Abstract:
One of the biggest problems of efficiency in trains is the time wasted for boarding and letting off passengers at the stations. Since trains carry a very heavy mass, typically it can take a few minutes for the train to decelerate and come to a full stop and a few minutes to wait till all the passengers who want to get off or board the train finish boarding or exiting, and then again a few minutes to finish accelerating, and thus each stop at a station can typically slow down a train by 5-15 minutes. This is especially noticeable in fast trains, such as for example trains that go at 150 Mph or more, so that the same trip with the same type of train can take for example 3.5 hours when no or almost no stops are made on the way and 7.5 hours if the train stops at every station. The present invention solves the above problem by enabling passengers to board the train or to get off at each desired station without needing the train to stop or even slow down, based on using an intermediary device of one or more coaches that are used for getting on or off the train while the train is traveling preferably at full speed. The invention solves various problems involved in implementing such a solution.

Description:
[0001]     This patent application claims priority from Canadian application 2,431,636 of Jun. 20, 2003, hereby incorporated by reference in its entirety.  
       BACKGROUND OF THE INVENTION  
       [0002]     1. Field of the Invention  
         [0003]     The present invention relates to trains, and more specifically to a System and method for boarding and letting off passengers in trains efficiently so that the train does not have to stop at the stations, preferably by using an intermediary device of one or more coaches that are used for getting on or off the train while the train is traveling preferably at full speed.  
         [0004]     2. Background  
         [0005]     One of the biggest problems of efficiency in trains is the time wasted for boarding and letting off passengers at the stations. Since trains carry a very heavy mass, typically it can take a few minutes for the train to decelerate and come to a full stop and a few minutes to wait till all the passengers who want to get off or board the train finish boarding or exiting, and then again a few minutes to finish accelerating, and thus each stop at a station can typically slow down a train by 5-15 minutes. This is especially noticeable in fast trains, such as for example trains that go at 150 Mph (Miles per Hour) or more, since the faster the train goes, the bigger the time for decelerating and accelerating. So in Spain for example the express train that goes from Barcelona to Valencia (a distance of about 500 km) and stops only at about 4 or 5 stations does the trip in about 3.5 hours, and the same train exactly that stops in all the stations does the trip in about 7.5 hours.  
       SUMMARY OF THE INVENTION  
       [0006]     The present invention solves the above problem by enabling passengers to board the train or to leave it at desired stations without needing the train to stop or even slow down, based on using an intermediary device of one or more coaches that are used for getting on or off the train while the train is traveling preferably at full speed. Preferably the passengers that want to get off at the station have to go to the last coach (or coaches, if one is not enough) before reaching the station, and preferably a little before reaching the station the coach is disconnected and slows down and comes to a stop at the station. Similarly passengers that want to board the train at the station preferably board in advance a similar coach (or coaches, if one is not enough) that, after the train passes the station, caches up with the train, preferably at full speed, and connects preferably to the back of the train, and preferably continues with it till the next station, thus becoming the getting-off coach for the next station that uses this method. This has also the advantage of saving a lot of energy, since keeping the train running at full speed (especially if most of the way is more or less through a plane) is much easier than the energy needed for stopping and for accelerating again. Another possible advantage is that the tickets can be for example already examined at the boarding coach (for example while waiting at the station or before the passengers are allowed to pass over to the train itself), thus saving in manpower and in time, since that is easier than going all over the train checking if everyone has a ticket.  
         [0007]     Although there is an Internet site at http://www.labistrains.com/pr01.htm which describes a similar solution for a high speed train which travels over elevated tracks on pillars (“Passengers will board and debark the LABIS Train from a shuttle vehicle which transports them from a boarding area to the moving train. The shuttle will move thru a given city picking up passengers at several conveniently located points then wait on a side-track until the train passes. Then the shuttle will switch onto the mainline behind it, overtake the train and dock with it. Boarding passengers and their luggage will then transfer from the shuttle to the train and debarking passengers will transfer from the train to the shuttle. Then the shuttle will uncouple and deliver the debarking passengers to their preferred stations in the next city”)—there are many problems that have to be solved in order to really enable such a solution, as shown below. In addition, this site does not explain for example how such a shuttle would be able to travel both in normal roads in order to pick up and distribute passengers from various points in the city, and also be able to travel on the tracks at a great speed. (In addition, there used to be a slip carriage that was used on some train lines between 1890-1960. However, to the best of our understanding, this device was very limited in nature, and was only used for letting passengers off, and the train still had to slow down to release it. Thus, if it could not be used also to board passengers at the same station, it was of course of very limited usefulness, since if there was even just one passenger that had to get on the train at the station, the train would still have to stop anyway, and, in addition, the train might have to carry in advance a sufficient number of slip carriages for each potential station. This probably explains why it was discontinued).  
