Patent Publication Number: US-10787181-B2

Title: Multiple tier elevated light train

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This patent application is a continuation-in-part of application Ser. No. 15/231,722 filed on Aug. 8, 2016, which is a continuation-in-part of application Ser. No. 14/737,677 filed on Jun. 12, 2015, which is issued as U.S. Pat. No. 9,809,933 on Nov. 7, 2017 which claims the benefit of provisional application Ser. No. 62/011,541 filed on Jun. 12, 2014 and the application Ser. No. 15/231,722 claims the benefit of provisional application 62/202,162 filed Aug. 6, 2015, and this application claims the benefit of provisional application 62/463,588 filed on Feb. 24, 2017 which are incorporated herein by reference. 
    
    
     TECHNICAL FIELD 
     The invention described herein relates to systems and methods of mass transit using elevated trains. More specifically, the inventions described herein include systems and methods and systems of elevated trains with multiple tiers of tracks and switching between levels. 
     BACKGROUND 
     Elevated trains have been used to transport personnel. Conventionally at least a pair of tracks are located generally parallel. In cities, it is not uncommon to find the pair of generally parallel tracks elevated above a road for motor vehicles or walkways for pedestrians. In suburbia and between cities it is not uncommon to find the tracks elevated above the median between the roads. 
     SUMMARY 
     It is recognized that, elevated trains can provide a method of mass transit in a way that is cost effective and with minimal visual impact on the urban landscape. It is recognized that if the elevated trains could be tiered vertically in contrast to horizontally or parallel to the ground, than it results in lessening the visual impact. An elevated transport model is inexpensive to build and maintain, so as to be implemented on all major avenues to make it accessible within a few blocks of any business or residential area. The elevated train is fully automated and built from lightweight materials and powered by small electric motors which results in mass trains at a fraction of the cost when compared to buses or other existing modes of public transportation. 
     In certain embodiments, a transportation system includes a support structure, a lower track, and an upper track. The lower track has a pair of lower rails. The lower rails are supported by the support structure. The upper track has a pair of upper rails. The upper rails space above the lower rails. The upper rails are supported by the support structure. The system has a vehicle having an upper support structure with a plurality of upper wheels capable of riding on the lower track and a lower support structure with a plurality of lower wheels capable of riding on the upper track. 
     In certain embodiments, the transportation system has at least one station having a platform. The floor of the vehicle is higher than the platform wherein passengers are capable of entering and exiting the vehicle with less vertical movement than would be required to get up and sit down if the vehicle floor and station platform were at the same level. 
     In certain embodiments, the vehicle has a plurality of doors and a plurality of seats wherein there is at least one door for each two seats. 
     In certain embodiments, the vehicle has an interior with a ceiling and a pair of side walls and having a height and width adapted to accommodate two adjacent seated passengers per row. The vehicle is sized such that a passenger is capable of reaching the ceiling and at least one wall from the seated position. The reduced width and height of the vehicle help reduce the visual impact on the landscape as well as allow for lower weight than conventional trains thus reducing the costs of the support structures and the visual effect on the built urban environment, while providing maximum comfort via seated accommodations. 
     In certain embodiments, the vehicle has an interior with a ceiling and a pair of side walls and having a height and width adapted to accommodate one sealed passenger per row. The vehicle is sized such that a passenger is capable of reaching the ceiling and the pair of side walls from the seated position. 
     In certain embodiments, the transportation system has at least one station having a platform. The station has a plurality of outer doors adapted to align with the doors on the vehicle. The station has an indication system associated with the outer doors for indicating the availability of seats on approaching vehicles. In certain embodiments, the indication system indicates available seals on vehicles beyond the first approaching vehicle. In certain embodiments, the vehicle has an input system associated with each seat. 
     In certain embodiments, the transportation system has a control system that records the passenger selected destination in order to provide information for passengers awaiting at the upcoming stops where to stand for the next open seat. In certain embodiments, the transportation system has a signaling arrangement identifying vacant seats and the indication system is enabled to receive signals that show awaiting passengers in the upcoming stations which doors will have open seats. In certain embodiments, the system displays to awaiting passengers how many vehicles it will take to get an open seat at a particular door. 
     In certain embodiments, the rails have an oval shape wherein the major axis is vertical and upon which the wheel rides. In certain embodiments, the oval rail has an outer layer and internal honeycomb structure. 
     In certain embodiments, the supporting structure has a hook shape that provides support of the lower tracks therein allows free movement of the upper wheels and the upper body of the vehicle. 
     In certain embodiments, the transportation system includes another track wherein the track intersects by the crossing of rails and having a transition section. The wheels of the vehicle move from being supported by the tracks over inner wheel area to support of the outer sides of the wheel area by a pair of support grooves over a distance cut in the track therein allowing for the crossing of another track. 
     In certain embodiments, the transportation system includes a plurality of gates movable between a closed position and an open position to allow sections holding the upper wheels of the vehicle to pass across intersecting tracks. 
     In certain embodiments of a transportation system, the transportation system includes a support structure, a first lower track, a second lower track, a first upper track, and a second upper track. The first lower track has a pair of lower rails; the lower rails are supported by the support structure. The first upper track has a pair of upper rails; the upper rails are spaced above the lower rails. The upper rails are supported by the support structure. The second lower track has a pair of lower rails; the lower rails are supported by the support structure. The lower rails of the second lower track intersect the first lower track by the crossing of rails and having a transition section adapted for the wheel of the vehicle moving from being supported by the tracks over the inner wheel area to supporting of the outer sides of the wheel area by a transition section wherein the wheel of the vehicle moves from being supported by the tracks over the inner wheel area to supporting of the outer sides of the wheel area by a pair of support grooves over a distance cut in the track therein allowing for the crossing of the another track. The second upper track has a pair of upper rails. The upper rails are spaced above the lower rails. The upper rails supported by the support structure, the upper rails of the second upper track intersect the first upper track by the crossing of rails and having a transition section adapted for the wheel of the vehicle moving from being supported by the tracks over the inner wheel area to support of the outer sides of the wheel area by a transition section wherein the wheel of the vehicle moves from being supported by the tracks over the inner wheel area to support of the outer sides of the wheel area by a pair of support grooves over a distance cut in the track therein allowing for the crossing of the another track. 
     In certain embodiments, the supporting structure has a hook shape that provides support of the lower tracks therein allowing free movement of the upper wheels and the upper body of the vehicle. 
     In certain embodiments, the transportation system includes a plurality of gates movable between a closed position and an open position to allow sections holding the upper wheels of the vehicle to pass across intersecting tracks. 
     In certain embodiment of a transportation system, the transportation system includes a support structure, a lower track, and an upper track. The lower track has a pair of lower rails; the lower rails are supported by the support structure. The upper track has a pair of upper rails. The upper rails are spared above the lower rails. The upper rails are supported by the support structure. The system has a plurality of tracks adapted to guide a vehicle having an upper support structure with a plurality of upper wheels capable of riding on the lower track and a lower support structure with a plurality of lower wheels capable of riding on the upper track is on the upper track, the plurality of tracks guiding the vehicle between riding with the upper wheels on a lower track and the lower wheels on an upper track. 
     In a certain embodiment of a transportation system, the plurality of tracks adapted to guide the vehicle include an auxiliary track having a first portion spaced from the upper track such when a vehicle having an upper support structure with a plurality of upper wheels capable of riding on the lower track and a lower support structure with a plurality of lower wheels capable of riding on the upper track is on the upper track, the upper wheels align with a first portion of the auxiliary track. A second auxiliary track is spaced from the lower track such when the upper wheels are capable of riding on the lower track, the lower wheels align with the second auxiliary track. A mobile track is movable between an upper position and lower position and is connected to the first auxiliary track wherein the movable track in the lower position the mobile track guides a vehicle using the upper wheels onto the secondary auxiliary track which receives the lower wheels and the movable track in the upper position wherein the vehicle is capable of riding on the secondary auxiliary track without engaging the mobile track. 
     In certain embodiments, the system includes additional structures with upper and lower tracks each with a pair of rails. The tracks are spaced above the first structure with upper and lower track, and plurality of tracks adapted to allow vehicles to move between a plurality of levels therein defining a depot to store vehicles. 
     In certain embodiments of a transportation system, the system has a support structure, a lower track, and an upper track. The lower track is supported by the support structure. The upper track is spaced above the lower track and supported by the support structure. The system has at least one vehicle having an upper support structure with a plurality of upper movement mechanism capable of riding on the lower track and a lower support structure with a plurality of lower movement mechanism capable of riding on the upper track. The system has an auxiliary track, a second auxiliary track, and a mobile track. The auxiliary track has a first portion spaced from the upper track such when a vehicle having an upper support structure with a plurality of upper movement mechanism capable of riding on the lower track and a lower support structure with a plurality of lower movement mechanism capable of riding on the upper track is on the upper track, the upper movement mechanism align with a first portion of the auxiliary track. The second auxiliary track spaced from the lower track such when the upper movement mechanism capable of riding on the lower track, the lower movement mechanism align with the second auxiliary track. The mobile track is movable between an upper position and lower position and is connected to the first auxiliary track wherein with the movable track in the tower position the mobile track guides a vehicle using the upper movement mechanism onto the secondary auxiliary track which receives the lower movement mechanism and the movable track in the upper position wherein the vehicle a capable of riding on the secondary auxiliary track without engaging the mobile track. 
