Abstract:
A rail system for transporting dual use vehicles includes a network of multiple non-interconnected rails where each rail comprises an extruded triangular shell and a support material. The rails are supported by a system of support structures where each support structure includes a base with a rail adjustment actuator for selectively adjusting the position of the supported rail. Each rail is sized to support a standardized dual use passenger vehicle adapted for roadway and rail travel.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS  
       [0001]     This application claims the benefit of U.S. Provisional Application Ser. No. 60/391701 entitled “TriTrack System of Mass Transit” filed by Roane on Jun. 26, 2002. 
     
    
     TECHNICAL FIELD OF THE INVENTION  
       [0002]     The present invention relates in general to the field of transportation systems and specifically to a modal monorail system and vehicle for use thereon.  
       BACKGROUND OF THE INVENTION  
       [0003]     Conventional mass bus or rail transit systems require passengers to assemble at and then disseminate from a bus stop or rail station. Such assemblages typically do not represent the least distance from a start point to destination point and often require significant additional travel.  
         [0004]     Additionally, conventional mass transit systems often do not adequately account for societal pressures and needs. For example, passengers are often uncomfortable when forced into a small private space with strangers (such as a crowded bus or train) due to concerns such as personal space and safety. Personal transportation is likely to remain preferred as evidenced in regions where subsidized public transportation ridership remains low as car traffic dramatically increases.  
         [0005]     Traditional travel in automobiles may alleviate many problems associated with public transportation systems, however, traditional automobiles have many well known drawbacks. Conventional automobiles contribute to increased air pollution, typically have a limited life, and require a significant amount of space for parking.  
         [0006]     Some existing transit systems such as RUF and MAT systems have attempted to combine some of the benefits of rail and bus systems, but also have significant drawbacks. The RUF system provides a car or bus that can drive both on roadways and also on an elevated electrified monorail. The entire vehicle moves from the surface roads to the elevated rail. The RUF car has a longitudinal hole down the center of the vehicle. The MAT concept switches out the entire drive-train frame under a containerized passenger compartment. This allows the vehicle to move from different propulsion systems without unloading and loading the passenger compartment.  
       SUMMARY OF THE INVENTION  
       [0007]     In accordance with teachings of the present disclosure, an improved transportation system and method are described.  
         [0008]     In one aspect, a dual use vehicle for monorail and roadway travel is disclosed. The dual use vehicle includes a carriage body with a track engagement slot formed in the carriage body to engage a triangular rail. A linear motor is installed within the carriage body to provide power for travel along a triangular rail. A modular power module is also included which may selectively engage the track engagement slot of the carriage body when disengaged from the rail to provide power to the carriage body for roadway travel when disengaged from the triangular rail.  
         [0009]     In another aspect, a rail system for transporting dual use vehicles is described. The rail system includes a network of multiple non-interconnected rails where each rail comprises an extruded triangular shell pumped with concrete. The rails are supported by a system of support structures where each support structure includes a base and a rail adjustment actuator for selectively adjusting the position of the supported rail. Also, each rail is sized to support a standardized dual use passenger vehicle adapted for roadway and rail travel.  
         [0010]     In yet another aspect, a transportation system is described that includes a system of linear rails able to support dual use vehicles where each rail includes an entrance point and an exit point. Each vehicle includes a linear electric motor and a metal wheel assembly for travel along the rails. The system also includes providing a power module station associated with each rail entrance point and exit point, the entrance point power module station able to receive modular power modules removed from vehicles prior to entrance onto the rail and the exit point power module station able to provide a modular power module to vehicles exiting the rail.  
     
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0011]     A more complete understanding of the present embodiments and advantages thereof may be acquired by referring to the following description taken in conjunction with the accompanying drawings, in which like reference numbers indicate like features, and wherein:  
         [0012]      FIG. 1  is front view of a vehicle according to the teachings of the present disclosure;  
         [0013]      FIG. 2  is a perspective view of a vehicle according to the teachings of the present disclosure;  
         [0014]      FIG. 3  is a depiction of a section of a triangular monorail track according to teachings of the present disclosure;  
         [0015]      FIG. 4  is a depiction of a vehicle traveling along a track according to teachings of the present disclosure;  
         [0016]      FIG. 5  is a depiction of a removable power module;  
         [0017]      FIG. 6  is a depiction of a removable power module including a battery park;  
         [0018]      FIG. 7  is a depiction of a removable power module being re-charged;  
         [0019]      FIG. 8  is a conceptual depiction of a mobile track manufacturing vehicle;  
         [0020]      FIG. 9  is a depiction of a rail and support according to teachings of the present invention;  
         [0021]      FIG. 10  is a depiction of a vehicle transferring from rail travel to road travel;  
         [0022]      FIG. 11  is a conceptual transportation grid.  