         [0008]     In order to enable the above solution in typical express trains, preferably at least one sidetrack is used, which is connected to the normal track preferably in at least two places, so that the boarding coach (or coaches) waits on the side-track and preferably accelerates already before moving to the normal track, and preferably it moves to the normal track very soon after the fast train&#39;s last coach has passed, so that it can preferably catch up with the fast train very fast. Since the engine that carries the boarding coach typically has to carry just one coach, it can preferably accelerate much faster than the normal train can. Preferably the disembarking coach (or coaches), which has preferably already been disconnected from the train for example one minute or a few minutes before the fast train reaches the station), reaches the station after the boarding coach has already left, and preferably arrives at a speed already close to stopping, and so it can easily roll into the side track. In this configuration preferably two engine carts are used at each station, one for carrying or pushing the disembarking coach, and one for carrying or pushing the boarding coach. Another possible variation is using for example only one engine cart, which can be done for example by using preferably an additional sidetrack, so that after the engine cart stops the disembarking coach on one of the two side tracks it disengages from it, moves to the boarding coach, connects to it, and preferably immediately starts to accelerate to a high speed in order to catch the train. This solution is less expensive since it saves one of the engine carts, but it requires a 2 nd  side track and it causes more time to be lost before the boarding coach can start trying to catch up with the train, which means that the boarding coach might have to travel at a speed significantly higher than the speed of the train in order to catch up with it. Another problem, in both of these solutions, is that since this special coach (or coaches) preferably connects to the end of the train, if the engine cart is connected at the back of the coach (or coaches) so that it pushes it, the driver has a limited view of the tracks, and on the other hand if the engine cart is connected in front of the coach and pulls it then it means that any passengers that want to get from this coach to the train itself or vice versa have to pass through the engine cart. Therefore, preferably the engine cart is designed so that the driver booth is on the side and passengers can freely pass though the entrance in the middle. However, if for example only one coach was used for the boarding but at the next station too many people want to get off so more than one cart is needed, then the driver will again have only a limited view of the tracks since the engine cart will become in the middle between the 2 (or more) carts used for disembarking. One way to solve this is that for example each coach has at least one video camera in front of it that can transmit the view directly to the driver. Another possible variation is that preferably no special engine carts are used but at least the boarding and disembarking coaches and preferably also at least the last coaches of the train have also an engine and a driver seat and controls preferably at one of the sides in the front, so that the driver can simply move to the front of the coach that becomes the front coach of the part of the train that is used for disembarking at the next station. This can be easily implemented if the train runs on electricity and gets its power for example from power lines that are suspended above the tracks (which is the general trend today in new trains since it is more efficient in terms of energy), since in this case the engine and controls in each of these coaches can be relatively cheap. However, if for example too many people get off and more coaches were used so that the last coach before the disembarking coach does not have an engine, then preferably at the next station one or more additional boarding coaches are added even if there is no need for them for the boarding, so that when connecting to the train there will be again sufficient coaches with engines at the end of the train. Another possible variation is that all coaches have an engine which can be activated if needed and preferably for example a side booth for the driver if he wants to operate the engine on that coach. However, additional problems can also be involved in implementing such a scheme. Therefore, preferably at least one of the following features are also used: 
        1. Preferably the coordination between the boarding coach and the train is assisted by automatic sensing of the location and speed of the train and especially for example the position of the last coach and preferably also by computer control (As explained below, this can be done for example with sonar, laser, and/or automatic sensors at the tracks and/or for example reading an automatic signal transmitted for example by the last coach or coaches in the train and/or for example automatic computer controlled communication between the boarding coach and the train to coordinate speeds, etc.), since if the boarding coach returns from the side track to the main track before the train has finished passing (or for example if the train has to make a sudden emergency stop before the boarding coach has been able to connect to it) this can lead to dangerous accidents (however this is not more dangerous than the normal correlation required when two trains that travel in opposite directions have to go though the same place where one of them is in a side track, and in fact the situation of two trains moving in opposite directions can lead to much more deadly accidents if anything goes wrong with the coordination). In addition, the side track is preferably at least a few miles long and preferably has multiple crossing points with the main track, so that if there is some error that causes the boarding coach to reach the first crossing point before the train has finished passing, the side track has enough room to go on in the site track and can preferably simply slow down a little and cross over in the next crossing point. However, there is another problem—that normal crossing points are typically limited in the speed that can be used on them, for example only 100 Kph (Kilometers per Hour). So either the boarding coaches have to accelerate to a higher speed only after crossing over to the main track, or for example the crossing point is made with a less sharp angle and/or for example with additional stabilization so that higher speed can be used on it. Another possible variation is that the boarding coach starts accelerating only after the train has passed, which requires less coordination, but that is less desirable since it means that the boarding coach needs more time to catch the train and must accelerate to significantly higher speed than the train itself. On the other hand, letting the boarding coach start accelerating to high speed only after moving into the main track (with or without using two engine carts) has the advantage that the side track can be much shorter and the additional crossing points are not needed, which can thus save additional costs.     