Abstract:
A methodology for preventing hijacking of surface vehicles by invoking an override means for taking control of such vehicles, when circumstances merit such drastic corrective action. If monitoring sensors indicate that exigent circumstances such as airplane hijacking are occurring, then action would be triggered from a central control to either disable the vehicle, dump fuel, shutdown engines, or otherwise override control thereof. This action would frustrate the hijackers&#39; purpose and could save lives and minimize losses.

Description:
RELATED APPLICATIONS  
       [0001]    This application claims priority based upon Provisional U.S. Application Ser. No. 60/430,400 filed Dec. 3, 2002. 
     
    
     
       TECHNICAL FIELD OF THE INVENTION  
         [0002]    The present invention relates to vehicle safety, and, more particularly, relates to a methodology for preventing hijacking of aircraft, ships, buses and other commercial surface vehicles, trains, and the like, by invoking an override means for taking control of such aircraft, ships, or other means of commercial and public transportation, when circumstances merit such drastic corrective action.  
         BACKGROUND OF THE INVENTION  
         [0003]    It is unfortunate that thefts and hijackings have become all too common in modern day society. From the prevalent theft of automobiles and the like that are regularly perpetrated in communities throughout the United States, to the occasional high-profile hijacking of aircraft and ocean-going ships by terrorists or the like, citizens worldwide suffer from this horrible aspect of modern day society.  
           [0004]    There have been many attempts to prevent such dastardly activities from being perpetrated, but with only limited success to date. For instance, Gabbard, in U.S. Pat. No. 6,124,805, teaches a remotely operated vehicle identification and disabling system. This system has a remotely operated transmitter device that sends a command shutdown message to a corresponding receiver that is located in the vehicle and integrated with one or more of its sub-systems. Satellite communications providing GPS may be used to monitor vehicle location.  
           [0005]    In U.S. Pat. No. 5,917,405, Joao discloses a control apparatus that includes a remote transmitter means for transmitting a signal over a communication system and, upon activation by the owner or an authorized user or operator of the vehicle, a receiver integrated with a local computer can intercede in the normal operation of one or more of the vehicle&#39;s sub-systems. This control apparatus, upon receiving the proper signal from a remote controller, can interfere with normal vehicle operation by disabling the ignition sub-system, the fuel sub-system, etc. This control apparatus may also be used to monitor vehicle locations via a global positioning device and digitized map data, wherein this information may be shared with law enforcement personnel to track terrorism, thefts, and other crimes.  
           [0006]    In U.S. Pat. No. 5,969,595, Schipper et al. disclose a location determination security system for a vehicle and for cargo transported on the vehicle. The cargo vehicle carries a transceiver that transmits a signal that allows a receiver to track the signal&#39;s characteristics—intensity, coding, and time of receipt. If this received signal violates a predetermined protocol or condition, then current cargo destination is compared with approved destinations. If the cargo destination is illegitimate, then an alarm is sounded. This system may be based upon GPS, LORAN, or other satellite or ground-based communications.  
           [0007]    Zach, in U.S. Pat. No. 6,211,818, discloses a vehicle GPS-based tracking system for alerting emergency and law enforcement personnel of unauthorized vehicle location and the like. A central reporting center coordinates the vehicle identification codes that are received via remote signals for reconciliation with a vehicle emergency tracker stored in the vehicle. Emergency procedures may be instigated as appropriate.  
           [0008]    In U.S. Pat. No. 5,574,648, Pilley discloses an airport system for controlling and managing the surface and airborne movement of ground vehicles and aircraft within a defined and selected airport space. Using a 3-dimensional map having GNSS-based location points, this system provides a central monitor to track signals transmitted from the vehicles and aircraft, and to provide a series of individual layers for tracking each of the several vehicles and aircraft, and for isolating forbidden zones.  
           [0009]    Gehlot, in U.S. Pat. No. 6,167,333, discloses a system for collecting motor vehicle-related information in real-time from a plurality of remote vehicle networked sensors and storing this information among various government entities. A processor contained in each vehicle receives data from the several mechanical and electrical sub-systems, microprocessors, and physical inputs. The system controller can prevent unauthorized personnel from starting any of the vehicles.  
           [0010]    In U.S. Pat. No. 5,969,433, Maggiora teaches a theft preventing and deterring system for disabling an automotive vehicle when a predetermined event occurs. In particular, by using a plurality of sensors, the system monitors vehicle location via GPS and TELETRAC radio-location. The system may be programmed to automatically or manually intervene when such predetermined events occur.  
           [0011]    In U.S. Pat. No. 6,198,992, Winslow discloses an apparatus which overrides a tractor guidance control system when an emergency condition occurs. A sensor is coupled to the steering or the clutch system to monitor tractor movements; when abnormal movements occur, an override signal is generated to release automatic steering control. The operator may then immediately manually take corrective action.  
           [0012]    Graham et al., in U.S. Pat. No. 4,811,230, teach a system that enables a pilot to intervene in the preprogrammed flight of an airplane based upon signals received from Air Traffic Control. Intervention options include lateral and vertical direction, altitude, and speed.  
           [0013]    Anthony et al. in U.S. Pat. No. 6,559,769, teach an early-warning security system for monitoring and tracking in real-time the activities and movements associated with prescribed personnel, personal property, mobile vehicles, and buildings. This system comprises a plurality of in situ local controllers having a microprocessor and a coordinated plurality of conspicuous and clandestine digital video cameras for continuously producing digital audio and visual signals, uplinking such signals via a suitable wireless telecommunications device to a satellite, general packet radio service, the Internet, intranet or extranet, and then downlinking these signals to a plurality of control centers for recording and analysis thereof. Remedial action is immediately taken when perturbations from normal behavior or activities are observed in the recorded audio and visual signals.  
           [0014]    Thus, there have been many attempts to improve theft prevention and to deter theft of vehicles and airplanes using sensors and transmitters that signal when intervention in the operation of vehicle and airplane sub-systems should be triggered. Many of these vehicle intervention systems appear to be confined to the vehicle, per se. Some, on the other hand, use the GPS and the like to track vehicle movement and to transmit location data to a central control station. Airplane-related systems are designed to effect normal operations, but none seem to override the control of the airplane to the extent of negating local operation by an unauthorized terrorist pilot or even by an authorized pilot.  
           [0015]    Accordingly, these limitations and disadvantages of the prior art are overcome with the present invention, and improved means and techniques are provided which prevent hijacking of commercial and public airplanes, ships, and motor vehicles.  
         SUMMARY OF THE INVENTION  
         [0016]    The present invention teaches a methodology for preventing hijacking of aircraft, ships, buses and other commercial surface motor vehicles, trains, and the like, by invoking an override means for taking control of such aircraft, ships, or other means of commercial and public transportation, when circumstances merit such drastic corrective action. According to the preferred embodiment of the present invention, if monitoring sensors indicate that exigent circumstances such as airplane hijacking is occurring, then action would be triggered from a central control to either disable the airplane, dump fuel, shutdown engines, or otherwise override control of the airplane. This action would frustrate the hijackers&#39; purpose and could save lives and minimize losses.  
           [0017]    It will become evident that the methodology of the present invention may be accommodated in applications not only using aircraft for travel, but also in applications using ships and the like for ocean travel, and trains, automobiles, buses and other commercial and public motor vehicles for surface travel.  
