Comprehensive unit transporation system

A comprehensive transportation system with the ability to transport an individual passenger or a unit of cargo directly from a point of origin to a desired destination. A plurality of vehicles are directed about a network of continuous guideways. The guideways include a raised guide rail and are connected by a plurality of closed loop interchanges. Each vehicle is fitted with a guide rail shoe which facilitates operation of the vehicle on the guideway. The guide rail shoe tracks the raised guide rail, and comprises a switching device that transfers a vehicle from one continuous guideway to another. The guideways are further defined by level-of-service zones. The integrity of each zone is maintained electronically by an operations center and mechanically by a level-of-service screening key.

TECHNICAL FIELD 
The present invention relates to transportation, and more particularly, 
relates to a comprehensive unit transportation system wherein a plurality 
of vehicles are directed through a network of continuous guideways from a 
source point to a destination point. 
BACKGROUND OF THE INVENTION 
Various transportation systems are known in the prior art. Each such system 
constitutes a response to societal demands for quick, convenient and 
comfortable transportation. These responses may be classified as either 
mass/rapid transit systems or automotive transit systems. 
A mass/rapid transit system is designed to serve a large population 
dispersed over a substantial land area. Examples of mass/rapid systems 
include airports, subways, railroads, bus lines and the like. These 
transportation systems are typically comprised of a variety of 
transportation vehicles including airplanes, buses, trains and like 
vehicles. 
While they serve a useful function, several problems exist with mass/rapid 
transit systems. One problem is that travel is segmented. For example, a 
mass/rapid system passenger travels first to a station (often by means of 
the automotive transit system), then boards a transportation vehicle, then 
disembarks from this vehicle upon its arrival at the station nearest the 
desired destination point and then travels to his or her desired 
destination point. Thus, mass/rapid transit systems do not provide for a 
passenger to travel directly from a point of origin to a point of 
destination. 
Another problem with mass/rapid transit systems is the stations themselves. 
Each station must provide access and exit for passengers and a variety of 
transportation vehicles. The problems of scheduling vehicles and 
passengers are inherent to mass/rapid transit systems. For example, 
passengers are often forced to wait for extended time periods before 
boarding or disembarking a vehicle. Other station related problems include 
the threat of criminal activity, inefficient space utilization, cargo flow 
both within and outside of the station and the need for support systems 
such as food service, rest room facilities and the like. It is not 
surprising that bus terminals, airports and the like are viewed as 
obstacles to travel by the general public. 
Yet another problem with mass/rapid transit systems is that the 
transportation vehicle makes frequent stops at various stations to board 
or disembark passengers. For the passenger whose desired destination is 
beyond such stops, time is wasted as he or she waits for other passengers 
to enter or exit the system at intermediate stations. Furthermore, and 
perhaps because of the above-described problems, no economically 
self-sufficient rapid/mass transit system has been developed. Tax 
subsidies are universally required from local, state and federal 
governments to finance continued operation of these systems. 
An automotive transit system differs from a mass/rapid transit system in 
that it is a unit transportation system. The primary advantage of the 
automotive transit system is its ability to move a passenger or passengers 
and cargo directly from point of departure to point of destination with 
stops necessitated only by the operating requirements of the vehicle. 
Automotive transit is a primary means of transportation within residential 
areas and small communities as well as within large regional areas. The 
public's desire for automotive transit has been vividly demonstrated by 
its continued and extensive use of automobiles, even in times of soaring 
fuel prices. 
Several problems also exist with automotive transit systems. An extensive 
and elaborate network of roadways provide a seemingly infinite number of 
intersections. Each intersection represents an area of high accident risk 
to both vehicles and passengers. A related problem is two-way street 
traffic. Ideally, traffic of conflicting directions would be separated to 
the greatest possible degree. Yet another problem is that the automotive 
transit system depends extensively on the human interface. Many accidents 
are the result of errors in judgment by the driver resulting from driver 
fatigue, driver intoxication, etc. 
The ideal transportation system, heretofore unknown in the prior art, would 
include the beneficial aspects of a mass/rapid transit system and an 
automotive transit system. In particular, the ideal transportation system 
would move a passenger and/or cargo directly from a point of departure to 
a point of destination within the shortest possible distance of travel at 
the fastest practical velocity with the fewest possible delays. To fulfill 
those goals, traffic flow in the ideal transportation would be constant 
and unidirectional, and conventional intersections would be entirely 
avoided. 
The ideal transportation system would additionally provide service as 
required. For example, it would be able to service small local communities 
as well as major metropolitan areas. Finally, human error would be removed 
from any such system to the greatest degree possible, and the system would 
be self-sufficient to provide an economical means of transportation. Yet 
further, the ideal transportation system would function efficiently under 
conditions of high utilization, as opposed to the automotive system that 
bogs down under such conditions. Finally, those skilled in the art will 
appreciate that the above discussed factors of distance, velocity and 
delay each impact on the ultimate consideration of time. The ideal 
transportation system would move both passengers and cargo from a point of 
origin to a point of destination in the least amount of time. 
SUMMARY OF THE INVENTION 
The present invention solves the above-described problems in the prior art 
by providing a comprehensive unit transportation system which provides 
quick and convenient transportation from any addressable source to any 
addressable destination. The present invention further provides a 
constant, continuous and unidirectional flow of vehicles upon a 
comprehensive network of continuous guideways designed to eliminate 
conventional intersections and the problems associated therewith. The 
emphasis of a comprehensive unit transportation system according to the 
present invention is to provide safe, yet rapid and continuous traffic 
flow upon a novel network of continuous guideways so as to transport a 
passenger and/or cargo directly from a point of departure to a point of 
destination. Stated more particularly, the emphasis of a comprehensive 
unit transportation system according to the present invention is to 
transport passengers and cargo safely from a point of origin to a point of 
destination within the shortest time possible by traveling the shortest 
possible distance of travel at the fastest practical speed with the fewest 
possible delays. 
Generally described, the present invention comprises a network of 
continuous through guideways and continuous transfer guideways 
interconnecting the through guideways, a plurality of vehicles suitable 
for operation upon the guideways, and means for controlling and directing 
the vehicles through the network of guideways whereby an individual 
vehicle is directed and travels continuously from a point of origin to a 
point of destination. 
Described more particularly, the present invention is characterized by an 
ability to transport an individual passenger or a unit of cargo directly 
and continuously from a point of origin to a point of destination. A 
plurality of specially constructed, self-propelled vehicles are provided 
that travel unidirectionally about a network of through and continuous 
transfer guideways. A third type of guideway, labeled a guideway segment, 
is provided. A guideway segment is not continuous in that it connects a 
point-of-origin or a point-of-destination to a continuous through guideway 
or a continuous transfer guideway. The guideways comprise a grid pattern 
that enables the vehicles to move non-stop at substantially constant and 
discrete speeds. The guideways are characterized by a multiple width paved 
surface and a single raised guide rail. The type of vehicle together with 
the type of guideway influence the speed at which a vehicle may travel. 
The through guideways are connected by a plurality of continuous transfer 
guideways configured to eliminate conventional intersections. Each vehicle 
regardless of construction, is fitted with a guide rail shoe that 
interacts and cooperates with the raised guide rail to direct the vehicle 
upon a guideway. The guide rail shoe tracks the raised guide rail, and 
provides an electro-mechanical switching device that transfers a vehicle 
from one continuous guideway to another continuous guideway. The guide 
rail shoe is further characterized by varying stages of steering 
sensitivity. 
The present invention further provides for discrete level-of-service zones 
within the network of continuous guideways. Vehicles are segregated within 
these zones according to size, speed, and other like characteristics, as 
well as the type of guideway upon which the vehicle is traveling. The 
integrity of a particular zone is maintained electronically by an 
operations center and mechanically by a level-of-service screening key. 
Thus, it is an object of the present invention to provide an improved 
transportation system that includes and combines the beneficial aspects of 
a mass/rapid transit system and an automotive transit system. 
It is a further object of the present invention to provide a comprehensive 
unit transportation system having a network of continuous and segmented 
guideways upon which a plurality of vehicles move unidirectionally at 
constant speed without stopping. 
It is a further object of the present invention to provide a comprehensive 
unit transportation system having a network of continuous through 
guideways connected by a plurality of continuous transfer guideways to 
eliminate conventional intersections. 
It is a further object of the present invention to provide a comprehensive 
unit transportation system which utilizes a variety of ground 
transportation vehicles operating on a variety of stationary guideways 
with a distinct level of service zones to transport passengers or cargo 
directly from a desired point of departure to a desired point of 
destination. 
It is a further object of the present invention to provide a comprehensive 
unit transportation system that avoids the disadvantages of, but interacts 
with, present mass/rapid transit systems, and can deploy its own 
mass/rapid transit vehicles. 
It is yet a further object of the present invention to avoid the 
disadvantages of present automotive transit systems, yet include and adopt 
the beneficial aspects thereof. 
It is a further object of the invention to provide a comprehensive unit 
transportation system that places a high priority upon the safe and rapid 
transportation of passengers and cargo. 
It is a further object of the present invention to provide a comprehensive 
unit transportation system that optimizes the time required to get from a 
point of origin to a point of destination; the parameters of time being 
defined as the minimum distance of travel at the fastest practical speed 
with the minimum delay in transit. 
It is a further object of the present invention to provide a comprehensive 
unit transportation system that operates at the same degree of performance 
when operating near or at maximum capacity as when operating at a low 
level of capacity. 
It is a further object of the present invention to provide a comprehensive 
unit transportation system with an interchange for an automated 
transportation system wherein through traffic on any given guideway may 
enter or exit a continuous transfer guideway by means of a switching 
mechanism without said vehicle being required to reduce substantially its 
velocity. 
It is a further object of the present invention to provide a comprehensive 
unit transportation system wherein vehicles traveling on a continuous 
transfer guideway and passing through any switching position of an 
interchange may pass simultaneously vehicles traveling on a continuous 
transfer guideway and passing through any switching position of an 
interchange may pass simultaneously vehicles traveling along a continuous 
through guideway within the switching position that these vehicles may 
pass side by side with no collision or interference. 
It is a further object of the present invention to provide a comprehensive 
unit transportation system that avoids accumulating vehicles on a transfer 
guideway as said vehicle awaits an opportunity to merge onto a congested 
through guideway. 
