Patent Publication Number: US-6336676-B2

Title: Passenger and freight carrying vehicle

Description:
RELATED APPLICATION 
     This application claims priority, to and is a continuation of Ser. No. 09/634,326 entitled “PASSENGER AND FREIGHT CARRYING VEHICLE,” filed on Aug. 7, 2000 and which claims the benefit under 35 U.S.C. § 119(e) of U.S. Provisional Application Ser. No. 60/154,889 filed on Sep. 20, 1999, entitled INTERMODAL COACH. 
    
    
     BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     The present invention relates generally to both the fields of ground transportation of passengers and ground transportation of freight. 
     2. Statement of the Problem 
     The adoption of uniform standards for containers in 1968 by the International Standards Organization (ISO) precipitated a rapid growth of the containerized freight industry. Shipping companies quickly recognized the advantages of intermodal containers as opposed to traditional break-bulk transportation of cargo. Traditionally, break-bulk transportation required the cargo to be packaged and repackaged in-route (e.g., from truck trailer to rail car to ship). Containerization on the other hand, permits cargo to move from a point of origin to a final destination in a single intermodal container, thus reducing costs, shipping time, and minimizing customs formalities. The same container can be carried successively by ship, by rail car, and by truck. In addition, break-bulk transportation continues to play a major role in the freight industry. 
     Although passenger coaches travel many of the same routes as trains and trucks, and indeed even service some routes not regularly serviced by trucks or trains, the currently structured coach industry does not significantly participate in the freight market. Although the currently structured coach industry can haul limited loads (e.g., small, lightweight packages on some routes) along with passengers, it is not currently equipped to significantly enter the freight market while still serving passengers. 
     In addition, some routes serviced by coaches become unprofitable as the cost of servicing the route exceeds passenger demand, thereby reducing the mobility of people living in these isolated or outlying areas that are unable to afford private transportation (e.g., some elderly, disabled, and economically disadvantaged residents). Likewise, congestion in many urban areas is also becoming an ever increasing problem and operating separate coaches and freight trucks in these areas increases the congestion and associated pollution. 
     Therefore, to serve the transportation needs of outlying communities and congested urban areas and participating in the freight market, the following needs exist in the coach industry: 
     1. to transport containerized freight while simultaneously transporting passengers; 
     2. to provide a chassis that supports both a passenger area and a freight area. 
     3. to provide a comfortable and quiet passenger area adjacent a freight area; 
     4. to arrange the wheels and axles of the vehicle to support various loading conditions, and to provide traction, maximize fuel efficiency, and minimize tire wear; 
     5. to provide a suspension system that supports freight while maintaining the comfort and quiet of the ride for passengers; 
     6. to interconnect the frame supporting the passenger area with the frame supporting the freight area in such a way that the stress and forces are transferred throughout the vehicle; 
     7. to distribute the forces acting on the vehicle from both the passenger area and the freight loaded thereon under various passenger and freight loading conditions; 
     8. to position the engine in such a way that minimum ground clearances are maintained while maximizing the height of the freight that can be loaded onto the freight area; 
     9. to improve the profitability of existing routes by hauling freight in addition to passengers; 
     10. to expand market share in the coach industry by adding new routes; 
     11. to combine both freight and passenger service, especially in heavily congested areas; 
     12. to aggressively price passenger tickets by supplementing passenger fares with freight transportation fees; 
     13. to provide a flexible vehicle (i.e., one that can be used in different freight markets with little or no modification to the vehicle). 
     The prior art does not address these concerns. For example, Wirbitzky,  NEOPLAN, double - decker buses , pp. 162-163 (1980), shows a test bus having a passenger compartment and a container for shuttle service between two NEOPLAN assembly plants. The test bus was designed to test suspension by placing a load on the back. The freight container, while removable, is not the standardized intermodal container discussed above that can be used interchangeably between other modes of transportation (e.g., train, ship, and truck). The test bus was constructed using a Spaceliner (a proprietary design of Neoplan Germany) and not a double-decker coach. A Spaceliner is a coach featuring a raised full length passenger level above a lowered driver, baggage, galley, and lavatory area. In addition, wheel and axle numbers and arrangements that would support the vehicle under various loading conditions are not shown nor discussed. No details are given with respect to the frame or frames supporting the vehicle, the suspension, or other structural details. Nor are any examples of use given, such as expanding market share in both passenger and freight markets, adding new routes, scheduling the simultaneous transportation of freight and passengers, etc. 
     SUMMARY OF THE INVENTION 
     1. Solution to the Problem. This invention provides a vehicle capable of simultaneously transporting freight and passengers. The freight area is designed so that the vehicle can transport standard intermodal containers. As such, the cargo can be readily interchanged with other modes of transportation (e.g., ship, railcar, truck, etc.). The chassis of the present invention provides the requisite strength and associated structure to support both a passenger area and freight loaded thereon. The passenger area is designed to provide passenger comfort and safety. That is, the passenger and freight areas are preferably dimensioned to reduce wind resistance and the rear wall of the passenger area is reinforced. The axles and corresponding wheels are arranged so that the vehicle can carry significant volumes of freight, as well as smaller volumes on a frequent basis. A retractable axle can be lowered to support a larger load or raised with smaller loads to increase fuel efficiency and reduce tire wear. The suspension system provides a consistently comfortable ride for passengers under various passenger and/or freight loadings. A truck frame and a coach spine are interconnected in a three-dimensional region to provide the strength (i.e., distribute stresses and forces throughout the vehicle) and durability to simultaneously haul freight and comfortably transport passengers. The forces acting on the vehicle from both the passenger area and the freight loaded thereon are distributed so that the vehicle meets or exceeds transportation safety and structural standards under various loading conditions. The engine is disposed in the rear of the vehicle in such a way that minimum ground clearances are maintained and the height of the freight loaded onto the vehicle is maximized. 
     In addition, the vehicle transports both passengers and freight, thus increasing the profitability of existing routes (i.e., the transport of freight provides a guaranteed source of income regardless of the number of passengers, if any). The vehicle also makes it possible to expand market share by adding new routes, especially in rural or outlying areas not currently serviced by mass transportation. Likewise, the vehicle combines both freight and passenger service, reducing congestion in heavily populated areas. The vehicle permits passenger fares to be supplemented with freight transportation fees so that passenger tickets can be aggressively priced. The vehicle can carry different types of freight (e.g., rural mail service, inter-city expedited freight, and secure and direct auto delivery, etc.) and different quantities of freight to many areas (e.g., freight staging areas, warehouses, direct delivery, airports, etc.) with little or no modification to the vehicle itself, making it a flexible vehicle for use in many freight markets. 
     2. Summary. The vehicle of the present invention has both a forward double-decker passenger area and a flatbed area preferably extending rearward from the passenger area. A coach chassis, having a coach spine connected to a truck frame in a three-dimensional region, supports both the passenger area and the flatbed area and provides the passengers with a gentle, comfortable ride while the vehicle is loaded to varying degrees with freight (e.g., an intermodal container loaded and secured to the flatbed or freight area). In addition, the freight is preferably loaded onto the flatbed or freight area so that the top of the passenger area is flush with the freight and the sides of the freight are inset from the sides of the passenger area, thus reducing wind resistance and further providing the passengers with a quiet, comfortable ride. Attachments or connectors (e.g., at each comer of the flatbed area) can be used to removably secure the freight (e.g., an intermodal container) to the flatbed area of the intermodal coach. 
     The truck frame is connected at least to the coach spine and preferably also connected in a three-dimensional region to the passenger area. Specifically, the coach spine extends beneath and to the rear wall of the passenger area while the truck frame extends beneath the freight area and through the passenger area rear wall and overlaps the coach spine. The truck frame is connected to the coach spine along the overlap by a plate. The passenger and freight areas are further integrally connected in the three-dimensional region by a series of support members. In a preferred embodiment, a first cross member extends across the front portion of the truck frame and connects the coach spine to the truck frame, and a three-part cross member connects the coach spine to the truck frame and to the rear and side walls of the passenger area. Rear support members are connected to the truck frame at the rear wall and extend vertically upward therefrom to connect at the second level of the passenger area. Front support members are connected to the truck frame at the first cross member and extend vertically upward therefrom to connect at the second level of the passenger area. Furthermore, a first diagonal support member is connected to the truck frame at the first cross member and extends diagonally upward therefrom to connect at the second level above the second cross member. A second diagonal support member is connected to the truck frame at the second cross member and extends diagonally upward therefrom to connect at the second level above the first cross member. Preferably, the first and second diagonal support members crisscross one another at the respective midpoints. As such, the truck frame and coach spine are integrally connected in a three-dimensional region of the passenger area so that when a load is placed on the freight area, the resulting forces are distributed over the truck frame and into the passenger area. 
     The vehicle of the present invention also preferably includes a front axle with a front set of wheels beneath the front portion of the passenger area. A drive axle with dual drive wheels, supported by a trailing arm suspension, and a tag axle with a pair of tag wheels is positioned beneath the rear portion of the freight area behind the drive axle. In addition, preferably, a retractable axle is positioned beneath the freight area between the passenger area and the drive axle. A lift mechanism moves the retractable axle between a retracted position and an extended position. As such, the retractable axle increases the freight hauling capacity of the vehicle. 