     
    
     DETAILED DESCRIPTION OF THE INVENTION  
       [0023]     Preferred embodiments and their advantages are best understood by reference to  FIGS. 1 through 13 , wherein like numbers are used to indicate like and corresponding parts.  
         [0024]     The present disclosure describes a mass transit system preferably applicable to current mid-continent American cities with a minimum impact on the social aspect of travel. More specifically, the transportation system is a modal monorail system also referred to as a “TriTrack” preferably designed to produce point-to-point travel at very high speed and low cost while preserving the private nature of the travel experience.  
         [0025]     Now referring to  FIG. 1 , a vehicle depicted generally at  10  is aerodynamically optimized and is able to travel both on a monorail track (as described in  FIG. 3 ) and on existing roadways. Vehicle  10  (which may also be referred to a carriage) includes outer carriage body  12  that has a generally circular cross section and generally corresponds to the shape of a C-class type airship hull to maximize aerodynamic efficiency. Carriage body  12  includes a track engagement slot  14  formed to engage and allow transport along a triangular rail. For roadway travel, vehicle  10  includes front axle  16  with front wheels  18  and brake assemblies  20  incorporated therewith. Vehicle  10  preferably incorporates conventional control components to operate the vehicle for roadway travel. Additionally, during roadway travel, vehicle  10  incorporates a modular power module as described in  FIG. 5 , below that may also be generally referred to herein as a “mule” or a power module.  
         [0026]     During rail travel, vehicle  10  engages a triangular track  100  (as described in  FIG. 3 ), along track receiving slot  14 . Vehicle preferably incorporates a power source (such as a battery) to power a, such as a linear motor, within vehicle  10  (not expressly shown). Such a motor preferably utilizes an assembly including metal rollers and high speed bearings to allow for low friction travel along the triangular track  100  and also includes a braking assembly able to selectively provide braking force directly to three sides of the triangular track  100 .  
         [0027]     As contemplated herein, the “linear motor” above and discussed herein is directed at a linear motor component (either a strator or an armature) able to cooperate with a linear motor component incorporated into the entrances of track  100 . The cooperation of the linear motor component of vehicle  10  and track  100  selectively accelerates vehicle  10  for travel along track  100 . The rail-roller assembly of vehicle  10  preferably includes two steel wheels disposed generally in the front of vehicle and two steel wheels disposed in the back of vehicle to contact the top sides of track  100 . The rail roller assembly also preferably includes a rubber traction wheel disposed to contact the bottom surface of track and operable to provide traction along thereon.  
         [0028]     Now referring to  FIG. 2 , a perspective view of vehicle  10  is shown including interior compartment  30  suitable for passengers. As shown, vehicle  10  is preferably provided with a modular power module including rear wheel  40  and is preferably available for roadway transport.  
         [0029]     In a preferred embodiment, the modular power module  100  and its traction motor and rear wheel assembly are preferably owned and replenished by the public sector (or utility provider) while vehicles  10  may be owned by individuals.  
         [0030]     Vehicle  10  is aerodynamically optimized and may preferably be classified as a motorcycle, thereby simplifying the manufacturing process and eliminating many of the regulations imposed on the manufacture of automobiles. Carriage body  12  is preferably manufactured utilizing a molding process providing a monocoque form. Additional structural features may also be molded into the body.  
         [0031]     Now referring to  FIG. 3 , a portion of a triangular track, depicted generally at  100 , is shown which may also be generally referred to here in as a rail. Track  100  preferably includes extruded triangular shell  110  preferably extruded from a track production vehicle, (as shown in  FIG. 8 ). Extruded hollow aluminum shell  110  is preferably aligned along a desired trajectory which may be held by temporary supports during initial construction. Exterior triangular shell  110  preferably includes interior cavity  114  and conduit  112 . Conduit may be formed during the extrusion of shell  110  or may be insert independently; accordingly, conduit  112  may be constructed of any suitable material. Further, exterior shell  110  preferably has a wall thickness and overall strength suitable to support regular operation by vehicle  10  thereon. After initial manufacture of shell  110 , cavity  114  is preferably pumped with a matrix support material such as reinforced concrete. After initial extrusion, track  100  is supported temporary supports. The temporary are later replaced with permanent support structures including foundation footings, which are used to support rail  100 .  