It is a further object of the present invention to provide a comprehensive 
unit transportation system that secures vehicles to the guideway, such 
that there is positive physical control of every vehicle at all times. 
Vehicles are secured to the guideway during atypical environmental 
conditions; including the guideway during disruption of normal function or 
equipment failure; including a power failure shutting down guideway 
controls, failure of a switching mechanism, or temporarily distorting 
vehicle guidance by striking a guideway and criminal efforts to remove 
vehicles forcibly from a guideway and securing the vehicle against falling 
off of a guideway during a collision with other vehicles or objects 
obstructing a guideway. 
It is a further object of the invention to provide a comprehensive unit 
transportation system including systems whereby appropriately equipped 
vehicles track or follow the guideway and maintain a predetermined 
position and/or speed. 
It is a further object of the invention to provide a comprehensive unit 
transportation system including means for switching a vehicle from one 
guideway to another in a safe, fast and reliable manner. 
It is a further object of the invention to provide a comprehensive unit 
transportation system including means of control between a guideway and a 
vehicle such that a vehicle may internally monitor the space between 
itself and vehicles ahead of and behind it, and may internally monitor and 
adjust its position relative to other vehicles when it is transferring 
from one guideway onto another. 
It is a further object of the present invention to provide an interchange 
for an automated transportation system such that through traffic on any 
given guideway may exit onto a continuous transfer guideway through a 
switch mechanism at an interchange without said vehicle being required to 
reduce its velocity and without said vehicle having to be concerned about 
the position or movement of other vehicles on the continuous transfer 
guideway. 
It is a further object of the present invention that said vehicle may 
travel on the continuous transfer guideway to another switching mechanism 
and merge back onto a through guideway again without reducing velocity or 
having to consider the possibility of collision with another vehicle 
already on the guideway. 
It is a further object of the present invention that the relationship of 
the continuous transfer guideway to the through guideways with which it is 
associated via a switching mechanism is such that vehicles traveling on 
the continuous transfer guideway and passing through any switching 
position simultaneously while vehicles from a through guideway are 
simultaneously passing through the same switching position that these 
vehicles may pass side by side with no collision or interference. 
It is a further object of the present invention to provide a switching 
mechanism which will effectively render a complete physical separation 
between a through guideway and a continuous transfer guideway so that on 
those occasions when two vehicles, one on a transfer guideway and one on a 
continuous transfer guideway are in relative positions with each other 
where a collision would occur if due to some malfunction either vehicle 
was ordered to exit or merge or either vehicle attempted to exit or merge 
at that precise moment then nothing would or could happen, because under 
that circumstance there would be no direct pathway available, there would 
be no linkage (in effect) between either guideway for all practical 
purposes they would be two separate and distinct guideways passing through 
the switching mechanism. 
It is a further object of the present invention that to avoid accumulating 
vehicles on the transfer guideway awaiting an opportunity to merge onto a 
busy transfer guideway or to avoid disallowing vehicles exiting a through 
guideway onto a continuous transfer guideway because of a vehicle passing 
through or entering into the proximity of a switching mechanism and 
further, without compromising the earlier objectives, a provision shall be 
made to allow a slight discontinuity in the constant velocity of any given 
selected vehicle on the continuous transfer guideway to allow it to be 
aligned so as to be able to merge onto a transfer guideway the first time 
it has the opportunity, and to allow vehicles on the transfer guideway to 
exit onto a continuous transfer guideway without being required to proceed 
to another interchange. A velocity discontinuity of less than five percent 
(5%) is anticipated. 
It is a further object of the present invention to provide a computer 
controlling the entire interchange such that vehicles are identified and 
caused to exit, merge, modify velocity, or proceed with no change, exit 
for refueling, servicing, repair, parking, monitor all sensors, and 
operate switching mechanism and whatever else may be necessary to operate 
the interchange in accordance with its objectives. 
Many other objects, features and advantages of the present invention will 
become apparent from a reading of the following specification when taken 
in conjunction with the accompanying drawings.

DETAILED DESCRIPTION 
Referring now in more detail to the drawings, in which like numerals 
indicate like parts throughout the several views, the present invention is 
described herein in detail, with particular reference to the preferred 
embodiments thereof. 
A comprehensive unit transportation system according to the present 
invention includes one or more of the following basic concepts: (1) a 
stationary surface roadbed including a raised guide rail; (2) a plurality 
of vehicles, each including a guide rail shoe; (3) a guideway network 
configuration; (4) level of service zoning; and (5) vehicle control 
mechanisms. It will be appreciated that these concepts have many 
applications outside the scope of the present disclosure. Thus, these 
concepts are illustrative of the preferred embodiment, and may be modified 
without limiting the scope of the present invention as defined in the 
claims appended hereto. 
STATIONARY ROADBED SURFACE INCLUDING RAISED GUIDE RAIL 
A primary structural component of a unit transport system according to the 
present invention is a stationary roadbed surface including a raised guide 
rail. The raised preferred guide rail shown generally at 11 in FIG. 1. The 
preferred raised guide rail 11 includes an anchor member 12 which is 
embedded within a roadway 13. The roadway 13 includes a paved vehicle 
support surface 14. The preferred anchor 12 may be formed of any material 
of suitable strength and weight to support the rail 11. Suitable materials 
include, but are not limited to, steel, cast iron, and aluminum. As shown 
in FIG. 1, the anchor 12 appears as an inverted "T" member. A portion of 
the vertical extension of the anchor 12 extends above the paved surface 14 
of the roadway 13 to operatively engage a surface component 15 of the 
raised guide rail 11. The surface component 15 of the raised guide rail 11 
preferably comprises an elongate T-shaped member, the base of which rests 
on the paved surface 14 of the roadway 13. The vertical extension of the 
anchor 12 is fitted through a bored opening (not shown) in the base of the 
surface component 15. The surface component 15 may be tapered, but is 
preferably formed so that its base is formed of a reduced cross-sectional 
area relative to the outwardly extending upper portion thereof. Such a 
construction prevents a vehicle from inadvertently moving off the guide 
rail 11. It will be appreciated that various shapes may be provided and 
retain this benefit of the preferred surface component 15. 
The raised guide rail 11 serves three basic purposes. First, as noted above 
and described in greater detail hereinbelow, the preferred guide rail 11 
provides a safety feature in that it prevents a vehicle tracking the guide 
rail from leaving the guideway during a power failure or a like 
interruption of normal operating procedure. Second, even when the system 
is operating normally, the preferred guide rail 11 construction prevents a 
vehicle from derailing or jumping off the guideway as a result of adverse 
environmental conditions such as ice, snow, mud or wind. Third, the 
preferred guide rail 11 configuration provides a security feature in that 
a vehicle cannot be stolen or otherwise removed from the guideway. 
As further shown in FIG. 1, the surface component 15 of the guide rail 11 
is secured to the anchor 12 by a pin 16. The pin 16 extends the width of 
the base portion of the surface component 15, and is inserted through a 
bored opening (not shown) in the uppermost portion of the anchor member 12 
to secure the surface component thereto. A plurality of pins 16 and 
anchors 12 are positioned at suitable intervals along a section of guide 
rail 11 to insure a stable surface component 15. A contact wear surface 17 
is affixed on opposite sides of the surface component 15. The contact wear 
surface 17 is preferably a thin protective surface that may be replaced 
when desired due to wear or breakage. Although it is not desired, the 
surface component 15 of the raised guide rail 11 may physically interact 
with a vehicle tracking the guide rail. The contact wear surface 17 
facilitates this interaction in such a manner as to prevent direct harm to 
the surface component 15. The contact wear surface 17 is an elongate 
member which may be formed of any material suitable to withstand repeated 
contact as described below. Suitable materials include, but are not 
limited to, rubber, steel, aluminum, and plastic. The contact wear surface 
17, as noted above, may be removably attached to the surface component 15 
of the raised guide rail 11 to permit quick and simple replacement 
thereof. Such attachment means are conventional and well known and 
therefore need not be disclosed further herein. 
Vehicles of varying size and weight utilize the raised guide rail 11. To 
facilitate such varied utilization, the present invention provides a 
guideway road bed 13 to support these vehicles. As shown in FIG. 2, the 
preferred road bed 13 is comprised of a paved surface 14, a first level 
sub-surface 18, and a second level sub-surface 19. The paved surface 14 
may be formed of asphalt, concrete or any like material. As described in 
detail below, the preferred vehicles for use in the disclosed 
transportation system have wheelbases of four (4), six (6) or eight (8) 
feet. To protect the paved surface 14, wear surfaces may be provided for 
the 4 foot, 6 foot, and 8 foot portions of the guideway, designated as A, 
B and C in FIG. 2. 
Further to the road bed 13, any conventional sealant may be employed to 
provide a constant and uninterrupted surface. The first sub-surface level 
18 and second sub-surface level 19 may be any conventional aggregate base 
including crushed stone or the like. Since vehicles having a wider wheel 
base are substantially heavier in weight, a greater amount of compacted 
aggregate is provided in the second level 19 at the extremes of the 
roadway to support such heavier vehicles. 
Thus, the preferred embodiment of the present invention provides a single 
raised guide rail 11 and a road bed 13 for use by a plurality of vehicles. 
The guide rail 12 comprises a surface component 15 secured flush to the 
paved surface 14 of the roadbed 13 by an anchor 12. It will be further 
seen, as described in detail below, that the guide rail 11 preferably does 
not guide a vehicle by physical restraint when operating under normal 
conditions. Instead, it provides a member that can be tracked by a 
vehicle-mounted sensing component referred to as a guide rail shoe. 
VEHICLE DESCRIPTION, INCLUDING GUIDE RAIL SHOE 
The raised guide rail 11 interacts with a vehicle by means of a guide rail 
shoe 40. Generally described, the guide rail shoe 40 comprises an 
electro-mechanical, vehicle-mounted steering component. Since the guide 
rail shoe 40 is common to each vehicle, regardless of configuration, it is 
described first. Detailed description of the vehicles 20 is provided 
thereafter. 
