Vehicle guideway system

A guideway system for cargo including vehicles is provided wherein a carriage glides on a rail mounted in a channel. The rail has compressed air discharge ports and vacuum intake ports positioned longitudinally therealong. The compressed air ports emit sufficient air to provide an air support cushion under the carriage and to impart positive air pressure behind it while the vacuum ports reduce the air pressure forward of the carriage to create an air pressure differential that propels the carriage along such rail. Vehicles drive onto a carriage, are secured in place and are conveyed to a desired station on such carriage. The vehicle then unloads from the carriage and drives off to its final destination. Similarly, other cargo is loaded onto a carriage and unloaded at its destination. In another embodiment, the carriage has a longitudinal slot in its underbody adjacent its support rail and compressed air is discharged from ports in the rail at the forward portion of the slot to propel the carriage along the rail.

FIELD OF THE INVENTION 
This invention relates to a cargo transportation system, particularly a 
guide-way system in which cargo, including vehicles, are transported on 
carriages in a guideway system. 
THE PRIOR ART 
Public transportation of passengers and goods, as exemplified by buses and 
trains, has in the past, been widely used in many countries. This system, 
however, has met with increasing competition from non-mass transportation 
means, eg. motor vehicles, including autos and trucks, particularly in the 
United States, on a growing network of roads and highways. 
Both systems have advantages and drawbacks. The mass transportation system 
transports people and goods over more compact corridors, uses relatively 
less fuel and is more efficient. However, the mass transportation system 
is often inconvenient and one must acquire a schedule, travel to a certain 
point of departure and wait for a conveyance. At the other end of the 
line, one must find another conveyance to the final destination which adds 
delays in transit. 
The motor vehicle system provides the advantage of convenience in that one 
is not bound by schedules or the need to get to a station and await 
transportation. Instead one merely gets into his vehicle and drives off 
when ready and proceeds directly to his destination. However, the 
convenience of motor vehicles meets with significant drawbacks. The miles 
of roads and highways required are widespread and numerous. Then there is 
encountered delays in transit including traffic jams, especially in 
population centers. Moreover, each vehicle requires a driver, many 
vehicles are occupied by but one person or two, i.e. this system requires 
a high percentage of drivers in proportion to the people transported. In 
addition, each truck requires one or two drivers, all of which results in 
a highly inefficient use of manpower compared with mass transportation 
systems as well as a waste of vehicle power and space. In sum, there is a 
great inefficiency in the motor vehicle which tends to counter-balance the 
convenience to a large degree. Moreover, with the recent wide-spread 
energy shortages in this country and abroad, and the increased cost of 
fuel, it is imperative that a transportation system be found which, if 
possible combines the fuel economy and efficiency of the mass 
transportation system with the convenience of individual motor vehicle 
transport. There is therefore a need and market for transport system which 
substantially meets the shortcomings of the above prior art transportation 
systems. 
There has now been developed a guideway system for cargo which inserts 
conventional roadway cargo including vehicles into a guideway system, 
which system then automatically transports such cargo along the corridors 
thereof to a selected destination and then where the cargo is a vehicle, 
permits the vehicle to then re-enter the roadway system under its own 
power. The guideway system thus frees the vehicle's operator from driving 
duties, permitting him the concentrate on business duties or other matter 
in transit. Passengers and cargo are transported in this way, the driver 
being freed for other duties or being excused from making the trip, with 
another driver meeting the cargo, including a vehicle, at its destination 
to drive it over the existing road system to the final stop. The cargo's 
propellant power can be employed in the guideway system but preferably is 
turned off and fuel conserved while the cargo is propelled by other 
propellant means in the guideway system. 
SUMMARY OF THE INVENTION 
Broadly, the present invention provides a guideway system for cargo 
including vehicles, which comprises a carriage mounted to glide in a 
channel, the carriage having support means to hold the cargo thereon and 
fluid pressure differential means to apply relative gas pressure behind a 
surface of the carriage to propel it in the channel. 
In another embodiment of the invention gas pressure means imparts positive 
gas pressure under and behind the carriage. 
In another embodiment of the invention gas pressure means imparts positive 
gas pressure under and behind the carriage and gas evacuating means 
reduces the gas pressure in the channel forward of the carriage to propel 
the carriage forward in the channel. 