     Also in a preferred embodiment, the engine is positioned under the rear portion of the freight area and disposed between a forward region defined by a ground clearance height and a vehicle height and a rearward region defined by the departure angle and the vehicle height. 
     These and other advantages, features, and objects of the present invention will be more readily understood in view of the following detailed description and the drawings. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     The present invention can be more readily understood in conjunction with the accompanying drawings, in which: 
     FIG. 1 is a perspective view of a vehicle and intermodal containers of the present invention. 
     FIG.  2 ( a ) is a top plan view of the lower level of the vehicle of the present invention taken along line  2   a — 2   a  in FIG.  3 . 
     FIG.  2 ( b ) is a top plan view of the upper level of the vehicle taken along line  2   b — 2   b  in FIG.  3 . 
     FIG. 3 is a side view with a partial cutaway of the vehicle shown in FIG.  1 . 
     FIG.  4 ( a ) is a rear perspective view of the vehicle shown in FIG.  1 . 
     FIG.  4 ( b ) is a rear perspective view of the vehicle in FIG.  4 ( a ) loaded with an intermodal container. 
     FIG.  5 ( a ) is a side view of a prior art connector in the unlocked position. 
     FIG.  5 ( b ) is a side view of a prior art connector in the locked position. 
     FIG.  6 ( a ) is a perspective view of another embodiment of the vehicle of the present invention having a retractable axle. 
     FIG.  6 ( b ) is a perspective view of the vehicle in FIG.  6 ( a ) shown carrying an automobile on the freight area. 
     FIG. 7 is a spatial view showing several components of the vehicle in FIG.  6 ( a ). 
     FIG.  8 ( a ) is a side view of the vehicle shown in FIG.  6 ( a ) with the retractable axle extended. 
     FIG.  8 ( b ) shows the retractable axle retracted. 
     FIG.  8 ( c ) is a top view of the lower level of the vehicle shown in FIG.  8 ( a ) taken along line  8   c — 8   c  in FIG.  8 ( a ). 
     FIG.  8 ( d ) is a top view of the upper level of the vehicle shown in FIG.  8 ( a ) taken along line  8   d — 8   d  in FIG.  8 ( a ). 
     FIG.  8 ( e ) is a perspective view showing details of a trailing arm suspension. 
     FIG.  9 ( a ) is a detailed side view of the three-dimensional region between the coach spine and the truck frame of the vehicle shown in FIG.  5 . 
     FIG.  9 ( b ) is a cross sectional view of the three-dimensional region taken along line  9   b — 9   b  of FIG.  9 ( a ). 
     FIG.  9 ( c ) is a top plan view of the three-dimensional region taken along line  9   c — 9   c  in FIG.  9 ( a ). 
     FIG.  9 ( d ) is a perspective view of the three-dimensional region shown in FIG.  9 ( a ). 
     FIG.  10 ( a ) illustrates the forces acting on the vehicle shown in FIG.  6 ( a ) when there is no load on the freight area. 
     FIG.  10 ( b ) illustrates the forces acting on the vehicle shown in FIG.  6 ( a ) when there is a partial load on the freight area. 
     FIG.  10 ( c ) illustrates the forces acting on the vehicle shown in FIG.  6 ( a ) when there is a full load on the freight area. 
     FIG. 11 is a side view of the rear portion of the vehicle shown in FIG.  6 ( a ) illustrating the engine position. 
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     1. Overview. FIG. 1 shows a perspective view of an intermodal coach or vehicle  100  of the present invention. The vehicle  100  has a coach chassis  110  that supports a passenger area  120  and a flatbed area or freight area  130  preferably extending rearward from behind the passenger area  120 . An intermodal container  150  can be conventionally loaded (e.g., using a forklift, a crane or any other suitable lifting device) onto the flatbed area  130  and transported to various destinations by the vehicle  100 . 
     It is to be expressly understood that the term “coach chassis” as used herein is used to generally refer to the underlying structure on which the passenger area  120  and the freight area  130  are constructed. One embodiment of such a “coach chassis” is discussed in more detail below with respect to an alternative embodiment of the vehicle  100   a  (see FIGS.  6 ( a ) and  6 ( b )). The embodiment of FIGS.  6 ( a ) and  6 ( b ) includes a coach spine  820  and truck frame  830  that are interconnected to one another to support both the passenger area  120   a  and the freight area  130   a.    
     In addition, it is to be understood that the flatbed or freight area  130  in FIG. 1 (or  130   a  in FIGS.  6 ( a ) and  6 ( b )) can be made of heavy decking material (i.e., a “flatbed area”), but is preferably made of lightweight decking material (i.e., a “freight area”) to increase the hauling capacity of the vehicle  100 . An embodiment made of heavy decking material provides sufficient strength to carry loads without any additional supporting platform being mounted thereon, whereas an embodiment made of lightweight decking material requires an additional supporting platform (i.e., an intermodal container or intermodal support platform) be mounted thereon prior to placing a load in the freight area  130 . The present invention contemplates both embodiments and the terms “flatbed area” and “freight area” are used interchangeably herein. 
     It is also to be understood that although in the preferred embodiment the passenger area  120  is at the forward portion of the intermodal coach or vehicle  100 , the passenger area  120  can be positioned in any convenient manner. By way of example, and not intending to limit the scope of the present invention, the passenger area  120  can be positioned at the rearward portion of the vehicle  100 , in which case a separate driver area (not shown) would be provided near the front of the vehicle  100  behind which the intermodal container  150  would be loaded, and the passenger area  120  would thus be positioned behind the intermodal container  150 . Indeed, in some embodiments, the passenger area  120  can be split so that the intermodal container  150  is loaded between separate portions of the passenger area  120 . 
     The terms “coach” and “bus” are used by the mass transit industry to distinguish between inter-city passenger vehicles (i.e., “coaches”) and inner-city passenger vehicles (i.e., “buses”). That is, “coaches” typically have more amenities (e.g., a latrine, individual high-back seating, insulation for a quiet passenger area, etc.), luggage compartments, large capacity fuel tanks, and other features which make a coach more suitable for long-distance travel. On the other hand, “buses” typically have only the “bare-bone” necessities (e.g., bench seating). However, it is to be expressly understood that the term “vehicle” and “coach” as used herein are intended to include both inter-city passenger coaches as well as inner-city passenger buses. Indeed, the vehicle of the present invention is not limited to long-distance travel and can be used as an inner-city passenger and freight vehicle. 
     Preferably, the passenger area  120  is a double-decker passenger area (i.e., has two levels  200  and  210  shown in FIGS.  2 ( a ) and  2 ( b ), respectively). In addition, a club or table area can be provided (e.g., on the lower level). Accommodations can also be provided for handicapped passengers, including wheelchair seating and wheelchair access (e.g., ramps, lifts, etc.), a handicapped-accessible lavatory, etc. In addition, luggage bays  220  (e.g., one or two) and overhead shelving (not shown) for carry-on luggage are preferably provided. 
     It is to be expressly understood that in some embodiments the passenger area  120  can have only a single level or it can have more than two levels. In addition, the configuration of the passenger area  120  (e.g., passenger seating, luggage bays, amenities, etc.) is immaterial to the present invention. 
     In a preferred embodiment the dimensions of the flatbed or freight area  130  are such that when the intermodal container  150  is loaded onto the flatbed or freight area  130 , the top of the passenger area  120  is substantially flush  470  (see FIG.  4 ( b )) with the intermodal container  150  and the sides of the intermodal container  150 , although slightly inset  475  (see FIG.  4 ( b )) in a preferred embodiment, are substantially flush with each side of the passenger area  120 , as shown in FIG.  4 ( b ). As such, wind resistance is reduced to maintain fuel economy and further provide the passengers with a quiet, gentle and comfortable ride. In addition, the vehicle  100  does not exceed standard clearances and meets or exceeds transportation safety standards. 
     2. Specifications. In a preferred embodiment (shown in FIG.  3 ), the intermodal coach or vehicle  100  is powered by a conventionally available engine  300 , cooled by a conventionally available radiator  340 . A conventionally available transmission (not shown) drives the vehicle  100 . The drive axle  320 , the front axle  330  and a pusher or tag axle  335  (i.e., a load bearing axle that is not powered) are conventionally available. Each axle is preferably provided with independent air suspension. 
     The coach chassis  110  is preferably comprised of a frame  125 , an intermodal support  135  and a bus suspension  140 , shown in FIG.  3 . The bus suspension is preferably designed to provide a gentle, quiet ride for the passengers in the passenger area  120 . The frame  125  and intermodal support  135 , on the other hand, are preferably designed for strength to support the intermodal container  150 . 
     The intermodal coach or vehicle  100  dimensions, weight restrictions, and other design considerations can all be conventionally computed based on the size and weight of the intermodal container  150 , passenger capacity, safety regulations, etc. In some embodiments, for example where greater or fewer passengers are accommodated for, the specifications including the maximum allowable container weight can be modified accordingly. Likewise, the values can be changed to reflect future safety regulations, so long as the vehicle  100  of the present invention has a coach chassis  110  that can both support a load while maintaining the comfort of the ride for the passengers in passenger area  120 , and that the comfort of the ride be maintained even without a load. That is, the vehicle  100  can be driven empty (FIG.  4 ( a )) or loaded (FIG.  4 ( b )) and either way preferably preserve the comfort of the ride for the passengers (e.g., the ride will not be, or will only slightly be, affected whether the vehicle  100  is driven empty or loaded with an intermodal container  150 ). Furthermore, as shown in FIGS.  4 ( a ) and  4 ( b ), preferably taillights, brake lights, license plates, etc. are independent of the intermodal container  150 . Thus, even when the vehicle  100  is driven empty, the taillights, brake lights, etc. are still visible. However, in some embodiments, electrical connections can be provided for the intermodal container  150  (e.g., for lighting, refrigeration, etc.). 
     3. Intermodal Containers. A typical intermodal container  150  shown in FIG. 1 is a rectangular, corrugated steel framed container. Intermodal containers  150  are conventionally available and commonly used to transport containerized freight by ship, by train, and by truck. 
