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SAFEGE
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SAFEGE (/ˈseɪfiːʒ/) is a French consulting and engineering firm, founded as a consortium of 25 companies including Michelin and Renault. The name is an acronym for Société Anonyme Française d'Etude de Gestion et d'Entreprises (lit. 'French Limited Company for the Study of Management and Business').

SAFEGE was originally founded in 1919 as Société Auxiliaire Française d'Électricité, Gaz et Eau (lit. 'French Auxiliary Company for Electricity, Gas and Water'), a holding company with interests in private water, gas, and electricity production and distribution. Following the nationalization of these public utilities in 1947, the company was reorganized as an engineering and consulting firm.[citation needed]

Today, SAFEGE operates as a subsidiary of Suez, specializing in water and environmental engineering. The majority of its business activity—around 60% of turnover—is based in France.[citation needed]

SAFEGE type monorail

[edit]

The SAFEGE consortium developed a type of suspension railway technology in the late 1950s. The design team was headed by engineer Lucien Chadenson.[1]

SAFEGE test track in Châteauneuf-sur-Loire, 1963

The system was conceived as a potential extension of the Paris Métro, intended to connect Charenton to Créteil, southeast of Paris. Construction of a full-scale 1.4-kilometre (0.87 mi) test track began in April 1959 and was completed in April 1960. Testing continued until 1967.[2] The test track appeared prominently in the 1966 film Fahrenheit 451.[1][3] It was demolished between 1970 and 1971, though at least one prototype vehicle was preserved for some years afterward.[2][4][5]

The SAFEGE system adapted the rubber-tired bogie used on the Paris Métro by mounting it inside a hollow steel box girder from which passenger cars were suspended. The bogies ran along the interior of the enclosed beam, with a narrow slot along the underside allowing suspension arms to connect to the cars below. The cars were mounted on a pendulum-type suspension with pneumatic springs, providing stability and comfort at higher speeds. As on the Paris Métro, steel emergency wheels were fitted alongside the tires in case of deflation.[2]

Enclosing the running gear protected it from rain, ice, and snow, addressing a major limitation of earlier rubber-tired metro systems and suspended monorails such as the Wuppertal Schwebebahn in Germany.

SAFEGE-type monorails in the world

[edit]

Although the SAFEGE system gained international attention for its innovative enclosed-beam design, only a few such systems were built, compared with the more widely adopted ALWEG-type straddle-beam monorails. Despite its French origins, no SAFEGE systems were constructed in France. In Japan, however, two suspended monorails based on the SAFEGE design were successfully built and remain in operation. The German company Siemens later developed a smaller-scale suspended monorail system inspired by the SAFEGE concept.[1]

Mitsubishi Heavy Industries

[edit]
The preserved car and track of the Higashiyama Zoo Monorail in 2017
Shonan Monorail in 2015
Chiba Urban Monorail in 2020

Mitsubishi Heavy Industries of Japan licensed the suspended railway technology from SAFEGE and developed three installations, two of which remain in operation.

  • From early 1964 to December 1974, a 0.5-kilometre (0.31 mi) single-line ran between Higashiyama Zoo and the nearby Botanical Gardens in Nagoya, Japan.[6] Although initially popular, it experienced mechanical issues, and after the first two years ridership declined.[7] Plans to expand the zoo and gardens led to its closure, but one of the cars and a short section of track were preserved at a station site. Although marketed primarily as an amusement ride, it charged a fare, making it the first revenue-earning SAFEGE-type monorail.[6]
  • In 1970, the Shonan Monorail opened, running from Ōfuna Station in Kamakura to Shōnan-Enoshima Station in Fujisawa.[7]
  • In 1988,[7] the first stage of the Chiba Urban Monorail system opened in Chiba. With a route length of 15.2 kilometres (9.4 mi) and two lines, route length, it is the longest suspended monorail in the world.[7]

Siemens

[edit]

Siemens Mobility developed a suspended railway technology known as the H-Bahn or SIPEM for SIemens PEople Mover in the early 1970s.Although it employs a similar enclosed box-girder track to the SAFEGE system, it was not directly licensed from SAFEGE and incorporates several technical differences. Siemens built two such installations, both of which remain in operation. While Siemens no longer actively markets the system, it continues to supply software for the automated operation of existing SIPEM networks and vehicles.