2. Preferably the boarding coaches have a flexible sleeve or other flexible and/or shock-absorbing elements at the front (and/or each coach has such flexible element or elements at its back end) so that it can absorb the impact of connecting to the train at a slightly higher speed than the train itself is going at. In addition, preferably the normal automatic connecting and disconnecting mechanism between coaches is adapted to work while the train is moving at high speeds.     3. Since near some stations that for example go though a main town the train might have to slow down at least a little anyway because various constraints require the track to have for example more curves, preferably in such places, when converting to the present system, the normal track at that section becomes the side track and a new section is added to the main track which makes it go more straightly, since there is no longer a requirement that the main track should go by very near to the station.     4. Preferably each coach that is used as a disembarking coach automatically changes its color in at least part of it and/or uses some other visual and/or voice indicator and/or carries preferably for example flashed messages for example on the back of every seat that at the near station this coach will be disconnected from the rest of the train and stop at the station, and stay there for example for about half hour (or whatever other time schedule is relevant) till the next train arrives.     5. Preferably if the number of people that have to board the train and/or the number of people that want to get off at a certain station is very large, the train can stop normally, and in that case the boarding coach that would have been used can be for example connected to it anyway while it is stopping. This can be decided for example dynamically on a need basis, or for example be defined in advance for a few large cities. This is similar to the normal tendency to allow the express train to stop in at least a few major cities, which has two advantages: a. People who travel to or from one of these major cities do not have to take the slow collector train that stops in much more stations. b. People who need to go to a small city that has only a slow collector train that stops there can take the fast train to reach the nearest major city and then transfer to the next slow train that goes by in order to reach the small city. However, in this prior art design the large cities that the fast train stops at are not necessarily evenly distributed along the way, so if for example there is a larger gap between two large cities, people who have to go to some place in the middle between them will have to take the slow train for a longer part of the way. (Alternatively, the express train can be made to stop in such cases also in at least one point in the middle between two such far large cities, so that the point is chosen by distance instead of by size of the nearest settlement, but that can slow down the express train even more). On the other hand, the present invention allows much more flexibility in deciding where the train has a normal stop, since the consideration of distances between the major cities is no longer important since people can get on or off at any station that has been modified to allow the invention to work. In addition, some express trains in Japan for example do not stop at all even in the major stations along the way, so with such trains the improvements offered by the present invention are even more important, since the passengers in those trains in Japan don&#39;t even have the option of getting off at the nearest major station and switching there to the slower train that stops in the smaller place that they need to reach.     6. On the other hand, since tourists or children for example might prefer to enjoy the view with a train that stops in more stations, preferably this invention does not replace the slow train that stops in every station or in almost every station but merely improves the efficiency of the express train so that people can get on and off in more places without slowing down the express train. In addition, preferably people can, preferably by adding a small amount, buy a pass that allows them to get back on the next express train (or for example any subsequent express train that goes by for example on the same day or within a certain time limit) after getting off in whatever stations they like, so that they can still enjoy the view or visit whatever places they like. In addition, if for example someone makes a mistake and is at the disembarking coach by mistake when it gets disconnected, he/she can preferably stay there till the coach connects with the next express train without having to pay anything additional. Or for example passengers have to pay extra only if they want to get off the disembarking coach and get back later, and no one has to pay extra if he wants to just stay in the coach, or for example this is an automatic service and no one has to pay extra if he gets off the coach and gets back before this same coach leaves for catching up with the next express train (so for example the passenger has to pay extra only if he goes off for more than the normal time, thus catching a later train that is not the normal subsequent express train). Another possible variation is to use the features of this invention also for the collector trains that stop at the small stations, for example by reducing to a third the number of stations that the train stops at, thus increasing the speed of these trains by a large factor, and so if the train now stops for example only every 3 rd  station, in the other two stations between them people get on and off through the boarding and disembarking coaches. Another possible variation even in places where these boarding and disembarking coaches are not employed is for example to plan, instead of normal collector trains, a special division so that for example intermittently half the collector trains stop at all the even stations and for example the next collector train stops at all the odd stations, thus reducing by half the