Abstract:
An automatic delivery system for an infrastructure comprising passenger transportation, freight delivery, electrical grid, oil, gas, water pipelines, communication, sewer removal, etc. The automation at the current state of technology is mostly achieved by enclosing the delivery system inside of an enclosure for achieving automatic weather independent transportation and eliminating costs related to protecting the aforementioned infrastructure components from outside elements. In addition, the system is simple enough to avoid traffic and collisions automatically by processing in real time just a single piece of information: a location of each vehicle; as the result, the system is inexpensive since no hardware is necessary for between-vehicles communications, for road condition detection, for GPS, etc. Plus every person will be able to use transportation on-demand with or without sharing a commute and at a desired comfort level including but not limited to entertainment, exercise, working on the go, etc.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application claims the benefit of U.S. Provisional Application Ser. No. 60/959,710, filed Jul. 16, 2007 by the present inventors. 
    
    
     BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     The present invention relates to a delivery system which automatically transports people, delivers freight, and provides other infrastructure related services without human guidance. 
     2. Background of the Invention 
     Since the current transportation system has numerous drawbacks such as traffic, injuries and loss of life due to the transportation process, to name a few, one can find in the art automated transportation systems as well as automated vehicles intended to improve the current transportation system. 
     For example, a traffic/transportation system described in U.S. Pat. No. 6,129,025 issued on Oct. 10, 2000 includes vehicles which are programmed to communicate with each other. 
     Automated machines described U.S. Pat. No. 6,704,619 issued on Mar. 9, 2004 include numerous sensors, GPS, etc., for operating at different terrains. 
     However, these prior art designs can not provide uninterrupted transportation since interferences from the outside environment such as a snowfall or tornado, for instance, can stop or slow down the transportation process. In addition, these designs include too much hardware and functionality included in the vehicles which increases cost per vehicle and decreases reliability. These designs are also limited to delivery of freight and transporting the passengers. They are not addressing other infrastructure associated delivery needs such as delivery of electricity, communication, sewer removal, etc. 
     Consequently, there is a need for an automated infrastructure delivery system which provides uninterrupted transportation of passengers and delivery for the infrastructure year round in any geographical area while overcoming the disadvantages of the prior art devices. 
     OBJECTS OF THE INVENTION 
     Accordingly, several objects and advantages of the present invention are: 
     To provide a safe transportation system by removing human factor from the transportation process resulting in virtually no injuries or loss of life due to the accidents related to the transportation process. 
     To provide a 24/7 transportation system which will reduce loss of life or health problems due to natural disasters, industrial accidents, dirt bombs, and other unforeseen events by providing the capabilities to automatically evacuate, relocate, and, due to availability of enclosed space within an enclosure, accommodate millions of people within hours while providing more than just necessities within shelters such as electricity, communication, water, food, medical and other supply delivery, sewer removal, and transportation. 
     To provide a safe and economical transportation system which will virtually eliminate loss of life or health problems resulting from the exposure to dangerous substances released during the transportation process inside of an enclosure and, consequently, eliminating the need for evacuation procedures and outside environment cleaning procedures 
     To provide a high capacity transportation system which will handle larger traffic flow by guiding transportation vehicles inside and throughout multiple floors of an enclosure, keeping minimum distance between the transportation vehicles, and utilizing each of the transportation lanes for two-way traffic at the same time. 
     To provide an expandable transportation system which will allow expanding of existing floor space, adding floors to an existing enclosure, and adding additional enclosures while reusing the same electric power supply, communication, and control systems provided initially. 
     To provide a reliable transportation system by building it as a grid, resulting in uninterrupted operation if a part of the grid will get disabled due to earthquakes, accidents, terrorist attacks, etc. 
     To provide a weather independently constructed transportation system by building an enclosure from inside out, for instance, from prefabricated parts automatically delivered from production facilities using existing parts of the enclosure, further resulting in geographical area independent fixed cost per constructed mile. 
     To provide a weather independent transportation system functioning even in areas with harsh weather conditions while providing highest quality of living within the adjacent areas. 
     To provide an energy generating transportation system by short-circuiting remote regions with different air pressure via system&#39;s air pipelines, providing wind for the wind turbines, ventilation, preventing undesired weather conditions, collecting moisture. 
     To provide a climate change resistant transportation system which will continue to function during life threatening climate changes; an ice age, for instance, can be fought by relocating excessive snow from residential and industrial areas and bringing in food and supplies from areas unaffected by the ice age via an enclosure. 
     To provide a green transportation system by using outside surface of an enclosure for generating electricity by photovoltaic panels guided by the control system further contributing to the clean environment. 
     To provide a cost effective transportation system as a result of reducing employment costs, automated maintenance, and constant improvement of the control system software. 