     Preferably, the present invention uses intermodal containers  150  conforming to the International Standards Organization (ISO) uniform standards for containers. That is, the basic intermodal container  150  is a general purpose dry freight standard container measuring twenty feet long, eight feet wide, and eight and one-half feet high. In general, twenty-foot containers are used to carry heavy, dense cargo loads (e.g., industrial parts and certain food products) and in areas where transport facilities are less developed. Because the vehicle  100  of the present invention is limited in length by the passenger area  120 , a preferred embodiment of the intermodal coach or vehicle  100  is constructed to carry the standard twenty-foot intermodal container  150 . 
     The intermodal container  150  can be any suitable color or have any suitable design thereon. In one embodiment, the intermodal container  150  is painted to correspond to the color scheme or design of the vehicle  100  (e.g., the carrier&#39;s name) or can have advertisements thereon. However, in a preferred embodiment shown in FIGS.  4 ( a ) and  4 ( b ), the intermodal container  150  is not owned by the owner of the vehicle  100 , and the vehicle  100  is merely serving to transport the intermodal containers  150  of others. In such an embodiment, the intermodal container  150  can be wrapped in a cover  400  (e.g., plastic, canvas, or other suitable cover material). The cover  400  in turn can have advertising  410 , the coach logo  420 , etc. displayed thereon (e.g., applied directly to the cover  400 , clipped to the cover  400 , etc.). 
     It is to be expressly understood that any cargo can be shipped in the intermodal container  150  and will only be limited by the Department of Transportation (i.e., weight and/or safety regulations). Indeed, the intermodal container  150  need not be an enclosed container and can instead be a platform such as is conventionally available for transporting heavy equipment. In such a case, the equipment (e.g., tractors, automobiles, airplane parts, etc.) to be transported is secured within or to the intermodal container  150  (or to a platform, not shown) independent of the vehicle  100  and loaded as a single unit onto the flatbed or freight area  130  of the vehicle  100 . Similarly, the intermodal container  150  can have a conventionally available tank (not shown) attached thereto. Again, the tank is secured to a standard intermodal platform independent of the vehicle  100  and the standard intermodal platform is then loaded and secured onto the flatbed or freight area  130  of the vehicle  100 . 
     4. Attachments. The intermodal container  150  is secured to the flatbed or freight area  130  of the intermodal coach using attachments  460 , shown in FIGS.  4 ( a ) and  4 ( b ). Attachments  460  are conventionally available and preferably standard to facilitate the interchangeability of the intermodal container  150  between various carriers (e.g., between a truck and the intermodal coach or vehicle  100 , or between a train and the intermodal coach or vehicle  100 , etc.). 
     Attachments  460  are preferably conventional lift/stack fittings. That is, the intermodal container  150  typically has an oval shaped hole  465  formed within each of the four comers of the intermodal container  150 . When stacked at a freight yard (see e.g., FIG.  1 ), the containers are conventionally connected to one other using inter-box connectors (IBCs), which are hardware that fit into the oval holes of each container above and below and can be turned to lock the two together. An IBC-type attachment  460  (FIG.  4 ( a )) is also used to secure the intermodal container  150  to the flatbed or freight area  130  of the intermodal coach or vehicle  100 . 
     In the preferred embodiment, four attachments  460  are provided, one on each corner of the flatbed or freight area  130 , thus facilitating the interchangeability of the intermodal containers  150  between the intermodal coach or vehicle  100  and other transportation vehicles and storage facilities (see FIG.  4 ( a )). However, in an alternative embodiment, more than four attachments  460  can be provided. For example, one attachment  460  can be provided at each corner, and one or more attachments  460  can be provided between each comer. Likewise, the intermodal container  150  can be secured to the flatbed or freight area  130  using more than one type of attachment  460 . For instance, four attachments  460  can be provided, one at each corner of the flatbed or freight area  130 , and the intermodal container  150  can be additionally strapped to the flatbed area  130  using a conventional strap or chain. 
     It is to be expressly understood that any suitable attachment  460  can be used under the teachings of the present invention. For example, latches can be used. Alternatively, a barrier can be formed around the perimeter of the flatbed or freight area  130  to keep the intermodal container  150  from sliding laterally, and the intermodal container  150  can then be strapped to the flatbed or freight area  130 . Other embodiments for securing the intermodal container  150  to the flatbed or freight area  130  of the vehicle  100  will occur to those skilled in the art and the scope of the present invention is not to be limited by the number or type of attachments  460  used. 
     FIGS.  5 ( a ) and  5 ( b ) show a conventionally available attachment or connector  460  that can be used under the teachings of the present invention to removably secure an intermodal container  150  to the freight area  130  of the vehicle  100 . A housing  510  is connected (e.g., welded or bolted) to the freight area  130  so that a handle  520  is preferably below the surface  135  and an oval shearblock  530  extends above the surface  135 . The handle  520  is connected to the oval shearblock  530  so that as the handle  520  is turned (e.g., in the direction of arrow  525 ), the oval shearblock  530  also rotates so that the oval is facing ninety degrees from its starting position (e.g., see FIGS.  5 ( a ) and  5 ( b )). Thus, in use as shown in FIG.  5 ( a ), an intermodal container  150  is placed onto the freight area  130  so that the oval holes  465  formed in the bottom of the intermodal container  150  line up with the oval shearblock  530  and the oval shearblock  530  thus extends up and is received into the oval hole  465 . The handle  520  is then rotated  525  so that the oval shearblock  530  rotates within the oval hole  465  and locks the intermodal container  150  in place on the freight area  130 . When an oval shearblock  530  is not properly aligned (i.e., so that the oval shearblock  530  fits readily through the oval hole  465 ), the oval shearblock  530  is forced downward by the intermodal container  150 . The handle  520  is then rotated  525  to align the oval shearblock  530  with the oval hole  465  so that the oval shearblock  530  (preferably spring-biased) is received within the oval hole  465 . Once properly aligned within the oval hole  465 , the handle  520  is turned  525  and the intermodal container  150  is locked onto the freight area  130  as shown in FIG.  5 ( b ). Once the handle  520  is turned so that the intermodal container  150  is locked into place on the freight area  130 , latch  540  can be pivoted (e.g., in the direction of arrow  545 ) over the handle  520  and engages the handle  520  at notch  550 , thus securing the handle  520  so that it does not unlock. To remove the intermodal container  150 , the latch  540  is opened and the handle  520  is rotated in the opposite direction of arrow  525  to unlock connector  460  from the intermodal container  150 . 
     It is to be expressly understood that other connectors or attachments (e.g., straps, etc.) can be used under the teachings of the present invention and the present invention is not limited to that shown and described with respect to FIGS.  5 ( a ) and  5 ( b ). 
     5. Overview of an Alternative Embodiment. An alternative embodiment of the vehicle of the present invention (i.e.,  100   a ) is shown in FIGS.  6 ( a ) and  6 ( b ). The vehicle  100   a  has passenger area  120   a  similar to that described above, and a freight area  130   a . In addition, a lift axle or retractable axle  600  is shown disposed beneath the freight area  130   a  behind the passenger area  120   a , as explained in more detail below. 
     It is to be expressly understood that the retractable axle  600  need not be positioned directly behind the passenger area  120   a . For example, in other embodiments the retractable axle  600  can be positioned beneath the passenger area  120   a , at the rear portion of the freight area  130   a , or between the drive axle  760  and the tag axle  770 . Likewise, passenger area  120   a  need not be a double-decker coach. 
     The vehicle  100   a  is shown carrying two, ten-foot long intermodal containers  150   a  and  150   b , removably attached to the freight area  130   a  similarly to that described above with respect to the single intermodal container  150 . The vehicle  100   a  can be operated as a conventional freight carrier in the trucking industry. That is, the doors  610  of container  150   a  are opened, and some freight  620  is removed from the container  150   a  (e.g., using forklift  625 ), then the doors  610  are closed and the vehicle continues to the next stop with the same container  150   a . Indeed, the freight area  130   a  can be an enclosure that is constructed as an integral part of the vehicle  100   a  and need not be removable at all. Alternatively, entire containers  150   a,b  can be delivered, removed, and the vehicle  100   a  reloaded with other containers  150   a,b . As such, the vehicle  100   a  can participate in any number of freight markets. For example, the vehicle  100   a  can be used to deliver individual shipments to loading docks (e.g., under a post office or package delivery contract, or automobiles to dealerships), deliver individual shipments to multiple destinations (e.g., a shipment of clothes to a retail outlet and a shipment of electronics to another retail outlet or warehouse), or deliver entire containers (e.g., to freight staging areas, warehouses, shipyards, trains), etc. Alternatively, the vehicle  100   a  can operate in a combination mode where some freight  620  is unloaded at several stops and the entire container  150   a  is unloaded from the vehicle  100   a  and a full container  150   a  is loaded onto the vehicle  100   a  at the final stop. The above examples are merely illustrative of the various and different types of freight the vehicle  100   a  can carry and other embodiments are contemplated under the teachings of the present invention. 
     It is understood that the vehicle  100   a  of the present invention is not to be limited by the type of freight loaded onto freight area  130   a . That is, a single intermodal container  150  (FIG.  1 ), multiple intermodal containers  150   a ,  150   b  (FIG.  6 ( a )), or other types of containers (e.g., containerized platforms, airline belly containers, etc.) can be used under the teachings of the present invention. Any suitable type and number of container can be used under the teachings of the present invention. In other embodiments the container can be permanently attached or integrally formed as part of the freight area  130   a  of the vehicle  100   a . Indeed, in another embodiment shown in FIG.  6 ( b ), the freight loaded on a flatbed area  130   a  (i.e., having sufficient support structure or heavy decking as described above) need not be containerized at all (e.g., automobile  630 , construction equipment, lumber, conduit, etc.) and can be attached to the freight area  130   a  using any suitable conventional attachments (e.g., straps  640 , chains, gates, etc.). It is also understood that the freight (e.g., container  150 , automobile  630 , etc.) can be loaded using any conventional means such as forklifts, cranes, ramps, etc. 
     Table I lists the specifications for a preferred embodiment of the vehicle  100   a  shown in FIGS.  6 ( a ) and  6 ( b ). 
     