         [0032]     Conduit  114  may not be included in some embodiments, but preferably provides sufficient space to deliver power, communication, water or other utilities.  
         [0033]     Extruded shell  110  of track  100  does not allow for water seepage into the concrete matrix (thereby reducing the potential for freeze damage to the rail). There is preferably limited or no traction degradation in snow or rain because track  100  is gripped by vehicle  10  (via slot  14 ) from all three sides. It should be noted that the vehicles  10  can not come off the track except at the mode switching locations. The energy and power requirements are greatly reduced while vehicle  10  is on track  100  because the weight of the modular power module  200  stays behind at the start of track  100 . While the modular power module  200  is abandoned at the start of the track power module  200  is charged and shifted to the next exiting track, preferably in a magazine style mechanical buffer mechanism. These queues of charging power modules  200  (which may also be referred to as power module stations or power module queues) are preferably sized for an area&#39;s traffic flow. Additionally, the present invention contemplates a separate mechanism or circuit to facilitate the movement of power modules  200  deposited at a track entrance to a nearby track exit to be re-engaged with exiting vehicles  10 .  
         [0034]     Now referring to  FIG. 4 , vehicle  10  preferably engages rail  100  along track receiving slot  14  for travel along rail  100 . In the present transit system also referred herein as a “Tri-track” system, drivers preferably make short trips in a personal vehicle (such as vehicle  10 ) to access a public high-speed grid  600  (as shown in  FIG. 11 ). The TriTrack system preferably combines high speed rail travel and existing road systems. The rail component of the TriTrack system preferably provides for a significant improvement in the speed of railway construction. Before vehicle  10  enters track  100 , vehicle  10  is weighed. If vehicle  10  is over a selected operating weight, vehicle  10  is not allowed to enter track  100 .  
         [0035]     Extended TriTrack systems may reduce long distance travel time by utilizing high speed rail travel. TriTrack systems preferably provide simplified and reduced cost construction of composite vehicle and long span bridges.  
         [0036]     Vehicle  10  is preferably constructed to maximize aerodynamic efficiency, thereby providing energy savings. Vehicle  10  preferably utilizes an electric power source (such as modular power module  200  shown in  FIG. 5 ) thereby reducing air pollution emitting directly from vehicle  10 .  
         [0037]     Now referring to  FIG. 5 , a modular power module  200  is shown. Modular power module  200  preferably includes an exterior housing sized to engage track receiving slot  14 . Power module  200  also preferably includes rear wheel assembly operable to provide power for roadway travel. One important advantage of the system is the preferable shift of the drive train component, namely, modular power module  200 , to public owner (including, for instance ownership by a utility provider) rather than personal ownership. To enable the TriTrack system to work most efficiently, the control of the speed and trajectory of vehicles  10  traveling on track  100  are monitored and controlled. The distribution of energy to vehicles  10  may be more efficient if provided from a centralized source. Also, the synchronization of traffic patterns and flow may be better managed under a central control system while vehicles  10  are traveling on the network of high speed tracks  600 . The maintenance and production of power module  200  would preferably take advantage of economies of scale for the large scale use of this utilitarian device. The utilization of these mules  200  is preferably maintained area wide and public ownership preferably allows for these mules to charge in a queue as the mule  200  waits for the next trip. In some embodiments, the power unit (battery pack) of the mule does not have to stay with the containerized exterior of the mule  200  while the charging is accomplished.  
         [0038]     In one preferred embodiment mule drive-train subsystem  200  is preferably formed from a section of extruded track rail  100  cut to the length of vehicle  10 . This lowers the cost to manufacture these subsystems. The maintenance of the drive-train module  100  may preferably be performed at a public facility while the maintenance of the vehicle carriage  12  will be the responsibility of the private owner.  
         [0039]     Now referring to  FIG. 6 , a modular power module  200 , with portions cut away, is shown. Power module  200  includes battery pack  210  including multiple power units  212 . In the present embodiment, energy storage units  212  are preferably conventional batteries that may be selectively recharged by conventional means but may also include alternate energy storage means such as a flywheel, super capacitor, fuel cell, or other suitable means.  