In another embodiment the carriage has at least one recess therein, and gas 
outlet means directs gas at the forward portion of the recess to propel 
the carriage forward in the channel. 
In another embodiment carriage and cargo travel on an enclosed guideway 
tunnel drawn by fluid pressure differential means. 
In another embodiment, the carriage travels in a guideway channel while the 
cargo rides above the channel in the atmosphere, the carriage being driven 
in such channel by fluid pressure differential means. 
In several embodiments of the invention disclosed herein, unlike prior art 
disclosures, fluid pressure differential is applied against a carriage 
body surface (as opposed to an extended vane). Such pressure need not be 
applied to both carriage and cargo or a container for carriage and cargo, 
but can be applied to the carriage body itself, or a portion thereof, 
including an interior surface, which includes a recess surface thereof. 
The recess (or slot), as previously indicated, can be in the carriage 
underside or other side, adjacent pressure ports or vacuum and pressure 
ports.

DETAILED DESCRIPTION OF THE DRAWINGS 
Referring now in detail to the drawings, missile carriage 10 rides on rail 
12 in guideway channel 14, as shown in FIGS. 1,2,4 and 5. The channel 14 
is supported by upright column 16 as shown in FIG. 1. The rail 12 is 
hollow, with compressed air trunk line 18 and vacuum trunk line 20 
extending longitudinally therein, as shown in FIGS. 1 and 4. These ducts 
18 and 20 can be connected via a blower and/or air compressor in a loop or 
loops or such ducts can be connected to independent systems. Mounted on 
the carriage 10 is support bracket 22, which supports as cargo, passenger 
vehicle 24 thereon, as shown in FIG. 1. 
In another embodiment, vehicle 70 rides on support bracket 72 on missile 
carriage (not shown) within the guideway channel 74 which is sealed from 
the atmosphere by rectractable shutter gates 76 and 78 as shown in FIGS. 6 
and 7. The gates 76 and 78, slideably mounted in slots 80 and 82 of the 
walls 84 and 86 of the guideway channel 14, are resiliently held in the 
closed position by a series of springs eg. air springs 88 and 89 also 
mounted in said channel walls 84 and 86, which closed gates maintain the 
air pressure in such guideway channel 74, independent of the atmospheric 
pressure outside, as shown in FIG. 7. The air springs, eg. spring 88 are 
connected by a forked valve 91 to air pressure line 93 and vacuum line 95. 
The valve in the vacuum or low pressure line 95 is closed and the air 
valve in the air pressure line 93 is opened to feed pressurized air into 
the air spring 88 to close the shutter gates 76 and 78, shown in FIGS. 6 
and 7. 
On the approach of a carriage a switch is tripped and reduced pressure 
applied to air springs 88 and 89 which retracts the shutter gates 76 and 
78, slightly, just ahead of the approaching vehicle supports 72, which 
pass therebetween and trip a subsequent relay, which opens the next set of 
shutter gates (by reduced pressure) and closes the previous ones (by 
pressurized air) as indicated in FIGS. 6 and 7. 
Accordingly, the carriage (not shown) which is similar to the carriage 10 
shown in FIG. 1 or 4, rides on a guiderail, such as guiderail 12 shown in 
FIGS. 1 and 4, and is propelled by compressed air behind and a reduced 
pressure zone before, under cover of the channel shutter gates 76 and 78, 
shown in FIGS. 6 and 7. 
Alternatively, the shutter gates can retract against springs, eg. metal 
behind springs, and be pushed apart by the supports 72 for the vehicle 70 
as such supports knife between or slightly part the gates 76 and 78 in 
passing, the gates 76 and 78 then closing under pressure of their 
respective springs, to maintain the guideway channel seal as before, as 
indicated in FIGS. 6 and 7. 
As an alternative to the shutter gates 76 and 78 illustrated in FIGS. 6 and 
7, spacer members which fit in the channel slot in place of such gates 76 
and 78 and which glide ahead of and behind such carriage eg. carriage 70 
shown in FIG. 6, can be employed. Such spacers which would contact each 
other in series and may or may not be connected, would be of light weight 
durable material eg. wood, plastic, metal and ride in a slot such as slots 
80 and 82 shown in FIG. 7 and would serve to maintain the pressure seal in 
the guideway channel in lieu of such shutter gates 76 and 78. 
