Editing Monorail (section)

===Perceptions of monorail as public transport===
From 1950 to 1980, the monorail concept may have suffered, as with all public transport systems, from competition with the [[car|automobile]]. At the time, the [[Economic history of the United States#Post-World War II prosperity: 1945–1973|post–World War II optimism in America]] was riding high and people were buying automobiles in large numbers due to [[suburbanization]] and the [[Interstate Highway System]]. Monorails in particular may have suffered from the reluctance of public transit authorities to invest in the perceived high cost of un-proven technology when faced with cheaper mature alternatives. There were also many competing monorail technologies, splitting their case further. One notable example of a public monorail is the AMF Monorail that was used as transportation around the [[1964 New York World's Fair|1964–1965 World's Fair]].

This high-cost perception was challenged most notably in 1963 when the ALWEG consortium proposed to finance the construction of a major system in [[Los Angeles County, California]], in return for the right of operation. This was turned down by the [[Los Angeles County Board of Supervisors]] under pressure from [[Chevron Corporation|Standard Oil of California]] and [[General Motors]] (which were strong advocates for [[automobile dependency]]),<ref>{{cite book|title=American Society of Civil Engineers - Los Angeles Section: 100 Years of Civil Engineering Excellence 1913- 2013|author=American Society of Civil Engineers|author-link=American Society of Civil Engineers|pages=169–170|publisher=[[AuthorHouse]]|date=September 30, 2014}}</ref> and the later proposed subway system faced criticism by famed author [[Ray Bradbury]] as it had yet to reach the scale of the proposed monorail.

Several monorails initially conceived as transport systems survive on revenues generated from [[tourism]], benefiting from the unique views offered from the largely elevated installations.