           [0018]    These and other objects and features of the present invention will become apparent from the following detailed description, wherein reference is made to the figures in the accompanying drawings in which like numerals refer to like components. 
       
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0019]    [0019]FIG. 1 depicts a simplified schematic diagram of the preferred embodiment of the present invention for preventing hijacking of motor vehicles.  
         [0020]    [0020]FIG. 2 depicts a flow chart of the hijack-preventive apparatus incorporated into an airplane according to the preferred embodiment of the present invention.  
         [0021]    [0021]FIG. 3 depicts a flow chart of the apparatus incorporated into the plurality of control centers according to the preferred embodiment of the present invention.  
         [0022]    [0022]FIG. 4 depicts a flow chart of the apparatus incorporated into the plurality of protected areas according to the preferred embodiment of the present invention.  
         [0023]    [0023]FIG. 5 depicts a flow chart of the apparatus incorporated into the plurality of airplane input monitors and alarms according to the preferred embodiment of the present invention.  
         [0024]    [0024]FIG. 6 depicts a logic diagram depicting the stepwise procedure of the preferred embodiment of the present invention that relates to airplane operations.  
         [0025]    [0025]FIG. 7 depicts a logic diagram depicting the stepwise procedure of the preferred embodiment of the present invention that relates to flight control center operations and associated triggering events.  
         [0026]    [0026]FIG. 8 depicts a logic diagram depicting the stepwise procedure of the preferred embodiment of the present invention that relates to protected areas for airplane flights and associated triggering events.  
         [0027]    [0027]FIG. 9 depicts a flow chart of the hijack-preventive apparatus incorporated into a plurality of surface vehicles according to an alternative embodiment of the present invention.  
         [0028]    [0028]FIG. 10 depicts a flow chart of the apparatus incorporated into the plurality of control centers according to the alternative embodiment of the present invention depicted in FIG. 9.  
         [0029]    [0029]FIG. 11 depicts a flow chart of the apparatus incorporated into the plurality of surface vehicle input monitors and alarms according to an alternative embodiment of the present invention.  
         [0030]    [0030]FIG. 12 depicts a logic diagram depicting the stepwise procedure of the alternative embodiment of the present invention that relates to operation of a plurality of surface vehicles.  
         [0031]    [0031]FIG. 13 depicts a logic diagram depicting the stepwise procedure of the alternative embodiment of the present invention that relates to transportation control center operations and associated triggering events.  
         [0032]    [0032]FIG. 14 depicts a logic diagram depicting the stepwise procedure of an alternative embodiment of the present invention that relates to protected areas for surface vehicle dispatch and transportation and associated triggering events. 
     
    
     DETAILED DESCRIPTION  
       [0033]    As will be hereinafter described in detail, the present invention comprises an anti-hijacking system applicable to motor vehicles illustrated by embodiments applicable to airplanes, automobiles and the like, ships, and trains. Now referring to FIG. 1, there is depicted a simplified schematic diagram of an overview of such an embodiment of the present invention  2  designed for preventing hijacking of vehicles.  
         [0034]    The preferred embodiment corresponds to a system for preventing airplane anti-hijacking, and is depicted in the context of airplane  10  traversing airspace implicating plurality of protected areas  300 , under the influence of plurality of flight control centers  50  and concomitant plurality of air traffic control centers  20 . Each area of such plurality of protected areas is a geographical area that has been predetermined to be secure from any form of intrusion. In the context of the teachings of the present invention, an intrusion is contemplated to occur when an airplane or other motor vehicle deviates from its normal course of travel—outside of the plurality of protected areas—and is on a path that appears to imminently penetrate an area located therewithin.  
         [0035]    As will be understood by those skilled in the art, this embodiment of the present invention contemplates exploiting GPS  30  or other real-time or near-real-time positioning means known in the art to monitor the progress and attitude of airplane  10  in real-time or near-real-time relative to its panoply of departure parameters, official flight path, arrival parameters, and any other relevant flight or travel parameters.  
         [0036]    Referring now collectively to FIGS.  1 - 4 , there is shown how various components of the preferred embodiment  2  interact with each other to accomplish the purposes contemplated by the present invention. Plurality of flight control centers  50  should preferably be located in a secure, limited-access location, such as a military base, and should preferably use dedicated secure electronic apparatus and the like, and, of course, be operated by properly trained personnel with sufficiently high security clearance. Secure locations and secure apparatus may be routinely insulated from penetration by unauthorized personnel and by unauthorized electronic transactions and the like, and from tampering by any personnel or electronic transactions. The preferred embodiment contemplates that this dedicated secure electronic apparatus and the like, and operational personnel are separate and distinct from air traffic control operations and concomitant personnel who operate conventional air traffic control system  20 .  
         [0037]    In a manner well known in the art, secure communications apparatus  60  on-board airplane  10  communicates and cooperatively interacts with each of corresponding apparatus located at plurality of control centers  50  and at plurality of protected areas  300 . As will be appreciated by those skilled in the art, communications apparatus  60  receives input from a variety of monitoring sources including vehicle security systems and alarms  85 , vehicle controls  75 , and vehicle instrumentation  90 . It will be appreciated that intelligence provided by vehicle instrumentation  90  includes information pertaining to speed, direction, fuel, throttle, etc. As will become evident, this input received by secure communications apparatus  60  located at airplane/vehicle  10  is relayed to plurality of control centers  50  for prompt observation and monitoring operations that will trigger an appropriate immediate response, when and if necessary.  
         [0038]    According to the present invention, secure communications apparatus  60  controls and manages communications between plurality of protected areas  300  and airplane proximity transponder  95 , which causes automatic activation of the automatic autopilot  80 , when and if, aircraft  10  encroaches upon plurality of protected areas  300 . Automatic autopilot  80  directs airplane  10  away from plurality of protected areas  300  and simultaneously alerts plurality of control centers  50  of this incident.  
         [0039]    It will be understood that communications apparatus  60  directs communications between plurality of control centers  50  and airplane/vehicle local control cutoff switch  70 , which alternatively permits or prevents the pilot from operating airplane  10  using conventional local flight controls  65 . Similarly, secure communication means  60  directs communications between plurality of control centers  50  and vehicle controls  75 , thereby triggering remote control of the airplane. It should be evident, of course, that use of the term “vehicle” in the context of the instant embodiment is synonymous with the term “airplane”; for convenience, the general term vehicle, which is intended to be applicable to all embodiments of the present invention, is used throughout. It will become clear that secure communication means  60  also enables remote activation of fuel release control  100 . Depending upon the seriousness of circumstances related to the airplane&#39;s flight pattern and the condition and well-being of its crew and passengers, and the presence of hazardous cargo or the like, it may be deemed necessary by security personnel to either promptly release all fuel or excess fuel via remote activation of fuel release control  100 .  
         [0040]    Secure communication means  60  also enables plurality of control centers  50  to remotely activate and deactivate automatic autopilot  80 . According to the preferred embodiment, airplane vehicle  10 , GPS  30  or other positioning system or the like, and air traffic control  20  also communicate via conventional communications means  40  to determine airplane location relative to the officially pre-approved flight plan or the like. Thus, FIG. 2 depicts a simplified flow chart of the preferred apparatus incorporated into an airplane. As is clearly depicted, airplane  10  remains in contact with air traffic control  20  via conventional communication means  40  typified by communications between a radio and a transponder, or the like.  
