the program a number of safety studies were carried out. Fire was a major concern of safety officials, but due to the simplicity of the vehicles, and a fire safety risk-reduction program it was demonstrated the possibility of fire was reduced to a non-issue. Other problems, like broken motors or a widespread power failure that demanded evacuation, were the primary areas of concern, but the solutions were found to lay in ground-based equipment and in specially equipped rescue cars that could operate on the guideway and access both levels. The final system plans required no external walkways. Cabinlift While work on the basic Cabinentaxi continued, a modified version known as Cabinlift was also developed. Originally designed for installations in healthcare facilities, Cabinlift was based on substantially similar technology as the basic Cabinentaxi. The Cabinlift cars were larger and taller, allowing easy walk-on access for passengers and bulky loads, notably wheeled hospital beds and gurneys. The cars could be built with the doors on the side, or on the ends. Unlike Cabinentaxi, passengers in Cabinlift could stand with some fold-down seats available. One Cabinlift system with two stations was installed at the Schwalmstadt-Ziegenhain hospital in 1975 and operative until 2002. A larger and more complex network was planned for the central hospital in Bremen, but funding fell through. Deployment projects When the safety studies were completed the various levels of government signed off on the system and released it for commercial development. Several developments were already being studied by that point. One was an expansion of the original Hagen system, done as much as an example of the planning process as a serious proposal. This deployment envisioned a staged development starting with the 12-passenger cars in a network of about 40 stations covering the downtown core. Additional lines would then be added until it was fully expanded with 138 km of track and 182 stations covering the majority of the city and several surrounding suburbs and towns. The outlying tracks would primarily use the smaller cars. Funding for this deployment was not forthcoming. A system was proposed for Hamburg, initially consisting of approximately 7.5 miles of over and under guideway with 11 stations and 50 vehicles. In 1977 Hamburger Hochbahn estimated the total costs for this initial installation to be $56,568,000, or $7.5 million per double lane mile (compare with a Canadian estimate from 1980 at $75 to $80 million per