       
         
           
               
               
               
             
               
                   
                 TABLE I 
               
               
                   
                   
               
               
                   
                 Parameter 
                 Specification 
               
               
                   
                   
               
             
            
               
                   
               
            
           
           
               
               
               
               
            
               
                   
                 Overall Length 
                 538.5 
                 inches 
               
               
                   
                 Overall Width 
                 102 
                 inches 
               
               
                   
                 Overall Height 
                 161.5 
                 inches 
               
               
                   
                 Passenger Area Length 
                 260 
                 inches 
               
               
                   
                 Passenger Area Standing Height 
                 69.5 
                 inches 
               
               
                   
                 (per Level) 
               
               
                   
                 Front Overhang 
                 92.8 
                 inches 
               
               
                   
                 Wheelbase 
                 269 
                 inches 
               
               
                   
                 Rear Axle Spacing 
                 61.9 
                 inches 
               
               
                   
                 Rear Overhang 
                 114.7 
                 inches 
               
               
                   
                 Retractable Axle Spacing 
                 72.68 
                 inches forward 
               
               
                   
                   
                   
                 of drive axle 
               
               
                   
                 Approach Angle 
                 9 
                 degrees 
               
               
                   
                 Departure Angle 
                 9 
                 degrees 
               
               
                   
                   
               
            
           
         
       