Unfulfilled proposals

[edit]

In 1966, a proposal was considered to construct a SAFEGE-type monorail in Manchester, England. The 16-mile (26 km) line was planned to link Manchester Airport with the city centre and suburbs, including a tunnel beneath the central area. The project, along with the Picc-Vic tunnel proposal for a conventional underground line, was abandoned due to cost.[8] Manchester later developed the Metrolink, a light rail network,[9] one line of which, opened in 2014, now connects Manchester Airport to the city centre.

In November 1967, General Electric proposed constructing a SAFEGE-type monorail linking downtown San Francisco with San Francisco International Airport.[10] The proposal was studied by the City of San Francisco alongside alternatives, including an extension of the Southern Pacific Railroad's Peninsula Commute service and an extension of the BART rapid transit system. Concerns about incompatibility with other rail systems, the visual impact of an elevated structure, and potential competition with existing and planned rapid transit lines led to the proposal's rejection in favor of a BART extension. SFO was ultimately connected to downtown San Francisco by BART in 2003.

References

[edit]
[edit]
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SAFEGE

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SAFEGE (Société Anonyme Française d'Études de Gestion et d'Entreprises) is a French and consulting firm founded in as the Société Auxiliaire Française d'Électricité, Gaz et Eau, a focused on utilities including water, gas, and . Renamed SAFEGE in following its evolution into a specialized consultancy after the 1946 of energy sectors, the firm provides multidisciplinary services in sustainable , encompassing water cycle management, , , , and transportation systems. With over 1,200 experts supporting more than 1,800 clients on 3,600 projects worldwide as of 2023, SAFEGE emphasizes ecological transitions and aligns with UN , particularly in and resource efficiency. A notable innovation from SAFEGE occurred in the late , when the firm, operating as a consortium of 25 companies including and , developed the SAFEGE-type suspended system. This technology adapted rubber-tired bogies from the for suspended vehicles that run within a hollow box girder guideway, featuring pendulum suspension with pneumatic springs for enhanced stability and passenger comfort, along with an enclosed for and emergency . A test track was constructed in Châteauneuf-sur-Loire, near , in 1959 and operated until 1967 to explore extensions of the Métro line to the suburbs of Charenton and , demonstrating the system's weatherproof design, safety features, and potential for urban transit efficiency. Although the SAFEGE monorail prototype was dismantled between 1970 and 1971 without entering commercial service in , its design influenced global suspended developments, including the Shonan Monorail in , which opened in 1970 as the world's first operational SAFEGE-type system spanning 6.6 kilometers between Ofuna and Shonan-Enoshima stations. In 2015, SAFEGE integrated into the Group as SUEZ Consulting, expanding its scope to include strategic master planning, technical assistance, and project supervision for public and private sectors in over 100 countries, while maintaining certifications like ISO 9001 and OPQIBI for quality and engineering excellence. Today, the firm continues to drive innovations in resilient infrastructure, such as flood control, systems, and energy-efficient urban mobility.

Company Overview

Founding and Early Development

SAFEGE was established in 1919 as the Société Auxiliaire Française d'Électricité, Gaz et Eau, a dedicated to managing participations in private enterprises focused on , gas, and utilities across . Formed in the aftermath of , it coordinated investments and operations in essential public services. The company's initial focus centered on the oversight and development of utility infrastructure, encompassing production, distribution, and related engineering aspects for , gas, and in urban and regional settings. This structure allowed SAFEGE to play a supportive role in France's interwar economic recovery by facilitating the expansion of private utility networks, which were critical for industrial growth and everyday needs during a period of reconstruction and modernization. Through its holdings, SAFEGE contributed to key infrastructure initiatives in the and , such as enhancing electrical distribution systems and water management projects that bolstered French industrial capabilities up to the outbreak of in 1939. These efforts positioned the company as an integral part of the nation's utility sector, aiding in the broader push toward electrification and resource efficiency amid economic challenges like the .