delays caused by stopping (or make it for example a division by 3 or any other convenient number, etc.). This has a clear advantage if for example there is a collector train every half hour, since if the entire trip takes 3.5 hours instead of 5 because of this arrangement, then the saving is more than the loss caused by having to wait another half hour in some cases. Another possible variation is for example using one or more intermediate level trains that stop for example in all the big and medium level stations, instead of using just an express type and a collector type. Of course, various combinations of the above and other variations can also be used.     7. If a shuttle like the one suggested for the LABIS train is used then preferably it has a dual set of wheels so that for example when it is on the road it lowers normal rubber covered wheels and when it is on the track it preferably pulls up the normal wheels and/or pulls down metal wheels that fit the track. Another possible variation is that if one or more high friction stripes are used on the side track and/or on a section of the main track, as explained below in the reference to  FIGS. 1   a - c , then in this case the stripes can be for example at a position that fits the same normal rubber wheels so that for example both the metal wheels and the normal wheels can be lowered at the same time preferably during the acceleration. Of course it is also possible for example to collect the passengers on a shuttle with normal wheels and then transfer them to a boarding coach at the train station, but that could be very uncomfortable for example for passengers that are carrying luggage. Another possible variation is that, as it reaches the train station, the shuttle for example boards over a flat coach which has for example only a floor and preferably a tilted plane for example at the side or at the back for easy boarding, and then this coach (with or without a separate engine cart) accelerates and catches up with the train, and after it stops at the next station, the shuttle goes down from it and can again distribute passengers to various destinations. If more than one coach is used and/or for example more than one shuttle is used in each town, then the boarding coaches can be for example a combination of one or more flat coaches for being boarded by a shuttle together with one or more normal coaches that are boarded by passengers directly from the station.     8. Another possible variation is to use a similar configuration for moving cargo, which can be especially important for a cargo where timing is more crucial such as for example when shipping animals or plants. However, the problem with cargo is that, unlike human passengers, the cargo is much less mobile between coaches, so unless the cargo is moved between coaches, a lot of the advantages of the present invention can be lost. There are a number of possible solutions for this: 
            a. The cargo is in movable preferably small containers or packages which each have its destination marked in a way that can be read automatically, for example by broadcasting a certain signal (such as for example RFID) or for example by some bar code, and after the boarding/disembarking coach or coaches are connected to the train, various containers or packages are preferably automatically moved from and to the boarding/disembarking coaches for example on moving conveyor belts. For example there can be one or more conveyor belt (or for example a series of elongated rollers) that always moves in the direction to the front of the train and one or more conveyor belt (or for example a series of elongated rollers) that always moves in the other direction, and for example robotic arms move packages or containers to and from the conveyor belts or rollers. Preferably these conveyor belts reach very near to each other at the ends of each coach so that objects simply move over to the corresponding conveyor belt of the next coach.     b. Another possible variation is that each container is preferably just a little smaller than a full coach and containers can be moved between coaches for example by using hydraulic legs to push up one or more containers and using for example teeth and/or teethed wheels and/or other wheels and/or for example elongated rollers at the bottom and/or top of containers and/or on the floor of the coach, so when one or more containers are up, other containers can be moved between coaches and then the container that was pushed up can preferably be moved for example on the toothed wheels on top of other containers and then pushed down again to the new place. This is shown in more detail in  FIG. 4   a . However, if such an arrangement is used then the height of tunnels on the way must take into account the additional height of a raised container, and also if the train runs by getting power from elevated electrical lines then these electrical lines are preferably high enough to accommodate also for elevated containers or for example these electrical lines are sufficiently to the side of the tracks. Another possible variation is that each container is for example only half the width of a coach or less (and each container is for example more or less the full length of the coach or for example also half the length or less) and there are for example two or more sets of conveyor belts or for example toothed wheel channels or for example various rotating elongated cylinders or rollers on each coach that can transfer containers between coaches, and there is sufficient room for containers to be moved sideways between the two channels and thus the rearrangement of containers does not need to use the height dimension. This is very similar to the solution discussed in clause a above, except that the solution in clause a can be more flexible and deal for example also with packages of various sizes. Like in clause a, in all of these variations preferably the containers carry an identifier of the destination station, for example in barcode or RFID or other format that can be read automatically, so that preferably each coach can read automatically the destinations of the container or containers that are on it and report it for example to a main computer that is in charge of the movements of containers between coaches. If for example RFID or other kind of short range wireless identification is used, then preferably for example 2 or 3 or more sensors are used together for triangulation for each reader, since otherwise for example confusion might arise in determining which of a few nearby items transmitted the identification code. Like other features of this invention, this feature can be used also independently of any other features of this invention.     