FIG. 3 shows the underside of a vehicle 20, with the direction of forward 
movement being denoted by the arrow. The vehicle 20 is provided with two 
front wheels 22 and 24. The front wheels 22 and 24 are manipulated by a 
steering mechanism which is shown only in part. The steering mechanism 
includes linkage members 26 and 28, and an interconnecting member 30. The 
interconnecting member 30 may further include a screw linkage member 32 
for manipulating linkage members 26 and 28. It will be appreciated, 
however, that the steering mechanism may be formed of any conventional 
apparatus known in the art. 
Functionally described, the preferred guide rail shoe 40 is an 
electro-mechanical, vehicle-mounted component which orientates the vehicle 
20 on a guideway relative to the raised guide rail 11. The preferred guide 
rail shoe 40 is shown in FIGS. 4, 4A, 4B and 4C. The guide rail shoe 40 
constantly locates the guide rail 11, and instructs the steering mechanism 
accordingly. The preferred embodiment of the guide rail shoe 40 comprises 
three stages of steering sensitivity: primary, secondary, and emergency 
backup. It will be appreciated that these three stages of steering 
sensitivity provide for the vehicle 20 to track or follow the guide rail 
11. 
The first level of steering sensitivity provided by the shoe 40 is primary 
steering. As shown in FIG. 3, four primary steering sensors 41 are located 
on a narrow throat section 42 provided at the rearward portion of the shoe 
40. Such sensors may comprise "electronic eye" photocell assemblies, the 
technology of which the inventor considers well known and therefore, such 
sensing means need not be disclosed further herein. Of course, other 
optical-type sensors or the like could be used. FIG. 4 shows the shoe 40 
in operative position with respect to the guide rail 11. As shown best 
therein, the throat section 42 is U-shaped and the sensors 41 are 
positioned on opposite sides thereof. As further seen in FIG. 4, one pair 
of primary sensors 41 rest on the opposite side of the surface component 
15 of the raised guide rail 11 from the remaining pair of primary sensors 
41. 
In operation of primary steering, a desired separation distance is 
predetermined. This distance denotes the desired distance of separation 
between the sensors 41 and the surface component 15. Once a desired 
separation distance of acceptable safety is determined, it is programmed 
into an onboard microprocessor (not shown). The sensors 41 monitor the 
actual separation distance from each sensor to the surface component 15, 
and send constant information to the microprocessor detailing that actual 
separation distance to the predetermined desired separation distance, and 
instructs the steering mechanism to direct the vehicle in such a manner as 
to maintain the desired separation distance. Thus, it is to be understood 
that the microprocessor works with the steering linkage of the vehicle 20 
so as to maintain constant distance between the sensors 41 and the guide 
rail 11. It is furthermore seen that the surface component 15 provides a 
tracking element which the guide rail shoe 40, and hence the vehicle 20, 
follow. It is to be further understood that the weight of the vehicle 20 
is not borne by the guide rail 11 as in conventional train or monorail 
technology. Rather, the weight of the vehicle 20 is borne by the road bed 
13. The guide rail 11 merely provides a tracking element which the vehicle 
follows, and preferably, the guide rail shoe 40 will not physically 
contact the guide rail 11. 
The second level of steering sensitivity provided by the shoe 40 is 
secondary steering. Secondary steering becomes effective only when the 
primary steering sensors 41, acting in conjunction with the onboard 
microprocessor and the steering mechanism of a vehicle, are unable to 
guide the vehicle 20. For example, the rate of curvature per linear foot 
of guide rail 11 may be so great as to prevent the primary sensors from 
triggering the steering mechanism quickly enough to prevent contact of the 
guide rail shoe 40 with the guide rail 11. Thus, as shown in FIG. 3, the 
present invention provides secondary steering sensors 45 near the front of 
the vehicle 20 on two flared throat sections 48 and 48'. As with the 
primary steering sensors 41, the secondary sensors 45 may comprise 
"electric eye" photocell assemblies. Such technology is considered well 
known and therefore need not be disclosed further herein. As shown in FIG. 
4, the secondary steering sensors 45 are positioned on the flared throat 
sections 48 and 48' so as to be located on opposite sides of the guide 
rail 11. 
Operation of secondary steering is described by example. Assume that a 
vehicle 20 encounters such a sharp curve that the rate of curvature per 
linear foot of guide rail 12 exceeds the ability of the primary sensors 41 
to manipulate the primary steering mechanism in response thereto. The 
secondary steering mechanism first overrides the primary steering 
mechanism by means of the onboard microprocessor. Once the actual 
separation distance deviates from the desired separation distance a 
sufficient predetermined amount the microprocessor automatically 
terminates the primary sensors 41 and activates the secondary sensors 45. 
(As with the desired separation distance, an unacceptable deviation 
distance is selected and programmed into the onboard microprocessor.) The 
second sensors 45 operate on the same basic principle as the primary 
sensors, namely, that of comparing the actual separation distance against 
a predetermined separation distance. Of course, an acceptable safety 
factor would be incorporated in any such predetermined separation 
distance. The flared relationship of the throat sections 48 and 48' 
increases sensor sensitivity by increasing the distance from the sensors 
to the rails. This permits the guide rail 11 to adopt a significant 
curvature without loss of steering capability. As further shown in FIG. 3, 
the flared throat sections 48 and 48' may be pivotally mounted abut a 
center shaft 49. The flared throat sections 48 and 48' are then capable of 
swinging outwardly from the guide rail 11 and thus, the pivotal mounting 
permits an even greater curvature of guide rail 11 to be readily 
compensated for by the secondary steering mechanism. 
Secondary steering sensitivity is operative only when primary steering is 
incapable of directing the vehicle 20. Thus, once the guide rail 11 again 
adopts a relatively straight orientation, the secondary steering mechanism 
relinquishes control of the vehicle 20 and returns the steering 
responsibility to the primary sensors 41. Such relinquishment of control 
is conveniently accomplished by the onboard microprocessor. 
The third level of steering sensitivity provided by the guide rail shoe 40 
is emergency backup. This steering capability assumes control over a 
vehicle whenever primary or secondary steering become either inoperative 
or ineffective. For example, an electrical power failure within a vehicle 
could render the sensors 41 and 45 and the onboard microprocessor 
inoperable. Should this occur, the sensors 41 and 45 and the 
microprocessor will fail to instruct the steering mechanism of the vehicle 
20. The predetermined separation distance will not be maintained and the 
guide rail shoe 40 will make physical contact with the raised guide rail 
11. Even so, the U-shaped design of the raised guide rail shoe 40 provides 
a physical restraint that prevents the vehicle 20 from leaving the guide 
rail 11. Thus, assuming the vehicle 20 is capable of further travel, the 
guide rail shoe 40 will keep the vehicle on the roadbed 13 because the 
U-shaped design of the shoe prevents it from pulling free of the guide 
rail 11. If the vehicle 20 is incapable of further travel, the emergency 
backup steering mechanism will permit the vehicle to coast harmlessly to a 
stop. 
It is to be understood that all vehicles according to the present invention 
include a guide rail shoe 40. Other common vehicular features are 
provided. For example, each vehicle may include electronic transmitting 
and receiving equipment. Such equipment would permit communication between 
any two vehicles and between a vehicle and an operations center (described 
in detail below). The transmitted information could be utilized to 
determine the distance between two vehicles or their relative speeds so as 
to maintain a safe operating distance therebetween. It is also to be 
understood that the usual manual tasks of steering, accelerating, braking 
and speed monitoring are performed automatically in response to electronic 
commands from within a vehicle or transmitted from the operations center. 
Vehicles according to the present invention therefore further include 
devices which respond to such instructions so as to automatically 
manipulate the vehicle according to these commends. Those skilled in the 
art will recognize that the potential for human error is thus reduced to 
provide a safer transportation system. 
The present invention further provides vehicles of differing 
characteristics. Although such vehicles can otherwise be of conventional 
construction for travel on paved roadways, vehicles having the following 
characteristics are preferred for practice of the present invention: 
Vehicle Type I--The preferred type I vehicle is designed for residential 
use only and capable of only fifteen miles per hour. This vehicle is very 
small, lightweight, and is preferably constructed having a four foot wheel 
base. A type I vehicle has a maximum passenger capacity of six persons. 
Vehicle Type II--A type II vehicle is identical to a type I vehicle except 
it is capable of speeds up to thirty miles per hour. Both the type I and 
type II vehicles are designed for residential use. 
Vehicle Type III--A type III vehicle is able to maintain speeds of up to 
sixty miles per hour, has a four foot wheel base, and a passenger capacity 
of six persons. However, this vehicle is not designed for extended travel. 
Its contemplated use is short-term, namely, over a regional area. 
Vehicle Type IV--This vehicle is designed for extended travel, and is 
capable of speeds of up to one hundred miles per hour. Since extended 
travel is contemplated, various comfort and entertainment features are 
incorporated, the details of which are beyond the scope of this 
disclosure. A type IV vehicle has a preferred wheel base of six feet, a 
passenger capacity of 6 and is constructed so as to withstand extensive 
high speed usage. Conceptually described, this vehicle would represent 
"the family car". 
Vehicle Type V--A type V vehicle is capable of speeds up to sixty miles per 
hour, has a seating capacity of fifty passengers and a wheel base of six 
feet. Thus, this vehicle would be used for rapid disbursement and 
collection of large groups of people over a regional or metropolitan area 
to provide a shuttle or similar type transportation service. 
Vehicle Type VI--This vehicle is designed for long-distance travel. A type 
IV vehicle has a seating capacity of fifty passengers, and is capable of 
speeds up to one hundred miles per hour. A type VI vehicle is constructed 
having a six-foot wide wheel base and further includes restroom 
facilities, food/snack facilities, reclining seats, and like features. 
Vehicle Type VII--A type VII vehicle is essentially a type VI vehicle. 
However, a type VII vehicle is constructed having an eight-foot wheel 
base. 
Vehicle Type VIII--A type VIII vehicle is not designed for passengers. 
Rather, it is preferred that a Type VIII vehicle carry relatively light 
cargo over short distances. A type VIII vehicle is constructed having a 
four-foot wheel base and is capable of maintaining a speed of thirty miles 
per hour. 
Vehicle Type IX--A type IX vehicle is also a cargo vehicle, but is designed 
for medium weight industrial loads. Primary considerations of a type IX 
vehicle are a maximum potential speed of sixty miles per hour and a 
six-foot wheel base. 