         [0041]    [0041]FIG. 3 depicts a simplified flow chart of the preferred apparatus incorporated into each of plurality of control centers  50  according to the present invention. For clarity, it should be understood that this flow chart includes a “centerline” to conveniently separate all of the components located inside plurality of control centers  50  from the components located outside thereof. Thus, all of the components disposed above this centerline—labeled “OUTSIDE CONTROL CENTER”—are located outside plurality of control centers  50 . On the other hand, all of the components disposed below this centerline—labeled “INSIDE CONTROL CENTER”—are located within this plurality of control centers. This convention has also been incorporated into the other flow diagrams herein, namely, FIGS.  4 - 5  and  9 - 10 .  
         [0042]    Referring now to FIGS. 2 and 3, there is shown control center secure communication apparatus  230  interacting with similar secure communication apparatus  60  located at airplane  10 , plurality of protected areas  300 , and plurality of control centers  50 . Secure communication means  230  relays the signals generated from this external apparatus to trained operators via control override switch  170 , thereby permitting disabling local controls cutoff switch  70  of airplane  10 . It will be appreciated that secure communication means  230  also transmits signals including alarm audio and video images to alarm and monitor apparatus  175 . This alarm and monitor assembly enables operators to monitor conditions on any vehicle—selected either randomly or in response to an alarm or to a suspicious circumstance. Secure communication apparatus  230  also relays signals between airplane  10  and cockpit mock-up and vehicle controls  180 . Cockpit mock-up and vehicle controls  180  receives all instrument data from the airplane, including video images indicating direction of travel, and a plurality of controls corresponding to local pilot controls  65 . It should be evident that operation of this cockpit mock-up and vehicle controls is triggered when control override switch  170  is activated, thereby circumventing the affect of the local pilot controls  65  imposed upon vehicle controls  75 .  
         [0043]    Now referring specifically to FIG. 4, there is depicted a simplified flow chart of the apparatus typically incorporated into a plurality of protected areas according to the preferred embodiment of the present invention. Referring now to FIGS. 2 and 4, protected area secure communication means  30  interacts with corresponding secure communication means  60  located at airplane  10  and airplane proximity transponder  95 . Upon ascertaining that airplane  10  has encroached upon at least one protected area of plurality of protected areas  300 , transponder  95  sends a signal to airplane automatic autopilot  80  to activate a redirected, predetermined course that steers airplane  10  away from such plurality of protected areas. Communication means  330  simultaneously transmits a signal to plurality of control centers  50  when encroachment has occurred, permitting activation of remote control operations as contemplated by the present invention. It should be evident that communication means  330  also relays information to airplane  10  and to plurality of control centers  50 , to constitute an alert that signals a current or imminent encroachment condition. Such timely information would alert control center personnel of such difficulty, prior to activation of automatic autopilot  80 .  
         [0044]    Communication means  330  obtains input from plurality of proximity sensors  350  and associated triangulation device  360 . Triangulation device  360  compares signals from plurality of proximity sensors  350  to determine the location of vehicle  10 , within the dimensionality of plurality of protected areas  300 . In a manner known in the art, secure communication means  330  is preferably configured with battery backup  340 , and preferably with redundant transmitters or other communication devices to assure uninterrupted operations.  
         [0045]    Referring now to FIG. 5, there is depicted a flow chart of the apparatus incorporated into the plurality of airplane input monitors and plurality of alarms according to the preferred embodiment of the present invention. Referring to FIGS.  1 - 5 , there is shown representative inputs and alarms monitored by control center alarm and monitor means  175 . As will be understood by those skilled in the art, these may include plurality of cockpit interior cameras  190  which enable control center operators to monitor cockpit activities. Such monitoring may include loss of tracking signal or the like. Similarly, plurality of main cabin video cameras  195  enable the control center operators and local pilots to monitor main cabin activities.  
         [0046]    It should be clear that plurality of exterior video cameras  200  depict the crucial direction-of-travel view for assisting control center operators to remotely orchestrate safe airplane operation and, if necessary, immediate safe landing of the airplane. Multiple panic alarms  205 , located throughput the airplane allow passengers or crew to alert both the pilot and control centers regarding disturbances in the main cabin or the like. In addition, cabin pressure alarm  210  may alert control center personnel of sudden changes in cabin pressure that might undermine or even disable pilot-behavior. Similarly, protected area alarms  215  alert the control center personnel of warnings of impending protected area encroachment, or of actual encroachment thereof; according to the present invention, simultaneously, such alarm condition signals activation of the crucial automatic autopilot function.  
         [0047]    Under the preferred embodiment, tamper detection means  185  should preferably be installed to detect unauthorized access to the on-board circuitry and the like. It should be evident that this may be implemented via a pressure switch that is activated when an access cover is removed or any of the several alternative means known in the art. It will be appreciated by those skilled in the art that alphanumeric keypad  220  may be used to input a security password to authenticate the pilot&#39;s identity prior to commencement of the flight. In addition, access to the on-board circuitry and the like could be accessible only from the exterior of the aircraft, thus making tampering impossible while in flight.  
         [0048]    [0048]FIG. 6 depicts a logic diagram depicting the stepwise airplane operations procedure of the preferred embodiment. First, in the step represented by numeral  500 , airplane  10  is parked in its designated airport gate, disabled by local cutoff switch  70 . It will be evident that airplane  10  is situated in its designated gate after the completion of an authorized flight, and prior to receiving authorization to leave the gate to commence a subsequently departing flight. Next, in the step depicted by numeral  510 , the pilot&#39;s identity is verified using plurality of cockpit video cameras  190  and security keypad  220 . If unauthorized attempts to activate the airplane persist, then plurality of control centers  50  will sustain the airplane&#39;s disabled state and simultaneously will notify local authorities to apprehend what appears to be an intruder (in step depicted by numeral  520 ).  
         [0049]    In the step represented by numeral  530 , an authorized pilot will verify, in conjunction with personnel at plurality of control centers  50 , that all security devices and controls  85  are in proper working order. If not, malfunctioning devices and controls should preferably be replaced or repaired, and the pilot ID verified (in the step depicted by numeral  510 ). If all security devices and controls  85  are in proper order, plurality of control centers  50  will activate local control via deactivation of local control switch  70 . Then, the flight will commence, and will continue to be monitored by the plurality of control centers  50  as shown in the step designated by numeral  560 . If a triggering event in the step depicted by numeral  570  fails to occur, then the flight will conclude in due course (step designated by numeral  580 ), and the airplane is returned to the idle condition in the step represented by numeral  500 . On the other hand, if a triggering event occurs as shown in the step represented by numeral  570 , if it is determined to be occurring via a protected area alert (step designated by numeral  590 ), the automatic autopilot  80  will automatically be engaged in the step designated by numeral  600 .  
         [0050]    It should be evident that such engagement of the automatic autopilot, when the plane has encroached upon a protected area, will preferably expeditiously direct the plane out thereof. However, if the plane is not in a protected area in the step designated by numeral  590 , then, in the step designated by numeral  620 , plurality of control centers  50  should preferably review cumulated security data to determine if invoking the remote control aspect of the present invention is merited. If invoking the remote control aspect is not merited, then, if applicable, in the step represented by numeral  610 , the autopilot will be disengaged and flight monitoring resumed (in step designated by numeral  560 ). If, on the other hand, invoking the remote control aspect of the present invention is merited, plurality of control centers  50  will take appropriate actions to safely control and land the airplane (in step designated by numeral  580 ) in the step represented by numeral  630 .  