c. Another possible variation is that sections of the train can be rearranged, preferably near each station, while the train is traveling, so that for example as the train nears a station, the section or sections that have to get off at that station are disconnected from the train (even if they are in the middle between sections that need to continue), by moving them into one or more side tracks, and then the other sections reconnect. This is explained in more detail in the reference to  FIG. 4   b.       d. Another possible variation is that instead of using a multiple points to multiple points configuration, as with humans, the cargo version is limited to either one point to multi-points, or multi-points to one point. In the one point to multi-points configuration there can be for example one seaport which delivers cargo to multiple factories. In this case preferably the cargo is divided between coaches that are sorted in advance by destination, so that all the coaches that have to get off earlier are further back at the end of the train, etc., and for example each such group of coaches is headed by an engine cart which is passive during the trip and is activated a short time before its destination station, and then it disconnects from the part of the train that is in front of it and brings to a stop the coaches that are behind it. Another possible variation is that for example the disconnected group of coaches does not have an engine cart of its own but simply uses for example automatic brakes or remote controlled brakes to stop at the station. Another possible variation is that there is only one engine cart at the front of the train and one at the back, and before each station the disconnected group of coaches is pushed till stopping at the station by the back engine cart, and preferably at the same time another engine cart accelerates and connects to the end of what is left of the train, in order to lead the next disconnected part to the next station. In the multi-point to one point configuration, for example at each station multiple boarding-coaches are either pulled or pushed by an engine cart and accelerated and connected to the train after it passes at the station. If the coaches were pulled then the engine cart that pulled them preferably remains connected to the train but can be for example turned off so that it continues to travel passively, thus saving energy (however, most of the energy saving can be done by the configuration of moving as one train, since the air resistance is mainly on the first engine cart). If the coaches were pushed, then either the engine cart also remains connected in a passive mode, or it disconnects itself before the next station and preferably becomes the pushing cart for the boarding coaches in the next station.    
            All of the above solutions for cargo have the further advantage that arrival times can be known more exactly, unlike the prior art where cargo trains typically have to be taken apart at each station where cargo has to be added or removed from the train by removing or adding coaches and re-arranging the train while the train is stopping at the station, which can take a different time in each station depending on the things to be done.        
 
         [0022]     However, even after increasing this way the speed and efficiency of trains, there is still the problem that many people will not use the train simply because they need to use their car in the destination area. This can be solved in at least one of the following ways: 
        1. Adding as part of the service a discounted car rental service by the train company itself in at least some preferably major target areas (to the best of our knowledge such services exit only in some airports but not in train services). This service can be for example run by the train company itself or for example based on a deal between the train and some local car rental agencies. Preferably this rental can be based for example also on hours instead of a whole day, unlike normal car renting which is limited to a full day.     2. Using one or more shuttles also to go around in the target area, distributing passengers to various destinations and/or collecting passengers from there, as described above. Another possible variation is that if more than one couch is used for the shuttle, they can preferably split up at the station for example to go into more than one distribution route. Another possible variation is for example a special taxi service at reduced prices for train passengers.     3. Using one or more preferably low-bottom couches (for example with multiple openings at the side and/or no wall and/or no ceiling) that allow cars to board them or disembark, preferably with the aid of slopes at the side of the relevant couches and/or at the station. Preferably the cars are loaded on these coaches in a diagonal direction (for example in 1 or two columns), as shown for example in  FIGS. 5   a - b , or for example facing forwards, as shown in  FIG. 5   c . This can be used also of course in normal trains that do stop in stations on the way. In trains that use the above features that don&#39;t stop in stations along the way, one of the possible variations is to apply to cars for example the same or principles similar to the principles that are described above and below for handling cargo (and specially for example the variation that allows disconnecting coaches also in the middle of the train without stopping). Another possible variation is that there are for example special trains that are designed only for carrying passengers in cars, and in these trains for example each couch or set of couches is destined in advance to disconnect at a certain station, so that for example at least cars that board on the first station can embark in advance on the appropriate coaches.       
 
     
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0026]      FIGS. 1   a - c  are illustrations of a few possible configurations of the side tracks.  
         [0027]      FIG. 2  is a flow chart of a preferable order of events as the train reaches the station.  
         [0028]      FIG. 3  is an illustration of a preferable variation in which the coach itself contains also the engine, and the passengers can pass through the entrance in the middle.  
         [0029]      FIG. 4   a  is an illustration of a preferable variation in which containers can be moved up and/or forwards or backwards for re-arrangement between coaches in cargo trains while the train sis traveling.  
         [0030]      FIG. 4   b  is an illustration of a preferable variation in which coaches can be rearranged in cargo trains while the train is traveling.  