Vehicle Type X--Yet another cargo vehicle, the preferred Type X vehicle is 
designed to carry heavy loads over substantial distances. Primary 
considerations of a type X vehicle are, therefore, a maximum potential 
speed of one hundred miles per hour and an eight-foot wheel base. 
Additionally, since operation of this vehicle is confined to industrial 
areas and to the long distance 100 m.p.h. guideways, a Type X vehicle may 
be allowed to carry great weights. For example, a Type X vehicle may be 
allowed a gross weight of up to 100,000 lbs. 
Vehicle Type XI--A type XI vehicle is preferably a self-powered vehicle 
capable of being attached to and pulling one or more other smaller, 
non-powered cargo vehicles. Thus, a Type XI vehicle is somewhat like the 
locomotive of a train. A Type XI vehicle is preferably confined to those 
guideways permitting a speed of sixty (60) m.p.h. Of course, a more 
powerful vehicle could be provided to achieve a higher speed. 
Vehicle Type XII--A type XII vehicle is preferably a self-powered vehicle 
similar to a Type XI vehicle for pulling one or more passenger vehicles. 
Because the type XII vehicle preferably transports passengers, it is 
designed to enter Regional Mass/Transit terminals (described below) and 
other passenger departure and destination points. 
It will be appreciated that the straightforward construction of the guide 
rail shoe 40 permits its adaptation to any and each of the above-described 
vehicles. Thus, various modifications may be made in the above-described 
characteristics of any transportation vehicle without departing from the 
spirit and scope of the present invention. 
Continuous Guideway Network Configuration 
The present invention further provides a comprehensive network of 
continuous guideways. It is to be understood that vehicles 20 fitted with 
a guide rail shoe 40 travel about and within this network of continuous 
guideways. As described in detail hereinbelow, the continuous guideway 
network configuration provides a dynamic model or pattern of traffic flow 
wherein any particular vehicle travels constantly, continuously and 
unidirectionally through the network from a point of departure to a point 
of destination. 
The guideway network is comprised of three different types of guideways: 
(1) a through guideway; (2) a transfer guideway; and (3) a guideway 
segment. A through guideway is continous, discrete, stationary and 
unidirectional. A continuous guideway is defined as a guideway that has no 
beginning point or ending point. Referring to FIG. 18, it is seen that 
guideways 403 and 404 are continuous. Continuous guideways can take the 
shape of a circle, an ellipse, a square, a triangle, or be of no 
particular configuration. A discrete guideway maintains a separate 
identity along its length. Thus, if two guideways, continuous or 
otherwise, converge so as to form a point of tangency or such that less 
than two full widths exist, the guideways are no longer discrete. Thus, 
guideways 401 and 402 are not discrete, while guideways 403, 404 and 405 
are discrete. A stationary guideway is fixed. Thus, as specified herein, 
the vehicles, regardless of type, are self-propelled. A unidirectional 
guideway is defined as a guideway upon which all traffic moves in one 
direction. 
A transfer guideway is to be differentiated from a through guideway in that 
non-through traffic travels on the transfer guideway. The transfer 
guideway, functionally described, comprises a closed loop interchange 
whereby traffic is routed from one guideway to another. 
Any guideway that is not continuous is a segment. For example, FIG. 18 
shows a terminus guideway segment at 405, where the terminus 406 is 
defined as a point of destination. A terminus guideway segment 405 may 
access a continuous through guideway or a continuous transfer guideway or 
another guideway segment. Such access must be permitted by the 
level-of-service zoning requirement as specified hereinbelow. It is to be 
further understood that a vehicle (and, therefore, a passenger or cargo 
item) may start and stop, or enter and exit, the transportation system 
only at a terminus such as a point-of-origin or a point-of-destination. 
A continuous guideway according to the present invention therefore includes 
a raised guide rail 11 projecting above a roadway 13 to interact with the 
raised guide rail shoe 40 as described above. The guideway is continuous 
in that it provides no physical stopping limitation. Thus, the preferred 
continuous guideway network configuration is devoid of any "dead ends", 
and "cul-de-sacs" or any other impediment to constant and continuous 
vehicular traffic flow. 
A primary element of the preferred continuous guideway network 
configuration is the closed loop interchange, shown generally at 50 in 
FIGS. 5, 6 and 7. The closed loop interchange 50 facilitates non-stop 
transfer of a vehicle from one continuous guideway to another by providing 
a transitional interface, or a point of tangency, therebetween. For 
example, the closed loop interchange 50 is shown in FIG. 5 as providing a 
transitional interface between several through traffic guideways 51. A 
through traffic guideway may be likened to a conventional limited access 
street or highway. The through traffic guideways in FIG. 5 have therefore 
been denoted according to the direction of vehicular travel thereon. Thus, 
all traffic on guideway 51e travels easterly. Similarly, all traffic on 
guideways 51n and 51s travels north and south, respectively. 
It is a principal concept of the present invention that, at any point of 
interface between two continuous guideways, there must be provided a merge 
junction and an accompanying exit junction. Implementation of this concept 
is found in the closed loop interchange 50. As shown in FIG. 5, each 
closed loop interchange 50 provides a continuous guideway loop 52a and 
52b. Continuous guideway loop 52a includes two transitional interfaces 54 
and 55 that, as described below, provide for vehicular transfer between 
through traffic guideways 51e and 51s. Similarly, continuous guideway loop 
52b includes two transitional interfaces 56 and 57 that, as also described 
below, provide vehicular transfer between through traffic guideways 51e 
and 51n. It is to be understood that, at each transitional interface, a 
vehicle may exit a through traffic guideway and enter a continuous 
guideway loop, or, a vehicle may exit a continuous guideway loop and enter 
a through traffic guideway. 
Operation of the transitional interface or closed loop interchange 50 is 
described by example. FIG. 5 shows three primary guideways 51e, 51s and 
51n. As noted above, all vehicles on a continuous through guideway travel 
unidirectionally. Thus, all vehicles on guideway 51e travel easterly, all 
vehicles on guideway 51s travel south, and all vehicles on guideway 51n 
travel northerly. Similarly, all vehicles on the guideways 52 travel 
clockwise. A vehicle, shown generally at 20 in FIG. 5, is moving in an 
easterly direction on primary guideway 51e, and is approaching a first 
interchange loop 52. It is assumed that the passengers in vehicle 20 wish 
to travel in a southerly direction along primary guideway 51s. To 
accomplish this change of direction, the vehicle 20 exits primary guideway 
51e at transitional interface 54, and enters the closed loop interchange 
52a. The vehicle 20 continues on the interchange loop 52a until it reaches 
the transitional interface 55. At transitional interface 55, the vehicle 
20 exits the interchange loop 52a, enters the primary guideway 51s, and 
travels thereon in a southerly direction. 
As a yet further example, assume vehicle 20 is traveling easterly along 
primary guideway 51e, and the passengers therein desire to travel north on 
primary guideway 51n. The vehicle 20 would not exit at transitional 
interface 54 because such exit would direct the vehicle 20 onto primary 
guideway 51s as described above. To travel in a northerly direction, the 
vehicle 20 continues on primary guideway 51e past transitional interface 
54 and under primary guideway 51s until it reaches transitional interface 
56 of the second interchange loop 52b. To accomplish the desired 
directional change, the vehicle 20 exits primary guideway 51e at 
transitional interface 56 and enters the interchange loop guideway 52b. 
The vehicle 20 continues on the interchange guideway 52b until it reaches 
the transitional interface 57. At the transitional interface 57, the 
vehicle 20 exits the interchange loop 52b and travels in a northerly 
direction on primary guideway 51n. 
Thus, it is seen that the term "closed loop interchange", as used herein, 
refers to a continuous transfer guideway that provides a transitional 
interface to facilitate vehicular transfer between other continuous 
guideways. As noted above, the transfer guideway includes an exit 
component and a merge component. This is visually described in FIG. 5A, 
which shows transitional interface 57. As shown therein, the continuous 
transfer guideway 52b tangentially interfaces with through traffic 
guideway 51n. An exit guideway 57x is provided to facilitate transfer of a 
vehicle 20 from the through traffic guideway 51n onto the continuous 
transfer guideway 52b. Furthermore, a merge guideway 57y is provided to 
facilitate transfer of a vehicle 20 from the continuous transfer guideway 
52b to the through traffic guideway 51n. 
A continuous transfer guideway according to the present invention further 
provides a traffic flow buffer zone. For example, should a through traffic 
guideway be inaccessible to a vehicle desiring to merge due to heavy or 
excessive utilization, the vehicle may be directed around the continuous 
transfer guideway until it can merge safely onto the through traffic 
guideway. This feature of the present invention prevents stopping due to 
normal or increased utilization of the system. Rather than permitting 
vehicles to stop and wait until merger is possible, a vehicle moves 
constantly about the continuous guideway loop. 
To further increase the efficiency of traffic flow about the preferred 
network of continuous guideways, the present invention provides for 
traffic speeds on any particular continuous loop guideway to be modulated. 
As described in greater detail below, the speed of a vehicle or vehicles 
on a continuous guideway loop may be slowed slightly for a brief period of 
time to stagger the position of a vehicle on a continuous guideway loop 
relative to the position of a vehicle on a through traffic guideway. The 
result of this staggering is to provide an open position on the through 
traffic guideway of sufficient size to permit merger of the vehicle. 
Several advantages of the present invention become immediately apparent. It 
will be appreciated that traffic flow on any continuous guideway is 
unidirectional. Thus, vehicles no longer require the mechanical capability 
of traveling in reverse. Furthermore, the hazards associated with two-way 
traffic flow on a single street in automotive transit systems are entirely 
eliminated. It will be further appreciated that no conventional 
intersections exist in the preferred continuous guideway network 
configuration. Thus, the potential for vehicle collisions as a result of 
intersecting lines of traffic flow is substantially minimized. 
Additionally, the transfer guideway renders conventional intersections 
unnecessary because an interface is provided to transfer vehicles between 
guideways. As shown in FIGS. 6 and 7, the closed loop interchange concept 
may be adapted to various traffic flow patterns. FIG. 6 shows adaptation 
of the continuous transfer and through guideway principle to a squared 
grid pattern. FIG. 7 shows further adaptation of the described principle 
to a circular grid pattern. FIG. 7A shows further adaptation of the 
described principle to a hybrid grid pattern utilizing a combination of 
triangularly and rectangularly arranged continuous guideways. It will be 
appreciated by one skilled in the art that the transfer guideway is a 
flexible concept readily adaptable to any number of situations to achieve 
the objectives of the present invention. The transfer guideway is thus 
adapatable to rural and urban areas alike. 