     In certain embodiments, the support structure is a plurality of structure arches. In an embodiment, the rails of each of the tracks are located generally equidistant from the apex of the arches therein allowing for minimal thickness of the rails while maximizing support. 
     In certain embodiments, the arches are spaced a specific distance d that is less than the length l of the vehicle therein the weight of the train is borne by the arches rather than the rails. 
     In certain embodiments, the vehicle has at least one horizontal safely wheel for engaging a rail of the track for stabilizing against derailments. 
     In an embodiment, a transportation system for a vehicle having upper wheels and lower wheels includes a support structure, a first lower track and a second lower track. The first lower track has a pair of lower rails for engaging the upper wheels of the vehicle. The lower rails are supported by the support structure. 
     The second lower track has a pair of lower rails. The lower rails are supported by the support structure. The second lower track intersects the first lower track. The first lower track and the second lower track each have a gap such that the rails are each spaced apart from each other. A crossing support track has a first pair of rails underlying the first lower track and has a second pair of rails underlying the second lower track. The second pair of rails of the crossing support track intersects the first pair of rails and is adapted to engage the lower wheels of the vehicle when the vehicle passes through the gap of the lower track. 
     In certain embodiments, the transportation the crossing support track having a transition section adapted for the wheel of the vehicle moving from being supported by the tracks over the inner wheel area to being supported by the outer sides of the wheel area by a transition section wherein the wheel of the vehicle moves from being supported by the tracks over the inner wheel area to support of the outer sides of the wheel area by a pair of support grooves over a distance cut in the track therein allowing for the crossing of the another track. 
     In certain embodiments, the horizontal safety wheel has a smaller diameter than the support grooves. 
     In certain embodiments, the supporting structure has a hook shape that provides support of the lower tracks therein allowing free movement of the upper wheels and the upper body of the vehicle. 
     In certain embodiments, the system has a first upper track having a pair of upper rails. The upper rails are spaced above the lower rails. The upper rails are supported by the support structure. A second upper track has a pair of upper rails. The upper rails are spaced above the lower rails. The upper rails are supported by the support structure. The upper rails of the second upper track intersect the first upper track by the crossing of rails and has a transition section adapted for the wheel of the vehicle moving from being supported by the tracks over the inner wheel area to support of the outer sides of the wheel area by a transition section wherein the wheel of the vehicle moves from being supported by the tracks over the inner wheel area  10  support of the outer sides of the wheel area by a pair of support grooves over a distance cut in the track therein allowing for the crossing of the another track. 
     In certain embodiments, the system has a plurality of gales that are movable between a closed position and an open position to allow the support sections of the vehicle holding the upper wheels of the vehicle to pass by the intersecting tracks. 
     In certain embodiments, a transportation system for a vehicle having upper wheels and lower wheels includes a support structure, a first lower track, and a second lower track. The first lower track has a pair of lower rails for engaging the upper wheels of the vehicle. The lower rails are supported by the support structure. The second lower track has a pair of lower rails. The lower rails are supported by the support structure. The second lower track intersects the first lower track. The first lower track and the second lower track each have a gap such that the rails are each spaced apart from each other. The system has a crossing support track having a first pair of rails underlying the first lower track and has a second pair of rails underlying the second lower track. The second pair of rails of the crossing support track intersect the first pair of rails and are adapted to engage the tower wheels of the vehicle when the vehicle passes through the gap of the lower track. 
     In certain embodiments, a transportation system includes a support structure, a lower track, and an upper track. The lower track has a pair of lower rails. The lower rails are supported by the support structure. The upper track has a pair of upper rails. The upper rails are spaced above the lower rails. The upper rails are supported by the support structure. The vehicle has an upper support structure with a plurality of upper wheels capable of riding on the lower track and a lower support structure with a plurality of lower wheels capable of riding on the upper track. The system has at least one station having a platform, wherein the floor of the vehicle is higher than the platform wherein passengers are capable of entering and exiting the vehicle with less vertical movement than would be required to get up and sit down if the vehicle floor and station platform were at the same level. The vehicle has an area having a floor planar with the platform of the station for facilitating across by a wheeled vehicle. 
     In certain embodiments, the wheeled vehicle includes a wheel chair and a stroller. In a certain embodiment, the vehicle has a plurality of floors and a plurality of seats wherein there is at least one door for each two seats. 
     In certain embodiments, the vehicle has a pair of opposing seats including a seatback portion and a sealing portion. The seating portion is adapted to move between a horizontal position for regular seats and a vertical position adapted to have an area having a floor planar with the platform of the station for facilitating access by a wheeled vehicle. 
     In certain embodiments of the transportation system, the support structure includes a plurality of structure arches. The system has at least one station having a platform. A plurality of support members are secured to the arch providing structural support for the station. 
     In certain embodiments, at least one arch provides support directly to the station without any connecting members. 
     In certain embodiments, the transportation system includes a plurality of trusses including a plurality of trusses extending between the upper tracks and the lower tracks for distributing the vertical loads. 
     In certain embodiments, the transportation system includes at least one horizontal truss system for horizontal stability. In certain embodiments, the horizontal truss system includes one member at a lower level sufficiently above the lower tracks to provide clearance for lower trains. 
     In certain embodiments, the transportation system includes foliage for covering the arches as a way to increase ambience and introduce a more natural environment into the city landscape. 
     In certain embodiments, the stations are adaptable for various lengths of trains by varying the length of the platform. 
     In certain embodiments of a transportation system for an urban landscape having a plurality of streets, the transportation system includes a plurality of arches overlying at least one of the streets. The transportation system includes a plurality of rail modules. Each rail module includes a pair of lower support frames and a pair of upper support frames. A lower track has a pair of lower rails. The lower rails are supported by the lower support frames. An upper track has a pair of upper rails. The upper rails are spaced above the lower rails. The upper rails are supported by the upper support frames. The rail module has a plurality of support members. The system has a mechanism for connecting the rail modules to the arches. The system has a vehicle having an upper support structure with a plurality of upper wheels capable of riding on the lower track and a lower support structure with a plurality of lower wheels capable of riding on the upper track. The system has at least one station having a platform. A plurality of support members are secured to the arch providing structural support for the station. 
     In certain embodiments of a transportation system, the mechanism for connecting the rail modules to the arches includes at least a pair of arches having a truss system having a plurality of members. The arches have an upper mounting block and a lower mounting block. The upper mounting block has a plurality of teeth projecting upward from a base of the upper mounting block. The lower mounting block has a pair of teeth projecting upward from a base and a pair of vertical braces extending upward from the base to the truss system of the arch. The upper support frames, which supports the rails, each have a notch near the end on the outside complimentary with a tooth on the upper mounting block. The lower support frames each have a notch near the end on the outside complimentary with the vertical brace on the lower mourning block. The support frames each having a tab at the end inside edge. The edge of the tab and the inner edge of the support engageable with a tooth on the upper mounting block and the lower mounting block 
     It is to be understood that the features of the various embodiments described herein are not mutually exclusive and may exist in various combinations and permutations. 
    
    
     
       BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS 
       The foregoing and other objects, features, and advantages of the invention will be apparent from the following description of particular embodiments of the invention, as illustrated in the accompanying drawings in which like reference characters refer to the same parts throughout the different views. The drawings are not necessarily to scale, emphasis instead being placed upon illustrating the principles of the invention. 