         [0031]      FIGS. 5   a - c  show a few examples of preferable variations of using one or more preferably low-bottom couches that allow cars to board them or disembark, preferably with the aid of slopes at the side of the relevant couches and/or at the station. 
     
    
     IMPORTANT CLARIFICATION AND GLOSSARY  
       [0032]     All the drawings are just or exemplary drawings. They should not be interpreted as literal positioning, shapes, angles, or sizes of the various elements. Throughout the patent whenever variations or various solutions are mentioned, it is also possible to use various combinations of these variations or of elements in them, and when combinations are used, it is also possible to use at least some elements in them separately or in other combinations. These variations are preferably in different embodiments. In other words: certain features of the invention, which are described in the context of separate embodiments, may also be provided in combination in a single embodiment. Conversely, various features of the invention, which are described in the context of a single embodiment, may also be provided separately or in any suitable sub-combination.  
       DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS  
       [0033]     All of descriptions in this and other sections are intended to be illustrative examples and not limiting.  
         [0034]     Referring to  FIGS. 1   a - c  we show illustrations of a few possible configurations of the side tracks. In  FIG. 1   a  there is a main track ( 11 ) and a side-track ( 12 ), preferably at least a few miles long, and there are preferably at least a few crossing points ( 13   a - 13   d ) between the side track and the main track, so that if for example the boarding coach reaches a crossing point and the express train has not yet finished passing by on the main track, the boarding coach can preferably slow down a little and catch up with the train after the next crossing point. This means that preferably the driver of the boarding coach can by remote control directly switch any of the crossing points into the desired state according to the need (instead of depending for example on a controller in the station) and/or preferably this is controlled also instead or in addition by computer automatically so that the crossing point can be switched to allow crossing to the main track only if the sensors indicate that the express train has finished passing that point. Another possible variation is to add, in addition or instead, for example a mechanical sensor and switch which allow the crossing point to be switched only after the train has passed, so that this works for example as a fail-safe mechanism even if the computer is down for some reason.  FIG. 1   b  shows a similar configuration, except that there is also an additional, preferably shorter, side track ( 14 ) that can enable using just one engine cart for both the disembarking coach and the boarding coach, so that for example the disembarking coach (or coaches) stops on the additional side track ( 14 ) while the boarding coach (or coaches) already waits with newly boarded passengers at the first side track ( 12 ), preferably at the end of the section between crossing points  13   a  and  13   b,  and then the engine cart disengages from the stopped coach at side track  14 , crosses over to side track  12  at crossing point  13   b,  and goes back a little in reverse to connect with the waiting boarding coach on track  12 , and then preferably immediately starts to accelerate in order to catch up with the express train, and crosses over to the main track ( 11 ) at the first opportunity and then preferably travels at a speed above the express train&#39;s speed until nearing it, and then preferably slows down to almost the same speed for connecting with it. Another possible variation is to add computer control also to this so that for example the final slowing down and matching of speed until the actual connection are controlled by computer for example with the aid of a sensor that senses for example at least one of the preferably exact distance from the train, the speed of the train, and the speed of the boarding coach (for example with sonar, laser, and/or reading an automatic signal transmitted for example by the last coach in the train, and/or for example automatic computer controlled communication between the boarding coach and the train to coordinate speeds etc.). As explained above in the patent summary, since the engine that carries or pushes the boarding coach has to typically carry just one coach (or sometimes for example 2 or 3 if there are too many passengers for using only one boarding coach), preferably it can accelerate much faster than the train itself can, and preferably it has also no problem to travel at a speed exceeding that of the express train.  FIG. 1   c  shows a configuration similar to  FIG. 1   a,  except that this is a station where the original track ( 12 ) was twisted due to various constraints for going near the desired town, so preferably the twisted part ( 12 ) is converted to the side track, and a new part ( 11 ) is added that keeps the main track as straight as possible. Another possible variation is that the side track and/or for example the near section of the main track at the area of the station (for example a few hundred meters or more or less or a few KM before and after the station) contains for example in the middle between the two normal metal stripes (or for example outside the stripes) also at least one higher friction stripe that can be used for example by one or more for example robber covered wheels that can go down from the engine cart of the boarding coach or from the boarding coach itself (for example if each coach has its own engine), so that it can accelerate faster and/or more efficiently. This can help considerably since one of the problems for fast acceleration in trains is the low friction between the metal wheels and the metal stripes. Of course such higher friction stripes (preferably together with special wheels that can be lowered in these areas for example between the tracks, for example from the engine cart and/or also from normal coaches, at least for stopping) can be used also for example to stop faster and then speed up again faster at the stations, for example in major stations where a large percent of the passengers change, or for example in normal trains independently of any other features of this invention. However, if this is used for example for slowing or accelerating an entire train, preferably the special wheels are toothed preferably metal wheels instead of rubber wheels and the high friction stripes preferably contain grooves in which the toothed wheels fit (and/or for example the normal metal stripes in that area contain such grooves for example in their sides and the special wheels fit on the sides), and preferably the brakes are cooled for example by water or oil, and/or for example additional magnetic force can be used for linear acceleration and/or deceleration together with appropriate elements upon which the force is applied (for example in a way similar to MagLev trains, except that it can be used also in normal trains that do not levitate). Preferably this is done together with an already existing suggestion of using DC and increasing the voltage on the line that runs along the tracks, for example to 25 KV (which is suggested for example in http://www.bueker.net/trainspotting/voltage_ns-plans.php). In addition, in this case preferably the engine is improved to include a changeable gear like in cars for better acceleration, since in train engines there is no such gear.  