         [0040]     Battery pack  210  is preferably in operable communication with control unit  214 . Control unit  214  is further in communication with drive motor  216 . Control unit  214  is also preferably in communication with the control system associated with vehicle  10 . Control unit  214  preferably and selectively manages the delivery of power from battery pack  210  to drive motor  216 . Drive motor  216  then delivers power to rear wheel assembly sufficient to power vehicle  10  for roadway travel.  
         [0041]     In one preferred embodiment, each vehicle may include a processor in communication with a wireless, redundant LAN. The wireless LAN preferably enables monitoring and management of vehicles operating in the transportation system.  
         [0042]     The present invention contemplates a minimal introduction of buildings associated with the system. Accordingly, the system does not significantly contribute new public buildings to maintain or police. The queue of mules  200  may include a public facility to maintain, however such space is preferably designed to limit access by the general public. Vehicle  10  is preferably housed at each user&#39;s garage or driveway.  
         [0043]     In operation, mule  200  associated with a particular vehicle  10  may be charged via the home power grid (as at a charging station  250  at a residence  300  as shown in  FIG. 7 ) or may be returned “empty” to the charging queue or modular power module station and the necessary monetary transactions for charging mule  200  may be conducted via modern electronic means. This preferably allows a user to have a choice as to whether to use the public energy source (at a charging station) or home energy source  250 , adding a beneficial element of competition to the energy delivery system for recharging modular power module  200 .  
         [0044]     When vehicles  10  are parked during daytime hours,  200  mule will preferably not be a part of the parked vehicle  10 . Preferably, only the passenger compartment and the rail drive motor are parked. Because they may operate on a track, the parking of vehicles  10  may be automated and can be packed into a small space, such as, on the tail end of the vehicle. Because there is no need to exit swinging doors (as such parking would be automated) the space between parked cars may be significantly reduced to, for example, four to six inches rather than several feet. Such an improved parking scheme could preferably require significantly less space (and may even be incorporated onto a building&#39;s roof, and allow real estate currently used for traditional parking to be utilized for more productive and profitable purposes.  
         [0045]      FIG. 8  shows a conceptual depiction of an all terrain track production vehicle, generally depicted at  400 , for manufacturing track  100 . Track production vehicle  400  (also referred to as a “TriTracker”) is preferably operable to extrude exterior triangular shell  110  of track  100  while in motion. Alternately, exterior triangular shell  110  may be manufactured in sections and assembled at the track site.  
         [0046]     Extruding machine  400  will preferably manufacture track in real-time and in place and utilize subsequent rollers to shape the TriTrack according to a prescribed design layout. Once shell  110  is extruded and shaped, temporary supports may be placed at each location near where a permanent support pier will be poured. Crews will come in behind track laying machine  400  and drill the foundation holes and pour the concrete support structures. These one to four legged support points will each have the motorized adjustment module (not expressly shown) between the support point and the TriTrack. This will allow the roadway to maintain its exact path adjusting for thermal expansion, geological movements, soil moisture content, etc.  
         [0047]     In a preferred embodiment, rail manufacturing apparatus  400  is a vehicle in which metal (such as aluminum, steel, an alloy, or engineered plastic (such as a composite material)) is extruded from a large machine that traverses the path of the TriTrack. In this preferred embodiment, extrusion machine  400  provides track at a rate between 1 and 5 miles per hour and at approximately 3 miles per hour.  
         [0048]      FIG. 9  shows a section of triangular track  100  supported by intermediate supports  520  connected to triangular base  500 . Triangular base  500  comprise a metal exterior shell with a cavity  512  formed therein and filled with a support material such as concrete. Triangular base  500  further includes utility conduit  514  formed therein and sized for supporting telecommunication, power, or other utilities.  
         [0049]     Now referring to  FIG. 10 , a vehicle  10  is shown exiting a rail  100  onto a roadway  550  according to the present invention. In the present embodiment, vehicle  10  preferably exits rail  100  onto roadway  550 . The exit portion of rail  100  preferably includes a staging area for modular power modules  200  that have preferably been fully charged during the period in which they have not been installed within a vehicle  10 . In the present embodiment, modular power module  200 B is staged to be engaged with vehicle  10  to provide power for the roadway travel of vehicle  10 .  
         [0050]     Now referring to  FIG. 11 , a network of rails  100  may preferably be established over an existing roadway system  610  in a metropolitan area. In the present embodiment, a grid of perpendicular rails  614  and  616 , running North-South and East-West, respectively, is shown. Each rail  614  and  616  may preferably include a series of rails (such as six rails) of different lengths, as described below.  