         FIG. 1  is an perspective view of a multi-tier transportation  1  system according to the invention above the road; 
         FIG. 2  is a perspective view of the multi-tier transportation system above a two lane road; 
         FIG. 3  is a perspective view of a vehicle on the upper rail and a second vehicle on the lower rail; 
         FIG. 4A  is a side perspective view of a rail of the upper track and a rail of the lower track and a portion of a pair of vehicles; 
         FIG. 4B  is a different side perspective view of a rail of the upper track and a rail of the lower track and a portion of a pair of vehicles; 
         FIG. 4C  in a perspective view of an alternative horizontal support of the support structure; 
         FIG. 5A  is front perspective view of a rail of the upper track and a rail of the lower track and a portion of a pair of vehicles; 
         FIG. 5B  is a side perspective view of a rail of the upper track and a rail of the lower track and a portion of a pair of vehicles; 
         FIG. 5C  is a side perspective view of an alternative rail system; 
         FIG. 6A  is a perspective view of a vehicle, a light rail car, at a station platform; 
         FIG. 6B  is a perspective view of a vehicle showing an apron covering the wheels; 
         FIG. 6C  is a perspective view of a vehicle showing a wheel chair accessible section; 
         FIG. 6D  is a perspective view of a station; 
         FIG. 7  is a perspective view of a portion of the vehicle showing a couple rows of seats; 
         FIG. 8  is a side perspective view of a station platform with a plurality of passengers awaiting a vehicle; 
         FIG. 9A  is a side schematic of the first portion of a vehicle moving from an upper track to a lower track; 
         FIG. 9B  is a side schematic view of the second portion of a vehicle moving from an upper track to a lower track; 
         FIG. 10A  is a side perspective view of a vehicle moving from an upper track to an auxiliary track; 
         FIG. 10B  is a side perspective view of a vehicle moving along the auxiliary track towards a second auxiliary track; 
         FIG. 11  is a side perspective view of a vehicle moving from a mobile track to the second auxiliary track; 
         FIG. 12A  is a second side perspective view of a vehicle moving from a mobile track to the second auxiliary track; 
         FIG. 12B  is an enlarged view of the interaction of the hook-shaped extension and the mobile track; 
         FIG. 12C  is a side perspective view of a vehicle moving along the second auxiliary track; 
         FIG. 12C  is a second side perspective view of a vehicle moving along the second auxiliary track; 
         FIG. 13  is a side perspective view of moving a vehicle from the second auxiliary track to the lower track; 
         FIG. 14A  is a side perspective view of the vehicle on the upper track; 
         FIG. 14B  is a side perspective view of the vehicle on the lower track; 
         FIG. 15A  is a side schematic of the first portion of a vehicle moving from the lower track to the upper track; 
         FIG. 15B  is a side schematic of the second portion of a vehicle moving from the lower track to the upper track; 
         FIG. 16  is a schematic of a depot; 
         FIG. 17A  is a perspective view of a pair of intersecting tracks; 
         FIG. 17B  is a perspective view of a pair of intersecting upper tracks and a pair of intersecting lower tracks; 
         FIG. 18A  is a perspective view of a pair of intersecting rails; 
         FIG. 18B  is another perspective view of a pair of intersecting rails with a wheel at the intersection; 
         FIG. 19A  is a perspective view of a pair of lower tracks intersecting; 
         FIG. 19B  is a perspective view of the pair of the lower tracks with a gate; 
         FIG. 19C  is a perspective view of the lower wheel of the vehicle on the rail of the upper track; 
         FIG. 19D  is another perspective view of a pair of intersecting rails with a horizontal safety rail projecting from the vehicle; 
         FIG. 20A  is a perspective view of an alternative embodiment of a pair of lower tracks intersecting and a vehicle; 
         FIG. 20B  is the perspective view of the alternative embodiment of  FIG. 20A  with the vehicle moved a long one of the lower tracks; 
         FIG. 20C  is a perspective view of the alternative embodiment showing both an upper track having an intersecting frog and the lower track with a crossing support track; 
         FIG. 20D  is a perspective view of an alternative embodiment showing both an upper track having an intersecting frog and the lower track with a crossing support track; 
         FIG. 21  is a perspective view of an alternative support structure system; 
         FIG. 22A  is a perspective view of an alternative station; 
         FIG. 22B  is alternative perspective view of the alternative station; 
         FIG. 22C  is a perspective view of an arch with an upper track and a lower track; 
         FIG. 22D  is a perspective view an alternative station with tracks and vehicles; 
         FIG. 23A  is a perspective view of an upper track and a lower track with a plurality of truss systems; 
         FIG. 23B  is another perspective view of the truss system of  FIG. 23A ; 
         FIG. 23C  is another perspective view of the truss system of  FIG. 23A ; 
         FIG. 24  is a perspective view of a portion of the transportation system having a plurality of the arches; 
         FIG. 25A  is a perspective view of a train station; 
         FIG. 25B  is a perspective view of the train station with a longer platform; 
         FIG. 26A  is a perspective view of an alternative multi-tier transportation system; 
         FIG. 26B  is a perspective view of an alternative multi-tier transportation system; 
         FIG. 27A  is a perspective view of modular construction of a multi-tier transportation system with a portion exploded away; 
         FIG. 27B  is a perspective view of modular construction of the multi-tier transportation system with components connected; 
         FIGS. 28A-28B  are perspective views of a rail module in an unassembled construction position; and 
         FIGS. 29A-28C  are perspective view of various steps in the modular construction of the multi-tier transportation system. 
     
    
    
     DETAILED DESCRIPTION 
     A transportation system has a pair of tracks each having a pair of rails. One set of the tracks is a lower level track and accepts a vehicle that rides below the track. The second set of the track is an upper level track and accepts a vehicle that rides above the track. The vehicle has wheels both on the upper portion of the vehicle and wheels on the lower portion. The vehicle is shorter and lighter than conventional trains including subways. 
     Referring to  FIG. 1 , a perspective view of a multi-tier transportation system  30  above a road  20  is shown. The multi-tier transportation system  30  has a pair of tracks  32  upon which a vehicle  34  can ride. The pair of tracks  32  are supported by a support structure (system)  38  including a plurality of vertical supports  40  that position a plurality of horizontal supports  42  above the ground  22 . In the view of  FIG. 1 , the ground  22  contains the road with vehicular traffic  24  such as cars, bus, and trucks. The ground  22  can also include sidewalks  20  for pedestrians and buildings  28 . 
     Referring to  FIG. 2 , a perspective view of the multi-tier transportation system  30  above a two lane road  20  is shown. The road  20  shows several vehicles  24  that underlie the pair of tracks  32 . The pair of tracks  32  includes a lower track  40  and an upper track  48 . Each track  38  and  40  has a pair of rails  50  that run parallel to each other. The multi-tier transportation system  30  has at least one vehicle  34 . In  FIG. 2  a pair of vehicles  34  is shown. The vehicles  34  could be referred to as light rail care. Each light rail car  34  has a body  56 , an upper support structure  58  with a plurality of upper wheels  60  and a lower support structure  62  with a plurality of lower wheels  64 . The lower support structure  62  with the lower wheels  64  allows the light rail car  34  to travel on the upper track  48 . The upper support structure  58  with the upper wheels  60  allows the light rail car  34  to travel on the lower track  46 . 
     A horizontal support  42  of the support structure  38  is shown in the FIG. One of the goals of the transportation system  30  is to minimize the visual impact on the urban landscape as well as to build trains that are as light weight as possible and take up as little space as possible. 
     Referring to  FIG. 3 , a perspective view of a vehicle  34  on the upper track  48  and a second vehicle  34  on the lower track  46  is shown. The upper track  48  and the lower track  46  each have a pair of rails  50 . The pair of rails for a track run parallel to each other and generally one of the rails  50  of the upper track  48  is located above the one of the rails  50  of the lower track. For the purpose of this patent, the rail  50  is the physical item that the wheels of the vehicle  34  rolls upon. A pair of rails  50  form a track  32 . While the rails  50  of the upper track and the lower track  46  are identical in this embodiment, how the rail  50  interacts with the horizontal supports  42  of the support structure  38  and the vehicle  34  is different. 
     The light rail car  34  has the body  56 , the upper support structure  58 , and the lower support structure  62 . The body has a plurality of beams or pillars  68  that extend between the upper support structure  58  and the lower support structure  62 . The pillars  68  transfer the load of the light rail car  34  between the support structures  58  and  62 . The lower support structure  62  with the lower wheels  64  allows the light rail car  34  to travel on the upper track  48 ; the pillars  68  support the weight of the upper support structure  58  and upper wheels  60 . The upper support structure  58  with the upper wheels  60  allows the light rail car  34  to travel on the lower track  46 ; the pillars  68  support the weight of the lower support structure  62  and lower wheels  64  and the weight of seats  70 , the doors  72 , the windows  74 , and the passengers  70 . 
     The multiple wheels  60  and  64  allow the weight to be more evenly distributed without the need to shift the weight to the end of the car where a single wheel or two would be located, as in conventional trains. In the embodiment shown in  FIG. 3 , the vehicle  34 , including a car body with an upper support structure with nine upper wheels capable of riding on each of the rails on the lower track and a lower support structure with sixteen lower wheels capable of riding on each of the rails on the upper track. In an embodiment, the vehicle  34 , including a car body with an  34  including a car body with an upper support structure with at least seven upper wheels capable of riding on each of the rails on the lower track and a lower support structure with at least fourteen lower wheels capable of riding on each of the rails on the upper track. In an embodiment, the vehicle  34 , including a car body with an upper support structure with at least eight upper wheels capable of riding on each of the rails on the lower track and a lower support structure with at least fifteen lower wheels capable of riding on each of the rails on the upper track. 