Post-War Evolution and Reorganization

Following the end of , France's energy sector underwent significant , impacting companies like the Société Auxiliaire Française d'Électricité, Gaz et Eau (SAFEGE's predecessor). Following the 1946 , the company was restructured to adapt to the changing landscape. This reorganization culminated in 1947 with the establishment of the Société Anonyme Française d'Études, de Gestion et d'Entreprises (SAFEGE), transforming it from a utilities holding entity into a specialized and . The pivot allowed SAFEGE to leverage its expertise in management toward broader applications in , feasibility studies, and execution, aligning with France's reconstruction efforts. By 1965, it was further renamed the Société Anonyme Française d'Études et de Gestion, solidifying its focus on technical consulting services. In the , SAFEGE evolved into a comprising 25 prominent French companies, including and , aimed at fostering innovations in transportation and infrastructure. This collaborative structure facilitated interdisciplinary approaches to engineering challenges, particularly in urban mobility. During the and , the contributed to key and initiatives to support growing metropolitan areas.

Modern Operations and Subsidiaries

In the 1990s, SAFEGE was integrated into the group as a , evolving from its roots to focus on multidisciplinary consulting services. Today, operating under the banner of Consulting with approximately 1,400 employees, it specializes in management, , and sustainable infrastructure projects, generating the majority of its business in . The company's expertise supports local authorities and industries in addressing ecological transitions, with a strong emphasis on low-carbon strategies and . SAFEGE maintains a global presence, conducting operations in over 100 countries through a network of subsidiaries and partnerships. Notable subsidiaries include SAFEGE d.o.o. in and its Serbian subsidiary, SAFEGE DOO, which secured contracts in in 2025, including a €2.4 million consultancy agreement with Monteput for the and of the Bar-Boljare motorway's second section, enhancing regional connectivity and . As of 2025, SAFEGE's projects underscore its commitment to green energy and urban development. In , it contributes to the Port Horizon 2025 initiative at Atlantic Port, providing environmental monitoring and engineering support to modernize infrastructure for reduced emissions and enhanced green energy integration, such as handling and renewable-powered operations. Internationally, efforts include master planning for wastewater and systems in , , promoting sustainable urban water management amid climate challenges. These endeavors align with broader goals for solutions and preservation.

Monorail Innovation

Origins and Development

The development of the SAFEGE monorail system originated in 1957, when French engineer Lucien Chadenson, inspired by earlier suspended rail concepts and rubber-tired metro technologies, began conceptualizing an advanced urban transit solution within the framework of the SAFEGE consortium. Chadenson, a prominent bridge builder with prior interest in innovative rail systems dating back to the 1940s, led the design efforts to adapt existing Paris Métro rubber-tired bogies into a suspended aerial railway configuration. This initiative aimed to address growing urban mobility needs in post-war France by creating a quieter, more efficient system capable of navigating dense cityscapes without extensive ground infrastructure. The primary motivation behind the project was to extend the Line 8 from to , a southeastern , spanning approximately 3 kilometers to enhance connectivity and alleviate congestion in the rapidly expanding Parisian suburbs. This extension was envisioned as a seamless prolongation of the existing underground network, incorporating elevated suspended tracks to minimize land use and visual disruption while leveraging rubber tires for smoother, weather-resistant operation. The SAFEGE consortium, formally known as Société Anonyme Française d'Étude de Gestion et d'Entreprises and comprising around 25 member companies, provided the collaborative foundation for this endeavor, drawing on diverse engineering expertise to refine the concept. Key early milestones included the formal proposal of the system in , which outlined the technical and economic feasibility for the Charenton-Créteil line, followed by the securing of initial funding in 1959 to support prototyping and testing. Notable consortium participants such as , which contributed tire and guidance technologies originally developed for the , and , responsible for vehicle integration, played crucial roles in advancing the rubber-tired suspension mechanics essential to the design. These developments marked a pivotal shift toward practical implementation, setting the stage for subsequent engineering refinements while emphasizing cost-effective urban transit innovation.