The compressed air is released from the rail 12 by the compressed air inlet 
18 through a series of compressed air ports 26 which builds up positive 
pressure behind the carriage 10 and also a cushion of air thereunder as 
shown in FIG. 1. The vacuum line 20 is connected by a series of vacuum 
ports 28 to the upper surfaces of the rail 12, which ports suck excess air 
from the front of the carriage 10 to create a reduced pressure zone 
threat. The pressure differential serves to drive such carriage forward in 
the guideway tube, shown in FIGS. 1 and 4. The pressure differential is 
greater and more effective for carriage propulsion where such guideway 
tubes (eg. FIGS. 1 and 4) are closed by shutter gates such as those 
illustrated in FIGS. 6 and 7. 
Alternatively, or additionally, in the embodiments of FIGS. 1 to 6, a 
recess or slot 67 is provided in the under portion of carriage 64, as 
shown in FIGS. 9 and 10. As shown in such figures, each compressed air 
port 26 exerts a forward thrust against the forward surface of such under 
carriage slot 67 while the adjacent vacuum port 28 evacuates the trailing 
portion of the slot 67 as more fully explained below, to propel the 
carriage 64 forward in any guideway channel described herein. 
As shown in more detail, in FIGS. 11 to 14, a reciprocal seal gate 90, 
mounted between vacuum port 92 and compressed air port 94, which gate is 
sized and shaped to closely fit such channel 67 in cross section, serves 
to substantially seal the reduced pressure zone aft and the high pressure 
zone forward, from each other to assist the propulsion of the carriage 64, 
as discussed above and shown in FIGS. 11, 12, 13, and 14. The carriage 64, 
which can ride in a sealed-off (FIG. 6) or open (FIG. 1) guideway channel, 
rides on guideway rail 96, as shown in FIG. 11. 
In operation, the carriage 64 riding on the guiderail 96 with the seal gate 
90 in the down position (FIG. 13), the leading portion of the carriage 64 
passes over and trips a relay 98, FIG. 13, which opens the valve 100 in 
compressed air duct 102, which connects compressed air trunkline 105 with 
air spring 106, which expands same, pushing upwardly on the seal gate 90, 
which however is held in the down position on the guideway rail 96 by the 
base of the carriage 99 passing thereover, (whether the fore or aft base) 
as indicated in FIG. 13. When the recess or slot 67 of the carriage 64 
passes over such gate 90, the gate rises under pressure of the air spring 
106 to the top of such slot 67, as indicated in FIGS. 12 and 14 and in 
doing so, pivots the valve arms 108 and 110 around the support member 111, 
withdrawing respectively the valve seat 112 from the vacuum trunk line 104 
and withdrawing the valve seat 114 from the compressed air inlet trunk 
line 105, to open such lines and activate respectively, the vacuum port 92 
on one side of the gate 90 and the compressed air discharge port 94 on the 
other side of such gate 90, to propel the carriage 64 forward as 
previously described and/or indicated in FIGS. 11 to 14. 
As the carriage slot 67 moves by the seal gate 90, the rear wall 71 of such 
slot contacts the sloping cam surface 73 of the seal gate 90, pressing the 
gate 90 downwardly into its air spring 106 to its retracted position, as 
the base 99 of the carriage 64 moves thereover, as shown in FIG. 13. When 
the gate valve 90 retracts, it pivots the valve arms 108 and 110 and the 
valve seats 112 and 114 upwardly into, respectively, the vacuum trunk line 
104 and the compressed air trunkline 105, closing same. As the trailing 
base 99 of the carriage 64 moves over the relay 98, again an electric 
signal is sent to the valve 100 which closes the air duct 102 and holds 
the seal gate 90 in the down or retracted position after said carriage 64 
glides by and until the next carriage glides along on the guideway rail 96 
to contact the relay 98 and repeat the above air spring-gate valve 
activation sequence. 