     Referring to  FIG. 4A , a side perspective view of the rail  50  of the upper track  48  and the rail  50  of the lower track  46  and portion of vehicles  34  is shown. The distance between the rail  50  of the upper track  48  and the rail  50  of the lower track is shown as a height h,  80 . The height h provides sufficient clearance so that a wheel, the upper wheel  60  is capable of operating on the rail  50  of the lower track  46  without interfering with the rail  50  of the upper track  48 . The horizontal support  42  of the support structure  38  supports the upper tracks  48  and the lower tracks  46 . The upper track  48  is supported a vertical support extension  84 . The vertical support extensions  84  in an embodiment are approximately 2 inches height for the primary purpose of the lower wheels  64  not engaging the horizontal supports  42 . The horizontal supports  42  and therefore the vertical support extensions  84  in an embodiment are located approximately 20 feet apart. 
     The rail  50  of the lower track  46  is supported by a hook-shaped extension  86  which supports the lower track  46  from below. The hook-shaped extension  86  has a generally vertical part  88  followed by a horizontal section  90  and a second vertical part  92  on which the lower track  46  is supported. 
     Referring to  FIG. 4B , a different side perspective view of the rail  50  of the upper track  48  and the rail  50  of the lower track  46  and portion of vehicles  34  is shown. The rail  50  of the lower track  46  is supported by the hook-shaped extension  86  which supports the lower track  46  from below. The hook-shaped extension  86  has a generally vertical part  88  that is also supported by an angle arm  94  that also secured to the horizontal support  42 . The height h is such that the upper wheel  60  is capable of operating on the rail  50  of the lower track  46  without interference. The hook-shaped extension  86  has a second angle arm  96  to support the second vertical part  92 . 
     Referring to  FIG. 4C , is a perspective view of an alternative horizontal support of the support structure is shown. The support structure  38  has a grouped pair of horizontal supports  42  in close proximity to each other. A series of cross supports  82  extend between the horizontal supports  42  to stiffen the support structure  38 . It is recognized that the spacing can be more sparse. It is recognized that seeing is dependent on several factors including material and structural designs, as well as the number of grouped support structures  38 , including factors such as the distance between the two grouped support structures  38 . These factors will influence the minimum distance required to the next single or grouped structural support  38 . It is contemplated that the pair of horizontal supports  42  will be spaced every 30 or 40 feet, and can be as much as 100 feet depending on the factors described. 
     Referring to  FIG. 5A , a front perspective view of the rails  50  of the upper track  48  and the rails  50  of the lower track  46  and portion of a pair of vehicles  34  are shown. With the vehicle  34  capable of riding on rails  50  both above or below the vehicle  34 , the transportation system  30  can minimize on additional structure and the overall height of both the upper track  48  and the lower track  46  is not much more in height than the radius of the wheels  60  or  64 . In the FIG., the lower support structure  62  of the vehicle  34  on the upper track  48  is shown. The lower wheels  64  rest on the rails  50  of the upper track  48 . In contrast to conventional train wheels  64 , the wheels have a pair flanges forming a “u” shaped groove that receives the rail  50 . The vehicle  34  has a plurality of axles  66  which transfer the load from the wheels  64  to the lower support structure  62  and the vehicle  34 . 
     While not shown in  FIG. 5A , it is contemplated that the vehicles  34  will be powered by electric motors directly connected to the wheels or the axle. The power would be received by a catenary wire system. It is contemplated that in certain embodiments, the catenary wire system can be located above and below the horizontal supports  42  so that the vehicles  34  on the upper track  48  receive power from below and the vehicles on the lower track  46  receive power from above (i.e., power is received in proximity to the wheels that are interacting with the track  32 .) 
     The upper support structure  58  of the vehicle  34  on the lower track  46  is shown. The upper wheels  60  rest on the rails  50  of the lower track  46 . The vehicle  34  hangs from the upper wheels  60  via a plurality of axles  66  which transfer the load from the wheels  60  to the upper support structure  58  and the vehicle  34 . The hook-shaped extension  86  for supporting the rail  50  of the lower track  46  from below is also shown. The hook-shaped extension  86  has a generally vertical part  88  that is also supported by an angle arm  94  that also secured to the horizontal support  42 . The height h is such that the upper wheel  60  is capable of operating on the rail  50  of the lower track  46  without interference. The hook-shaped extension  86  has a second angle arm  96  to support the second vertical part  92 . 
     Referring to  FIG. 5B , a side perspective view of the rails  50  of the upper track  48  and the rails  50  of the lower track  46  and portion of a pair of vehicles  34  is shown. The rails  50  are an oval shape  102  and formed of an outer layer  104  and a plurality of support rods or honeycomb construction  106  located inside the oval shape  102  to support the outer layer  104 . The vertically oval tracks  102  are formed to create resistance from vertical pressure P,  108  exerted by the wheels  60  and  64  on the rails  50  of the tracks  32 . The support rods or honeycomb construction  106  provides for maximum resistance with minimal weight, minimal thickness as well as optimal shock absorption. 
     In addition, the passengers  76  seated on the seats  70  are seen in the vehicle  34  hanging from the lower track  46 . The pillars  68  transfer the load from the lower support structure  62  to the upper support structure  58 . The pillars  68  in the vehicles  34  are similar to pillars in other vehicles such as cars which are integral to the vehicle  34 . 
     It is recognized that the support structure may vary from embodiment to embodiment. The support structure  38  in  FIG. 5B  is a slightly different configuration than that shown in  FIG. 5A . 
     The transportation system  30  in addition to having the tracks  32  such that a vehicle  34  can ride on the upper track  48  that is just above a lower track  46 , that allows for a rail system with minimum visual impact has other features that allow for efficient transportation of passengers. In contrast to conventional trains that are at least 10 feet in height and approximately generally 11 feet in height for subway cars and 13 feet for commuter rail, the vehicle  34  is designed to be no more than the height of an SUV in order to: minimize visual impact on the urban landscape; minimize weight; to be designed as to provide only seating options for all passengers; and easy access between standing on the platform and seating. 
     For example, in one embodiment, it is contemplated that the vehicle has a length of 320 to 400 inches, a width of 48 inches, and a height of 66 inches. 
     Referring to  FIG. 5C , a side perspective view of an alternative rail system  288  is shown. In this alternative embodiment for narrower streets or lower density areas, the system  288  has tracks, an upper track  290  and a lower track  292 , where the rails  50  are closer, and each row in the vehicle has a single seal. 
     For example in one embodiment, it is contemplated that the vehicle has a length of 320 to 400 inches, a width of 36 inches, and a height of 66 inches. 
     Referring to  FIG. 6A , a perspective view of a vehicle, a light rail car  34 , at a station platform  112  is shown. The transportation system  30  has a plurality of station platforms  112  in which passengers  76  can board and exit the vehicle  34 . The support structure, such as the lower support structure  62  in part forms an apron  120  that covers the wheels  64  as seen in  FIG. 6B . The height  118  shown in  FIG. 6A  is the majority of the apron  120  height. This height represented by arrow “h” between the platform of the station and the floor of the train, allows for easy entry mid exit in the same way as when accessing an SUV. 
     Referring to  FIG. 6C , a perspective view of an alternative vehicle, a light rail car  320 , at a station platform  112  is shown. In contrast to the light rail car  34  that has a height differential shown, the alternative light rail car  320  has a section  322  where the floor  114  of the car  322  and the platform  112  of the station are at the same level in order to allow access for a wheeled vehicle  328  such as a wheelchair  330 , a stroller, or a bicycle access. It is recognized that certain passengers such as with a cane, may opt for this section  322  to avoid lifting her leg. 
     This same level section has an opening that is generally double a standard opening. The section has a pair of doors  72  that slide in segments into the pillar  68  open to access the space. The section has a pair of seats  332  each including a seat back portion  334  and a seating portion  336 . The seating portion  336  is movable between a horizontal position for regular seating and a vertical position to provide space for the wheeled vehicle  328  such the wheelchair  330 . The section  322  does not have lower wheels  64  in order to allow the section  322  to be lower. 
     Referring to  FIG. 6D , a perspective schematic view of a station  134  is shown. The station platform  136  for the lower track  46  and the station platform  138  for upper track  48  can be seen. The station  134  is shown for crossing tracks  34  which will be explained in more detail with respect to  FIGS. 17A-19B .  FIG. 6D  like the remaining figures are a schematic representation missing many parts to enable easy view of the items discussed. 
     In the embodiment shown, the station platform  112  is on one side of the track  32 . The passenger  76  on the other side of the vehicle  34  will have to exit through the vehicle, such as done in many amusement park rides. There are many benefits to this method. However it is recognized that others may decide to have platforms on each side to speed loading and unloading of vehicles  34 . The opening of doors on both sides however may add to confusion as to who gets a seat. 
     The vehicle, the light rail car,  34  is shown with the lower support structure  62  and the upper support structure  58 . The pillars  68  extend between the support structures  58  and  62  to transfer the loads and in certain situations act as door pillar. The vehicle  34 , as indicated above, is of a height where the passengers  76  do not stand but rather sit on seats  70 . The lower support structure also defines a vehicle or train floor  114 . The doors  72  are shown in an open position; in this embodiment the doors  72  swing upward to grant access to the interior  116  of the vehicle  34 . It is contemplated that in certain embodiment that is beneficial to have the doors slide sideways to open. 
