Transportation system

A mass transit system includes a plurality of pedestal-mounted rings which provide a support through which a vehicle travels. The pedestals are spaced apart on the ground, but no rail or connecting structure on or above ground is required. An underground conduit carries electrical and communications cable that connects the pedestals together. The rings include a plurality of rollers to drive, guide and stabilize the vehicle at lower speeds. For higher speeds flywheels are mounted on the pedestals. The flywheels are preferably driven by an electrical motor, which engages a friction or clutch plate on the vehicle separate from the rings. The friction plate or linear clutch is mounted separate from the rings on the vehicle and is lowered to engage and disengage the flywheel. The flywheel is also mounted on a shock absorber to smooth the travel of the vehicle.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates generally to the field of transportation systems and, more particularly, to a mass-transit system including a plurality of pedestal mounted rings to guide and propel an elongated vehicle carrying passengers, cargo, and the like.

2. Background of the Invention

Transportation of people and cargo has become increasingly important in our modem lives. In the United States, modes of travel between cities offer few options, typically by air, bus, personal automobile, and to a limited extent by conventional rail. Other countries in the world, most notably Japan and France, have developed high speed rail systems between major destinations, but these systems rely for the most part on conventional rail infrastructure with some technological improvements in the rails and the locomotives.

A major drawback in such conventional rail systems lies in the exorbitant costs of building, maintaining, and operating such systems. The initial cost of building a high-speed, conventional rail system can run into literally billions of U.S. dollars, depending on the size of the rail system, the geographical obstacles that have to be overcome, and many other factors. In fact, there is a real need for mass transit between cities, where the initial cost is the overriding barrier to the installation of such a system.

Another drawback to conventional rail systems is the problem of the environmental impact of such systems. Typically, rail systems include a right of way which must be cleared and on which the rails and various support systems are installed. Also, the locomotives are most often diesel powered, which contributes to air born pollution. For electric systems, the amount of electrical power that is consumed must be provided by power generation systems, which throughout the world are principally hydrocarbon fueled, again contributing to the pollution loading of the world's environment. The environmental impact of such systems also includes the man-made barriers of the rails and the right of ways.

Another important innovation in recent times was the magnetic levitation (MagLev) system. While such systems have improved the speed of travel, such systems also rely on continuous rail, whether on the ground or suspended in the air.

Thus, there remains a need for a transportation system for which rails are not required. Such a system should be relatively inexpensive to build and operate, and should not create the man-made barriers so common in conventional rail systems. The present invention is directed to such a system.

SUMMARY OF THE INVENTION

The present invention solves these and other needs in the art by providing a plurality of pedestal mounted rings through which a vehicle travels. The pedestals are spaced apart on the ground, but no rail or connecting structure on or above ground is required. Power is made available from a source which may be an underground conduit carrying electrical and communications cable that connects the pedestals together.

The rings include a plurality of rollers to guide and stabilize the vehicle. The rollers in the rings engage the rails and also provide motive force to move the vehicle at lower speed levels. The rollers are driven by electrical motors for lower speed transportation systems. Also, mounted on each pedestal is a flywheel, preferably driven by an electrical motor, which engages a friction plate on the vehicle. The friction plate or linear clutch is lowered to engage and disengage the flywheel on the pedestal. The flywheel is also mounted on a shock absorber to smooth the travel of the vehicle.

For lower speed transportation systems, the friction plate serves as a friction clutch and is used for vehicle braking purposes. For higher speed transportation systems, the flywheel transfers motive force to the friction plate to propel the vehicle through the supports of the system, while the action of the rollers and rails is used primarily for steering or guidance purposes.

The rings are large enough to enclose the diameter of the vehicle, about 20 feet in diameter in the preferred embodiment. The pedestal is preferably about 16 feet high, or more, to provide adequate clearance for any automobile or other wheeled vehicle traveling on a roadway underneath the line of travel of the vehicle of the present invention. The pedestal is mounted to a robust base structure, which may extend, for example, 30 feet below the surface of the ground, in order to provide sufficient margin for the strength of the support system.

The present invention also includes an energy saving feature which provides support rails along the vehicle to engage the rollers on the rings. The vehicle rails are preferably hollow rectangular conduits which carry liquid nitrogen or other suitably cold fluids. The nitrogen is carried on board the vehicle and vented or circulated to the vehicle rails. The nitrogen rapidly cools the rails, and thereby creates an ice layer on the rails by condensing atmospheric moisture on the rail. The ice layer substantially reduces the drag that the vehicle experiences as it travels by limiting the ability of the rail and rollers to bond together.