     To provide a robust transportation system which will transport oversized objects such as houses and planes utilizing a set of adjacent lanes by synchronously moving transportation vehicles under guidance of the control system with no disruptions to the surrounding areas. 
     To provide a transportation system which serves as a conduit for an electrical grid drawing electrical power from remote unpopulated locations and, therefore, resulting in elimination of air pollution in populated areas. It will allow, for instance, building and maintaining nuclear reactors in remote unpopulated areas comfortably and inexpensively. 
     To provide a passenger transportation system on demand. For instance, a ten mile based grid system will virtually eliminate the need for personal vehicles used for long haul transportation and, consequently, will eliminate costs associated with owning a vehicle, and reduce traffic and aggravation caused by the traffic while providing extra time during the transportation process for work or relaxation on the go. Transportation within local grid cells may be provided by small electrical cars charged and, if necessary, rented out by the control system; or passengers may want to walk or use bicycles within the grid cells resulting in a healthier and happier community. As a result, oil will be reserved mostly for military and industrial use. 
     To provide fireproof transportation system by sealing an enclosure air tight; as a result, lack of fresh incoming oxygen will prevent a fire within the enclosure; the control system, in addition, will turn away other delivery vehicles and will bring in fire fighting and cleaning vehicles. 
     To provide a fire fighting transportation system by rapid delivery of fire fighting substances, when necessary, to any part of the grid based system for protecting from, for instance, forest fires once and for all. 
     To provide an agriculture friendly transportation system which, if an enclosure is built above ground, can act as a permanent shield or can deploy a temporary net for preventing undesirable insect migration for the benefits of the agricultural industry. 
     To provide an alternative transportation system helping to reduce existing highway load by considerably reducing or virtually eliminating long haul truck based commercial freight deliveries and passenger traffic and, as a result, reducing oil consumption, decreasing air pollution, reducing or virtually eliminating traffic on the highways, and, therefore, reducing cost of highway maintenance. 
     To provide a quiet transportation system which, due to the enclosure walls, will considerably reduce or virtually eliminate transportation noise, preventing complaints from the surrounding real estate properties and, as a result, will allow building new real estate properties closer to the system, as opposed to open air delivery systems. 
     To provide a convenient transportation system by allocating internal space for storage and emergency shelters. 
     To provide a protected transportation system where freight will be protected from thieves at all times by the enclosure walls in conjunction, for instance, with the remotely accessible surveillance system available to the customers on a 24/7 basis via the communication system. 
     To provide a terrorist resistant transportation system where freight and passengers will be scanned automatically for dangerous substances along with, for instance, freight and passenger weight monitoring. It will allow, for instance, detecting an object drop-off point and time. 
     To provide a covert transportation system where military or any other sensitive freight can be transported covertly under constant and secured surveillance. It will also allow to conceal military and other sensitive locations; and, in addition, it may change locations of the military and other sensitive objects at will or randomly in real time. It will also provide automatic capabilities for maneuvering the entire army simultaneously. 
     To provide a country border defense transportation system which will serve as a physical country border shield, where the control system provides monitoring and surveillance for the border patrol, while allowing freight and passenger pick up and drop-off at any of chosen points within or outside the border. 
     To provide an economy boosting transportation system which will cause expansion of a country economy by adding newly developed territories with quality of life comparable to the most developed parts of the world. In addition, it will allow to invite a desired pool of immigrants from around the world, if necessary, to populate new areas. It will also delay overpopulation problems, if any. 
     To provide a local community friendly transportation system, which in addition to all the utilities and conveniences brought by the system, will allow local artists to transform the enclosure walls into a piece of art thousands of miles long. 
     To provide an extraterrestrial transportation system where an air tight sealed enclosure can be adapted for colonization of other planets and mining asteroids. 
     Further objects and advantages of this invention will become apparent from a consideration of the drawings and ensuing description. 
     BRIEF SUMMARY OF THE INVENTION 
     The present invention may be generally described as an automated delivery system which can transport passengers and deliver freight regardless of weather. The delivery system is managed by a central control system defined hereinafter as CCS. The CCS is computer based and, therefore, can handle only a predetermined number of programmed situations. In order to achieve automation at the present state of computer technology, the delivery takes place inside of an enclosure which filters out interferences of the outside environment. 
     At minimum, the enclosure contains transportation lanes, ports for passenger and customer freight drop-off and pick up, a fleet of transportation vehicles adapted for freight delivery and passenger transportation, and a communication system for managing the ports and vehicles remotely by the CCS. In addition, the enclosure can contain, for instance, an electrical power supply system, pipelines for delivery of gases and liquids, fire detection and extinguishing system, surveillance system. 
     The electricity, communication, water, sewer removal, and other services can be made available to the populace outside of an enclosure under guidance of the CCS. 