     The rails  50  upon which the vehicle, the light rail car  34 , rides are positioned relative to the station platform  112  such that the train floor  114  is at a level higher than the station platform  112 . The difference in height h  118  allows the passengers  76  to enter and exit the vehicle  34  with less vertical movement than would be required to get up and sit down if the train door  114  and station platform  112  were at the same level.  FIG. 6A  shows the passenger  76  stepping down to exit the vehicle  34  with the left foot, in the same way as when a passenger enters or exits an SUV. This feature allows passengers to exit or enter the seat more quickly and comfortably. In an embodiment, the height h  118  is designed to be in the range of 6 to 10 inches and preferably 8 inches. 
     Referring to  FIG. 7 , a perspective view of a portion of the vehicle  34  showing a couple rows of seats  70  is shown. The FIG. shows several passengers  76  in several seals  70 . The vehicle  34  has an input system  122  such as a digital screen  124  for passengers  76  to select their destination stop. The digital screen  124 , where the passengers  76  need to scroll to select their destination stop, can be designed to provide either an incentive or an encouragement, such as a beeping light, to ensure that passengers  76  select their destination stop, as a courtesy to awaiting passengers  76 . This feature, together with a technology that detects empty seats, such as technology used in passenger vehicles to detect a passenger in the front passenger seat, alerts passengers  76  at the upcoming stops, through the use of a light signal, where to stand for an open seat  70  in the incoming train. 
     Referring to  FIG. 8 , a side perspective view of a station platform  112  with a plurality of passengers  76  awaiting a vehicle, light rail car  34  is shown. The transportation system  30  has a wall  128  with a plurality of doors  130  at the station platform  112  to limit access to the tracks  32  when the vehicle  34  is not at the station platform  112 . The transportation system  30  has an indication system  132  with a plurality of lights  132 , that can provide an indication in sequential order of incoming trains where a seat will be available. The FIG. shows passengers  76  waiting at the outer door  130  of a double set of doors on the platform  112  for the incoming light rail car  34 ; the inner door  72  of the double set of doors is located on the light rail car  34  upon arrival. Above the outer door  130  lights  132  indicate where an open seat  70  will be available in the incoming train  34 . If the open seat will be available in the train following the incoming train, there will be an indication labeled as SECOND TRAIN, as shown in FIG. (which can also be THIRD TRAIN, or FOURTH or more). 
     If the vehicle  34  is full, and no passengers  76  selected to exit at the next stop as their destination, the automated driver will skip that stop. The transportation system  30  has a control system  126  that can have software algorithms designed with further sophistication, i.e. if no passengers are getting on, or off at the next stop the train will skip that stop. It is recognised that the connection between components such as control system can be various methods including wire and wireless. 
     With the door opening on one side, since there are only two adjacent seats, passengers will just have to slide over to make room for the passenger that is coming in, and conversely step out to let the inner passenger get out. This method is quicker than conventional train and subway systems where typically passengers tend to slow down the process by clustering at the doors trying to get in and out at the same time and can often take a minute or more versus the proposed arrangement which would take 10-20 seconds. 
     As with most transportation systems  30 , the system needs to move vehicles from tracks to tracks  32  to allow the vehicles  34  to move in the other direction. In addition, vehicles  32  need to be stored and queued. In conventional systems, there are switches between tracks that are generally located on the same plane, whether on the ground, subterranean, or above the ground. With respect to storage or queuing the vehicles, generally a large footprint on the ground or subterranean is required. 
     Referring to  FIG. 9A , a side schematic of the first portion of a vehicle moving from the upper track  48  to the lower track  46  is shown. When reaching the end of the line, the light rail car  34  can switch from traveling on the rails  50  of the upper track  48  to the opposite direction on the lower track  46 . The movement is explained using six positions of which the first three are shown in  FIG. 9A . Positions  4  through  6  are shown in  FIG. 9B . In the 1 st  position the train is shown arriving on the upper track  48  and after completing the switch is departing on the lower tracks  46 . 
     The transportation system  30  has several additional tracks  32  used to move vehicles  34 . The transportation system includes a first auxiliary track  140 , a second auxiliary track  142  and a mobile track  144 . The first auxiliary track  140  has a first portion  148  that is parallel with the upper track  48  and is spaced from the upper track  48  such that the upper wheels  60  are received by the first auxiliary track  140  while the vehicle  34  is still riding on the upper track  48 . The first auxiliary track  140  has a second portion  150  that is an incline that slopes downward to the mobile track  144  which will be explained in further detail below. The second auxiliary track  142  is parallel with the lower track  46  and spaced from the lower track  46  such that when the lower wheels  64  are on the second auxiliary track  142 , the upper wheels  60  are aligned with the lower track  46 . 
     Referring to  FIG. 10A , a side perspective view of a vehicle  34  moving from the upper track  48  to the first auxiliary track  140  is shown. In the 1 st  position  152 , the vehicle  34  is shown arriving on the upper track  48  where the lower wheels  64  are on the rails  50  of the upper track  48 . In order to perform the switch, the vehicle  34  moves onto the first auxiliary track  140  with the upper wheels  60  starting at the beginning point  166  of the first auxiliary track  140 . 
     Referring to  FIG. 10B , a side perspective view of a vehicle moving along the auxiliary track towards a second auxiliary track is shown. The vehicle  34  moves along the first auxiliary track  140  until the entire vehicle  34  is beyond the terminus  168  of the upper track  48 . The vehicle  34  continues on the first auxiliary track  140 . 
     Referring to  FIG. 11 , a side perspective view of a vehicle moving from the mobile track  144  to the second auxiliary track  142  is shown. The mobile track  144  moves between an up, raised, position and a lowered position shown in  FIG. 11  about a pivot point  170 . In the lowered position, when the vehicle  34  reaches a terminus point  172  of the mobile track  144 , the lower wheels  64  engage the second auxiliary track  142 . The vehicle  34  continues along the second auxiliary track  142  until the vehicle  34  completely clears the mobile track  144 . 
     Referring to  FIG. 12A , a second side perspective view of a vehicle moving from the mobile track  144  to the second auxiliary track  142  is shown. Once the upper wheels  60  move away from the terminus point  172  of the mobile track  144 , the pair of rails  50  of the mobile tracks  144  move up as shown in  FIG. 12B . With the mobile track  144  up in the up, raised, position a clearance  176  is created for the vehicle  34  as seen in  FIGS. 12A and 12B ; the vehicle  34  is able to move in the opposite direction without having the upper wheels  60  latching onto the mobile track  144  but instead continuing on the second auxiliary track  142  as represented by the 4 th  position. The support structure  38  has a hook-shaped extension  86  that is held by a horizontal support  42 , as seen in  FIG. 12A , to support the terminus point  172  of the mobile track  144  as seen in  FIG. 11 . 
     Referring to  FIG. 12C , a side perspective view of a vehicle  34  moving along the second auxiliary track  142  is shown. The vehicle  34  continues to move along the second auxiliary track  132  under the mobile track  144  which is in the up, raised position. The vehicle  34  continues along the second auxiliary track  142  towards the lower track  46  as seen in  FIG. 12D . 
     In an embodiment, the support structure  38  transportation system  30  has horizontal supports  42  generally spaced at sufficient intervals to ensure structural integrity. In locations where the transportation system  30  has vehicles  34  changing tracks  32  or passengers  76  entering or exiling from the vehicles  34 , the horizontal supports  42  are more closely spaced. The support structure  38  on the left side of  FIG. 12D  has a plurality of horizontal supports  42  including a horizontal support  42  to support the second auxiliary, a second horizontal support  42  to support both the upper track  48  and the lower track  46 , and a third horizontal support  42  to support the first auxiliary track  140 . Some of the supports have been removed for clarification of the FIGS; there would be at least three horizontal supports. 
     Referring to  FIG. 13 , a side perspective view of a moving a vehicle  34  from the second auxiliary track  142  to the lower track  46  is shown. The lower wheels  64  continue along the second auxiliary track  142  as the first of the upper wheels  10  are received by a terminus point  178  of the lower track  46 . The vehicle  34  continues along until the entire vehicle  34  is supported by the lower track  46  via the upper wheels  60  and the upper support structure  58 . 