Technical Design Features

The SAFEGE system features a suspended design in which passenger coaches hang beneath rubber-tired bogies adapted from those used on the , allowing the vehicles to be mounted inside a hollow steel box track. This configuration positions the bogies fully enclosed within the girder, protecting them from weather elements and enabling smooth operation along a single elevated beam. A key innovation is the pendulum-type suspension system, which employs pneumatic springs to connect the coaches to the bogies, providing enhanced stability and passenger comfort during motion. The pendulum mechanism allows the cars to swing gently in response to curves and inclines, while the pneumatic springs absorb shocks and vibrations, minimizing discomfort even at elevated speeds of up to 80 km/h. Additionally, the system incorporates wheels that deploy if the primary rubber tires deflate, ensuring operational . Power is supplied via an enclosed positioned within the box girder, which safeguards against accidental contact and exposure to environmental conditions like or . This design contributes to the system's advantages, including low noise levels from the rubber tires, reduced vibration for a smoother ride, and the ability to integrate unobtrusively into urban environments due to the compact, enclosed track structure.

Test Track and Demonstrations

The SAFEGE prototype underwent experimental validation on a 1.4 km test track constructed in Châteauneuf-sur-Loire, near Orléans, , with building commencing in April 1959 and completing in April 1960. This facility allowed for the practical testing of the system's suspended design, including its rubber-tired vehicles and guideway stability under various loads and speeds. Operations on the test track ran from 1960 through an exploratory phase until 1967, during which engineers evaluated performance metrics such as acceleration, braking, and energy efficiency in real-world conditions. The track was eventually demolished between 1970 and 1971 as SAFEGE shifted focus toward commercial licensing rather than further prototyping. To promote the technology internationally, American Machine and Foundry (AMF), under a SAFEGE license, installed a demonstration version at the 1964 New York World's Fair. This I-beam suspended monorail formed a one-station loop spanning approximately 1.2 km, providing fairgoers with an eight-minute ride showcasing the system's smooth operation and panoramic views, though it was not intended for permanent use. The SAFEGE test track gained additional visibility through its appearance in the 1966 film , directed by , where it served as a futuristic urban transport system in several exterior scenes. Filming occurred on the operational prototype, highlighting its sleek, elevated design amid dystopian settings, and contributing to public fascination with concepts during the era.

Global Implementations

Licensed Projects by Mitsubishi

In the early 1960s, Mitsubishi Heavy Industries acquired the license for SAFEGE's suspended monorail technology from the French company, enabling the development and deployment of rubber-tired systems with vehicles hanging beneath enclosed steel beams for protection from weather and debris. This licensing agreement marked SAFEGE's first major international expansion, with Mitsubishi adapting the design for Japanese urban and recreational applications while retaining core features like the inverted beam structure and electric propulsion. The inaugural implementation was the Higashiyama Zoo Monorail in Nagoya, which operated from 1964 to 1974 as Mitsubishi's prototype and the world's first revenue-generating SAFEGE line. Spanning approximately 0.5 km between the zoo and adjacent botanical gardens, it served as a short demonstration loop with two stations, transporting visitors through the park while validating the system's reliability in a real-world setting. Although decommissioned in 1974 and replaced by a straddle-beam monorail, a section of the original SAFEGE track and a Mitsubishi vehicle are preserved on-site as a heritage exhibit, highlighting early advancements in suspended transit. Building on this prototype, the opened in 1970 as Japan's first public SAFEGE system, initially covering 4.7 km from Ōfuna Station to Nishi-Kamakura Station in , and extended to 6.6 km with eight stations upon completion to Shōnan-Enoshima in 1971. The line remains operational and connects urban areas to coastal destinations, carrying around 30,000 passengers daily (as of 2018) on single-beam tracks with passing loops at stations. Its enduring success, with trains reaching speeds up to 75 km/h, demonstrated the scalability of Mitsubishi's SAFEGE adaptations for commuter service. The most extensive application is the , which began operations in 1988 and currently spans 15.2 km across two lines with 18 stations in (as of 2025). As the world's longest suspended system, it links suburban areas to central using a dual-beam configuration for bidirectional travel, accommodating up to 40,000 daily riders with two-car trains capable of 65 km/h. Expansion plans aim to exceed 40 km, underscoring Mitsubishi's ongoing refinements to the SAFEGE design for high-capacity urban integration, though no major extensions have been completed as of 2025.