     The features briefly described in this summary as well as other features and advantages of this invention will become apparent to those skilled in the art upon review of the following drawings, the detailed description, and the appended claims. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a perspective view of a portion of the delivery system; 
         FIG. 2  is a side view of the portion of the delivery system depicted in  FIG. 1 ; 
         FIG. 3  is a perspective view of an intersection of the delivery system; 
         FIG. 4  is a bottom view of the intersection depicted in  FIG. 3 ; 
         FIG. 5  is a top view of the intersection depicted in  FIG. 3 ; 
         FIG. 6  is a partial enlarged prospective view of the intersection depicted in  FIG. 3 ; 
         FIG. 7  is another partial enlarged prospective view of the intersection depicted in  FIG. 3 ; 
         FIG. 8  is a perspective view of a freight terminal of the delivery system; 
         FIG. 9  is a perspective view of the freight terminal depicted in  FIG. 8  with a side wall not shown; 
         FIG. 10  is a perspective view of a passenger terminal of the delivery system; 
         FIG. 11  is a top view of the passenger terminal depicted in  FIG. 10 ; 
         FIG. 12  is a side view of the passenger terminal depicted in  FIG. 10 ; 
         FIG. 13  is a perspective view of a switching ramp of the delivery system; 
         FIG. 14  is a perspective view of the switching ramp depicted in  FIG. 13  with a side wall not shown; 
         FIG. 15  is a partial top view of a transportation lane; 
         FIG. 16  is a side view of a transportation vehicle; 
         FIG. 17  is a perspective view of the transportation vehicle depicted in  FIG. 16 ; 
         FIG. 18  is another perspective view of the transportation vehicle depicted in  FIG. 16  with the top platform not shown; 
         FIG. 19  is a side view of the transportation lane depicted in  FIG. 15  shown only with RFID tags and RFID sensors of the transportation vehicle depicted in  FIGS. 17 and 18 ; 
         FIG. 20  is a top view of the transportation lane depicted in  FIG. 15  shown only with RFID tags and RFID sensors of the transportation vehicle depicted in  FIGS. 17 and 18 ; 
         FIG. 21  is a partial perspective view of a passenger transportation section of the enclosure with a side wall not shown; 
         FIG. 22  is a partial perspective view of above the enclosure floor same polarity electrical rail intersection; 
         FIG. 23  is a partial perspective view of under the enclosure floor connection between same polarity electrical rails depicted in  FIG. 22 ; 
         FIG. 24  is a partial perspective view of above the enclosure floor different polarity electrical rail intersection; 
         FIG. 25  is a partial perspective view of under enclosure floor connection between different polarity electrical rails depicted in  FIG. 24 ; 
         FIG. 26  is a partial perspective view of an electrical conductor assembly of the transportation vehicle; 
         FIG. 27  is a top view of a transportation vehicle centered on the electrical rails; 
         FIG. 28  is a top view of a transportation vehicle not centered on the electrical rails; 
         FIG. 29  is a side view of a freight terminal with the freight container above the transportation vehicle; 
         FIG. 30  is a side view of a freight terminal with the freight container loaded onto the transportation vehicle; 
         FIG. 31  is a side view of a passenger container on a transportation vehicle with the passenger container door closed; 
         FIG. 32  is a side view of the passenger container depicted in  FIG. 31  with the passenger container door opened; 
         FIG. 33  is a side view of the passenger container depicted in  FIG. 31  with the passenger container door and sliding bars not shown; 
         FIG. 34  is a partial prospective view of a sliding wheel, sliding wheel power train, and passenger container wall; 
         FIG. 35  is a side sectional view of a passenger container door boarding hook entering enclosure door hook receptacle; 
         FIG. 36  is a top view of a passenger container positioned at a distance in front of a enclosure boarding door; 
         FIG. 37  is a side sectional view of the passenger container door boarding hook depicted in  FIG. 35  engaged with the enclosure boarding door hook receptacle; 
         FIG. 38  is a top view of the passenger container moved to the front of the enclosure boarding door; 
         FIG. 39  is a partial enlarged view of freight terminals depicted in  FIG. 5  demonstrating traffic lanes and traffic markings; 
         FIG. 40  is a perspective view of the passenger container depicted in  FIG. 31 ; 
         FIG. 41  is a perspective view of the enclosure boarding section depicted in  FIG. 36 . 
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     A sample configuration of the delivery system illustrated throughout the drawings comprises an enclosure  10  built above ground  11 , transportation vehicles  16 , and a computer based central control system, defined hereinafter as CCS, (not shown in the drawings) supervised by authorized personnel. The CCS comprises software for automatic monitoring and managing predetermined activities of the delivery system. 