     Briefly reiterating the process, the vehicle  34  which is shown on the upper track  48  as seen in  FIG. 14A  is moved to the lower track  46  as seen in  FIG. 14B  via the first auxiliary track  140 , the mobile track  144 , and the second auxiliary track  142   
     It is contemplated that at one end of a point to point, the vehicles  34  move from the upper track  48  to the lower track  40  and at the other end, the vehicles  34  move from the lower track  46  to the upper track  48 . Referring to  FIG. 15A , a side schematic of the first portion of a vehicle moving from the lower track to the upper track is shown. The incline between levels can vary. In the embodiment shown, the grade of the first auxiliary track in an embodiment is at a grade of 4 percent. When the vehicle  34  is moving between the upper track and the lower track, the vehicle  34  has no passengers  76  so has the minimum weight. In addition, all the wheels, both the upper wheels  60  and the lower wheels  64  are powered to create additional drive where needed. The vehicle  34  has many small wheels with powerful electric motors allowing the vehicle to be nimble. The vehicle  34  moves in reverse from what was explained with respect to  FIGS. 9A-14B . The vehicle  34  moves from the lower track  46  to the second auxiliary track; from 1 st  position  188  to a 2 nd  position  190 . The vehicle  34  continues to move until the vehicle  34  is in position so that the upper wheels  60  are in a position to be received by the mobile track  144  which is shown in a 4 th  position  194  as seen in  FIG. 15B . The vehicle  34  moves up the first auxiliary track  140  as shown in a 5 th  position  196 . The vehicle  34  continues on to the upper track  48  as shown in a 6 th  position  198  as seen in  FIG. 15B . 
     Tiered Depots 
     Dependent on the passenger volume in/on the transportation system  30 , not all the vehicles  34  would be on the tracks  32  between the stations, the platforms  112 . The extra vehicles  34  may be stored in a depot  206 . Using the same method described with respect to  FIGS. 9A-15B  for switching from different level tracks  32  the train can be moved to further levels via the auxiliary tracks vertically for purposes of depot storage, maintenance, or switching to different routes. 
     The moving from the 1 st  position  188  on the lower track  46  to the 6 th  position  198  onto the upper track  48  was described above with respect to  FIGS. 15A and 15B .  FIG. 16  shows a schematic of the vehicle  34  continuing up in the stacked depot  206 . 
     Referring to  FIG. 16 , a schematic of the depot  206  is shown. The vehicle  34  continues to the 7 th  position  210 . From the 7 th  position  210 , the vehicle  34  can either move in a return direction  212  on the upper track  48  to service passengers or in a park direction  211  using an auxiliary track—C  216 . In order for the train to travel on the auxiliary track—C  216 , a mobile track  218  moves down via a hinge  220 . From here the vehicle  34  continues using the same principle as described in movement from the 1 st  position  188  to the 7 th  position  210  and at reaches the 13 th  position  224  which is directly above the 7 th  position  210 . The vehicle  34  can continue in the direction showed by the arrows until it reaches a last position  230 . The image in FIG. is a representation as to when the vertical depot is full, in this case storing  24  vehicles  34 . The vehicles  34  can be stored on the incline with the vehicles  34  having many small wheels and they are equipped with numerous brakes that can hold the vehicle on an incline. 
     Besides serving as a vertical depot the method described in  FIG. 16  can also serve as a central station from where vehicles  34  can depart in multiple directions. In the same way as the train can move to Return direction or to Park from the 7 th  position it can have the same dual option in the 4 th , 10 th , 13 th  positions (and the same applies for the trains in the two levels above) from where the train can either move to park in the depot as shown by the arrows or leave the depot to service passengers, as shown in example at position 13 th  Return Line  2 . 
     Intersection of the Tracks 
     In the transportation system  30 , it is expected that the system  30  will have multiple lines and in certain locations the tracks  32  will intersect. Referring to  FIG. 17A , a perspective view of a pair of intersecting tracks  250  for the upper track  48  is shown. Where a pair of rails  50  intersect, there is an intersecting frog  252 . It is recognized that for the upper track  48  the intersecting frogs  252  are similar to conventional frogs. There are differences which are explained with respect to  FIGS. 18A and 18B . 
     Referring to  FIG. 17B , a perspective view of a pair of intersecting upper tracks and a pair of intersecting lower tracks is shown. As with just having the upper wheels  60  roll on the lower track  46 , there are issues related to potential interference issues. 
     Referring to  FIG. 18A , a perspective view of a pair of intersecting rails is shown. When the wheel, either the upper wheel  60  or the lower wheel  64 , is traveling along the rail  50  the outer sides  254  of the wheels  60  and  64 , such as seen in  FIGS. 4A and 4B , are located such that the rail  50  is between the sides  254 . The transition is shown from the support of the inner area  256  of the wheel  60  and  64  by the track area described by dotted line  258  as seen in  FIG. 18A  to support of the outer sides  254  of the wheel  60  and  64  by concave auxiliary tracks  260  as shown in  FIG. 18B . The intersecting track  250  has an area cut out as represented by an arrow  264  in order to allow the wheels to cross the tracks. 
     Referring to  FIG. 19A , a perspective view of a pair of lower tracks  46  intersecting is shown. The vehicle  34  on the lower track  46  approaches an interaction  250  showing the upper support structure  58  and potential interference with a rail  50  of the intersecting track  250 . The lower tracks intersection  268  requires a gate section  270  of the track  46  to open in order to enable the upper support structure  58  that receives the upper wheels  60  of the vehicles  34 , as represented by the arrow  270  to pass by the intersecting track  268 . 
     The gate section  270  of the tracks  46  opened as described by dotted line arrow to allow the train to pass as shown in  FIG. 19B . 
     A system of gates that open to allow sections holding the upper wheels of the train to pass across intersecting tracks is shown. The transportation system  30  is using vehicles  34  that are relatively lightweight compared to conventional trains for the reasons stated above. The transportation system  30  is using vehicles  34  that will be lighter than conventional transportation such as buses, trains, and streetcars. 
     Referring to  FIG. 19C , a perspective view of a lower wheel  64  of the vehicle  34  on a rail  50  of the upper track  48  is shown. The vehicle  34  in addition to the plurality of lower wheels  64  that rolls along the rails  50  of the upper track  48 , has a plurality of horizontal safety wheels  340  that engage the side of the rail  50  to provide stabilization against derailment. 
     Referring to  FIG. 19D , another perspective view of a lower wheel of the vehicle  34  on a rail  50  of the upper track  48  is shown. The lower wheel  64  is passing over the intersecting frog  252 . The horizontal safety wheel  340  is located above the intersecting frog  252  so that there is no interference. The horizontal safety wheel  340  rotates about the shaft and has a rotational diameter is smaller in diameter than groove, the concave auxiliary tracks  260 . 
     Referring to  FIG. 20A , a perspective view of an alternative embodiment of a transportation system  300  with a pair of lower tracks  302  and  304  intersecting and a vehicle  34  is shown. In contrast to the previous embodiment where a pair of rails  50  intersect and there are gates to allow movement as seen in  FIG. 19A  and  FIG. 19B , the system  300  has a gap  308  in the rails  50  of the lower tracks  302  and  304  so none of the rails  50  engage each other. In addition, the transportation system  300  has a lower crossing support track  310 . As the vehicle  34  moves along the track  302 , the upper support structure  58  can pass through the gap  308 . The vehicle  34 , the train, is supported by the lower crossing support track  310 . The lower crossing support track  310  has rails and intersecting frogs  252  similar to the intersecting frogs  252  on the upper track  48  in  FIG. 17A  upon which the lower wheels  64  can ride. The spacing of the lower crossing support structure track  310  is such that the upper wheels  60  are aligned and ride onto and off of the lower tracks  302  similar to the alignment used with the alignment tracks  32  in the switching tracks and depots as discussed with respect to  FIGS. 9A-16 . 
     Referring to  FIG. 20B , a perspective view of the alternative embodiment of the transportation system  300   FIG. 20A  with the vehicle  34  moved along one of the lower tracks  302  is shown. While the first set of upper wheels  60  is shown in the gap  308  and the first several sets of lower wheels  64  are on the lower crossing support track  310  in  FIG. 20A , the first set of upper wheels  60  is shown received on the rails  50  and the lower track  302 . The majority of the lower wheels  64  are shown riding on the rails  50  of the lower crossing support track  310 . 
     Referring to  FIG. 20C , a perspective view of the alternative embodiment of the transportation system  300  showing both an upper track  48  having intersecting frogs  252  and the lower tracks  302  and  304  with a crossing support track  310  is shown. The intersecting frogs  252  are described above with respect to  FIG. 18A  and  FIG. 18B . 
     The rails of the lower crossing support track  310  are supported by a hook-shaped extension  86  which supports the rails  50  of the lower crossing support track  310 . In the embodiment shown, the support structure  38  includes vertical support extensions  84  that extend from the horizontal supports  42 . 
     It is recognized that the tracks  32  can intersect at a different angle than 90 degrees. For example, the tracks can intersect in a range of 30 degrees to 150 degrees. 
     Referring to  FIG. 20D , a perspective view of an alternative embodiment of the transportation system  300  showing both an upper track  48  having an intersecting frog  252  and the lower track  302  with a lower crossing support track  310  is shown. The system  300  has a plurality of arches  342  supporting the upper track  48  and the lower track  302 . The rails  50  of the upper track  310  are secured on the upper side of the arch  342 . The rails  50  of the lower track  302  are secured to the lower side of the arch  342  by a bracket  352 . 