Adaptations by Other Companies

In the 1960s, acquired the rights to market the SAFEGE system in the United States, leading to promotional efforts that highlighted its potential for urban and . A key example was the 1967 promotional film titled The Aerial Transport System—Transportation for a Supersonic Age, which featured footage of the SAFEGE in Châteauneuf-sur-Loire, , and proposed adaptations for American cities, emphasizing the system's suspended design and rubber-tired propulsion for smooth, elevated travel. Although these proposals did not result in built systems, they demonstrated early interest in adapting SAFEGE concepts for North American infrastructure. Siemens developed the , also known as SIPEM (Siemens ), in the 1970s as a compact suspended system inspired by SAFEGE principles but not directly licensed from the French consortium. This adaptation featured a narrower box-beam track and automated operation, tailored for short-haul and connections with capacities up to 15,000 passengers per hour per direction at speeds of 65 km/h. The first operational opened in 1984 at the University of Dortmund, , spanning approximately 1 km to link campuses and serving as a proof-of-concept for efficient people-moving in dense urban settings. A second system, the SkyTrain at , began service in 2002 over 2.5 km, connecting terminals and demonstrating the technology's reliability in high-traffic environments with minimal downtime. Other minor adaptations of SAFEGE concepts emerged in the late , including the Aerorail proposed by a Texas-based firm, which modified the original suspended design for higher speeds using steel rails while retaining the core and rubber-tire mechanics. In , SAFEGE's influence extended to exploratory designs like those explored in partnership with American entities, though these remained conceptual and did not advance to full implementation. These variations underscored SAFEGE's role as a foundational model for suspended monorails beyond direct licensing.

Unfulfilled Proposals Worldwide

In 1966, Manchester Corporation in considered a SAFEGE-type suspended to connect the city center to over a 16-mile route with stations at half-mile intervals, aiming for speeds of about 70 mph and a 17-minute journey time at a cost of £21 million. The proposal was abandoned due to high costs, economic challenges in the early , and the city's compact urban layout, which made it uneconomical for the projected passenger volumes. In November 1967, proposed a SAFEGE system to link downtown with , promoting it as an advanced aerial transport solution for the supersonic age. The plan was rejected in favor of extending the (BART) system to the airport, which ultimately opened in 2003 after decades of planning and construction. Also in 1966, the South Vietnamese Ministry of Transport explored a two-line SAFEGE suspended network in Saigon (now ) to alleviate following the abolition of the city's system in 1956. Line 1 would have spanned 9.4 km from Phú Lâm through to , while Line 2 covered 6.6 km from Bến Thành along to the Sài Gòn waterfront, then to Đa Kao and Gia Định, at an estimated cost of . The project derailed due to reliance on foreign funding, particularly from American sources, which failed to materialize amid escalating political instability and the . During the 1970s, , , evaluated a suspended system similar to the French SAFEGE model for a median-based to combat growing . Initial plans under Mayor Stephen Juba called for a 10.7 km route from to and Westwood, with expansions to East Kildonan, St. Vital, and the via Pembina Highway, at costs escalating from $35.6 million in 1972 to $54 million by 1977. The proposal was undermined by soaring expenses (up to $86.7 million in some estimates), concerns over winter performance and system inflexibility, and a 1976 study favoring a cheaper $22.6 million alternative, leading to its rejection in 1978. Other unfulfilled SAFEGE proposals included studies for extensions in the Paris suburbs in the , intended as a complement to the rubber-tired . However, the system was demonstrated on a test track in Châteauneuf-sur-Loire, outside the , without advancing to urban implementation. Various bids across in the , such as additional studies in the UK and , similarly failed to materialize due to competition from conventional rail systems and funding constraints.