     Enclosure  10  ( FIGS. 1 and 2 ) comprises a freight transportation section  12 , four passenger transportation sections  14 , two maneuver sections  18  for empty transportation vehicles  16 , a roof  23  of freight transportation section  12 , roofs  25  of passenger transportation sections  14 , exterior walls  27 , windows  33 , a floor  61 , columns  13  supporting floor  61 , transportation lanes  62  located on floor  61 , interior walls  35  isolating freight transportation section  12  from passenger transportation sections  14  and maneuver sections  18 , a mouse hole  19  dedicated for switching of transportation vehicles  16  between the located on a same level freight transportation section  12  and passenger transportation sections  14 , a boarding passenger section  20 , and a net  32 . Boarding passenger section  20  comprises a platform  22 , railing  24 , a roof  26 , roof support  29 , boarding doors  28 , and net hooks  30 . Net  32  is deployed using hooks  30  and can be removed when desired. The purpose of the net is to prevent undesirable migration of biological life and for slowing winds for the benefit of agriculture. 
       FIGS. 3-7  illustrate an enclosure intersection  34  comprising a decorative cap  21 , numerous freight container terminals  36 , four oversized freight terminals  38 , a crude oil pipeline  40 , a natural gas pipeline  42 , ribs  43  for supporting pipelines  40  and  42 , an oversized pipeline  44 , roadways  45  for oversized freight terminals  38 , and roadways  46  for freight container terminals  36  with traffic markings  37 ,  39 , and  47 . For clarity, the number of traffic markings  47  has been reduced in  FIGS. 3 ,  6 , and  7 . The pipelines are managed with the standard industry stations: Initial Injection Stations, Partial Delivery Stations, Compressor/Pump Stations, Block Valve Stations, and Final Delivery Stations. Oversized pipeline  44  may be used for redirecting air mass between different air pressure geographical areas adjacent to enclosure  10 , for storing and transferring water bodies, and, consequently, for generating electricity from air and water running through it. 
     As seen in  FIGS. 6 and 7 , passenger transportation sections  14  and maneuver sections  18  do not have entry or exit points at intersection  34  bypassing above the freight transportation sections  12  for not interfering with freight redirection. Each of the freight container terminals  36 , as seen in  FIGS. 8 and 9 , comprises ceiling  97 , walls  95 , floor  99 , two freight supports  98 , two gates  48  and one transportation lane  62  located on floor  99 . Each of the oversized freight terminals  38  ( FIG. 7 ) resembles freight container terminal  36  but it has the same height, width, and number of transportation lanes as freight transportation section  12 . Each of the oversized freight terminals  38  comprises an oversized gate  49  ( FIGS. 3 and 7 ). Only one of the gates  48  of a terminal  36  (or of the gates  49  of a terminal  38 ) is opened at a time providing isolation of enclosure  10  from the outside environment as demonstrated, for instance, with an example of dropping off a freight container at terminal  36 : 
     1) a customer makes a request to CCS, for instance by a smart phone, for transporting a container by filling a predetermined form with the container parameters and a projected arrival time in response CCS provides a password for the projected transaction and starts sending updates with a number of freight terminal  36  which may change before the customer is located within a predetermined distance from a predetermined point of enclosure  10  using, for instance, GPS (it must be understood that GPS location of the customer&#39;s smart phone obtained by CCS has nothing to do with the communication process between CCS and VCS since enclosure  10  blocks VCS signals to, and from, the outside environment, where CCS is able to communicate inside and outside of enclosure  10 ). For every currently selected freight terminal, CCS selects a vehicle  16  and projects a trip for arriving to the currently selected terminal  36  at the projected customer arrival time, even if the selected vehicle  16  is still in the process of completing its current trip under condition that the current trip will be finished before the projected trip to the terminal  36 ; 
     2) when CCS detects that the customer is within a predetermined point from enclosure  10 , it commits the selected freight terminal  36  (won&#39;t change it) and actually guides the selected vehicle  16  to the committed terminal  36  (will select other vehicle  16  if the previously selected vehicle  16  is not available for any reason, broke for instance). After the selected vehicle  16  had arrived to the committed terminal  36 , CCS opens the inner gate  48  (the outer gate  48  remains closed), guides the selected vehicle  16  to a predetermined loading point between supports  98 , sends a command to VCS for lowering the top of the vehicle  16  (VCS will execute the command if the top is not lowered already; in addition, CCS command could be sent at any moment prior the arrival to the terminal), and closes the inner terminal gate; 
     3) the arrived customer sends an arrival message whether by a smart phone or using a keypad secured outside of the terminal  36  using the transaction password; and, in response, CCS opens the outer terminal gate. The customer loads its container on the supports  98  above the parked vehicle  16 , exits the terminal  36  via the still opened outer gate  48 , and sends a load completed message whether by a smart phone or the outside keypad using the password; in response, CCS closes the outer terminal gate, then opens the inner gate  48 , then guides the loaded vehicle  16  out of terminal  36  simultaneously sending a command to VCS for lowering the top of the vehicle  16  with the container, closes the inner gate  48 , and continues the vehicle guidance to the destination. The process of receiving a container by a customer at terminal  36  goes in reverse order. 