In this manner the vacuum port 92 and the compressed air port 94 are 
activated only as needed ie. when the carriage slot 67 passes thereover 
and such ports are shut off when not needed. The vacuum port and 
compressed air port, divided by such real gate, from a fluid propelling 
assembly, which assemblies are spaced apart on the guideway rail 96 a 
sufficient distance to keep the carriage and its cargo moving or gliding 
at a desired speed. The spacing will depend upon various factors including 
the weight of the carriage and its length, as well as the desired carriage 
speed, the amount of vacuum and compressed air applied and the like. 
The so-propelled slotted carriage embodying the guideway system of the 
present invention can operate in a pressure controlled channel eg. sealed 
off with retractable shutter gates, such as shown in FIGS. 6 and 7 or can 
operate in a non-pressureized guideway channel such as shown in FIGS. 1 
and 4, since such slotted carriage and port-gate assembly has its own 
internal pressure differential propulsion means as discussed above. 
Though one type of valve lever seating means to close and open the trunk 
lines 104 and 105 respectively, is shown in FIGS. 12,13 and 14, other 
trunk line opening and closing means can be employed including dampers 
which are gear driven by the reciprocating seal gate 90 to open and close 
such trunk lines. Other trunk line control ie. opening and closing means 
can also be employed within the scope of the present invention. 
Further, the vacuum trunk line and the pressurized air trunk line can be 
interconnected through one or more compressors in a cyclic system or can 
be separate and independent trunk line systems as desired. 
In another embodiment, the seal gate 90 and its related assembly (air 
spring, valve arm and the like) are omitted with the vacuum port 92 and 
the gas pressure port 94 remaining as indicated in FIG. 11 or 10. The two 
ports are positioned in the same order as before and spread apart a 
desired distance, eg. as indicated in FIG. 11 or a greater distance. In 
operation when the leading portions of the carriage recess 67 passes over 
the vacuum port 92, it is activated pulling air out of the recess 67 and 
pulling the carriage forward over the pressure port 94. Then the vacuum 
port 92 is closed, the pressure port 94 is activated to direct air into 
the recess 67 and push the carriage 64 forward to propel same in the 
guideway channel 65. 
In another embodiment similar to that above the seal gate 90 and related 
assembly are again omitted, with the vacuum port 92 and the gas pressure 
port 94 remaining as indicated in FIG. 11 (or FIG. 10). In operation, both 
ports are activated at least partly together as the carriage recess passes 
thereover eg. when the leading portion of the recess 67 first passes over 
the vacuum port 92 or when such leading portion passes over the pressure 
port 94 so that the pressure port directs air and a forward thrust at the 
forward portion of such carriage recess or slot 67 while the rearward 
vacuum port evacuates air from the trailing portion of the slot. In this 
manner, the vacuum port 92 does not significantly interfere with the 
pressure port 94 due to the rapid movement of the recess or slot 67 
thereover, and the carriage is accordingly propelled in the channel. After 
the carriage has gone by, these ports are closed by means not shown. 
This mode of interior pressure propulsion works whether the guideway 
channel is sealed by shutter gates, as shown in FIG. 6 or open to the 
atmosphere, as shown in FIG. 1. 
Electrical contact is maintained with the carriage 10 by means of brushes 
29 and 31 which contact respectively, electric rails 27 and 25 mounted in 
the guideway channel 14 as shown in FIG. 4. Such electric rails 27 and 25, 
shown also in FIG. 5, also serve as longitudinal seals as the carriage 10 
passes thereover to maintain an air cushion around the periphery thereof 
to assist the carriage gliding in the channel during the propulsion 
thereof. In the absence of the supporting air cushion, the carriage 10 
rides on lower bearings 21 and upper bearings 23 in the guideway channel 
14 as shown in FIG. 4. 
The upper portion of the carriage 10 is preferably shaped as a rectangular 
ridge 32 which fits in close clearance with the slot 34 of the channel 14, 
which ridge 32 has a plurality of support bracket receiving slots 19 
therein so as to securely hold the support bracket 22 and thus the 
passenger vehicle 24 mounted thereon, as shown in FIGS. 1, 2 and 4. 
In another embodiment of the invention, the carriage embodying the 
invention and its cargo can both ride in a wholly enclosed tube, such as 
guideway tube 36, shown in FIG. 8. The cargo, eg. vehicle 43, rides on 
carriage 45 which, optionally, has a fan tail 47 mounted thereon which can 
open in the manner of a fan to extend across the tube (and can also close 
up when desired). Again air is fed under the carriage 45 by inlet port 40 
and behind the carriage (and fan tail) to create relative air pressure 
therebehind to propel same in the tube 36, shown in FIG. 8. 