Legacy and Impact

Influence on Modern Systems

Despite achieving technical innovations in suspended monorail design during the , the SAFEGE system was overshadowed in the global market by the more widely adopted straddle-beam s, which benefited from high-profile implementations such as those at the and , garnering greater commercial interest and licensing opportunities. This market disparity limited SAFEGE's proliferation outside licensed projects, though its engineering principles persisted in niche applications. SAFEGE exerted direct influence on suspended systems in , where it was licensed and adapted for urban and sightseeing lines starting in the mid-1960s, introducing rubber-tired bogies with symmetrical suspension for enhanced stability and reduced . Notable examples include the (opened 1970), 's first operational SAFEGE public transit line, and the (opened 1988), which holds the record as the world's longest suspended monorail at 15.2 kilometers across two lines, demonstrating the system's scalability for dense urban environments. These implementations validated SAFEGE's design for high-capacity, grade-separated transit, influencing subsequent Japanese suspended systems by prioritizing enclosed beamways for weather protection and smooth operation on curved tracks. The SAFEGE concept evolved into automated people-mover designs, particularly the system developed by in the 1970s as a lighter adaptation of SAFEGE's hanging principles, featuring compact vehicles suspended from slim elevated tracks. Deployed in settings like University's (1984) and (2003), H-Bahn systems achieve capacities of up to 2,000 passengers per hour while minimizing ground footprint, echoing SAFEGE's emphasis on efficient vertical space use for short-haul, high-frequency transport. This lineage extended SAFEGE's impact to modern airport and campus shuttles, where automated operation and low maintenance align with contemporary demands for sustainable urban mobility. SAFEGE's integration of rubber-tired , adapted from Parisian Métro innovations, had a broader impact on rubber-tired urban rail systems by proving its in elevated and suspended configurations, enabling quieter operation and better gradient climbing in constrained cityscapes. This approach reduced noise and vibration compared to steel-wheeled alternatives, influencing hybrid designs in urban transit that combine monorail-like elevation with metro-style for integrated networks. In , SAFEGE's rubber-tired suspended lines set precedents for low-impact elevated rail, contributing to the evolution of versatile urban systems that prioritize passenger comfort and environmental integration.

Current Relevance to SAFEGE

Following the cessation of monorail development efforts in the , SAFEGE has not pursued any further projects in this domain, redirecting its engineering capabilities toward sustainable infrastructure solutions that address contemporary environmental challenges. The company's pivot reflects broader industry trends away from specialized transport systems toward integrated urban and ecological services, with no documented monorail initiatives in its portfolio since that era. The SAFEGE monorail system remains a historical milestone within the company's innovation legacy, exemplifying early advancements in suspended rail technology and urban mobility concepts that influenced subsequent engineering practices. This period of transport-focused innovation established SAFEGE's reputation for multidisciplinary engineering, which continues to underpin its current operations as a foundational element of its expertise in infrastructure design. Indirectly, the and systems integration expertise honed during the monorail era informs SAFEGE's modern environmental projects, where principles of efficient layout and stakeholder coordination are applied to sustainable urban development initiatives. For instance, this supports contemporary efforts in resilient city planning, adapting historical lessons in spatial organization to low-carbon and biodiversity-focused designs. As of 2025, following its 2015 integration into the Group as part of SUEZ Consulting, the company emphasizes water management, waste recovery, and green technologies over transport systems, aligning with global priorities for ecological transitions. Key activities include master plans for wastewater and drinking water networks, such as the project, which prioritizes energy-efficient infrastructure and . This strategic focus positions SUEZ Consulting to deliver solutions for cities and industries worldwide.

