To overcome difficulties that may derive from the limitations of the Amotion system , a sophisticated system could be envisaged where coupling / de-coupling can take place fore and aft of the mother vehicle. The process could take place simultaneously if necessary. The transfer vehicle coupling with the front of the mother train would join the railtrack some distance ahead of the mother vehicle, travelling at a slightly slower speed. The driver of the transfer vehicle would have the ability to control both his own vehicle, and the speed of the mother vehicle behind him. Sensors mounted in the transfer and mother vehicles, would continuously monitor their relative distance and speed differentials, sounding alarms or terminating the connection procedure in an emergency.

If a large interchange was generating too much traffic for the small transfer vehicle, it is proposed that the transfer vehicle could carry one or more carriages which would couple onto front of the mother vehicle and disengage with the transfer vehicle. The train was therefore change in length to reflect the number of passengers on it. This would help reduce the amount of near empty rolling stock carried on the railways. It would be desirable to have carriages added /removed to the mother vehicle from both the front and rear to avert the situation that passengers were always asked to move up the train. [If carriages were added from one end only, then passengers on long journeys would have to periodically move up the train as new carriages were removed from the other end, in order to avoid being removed with them].

 The layout of the mother train would reflect the differing roles of its various carriages through the journey. In the middle of the mother train would be service area carriages. These might include restaurant, entertainment, childcare, washrooms, communications and business facilities. Adjacent to these would be carriages carrying passengers through to the final destination. The aisles could be narrower than the visitor carriages as fewer pedestrian traffic surges could be anticipated. This would allow more space for seated passengers. Visitor carriages on either end of the train would each have to incorporate seating, standing, access and egress areas.

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