         [0051]     Another aspect of the present invention is the weight control of vehicle  10  and the roadway and rail design specifications. This preferably allows for rails  100  and roadways to be designed to task rather than the current design which requires a significant safety factor in addition to overload conditions (such as overloaded vehicles).  
         [0052]     Vehicle  10  may preferably operate as a traditional land vehicle. Because the high-speed grid  600  preferably incorporates facilities to recharge the existing modular power module  200 , the viability of an electric car is enhanced. The TriTrack allows for short-range trips to flow together to make a complete trip. As described above, multiple modular power modules  200  rotate through a public recharging system to allow for limited or significantly reduced vehicle recharge such that replenishing the vehicle&#39;s power source will not significantly impact travel time (as battery insertion is preferably performed as vehicle  10  continues to roll). The contemplated battery charge network is analogous to the gas station network of today.  
         [0053]     The TriTrack vehicle  10  preferably utilizes the substantially lowest aerodynamic drag coefficient of any shape of this vehicle minus the aerodynamic effect of wheels  18  and  16 . In an attempt to maximize volume of vehicle  10  (specifically, body shell  12 ) for minimum frontal area (and therefor minimal drag) the frontal shape of a vehicle has a generally circular cross section. The invention contemplates alterations to this shape, however, significant deviation will not yield a vehicle that is maximized for efficiency. In the present embodiment, the TriTrack vehicle  10  has a generally circular cross section and preferably has a drag coefficient of 0.09.  
         [0054]     The present invention preferably encourages a compounding of energy efficiency as each part of the transit system is designed for efficiency. This is in marked contrast to the compounding effect of many current transportation systems. The term compounding, in this instance, refers to common design of current transportation systems wherein the provision of an unnecessarily heavy or strong component, such as a suspension, in turn, requires a unnecessarily heavy engine, etc. By restricting each part of the present system to a carefully limited specification, such compounding does not significantly impair the efficiency of the entire system. In particular, the beneficial compounding of the present system carries forward to the size and cost of track  100  and grid  600 . By restricting the design weight of vehicle  10  to, for example, four 95 th  percentile persons (based on weight), the weight of a reduced short distance battery and drive motor are sized for metal on metal rolling and the size and the resulting strength requirements for rail  100  are reduced compared to modern roadways and rails.  
         [0055]     On the high-speed track  100  the trajectory of vehicle  10  may preferably be adjusted in real time. Each support point of rail  100  will preferably have a centrally or networked controlled adjustment for X, Y and Z to maintain an exact trajectory of rail  100  given the small movements in the geologic features of the earth and other track movement. In a preferred embodiment, the heart-line of a passenger will be the control point for maintaining constant or slowly changing accelerations in pitch, yaw, and roll. Tilt of vehicle  10  is a function of the three dimensional shape of track  100  and is preferably defined to minimize the discomfort of the rider. The system preferably actively assists roll, tilt, and yaw to simulate the ride of a much slower vehicle using known techniques such as those employed in flight simulation systems. By using flight simulation-type techniques in reverse, the TriTrack can make the high-speed trip “less exciting” and thus more tolerable to riders. This can be accomplished because track  100  preferably has and maintains a known trajectory before vehicle  10  enters grid  600  and the active suspension may manipulate the vehicle lessen the effects from track imperfections and from know human effects (such as nausea). Vehicle  10  is supported on a set of rollers inside body  12 . The tilt of the car may preferably be manipulated with servos (such as low-powered servos) to tilt the vehicle forward, backward and sideways to create a simple motion or flight simulator-type effect. By feeding this motion simulator the reverse accelerations of the known track accelerations, vehicle  10  may make the ride less noticeable to the inner ear of the rider by keeping the acceleration forces pointed down in relation to the ear. The car preferably tilts forward under power to offset the takeoff from the start of the track and it tilts back as the car decelerates at the end of the track (and in preferred embodiment utilizes such deceleration to generate electricity). The same compensation would be applied for entering and exiting curves but along a different axis.  
         [0056]     The present system takes advantage of the reduced rolling friction metal wheels of a steel track versus that of rubber on pavement. Additionally because a small gap is maintained between track  100  and vehicle  10  (and in particular, engagement slot  14 ) at high speed, vehicle  10  preferably benefits from a partial air cushion between vehicle  10  and rail  100  that reduces the rolling friction of the system. Such air cushion may preferably be actively controlled.  