References

  1. https://www.devex.com/organizations/safege-43630
  2. https://www.suez.com/en/group/about-us/consulting
  3. https://www.monorails.org/tMspages/TPSafege.html
  4. https://www.kamakura-enoshima-monorail.jp/fun/index.html
  5. https://www.suez.com/-/media/suez-global/files/publication-docs/pdf-english/annual-report_suez_2015_eng.pdf
  6. https://www.bloomberg.com/profile/company/225318Z:FP
  7. https://events.development.asia/author/christian-moncet
  8. https://www.developmentaid.org/organizations/view/2537/safege-ingenieurs-conseils-safege-consulting-engineers
  9. https://sk.sagepub.com/ency/edvol/encyclopedia-of-transportation/chpt/monorails
  10. https://www.devex.com/organizations/suez-consulting-76148
  11. https://seenews.com/news/montenegro-signs-consultancy-deal-for-bar-boljare-motorway-section-1278569
  12. https://www.suez.com/en/group/finance/green-framework-2025
  13. https://patents.google.com/patent/US3059591A/en
  14. http://www.drwingler.com/wp-content/uploads/2019/05/METRO-2.pdf
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  16. https://link.springer.com/article/10.1007/s40534-025-00403-6
  17. https://movie-locations.com/movies/f/Fahrenheit-451.php
  18. https://www.monorails.org/tMspages/History2.html
  19. http://www.nywf64.com/amf05.shtml
  20. https://www.monorails.org/tMspages/TPMitsu.html
  21. https://www.monorails.org/tMspages/Higashiyama.html
  22. https://mdot.maryland.gov/OPCP/Monorail_Global_Scan_May_2020_Appendix_A.pdf
  23. https://www.railwaygazette.com/data/shonan-monorail/53284.article
  24. https://www.monorails.org/tMspages/Wherec.html
  25. https://www.japan-experience.com/plan-your-trip/travel-by-train/unique-trains/chiba-monorail
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  27. https://www.monorails.org/tMspages/CPfilmTV3.html
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  29. https://www.monorails.org/tMspages/TPSiem.html
  30. https://www.railway-technology.com/projects/h-bahn/
  31. https://www.montgomerycountymd.gov/DOT-Transit/Resources/Files/techreportfinalreport.pdf
  32. https://www.manchestereveningnews.co.uk/news/nostalgia/plans-simpsons-style-monorail-system-27352779
  33. https://www.manchestereveningnews.co.uk/news/greater-manchester-news/failed-transport-manchester-monorail-underground-9830097
  34. https://www.youtube.com/watch?v=---JMaKIWZ8
  35. https://www.bart.gov/about/history/history2
  36. http://www.historicvietnam.com/derailing-saigons-1966-monorail-dream/
  37. https://www.mhs.mb.ca/docs/mb_history/83/winnipegmonorail.shtml
  38. https://www.irjmets.com/upload_newfiles/irjmets70600164072/paper_file/irjmets70600164072.pdf
  39. https://onlinelibrary.wiley.com/doi/pdf/10.1002/atr.5670220103
  40. https://newgenerationtransport.com/the-h-train-for-leeds/
  41. https://onlinepubs.trb.org/Onlinepubs/hrr/1973/449/449-007.pdf
  42. https://www.ijert.org/study-on-the-application-and-development-of-monorail-transit-system
  43. https://www.monorails.org/tMspages/Whereb.html
  44. https://darpe.me/implement-entries/safege/
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