The fan tail 47 acts as a sail or moveable baffle to enhance and maintain 
the pressure differential aft and forward thereof to assist propulsion of 
the carriage and cargo in the guideway tube 36, again shown in FIG. 8. 
Advantageously, evacuating ports such as port 38 are employed, as above 
described, to create a reduced pressure zone before the carriage. Such 
ports 38 are turned on to evacuate air as the carriage 45 approaches and 
are shut off as such carriage passes thereover by either by switching 
means 49 or other switching means not shown. At the same time, or shortly 
thereafter, the adjacent air inlet port 40 is turned on to feed air under 
and behind the carriage 45 to propel it forward as above described. 
The further enhance such propulsive pressure differential, a camera shutter 
flap valve 34, as shown in FIG. 8, can optionally be mounted at spaced 
intervals in said guideway tube 36 and tube segments between such shutter 
valves evacuated by one or more evacuating ports such as port 38. 
Then, in operation, as the carriage 45 and cargo 43 (with or without a fan 
tail 47) approach, propelled by a push of positive air pressure, the base 
of the carriage 45 contacts and trips control switch 49, which opens the 
shutter valve 34 and opens the air inlet port 40 as above described, and 
carriage and cargo rush through a series of opening shutter valves and 
through low pressure zones at high speed and low air resistance. 
Additionally, the air-evacuating port 38 can be opened as the carriage 
approaches it and the shutter valve 34, to draw off air until such port 38 
is closed as the carriage passes thereover, as above described. 
After the carriage and cargo have passed by, the shutter valves can be 
closed and the tube segments between closed valves evacuated by ports 38 
by switching means 49 down the rail or switching means not shown. 
In addition, the evacuating port 38, switch or gate member 49 and inlet 
port 40 shown in FIG. 8, can serve in the manner of evacuating port 92, 
gate seal 90 and compressed air port 94 to propel a sloted carriage such 
as carriage 64, shown in FIGS. 11 to 14, in the guideway tube 36, shown in 
FIG. 8, with or without employing either such fan tail 47 or the shutter 
valve 34. 
An alternate support bracket 37, which mounts in the slot 19 in the 
rectangular ridge 32 of the carriage 10 eg. to carry a four-wheeled 
vehicle thereon, is shown in FIG. 3. 
As the carriage 10 moves along the track 12, the leading portion of such 
carriage trips the switch 35, shown in FIG. 4, shuts off the air pressure 
line and ports 26 and activates the vacuum line and ports 28, both ahead 
of the oncoming carriage 10, and at the same time, turns on the air 
pressure line and ports 26 and closes the vacuum line and ports 28 behind 
and under the receding carriage 10, to maximize the forces on the carriage 
10 as it travels along the tube 12. 
The passenger vehicle 24 and supporting carriage 10 are brought on stream 
eg. by a switching interchange 42, as illustrated in FIG. 15. Accordingly 
tracks 44 and 46 converge at intersection 48 having track gaps 52 and 54 
therein, as shown in FIG. 15. 
A little further on track 46, diverging intersection 56 directs the 
carriages moving therealong in two different paths, as shown in FIG. 15. 
Accordingly, diverging tracks 58 and 60 are spaced proximate feeder track 
46, also shown in FIG. 15. Switch track 62, when spaced from carriage 
tracks 46 and 58, permits a carriage thereon, eg. carriage 63, to move 
from one track to the other in a straight-ahead manner, as illustrated in 
FIG. 15. When switch track 62 is moved (by means not shown) adjacent track 
46, a carriage, eg. carriage 64 moving thereon is guided into a turn and 
onto a diverging track 60, as shown in FIG. 15. To assist such turning, 
the carriage 64 desirably has guide fins 66 at the forward end thereof to 
engage a track switch, such as the track switch 62 and assist the turning 
thereof from one track to another. Alternatively, a guide fin, which 
projects upwardly from a track switch, can be moved into engagement with a 
groove situated in an oncoming carriage, at a lower portion thereof (in 
place of each of the above carriage fins), to turn such carriage from one 
track to another. 