         [0051]    Table I enumerates a panoply of triggering events for which embodiments of the present invention are designed to cause immediate responsive behavior to avert or minimize loss of life and destruction to an airplane and other vehicles and property.  
                       TABLE I                                   Triggering Event-Airplane                           Cabin Decompression           Panic Alarm           Protected Area Alarm           Off-Course Alarm           Airspeed           Rate of Descent or Ascent           Attitude           Visual Observations           Loss Of Video Signals           Tampering                      
 
         [0052]    As will be readily understood by those skilled in the art, cabin decompression is a triggering event that may indicate that the pilot is unable to control the flight due to lack of oxygen. Obviously, loss of cabin pressure is a serious situation that merits immediate attention. As hereinbefore described, the panic alarm may be activated by either a passenger or a crew member, or perhaps both. Assuming that a false alarm has not occurred, the cause of the alarming condition must be immediately ascertained. The triggering of a protected area alarm indicates that the flight has encroached, or is in imminent danger of encroaching, a protected area. Promptly avoiding or immediately reversing such entry is obviously the order of the day. Of course, triggering a tamper-detection alarm indicates that an intruder is afoot and is threatening the integrity of the anti-hijacking system taught by the present invention. The off-course alarm, attitude alarm, and other alarms would also indicate the incapacity of the pilot from a sudden illness, drugs or alcohol, or indicate actions by a renegade pilot.  
         [0053]    It should be clear to those skilled in the art that triggering of an off-course alarm, which may obtain from a GPS or other positioning system or from air traffic control, is indicative of the airplane deviating from its flight plan; instantaneous remedial action should preferably be instigated. An airspeed alarm would indicate a pilot&#39;s loss of control wherein the airplane is experiencing an abrupt dive or a stall, or that the airplane is executing an emergency maneuver. A trigger attributable to a rate of ascent/descent alarm would indicate a pilot&#39;s loss of control perhaps because the airplane is in a dive or a stall or is executing an emergency maneuver. It should be apparent that an attitude alarm would indicate the pilot&#39;s loss of control due to a radical turn or an emergency maneuver.  
         [0054]    Visual observations from any of the plurality of interior video cameras would constitute a trigger of responsive action that must be taken forthwith to address a disturbance in the main cabin or cockpit. Similarly, visual observations from this plurality of exterior video cameras would indicate that there is an obstacle in the airplane&#39;s flight-path and that immediate remedial action must be taken. Loss of interior video would indicate that terrorist hijackers are obscuring or disabling the plurality of cameras to conceal their dastardly actions. Another triggering event would be loss of signals that would indicate a malfunction or tampering with the airplane&#39;s functions. According to the present invention, such loss of signals would trigger immediate recall of the airplane by flight control and any other appropriate actions such as a military escort to a nearby military base or airport.  
         [0055]    Referring now to FIG. 7, there is depicted a logic diagram depicting the stepwise procedure of the preferred embodiment that relates to control center operations and triggering events. First, in the step represented by numeral  700 , airplane  10  is parked in its designated airport gate, disabled by local cutoff switch  70 . It will be evident that this airplane is situated in its designated gate after the completion of an authorized flight, and prior to receiving authorization to leave the gate to commence a subsequently departing flight. Next, in the step depicted by numeral  710 , the pilot&#39;s identity is verified using plurality of cockpit video cameras  190  and security keypad  220 . If unauthorized attempts to activate the airplane persist, then plurality of control centers  50  will sustain the airplane&#39;s disabled state and simultaneously will notify local authorities to apprehend what appears to be an intruder (in step depicted by numeral  720 ).  
         [0056]    In the step represented by numeral  730 , an authorized pilot will verify, in conjunction with personnel at plurality of control centers  50 , that all system diagnostics are satisfactory, thereby indicating that security devices and controls  85  are in proper working order. If not, malfunctioning devices and controls should preferably be replaced or repaired (in the step depicted by numeral  740 ). If all security devices and controls  85  are in proper order, then, in the step represented by numeral  750 , plurality of control centers  50  will activate local control via deactivation of local control switch  70 . Then, the flight will commence, and will continue to be monitored by the control center  50  as shown in the step designated by numeral  760 . If triggering events, in the step depicted by numeral  770 , fail to occur, then the flight would conclude in due course (step designated by numeral  780 ), and the airplane would be returned to the idle condition in the step represented by numeral  700 . On the other hand, if a triggering event occurs, as shown in the step represented by numeral  820 , the control center would preferably review cumulated security data to determine if invoking the remote control aspect of the present invention is justified. If invoking the remote control aspect is not merited, then, in the step represented by numeral  810 , local control of the airplane would be sustained or restored, and then flight-monitoring would be resumed (in step designated by numeral  760 ). If, on the other hand, invoking the remote control aspect of the present invention is merited, the plurality of control centers would preferably reconcile the collective monitoring and security data in step designated by numeral  822 .  
         [0057]    After this reconciliation of cumulative security data, in the step represented by numeral  830 , it would be further ascertained whether invoking the remote control aspect of the present invention is merited. If so, then control center personnel would take appropriate actions to safely control and land the airplane, thereby terminating the flight, in the step represented by numeral  780 . If not, then there would be a security alert at all control centers to ascertain the source of the triggering event (in the step designated by numeral  824 ). If the security breach may be effectively remedied, in the step designated by numeral  824 , local control may be sustained or restored in the step designated by numeral  810 , and flight-monitoring would continue (in step designated by numeral  760 ). If the security breach persists and is sufficiently hazardous to public safety or the like, then, in the step designated by numeral  826 , all new flights would be canceled and all flights in progress terminated to avoid or minimize serious personal injury and damage to property.  
         [0058]    [0058]FIG. 8 depicts a logic diagram depicting the stepwise procedure of the preferred embodiment that relates to the contemplated operation of protected areas and concomitant triggering events. In the step represented by numeral  870 , each of secure communication apparatus  60  (FIG. 2) and secure communication apparatus  230  (FIG. 3) and secure communication apparatus  330  (FIG. 4) periodically sends a test signal to plurality of control centers  50  and then runs a self-test in the subsequent step (represented by numeral  871 ). If this self-testing indicates that there are communication problems or other problems, in the step designated by numeral  872 , plurality of control centers  50  would observe the malfunction or loss of signal condition, and then would immediately dispatch personnel to repair or replace the malfunctioning device, and, in the interim, would more closely monitor, divert, or ground flights that might enter affected protected area  300 . On the other hand, if the self-test and communication checks are fine, then plurality of protected areas  300  would broadcast indicative signals to potential nearby planes and other vehicles, in the step designated by numeral  873 . According to the present invention, upon interacting with proximity transponder  95  disposed upon a nearby airplane or other vehicle, triangulation calculator  360  would determine the airplane/vehicle position in the step represented by numeral  874 .  