     Traffic markings on roadways  45  and  46  for freight drop-off and pick up are demonstrated in  FIG. 39 . Each roadway  46  comprises two traffic lanes  31  divided by solid line  37  and dashed line  39 . Gate access  51  is marked by gate access traffic markings  47  located in front of each gate  48  (gate  48  not seen in  FIG. 39 ) of the freight container terminals  36 . Roadway  45  of the oversized freight terminal  38  will be utilized for oversized freight drop-off and pick up. 
     A passenger terminal is demonstrated in  FIGS. 10-12 . It comprises a ramp  50  adjacent to enclosure  10 . Ramp  50  comprises traffic lanes  54  divided by dashed line traffic markings  59  and solid line traffic marking  57 , shoulders  58 , a vehicle barrier  53 , pedestrian walkways  56 , and railing  52 . 
       FIGS. 13 and 14  demonstrate a switching ramp  60  dedicated for switching of the transportation vehicles  16  between passenger transportation sections  14  located on different levels and for switching of the transportation vehicles  16  between a passenger transportation section  14  and a maneuver section  18 . Transportation lanes  62  and some of the columns  13  are not shown in  FIGS. 13 and 14  for not interfering with comprehension of the drawings. 
     Enclosure  10  further comprises an electric power supply system used as a power source for propulsion of the transportation vehicles  16 . Each of the transportation lanes  62  comprises two electrical conducting rails  64  installed into the floor  61  along the transportation lane  62  and RFID tags  66  installed under the floor  61  along the transportation lane  62  ( FIG. 15 ). Each RFID tag  66  is preprogrammed with a unique id, defined hereinafter as an UID, for identifying a location on transportation lane  62 . 
       FIG. 22  demonstrates same polarity intersection of rails  64 , hosted by rail housing  63 , and valley  90  located at the intersection point; and  FIG. 23  demonstrates how rails  64  of the same polarity are connected under the floor  61  of enclosure  10 .  FIG. 24  demonstrates different polarity intersection of rails  64  hosted by rail housing  63  and a rail crossing isle  65  surrounded by valleys  90 ; and  FIG. 25  demonstrates how rails  64  of the different polarity are connected under the floor  61  of enclosure  10 . 
       FIGS. 16-18  depict a sample transportation vehicle  16  comprising a frame  71 , a backup electrical rechargeable battery  73 , a vehicle control system  70 , defined hereinafter as VCS, for monitoring and managing transportation vehicle  16 , and four driving wheels  15 . Each of the driving wheels  15  is installed inside of a wheel housing  79  which is mounted to a wheel position power train  17  and is pivotal around vertical axis of the wheel position power train  17  controlled by VCS. A wheel propulsion power train  77  is mounted to each of the wheel housing  79  for providing propulsion power to driving wheels  15  when directed by VCS. Backup electrical rechargeable battery  73 , VCS, and the driving wheel position power trains  17  are mounted to frame  71 . 
     Transportation vehicle  16  further comprises two RFID sensors  68  for reading UIDs when positioned within a predetermined range of RFID tags  66 . VCS comprises a location database for storing direction change for any predetermined point of transportation lanes  62  under RF tag an UID. A direction change is retrieved by VCS for each read UID for anticipating curves of transportation lane  62  by transportation vehicle  16 . 
       FIGS. 19 and 20  depict RFID sensors  68  and RFID tags  66 . In addition, RFID sensors  68  sense intensity of the UID signal from an RFID tag  66 . A deviation from the center of transportation lane  62  is determined by VCS by comparing intensity of signals from at least two RFID tags  66  located on the opposite sides of the line perpendicular to transportation lane  62 . VCS uses the deviation to keep transportation vehicle  16  in the middle of transportation lane  62  by adjusting direction of driving wheels  15 . 
       FIG. 21  depicts an electrical grid cable  75  installed throughout enclosure  10 . In addition,  FIG. 21  depicts a fiber-optic cable  74 , which is a part of a software network, and enclosure RF transmitter/receivers  72  installed throughout enclosure  10 . The enclosure RF transmitter/receivers  72  are connected to the fiber-optic cable  74  for communicating with CCS. The enclosure RF transmitter/receivers  72  maintain permanent communication sessions with CCS via the network. Transportation vehicle  16  further comprising a vehicle RF transmitter/receiver  76  connected to  70  VCS (best seen in  FIG. 18 ). The enclosure RF transmitter/receivers  72  are positioned in a way to ensure that each of the transportation vehicles  16  is connected to at least two of the enclosure RF transmitter/receivers  72  via temporary communication sessions at any time and from any point of enclosure  10 . Each of the transportation vehicles  16  is in constant communication with CCS via the temporary communication sessions. 