These and other objects and advantages of the present invention will be apparent to those skilled in the art from a review of the following detailed description along with the accompanying drawing figures.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

FIG. 1depicts an overall schematic of a transportation system10constructed in accordance with this invention. The system10comprises an elongated car or vehicle12and a plurality of supports14. The car or vehicle12may have suitable number of appropriately located windows12aand doors12b, and a cockpit12cfor an operator. If the vehicle is to be fully automated, the cockpit12cmay serve as an observation area for safety or emergency control purposes. The vehicle body12is presently contemplated to be a unitary structure or it may be an articulated body, if desired.

The supports14are arranged to define a route of travel along a desired course at an elevated height for transport of passengers and cargo. In a contemplated embodiment, the vehicle12is about 500 feet long, and the supports are about 200 feet apart, so that there are typically at least two, and optionally three or more, supports14in contact with a vehicle12at any time. The spacing of the supports14and the length of the vehicle12are interrelated and may be adjusted based on travel speed, load, capacity and other requirements. To the extent that support of the moving vehicle is to be increased, the spacing between the supports14can be adjusted so that the vehicle12is supported at all times by at least three sets of supports14and intermittently by four or more supports14. It is presently contemplated that the spacing of supports14should not exceed fifty percent of the length of the vehicle12, and in practice it may be less.

The support14includes a ring16, preferably formed of a hard and strong metal, such as steel. The supports14are not shown in certain figures in the drawings so that other structures such as rings16may be more clearly seen. As contemplated by the present invention, the term ring is intended to encompass a variety of shapes in vertical cross-section in addition to those of generally circular or elliptical shape. A ring according to the present invention is a support body mounted at an elevated or overhead position with one or more portals or passages through which the body40of the vehicle12passes. The vehicle12, as will be set forth below, receives motive force from structure in the rings16as it passes through the series of rings16.

The ring16has one or more portals or passages17formed in it. The portals or passages17may be circular (FIGS. 4 and 4a), elliptical, generally rectangular (FIG. 4B) or other shape in vertical cross section. In some instances, the rings16need not include top portions, but may be generally U-shaped with a bottom portion and upwardly extending arms and rollers18to retain, power and guide the vehicle12. The arms could be either vertically oriented or inwardly or outwardly inclined. The shape of the portals17is established in conformity to the general outer shape of the body40of the vehicle12used in the system10. As will be set forth, the rings16may have portals17in horizontal tandems (FIG. 4c) for parallel, same direction travel of vehicle12during peak travel time, or two-way travel along the route of travel during routine travel times, or for storage of vehicles12(FIG. 11) when not in use. Further, the rings16can be arranged in vertical multiples (FIG. 10) for parallel, same direction travel, two-way travel or for storage of vehicles12when not in use.

The vehicles12may be of different shapes based on travel speed, load requirements, the course of travel and other factors, with the form of the rings16and portals17conforming to the shape and function of the vehicle12. In urban applications, double or parallel travel (FIG. 4c) in congested areas is likely, therefore the vehicle12is narrower in width than a high-speed intercity version. The narrower body version allows the vehicle12to negotiate a smaller radius curve than would a high-speed version having a greater width. For urban and other high traffic volume applications, the rings16may be double portals17, or more, and the shape of the portals17altered to a more rectangular shape due to lower speed and higher passenger or cargo capacity. A plurality or rollers18are mounted on the inside surface of the ring16in the portals17. The rollers18serve to support and guide the vehicle12through the ring16. For vehicles12traveling at lower travel speeds, at least some of the rollers18are driven by motors to move the vehicle12along its travel path through the rings16. If desired, all of the rollers18may be motor driven for this purpose. Mounted on the vehicle12at suitable points about its periphery to engage the rollers18are a like number of rails20.

The rails20which are in contact with rollers18and driven by a suitable power source thus receive motive force to move the vehicle12at lower ranges of speed through the transportation system10. The rails20may be longitudinally continuous along the body of the vehicle12, or they may be either articulated or provided in segments, if desired.

Mounted at one or more positions about the periphery of the vehicle12and separate from the weight-carrying rails20are one or more longitudinally extending motive force transfer plates21. The plates21serve as part of a friction clutch or linear clutch. At lease one such plate21is provided, although it should be understood that there may be two or more such motive force transfer plates on the vehicle12based on load and travel speed requirements, if desired.