The preferred continuous guideway network configuration further provides 
means for switching a vehicle from one guideway to another guideway. As 
noted above, a switching junction is provided, comprising a merge point 
and an exit point. The present invention provides two basic types of 
switching: 
(1) vehicle mounted switching--switching action initiated by mechanical or 
electronic devices built into the vehicle; and 
(2) guideway mounted switching--switching action initiated by mechanical or 
electronic devices built into the guide rail. 
The present invention further provides three types of vehicle mounted 
switching: (1) lateral, (2) inverted, and (3) free-float; and three types 
of guideway mounted switching: (1) lateral, (2) inverted, and (3) 
retractable. 
VEHICLE MOUNTED SWITCHING 
Lateral vehicle mounted switching is accomplished automatically onboard the 
vehicle. A vehicle approaching a transitional interface receives an 
electronic impulse either from the operations center (described below) or 
from a signal generator (not shown) within the passenger compartment of 
the vehicle. Thus, it will be appreciated that a vehicle may be directed 
either internally by a passenger or an onboard computing device, or 
remotely by an outside source. In operation, the electronic impulse 
translates into a command to the steering linkage of the vehicle, which 
proceeds to steer the vehicle to the right. To insure vehicle 20 
switching, the flared jaws of the guide rail shoe 40 may be hinged on one 
or both sides thereof so that the raised guide rail 11 of the exit 
guideway engages the guide rail shoe 20 of the vehicle. Such a hinged 
assembly would insure vehicle switch even in the event of a steering 
malfunction. The guide rail shoe of the vehicle disengages from the 
primary guideway, and then locates and secures itself to an exit guideway. 
The vehicle then tracks the guide rail of the exit guideway as described 
above. 
To facilitate such movement of the vehicle, the raised guide rail 11 of a 
primary guideway 51 is interrupted as shown in FIG. 8. In particular, the 
raised guide rail 11 of primary guideway 51 is interrupted diagonally to 
permit the wheels of an exiting vehicle to pass therethrough. Furthermore, 
without such an interruption of the raised guide rail 11, the emergency 
backup steering sensitivity of the guide rail shoe 40 would prevent any 
exiting of a vehicle 20 from the primary guideway 51. In a similar 
fashion, a separation is provided between the raised guide rail 11 of 
primary guideway 51 and the raised guide rail 11 of exit guideway 52. This 
separation permits the wheels of vehicles continuing to travel on the 
primary guideway to bypass the exit guideway 52. As noted above, the 
present invention provides vehicles having different wheel base widths. 
Thus, all such separations must be of sufficient dimension to facilitate 
passage of the largest vehicles. Of course, various modifications could be 
made. Even so, it is to be understood that this form of vehicle switching 
is accomplished by means of the guide rail shoe 40 secured to the 
underside of the vehicle 20. 
Inverted vehicle mounted switching is also accomplished by means of an 
onboard component. As shown in FIG. 9, a raised guide rail 11 and a 
primary guideway 51 are provided as in the lateral vehicle mounted 
switching configuration shown in FIG. 8. Likewise, an exit guideway 52 is 
provided with a raised guide rail 11. However, the preferred configuration 
of guide rails for inverted vehicle mounted switching includes a second 
guide rail 11a, located immediately below the primary guide rail 11. The 
second, lowered guideway 11a connects the primary guideway 51 with the 
primary exit guideway 52. As shown in FIG. 9A, the second guide rail 11a 
is fixed in a depression at a position flush with the paved surface 14 of 
the guideways 51 and 52. Inverted vehicle mounted switching further 
includes a pneumatic cylinder (not shown) or like device in association 
with the raised guide rail shoe 40 which, when activated, causes the 
U-shaped shoe to move downwardly, and close about the lower guide rail 
11a. Thus, the downward movement of the shoe 40 positions it about the 
second guide rail 11a. Once engaged on the second guide rail 11a, the shoe 
40 then tracks the second guide rail 11a to effect the turn. Once the 
vehicle is on the exit guideway 52, the pneumatic cylinder or like 
apparatus releases and allows the guide rail shoe 40 to retract to its 
normal position as the guide rail 11a emerges from the recess to assume 
the height of the upper guide rail 11. It is thus seen that the vehicle 20 
does not change its vertical position, but rather only the guide rail shoe 
40 moves vertically. As in lateral vehicle mounted switching, the primary 
raised guide rail 11 is interrupted to permit the wheels of an exiting 
vehicle to pass therethrough. Vehicles continuing past the exit guideway 
51 drive over the lower second guide rail 11a. 
Free-float vehicle mounted switching is accomplished by an adapter designed 
for use with the guide rail shoe 40. As shown in FIGS. 10 and 10A, a guide 
rail shoe 40 is fitted with a flanged extension 80. The purpose of the 
flanged extension 80 is to coordinate a directional change by physical 
contact of the shoe 40 and the raised guide rail 11. Such means of 
effecting a directional change is required when emergency backup steering 
sensitivity is operative but could be used as the principal switching 
means. In operation, as the vehicle turns to the right, the flanged 
extension 80 catches and directs the shoe 40 onto the raised guide rail 11 
of the exit guideway 52. Free-float vehicle mounted switching further 
includes a separation of the guide rails 11 as shown in FIG. 8 (lateral 
vehicle mounted switching). Described more particularly, assume a vehicle 
20 is instructed to turn by the operations center. At the appropriate 
time, the steering mechanism of the vehicle 20 will direct the vehicle to 
the right. The shoe 40 will disengage from the primary guide rail 11. The 
concave shape of the flanged extension 80 coordinates association of the 
shoe 40 to the exit guide rail 11. As shown in FIG. 10, the left portion 
of the adapter 80 will catch and direct the shoe 40 onto the raised guide 
rail 11 of the exit guideway 52. 
This method of switching is therefore readily likened to the emergency 
backup steering system wherein the actual physical components of the 
raised guide rail 11 and the raised guide rail shoe 40 serve to effect the 
change in direction. One skilled in the art will recognize that, as in 
emergency backup steering sensitivity, free-float vehicle mounted 
switching is not preferred since it represents a forced physical interface 
of the raised guide rail 11 and the guide shoe 40. 
GUIDEWAY MOUNTED SWITCHING 
A lateral guideway mounted switching mechanism according to the present 
invention is shown in FIG. 11. Lateral guideway mounted switching includes 
a hinged extension rail member 91 pivotally mounted upon a pin 92 at that 
end of an exit guideway 52 guide rail 11 nearest a primary guideway 51. 
The pivotal mounting of extension member 91 provides for lateral rotation 
thereof in a substantially horizontal plane. When no vehicle is exiting 
the primary guideway 51, the hinged extension member 91 appears in 
position A as shown in FIG. 11. Thus, vehicles bypassing the exit guideway 
52 may do so without interruption or interference. To direct a vehicle 
onto the exit guideway 52, the hinged extension member 91 is pivoted into 
position B in FIG. 11. Such location of the hinged extension 41, in 
combination with either the primary, secondary or emergency backup 
steering mechanisms described above, serves to direct the vehicle onto the 
guide rail 11 of the exit guideway 52. After the vehicle has entered the 
exit guideway 52, the hinged rail extension member 91 pivots back to 
position A to permit other vehicles to bypass the exit guideway. 
An inverted guideway mounted switching mechanism is shown in FIGS. 12, 12A, 
12B, 12C, 12D, 12E, 12F, 12G, 12H, 12I, and 125J. The FIGS. 12B-J are 
cross-section views taken through the side view of the inverted guideway 
mounted switching mechanism illustrated in FIG. 12A. The inverted guideway 
mounted switching junction includes a raised security rail 201 provided on 
a first guideway 51. The junction further includes a recessed security 
rail 202 that is connected by a hinge 203 to a hinged rail switching 
segment 204. A lower recessed security rail 205 is provided forward of the 
recessed security rail 202. Forward of the lower recessed security rail is 
an exit recessed security rail 206. An exit raised security rail 207 is 
provided at the forwardmost portion of the guideway 51. A shoe canapy 208 
is provided and operates as described in detail hereinbelow. These 
elements of the inverted guideway mounted switching junction are mounted 
with a channel 209 in the guideway 51. A second channel 210 is provided in 
the transfer guideway 52. A rail 211 is provided in guideway 52. The rail 
211 is interrupted at 212 to permit clearance of the shoe 40 of a vehicle 
passing therealong, as described in greater detail hereinbelow. Finally, 
the inverted guideway mounted switching junction includes a hinged rail 
switching segment actuator arm 213. 
In operation, a vehicle including a shoe 40 approaches the inverted 
guideway mounted switching junction. Upon entering the junction, the upper 
raised security rail 201 is guiding the vehicle. As the vehicle travels 
forward in the junction, the shoe is pulled downwardly onto the recessed 
rail 202. As the shoe 40 reaches the hinged rail switching segment 204, 
the shoe is retracted downward by activation of the hinged rail switching 
segment actuator arm 213. The shoe is thereby pulled further downward. The 
shoe then glides forward onto the lower recessed security rail 205. After 
the shoe has passed the hinged rail switching segment, the segment 
automatically returns to its initial position. As the vehicle and shoe 40 
proceed further within the switching junction, the shoe locks about the 
lower recessed security rail 205 in channel 210. The shoe (and vehicle) 
then travel forwardly until engaging the raised guideway rail 211 of the 
transfer guideway 52. In making this transfer, the lower recessed security 
rail 205 rises gradually until it surfaces and guides the shoe 40 through 
the shoe clearance interruption 212 in the raised guide rail 211. The 
vehicle is thus directed onto the continuous transfer guideway 52 and 
travels accordingly. 