In such manner, the carriages, eg. carriage 64 are brought on to one track 
from another or from a stop or station onto a high-speed thoroughfare 
track. The guideway carriages are, when brought from a stop or station, 
first brought up to speed on a feeder track, eg. track 44 and inserted at 
an opportune moment onto the thoroughfare track, eg. track 46 as shown in 
FIG. 15. In a similar manner the respective carriages are directed to an 
exit stop or station off the guideway system, eg. are directed from track 
46 onto track 60, by switching track 62 in the manner described above with 
respect to FIG. 15. Once off the high speed track and as the carriage and 
its cargo, eg. vehicle, approach the station, the pressure vacuum means is 
reduced and/or braking means are applied, to bring the carriage to a stop 
where desired. 
The vehicle, thus transported, is then disengaged from the carriage at the 
stop or station and drives off under its own power, as directed by an 
operator, onto a conventional road or highway system. 
In operation, the air pressure differential guideway system of the 
invention controls the speed of vehicles thereon by regulating the air 
pressure and vacuum drawn through the respective ports 26 and 28, in rail 
12, as shown, eg. in FIG. 4. Accordingly, the vehicles being supported and 
propelled on the carriage 10, eg. as shown in FIG. 4, can be driven or 
propelled by the air pressure differential system either automatically or 
by an operator of vacuum and compressed air switches either in the 
carriage or at monitoring stations along the guideway system. Automatic 
propulsion, of course, frees the operator of the vehicle being conveyed on 
the carriage, for other duties or one can dispense with the need for the 
presence of such operator during transit of the vehicle in the guideway 
system embodying the invention. 
Various types of cargo can be mounted upon the guideway carriages of the 
invention, ie. motor vehicles including automobiles, trucks, buses, mail 
containers, railroad cars, containers for people or goods, shopping carts, 
aircraft with wings folded, marine craft, one or more chairs, campers, 
workshops, rooms, offices, and numerous other articles or objects which 
are desirably transported. Such objects include those which unfold or 
assemble at a destination into furniture or other articles. 
Alternative to the compressed air vacuum propulsion system applied to the 
carriages in the guideway tube, as discussed above, other propulsion means 
can be employed. For example, these carriages can be self-propelled on 
wheels within the guideway tube, can be mounted in a fixed position on 
moving conveyor belts, be moved forward on revolving bearings mounted in 
the guideway tubes, towed by continuous cable, or can be powered by steam, 
electricity or combustion engines or other type engines or motors. These 
carriages can also be propelled by electromagnetic forces in the guideway 
system of the invention. Thus, like magnetic charges (e.g. electrically 
induced) in the sides of the carriage and the sides of the guideway 
channel will keep such carriage floating, while like polarity charges 
behind said carriage and opposite polarity charges ahead of the forward 
end thereof will serve to propel such carriage forward. 
Alternatively, the guideway system of the invention can serve as a 
generator of electricity, the carriage being wound as an armature and the 
guideway tube being wound to serve as a long magnetic field, the current 
being generated in the carriage and/or guideway tube windings as the 
carriage is propelled through the field in the guideway tube, by the 
various propulsion means disclosed herein. 
The guideway channel should advantageously be of reduced air pressure for 
lower air resistance and higher propulsion speeds of said carriage, 
although such channel can be open to the atmosphere as indicated above. 
Preferably, however, such carriages are driven in the guideway system by 
the compressed air-vacuum propulsion system described at length above. 
Accordingly, the electric current receiving brushes 31 can contact electric 
conducting bars 25 and 27, to supply such carriages with the electric 
power to drive them, eg. by driving electric motors connected to wheels 
mounted on such carriages. 
Electric power is similarly supplied to the carriage for its power system 
needs, including running lights, radio, ventillation and the like. Such 
electric power can also be directed to charge the battery of a motor 
vehicle while it is being transported on the carriage. 