     
     The above set of specifications are preferred. It is to be expressly understood that these specifications can vary without departing from the teachings of the present invention. 
     6. Details of the Frames. The major components of the vehicle  100   a , including the frames, are shown in FIG. 7. A forward frame  820  is connected (e.g., welded, bolted, etc.) beneath the passenger area  120   a  to support the passenger area  120   a . The forward frame  820  is preferably a conventionally available coach spine that has been modified for use with the vehicle  100   a . That is, the forward frame or coach spine  820  is preferably shortened to extend from the front of the passenger area  120   a  to the rear wall  910  of the passenger area  120   a . A rearward frame  830  (e.g., 10 inch×0.25 inch×3 inch flange, 110,000 psi yield strength) is connected beneath the freight area  130   a  to support the freight area  130   a . The rearward frame  830  is preferably a conventionally available truck frame that has been modified for use with the vehicle  100   a . That is, the rearward frame or truck frame  830  preferably extends from the rear portion of the freight area  130   a  through the rear wall  910  and into the passenger area  120   a  where it overlaps (i.e., 940) with the coach spine  820  and is connected thereto by plate  920  (FIG.  9 ( a )), as explained in more detail below. In addition, a container or cargo frame  720  can be connected over the truck frame  830  to provide additional structural and lateral support for freight loaded on the freight area  130   a , to attach connectors  460  (FIGS.  5 ( a ) and  5 ( b )), etc. 
     It is to be expressly understood that the structure of the coach spine  820  (FIG. 7) is conventional and can vary based on design considerations. Indeed, the coach spine  820  need not be modified as set forth above, and can for example, abut the truck frame  830 . In another embodiment, the coach spine  820  and the truck frame  830  can be integrally formed as a single frame having the respective characteristics of each frame  820 ,  830 . Preferably, the container or cargo frame  720  and the truck frame  830  bear the majority of the load on the freight area  130   a  and structure of the freight area  130   a  provides a finished appearance. However, in another embodiment, the structure of the freight area  130   a  can provide additional support for the load. Also in an alternative embodiment, the container or cargo frame  720  can be integrally formed as part of the truck frame  830  or omitted altogether. 
     7. Passenger Area. FIG.  8 ( a ) is a side view of the vehicle  100   a . The passenger area  120   a  is shown cut-away to reveal the seating arrangement therein. It is to be understood, however, that many other seating arrangements, including those that comply with government disability regulations, are contemplated under the teachings of the present invention. Likewise, a luggage compartment  220   a  (carrying luggage  225   a ) is shown against the rear wall  910  of the passenger area  120   a.    
     FIG.  8 ( d ) is a top view taken along line  8   d — 8   d  of FIG.  8 ( a ). Passenger seating (e.g., 880) is shown on the top level of the passenger area  120   a . In a preferred embodiment, up to 35 passenger seats are arranged on the first and second levels. However, it is to be expressly understood that any suitable number and arrangement of passenger seating can be provided in the passenger area  120   a  under the teachings of the present invention. In addition, as explained above, handicap seating, beds, a galley, a bar, and other amenities in the passenger area  120   a  are contemplated by the present invention. It is to be expressly understood that although the passenger area  120   a  is conventional, the design can vary based on design considerations such as the shape, height, levels, etc. of the passenger area  120   a.    
     8. Wheel and Axle Arrangement. The retractable axle  600  is shown in FIG.  8 ( a ) in the extended position. FIG.  8 ( b ) illustrates the retractable axle  600  going from an extended position  810  (e.g., as shown in FIG.  8 ( a )) to a retracted position  815 . FIG.  8 ( c ) is a top view taken along line  8   c — 8   c  of FIG.  8 ( a ) to show the arrangement of axles and wheels beneath the passenger area  120   a  and the freight area  130   a . Preferably, the vehicle  100   a  has a front axle  750  (e.g., a conventionally available 8.5 metric ton axle that can support up to 18,734 lbs) beneath the passenger area  120   a  with a pair of wheels  755  and tires (e.g., Michelin 315/65R 22.5, 9370 lbs) attached thereto. A drive axle  760  (e.g., Meritor, Spicer ZF, etc. axle that can support up to 26,000 lbs) connected by a drive shaft  762  to the engine  740  preferably has a pair of dual wheels  765   a,b  and tires (e.g., Michelin 12R/22.5, 6750 lbs) beneath the freight area  130   a . A tag axle  770  (e.g., a conventionally available axle that can support up to 16,540 lbs) behind the drive axle  760  provides additional support to the freight area  130   a  and has a pair of wheels  775  and tires (e.g., Michelin 12R/22.5, 7390 lbs) attached thereto. The vehicle  100   a  also has a retractable axle  600  (e.g., Neway Airlift Axle NLA-200T that can support up to 20,000 lbs; available from Holland Neway International, Inc., Muskegon, Mich., hereinafter “Neway”) behind the passenger area  120   a  beneath the freight area  130   a  ahead of the drive axle  760 . A pair of wheels  605  and tires (e.g., Michelin 12R/22.5, 7390 lbs) are rotatably mounted to the retractable axle  600 . 
     Preferably a conventionally available manual activation system (i.e., available from Neway) is provided that operates the retractable axle  600  between the positions  810 ,  815  shown and discussed with respect to FIG.  8 ( b ). It is understood that automatic activation systems are also conventionally available. Likewise, a conventionally available load sensor (not shown) can be used under the teachings of the present invention and either mounted inside the passenger area  120   a  (e.g., in view of the driver) or at or near the axles to measure the weight of the load on the freight area  130   a . A conventionally available gauge or other display (also not shown) can be provided again either in view of the driver or at or near the axles to display the weight of the load measured by the load sensor. 
     It is understood that the term “axle” as used herein refers to the structure supporting at least one pair of wheels on opposing sides of the vehicle  100   a , and is not limited to a single structure. For example, the term “axle” includes the entire structure and all conventionally associated components supporting both front wheels  755  on either side of the vehicle  100   a  shown in FIG.  8 ( c ) as well as the structure  600  supporting both retractable wheels  605  on either side of the vehicle  100   a  shown in FIG.  8 ( c ). It is also to be expressly understood that the axle arrangement shown in FIG.  8 ( c ) and described above is that of a preferred embodiment, however, other axle and wheel/tire arrangements, including the number thereof, are contemplated under the teachings of the present invention. 
     9. Suspension System. The vehicle  100   a  also has a freight suspension system (e.g.,  850  in FIG.  8 ( c )) that preferably includes at least conventional adjustable air springs  855   a,b,c  (and on each side of the respective axles) that can be adjusted according to the load placed on the freight area  130   a . Likewise, a passenger suspension system  860  with adjustable air springs  865  provides passengers riding in the passenger area  120   a  with a consistently smooth, comfortable ride under various loadings (i.e., those described below with respect to FIGS.  10 ( a )- 10 ( c )). The drive axle  760  preferably includes a trailing arm suspension  870 . Details of the trailing arm suspension  870  are shown in more detail in FIG.  8 ( e ). The tires, wheels and brakes are not shown in FIG.  8 ( e ) for clarity. The drive axle  760  is preferably positioned 269 inches back from the front axle  750  and rigidly attached to the trailing arm  871 . The trailing arm  871  is fastened to the truck frame  830  with a frame mounting bracket  872 . When at least one of the tires  765   a,b  of the drive axle  760  strikes a bump, the drive axle  760  and trailing arm  871  move upward (e.g., in the direction of arrow  873 ), pivoting about the trailing arm pivot  874 . The upward movement  873  of the trailing arm  871  compresses the air spring  855   c  and signals the air leveling valve  875  to readjust air pressure to the air spring  855   c  to level the vehicle  100   a . Movement of the vehicle  100   a  is restrained by the transverse beam  876  which increases roll stability or resistance to lean, by the track bar  877  which restricts lateral movement or sway by the torque rod  878  which restricts axle roll and by the shock absorber  879  which dampens or cushions the movement of the air spring  855   c.    
     It is to be understood that other suspension systems can be used under the teachings of the present invention to provide the requisite ride to the passengers and support for the freight and indeed, different suspension systems can be used for different axles or different areas (e.g., the passenger area  120   a  and the freight area  130   a ). 