The friction clutch or clutches21may be longitudinally continuous or segmented along the length of the vehicle12. The rollers18and the rails20are shown in greater detail inFIGS. 5a,5b,6a, and6b. The rails20and rollers18not driven by motors are passive elements, producing no motive force to move the vehicle12. Rather, as noted, for lower speed operation one or more of the rails20receive motive force from drive mechanisms or motors for some or all of the rollers18mounted with the support14.

Thus, the present invention permits the shape of the vehicle12to be of a design to accommodate a variety of capacity ranges and travel routes. Much like railroads, overhead systems according to the present invention may have areas of single (FIGS. 4,4aand4b), double (FIG. 4c) and even triple (FIG. 11) travel paths. The main function of the rings16is to act as a support structure for the rollers18. The rollers18are designed to match with the alignment of the rails20on the car12. Again, as noted the final shape of the rings16is a function of the shape of the car12.

A secondary function of the rings16is a safety feature. Since each ring16completely encircles the body40of the car12along a circumferential portion of its length, the car12is guided to move through the series of rings16in its direction of travel. Unlike railroads where possible disastrous consequences may occur if there is a derailment, the tubular overhead guide design of the present invention means that in the unlikely event of a roller failure, the clutch plates21and rails20on the car12then come in contact with the reinforced body of the rings16and the car12would then slide to a stop. The fact that the rings16enclose the car12in a 360° manner while the car12is supported by at least three rings16means that the car12may proceed to the next ring along the travel path under its own momentum in the event of power loss or roller failure. Another benefit of the circumferentially enclosing ring16as opposed to an open top is that this enclosing structure provides greater structural strength to the ring16.

Turning toFIG. 4a, an example ring16and related components are illustrated. Mounted on the inside of the ring16are the rollers18, with at least one roller18mounted on the top and at least one roller18mounted on each side. There are preferably two such rollers18on the bottom, to provide greater vertical support of the vehicle12and to provide greater lateral stability. The number of rollers18provided in the ring16below the vehicle12may be increased, if desired, for load and weight distribution purposes.

The ring16is mounted in a support member22, which may preferably be reinforced concrete. The support member22may of course be made of steel or of other suitable structural material if desired. The support member22is mounted on top of a pedestal24, which may for example be about sixteen feet high, three feet wide, and three feet thick. The pedestal24may be of concrete, steel or other suitable structural materials. Those of skill in the art will recognize that the height of the pedestal may vary with the topography of the land over which the system10is installed in order to make the travel path of the vehicle12substantially level, so that movement of the car12is as even and smooth as possible. The pedestal24is mounted to and formed contiguously with a base26, which preferably extends about thirty feet into the ground, and is ten feet wide, and three feet thick. The base26as shown is intended as illustrative only, and will vary depending on the subterranean structure of the subsoil, climate and weather factors and other such considerations.

Unlike traditional railways that carry their power generating capacity with them in the form of a locomotive (the French TGV system having about 12,000 hp) that generates power and transmits it to stationary rails, the present invention has a power source (motors) on the rings16that impart motive force to the moving vehicle12.

An advantage of this is that power demand for moving the vehicle12is matched to localized need. In other words additional power is supplied for rings located in areas along the route of travel where acceleration of the vehicle12is required and less power is provided where the need is for power in maintaining momentum of the vehicle12.

Direct drive of the moving vehicle12is, as noted, furnished by stationary electric motors for the rollers18at lower speeds such as in urban areas. This allows systems to have increased size of motors and a greater number of motors for areas of acceleration or hill climbing. Further, with the present invention, once design speed has been achieved for a given section of route by the vehicle12, as the vehicle12enters the next ring16along the route of travel it encounters the rollers18of that next ring16at a time when those rollers have been brought up to a speed by their drive motors slightly higher than the design speed of the vehicle12for that section of the route. The motors are preset as to speed and timing and the vehicle operator serves mainly in a safety capacity role. If in low speed urban systems where frequent stops and starts can be expected, it will be possible in some cases to slightly elevate the line of travel going into and out of the stations. This serves two purposes. The first is to aid in acceleration as the vehicle12leaves a station, i.e., it begins to move from a ring16at a slightly elevated position. The second is to assist at the next station in braking as the vehicle12approaches a station or stop to a slightly elevated ring16, i.e., the vehicle12is essentially climbing and thus decelerating as it comes to a stop at that station. This technique captures the kinetic energy of the vehicle12and stores it in the vehicle12as potential energy and its use may be made available as needed on a case-by-case basis.