The electric eye 30 mounted on the upper surface of the guideway channel 
14, shown in FIG. 4, is tripped by the passing carriage 10 and activates 
pressure and vacuum switches (not shown) to operate the compressed air 
tube port 26 and vacuum port 28 in the desired sequence depending on the 
direction of travel intended to power the carriage 10 in the guideway 
channel 14. Alternatively, cam switch 33 is triggered by contact with the 
under-portion of the carriage 10, to control such pressure and vacuum 
ports in the desired sequence. Such desired sequence applies to operation 
of adjacent or spaced pressure or vacuum ports in any feasible combination 
or timing to achieve the desired propulsion. 
Also mounted on the upper surface of the rail 12, is air pressure control 
trigger 35 shown in FIG. 4, which is mounted at spaced intervals proximate 
the compressed air outlet ports and which upon sensing the weight of the 
oncoming vehicle, directs the compressed air ports 26 to discharge 
sufficient air pressure under such carriage to provide an air cushion of 
adequate support as it rides in the guideway channel on the rail 12. Such 
switch, which can also be an electromagnetic trigger, can also be 
controlled by external sources to control the relative air pressure and 
vacuum systems which in turn control the speed of the carriage riding in 
the guideway channel. 
The guideway system of the invention has guideway channels that are similar 
to a series of interconnecting air rifle barrels, acting as one lane 
roadways. The air pressure-vacuum systems are activated by oncoming 
carriages and cease activity when there is no traffic. The guideway 
channels of the invention can be installed in existing subway tubes, newly 
constructed subway tubes, tunnels affixed on land near its surface or 
above on elevated supports and also be constructed over water or under 
water when desired or necessary. 
The carriage which supports vehicles, cargo and the like, glides in the 
guideway as described above. Such carriage is desireably shaped like a 
missle bullet and it travels through the guideway as in a rifle barrel, 
driven forward by gas pressure differential. In the guideway, including 
the sealed guideway, such as shown in FIG. 6, pressure differential is 
created in part by the receding carriage ahead and in part by the 
proximate vacuum and compressed air ports, to create a series of 
compressed air-vacuum rotating streams which rotate beneath (including in 
the under-carriage recess or slot), before and behind the carriage, to 
drive the same forward through the guideway channel rapidly. The carriage 
rides on a cushion of air and desireably in a low air pressure zone in 
front thereof and needs little maintenance. 
In the guideway system of the invention, illustrated in FIG. 1, the vehicle 
carriage 10 travels in reduced air pressure and low air resistance while 
its cargo, eg. the vehicle above, rides in the atmosphere and is subject 
to air and wind resistance. In another embodiment of the invention, both 
carriage and mounted cargo or vehicle, are wholly enclosed in a tube with 
reduced air pressure before and high air pressure behind, for low air 
resistance and high speed travel therein. To augment such system, shutter 
flap valves 34, as shown in FIG. 8, can be mounted in such wholly enclosed 
guideway tube as described above. 
The guideway carriage can change direction in guideway channels as 
discussed above with respect to FIG. 15. In addition such carriage can 
enter from a station onto the high speed guideway, eg. by a turntable (not 
shown) which brings the carriage up to speed and then inserts it into the 
guideway tube. In like manner, the carriage 10 and supported vehicle 24, 
exit from the guideway system, i.e. by tangentially engaging a turntable 
(not shown) and riding off the channel 14. 
The carriage and/or guided vehicle can change guideway lanes by external 
control, eg. by a switch rail operator externally located in the guideway 
system. Alternatively, there can be a control in the carriage or vehicle 
which is operated by the occupant to change guideway lanes at 
intersections. 
Scanning electric eyes mounted in the guideway system can cut off power of 
oncoming carriages in the event of an accident or obstruction ahead. 
Traffic can then be detoured and obstructions removed from such guideway 
system at the nearest exit. 
Accordingly, the guideway system of the present invention combines the 
advantages of mass transportation, eg. in reducing the number of operators 
required and in the width of the travel corridor, with the advantage of 
private modular transportation. A carriage with a vehicle mounted thereon 
does not enter the high speed channel guideway system until the electric 
eye and computer system authorize a clearance therefor and then such 
carriage is brought up to speed, before it enters into the high speed 
guideway system so as not to interfere with the attained speed of other 
carriages already inserted into this system. Because of the relatively low 
pressure gas system in front of the carriage, high speeds at low fuel, 
power or energy consumption can be readily attained. Desirable speeds in 
the guideway system are eg. from 50 to 200 miles per hour and more, 
depending upon the desired time of arrival and the volume of traffic in 
the guideway system at the time. Higher speeds can be employed during 
periods of low traffic. Of course, high speeds of conveyance can be more 
readily attained with lighter objects than with heavier ones. 