     The lower crossing support track  310  that is used in association with the lower track  302  to allow the vehicle  34  to cross an intersection, is supported by a plurality of arched horizontal supports  354  that extend between two portions, the legs  346  of the arch  342 . The intersecting frog  252  of the upper track  48  is similar to that in the previous embodiment. 
     Referring to  FIG. 21 , a perspective view of an alternative support structure system  38  is shown. In order to minimize the visual impact of the supporting structures system  38 , the system has a plurality of arches  342  in contrast to a series of vertical supports  40  and horizontal supports  42  as shown in  FIG. 21 . The arches  342  provide an optimum model for minimal thickness while maximizing support. The rails  50  of the upper track  48  and the lower track  46  are located in proximity to the apex  344  of the arch so that the weight of the tracks  32  and the vehicle  34  are distributed along both legs  346  of the arch  342 . By being placed at the center of the arches  342 , the weight of the vehicle  34  is spread equally to both sides or legs  346  of each arch  342  across distance Adw in  FIG. 21 . 
     In order to minimize the thickness of the rails  50 , the distance Ad 1  between the arches  342  does not exceed the length T 1  of the vehicle  34  so the weight of the vehicle  34  is borne by the arches  342  rather than the rails  50 . The spacing of the arches  342  allows for the rails  50  to be thinner in order to reduce visual impact on the city landscape. However other factors may be considered if technologies allow for rails to bear the weight of the train while having longer distances between the arches. It is recognized that in certain embodiments, that it may be desirable to use a truss structure to space the arches further apart as discussed below, while in other embodiments, it may be desirable to have the arches closely spaced as shown in  FIG. 21 . 
     The frequency of supporting arches at a distance between supporting arches at less than the length of a train allows for minimally thick rails as the weight of the trains is born by the arches rather than the rails. 
     Referring to  FIG. 22A , a perspective view of an alternative embodiment showing a station  134  is shown. The upper track  48  and the lower track  46  and not shown for clarification in this FIG. The arches  342  have the arch horizontal support members  354  extending between the two sides of the arch  342  for additional structural support. In addition to providing support for the lower crossing support track  310  as shown in  FIG. 20D , the horizontal support or connecting members  354  can provide support to the station  134  or to other members such as a secondary horizontal support member  356  that support the station  134 . The arch horizontal support member  354  is connected to the secondary horizontal support  356  at an intersection point  360 . 
     In addition, other support members connected to the arches  342  can provide support for the station  134 . For example, a leg arch horizontal support member  358  is Connected to one of the arches  342  at an intersecting point  362  and directly to the station  134 . Likewise multiple support members can be used between an arch  342  and the station  134  such as mentioned above with respect to the horizontal support member  354  and the horizontal support member  356 . In addition, one or more of the arches  342  can provide support for a station  134  without any connecting members as shown at point  364 . 
     Referring to  FIG. 22B , a bottom perspective view of the embodiment of  FIG. 22A  with the station  134  is shown. The view shows the plurality of horizontal members  354 ,  356 , and  358  that provide support of the station  134 . One of the horizontal support members  354  that extends between the two legs  340  of an arch  342  extends between the ends of one of the legs  346  of the arch  342  to connect with a vertical support member  366  which is part of a stairway structure  368  of the station  134 . 
     Referring to  FIG. 22C , a perspective view of an arch  342  with an upper track  48  and a lower track  46  is shown. The transportation system  300  shown has a pair of vehicles  34 . The vehicle  34  on the upper track  48  has its lower wheels riding on the rails  50  of the upper track  48 . Another vehicle  34 , the vehicle  34  on the lower track  46 , has its upper wheels  60  riding on the rails  50  of the lower track  46 . The arch  342 , in the embodiment shown, has a concrete pillar  372  around the lower portion of each leg  346  of the arch  342  to both support and protect the arch  342 . The concrete pillar  372  has a pair of large annular portions  374  to improve protection of the arch  342  from accidental damage by a vehicle, such as a car or truck. The arch  342  has the horizontal cross support member  354  and a vertical support cross member  376 . In the embodiment shown, the arch  342  is formed of a truss  382  having a plurality of members  384  to strengthen the arch  342  while minimizing the weight. 
     Referring to  FIG. 22D , a perspective view of the station  134  similar to  FIG. 22A  and including the upper track  48  and the lower track  46  is shown. The arches  342  have the horizontal support members  354  extending between the two sides or legs  346  of each of the arches  342  for additional structural support. In addition to providing support for the lower crossing support track  310  as shown in the FIG. and  FIG. 20 , the horizontal support connecting members  354  can provide support to the station  134  or to other members, such as a secondary horizontal support member  356 , which support the station. It is recognized that certain arches  342  may not have the horizontal member  354  if not required structurally. For example, it may be desirable not to have the horizontal member  354 , where it is not required, for aesthetic reasons. 
     In the embodiment shown, there are four vehicles  34  in or approaching the station  134 . While it is contemplated that typically the vehicle  34  on the upper track  48  will be going in one direction and the vehicle  34  on the lower track  46  is going the other direction, the transportation system  300  can have both trains/vehicles  34  going in the same directions at certain times, for example towards or away from an event (e.g., sport, concert, . . . ). 
     Referring to  FIG. 23A , a perspective view of an alternative embodiment of the upper track  48  and the lower track  46  with a plurality of truss systems  390  interposed is shown. The vehicle  34  rides on the upper portion of the rails  50  of the upper track  48 . A plurality of members  394  of a generally vertical truss system  392  extends between one of the rails  50  of the upper track  48  and one of the rails  50  of the lower track  46 . In the embodiment shown, the generally vertical members  394  of the generally vertical truss system  392  intersect each other and have a horizontal member  396  that extends generally parallel to the rails  50  and intersects the generally vertical members  394 . 
     Referring to  FIG. 23B , an alternative perspective view of the embodiment of  FIG. 23A  is shown. The plurality of truss systems  390  has a horizontal truss system  400  that has a plurality of additional horizontal members  402  that extend between the horizontal member  396  of the generally vertical truss system  392  to both support and stiffen the rails  50  of the upper track  48  and the lower track  46 . The plurality of truss systems  390  also has another, upper, horizontal truss system  410  with a plurality of horizontal members  412  that extend between the rails  50  of the upper track  48 . 
     As best seen in  FIG. 23C , the horizontal member  402  of the lower horizontal truss system  400  extends between the horizontal member  396  of the vertical truss system  392  and is above the rails  50  of the lower track  46  to provide sufficient clearance for the lower vehicle  34  shown by vertical distance  404 . 
     Referring to  FIG. 24 , a perspective view of the transportation system  30  having a plurality of the arches  342  supporting the upper track  48  and the lower track  46  is shown. The transportation system  30  has foliage  418  for covering the arches  342  as a way to increase ambiance and introduce a more natural environment into the city landscape. The foliage  418  in certain embodiments can be real plants. In an alternative embodiment, the foliage  418  is made of a non-living material such as done in certain cell phone towers. 
     The arch  342 , in the embodiment shown, has a concrete pillar  372  around the lower portion of each leg  346  of the arch  342  to both support and protect the arch  342 . The concrete pillar  372  has a pair of large annular portions  374  to improve protection of the arch  342  from accidental damage by a vehicle such as a car or truck. 
     Referring to  FIG. 25A , a perspective view of a station  134  is shown. The station  131  shown is at an intersection  420  of a pair of streets, referred to as an east/west street  422  and a north/south street  424  for the purpose of description, in which a plurality of arches  342  spans the streets  422  and  424 . The arches  342  support the upper track  48  and the lower track  46 . 
     Referring to  FIG. 25B , a perspective view of the station  134  of  FIG. 25A  in which the portion of the station  134  over one of the streets, referred to above as the east/west street  422 , has a longer platform  430  is shown. In that the station  134  is above the ground and the arches  342  are already positioned to support the upper track  48 , and the lower track  46 , the system  300  can have the option of having stations  134  at various capacities without requiring a different footprint on the ground surface. In both  FIG. 25A  and  FIG. 25B , a line  432  with arrows at both ends representing the difference in distance of the platform of the shorter platform  428  in  FIG. 25A  and the longer platform  430  in  FIG. 25B  is shown. 
     In contrast to conventional systems, the vehicle  34  is smaller in the system  30 ,  300  in the embodiments described in this patent, therein the station does not need to have as large of a footprint. Likewise the tracks  46  and  48  overlay each other rather than being side by side. The station  134 , including the tracks  46  and  48  for the vehicles  34 , overlies only approximately a quarter of the intersection below. Therefore the system  30 ,  300  while above the intersection, still allows for ambient environment light in contrast to conventional elevated systems with large side by side vehicles that typically create a footprint all the way to the ground or overlay an intersection so that that the sky is not visible from the street. 