The present invention also allows the rollers18to transfer the kinetic energy of the moving vehicle12as it is entering a station back into the system in the braking mode. The kinetic energy may be converted to another form as it is received then used to drive the motors and regenerate power and feed it back to move the vehicle as it departs. This is an optional feature which may or may not be used, based on cost effectiveness conservations. It is also contemplated that power sources such as linear induction motors can also be used to drive the vehicle12and provide braking, if desired.

For provision of power for higher speed systems, usually above 55 mph, other sources are presently contemplated to provide motive forces to the vehicle12. Returning now toFIG. 1, the pedestals24as spaced apart along the path of travel of the vehicle12. On each pedestal24is mounted a support platform28, each of which retains a flywheel assembly30, shown and described below with regard toFIGS. 9aand9b.

The flywheel assemblies are used to provide motive power to the vehicle12, preferably for higher speeds. Each flywheel assembly30includes a flywheel72(FIGS. 9aand9b), driven by an electric motor80, which is supplied with electrical power from an electrical power supply bus32, (FIG. 1) typically under ground. A conductor34taps off the bus32to provide power to the motor80. The bus32includes redundant power mains, and is supplied from redundant sources for safety and reliability purposes. Thus, in operation, the vehicle12is driven by a minimum of two and preferably at least three flywheels72as the vehicle12moves along its path of travel through a succession of supports14and rings16in the system10.

On the bottom of the vehicle12are one or more transfer plates or linear friction clutch plates21, shown and described below with regard toFIGS. 8aand8b. As the vehicle12moves along at higher speeds, the flywheel72frictionally engages the linear clutch plate21, moving the vehicle in the direction of movement of the flywheel72. The linear clutch plate21forms with the flywheel72a linear friction clutch which can be used for a number of purposes according to the present invention. The clutch plate21and flywheel72may be used to provide momentum to move the vehicle12through the system10with the flywheel72rotating in a direction corresponding to desired movement of the vehicle12. The direction of rotation of the flywheel72may be reversed and through contact with the plate21provide braking to the vehicle12. The plates21may also be located at positions corresponding to rest or support pads on the structure of rings16for braking purposes or to support the vehicle12at a stationary or storage position. The vehicle12is bi-directional in its movement, governed by the direction of rotation of the flywheel72. There are no active drive components on the vehicle12; its direction of travel is governed on these external components. To assist in slowing the vehicle, a cowling15actuated by air cylinders19is provided, as shown inFIG. 3.

The friction clutch plate or plates21are typically located beneath the body40of the vehicle12for higher speed operations. If desired, the clutch plates21may be located on the sides or top of the vehicle12to be engaged by correspondingly positioned flywheels72. If the flywheel assembly30, as shown inFIGS. 9aand9b, has a set of oppositely driven flywheels72, two clutch plates21of like construction to that shown inFIG. 7are mounted with the vehicle12at locations corresponding to the place and spacing of the flywheels72. The clutch plate or plates21provide friction engagement with the flywheel72of the flywheel assembly30. To engage the flywheel72with the clutch plate21, an air bag or other suitable reciprocating movement mechanism74is inflated, forcing the clutch plate21downward until it contacts the flywheel72. A spring76or other energy and impact absorbing mechanism is provided to reduce possible shock transmitted from the flywheel assembly30to the vehicle12. The clutch plate21may also be used at appropriately low speeds of the vehicle12as motion retarder and as a form of emergency brake by being brought into contact with oppositely rotating flywheels72or the rails20.

Further details of the flywheel assembly30are shown inFIGS. 9aand9b. The flywheel72is driven by the electric motor80through a shaft86. The electric motor80is driven by power through a suitable connection to the conductor34(FIG. 1). The electric motor80is mounted at a suitable position such as a platform81mounted with the pedestal24. The flywheel72is also supported on a set of shock absorbers84. The shaft86which drives a pinion88may if desired be provided with a rotary coupling82, as shown. The pinion88driven by motor80in turn engages a pinion gear90, such that the flywheels72provide rotary motion in either direction as indicated by movement arrows. Thus, in order to drive the vehicle in one direction, the air bag74associated with the desired drive rail70is inflated, and to drive the vehicle in the opposite direction, the air bag74of the other drive rail70is inflated, thereby engaging the opposite spinning flywheel72.