         [0059]    It will be appreciated that, if airplane  10  is determined to be positioned within the protected area in the step designated by numeral  875 , then automatic autopilot  80  would be activated in the subsequent step (represented by numeral  876 ) to direct the airplane safely away from plurality of protected areas  300 . In the step designated by numeral  877 , if airplane  10  is ascertained to be nearby, albeit not yet within at least one of plurality of protected areas  300 , a warning signal would preferably be sent to the airplane in the step represented by numeral  878 . If automatic autopilot  80  were activated in the step designated by numeral  876 , or if a warning signal were sent to airplane  10  in the step designated by numeral  878 , the present invention would send an alert via secure communication apparatus  230  to plurality of control centers  50  in a subsequent step (designated by numeral  879 ). It should be evident to those skilled in the art that personnel situated at plurality of control centers  50  would assess the situation and take appropriate and prompt action in the step designated by numeral  880 . It will, of course, be clear, that protected area  300  would continuously repeat the entire testing, broadcasting and triangulation process in the step designated by numeral  870 .  
         [0060]    Other embodiments of the present invention have been configured to accommodate other types of vehicles such as ocean-faring ship and other vessels, trains, automobiles, trucks, and buses. It should be evident to those skilled in the art that the present invention is designed to provide an override protocol that remotely monitors the activities of such vehicles that continuously occur over a prescribed path or track. Located in secure locations, a plurality of control centers receive data that describes the progress of such vehicles relative to the prescribed travel plan and enables any deviations thereof to be flagged for immediate corrective action initiated by a remote control infrastructure. This corrective action essentially overrides local control of the operation of the vehicle so that no further deviation from the prescribed plan may be realized by rogues or terrorists, thereby preventing or mitigating loss of life and damage to property. It should also be evident that embodiments of the present invention provide an expedient means for effectuating remote rescue of a vehicle that has inadvertently deviated from its prescribed travel route due to instrument or apparatus malfunction or whose operators have become involuntarily disabled due to medical emergency or hijacking or the like.  
         [0061]    It will be clear to those skilled in the art that embodiments of the present invention may be adapted to prevent hijacking of vehicles other than airplanes, such as surface vehicles including seafaring vessels. It will also be readily understood that such embodiments may be adapted to accommodate surface vehicles such as automobiles, trains, trucks, and buses. It will be appreciated that, while these particular alternative embodiments are applicable to surface vehicles, such embodiments are especially applicable to commercial shipping which is intertwined with a plurality of surface vehicles that have been designated to transport a plurality of goods as a shipment. Furthermore, it will be understood that these alternative embodiments would be particularly applicable to shipments involving transport of sensitive materials such as radioactive products and waste.  
         [0062]    Anti-hijacking embodiments of the present invention may be envisioned in the context of implementations that affect a plurality of surface vehicles that operate under the influence of a plurality of control centers as contemplated hereunder. Similar to the hereinbefore described airplane embodiment depicted in FIGS.  1 - 3 ,  4 , and  5 - 8 , a typical alternative embodiment is depicted in FIGS.  4 , and  9 - 14 ; it uses a global positioning system (“GPS”) or other real-time or near-real-time positioning means known in the art to monitor the progress and attitude of a plurality of surface vehicles. Incorporated into this monitoring and analysis are the surface vehicles&#39; panoply of departure parameters, pre-approved course plan, arrival parameters, and any other relevant transportation and shipping parameters.  
         [0063]    The present invention contemplates control center facilities being preferably clandestinely situated within the secure confines of a military base or the like. Ergo, referring specifically to FIG. 10, plurality of control centers  50  should preferably be located in secure, limited-access locations, and should preferably use dedicated secure communications apparatus  230  and the like, and, of course, should preferably be operated by properly trained personnel with sufficiently high security clearance. As is well-known in the art, plurality of secure locations  300  and secure communications apparatus  230  are typically insulated from penetration by unauthorized personnel and by unauthorized electronic transactions and the like, and from tampering by any unauthorized personnel or unauthorized electronic transactions.  
         [0064]    Suitable secure communications apparatus  230  receives input from a variety of monitoring sources including surface vehicle security systems and alarms  175 , surface vehicle controls  1180 , and related surface vehicle instrumentation  85  including tamper detection apparatus  185 , plurality of internal video cameras  1195  disposed in the driver&#39;s seat compartment, plurality of internal video cameras  1190  disposed in the passengers&#39; compartment, plurality of exterior video cameras  200 , plurality of panic alarms  205  disposed throughout the vehicle, and alphanumeric keypad  220 . It will be appreciated that intelligence provided by this panoply of vehicle instrumentation includes information pertaining to speed, direction, fuel, throttle, etc. As will become evident, this input received in situ by communications apparatus  60  disposed in plurality of surface vehicles  10  is relayed to plurality of control centers  50  for observation and monitoring operations that would trigger an appropriate immediate response affecting the uninterrupted continuation of normal operation of plurality of surface vehicles  10 , when and if necessary.  
         [0065]    Referring now to FIGS. 9 and 10, it will be understood that exchanges between vehicle communications apparatus  60  and control center communications apparatus  230  directs ongoing communications between plurality of control centers  50  and surface vehicle local control override, i.e., cutoff means,  70 , which alternatively permits or prevents drivers from operating such surface vehicles using conventional local controls  140 . Similarly, this exchange of secure communications directs communications between plurality of control centers  50  and plurality of surface vehicle controls  140 , thereby triggering remote control thereof. It should be clear that this secure communication means also enables remote activation of fuel cutoff control  1100 .  
         [0066]    Depending upon the seriousness of circumstances related to the surface vehicle&#39;s trip and the condition and well-being of its operator and passengers, and the presence of hazardous cargo or the like, it may be deemed necessary by security personnel to either effectuate all fuel being promptly being rendered inaccessible to the engine or otherwise interfering with the normal behavior of the fuel injection system or the like via remote activation of a fuel cutoff valve or the like. In situations involving movement of vessels, such fuel turnoff procedures would implicate preventing the feeding of fuel to the on-board engines or even dumping fuel into the ocean or the like. While fuel-dumping obviously would constitute an insult to the integrity of the ocean and other environments, it may be unavoidable in order to seek to stymie the life-threatening modus operandi of terrorists and the like. Similarly, fuel-dumping into the environment may be an unavoidable necessity to combat life-threatening behavior on trains, buses, and other means of surface transportation.  
         [0067]    Secure communication means  60  disposed in vehicle  10  also enables plurality of control centers  50  to remotely activate and deactivate the involvement of emergency security and law enforcement personnel which makes use of a GPS or similar positioning system, and a conventional vehicle dispatching means. It is contemplated that these personnel will communicate via suitable high-priority control center secure communications means  230  to determine surface vehicle location relative to a pre-approved travel and/or shipment plan. It is further contemplated that surface vehicles would preferably sustain contact with a dispatcher or the like via suitable secure communication means  60  which is commonly implemented by communications effectuated between a radio and proximity transponder  95 .  
         [0068]    As hereinbefore described, each of the plurality of control centers  50  uses secure communication apparatus  230  that interacts with similar secure communication apparatus  60  located in situ at plurality of surface vehicles  10 . Secure communication means  60  relays the signals generated from this external apparatus to trained operators via control override switch  170 , thereby permitting disabling a local surface vehicle&#39;s controls cutoff switch  70 . It will be appreciated that secure communication means  60  also provides signals, alarms, and videos to alarm and monitor apparatus  175 . This alarm and monitor assembly  175  enables operators to monitor conditions on any surface vehicle—selected either randomly or in response to an alarm or to suspicious circumstances.  