A further benefit of the guideway system of the invention is that though it 
has attributes of mass transportation systems, in transporting people or 
goods efficiently, in a series of carriage-mounted containers or vehicles, 
the guideway system has the advantage that such vehicles proceed directly 
to their destinations without delay. That is, certain vehicles turn off to 
other guideway systems at intersections and other vehicles proceed ahead, 
without the inconvenience and delay of many stops to load or unload 
passengers, mail or goods, eg. as in the case of a train. 
The present invention envisions a network of the guideway carriage systems, 
as discussed above, to replace the motor vehicle highway systems or at 
least to minimize them and free the vehicle operators for other duties. 
Such vehicles can have retractable wheels where desired, when mounted on 
the carriage in the guideway system and when the vehicle reaches its 
destination as previously discussed, an operator can take over the 
controls and drive the vehicle off the guideway system of the invention 
over conventional roads to his destination. 
FURTHER DETAILED DESCRIPTION OF THE DRAWINGS 
Guideway tube or channel 116, having rail 118 therein and upper flange 
housing 120, has spacer groove 122 in which spacer panel 124, connected 
between missile carriages (not shown) rides, as shown in FIG. 16. 
Advantageously, the upper flange housing has running proximate said spacer 
groove 122, compressed air outlet ports 128 and 130, which ports discharge 
compressed air into the spacer groove 122 above and below the edges of 
spacer panel 124, and also against the grooves or recesses 132 therein, to 
propel such panel forward and provide an air cushion around the edges of 
such spacer panel as it glides in its groove, including spacer groove 122, 
as shown in FIGS. 16 and 17 and as further indicated in FIG. 20. 
In operation, a series, train or sequence of missile carriages 134, 136, 
138 and 140, riding in a guideway system 142 on a vacuum-pressure rail 
144, as previously discussed, are connected at their upper portions 
respectively, by spacer panels 146, 148, 150, 152 and 154, as shown in 
FIG. 18. The spacer panels ride in a groove in upper channel flange 
housing 143, in the manner described, eg. in FIGS. 16 and 17, which spacer 
panels serve to seal the guideway channel 142 of FIG. 18 from the 
atmosphere and similarly serve to seal the guideway channel 116, shown in 
FIG. 16, from the atmosphere between such missile carriages. Accordingly 
such spacer panels serve to seal off the guideway system in a manner 
similar in result, to the purpose served by the shutter gates 76 and 78, 
shown in FIGS. 6 and 7 herein. 
Such spacer panels can be of lightweight material, eg. metal, wood or 
plastic and preferably plastic. One or more such spacer panels can be 
positioned between proximate pairs of missile carriages. Further, such 
spacer panels can be extendable, eg. to close a gap when a missile 
carriage leaves the guideway system, the spacer panel extending eg. 
forward, to connect with the next-ahead missile carriage, or a missile 
carriage subsequently entering the system. 
In another embodiment, a telescoping spacer panel can be provided where, 
for example, base spacer panel 152 has slidably mounted thereon, extender 
spacer panel 154, shown in FIGS. 18 and 19. Such telescoping spacer panels 
can be employed, eg. when missile carriage 140 leaves the guideway system 
142, panel 154 can be moved ahead with respect to panel 152 to form a 
doubly extensive spacer panel in the manner of spacer panels 148 and 150, 
as shown in FIG. 18. 
The spacer panels, as indicated above, ride in a pair of opposed grooves, 
eg. spacer panels 152 and 154 ride in opposed spacer grooves 122 and 123, 
as shown in FIG. 20. 
Such spacer panels can connect with each other or a missile carriage by any 
desired connecting means, eg. an aperture 156 and a mating hook 158, such 
as shown in FIG. 19, can be provided at opposite ends of a spacer panel, 
as shown in FIG. 19 and at opposite ends of the upper engaging ridge 
portion of a missile carriage (not shown) in like manner. 
The method for extending a spacer panel can be various convenient means 
including manual, hydraulic, magnetic or other suitable means.