For high-speed systems such as those shown, power demands are greater as the vehicle12accelerates. Once a desired speed for the vehicle12is achieved, power consumption stabilizes as a function of speed (maintaining desired speed plus overcoming aerodynamic drag and rolling friction). In order to minimize the size and cost of the motors for high-speed versions of the present invention, the energy-storing flywheel72is incorporated into the rings16. This allows a smaller motor (separate from the rollers motor) to use the time between the passage of the vehicle12to bring the flywheel72up to a desired speed prior to the arrival of the next vehicle12. This is a cost saving design feature as it allows sufficient power to be brought to bear and avoids the high costs of high-speed locomotives.

However it should be understood that alternative drive mechanisms for the vehicles12might be used. They include, for example, magnetic propulsion, or onboard power generation for developing thrust, such as jet-propelled, or propeller driven motive force generators.

FIGS. 2aand2bdepict additional features and details of the vehicle12. The vehicle includes a central, cylindrical fuselage or body40, the length of which must be at least the distance between three sequentially located or disposed rings16. The vehicle12also includes a tapered cabin42on each end, which may serve as a cockpit, if desired. Mounted within the vehicle is a diesel or other power driven generator44to supply electrical power to the vehicle's service, hotel and passenger convenience loads, such as lights, heating and air conditioning, galley services, ventilation, and the like. The diesel generator44is supplied with energy from a suitable source, such as fuel from an on-board fuel tank46in the conventional manner. For greater strength and structural integrity, the body40of vehicle12may be designed to be in a state of compression, such as through the use of tensioning cables.

The vehicle12also houses one or more nitrogen tanks48. The tanks48provide nitrogen to the inside of the rails20to develop a thin ice layer on the rails to reduce drag and rolling friction, as herein described. This feature of the invention is shown in more detail inFIGS. 5a,5b6a, and6b.FIG. 5ashows a top view andFIG. 5bshows a side view, and together these figures depict details of a rail20. Each rail20includes at least one joint50which provides for flexing of the rail and the vehicle12, and accounts for thermal expansion and retraction. The joint50includes an overlap area52having curved ends to accommodate back and forth flexing of the joint.

The rail20preferably defines a curved contact surface54which provides stable retention of the vehicle12within the five rails20, as shown inFIG. 4. The surface54contacts a complementary curved surface56of the roller18, and a surface layer of cold condensation or ice is formed between them by the nitrogen system, provided by a nitrogen tube58. An insulation sleeve60along each rail20conserves thermal energy. As shown inFIG. 6b, as the vehicle travels in the direction shown by a directional arrow, a suitably thin layer of condensate is produced as the leading contact point between the rail20and the roller18, creating a low friction lift between them and reducing drag. This feature substantially reduces the energy required for operation of the system10.

FIGS. 7,8a, and8bshow further details of the undercarriage of the system10. The storage tank48supplies chilled or liquid nitrogen or some other suitably cold fluid through a delivery line62into the tube58, which is deployed within and along the length of the rail20. The nitrogen in delivery line62may be recycled through a continuous loop, or delivery line62may be configured so that the cold fluid vents out through an outlet vent valve or outlet64. The linear clutch plate21is flexibly mounted to the vehicle40with a set of air bags or other shock absorbers66, which absorb shock and provide a smooth ride of the vehicle. For more extreme motions of the clutch plates21against the flywheel72, a set of rubber stoppers or bodies68act as bumpers to absorb the impact.

The system10according to the present invention may be provided at suitable locations along its route with a vertical lift system S as shown inFIG. 10. The vertical lift system S would operate in similar engineering principles to lift bridges or floodgates, and allows passage of another vehicle through the lift systems while others have been moved out of the path of travel into a vertically disposed rack90to an out of service position. The vehicles12in the rack90are retained there for a variety of reasons, such as: allowing passage of another vehicle; storage of vehicles for later use of at times of higher traffic volume; repair; cleaning; maintenance; service and the like. The vertical lift system S could also function as a boarding/loading station on point of departure. Passengers could enter a vehicle12on the rack which would then be moved into the travel path at time of departure.

The system10according to the present invention may also be provided with a lateral or horizontal transfer/storage system L (FIG. 11) at suitable locations along its route. The lateral system L has a suitable number of rings16which are laterally movable in a direction perpendicular to the path of travel within a pedestal supported larger ring housing94. As with the vertical system S, the lateral system L permits vehicles to be moved away from the main path of travel for storage, retention and other reasons mentioned above in connection with the vertical system S. It should be understood that a system combining both vertical and horizontal transfer might also be used.