         [0069]    Such secure communication apparatus also relays signals between a surface vehicle and a vehicle mock-up and vehicle controls  1180 . The surface vehicle mock-up and controls  1180  receives all instrument data  90  from the surface vehicle, including video images indicating direction of travel, and a plurality of controls corresponding to the local operator/driver&#39;s controls  1065 . It should be evident that operation of such vehicle mock-up and vehicle controls  1180  are triggered when control override means  170  is activated, thereby circumventing the affect of the local operator/driver&#39;s controls  1065  disposed on the surface vehicle&#39;s controls  75 .  
         [0070]    As elucidated hereinbefore, with reference to FIGS.  9 - 11 , embodiments of the present invention include plurality of vehicle/vessel input monitors and alarms  85  that are preferably monitored by control center alarm and monitor apparatus  175 . These may include plurality of interior cameras  1190  which enable control center operators to monitor activities occurring within a plurality of vehicles and vessels. Such monitoring may include loss of tracking signal or the like. Similarly, plurality of additional video cameras  200  enable the control center operators and local operators to monitor passenger, trunk, and cargo activities. It should be clear that plurality of exterior video cameras  200  depict the crucial direction-of-travel view for assisting control center operators to remotely orchestrate safe vehicle and vessel operation and, if necessary, stop a vehicle or vessel, or seek to guide it to a known and secure location. Plurality of panic alarms  205  that are located throughout the vehicles and vessels allow the operator or passengers to alert both the operator and control centers regarding on-board disturbances; the passengers may also use preferably a clandestine alarm to alert the operator about such local disturbance.  
         [0071]    It should, of course, be appreciated that tamper detection means  185  should preferably be installed in situ at vehicle  10  to detect unauthorized access to on-board control circuitry  75  or the like. It should be evident that this may be implemented via a pressure switch that is activated when an access cover is removed or any of several means known in the art. It will be appreciated by those skilled in the art that an alphanumeric keypad  220  or the like may be used to input a security password to authenticate the operator&#39;s identity prior to commencement of the shipment. In addition, access to the on-board circuitry and the like could be accessible only from the exterior of the surface vehicles and vessels, preferably the underside thereof, thus making tampering impossible while travel of a surface vehicle fleet has commenced.  
         [0072]    As shown in FIG. 12, the hereinbefore described stepwise procedure has been adapted in the instant embodiment to accommodate surface vehicle operations. First, in step  500 , a surface vehicle is parked in its designated location, disabled by its local cutoff switch. It will be evident that this vehicle is parked in its designated spot after the completion of an authorized travel plan and/or shipment, and prior to receiving authorization to commence a subsequent travel plan and/or shipment. Next, in step  1510 , the operator&#39;s identity is verified using a plurality of cockpit video cameras and a security keypad. If unauthorized attempts to activate the vehicle persist, then a plurality of control centers would sustain the vehicle&#39;s disabled state and simultaneously would notify local authorities (step  520 ) to apprehend what appears to be an intruder. An unauthorized operator would preferably be detained in the vehicle by remotely activated door locks or the like. Similarly, for a vehicle manifest as an ocean-faring vessel, such unauthorized operator would preferably be detained in the captain&#39;s navigational venue, quarters, or the like by remotely activating door locks thereto. Of course, local authorities would immediately dispatch a suitable enforcement vessel operated by the Coast Guard or the like.  
         [0073]    Next, as hereinbefore described, in step  530 , an authorized operator verifies, in conjunction with personnel at a plurality of control centers, that all security devices and controls are in proper working order. If not, in step  540 , malfunctioning devices and controls should preferably be replaced or repaired, and the operator&#39;s ID verified. If all security devices and controls are in proper order, the plurality of control centers would activate local control by deactivating the local control switches, in step  550 . Then, the shipment would commence, and continue to be monitored, in step  1560 , by plurality of control centers  50  contemplated hereunder. If a triggering event fails to occur, then the shipment would conclude in due course (step  1580 ), and the surface vehicle returned to its idle condition (step  500 ).  
         [0074]    The plurality of control centers should preferably review accumulated security data to determine if invoking the remote control aspect of the present invention is warranted, in step  620 . If invoking the remote control aspect of the present invention is, indeed, merited, in step  630 , then the plurality of control centers would take appropriate action to safely control and stop the vehicle or vessel.  
         [0075]    Table II enumerates a panoply of triggering events that embodiments of the present invention are designed to cause immediate responsive behavior to avert or minimize loss of life and destruction to a plurality of surface vehicles and concomitant property.  
                       TABLE II                                   Triggering Event-Surface Vehicle                           Panic Alarm           Acceleration Alarm           Off-Course Alarm           Speed           Visual Observations           Loss Of Video Signals           Tampering                      
 
         [0076]    [0076]FIG. 13 depicts a logic diagram depicting the stepwise procedure of this alternative embodiment of the present invention that relates to transportation control center operations and associated triggering events. It will be understood that the panic alarm may be activated by either a driver/operator, passenger or other transportation and/or shipping personnel. System malfunctions such as false alarm conditions would be determined in step  730  by generating an appropriate system diagnostic message. Then, repair or replacement of defective components would occur in step  740  or local control would be activated in step  750 . Assuming that a false alarm has not occurred, the cause of any alarm-condition must be immediately ascertained while the trip is being monitored in step  1760 . Of course, triggering a tamper-detection alarm would indicate that an intruder is afoot and is threatening the integrity of the anti-hijacking system taught by the present invention. In step  1710 , such intruder would fail to satisfy the driver identification in step  1710  so that local authorities would be notified of this transgression in step  720 . A plurality of alarms—corresponding to an off-course alarm, attitude alarm, and other alarms—would also indicate the incapacity of the driver/operator from a sudden illness, drugs or alcohol, or indicate actions by a renegade operator/driver.  
         [0077]    It should be clear to those skilled in the art that triggering of an off-course alarm, which may obtain from a GPS or other positioning system or from a dispatching center, is indicative of the surface vehicle deviating from its scheduled course of travel; instantaneous remedial action should preferably be instigated. An acceleration alarm could indicate an emergency maneuver or indicate the operator/driver&#39;s loss of control due to rough road or rough sea, an obstacle or damage to the vehicle or vessel, as appropriate.  
         [0078]    Visual observations from any of the plurality of interior video cameras would constitute a trigger of a responsive action that must be taken forthwith to address a disturbance in the vehicle or vessel. Similarly, visual observations from the plurality of exterior video cameras would indicate that there is an obstacle in the surface vehicle&#39;s path and that immediate remedial action must be taken. Loss of interior video would indicate that a terrorist hijacker is obscuring or disabling the plurality of cameras to conceal their dastardly actions. Another triggering event would be loss of signal that would indicate a malfunction or tampering with vehicle or vessel functions. As depicted in step  1780 , such loss of signal would trigger immediate stopping or recall of the vehicle or vessel by remote control and any other appropriate actions such as a military or police escort.  