Although a mechanical linkage is shown for activation of the hinged rail 
switching segment 204, a number of other devices could be employed, such 
as a solenoid operated plunger or a pneumatic driven plunger. Accordingly, 
it is a significant advantage of the inverted guideway mounted switching 
junction that initiation and effect of the transfer of the vehicle from 
one guideway to another may be initiated from the vehicle without 
assistance or direction from the guideway. Furthermore, in the event there 
is a malfunction and the shoe 40 does not engage the lower recessed 
security rail 205, no accident occurs because the shoe would be guided 
back up on to and engage the recessed security rail 206 and the vehicle 
would continue forward. 
In addition, an actuator lock-up pin 214 may be provided. The actuator 
lock-up pin 214 can be forcibly engaged to the actuator arm 213 that 
activates the hinged rail switching segement 204. When this is effected, 
the actuator arm lock-up pin prevents the actuator arm from moving the 
hinged rail switching segment 204, making it impossible for the junction 
to operate accordingly. Thus, it is seen that a level-of-service zoning 
screening key can be readily provided for use with the present junction. 
Further discussion of the level-of-service zoning screening key is 
provided hereinbelow. 
It is to be appreciated that the above-described inverted switching 
junction can provide a two-way interchange facilitating both exit from a 
through guideway onto a transfer guideway and merging from a transfer 
guideway to a through guideway. FIG. 12K is illustrative. A vehicle 504 on 
a through guideway 501 enters transfer guideway 502 by entering a 
switching junction 503. The vehicle 504 on continuous through guideway 501 
enters the junction 503 at 506 and could be directed onto the continuous 
transfer guideway 502 as described hereinabove. Similarly, a vehicle 505 
on the transfer guideway 502 could exit said guideway by entering the 
junction 503 at 507 and being directed onto the continuous through 
guideway 501 in like manner. 
A retractable guideway mounted switching device shown generally in FIG. 13 
comprises a recessed connecting guiderail 115. When no vehicle is exiting 
to guideway 52, the recess connecting guiderail 115 rests flush with the 
paved surface of the guideway. The wheels on the guideway pass over the 
connecting guiderail 115. Upon receipt of an electronic impulse command 
either from a vehicle or the operation center, the recess connecting 
guiderail 115 raises to the height of the primary guiderail 11 and the 
exit guiderail 11. Once so raised, primary, secondary, or emergency backup 
steering guides the vehicles onto the exit guideway 52 by tracking the 
connecting guiderail 115. 
The present invention further provides for electronic sensors (not shown) 
to be placed at strategic positions near a switching junction. The 
function of these sensors is to insure accident-free merging and exiting 
of vehicles onto and from a guideway. Although many methods may be 
utilized, it is preferred that a series of sensors be placed on the two 
merging guideways at positions equidistant from a junction. The sensors 
would relay the position of a merging or exiting vehicle and the position 
of the other vehicle already on the primary guideway to the operations 
center. The operations center includes computerized computer means that 
would maintain a predetermined safety distribution of vehicles. The 
merging vehicle is electronically instructed to slow down or speed up to 
insure a safe merge. 
In a similar manner, electronic sensors may be placed at strategic 
positions along a primary guideway to monitor the progress of vehicles 
along that guideway. Such sensors communicate directly with the operations 
center described in detail below, and are utilized to measure the distance 
between any two vehicles on a guideway, the speed of any vehicle or the 
relative speeds of any two vehicles. The sensors may comprise "electric 
eye" devices, the technology of which is well known. An alternative form 
of vehicle monitoring may include transmission of vehicle positions 
directly from the sensors to the vehicle so as to permit speed adjustment, 
directional change, and like operations to be performed by the onboard 
microprocessor. 
Of course, various modifications of the continuous guideway network could 
be effected. Thus, it should be understood that the above relates only to 
the preferred embodiment, and that any such modifications are within the 
scope of the present invention. 
LEVEL OF SERVICE ZONING 
The present invention further provides for the segregation of vehicles on 
the guideways according to speed, size and/or function, while yet 
integrating their operation over a network of guideways. Referred to as 
level of service zoning, the present invention provides for a variety of 
vehicles to share a network of guideways even though such vehicles have 
many varied characteristics. Described in brief, level of service zoning 
restricts a vehicle to a particular zone or zones with which it is 
compatible. 
The present invention provides five distinct levels-of-service zones. These 
zones are as follows: 
Level 1: Neighborhood--A neighborhood zone includes residential or other 
heavily populated areas. Vehicles on a level 1 guideway are permitted a 
maximum speed of fifteen miles per hour and are constructed with a 
four-foot or six-foot wide wheel base. Thus, type I, II, III, IV, IX and 
VIII would be permitted in this zone. 
Level 2: Collector-Distributor--A collector-distributor guideway permits 
only those vehicles having a four-foot or six-foot wide wheel base, and 
restricts speeds to thirty miles per hour. Thus, type II, III, IV, IX and 
VIII vehicles would be permitted in this zone. 
Level 3: Regional--A regional zone includes guideways which restrict 
vehicles traveling thereon to four- or six-foot wheel bases, and restricts 
speed to sixty miles per hour. Acceptable vehicle types are therefore III, 
IV, V, VI, IX and XI. 
Level 4: Long-Distance Zone--A long-distance zone includes guideways 
designed for high-speed extended travel. This zone permits vehicles having 
wheel base widths of six and/or eight feet, and restricts speed to one 
hundred miles per hour. Thus, passenger and cargo vehicle types IV, VI, 
VII, X, XII and XIII are permitted. 
Level 5: Cargo Zone--This zone includes guideways identical to those in 
level four, but restricts all traffic to cargo vehicles IX, X and XII. 
These would have a very low speed to allow the bulky-heavy vehicles to 
access industrial areas of a region. 
A vehicle may not enter an incompatible level-of-service zone. For example, 
a Type VII vehicle is incompatible with a Level 1 service designation 
because its wheelbase dimension is eight feet, and a neighborhood zone 
guideway is restricted to vehicles having four-foot and six-foot 
wheelbases. Similarly, a Type I vehicle is unable to transfer from a 
level-of-service zone 1 to a level 2 service zone because a Type I vehicle 
is not capable of travel at 30 miles per hour. Thus, the vehicles are 
segregated by size and speed for safety. (As a further precaution, the 
level-of-service screening key described below provides a physical barrier 
to improper transfers.) 
This segregation of vehicles within the various level-of-service zones is 
done at the operations center. In sum, the operations center comprises a 
clearinghouse of system information. FIG. 14 is a diagrammatic view of the 
flow of information through the operations center. As shown therein, the 
present embodiment provides three traffic flow controls: (1) interchange 
control, (2) regional control, and (3) local control. Each of these 
control functions is a computer program designed to route traffic flow 
within a particular subsystem of the comprehensive unit transportation 
system. 
Local control is designed to route traffic flow within a local guideway 
system such as Level 1 and 2 guideway zones. Should a vehicle need to 
leave the level 1 or 2 zones to reach a desired destination, its route is 
planned by regional control. This computer program determines the 
preferred route, and relays that route to another program--Traffic Status. 
Regional control also relays the route to the Interchange Control program. 
Because, each closed loop interchange is preferably programmed 
individually, interchange control includes a program for each closed loop 
interchange. A preferred method of interchange control programming is to 
generate a vehicle identification number and a closed loop interchange 
identification number for each transitional interface junction on the 
interchange. For each closed loop interchange, a numeric list of vehicles 
that are to use that interchange is generated as well as which junctions 
are to be used by each. The timing of vehicles utilizing a particular 
closed loop interchange is then determined within such listing. Of course, 
various programs may be developed. 
The interchange, regional and local control programs also interface with a 
traffic status program. Generally described, the traffic status function 
is a tabulating program which monitors the current state of the system. 
The traffic status program receives information from guideway sensors 
which monitor the position of vehicles within the system. Traffic status 
also receives input from dispatch control, inventory control, and vehicle 
maintenance. The vehicle maintenance program monitors and updates the 
status of vehicles needing repair. The inventory control program monitors 
and updates the number of vehicles available for dispatch. The dispatch 
control program allocates the available vehicles. Preferably, the dispatch 
control program compares the number of available vehicles monitored by the 
inventory control program with system vehicle demand (described 
immediately below), and dispatches vehicles accordingly. The demand for 
vehicles within the system is projected and analyzed by the logistic 
planning program, which also inputs to the traffic status program. The 
logistic planning program determines where all traffic originates and 
terminates, what type of vehicles have been requested, the distance of 
each trip, time of day, time required for each trip, and other like 
information. From such information, the logistic planning program 
generates a projected vehicle utilization schedule. 
The traffic status control program interfaces directly with a guideway 
control program. The guideway control program receives updated information 
as to the state of the system from traffic status. The guideway control 
program then implements the desired traffic flow as developed by the 
logistics planning program. The guideway control program implements the 
desired traffic flow by sending electronic impulses to the vehicle control 
devices. Thus, it is seen that the operations center not only provides a 
clearing house of system information, but further provides an operative 
system hub, directing and controlling traffic flow throughout the system. 
In particular, the operations center segregates the vehicles within their 
appropriate level of service zones. 
To further insure such segregation of vehicles, the present invention 
provides level-of-service screening keys. Each vehicle is fitted with a 
front and a rear "key". These level-of-service screening keys, as 
described below, make it physically impossible for a vehicle incompatible 
with a particular guideway to enter that guideway. 
A level-of-service screening key according to the present invention 
consists of a guideway mounted component and a vehicle mounted component. 
As shown in FIG. 15, a first embodiment of the vehicle mounted component 
160 includes a stylus 162 which is secured to and extends from the right 
flared throat section 48 of the raised guide rail shoe 40. A second 
embodiment is shown in FIG. 16, wherein the vehicle component comprises an 
extension 164 of the shoe 40. The extension 164 consists of a flat bar 
member placed across the front top surface of the shoe 40. A third vehicle 
mounted component is an extension member 166 which extends rearwardly of 
the shoe 40. As shown in FIG. 17, the extension member 166 protrudes from 
the left rear side of the shoe 40. The guideway mounted component 170, as 
shown in FIG. 17, comprises a short guide rail segment 172. The screening 
key guide rail segment 172 is of reduced height relative to a raised guide 
rail 11, yet of sufficient height to make contact with the vehicle mounted 
component 162 or 164 as described below. 
