It must be remembered that all but the "Proposed 3rd Generation System" data, cited above, were recorded during the Mannheim operations. Because of the circumstances, a justifiably cautious and conservative group of authorities and the inventor agreed to setting a low speed limit.

The third generation (Dietlikon Test Track) demonstrated the elimination of the design deficiencies in the cable/vehicle interface successfully. The vehicle design, including primary and secondary suspensions, with respect to fixed rail ride quality issues and improved higher speed turns, were not addressed at all.

It was only VEVEY, a professional transit vehicle manufacturer, who improved the vehicle and suspension design which is being further enhanced in the current US work. VEVEY's latest specifications for the Kuala Lumpur system were as follows:

Maximum Service Speed: 60 km/hr (37.5 mph)
Speed Restrictions in Curves:

Radius

Speed

30 meter (98 ft)
40 meter (131 ft)
55 meter (180 ft)
70 meter (230 ft)
90 meter (295 ft)
110 meter (361 ft)
160 meter (525 ft)
7.2 m/s (16.0 mph)
8.3 m/s (18.7 mph)
9.7 m/s (21.8 mph)
11.1 m/s (25.0 mph)
12.5 m/s (28.1 mph)
13.9 m/s (31.3 mph)
16.7 m/s (37.6 mph)

Several of our engineers believe with the proper suspension, traveling on stiffer rails, 80 km/hr (50 mph) speed will be achievable and we have specified 50 mph as maximum, straight line speed on level cable-supported rails. (Both the French Metro and VAL AGT system and the AEG-Westinghouse systems perform successfully at 50 mph with rubber tires.)

Even if only 45 mph maximum speed is achieved, due to ride comfort, noise, excessive heat, or wear limitations, the ability of Aerobus to span various obstacles which cause other systems to make many slow turns, may give Aerobus higher average speed than other faster transit alternatives.