Further, the system10of the present invention is provided with a rotary station or table R (FIG. 12), operating on principles like those of a railroad round house. Pedestal mounted supports100and102are movable in circular, arcuate paths101and103respectively about a centrally located, rotatable support104. The supports100,102and104are otherwise of like structure and operation to the supports14with rings16of the types shown inFIGS. 4,4aor4b. The supports100,102and104are moved into an aligned position to receive a vehicle12entering the table R in a first direction, as shown inFIG. 12. After the vehicle12moves to a position supported by the supports100,102and104, the supports100and102are moved along their arcuate paths about the rotatable support104until the vehicle12is aligned with a different set of rings as shown at116or118along a new direction of travel.

Energy is lost to two main factors in any rail system. The first is rolling friction caused by interactions between the rail and the wheel, while the other is aerodynamic drag. Rolling function is virtually constant and varies little with changes in speed or weight of the train. Unlike rolling friction, aerodynamic drag varies greatly with speed and increases as the square of speed. Thus, a doubling of speed leads to a quadrupling of aerodynamic drag. In general, aerodynamic drag energy losses begin to exceed that of rolling friction in the speed range of 55 mph to 70 mph. As has been noted, to the shape of the car12may be varied based on the intended design speed.

For trains, energy consumed in overcoming rolling friction shows little increase as speed increases. For high-speed, such as greater than 150 mph, aerodynamic related issues are a far greater concern in terms of energy losses. For this reason, as shown inFIGS. 13,14and15, rails20may be configured to extend forward past the ends of the vehicle body40to form a rearwardly tapering lead surface in an air drag reducing configuration121and airfoil members122attached to the vehicle40for air drag reduction and steering purposes, and countering gravity deflection.

The reason the rails120inFIG. 13extend fore and aft of the body12is to lower the weight that becomes cantilevered thus decreasing the amount of deflection. The extended rails120come in contact with the next set of rollers18and the weight of the body12begins to transfer to the next set of rollers18. The opposite occurs at the rear of the car body12as it leaves the rollers18. The instantaneous weight on the rollers18decreases gradually as the car leaves the rollers18thus preventing a snapping action. The rails120are also tapered to counteract what remains of the deflection effect thus providing a smooth transition. The airfoil122is movable and may be pivoted as indicated inFIG. 15about an axis corresponding to the longitudinal axis of the vehicle12. The airfoil122is thus rotatably mounted on a structure that extends from the nose of the tapered cabin42of vehicle12to a point124where the rails120come together. The airfoil122is capable of some rotational movement that, at speed will produce lift perpendicular to the airfoil surface. This small amount of lift, at higher speeds, will tend to move the rails120in the direction of the induced lift. This also counteracts the deflection effect and can be used to assist in a turn to provide gradual turning to the vehicle12.

Also, the cooling of the rails below the local dew point and then below the freezing point of water will induce atmospheric moisture to condense on the rails and form a barrier to the formation of molecular bonding between the steel of the wheels and the steel rail. Since the cost of cooling is relatively inexpensive to do with liquid nitrogen (although other methods could be used) this method is proposed.

For higher speed operation when the motive force is supplied by the frictional transference of energy from the flywheel assembly30reduction of energy lost to rolling friction can greatly lower energy consumed. As the moisture condenses on the rails it typically freezes, then turns to liquid as the rail nears the roller and pressure rises. This should produce a boundary layer of water under higher pressure between two surfaces, thus the hydroplaning effect. This can also be thought of as a form of viscous hydroplaning. This can be enhanced by the addition of a fine mist of water vapor moving with the rails and containing surface tension increasing chemical additives in the vapor. The overall purpose is to reduce the ability of the rail and roller to form molecular and/or metallic bonds thus reducing the energy needed to then break these bonds.

Rail cooling techniques, if used at all, will find their best applications for operations at higher speed. In addition to energy savings the effect should also produce lower noise levels emanating from the rail/roller interface. Also it will have a lubricating effect when it is necessary to force the car into a turn.

The principles, preferred embodiment, and mode of operation of the present invention have been described in the foregoing specification. This invention is not to be construed as limited to the particular forms disclosed, since these are regarded as illustrative rather than restrictive. Moreover, variations and changes may be made by those skilled in the art without departing from the spirit of the invention.