Operation of the level-of-service screening key for a vehicle attempting to 
access a higher guideway for which it is incompatible is disclosed by 
example. Assume that a Type I vehicle attempts to enter a Level III 
service zone designation. As shown in FIG. 17, the guide rail shoe 40 of 
the type I vehicle is equipped with an extension 164 that extends 
outwardly from the raised guide rail 11. Assume the extension 164 is 
formed so as to extend outwardly a distance of 14 inches from the raised 
guide rail 11. Assume further that the Level III screening key guide rail 
segment 172 is positioned a distance of 9 inches from the raised guide 
rail 11 of the primary guideway 51. As the vehicle 20 attempts to exit, 
the guide rail segment 72 will contact the extension member 164 at a 
location approximately 5 inches from the remote end of the extension 
member. The shoe 40 is thereby physically stopped from moving onto the 
exit guideway 52. Thus, the level-of-service screening key prevents an 
incompatible vehicle from entering a zone level higher than its 
compatibility. 
Operation of the level-of-service screening key for a vehicle attempting to 
access a lower level-of-service guideway for which it is incompatible is 
also disclosed by example. Assume that in FIG. 17 a large cargo vehicle 
Type X is to be screened from a Level III regional guideway. The Type X 
vehicle includes a guide rail shoe 40. The shoe 40 includes an extension 
member 166 which extends from the left rearward portion of the raised 
guide rail shoe. As the vehicle, and in particular the shoe, attempts to 
negotiate the turn, the flanged extension 166 is constructed so as to 
catch on the primary guide rail 11 immediately after its diagonal 
separation. The shoe 40 (and therefore the vehicle) is thus prevented from 
making the turn. To facilitate such action of the level-of-screening key 
for other level of service zones, the vehicle mounted component may be 
shortened or lengthened as desired. Since the gap provided in a guide rail 
will vary according to the speed of traffic utilizing that guideway, the 
shoe is accordingly lengthened or shortened to effect contact of flanged 
extension 166 with the surface component 15. 
VEHICLE CONTROL DEVICES 
The present invention further provides devices to control and monitor the 
movement of vehicles within the comprehensive network of continuous 
guideways. Of course, various devices could be provided. For example 
purposes, two principal control devices are disclosed: (1) merge and exit 
controls; and (2) control devices for maintaining a safe operating 
distance between vehicles on a continuous guideway. 
As previously noted, it is a principal tenet of the present invention that 
each transitional interface provide an exit component and a merge 
component. The purpose of the merge/exit control devices is to synchronize 
vehicle traffic on the transfer guideways with any through traffic or 
other connecting continuous guideway, so that a vehicle may exit or enter 
the continuous transfer guideway without interference to any traffic on 
through traffic guideways. 
To accomplish this purpose, traffic on the continuous transfer guideway is 
modulated. Stated more particularly, traffic on a continuous transfer 
guideway may be decelerated to a lower velocity to either allow a vehicle 
to exit a through traffic guideway, or to stagger the position of the 
vehicle on the continuous guideway loop relative to the position of a 
vehicle on the through traffic guideway so as to permit merger without 
interference. It is to be understood that traffic on the through traffic 
guideway (or other continuous guideway that is interfaced with a closed 
loop interchange) is not disturbed. Thus, traffic on the through traffic 
guideway moves constantly at a predetermined speed, i.e. 15, 30, 60, or 
100 m.p.h. Preferably, it is only the traffic on the continuous guideway 
loop that is modulated. 
The present invention provides two types of merge/exit control: primary and 
secondary. Secondary merge/exit control is a strict and straightforward 
application of the continuous movement/constant velocity feature of the 
present invention. Generally described, secondary control is a final 
determination of whether to merge or exit; a simple "GO" or "NO GO" 
determination. If the decision is "GO", the vehicle concerned exits or 
merges. If the decision is "NO GO", the vehicle remains on its present 
guideway, whether that be a through traffic guideway or a continuous 
guideway loop. Primary control is a relaxed application of the continuous 
movement/constant velocity feature of the present invention in that it 
allows interchange traffic to be modulated. Primary control is the 
preferred operating technique. Secondary control is an emergency or 
back-up technique that supplements primary control in the event of its 
malfunction. 
As described in detail below, primary control requires a greater amount of 
time and distance because a vehicle's velocity is adjusted or modulated to 
permit exit or merger. The preferred method of primary control is 
described by example. Assume that a vehicle is travelling north on a 
through traffic guideway. The vehicle exits this through traffic guideway 
at a transitional interface and starts to travel around the continuous 
guideway loop. The passengers in the vehicle desire to travel eastwardly 
on a through traffic guideway. Thus, the vehicle must exit the guideway 
loop and merge onto the through traffic guideway upon which vehicles 
travel in an easterly direction. Assume further that two vehicles are 
travelling easterly on this through traffic guideway. 
The vehicle on the closed interchange loop must merge onto the eastward 
through traffic guideway without interfering with the two vehicles 
travelling easterly on that through guideway. In accordance with the 
preferred form of the primary exit/merge control, three pairs of sensors 
are positioned on the continuous guideway loop. Additionally, three pairs 
of sensors are positioned correspondingly on the through guideway upon 
which vehicles travel in an easterly direction. All such pairs of sensors 
are strategically placed. More particularly, the first pairs of sensors on 
the through guideway and on the continuous guideway loop are positioned 
equadistant from the merge point, otherwise referred to as a transitional 
interface. The second pairs of sensors are likewise placed equadistant 
from the transitional interface, but somewhat closer than the first pairs 
of sensors. Finally, the third pair of sensors are also positioned 
equadistant from the transitional interface upon the through guideway and 
the transfer guideway respectively, but somewhat closer than the second 
pair of sensors. As a vehicle passes over each and any pair of sensors, 
its position is recorded, speed calculated and the time noted 
electronically. 
The preferred form of primary exit/merge control provides means for a safe 
merger of the transferring vehicle onto the eastward through guideway. 
These readings and recordings can further be manipulated to derive the 
relative position of the vehicle on the continuous guideway loop. The 
relative velocity and spacing calculations for all of the vehicles are 
then compared. If the spacing between the two easterly travelling vehicles 
is sufficiently greater than a predetermined clearance value, the vehicle 
on the continuous guideway loop is authorized to merge onto the through 
traffic guideway upon which vehicles travel in an easterly direction. Of 
course, this algorithm may be repeated to determine if sufficient 
clearance exists for a vehicle to exit the guideway. 
Of course, other means could be provided. For example, the initial time 
readings recorded by the outermost pair of equidistant sensors could be 
compared to insure that a proper clearance distance is present. 
Assume further that the required clearance is not present. Then, the speed 
of the first vehicle must be modulated in order to generate an acceptable 
clearance. It is to be noted that a brief decrease in speed produces a 
significant staggering of vehicles. For example, assume that all the 
vehicles are traveling at 60 m.p.h. The speed of vehicle which is to merge 
into the eastward through traffic guideway may be reduced 5% (to 57 
m.p.h.) for a period of 5 seconds to shift its position relative to either 
the first eastward vehicle or the second eastward vehicle a distance of 
twenty-two (22) feet. Of course, as noted above, if the vehicle to merge 
remains on a collision course, the vehicle to merge may be redirected 
around the continuous guideway loop for another merge attempt. 
The present invention further provides means for maintaining a safe 
operating distance between vehicles on a continuous guideway. Broadly 
speaking, the present invention provides two approaches: external means 
and internal means. External means refers to the provision of signal 
technology to detect or transmit to leading and following vehicles 
relevant information concerning the position of one particular vehicle. 
Internal means refers to utilization of a vehicle mounted device that 
transmits to guideway mounted devices through lines in the raised guide 
rail to other vehicles and system control computers. As described in 
detail below, an internal system using position identification constants 
is preferred because it provides the most efficient solution to not only 
maintaining a safe operating distance between vehicles, but has further 
application to the merger/exit control function described above. 
To implement external means for maintaining a safe operating distance 
between vehicles, each vehicle is provided with a radio frequency 
transmitter and receiver. The transmitter expels a continuous signal that 
is received by the immediately preceding and succeeding vehicles on a 
segment of continuous guideway. This signal carries information pertaining 
to the present position and speed of that vehicle. This vehicle is also 
receiving similar input from the immediately preceding and succeeding 
vehicles. Through this exchange of information, an onboard microprocessor 
may be utilized to determine whether a proper distance exists between 
vehicles. It is the opinion of the applicant that such technology is known 
to those skilled in the art, and hence, need not be disclosed further 
herein. 
As noted above, internal means for maintaining a safe operating distance 
between vehicles may be implemented using direct transmission from a 
vehicle mounted device to guideway mounted devices, through lines in the 
guide rail to other vehicles and system control computers. Conceptually 
described, implementation of the internal system involves dividing the 
length of the raised guide rail 11 in discrete segments of equal length. 
The end point of each such segment is assigned a numerical value, 
hereinafter referred to as a position identification constant. The length 
of each such segment, while preferably being equal, may be selected as 
desired. As will be seen from reading the following description, the 
shorter the segment length selected, the greater the resolution of the 
system. An example of a position identification coordinate system is shown 
in FIG. 20A, wherein the numeric values 307-325 have been sequentially 
assigned at the endpoint of several segment lengths. 
In accordance with the internal system, an electronic apparatus is placed 
at each segment endpoint, as defined by the position identification 
constant. Each such electronic apparatus includes a sensing device, a 
receiving device, a transmitting device, a timing device and a comparator 
device (such as a microprocessor). It is preferred that each electronic 
apparatus be hardwired to the immediately preceding and the immediately 
succeeding electronic apparatus. If desired, radio frequency 
transmission/reception devices or fiber optic technology may be employed. 
The electronic apparatus is hereafter referred to as a "pic", indicating 
the electronic device utilized by the position identification coordinate 
system. 
It is the exchange of information that is gathered, transmitted and 
received by each pic that insures a safe operating distance between 
vehicles. To facilitate this exchange, each pic has a passive and an 
active state. Under normal operating conditions, the pic is in a passive 
state. In the passive state, the pic allows a signal being carried along 
the wires between other pics to travel past it. This signal constitutes an 
electronic impulse corresponding to the position identification constant. 