     It is understood that the term “comfortable” as used herein means a ride comparable to what a passenger riding in a conventional motor coach would expect. That is, the passengers in the passenger area  120   a  do not notice a significant difference in the ride when the vehicle  100   a  is carrying a full load, a partial load, or no load at all, and the ride is consistently or close to what a passenger would expect from a conventional motor coach. The comfort of the ride provided by the suspension system can also be supplemented by the seating (e.g., 880), design of the passenger area  120   a , arrangement of the loads on freight area  130   a  to reduce wind resistance, sound proofing, etc. It is also to be expressly understood that while the freight suspension system  850  is shown and described with respect to the rear axle  770 , each axle  750 ,  760 ,  770 , and  600  preferably has an associated suspension system. 
     10. Connection of the Coach Spine to the Truck Frame. FIGS.  9 ( a ) through  9 ( d ) show the connection of the coach spine  820  to the truck frame  830  (i.e., the three-dimensional region  840 ). The coach spine  820  is shown supporting the passenger area  120   a  and extending to the rear wall  910  of the passenger area. The truck frame  830  is shown beneath the freight area  130   a  and extending through the rear wall  910  and overlapping at  940  with the coach spine  820 . In the preferred embodiment, a plate  920  (FIG. 9 a ) extends along the overlap  940  between the truck frame  830  and the coach spine  820  and connects the truck frame  830  to the coach spine  820  (e.g., bolted and welded thereto). A first cross member  930  (FIG.  9 ( c )) extends across the front portion  780  of the truck frame  830  and connects the coach spine  820  to the truck frame  830  and to the rear wall  910  and the upper deck of the passenger area as illustrated in FIGS.  9 ( a ) and  9 ( d ). A three-part cross member  950   a-c  extends across the truck frame  830  between the side walls  960   a,b  along the rear wall  910  within the passenger area  120   a  and connects the coach spine  820  to the truck frame  830  and to the rear wall  910  and side walls  960   a,b  (FIG.  9 ( c )). Preferably, the rear wall  910  of the passenger area  120   a  is also structurally enhanced to transfer load stresses between the passenger area  120   a  and the freight area  130   a.    
     In addition to the above described connection between the truck frame  830  and the coach spine  820 , the three-dimensional region  840  preferably also includes rear support members  970  (FIGS. 9 a ,  9   b ) connected to the truck frame  830  and the rear wall  910  and front support members  975  (FIGS.  9 ( a ) and  9 ( d )) at the forward portion  780  of the truck frame  830 . The rear support members  970  extend vertically upward from the truck frame  830  to the second level  980  (e.g., the floor structure of the second level in a double-decker passenger area) and are further connected to the rear wall  910  and to the second level  980 . The front support members  975  are also connected to the truck frame  830  at the first cross member  930  and extend vertically upward from the truck frame  830  to the second level  980  where the front support members  975  are further connected to the second level  980  and over to the side walls  960   a,b . Preferably, diagonal support members add further support to the three-dimensional region  840 . Specifically, a first diagonal support member  990  (FIG.  9 ( a )) is connected to the truck frame  830  at the first cross member  930  and extends diagonally upward to the second level  980  above the second cross member  950   a . A second diagonal support member  995  is connected to the truck frame  830  at the second cross member  950   a  and extends diagonally upward to the second level  980  above the first cross member  930 . Preferably, the first and second diagonal support members  990 ,  995  crisscross one another substantially at the respective midpoints (i.e., at or near the midpoints) as shown in FIG.  9 ( a ). As such, the truck frame  830  and the coach spine  820  are connected to one another and to the passenger area  120   a  (i.e., in the three-dimensional region  840  defined above) so that when a load is placed on the freight area  130   a , the forces (explained in more detail below) are distributed over the truck frame  830  and into the passenger area  120   a.    
     It is to be expressly understood that the above description of the three-dimensional region  840  is a preferred embodiment, however, other structural connections are possible under the teachings of the present invention. For example, additional or fewer support and cross members can be used and/or members can be integrally formed and need not be distinct components. Alternatively, in other embodiments, the three-dimensional region  840  need not be within the passenger area  120   a  or can be partially within and partially behind the passenger area  120   a . In such an embodiment, for instance, the truck frame  830  and the coach spine  820  could overlap behind the passenger area  120   a  beneath the freight area  130   a . In yet another embodiment (not shown), support members can extend diagonally from the freight area  130   a  (e.g., the truck frame above the drive axle  760 ) to connect at the rear wall  910 . Any number of designs can be used to connect the truck frame  830  in a three-dimensional region  840  to the coach spine  820  and provide the structural integrity required to properly distribute the forces acting on the vehicle  100   a  (as explained in more detail below) while maintaining the comfort of the ride for passengers in the passenger area  120   a.    
     The three-dimensional region  840  can be described in summary with respect to FIG.  9 ( d ) as follows. The truck frame  830  beneath the freight area  130   a  extends through the rear wall  910  (see FIG.  9 ( a )) of the passenger area  120   a  and overlaps (i.e.,  940  in FIG.  9 ( a )) the coach spine  820  and is interconnected along the overlap  940  by a plate  920 . A first cross member  930  extends across the front portion  780  (FIG.  9 ( c )) of the truck frame  830  and connects the coach spine  820  to the truck frame  830 . In addition, a three-part cross member  950   a,b,c  extends across the truck frame  830  between the side walls  960   a,b  (FIG.  9 ( c )) along the rear wall  910  (FIG.  9 ( a )) within the passenger area  120   a  and connects the coach spine  820  to the truck frame  830  and to the rear wall  910  and side walls  960   a,b , respectively. The rear support members  970  are connected to the truck frame  830  at the rear wall  910  and extend vertically upward to the second level  980  and are further connected to the rear wall  910  and to the second level  980  and also can extend to the sidewalls  960   a,b . Similarly, front support members  975  are connected to the truck frame  830  at the first cross member  930  and extend vertically upward to the second level  980  and are further connected to the second level  980 . First and second diagonal support members  990 ,  995  are connected to the truck frame  830  near the first and second cross members  930 ,  950   a , respectively, and extend diagonally upward to connect to the second level  980  above the second and first cross members  950   a ,  930  respectively. As shown in FIG.  9 ( d ), the first and second diagonal support members  990 ,  995  crisscross one another at the respective midpoints (e.g., at 997). Thus, the truck frame  830  and the coach spine  820  are integrally connected so that when a load (e.g., container  150 ) is placed on the freight area  130   a , it is distributed over the truck frame  830  and into the passenger area  120   a.    
     11. Illustration of Force Distribution. FIGS.  16 ( a )-( c ) illustrate the distribution of forces over the vehicle  100   a  under various loadings. In FIG.  10 ( a ), the freight area  130   a  is unloaded. Downward forces  1100 ,  1110 , and  1120  due to the weight of the vehicle  100   a  (and passengers, luggage, etc.) act on the front axle  750 , drive axle  760 , and tag axle  770  (and associated wheels), respectively. These forces are relatively small when the freight area  130   a  is unloaded, and therefore the retractable axle  600  need not be extended. However, retractable axle  600  can be extended even when the freight area  130   a  is empty to vary the traction of the vehicle  100   a  if necessary (e.g., on steep or snow-covered roads). 
     In FIG.  10 ( b ), a partial load (e.g., freight  620 ) has been placed on the freight area  130   a  (e.g., the vehicle  100   a  is being loaded or has unloaded part of its freight). The forces  1100 ,  1110 , and  1120  continue to act at the respective positions on the vehicle  100   a , however, these forces have begun to increase due to the partial load placed on the freight area  130   a . Initially, the retractable axle  600  need not be extended as these forces are not significant enough to require the additional support from the retractable axle  600 . Once again, however, the retractable axle  600  can be extended if necessary. 
     In FIG.  10 ( c ), the freight area  130   a  has been fully loaded to such an extent where the forces  1100 ,  1110 , and  1120  have become too great for the axles  750 ,  760 , and  770  to safely handle alone. Therefore, preferably before exceeding a predetermined load limit (i.e., based on structural, safety and government regulatory considerations), the retractable axle  600  (and associated wheels) is lowered to its extended position and thus bears at least part of the load (e.g., force  1130  acting on the retractable axle  600 ) and reducing the forces  1100 ,  1110 , and  1120  on the other axles. As such, the retractable axle  600  increases the freight hauling capacity of the vehicle  100   a  (preferably up to 20,000 lbs). 
     Table II illustrates the estimated weight (in pounds) of the vehicle  100   a  (i.e., “Gross”) and on each axle under various loading conditions. 
     