         [0035]     Referring to  FIG. 2  we show a flow chart of a preferable order of events as the train reaches the station. As can be seen in this example, as the train is nearing a station ( 21 ), preferably the voice system announces repeatedly to the passengers that for example in 15 minutes the train will reach the next station and that everyone who wants to get off should move to the last coach, which is used as the disembarking coach. In addition, preferably there are explanations for example on the back and/or front of every seat that in order to get off at the next station you always have to move to the disembarking coach at the back of the train before the desired station. Preferably when the train is a few minutes or less away from the station ( 22 ), last calls are made to move to the disembarking coach (and preferably to people that do not wish to get off in the next station to leave the disembarking coach). Then the door between the disembarking coach and the train is locked, and the disembarking coach disconnects and starts to slow down while the train keeps running preferably at full speed. When the train is for example about 1 minute or less away from the station ( 23 ), the boarding coach, which has already all the new passengers boarded on it, preferably starts to accelerate on the side track. After the express train passes the station preferably at full speed ( 24 ), preferably for example about 20-30 seconds later the boarding coach crosses from the side track to the main track and continues to accelerate in order to catch up with the train. For example about 1 minute later ( 25 ) the disembarking coach reaches the station already at low speed, enters the side track, and stops. The passengers that are on it step off, and new passengers from the station can start boarding the coach, which is now functioning as a boarding coach, waiting for the next train, that is due for example in about 30 minutes. In the meantime the previous boarding coach, for example within a few minutes from starting its acceleration, catches up with the train ( 26 ) at approximately the same speed that the train is traveling and connects to it. The connecting door opens and the new passengers can move into the train itself. A short time later the passengers are reminded by the voice system that whoever wants to get off at the next station should move to the last coach, which is now acting as disembarking coach, and thus we go back to the same situation as in block  21 , and a cycle has been closed.  
         [0036]     Referring to  FIG. 3  we show an illustration (top view) of a preferable variation in which the coach itself contains also the engine, and the passengers can pass through the middle in the front entrance. As explained in the patent summary, this is especially useful if for example the engines run on electrical power lines that go along the tracks for example at a height a of a few meters above them, and thus each engine can be relatively cheap and does not have to carry the energy source with it, which is also more efficient energetically both because it does not have to carry its own energy source and because electrical power conversion is more efficient than burning fuel. As can be seen, the disembarking/boarding coach ( 30 ) preferably has a rear entrance and door ( 32   a ), a driver booth ( 31 ) at the side on the front, at least one side-entrance door ( 32   c ) for letting passengers on or off while the coach is on the side-track at the station, a front passage door ( 32   b ), and there is preferably additionally also a flexible and shock-absorbing connection sleeve on the front ( 33 ), which can connect to any other normal coach or for example to another disembarking/boarding coach. Since, as can be seen, the boarding/disembarking coach is not symmetrical, preferably it is rotated by a round side track at the last station to face the opposite way for traveling in the other direction, when needed. Another possible variation is to add a driver position also on the other end of the coach (preferably without an additional engine since the same engine can be used for both positions), but that is a more wasteful and less desirable solution.  