         [0079]    This embodiment of the present invention follows similar logic and procedures as has been hereinbefore described in detail respecting control center operations and triggering events. Thus, each surface vehicle is contemplated as being situated or parked in its designated initial location or spot (step  700 ), disabled by an appropriate local cutoff switch. It will be evident that the surface vehicle is situated in its designated spot prior to receiving authorization to leave to commence a scheduled trip perhaps with an associated shipment of goods. Next, in step  1710 , the operator/driver&#39;s identity is verified using a plurality of interior video cameras and an associated security keypad. If unauthorized attempts to activate the surface vehicle persist, then a plurality of control centers will sustain its disabled state and simultaneously would notify local authorities, in step  720 , to apprehend what appears to be an intruder, and would remotely activate door locks or other known instrumentality to detain the intruder on such surface vehicle on land or sea, as represented in the steps initiated in step  820 . That is, if such remote control is merited (step  820 ), then confirmation from other control centers would be sought (step  822 ) and the trip or shipment would be terminated in steps  830  and  1780 . If confirmation from other control centers were not obtained, then, in steps  824  and  1826 , a security alert would preferably be generated at such other control centers and trips/shipments in progress would be cancelled, with any new trips/shipments being cancelled. Obviously, if remote control were deemed to be unnecessary, then in step  810 , local control of surface vehicle operation would be sustained or restored.  
         [0080]    It will also be understood that embodiments of the present invention may be implemented to accommodate railroad travel—similar to embodiments suitable for air and surface travel. Thus, such anti-hijacking embodiments may be visualized in the context of a plurality of trains traversing a countryside and the like, under the influence of a plurality of control centers as hereinbefore described. The present invention contemplates such an embodiment using a global positioning system or another real-time or near-real-time positioning system relative to a plurality of departure and arrival parameters, authorized trip route, and any other relevant train travel parameters.  
         [0081]    [0081]FIG. 14 depicts a logic diagram depicting the stepwise procedure of this embodiment of the present invention that relates to protected areas for surface vehicle dispatch and transportation and associated triggering events. A plurality of control centers should preferably be located in a series of secure, limited-access locations as the plurality of interconnected train cars traverse the boundaries of several states according to a pre-approved travel plan. Initially, as shown in step  870 , a test signal is preferably transmitted to an appropriate control center to establish whether such communications apparatus is functioning as anticipated. If not, then, in step  872 , an alert is generated at this control center to assure that this anomaly is immediately remedied. As hereinbefore elucidated, local train personnel should preferably use dedicated secure electronic apparatus and the like to continually communicate with a plurality of geographically distributed control centers. Suitable communications apparatus should be securely stored on board the train wherein input is received from a variety of monitoring sources including train security systems and alarms, train controls, and suitable train instrumentation. It will be appreciated that intelligence provided by such train instrumentation includes information pertaining to speed, direction, fuel, throttle, etc., and is broadcast to nearby vehicles (step  1873 ). This broadcast is triangulated, in step  874 , to all detector apparatus disposed in the particular protected area as contemplated hereunder. As should be evident, this input is continuously relayed to the plurality of control centers for observation and monitoring operations effectuated by trained personnel who will initiate an appropriate immediate response, when and if necessary.  
         [0082]    It will be understood that this communications apparatus directs communications between a plurality of control centers and the train&#39;s local control cutoff switch, which alternatively permits or prevents the train&#39;s engineer from operating the train using conventional local controls. Similarly, a secure communication means directs communications between a plurality of control centers and train controls, thereby triggering remote control of the train. Thus, still referring to FIG. 14, in step  1874 , a determination is made whether any of the plurality of train cars has transgressed into a proximal protected area, or will imminently transgress into such protected area. If such occurrence has or will imminently occur, then, in step  1879 , a control center alert should immediately be generated. On the other hand, if no such occurrence has or will imminently occur, then, in step  1877 , a determination is preferably made whether such surface vehicles are apt to approach a protected area. If so, then, in step  1878 , a control center warning signal should immediately be generated. This warning, of course, alerts the proximal control center (step  1879 ) and engenders, in step  1880 , appropriate control center action.  
         [0083]    It should also be clear that this secure communication means also enables remote activation of any fuel and/or energy cutoff valve, and railcar decoupling control means, as deemed appropriate under the circumstances by trained personnel. Ergo, depending upon the seriousness of circumstances related to the train&#39;s planned course, the condition and well-being of its crew and passengers, and the presence of hazardous cargo, it may be deemed necessary by security personnel to either effectuate cessation all power or a significant portion of such power, i.e., corresponding to prompt “fuel-release” via remote activation thereof. Thus, options include effective partial or complete cessation of power, separation of the engine from other railway train cars, and simultaneously remotely activating emergency braking of the coupled or decoupled railway cars.  
         [0084]    Accordingly, the present invention contemplates that such secure communication means have the capability to enable the plurality of control centers to remotely activate and deactivate essentially automatic train operation. According to this embodiment of the present invention, the train, using the GPS or other positioning system, and conventional train dispatching means, communicates via a conventional communications means to continuously signal its location relative to the pre-approved, pre-planned course of travel. The plurality of trains and other surface vehicles would remain in contact with dispatch and appropriate authorities via a conventional communication means typified by radio-transponder communications or the like.  
         [0085]    Suitable control communications would be established for effectuating secure communications between on-train secure communications apparatus and a plurality of secure control centers as hereinbefore described. Secure communication means continuously relay the signals generated from a railroad train&#39;s external apparatus to trained operators located in a series of control centers. If necessary, a plurality of override switches are remotely activated, thereby permitting disabling local on-train control cutoff switches.  
         [0086]    It will be appreciated that a secure communication means also provides signals, alarms, and videos to alarm and monitor this apparatus. This alarm and monitor assembly enables operators to monitor conditions on any train—selected either randomly or in response to an alarm or to a suspicious circumstance. Secure communication apparatus also relays signals between the train and a train mock-up and train controls. The train mock-up and train controls receives all instrument data from the train, including video images indicating direction of travel, and a plurality of controls corresponding to the local controls. Operation of the train mock-up and train controls are triggered when the control override switch is activated, thereby circumventing the affect of the local driver controls disposed on the train.  
         [0087]    It will be appreciated that the operation of the apparatus incorporated into the train embodiment having a plurality of train input monitors and alarms, representative of surface vehicles, is similar to the hereinbefore described airplane embodiment. Accordingly, representative inputs and alarms monitored by a control center alarm and monitor means may include a plurality of interior cameras which enable control center operators to monitor train activities. Such monitoring may include loss of tracking signal or the like. Similarly, a plurality of additional video cameras enable the control center operators and local train engineers and conductors to monitor passenger and cargo activities; the plurality of exterior video cameras depict the crucial direction-of-travel view for assisting control center operators remotely orchestrate safe train operation and, if necessary, safe stopping or directing the train to a secure protected area. Multiple panic alarms, located throughout the train allow passengers or crew to alert both the engineer and remote control centers regarding on-board disturbances and anomalous behavior.  
         [0088]    All embodiments of the present invention should preferably include tamper detection means which should preferably be installed on the plurality of surface vehicles to detect unauthorized access to the on-board circuitry and the like. It should be evident that this may be implemented via a pressure switch that is activated when an access cover is removed or any of several means known in the art. It will be appreciated by those skilled in the art that an alphanumeric keypad may be used to input a security password to authenticate the engineer&#39;s identity prior to commencement of the trip. In addition, access to the on-board circuitry and the like should preferably be accessible only from the exterior of a train or like surface vehicle, preferably on the underside, thus making tampering impracticable while the train or like surface vehicle is in motion.  