     In the embodiment shown in  FIG. 25B , the route that follows the east/west street  422  will use longer vehicles  34  and therefore will need longer platforms  430  at the station  134 . The route that follows the north/south street  424  is a smaller capacity route with a shorter vehicle  34 . The difference between  FIG. 25B  and  FIG. 25A  is length defined by the distance  432  between the extended station in  FIG. 25B  and the shorter station in  FIG. 25A . As seen in  FIG. 25B  between the platform for the north/south route and the east/west route the different length of the platforms between the short platform  428  and the long platform  430  allows for intersections of vehicles  34  of different capacities. Thus in  FIG. 25A  the longer platform marked by distance  432  is for greater capacity with longer trains shown by the bracket  434  versus the intersecting smaller capacity route with the shorter train marked by the bracket  436 . It is recognized that the station  134  can be larger than the vehicle  34 . For example, the shorter train, such as represented by bracket  436 , can be used on the long platform  430 . 
     Still referring to  FIG. 25A  and  FIG. 25B , while the station does not expand or contract, the system  30 ,  300  lends itself to a modular system. The arches  342  can be spaced the same distance apart regardless of the size of the station. If the operator later determines that the station needs to be expanded, the operator could order modular platform components for installation. While there would be some disruption during installation, it is contemplated that no groundbreaking would have to occur to make the modification. Likewise the station could be reduced in size if not required to minimize the visual impact. 
     Referring to  FIG. 26A , a perspective view of an alternative multi-tier transportation system  440  is shown. The system  440  shows a plurality of arches  342  with an upper track  48  and a lower track  46 . The system  440  shown is a loop and does not switch from the upper track  48  to the lower track  46  at the end of a line, such as shown in  FIGS. 11-14B . 
     The plurality of arches  342  are formed of a truss system  442 . The arch  342 , in the embodiment shown, has a concrete pillar  372  around the lower portion of each leg  346  of the arch  342  to both support and protect the arch  342 . The concrete pillar  372  has a pair of large annular portions  374  to improve protection of the arch  342  from accidental damage by a vehicle, such as a car or truck. 
     The multi-tier transportation system  440  shown has a pair of vehicles  34  in the foreground and a pair of vehicles  34  in the background. The vehicle  34  on the upper track  48  has its lower wheels riding on the rails  50  of the upper track  48 . Another vehicle  34 , the vehicle  34  on the lower track  46 , has its upper wheels  60  riding on the rails  50  of the lower track  46 . 
     Referring to  FIG. 26B , a perspective view of an alternative multi-tier transportation system  450  is shown. In contrast to the embodiment shown in  FIG. 26A , the vehicles  34  have wheels only on the top or bottom. The vehicle  34  on the lower track  46  has upper wheels  60  on the upper support structure  58  and no wheels on the lower support structure  62 . The vehicle  34  on the upper track  48  has lower wheels  64  on the lower support structure  62  and no wheels on the upper support structure  58 . 
     In addition to not having upper wheels  60  or lower wheels  64 , the vehicle  34  does not have the associated electric motor for those wheels. This reduces the weight of the vehicles  34 . As indicated above, the embodiment minimizes the visual impact on the urban landscape as well as to build trains that are as lightweight as possible and take up as little space as possible. 
     Referring to  FIG. 27A , a perspective view of the modular construction of a multi-tier transportation system  460  with a portion exploded away is shown. The arch  342  is formed of a truss system  442  having a plurality of members  384  to strengthen the arch  342  while minimizing the weight. The arch  342  has an upper mounting block  468  and a lower mounting block  470 . The upper mounting block  466  is secured to the upper portion of the truss system  442 . The truss system  442  has a bracket  472  projecting downward from the truss system  442  of the arch  342 . The bracket  472  has a pair of vertical braces  474  and a plurality of angle braces  476  to secure the lower mounting block  470  to the arch  342 . 
     The system  460  is a modular rail system  460  that includes a plurality of rail modules  480 . Each of the rail modules  480  has an upper track  48  and a lower track  46 . Each of the rails  50  on the tracks  46  and  48  are mounted on a support frame  484 . 
     The rail modules  480  have a truss system  490  similar to the truss systems  390  shown in  FIGS. 23A-23C . A plurality of generally vertical members  492  extend between the support frame  484  of one of the rails  50  of the upper track  48  and the support frame  484  of one of the rails  50  of the lower track  46 . In addition, the truss system  400  has a horizontal member  494  that generally extends parallel in the rails  50  and a plurality of angled members  496 . 
     The wheels  60  and  64  of the vehicle  34  ride on the upper portion of the rails  50  of the track  48 . The lower portion of the rails  50  is carried by the support frame  484 . Each end  486  of each support frame  484  has a notch or rectangular cut-out  498  in proximity to the end  486  on the outside of the rails. The support frame  481  on the inside of the rails  50  has a tab  499  at the end  486  of the support frame  484 ; the support frame  484  is narrower on the inside. The upper mounting block  468  has complementary tooth or projections  500  that are accepted by notches  498  when the rail module  480  is lowered as described below. On the inside of the rail  50 , the edge of the tab  499  and the narrower support frame  484  engages the tooth  500 . The vertical braces  474  extends up from the lower mounting block  470  and in addition arts as the complementary tooth  500  for the lower support frame  484 . 
     Referring to  FIG. 27B , a perspective view of the modular construction of the multi-tier transportation system  460  of  FIG. 27A  with components connected is shown. The rail module  480  is lowered, as represented by arrow  502 , onto the arch  342  such that the notches  498  on the outside of the support frame  484  are lowered on to the respective teeth  500  on the mounting blocks  468  and  470 . The edge of the tab  499  and the narrower support frame  484  engages the tooth  500  on the inside of the rails  50 . While it is contemplated that the weight of the rail module  480  will hold the  480  of the multi-tier transportation system  460  in position, the rail module  480  is secured the arch  342  additional secured by fasteners. 
     Referring to  FIGS. 28A and 28B , perspective views of a rail module  480  in an unassembled construction position are shown. The rail module  480  on the left side of the FIGS. are in the secured position. The rail module  480  on the right side is in an unsecured unassembled construction position. The rail module  480  is lifted and positioned so that the notch  498  on the outside of the support frame  44  is aligned with the teeth  500  on the upper mounting block  468  and riding along the vertical brace  474  to the lower mounting bracket  470 . In order to get the end  40  of the support frame  44  past the vertical brace  474 , the rail module  480  is rotated at an angle such that the support frames  44  are not parallel with the mounting blocks  468  and  470 . With the notch  498  aligned with the vertical brace  474  the rail module  480  is rotated to be parallel to and above the teeth  500  and the upper mounting block  468  as best seen in  FIG. 28B . The edge of the notch  499  and the narrower support frame  484  are positioned above to engage the tooth  500  on the inside of the rails  50 . 
     Referring to  FIGS. 29A-29C , various perspective views of various steps in the modular construction of the multi-tier transportation system  460  are shown. In  FIG. 28A , the rail module  480  on the left side of the figure is in the secured position. The rail module  480  on the right side of the figure is in an unassembled construction position. The notches  498  on the outside of the support frame  484  are aligned above the teeth  500 /vertical braces  474  of the mounting blocks  468  and  470 . The mounting blocks  468  and  470  each have a pair of gaps  504  between the teeth  500 /vertical braces  474  and the end  486  of the support frame  484  of the left side rail module  480 . The notch  498  on the support frame  484  is located above the tooth  500  on the upper track  48 , as best seen in  FIG. 29B . The rail module  480  is lowered such that the right side rail module  480  is in the secured position, similar to the left side rail module  480 , as seen in  FIG. 28C . 
     In an embodiment, the arches  342  are spaced between 60 and 100 feet. The rail modules  480  are sized to extend between the arches  342  and therefore to extend from centerline to centerline of the arches  342 . 
     In an embodiment, the vehicles  34  have batteries to power the electric motors that drive the wheels. The batteries can be powered/recharged by various methods including replacing the batteries at a station once drained to a certain level; the vehicles  34  are plugged in at a station or depot to recharge the batteries, and by a power line that runs along the track such as a catenary wire system to charge the battery. In this last embodiment the power in the line, catenary wire system, is sufficient to charge the battery even if not to drive the motor, for example 120 voltages in contrast 600 DC voltage. 
     INCORPORATION BY REFERENCE 
     The entire disclosure of each of the publications, patent documents, and other references referred to herein is incorporated herein by reference in its entirety for all purposes to the same extent as if each individual source were individually denoted as being incorporated by reference. 
     EQUIVALENTS 
     The invention may be embodied in other specific forms without departing from the spirit, or essential characteristics thereof. The preceding embodiments are therefore to be considered in all respects illustrative rather than limiting on the invention described herein. The true scope of the invention is thus indicated by the descriptions contained herein, as well as all changes that come within the meaning and ranges of equivalency thereof.