     CCS also comprises a location database for storing locations of the transportation lanes  62  under UIDs. VCS sends predetermined information about the transportation vehicle  16  to CCS in real time. This information includes last UID read; and CCS sends back to the transportation vehicle  16  a command based on overall enclosure  10  traffic condition. As a result, transportation vehicle  16  does not interfere with CCS in managing the traffic throughout enclosure  10 , as demonstrated by the following example: 
     a) the VCS location database is identical to the CCS location database (the system may operate also when only CCS has the location database); 
     b) the two-way real time communication system operates, for instance, in Gigahertz diapason (for example, residential telephone remote handsets operate at 5.8 Gigahertz); 
     c) CCS sends commands to each VCS and each VCS sends messages to CCS, for instance, at a rate 1,000 per second via fiber optic cable  74  connecting stationary RF transmitter/receivers of enclosure  10  to CCS: since maximum number of vehicles capable of establishing temporary sessions with a RF transmitter/receiver is limited by a predetermined proximity range, the RF transmitter/receiver is able to provide RF communication between vehicles  16  and fiber optic cable  74  at a predetermined frequency; 
     d) if RFID tags  66  are stored closely, for instance, 1 inch apart, only a direction vector (angle) is stored between each pair of adjacent RFID tags  66  under their UIDs. In this case, VCS reports to CCS a last read UID only; 
     e) if RFID tags  66  are stored further than 1 inch apart from each other, a sequence of distance vectors of straight portions of transportation lane  62  between any two adjacent RFID tags  66  is stored. In this case, VCS keeps track of a distance vector from the last read RFID tag  66  and, optionally, reports it to CCS (in addition to a mandatory report of a last read UID), for instance, after every driven inch. For example, 60 miles*1760 yards*3 feet*12 inches/60 minutes/60 seconds/1,000 messages per second=1 inch (approximately) assuming that the vehicle speed is 60 miles per hour and that RFID tags  66  are 1 foot apart; 
     f) transportation vehicle  16  is controlled by CCS and VCS during a trip comprising a sequence of distance vectors chosen by CCS (only angles in case of the default 1 inch between adjacent RFID tags  66 ) starting from a current vehicle position to a destination position, where an exact vehicle position is a combination of a last read UID and an accumulated there from distance vector (just a last read UID in case of the default 1 inch between adjacent RFID tags  66 ); the trip vectors are always stored by CCS and, optionally, by VCS of the trip vehicle; 
     g) a speed limit is calculated (by CCS and/or VCS) such, at the end of each trip distance vector where change of a direction is required, that centrifugal force will not disrupt the trip. It is advisable to calculate speed limits for all direction change vectors for different weight categories and store them in each location database for reducing amount of calculations. More speed limit categories (cruise modes) may be stored in addition, for instance, aggressive, best amortization, fuel saving, passenger transportation, etc.; 
     h) if VCS comprises a copy of CCS location database, it may need only one next destination UID, for instance from CCS, before reaching its current destination UID (or VCS may retrieve it autonomously if CCS uploads to VCS a copy of the vehicle&#39;s trip vectors) and, since VCS is able to retrieve a distance vector between the two destination UIDs, it is able to adjust steering when reaching the current destination UID before a curve from the current destination UID to the next destination UID, at which point the next destination UID becomes a current destination UID and a new next destination UID is sent to VCS by CCS or, if VCS comprises a copy of all trip distance vectors, it is retrieved by VCS autonomously; 
     i) if different vehicle cruise modes are permitted, as in this example, CCS specifies to VCS a speed limit category before the trip; as the result, VCS is able to move its transportation vehicle  16  at the maximum (default) speed of the category where a braking distance before the end of a distance vector limits maximum speed of transportation vehicle  16  within the vector. For instance, if transportation vehicle  16  is moving along a straight line  100  miles vector and a speed limit at the end of the vector is 25 miles per hour for negotiating change to the next given by CCS vector (next destination UID), the only limitation of the vehicle speed before the direction change is a braking distance according to the specified before the trip by CCS cruise mode. For example, transportation vehicle  16  can travel 90 miles at a speed of 1000 miles per hour (mph) along a straight line  100  miles vector if an acceleration distance from 0 mph (at the start of the vector) to 1000 mph is 5 miles and a braking distance from 1000 mph to 25 mph is also 5 miles. Of course, if CCS would upload upfront all trip vectors along with the cruise mode to a VCS comprising a copy of the location database, the VCS would not need any guidance (next destination UID) from CCS at all, although it would still be obligated to report its current position to CCS for CCS to control traffic within enclosure  10 . As the result, CCS knows at any moment all current trips, all current vehicle positions, and is able to calculate current speed of each transportation vehicle  16  dividing each reported thereby position change by the time interval between the position change reports (optionally, VCS can report current speed in addition to its current location). As was demonstrated, CCS knows a projected speed pattern within each distance vector of a trip (CCS and VCS have the same calculating algorithms) and, therefore, is able to calculate durations of all trips and positions of all transportation vehicles  16  at any movement during the trips; 