         [0089]    Similar to the step-wise procedure depicted in each of FIGS. 6 and 12, respectively, first, the train is located on its designated track, disabled by its local cutoff switch. It will be evident that the train is situated in its designated track after the completion of an authorized trip, and prior to receiving authorization to leave the track to commence a subsequent departing trip. Next, the engineer&#39;s identity is verified using a plurality of cockpit video cameras and a security keypad. If unauthorized attempts to activate the train persist, then a plurality of control centers will sustain the train&#39;s disabled state and simultaneously will notify local authorities to apprehend what appears to be an intruder.  
         [0090]    Then, an authorized engineer will verify, in conjunction with personnel at a plurality of control centers, that all security devices and controls are in proper working order. If not, malfunctioning devices and controls should preferably be replaced or repaired, and the engineer ID be verified. If all security devices and controls are in proper order, the plurality of control centers will activate local control via deactivation of local control switch. Then, the trip will commence, and will continue to be monitored by the plurality of control centers. If a triggering event fails to occur, then the trip will conclude in due course, and the train is returned to the idle condition.  
         [0091]    For such train embodiment, a plurality of control centers should preferably review accumulated security data to determine if invoking the remote control aspect of the present invention is merited. If invoking the remote control aspect of the present invention is merited, the plurality of control centers will take appropriate actions to safely control and direct the train to a secure protected area as contemplated hereunder. As will be appreciated by those skilled in the art, typical triggering events—that train embodiments of the present invention are designed to cause immediate responsive behavior to avert or minimize loss of life and destruction to a train and other property—include a panic alarm, an unauthorized and unexpected acceleration alarm, an unauthorized and unexpected speed alarm, an off-course alarm, an unauthorized passing of a red signal/stop alarm, an unauthorized passing of a yellow signal/cautionary deceleration alarm, a suspicious visual observations alarm, loss of video signals, and indication of tampering.  
         [0092]    As hereinbefore described, the panic alarm may be activated by either a passenger or a crew member, or perhaps both. Assuming that a false alarm has not occurred, the cause of the alarming condition must be immediately ascertained. Of course, triggering a tamper detector alarm indicates that an intruder is afoot and is threatening the integrity of the anti-hijacking system taught by the present invention.  
         [0093]    It should be clear to those skilled in the art that triggering of an off-course alarm, which may obtain from a GPS or other positioning system or from the dispatching center, is indicative of the train deviating from its course; instantaneous remedial action should be instigated. A passed red and/or yellow signal alarm could indicate the authorized engineer&#39;s loss of control due to incapacity, or actions of an intruder. An acceleration alarm could indicate an emergency maneuver or indicate the engineer&#39;s loss of control due to damage to the train.  
         [0094]    Visual observations from any of the plurality of interior video cameras would constitute a trigger of a responsive action that must be taken forthwith to address a disturbance on the train. Similarly, visual observations from the plurality of exterior video cameras could indicate that there is an obstacle in the train&#39;s path and that immediate remedial action must be taken. Loss of interior video could indicate that a terrorist hijacker is obscuring or disabling the plurality of cameras to conceal their dastardly actions. Another triggering event would be loss of signal that would indicate a malfunction or tampering with the train&#39;s functions. According to the present invention, such loss of signal could trigger immediate control of the train by the control center and any other appropriate actions such as a police or military escort back to a secure area.  
         [0095]    It should be clear that a specific surface vehicle embodiment of the present invention may readily be adapted to prevent hijacking of seaworthy vessels traversing the seas, under the influence of plurality of control centers contemplated by the present invention. As will be understood by those skilled in the art, this embodiment also contemplates exploiting the GPS or other real-time or near-real-time positioning means known in the art to monitor the progress and attitude of a ship in real-time or near-real-time relative to its panoply of departure parameters, pre-approved course plan, arrival parameters, and any other relevant travel and shipping parameters. The plurality of control centers should preferably be located in secure, limited-access locations, such as military bases and nondescript vessels at-sea, and should preferably use dedicated secure electronic apparatus and the like.  
         [0096]    It will be understood that the apparatus incorporated into the plurality of vessel input monitors and alarms may include a plurality of bridge interior cameras which enable control center operators to monitor bridge activities. Such monitoring may include loss of tracking signal or the like. Similarly, a plurality of additional video cameras enable the control center operators and local pilots to monitor deck, engineering, passenger, and cargo activities. It should be clear that a plurality of exterior video cameras depict the crucial direction-of-travel view for assisting control center operators remotely orchestrate safe vessel operation and, if necessary, safe return to port and docking thereof. Multiple panic alarms are located throughput the vessel to allow passengers or crew to alert both the pilot and control centers regarding on-board disturbances.  
         [0097]    As will be appreciated by those skilled in the art, the on-board communications apparatus receive input from a variety of monitoring sources including vessel security systems and alarms, vessel controls, and vessel instrumentation. It will be appreciated that intelligence provided by such instrumentation includes information pertaining to speed, direction, power, throttle, etc. This input received by a suitable communications apparatus is relayed to a plurality of control centers for observation and monitoring operations that will trigger an appropriate immediate response, when and if necessary.  
         [0098]    It will be understood that this communications apparatus directs communications between the plurality of control centers and vessel local control cutoff switching apparatus, which alternatively permits or prevents the captain or his officers from operating a vessel using conventional local controls. Similarly, the secure communication means directs communications between the plurality of control centers and vessel controls, thereby triggering remote control thereof.  
         [0099]    It will be understood, from a logistics vantage point that a stepwise procedure that relates to ship operations should be implemented akin to the hereinbefore described procedure implemented for airplane and other surface vehicle operations. Accordingly, such vessel is berthed in its designated slip, preferably disabled by a local cutoff switch. It will be evident that the vessel is situated in its designated anchored location after the completion of an authorized voyage, and prior to receiving authorization to depart upon a subsequent voyage. The identity of the captain and officers is verified using a plurality of bridge video cameras, a security keypad, and other biometrics devices, if appropriate, for identification purposes. If unauthorized attempts to activate the vessel persist, then a plurality of control centers will sustain the vessel&#39;s disabled state and simultaneously notify local authorities to apprehend what appears to be unauthorized and perhaps terrorist activity.  
         [0100]    The captain or another authorized officers will verify, in conjunction with personnel at a plurality of control centers, that all security devices and controls are in proper working order. If not, malfunctioning devices and controls should preferably be replaced or repaired, and the captain&#39;s ID be verified. If all security devices and controls are in proper order, the plurality of control centers will activate local control via deactivation of a local control switch means. Then, the voyage will commence, and will continue to be monitored by the plurality of control centers. If a triggering event fails to occur, then the voyage will conclude in due course, and the ship will be returned to the idle docked condition.  
         [0101]    Other variations and modifications will, of course, become apparent from a consideration of the structures and techniques hereinbefore described and depicted. Accordingly, it should be clearly understood that the present invention is not intended to be limited by the particular features and structures hereinbefore described and depicted in the accompanying drawings, and that the examples recited herein are intended to illustrate the underlying concepts and are not intended to constitute a limitation thereof. The present invention is to be measured by the scope of the appended claims.