         [0057]     The shaping of extended triangular shell  110  is preferably formed such that the shrinkage may be accommodated by the bulge or reverse bulge in the rolled metal. Utilities may be run down the middle of the extruded shell  110  (within a conduit  112 ) as a by-product of the construction process. Fiber bundles can co-exist with electric utilities down the center of the tracks  100  hiding the wires on present telephone poles.  
         [0058]     The range of mule  200  is sufficient for most commutes and until the complete system is implemented, vehicle  10  may be driven on existing roadways like any other car. Once TriTrack grid  600  is in place, the capacity of power module  200  may be reduced because of the foreseeable reduction in required driving range.  
         [0059]     Grid  600  preferably incorporates a number of elements that contribute to the overall safety of the system. There are no intersections of rails  100  in grid  600  and all tracks operate only in one direction. Also, there are no stoplights or stop signs. Personal safety of passengers is enhanced with private passenger compartments  30  of vehicle  10 . Emergency vehicles will be able to take immediate priority because of a unified control. Trucks and heavy vehicles are not allowed on track  100  (dynamic monitoring of vehicle weight). Triangular track shape resists holding debris that might interfere with operation of vehicle  10 . Each vehicle  10  also preferably incorporates a debris detection system to avoid/eject foreign objects from track  100 . Because the brakes of vehicle  10  grip track  100 , they can stop under extremely uniform control. Public owned drive-train mule  200  will provide a limited, preferably non-lethal, maximum top speed on surface streets.  
         [0060]     This transit system also preferably provides enhanced greater access to all individuals, including those with handicaps. Because vehicle  10  is individually owned, the vehicle may be modified for each individual and accommodate whatever medical equipment, special chairs, breathing, or feeding support devices that may be required to accommodate a user&#39;s disability.  
         [0061]     In a particular embodiment, the beginning track  100  may include a linear motor to assist in the acceleration of vehicle  10  to high speed (up to approximately 180 mph). This boost, via linear motor or conventional traction wheel/stationary motor will reduce the total energy production capacity required to be carried on board the rail-only vehicle  10  and the energy can be reclaimed at the exiting end of the track via a linear generator when the vehicle is slowed back down to surface street speed from the high speed rail speed.  
         [0062]     The energy recovery from the linear motors may be utilized by the electric power provider to offset the electric load of the up ramps of the system on the power grid. The electric power provider may further utilize power modules  200  to level the load on the power grid for the day or longer time period depending on the type of energy source used. By shifting the battery storage capacity to the public sector and placing control over a city or area-wide utilization of electric power, the load on power plants may be leveled to increase the overall utilization of power generating facilities providing a public sector service for charging the vehicle power sources, may result in peak demand leveling and cost efficiency.  
         [0063]     In another preferred embodiment, the front shape of the vehicle  10  preferably forms a scoop for directing air to the area between track  100  and the car  10 . This scoop is preferably an active scoop operable to create a cushion of air that preferably provides lift by introducing higher pressure air between the vehicle  10  belly and rails  100  thereby reducing the rolling friction between rail wheels incorporated in vehicle  10  and rail  100 . The key feature of the TriTrack in this regard is that the ground shape is controlled within a few thousands of an inch. Previous systems attempting to utilize such “ground effects” have had a much rougher terrain to design for—thereby reducing the gains that present ground effects can give.  
         [0064]     The present invention contemplates several alternate forms of grid  600 . In addition to the rectilinear grid  600  of  FIG. 11 , a curved grid may also be utilized. A circular grid may be built that would allow for a planned community. Each circle in such a circular grid may have a zoning function where industrial complexes would be contained within a circular TriTrack and an adjacent TriTrack circle may contain light industrial businesses so as to create separation between industrial and residential areas. For high speed travel, the diameter of each circle would need to be sufficiently large. The diameter of a circle could be decreased for lower speed rail areas such as through scenic areas.  
         [0065]     Each support for track  100  may include a platform supported by one to four legs. The four-legged support preferably allows for one of the four legs of the supports to be catastrophically removed and continue to provide support for the track above. The three legged support preferably allows for at least partial failure of support proved by the track itself in conjunction with the support platforms located before and after the damaged support to support the track but not necessarily hold the trajectory of the track flat. If three legged support platforms are used a drilling machine of common design may be used to drill to find a suitably firm footing for the platform. Temporary tubes of cardboard or reusable metal forms can be used to form a mold for concrete materials to be poured into the drilled holes and provide support for the platform and XYZ position actuators at each support location on the TriTrack. The platform construction process should attempt to be as fast as the extrusion process such that the equipment moves through an area as a set.  