       
         
           
               
               
               
               
               
               
             
               
                 TABLE II 
               
               
                   
               
               
                 Load 
                 Gross 
                 Front 
                 Drive 
                 Tag 
                 Lift 
               
               
                   
               
             
            
               
                   
               
            
           
           
               
               
               
               
               
               
            
               
                 No passengers/ 
                 28,586 
                 14,496 
                 15,021 
                 −931 
                 0 
               
               
                 No freight 
               
               
                 Passengers/No 
                 34,092 
                 18,728 
                 17,840 
                 −2476 
                 0 
               
               
                 freight 
               
               
                 Maximum Load 
                 54,092 
                 13,995 
                 18,022 
                 9,959 
                 12,116 
               
               
                 (retractable axle 
               
               
                 extended) 
               
               
                   
               
            
           
         
       
     
     In addition, forces acting on the three-dimensional region  840  between the truck frame  830  and the coach spine  820  (see FIG.  9 ( d )) are also shown in FIGS.  10 ( a )-( c ). These forces include a horizontal force  1200  (caused by forward motion of the vehicle  100   a ), twisting force  1210  (caused by the vehicle  100   a  turning in either direction), and bending moment  1220  (caused by the weight of the passenger area  120   a  and the freight area  130   a  and associated loads). The three-dimensional region  840  and the axle and wheel arrangement described above, including the retractable axle  600  (i.e., lowering the retractable axle  600  results in a force variation due to a changed weight distribution on the axles), maintain the structural integrity of the vehicle  100   a  under the various loading conditions illustrated above and driving conditions (e.g., uphill, around turns, etc.) so that the connection between the coach spine  820  and the truck frame  830  does not weaken. 
     It is to be expressly understood that the illustration in FIGS.  10 ( a ) through  10 ( c ) and the values given in Table II are merely illustrative of a preferred embodiment of the present invention and are not intended to limit the present invention. In addition, more axles and wheels can be provided and variously arranged. Likewise, additional retractable axles can be used in other embodiments, whereas vehicles carrying lighter loads need not have a retractable axle at all (see the embodiment of FIG.  1 ). 
     12. Engine Position. A conventional engine  740  (e.g., Detroit Diesel Series 60) is preferably positioned at the rear portion of the vehicle  100   a  beneath the freight area  130   a  (FIGS.  7  and  11 ). In such an embodiment, the engine  740  is disposed between a forward region  1310  and a rearward region  1320 . The forward region  1310  is defined by a ground clearance height H G1  and a vehicle height H V  and the rearward region  1320  is defined by the departure angle D and the vehicle height H V . That is, the vehicle  100   a  has a first predetermined ground clearance H G1  (i.e., the distance from the ground to the lower-most part  1330  of the coach body) based on a variety of factors such as government regulations, gross vehicle weight, desired handling characteristics, etc. In addition, the rear portion of the vehicle  100   a  preferably tapers upward from the lower-most part of the coach body toward the end portion of the coach body along the departure angle D. The departure angle D is based on a variety of factors including government regulations, overall vehicle length, etc., and provides sufficient clearance when the vehicle  100   a  encounters changes in the road grade. A second predetermined ground clearance H G2  (i.e., the distance from the ground to the bottom  1330  of the vehicle  100   a  along the departure angle D) can be determined geometrically based on the departure angle D. These two points (i.e., defined by H G1  and H G2 ) are the lower limits within which the engine  740  can be placed while maintaining the desired ground clearance levels H G1 , H G2  in the rear portion of the vehicle  100   a . The upper limits can be determined based on the vehicle height H V  (i.e., including the vehicle, and associated ground clearances), and the height of any freight loaded thereon, H L . The overall vehicle height H V  is no greater than the maximum allowable vehicle height H DOT  (i.e., based on government regulations and/or desired clearances), and is preferably lower (i.e., by a desired factor of safety H S ). Hence, the height of the engine  740  in the forward region  1310  (i.e., H E1 ) and in the rearward region  1320  (i.e., H E2 ) preferably does not exceed the vehicle height H V  less the desired ground clearance levels H G1 , H G2 , less the desired height of the freight loaded thereon (i.e., H L ). 
     Under the above described embodiment, the forward region can be defined mathematically such that: 
     