     j.) an algorithm for selecting a new trip must take into account collision avoidance between transportation vehicles  16  and may be implemented by CCS as follows (different programmer analysts may suggest different algorithms): when a new vehicle trip is about to be added (in case of a relational database, it is actually added temporarily and may be rolled back/deleted if unsatisfactory), select all trip distance vectors shared by at least two transportation vehicles  16  within a predetermined time resolution interval starting, for instance, from one hour; if at least one shared distance vector is found, repeat the selection reducing the time resolution interval; if less than a predetermined minimum time resolution interval has been reached and still no shared distance vectors are found, then no potential collision is detected, in which case the new trip is committed; otherwise, try to eliminate the sharing of distance vectors under the minimum time resolution interval by changing firstly speeds within the uncommitted trip (in such case CCS records a speed change legend for overwriting the default cruise mode maximum speed); if the speed adjustment did not eliminate sharing of distance vectors (very unlikely—suggests potentially a software bug), reroute: rollback the unsuccessful trip, select a different trip, and execute this algorithm again. Optionally, speed overwriting for one of the committed and sharing the distance vector trips may be attempted before the rerouting the uncommitted trip, in which case a speed legend is similarly stored for overwriting a default trip cruise mode; 
     k) during a vehicle trip, CCS can execute a speed legend, if any, itself by sending commands to VCS at appropriate moments, or upload the legend to VCS before the trip for executing it autonomously by VCS during the trip. Accordingly, traffic and collisions are avoided by executing all vehicle trips according to the projections; and in case of unforeseen circumstances, for instance, if at least one distance vector becomes unavailable, for example, in case of an obstacle, CCS selects and reroutes all affected transportation vehicles  16  by executing the algorithm of paragraph j) for selecting a new trip for each of them; 
     l) controlling a formation of transportation vehicles  16  simultaneously, for instance, for carrying an oversized object is accomplished by CCS in real time by overwriting a default cruise mode (speed correction) when necessary if any of the formation transportation vehicles  16  needs a correction (as was demonstrated all transportation vehicles  16  operate at a predetermined distance resolution defined by a frequency of message exchange between CCS and VCS; although 1 inch was demonstrated, ⅛ of an inch is achievable, for instance, by increasing the frequency from 1000 messages per second to 8000). 
     Transportation vehicle  16  further comprises two lost item receptacles  78  installed onto the frame  71  (best seen in  FIG. 18 ). Each of the lost item receptacles  78  comprises a lost item sensor (not shown) connected to VCS. The lost item sensor senses encounter of a lost on a transportation lane  62  item with the lost item receptacle  78 . The encounter is reported by VCS to CCS which, in turn, alerts authorized personnel. CCS, if requested by the authorized personnel, reroutes the transportation vehicle  16  to a lost item ditch (not shown) where the lost item is dropped. For clarity, the lost item receptacles  78  are not shown on transportation vehicles  16  in  FIG. 21 . 
     Transportation vehicle  16  further comprises two electrical assemblies  80  installed onto the frame  71  ( FIG. 16 ). Each of the electrical assemblies  80  ( FIG. 26 ) comprises a pneumatic cylinder  82 , an arm  84  pivotal around the pneumatic cylinder  82 , a wheel mount  86  pivotal around the arm  84 , and two electrical conducting wheels  88  pivotal when mounted onto the wheel mount  86 . RFID sensors  68  described in paragraphs [0092] and are attached to the wheel mount  86  ( FIGS. 17 ,  18 , and  26 ). The conducting wheels  88  are adapted to engage with the electrical rails  64  for redirecting electrical power to the transportation vehicle  16  via electrical wires routed inside of the wheel mount  86  and the arm  84 . Rail housing  63  seen in  FIGS. 22 and 24  is adapted to prevent the conducting wheels  88  from disengaging from the rails  64 . The pneumatic cylinder  82 , guided by VCS, provides necessary pressure on the conducting wheels  88  for a reliable electrical contact. In addition, if the transportation vehicle  16  is passing over one of the intersections depicted in  FIGS. 22 and 24 , the pneumatic cylinder  82 , one at a time, will raise the conducting wheels  88  right before the conducting wheels  88  encounter the valleys  90  and will put them back onto the electrical rails  64  after the conducting wheels  88  passed the intersection. While one of the arms  84  is raised, the other arm  84  continues to supply electricity to the transportation vehicle  16 . 