         [0066]     In a preferred embodiment tracks  100  may be laid out such that an entrance is a maximum of 1887 feet (¼ mile) from any point within the covered area. Given a half mile track grid the distance from any to an entry point is one quarter mile. If each track corridor has, as an example, six tracks going East/West and six tracks going North/South running the width of a car plus a uniform clearance of about 10 inches that makes the width of the track corridor 600 inches or 50 feet wide and each adjacent track is twice as long as the previous then the six side by side tracks are:  
         [0067]     Track 1=½ mile long  
         [0068]     Track 2=1 mile long  
         [0069]     Track 3=2 miles long  
         [0070]     Track 4=4 miles long  
         [0071]     Tack 5=8 miles long  
         [0072]     Track 6=16 miles long.  
         [0000]     To facilitate travel to neighboring cities lengthier tracks may be placed in other areas.  
         [0073]     The routing of traffic on grid  600  may preferably be managed by a central control computer to limit congestion and encourage uniform area-wide track utilization. In one embodiment, each rail section preferably has the capacity of a four lane highway and each bundle of roadways being 6 adjacent tracks wide would have the equivalent peak capacity of 6, 4 lane highways. Since the entire area would have these bundles of adjacent tracks every ½ mile the total capacity to move people would be significantly increased.  
         [0074]     The terrain following elevation contour would be a compromise between rough ride at 180 MPH and the difficulty of building track suspended high above the ground. On flat ground the North/South TriTracks may be, for example, at 17 feet above the surface streets and the East/West TriTracks could be at 22 feet. This allows for no intersections between vehicles traveling at high speed to occur on different planes. There are no stop signs or reasons to stop other than emergency situations and in those situations having a central or networked traffic control system including redundant systems.  
         [0075]     In another embodiment, the TriTrack grid may be circular in layout and the TriTrack would be shaped by the TriTracker to provide the least jostling of the riders. Because the track is shaped by the TriTracker&#39;s pulling rollers the exact trajectory of the vehicle can be formed into the track allowing for minimal suspension components in the track only vehicle and minimum motion detected by the inner ear in yaw pitch and roll. By banking the trajectory into the curves the simulated effect is to seem to be heavier than you are. By keeping the circular radius equal throughout the circular grid the sensation of motion may preferably be reduced. When the rider goes from one circle to another circle there will be a banking swap over and the TriTrack will be able to make the transition with minimum impact on the inner ear. This layout would allow for large circular areas to be serviced by one circular track easement allowing for minimum intrusion on the landscape by vehicular travel. Each circle could be planned to fit a particular use such as housing or industrial or combinations that make sense with light industrial and shopping being together or residential and convenience stores in a circle.  
         [0076]     The circles would be larger in diameter to keep from causing motion sickness and the center track-free area could encompass many acres. The travel into the circle would be via the minimally polluting electric or alternate energy conversion car. The transition from circle to circle could be a series of merges orchestrated by the central control computer. The track would have a local feature that would allow the car to come off the track at speed by keeping the basic shape of the TriTrack but in merge zones reducing the width of the track to, for example, 60% of its width allowing the car body to clear the track in the merge zone. This reduced track width section would be the intersection of the equilateral triangle shape with a rectangle. Where the sides of the lower part of the track are missing from a usual TriTrack. This would allow the drive wheels on the under side of track  100  to come off the track by taking the vehicle  10  up.  
         [0077]     The present invention further contemplates additional mechanisms on vehicle  10  for automatic transfers from track to track for unmanned transport such as, for example, freight. The third track system would be defined as an open architecture feature. At track ends or at merge points on a circular track this third mode of vehicle movement would allow for the vehicles to be transferred, moved from track to track via a third independent local railway. This third rail system or grab point would take advantage of a common feature of all the cars allowed on the track that would enable a switching station to drive the vehicle to another track under automatic control. This preferably allows for movement of a vehicle without the contents of the vehicle being involved. Mail and light freight could be accomplished in this manor. Given sufficient safety track record, this could allow for driverless movement of passengers.  
         [0078]     Although the described embodiments have been described in detail, it should be understood that various changes, substitutions and alterations may be made to the embodiments without departing from their spirit or scope.