A pic generates a signal carrying such a position identification constant 
only when a vehicle passes by it. Thus, a particular pic always generates 
the same position identification constant. This signal travels in both 
directions along wires in the guide rail. This signal will operate to 
activate only the pic that is immediately in front of it, such direction 
being defined by the direction of vehicular travel. Thus, referring to 
FIG. 20A, when a vehicle V.sub.3 passes over pic 317, the position 
identification constant 317 is electronically generated by the pic at that 
location, and transmitted in the direction of the pics located at 316 and 
318. Only pic 318 is activated when the signal generated by pic 317 passes 
it. 
An activated pic will not allow a signal carrying the position 
identification constant to flow past it. Instead, an activated pic will 
retain the first position identification of highest value that it receives 
a buffer memory, and count time from the moment of such reception. 
Furthermore, an activated pic will retain in yet another buffer memory the 
first position identification of lower value that it receives, and count 
time from the moment of such reception. The activated pic will further 
count time from the moment it is first activated. Thus, referring again to 
FIG. 20A, when a vehicle V.sub.4 passes over a pic 321, the pic 318 will 
receive, retain and block the signal carrying position identification 
constant 321, and begin counting time. When a vehicle V.sub.5 passes over 
pic 323, a signal is generated carrying position identification constant 
323, but it will never reach pic 317. Instead, this signal carrying 
position identification constant 323 will be received, retained and 
blocked at pic 321 or pic 322, depending on which is activated at that 
instant when vehicle V.sub.5 passes over pic 323. 
To continue with the example, when vehicle V.sub.2 passes over pic 313, a 
position identification constant numeral 313 is generated. This signal 
will be received, retained and blocked at pic 318. Pic 318 will begin 
counting time from the moment that such signal is received. Meanwhile, pic 
318 is also counting time from the moment it was activated by vehicle 
V.sub.3 passing over pic 317. When vehicle V.sub.1 passes over pic 310, it 
will generate a signal carrying the position identification constant 
numeral 310. This signal will be received, retained, blocked and timed, as 
described above, at either pic 313 or pic 314, depending on the location 
of vehicle V.sub.2 at that instant. 
It is to be noted that pic 318 can actually receive only one higher 
position identification constant (319) and only one lower position 
identification constant (317). 
When the vehicle V.sub.3 passes over pic 318, the electronic apparatus of 
pic 318 transmits to vehicle V.sub.3 the following information: the 
position identification constant 318; the time of its activation; the 
position identification constant 321 (as generated by vehicle V.sub.4 
passing over pic 321); the time that the signal carrying position 
identification constant numeral 321 is retained; position identification 
constant numeral 313 (as generated by pic 313 when vehicle V.sub.2 passes 
thereover); and the time period over which the signal carrying position 
identification constant numeral 313 is retained. Pic 318 then transmits 
position identification constant numeral 318 into the lines (and back to a 
integrally connected computer). Then, pic 318 initializes all memory, 
timing devices and other comparator features so as to return to a passive 
state. Thus, it is to be understood that pic 318 has completed one cycle. 
It is to be noted that a pic, as an electronic apparatus, is not merely a 
computing or logic device. Rather, it is a fixed sequence receiver buffer 
memory as used in conjunction with a transmitter and planning device. If 
desired, a comparator unit may be carried onboard a vehicle. Such a 
comparator unit could contain appropriate information with which to 
maintain a particular distance between any two vehicles. 
If a vehicle has such an onboard computing device, it will know the precise 
location of vehicle V.sub.3 because pic 318 is unique. Similarly, the 
location of any other vehicle may be monitored by systems computers 
integrally connected with the hard wires for the purpose of monitoring the 
location of a particular vehicle. If a numeric value for a desired 
separation between vehicles is to be calculated, the following algorithms 
may be employed. 
##EQU1## 
(Where C is a constant with a value 1 when the distance between pics is 
the same as the numerical value of velocity in feet per second. Further, T 
is set to a value from zero to one giving the assigned velocity for the 
guideway.) 
Further to the coordinating of merging and exiting vehicles, the position 
identification constant and pic electronic apparatus can also provide a 
means of primary control. It is to be understood that a comparator, such 
as a microprocessor, may be provided either in conjunction with the entire 
system or onboard a particular vehicle for the purpose of coordinating 
exit and merge activity. 
Such utilization of the position identification coordinate and pic 
electronic apparatus is shown schematically in FIG. 20B. Referring 
thereto, FIG. 20B shows vehicles V.sub.1 and V.sub.3 traveling on a 
guideway. As shown, these vehicles V.sub.1 and V.sub.3 are traveling to 
the right and have just crossed pics 135 and 136, respectively. As a 
result, pic 135 sent a signal to pic 235 (as indicated by an arrow). This 
transmission started a counter/timer denoted T.sub.lead in FIG. 20D. 
Additionally, a similar, simultaneous signal was transmitted to pic 234. 
The receipt of this signal activated a counter labeled T.sub.follow in 
FIG. 20D. Similarly, the vehicle V.sub.3 when it crossed pic 136, caused 
counters in pics 236 and 235 to initiate counting sequences. These timers 
count incrementally and then are initialized to a zero (0) position until 
another vehicle passes thereover. Thus, when a vehicle V.sub.2 passes over 
pic 235, the pic 235 will transmit to suitable devices onboard vehicle 
V.sub.2 the time when the leading vehicle V.sub.1 and the following 
vehicle V.sub.3 passed a known position. This known position is pic 135 
for vehicle V.sub.1 and 136 for vehicle V.sub.3. The comparator circuits 
within the onboard computing device are then able to determine the 
position of vehicle V.sub.2 relative to vehicle V.sub.1 and vehicle 
V.sub.3. The appropriate velocity decisions may then be made and 
implemented to provide a safe merge or exit. The signals from pics 135 and 
136 comprise electronic impulses that activate timing mechanism. Thus, in 
this alternative embodiment of coordinating merging and exiting vehicles, 
the signals need carry no information. 
It should be noted that there exists no internal means for computers 
monitoring and coordinating system used to communicate directly with any 
particular vehicle, except for that information that is exchanged through 
the pic electronic apparati. Therefore, a pic may be improved upon to 
provide a buffer memory that is capable of storing commands, data, 
information and messages to and from vehicles and to and from system 
computers. Additionally, this transmitting ability may be upgraded to 
allow a twoway transfer of information, thereby allowing for a message to 
be sent and received between any particular vehicle and pic and between a 
pic and system computer. The flow of information is depicted schematically 
in FIG. 20D. 
Referring to FIG. 19, a plurality of through guideways 501, 502, 503 and 
504 are shown. The through guideways 501-504 are set at a level of service 
of sixty miles per hour. An interconnecting or interchange guideway 505 is 
provided, also with a level of service of sixty miles per hour. Switching 
junctions as described hereinabove are located at 506, 507, 508 and 509 to 
connect respective guideways 501, 502, 503 and 504 to the interconnecting 
guideway 505. 
A transfer interchange 522 is provided to interconnect through guideway 502 
and a through guideway 524. The through guideway 524 has a level of 
service of thirty miles per hour. Thus, the interconnecting guideway 522 
also serves the function of decreasing speeds of vehicles thereon from the 
sixty mile an hour service of guideway 502 to the thirty mile an hour 
service of guideway 524. Transfer of vehicles from guideway 502 to the 
interconnecting guideway 502 is accomplished at switching junction 510. 
Transfer of vehicles from interconnecting guideway 522 to through guideway 
524 is accomplished at switching junction 511. A series of interconnecting 
guideways 526a, 526b, and 526c are provided. The interconnecting guideways 
526a-526c interconnect through guideways 529, 530 and 531, respectively, 
with through guideway 524. The through guideways 529, 530 and 531 are 
provided with a 15 mile an hour level of service and thus, the 
interconnecting guideways 526a-526c also serve the function of decreasing 
(or increasing) the speed of vehicles between the respective guideways. 
Another interconnecting guideway 527 is provided. Guideway 527 
interconnects through guideway 524 at switching junction 516 with a 
through guideway 532 at switching junction 517. The through guideway 532 
has a 15 mile an hour level of service and, accordingly, interconnecting 
guideway 527 accomplishes the speed decrease/increase function. Terminal 
guideway segments 536a-536g branch off of through guideway 532. Each 
terminal guideway segment connects a terminus (defined hereinabove as a 
point of origin or a point of destination) with the through guideway 532. 
An interconnecting guideway 523 and an interconnecting guideway 528 are 
provided to connect through guideway 503 with a through guideway 533. 
Through guideway 533 has a fifteen mile per hour level of service. Thus, 
interconnecting guideway 523 accomplishes a decrease (or increase) of 
speed from sixty miles per hour to 30 miles per hour; and guideway 528 
accomplishes a further reduction of speed from thirty mile per hour to 
fifteen mile per hour. As with the terminal guideway segments 536a-536g 
associated with through guideway 532, terminal guideway segments 536h, 
536i and 536j are provided to interconnect terminal points 536h-536j with 
through guideway 533. 
FIG. 19 provides descriptive arrows indicating direction of travel of any 
vehicle upon a particular guideway. These errors serve no other function 
and hence, are not identified by number. 
It will be appreciated that a vehicle can thus transport passengers or 
cargo from any point of origin to a point of destination without stopping. 
For example, a vehicle could leave a terminus point 536b and travel on 
through guideway 532, interconnecting transfer guideway 527, through 
guideway 524, interconnecting guideway 522, guideway 502, interconnecting 
guideway 505, through guideway 509, interconnecting guideway 523, 
interconnecting guideway 528 onto through guideway 533 to reach any 
terminal point on such through guideway. Of course, return travel could be 
effected in the same or a different route, depending on the needs of the 
user. 
It is thus seen that the present invention enjoys many advantages over the 
prior art. The present invention provides a network of continuous 
guideways which eliminates conventional intersections by means of the 
closed loop interchanges. Furthermore, all traffic on a particular 
guideway travels unidirectionally. Thus, the present invention provides a 
safer transportation system. A unit transportation system according to the 
present invention moves a passenger or a unit of cargo directly from a 
point of origin to a point of destination. Thus, time is saved and the 
system is more efficient. A transportation system according to the present 
invention further provides a comprehensive electronic monitoring and 
operating center. Thus, the potential for human error is significantly 
reduced if not eliminated. 
It should be understood that the foregoing relates only to the preferred 
embodiment of the present invention and that numerous modifications or 
alterations may be made therein without departing from the spirit and 
scope of the invention as set forth in the appended claims.