale in Sweden climate gases will diminish calculated close to 50 percent 1 of 7 Left where the car has a task is transportation of goods being all too bulky also after economically motivated adjustments and substitutions to loading room for the wagon. Left will also be transportation where connections will be missing in neighbourhood, among others to transport buyers in rural areas. In last mentioned case it’s often profitable only to execute shortest possible connecting transport by car to or from terminal for the system. So also is the case at personnel transportation if a rail taxi system is realized. Also certain rescue traffic with car will remain. 132

C 3. If both the goods transportation system and a rail taxi system are realized at full scale in Sweden climate gases will diminish calculated close to 50 percent 2 of 7 In our rough judgment about 10 percent of car traffic will remain, which part reasonably will be acceptable at environmental point of view. This part further ought to be possible diminishing for example by harder taxation than today of lorry transportation of heavy, bulky goods. This will stimulate higher transferring of transportation to railways and ships. Shorter distances to more terminals for railway and ships than today will facilitate this. For the gigantic volume light transportation transferred from car to the system total transported weight drastically will diminish. 133

C 3. If both the goods transportation system and a rail taxi system are realized at full scale in Sweden climate gases will diminish calculated close to 50 percent 3 of 7 Car traffic today stands for about 40 percent of climate gases in Sweden. If both the goods transportation system and a rail taxi system for personnel transportation are realized and if the rough calculation above with diminishing of car traffic with about 90 percent will be effected climate gases from car traffic will diminish by more than 35 percent. A relatively seen limited increasing of total needs of electricity however may be the result if a nation wide rail taxi system for personnel transports will be realized. 134

C 3. If both the goods transportation system and a rail taxi system are realized at full scale in Sweden climate gases will diminish calculated close to 50 percent 4 of 7 Total energy consumption at personnel transportation however powerfully will diminish if cars with internal combustion engines will be replaced by wagons with motors for directly working electricity. So is the case also if the transportations will be valid for about the same weights. We have seen judgments ending on energy needs diminishing to about one fifth at transference from car to a rail taxi system for the same passenger number. This will mean that a rail taxi system perhaps will be more effective also than bus with its high energy consumption per km by many starts and stops. The bus also at large part of total driving distances in cities is low utilized. So is the case close to end halt and the whole driving distances at no peak periods. 135

C 3. If both the goods transportation system and a rail taxi system are realized at full scale in Sweden climate gases will diminish calculated close to 50 percent 5 of 7 Diminishing of car traffic with 90 percent in our judgment will mean that the system at satisfactory degree for society will diminish needs of motor fuels and as result emissions from the car. Among large uses of fossil raw materials, fuels for motors foremost to the car as said in debate rightly has been seen as core of the problem with taking out of natural resources, environmental problem in among others cities and climate charge with emissions being seen as most difficult to diminish. Needs of motor fuels thus drastically will diminish by this reducing of the car and also when needs of lifting trucks powerfully will diminish. As above mentioned the system ought to be advantageous about in the same manner in other countries. Diminishing of oil consumption and climate gases therefore will be very high internationally also if no calculation here is made. As said in point A 17 above however, 72 percent of global oil consumption is used by road traffic. One difference between Sweden and other countries however is high production of hydro and nuclear electricity. 136

C 3. If both the goods transportation system and a rail taxi system are realized at full scale in Sweden climate gases will diminish calculated close to 50 percent 6 of 7 Except for diminishing of energy needs and climate gases emerging in transportation the goods transportation system as mentioned in point A 16 above powerfully will diminish energy needs and climate gases in a couple of other ways. Therefore in our judgment climate gases will be possible to diminish close to 50 percent by the two systems in common at full scale in Sweden. This will be the case without any economical sacrifices at all as surpluses from the goods transportation system will pay for the deficit for the personnel transportation system. Of that probably more than half of the diminishing will emerge from the goods transportation system. Economic forces for very fast building up of this system will be incredible strong. Building up of the rail taxi system however as said will demand heavy subventions. Efforts after completed building up of the systems in a considerably richer society will be possible directing to remaining considerably smaller environmental problems that at large parts ought to be comparably easy to handle. 137

C 3. If both the goods transportation system and a rail taxi system are realized at full scale in Sweden climate gases will diminish calculated close to 50 percent 7 of 7 In section A is mentioned that the system for goods transportation will permit society combining lower use of natural resources with increased living standard. This also is valid and at a higher degree when both the goods and personnel transporting systems are realized. Fuels at personnel transportation by car of today thus at high degree will be replaced with considerably more energy efficient directly working electricity. Society will be much more resource saving. 138

C 4. We believe the realistic alternatives for the future either will be for society to invest on the goods transportation system where climate gases pretty fast will diminish to a comparably low level or continuing about the present development where climate gases will remain at so high level that most climate experts will judge risks for a climate catastrophe being impeding The climate meeting in Copenhagen in December 2009 shows that important countries won’t accept the diminishing of climate gases being necessary for avoiding the climate catastrophe most experts in other case believe will be unavoidable. The goods transportation system will mean powerfully diminishing of climate gases and builds on free will why no cheating with more or less conscious transgression against agreements will occur. 139

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Version Bror 11 System for transportation of goods realistically will diminish car traffic with calculated one third to one fourth and climate gases with.

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