       
         H E1 ≈H V −H L −H G1   
       
     
     where: 
     H E1  is the height of the engine in the forward region, 
     H V  is the vehicle height, 
     H L  is the height of the load placed on said freight area, 
     H G1  is the ground clearance height in the forward region. 
     Likewise, the rearward region  1320  can be defined mathematically such that: 
     
       
         H E2 ≈H V −H L −H G2   
       
     
     where: 
     H E2  is the height of the engine in the rearward region, 
     H V  is the vehicle height, 
     H L  is the height of the load placed on said freight area, 
     H G2  is the ground clearance height in the rearward region. 
     It is to be expressly understood that the above defined mathematical expressions are intended to be illustrative of the limits within which the engine  740  is positioned in the rear portion of the vehicle  100   a  and other mathematical expressions can be used to define the positioning of the engine in the rear portion of the vehicle  100   a . In addition, when the rear portion of the vehicle  100   a  is parallel to the ground (or the engine  740  is positioned parallel to the ground), the vertical clearance of the forward region  1330  and the rearward region  1320  will be equal to one another and hence separate equations need not be used to calculate the vertical clearance. Furthermore, the engine  740  need not be positioned precisely at the upper and lower calculated limits, and these dimensions are intended only as a guide used to position the engine  740  in the rear portion of the vehicle  100   a . For example, where a smaller engine is used, the engine  740  can be positioned at any suitable position between the calculated upper and lower limits and at any desired angle therein. In yet other embodiments, the engine  740  need not be positioned at the rear portion of the vehicle  100   a , and can instead be positioned beneath the passenger area  120   a , at the three-dimensional region  840  of the truck frame  830  and the coach spine  820 , or any other suitable position on the vehicle  100   a.    
     The engine  740  is fastened directly to the truck frame  830  using any suitable fasteners. That is, as shown in FIG. 7 the engine  740  preferably mounts at  741   a  and  741   b  (and on opposing sides, not shown) to the truck frame at  741   c  and  741   d , respectively. However, it is to be expressly understood that additional or fewer engine mounts can be used and positioned at any suitable position on the engine  740  and truck frame  830 . Indeed, engine mounts  741  can be formed as part of the engine  740  or the truck frame  830 . Alternatively, an engine carriage (not shown) can be positioned at the rear portion of the vehicle  100   a  (e.g., fastened to the truck frame and positioned according to the above described equations) and the engine  740  is then fastened to the engine carriage. The engine carriage would thus provide additional support and protection for the engine  740 . Once the engine  740  has been positioned (e.g., using the above described equations), the engine  740  can be situated therein in any suitable manner that provides the requisite power to the drive axle  760 . 
     Situating the engine  740  and making the necessary adjustments (e.g., aligning the drive shaft  762 , providing the desired torque and power, etc.) within the above-described limits is within the scope of one skilled in the art. 
     13. Examples of Use. The flexibility of the vehicle  100   a  (i.e., that it can carry passengers and different loads with little or no modification) allows the vehicle  100   a  to operate in many different passenger and freight markets in different manners. The following are examples and are not meant to limit the teachings of the present invention in any way. 
     In one example, freight is shipped between destinations without interrupting passenger scheduling. In this example, the vehicle  100   a  first stops at a freight staging area in Destination City A where it is loaded with an intermodal container destined for Destination City C. The vehicle  100   a  then proceeds to the passenger station in Destination City A where passengers board (i.e., into passenger area  120   a ). The vehicle  100   a  travels to Destination City B as an express coach. Upon arriving in Destination City B, the passengers disembark at the Destination City B passenger station and the vehicle  100   a  proceeds to the Destination City B rail yard. The intermodal container  150   a  is removed from the vehicle  100   a  and loaded onto a freight train bound for Destination City C. The vehicle  100   a  can either be reloaded at the rail yard or proceed to a freight staging area in Destination City B to be reloaded (i.e., with an intermodal container destined for Destination City A) before returning to the Destination City B passenger station to pick up passengers destined for Destination City A. As such, the passenger scheduling is unaffected by the delivery of freight (i.e., passengers do not wait for freight to be loaded/unloaded). In addition, the operator of vehicle  100   a  is compensated for the transportation of the intermodal container  150   a  from Destination City A to Destination City B, permitting the operator to reduce passenger fares between Destination City A and Destination City B while consistently maintaining the route&#39;s profitability. In this example, the vehicle  100   a  can also operate with a multiple driver team and operate virtually non-stop (i.e., except to refuel) along the route, providing a low cost alternative to flying or rail transportation for passengers. A gallery in the passenger area  120   a  can provide refreshments for the passengers between refueling stops. 
     In another example, routes are expanded to service passengers in rural or outlying areas. That is, the vehicle  100   a  departs from Metropolitan City with packages and passengers, if any, and travels to Outlying Towns A, B, and C. The vehicle  100   a  arrives in Outlying Town A and stops at the local Post Office to unload mail. The vehicle  100   a  may also stop at a local warehouse to deliver and/or pick up additional packages before or after stopping at the local passenger station to pick up and/or drop off passengers. It is to be understood that the freight can be picked up first, then the passengers, in reverse where the passengers are picked up first and then the freight, or the passengers and freight can be picked up and dropped off simultaneously. The vehicle  100   a  then continues to Outlying Town B and Outlying Town C, making one or more stops at each town to load and unload packages and passengers, if any. Passengers may also embark/disembark at any of the stops (e.g., the Post Office) and a separate passenger station need not be provided. In this example, although passengers must wait at each stop for packages to be loaded and/or unloaded, the passengers now have a transportation option between these outlying areas that may not have existed previously. In addition, the operator of the vehicle  100   a  makes a profit from transporting packages to these areas whether or not there are any passengers on a given day. 
     It is understood that the above examples are merely illustrative of uses for the vehicle  100   a , and other uses are contemplated under the teachings of the present invention. 
     The foregoing discussion of the invention has been presented for purposes of illustration and description. Further, the description is not intended to limit the invention to the form disclosed herein. Consequently, variation and modification commensurate with the above teachings, within the skill and knowledge of the relevant art, are within the scope of the present invention. The embodiment described herein and above is further intended to explain the best mode presently known of practicing the invention and to enable others skilled in the art to utilize the invention as such, or in other embodiments, and with the various modifications required by their particular application or uses of the invention. It is intended that the appended claims be construed to include alternate embodiments to the extent permitted by the prior art.