Ecology — minimum land acquisition, lack of embankments, cuts, culverts, logging, the possibility of building in vulnerable areas (permafrost, tundra, taiga, jungles, mountains, deserts, sea shelf, etc.), significant resource-saving construction with safety for existing natural landscapes and ecosystems.

Profitability — lower OPEX and CAPEX compared to the railway and tram trestle and subway. Low transportation costs and fast ROI (3–5 years).

Infrastructure — opportunities for creating of freight and passenger network infrastructure, combined with electricity, television, radio and multimedia communications, as well as wind and solar power.

Security — elevated location, anti-derailment system of rolling stock, tenfold safety for track structure and its high resistance to vandalism and terrorism, resistance to extreme climatic conditions.

Savings per kilometer of route will be:

• land acquisition: 5 hectares;

• steel: 500–750 tons in comparison with high-speed monorail;

• concrete: 15–20 thousand cubic meters compared to rapid railway trestle;

• the volume of excavation: reduction of 20–25 thousand cubic meters compared to the mounds of railways and roads.

STU track structure is cheaper than rail, monorail and automobile trestles at USD 30–40 million per kilometer.

Transport module (unibus) at a speed of 360 km per hour is more economical than rapid rail by 4–6 times, while reducing the cost of the rolling stock for one passenger at 2–3.

Stations, depots are much cheaper compared to similar rail and aviation infrastructure (with the same amount of traffic).