         [0037]     Referring to  FIG. 4   a,  we show an illustration (side view) of a preferable variation in which containers, which are for example more or less just a little smaller than the size of one coach, can be moved up and/or forwards or backwards for re-arrangement between coaches in cargo trains while the train is traveling. As can be seen, for example container  41   b  is elevated for example on 4 elevating legs ( 45 ), which are for example hydraulic legs, preferably for example two on each side of it, and then for example containers  41   c  and  41   d  are moved back one coach, preferably by rolling them on elongated rollers ( 42 ) that are on the floors of the coaches, so that for example container  41   c  is below container  41   b , and then container  41   b  is rolled on top of containers  41   c  and  41   d  (preferably for example by toothed wheels on its bottom that are moving on matching teeth and/or in tracks on the roof of containers  41   c  and  41   d,  and/or by rolling the frame that contains the elevating legs), and then container  41   b  is for example lowered onto the cart where originally cargo  4   d  was. Although the drawing shows only a small number of wheels or rollers ( 42 ), preferably there are more rollers, which are preferably more closely spaced near each other. Preferably each container is sufficiently thinner than the width of the coach, in order to leave free room for movement of the frame that contains the elevating legs. The elevating legs are preferably part of a moving frame which can roll from coach to coach for example by its own power or by rollers at the sides of the coaches, and preferably this frame is higher than twice the height of a container and attaches for example to protrusions at the sides of the container in order to pick it up. Another possible variation is that the frame has for example one or more hooks which can pick up the container from above like a crane. Preferably when the elevated container is traveling above other containers the legs of the frame also provide support so that it cannot fall sideways. In this configuration preferably the coaches don&#39;t have a roof, and preferably at least some walls at the sides of the coaches prevent the legs frame from falling to the side. Preferably the rearranging of the containers across coaches and preferably also the disconnecting of the disembarking coaches near each station are done automatically by computer control.  
         [0038]     Referring to  FIG. 4   b,  we show an illustration of a preferable variation in which coaches can be rearranged in cargo trains while the train is traveling, so that for example as the train nears a station, the section or sections that have to get off at that station are disconnected from the train (even if they are in the middle between sections that need to continue), by moving them into one or more side tracks, and the other sections reconnect. For example assuming that in the near station the coaches in sections b and d have to get off, then for example first the 4 coaches of section b disconnect from the rest of the trains on both ends and move to a side track, then for example the 2 coaches of section d disconnect from the rest of the train and move also to the same or another side track, and then the other parts of the train are re-connected. However, in order to accomplish this preferably each section is headed by a passive engine cart which is not active during the trip until then and becomes active when it is needed, and preferably there are multiple crossing points between the main tracks and the one or more side tracks. Although the disconnecting sections could be stopped also automatically without an engine cart, an engine cart is preferably used for reconnecting the continuing sections a and c to the first section e. Another possible variation, which is especially useful if the train runs on electric wires, is that, like in some of the above variations for passenger trains, each coach has its own engine and preferably its own driver seat and so the first coach of each section can for example activate its engine when needed.  
         [0039]     Referring to  FIGS. 5    a - c,  we show two examples (top view) of preferable variations of using one or more preferably low-bottom couches ( 50 ) (for example with multiple openings at the side and/or no wall and/or no ceiling) that allow cars ( 51   a - 51   h ) to board them or disembark, preferably with the aid of slopes at the side of the relevant couches and/or at the station. Preferably the cars are loaded on these coaches in a diagonal direction (for example in 1 or two columns), as shown for example in  FIGS. 5   a - b , or for example facing forward, as shown for example in  FIG. 5   c.  The diagonal orientation has the advantage of enabling each car to easily get on or off at the station without disturbing the other cars, and still allowing the passengers to have a convenient view during the drip (if for example the cars were facing sideways, the car passengers would have a much less pleasant experience on the way). In the variation shown for example if  FIG. 5   c,  preferably there are for example side rollers ( 61 ) which are preferably automatically controlled (for example with toothed wheels) to prevent cars from slipping on the way, and at the stations preferably these rollers move on the coach (preferably together with similar rollers at the station), in order to allow cars to quickly get on or off sideways without disturbing the other cars. (Of course the rollers can be for example divided into even smaller sections, to allow better flexibility). (Of course, if the distances between the cars are sufficient, then the drivers can for example simply get in and out like in normal parking, however that wastes more space on the couch and also increases the waiting time in each station—in variations where the train does stop in the station). This can be used also of course in normal trains that do stop in stations on the way. In trains that use the above features that don&#39;t stop in stations along the way the time to load cars on or off the coach is less important, and also all the cars get off or on the boarding/disembarking coach at the station at the same time, but the problem is that the cars, unlike passengers, can&#39;t easily switch coaches on the way. In this case, one of the possible variations is to apply to cars for example the same or similar methods as the methods that are described above and below for handling cargo (and/or for example the variation that allows disconnecting coaches also in the middle of the train without stopping).  
         [0040]     Another possible variation is that there are for example special trains that are designed only for carrying passengers in cars, and in these trains for example each couch or set of couches is destined in advance to disconnect at a certain station, so that for example at least cars that board on the first station can embark in advance on the appropriate coaches.  
         [0041]     While the invention has been described with respect to a limited number of embodiments, it will be appreciated that many variations, modifications, expansions and other applications of the invention may be made which are included within the scope of the present invention, as would be obvious to those skilled in the art.