     Each of the electrical assemblies  80  ( FIG. 26 ) further comprises an arm position sensor  92  transmitting in real time to VCS a deviation between wheel mount  86  and arm  84 . VCS compares the deviation with an expected vector to a destination UID stored in the location database of VCS under UID of last read by the vehicle RF tag  66  and corrects the difference for keeping the transportation vehicle  16  in the middle of the transportation lane  62  ( FIGS. 26-28 ). For clarity, the floor  61  and the electrical rechargeable battery  73  are not shown in  FIGS. 27 and 28 . 
     Transportation vehicle  16  further comprises four pneumatic cylinders  94  attached to frame  71  ( FIG. 18 ) and a platform  96  attached to pneumatic cylinders  94  used for passenger container and freight pick up and drop-off. For exemplary purpose, a freight container  100  pick up in a freight container terminal  36  is demonstrated in  FIGS. 29 and 30  (gates  48  are not shown). A customer is able to position a freight container  100  on freight supports  98  when gate  48  leading to outside is opened upon a customer request. After the gate leading outside is closed upon a customer request and gate  48  leading inside of enclosure  10  is opened, a transportation vehicle  16  is brought inside of the freight container terminal  36  between the freight supports  98  under the freight container  100  with its platform  96  being lower than the level of the freight supports  98 . Then the platform  96  is raised by cylinders  94  above the level of the freight supports  98  picking up the freight container  100 ; and the transportation vehicle  16  is retrieved from the freight container terminal  36  with the freight container  100  on the platform  96 . The container drop-off process goes in reverse order. 
       FIGS. 31-33 ,  36 ,  38 , and  40  demonstrate a sample passenger container  102  for transporting passengers by a transportation vehicle  16 . Passenger container  102  comprises wall  118  ( FIGS. 31-34 ), sliding wheels  120  ( FIGS. 33 and 34 ) mounted on a sliding power train  122  via attachment parts  117  ( FIG. 34 ), one passenger entrance  112 , a rubber band  114  surrounding the passenger entrance  112  outside, a passenger entrance bumper  105  protruded from the body of the passenger container  102  below the passenger entrance  112 , and one passenger container door  104  sealing the passenger entrance  112  via the rubber band  114  in a closed position. Passenger container door  104  is a straight trajectory sliding door (U.S. patent application Ser. No. 12/214,908 entitled “Straight Trajectory Sliding Shutter Apparatus”). Passenger container door  104  comprises sliding bars  116  slanted to the top ( FIGS. 31-33 ) and to the right ( FIGS. 36 and 38 ) and boarding hooks  108  best seen in  FIGS. 35-37  and  40 . Sliding wheels  120  of the container  102  are positioned inside of the sliding bars  116  of the passenger container door  104 . Wall  118  of the passenger container  102  is parallel to the passenger container door  104  allowing the passenger container door  104  to unseal the entrance  112  when moved along the sliding bars  116  ( FIGS. 31 and 32 ) by the sliding wheels  120  propelled by the sliding power train  122 . 
     The enclosure boarding passenger section  20  ( FIGS. 36 ,  38 , and  41 ) comprises a slanted wall  111  (as seen in  FIGS. 36 ,  38 , and  41 ), enclosure boarding door  28 , and a enclosure entrance bumper  106  protruded from the wall  111  under enclosure boarding door  28  (best seen in  FIG. 41 ). The enclosure boarding door  28  comprises door receptacles  110  for receiving the passenger container door hooks  108 . 
       FIGS. 36 and 38  depict passenger container  102  delivered by transportation vehicle  16  (transportation vehicle  16  is not seen) such that the passenger container door  104  is aligned with the enclosure boarding door  28  ( FIG. 36 ). Then the driving wheels  15  of transportation vehicle  16  are positioned perpendicular to the transportation lane  62  by the wheel position power train  17  and the passenger container  102  is moved by the wheel propulsion power train  77  of the transportation vehicle  16  toward the enclosure boarding door  28  until passenger entrance bumper  105  meets enclosure entrance bumper  106  and the passenger container door hooks  108  enter enclosure boarding door hook receptacles  110  ( FIG. 38 ). The enclosure boarding door  28  is a straight trajectory sliding door (U.S. patent application Ser. No. 12/214,908 entitled “Straight Trajectory Sliding Shutter Apparatus”) mirrored from the passenger container door  104 ; it seals the enclosure opening (not shown) via the enclosure rubber band (not shown) mirrored from the rubber band  114  of the passenger container  102 . Now, the sliding power train  122  opens the passenger container door  104  and, via the boarding hooks  108 , the enclosure boarding door  28 . The enclosure boarding door  28  does not need sliding bars  116  since it is opened passively by the boarding hooks  108  of the passenger container door  104 . The process of closing the doors and departing of passenger container  102  goes in reverse order. 
     Those who are skilled in the art will readily perceive how to modify the invention. Therefore, the appended claims are to be construed to cover all equivalent structures which fall within the scope and spirit of the invention.