CLOSED LOOP TRANSIT SYSTEMS
United States Patent 3861317
A transit system having an array of closed loop transportation paths with no intersecting or switching points. The loop array include major or express loops between distant terminals and minor or local loops for short distance travel between interurban terminals. The system involves passengers switching from one terminal to another rather than vehicle switching.
US Patent References:
/1001170.html
Sayer - August 1911 - 1001170
TRANSPORTATION SYSTEM
Bell - January 1969 - 3421450
COMBINED LOCAL FEEDER AND NONSTOP EXPRESS TRAIN
Priebe - January 1971 - 3552321
/1001170.html
Sayer - August 1911 - 1001170
TRANSPORTATION SYSTEM
Bell - January 1969 - 3421450
COMBINED LOCAL FEEDER AND NONSTOP EXPRESS TRAIN
Priebe - January 1971 - 3552321
Application Number:
05/330660
Publication Date:
01/21/1975
Filing Date:
02/08/1973
View Patent Images:
Export Citation:
Primary Class:
Other Classes:
104/18, 104/91
International Classes:
B61B13/00; B61K1/00; B61K1/00
Field of Search:
104/18,20,25-88,91 198/75,76,78,79,81
Primary Examiner:
Wood Jr., Henson M.
Assistant Examiner:
Keen D. W.
Attorney, Agent or Firm:
Barr, James T.
Claims:
What is claimed is
1. In a non-intersecting transit system for transporting passengers and materials between station terminals;
2. In a non-intersecting transit system,
1. In a non-intersecting transit system for transporting passengers and materials between station terminals;
2. In a non-intersecting transit system,
Description:
OBJECTS
It is a primary object of this invention to provide a novel transit system for moving people and material over short and long distances with closed loop paths which do not intersect nor involve switching of vehicles at any time.
A further object of this invention is to provide express loops between major terminals at substantial distances apart without intervening stops or the necessity for transfer except when traveling to local or other major terminals. It also provides relatively short distance travel between local terminals within a congested urban area.
These and other objects will be more particularly described in the following specification and the drawings in which:
DRAWINGS
FIG. 1 is a plan view of a typical boarding station showing four loops from other terminals merging therein at a representative terminal.
FIG. 2 is a schematic plan view of the closed loop system for maximum coverage.
FIG. 3 is a plan view of a closed loop array for a particular geographical condition.
FIG. 4 is a plan view of a closed loop array for another geographical condition.
FIG. 5 is a plan view of closed loops for both major terminals and local terminals.
DESCRIPTION
Referring now to FIG. 1, representative or terminal 10 and some of its components are shown. Generally indicated, the terminal 10 or loop interchange has the appearance of a subway or railway station which is accessible to pedestrain passengers, as well as vehicle passengers arriving on the travel loops A,B,C and D. The boarding areas or loop interchange 10 is designed to accomodate high or low density transit situations depending upon the local requirements such as airports, shopping centers, urban and rural traffic or when extendable to serve a major municipal area. Note, that it is important the loops be closed and relatively independant of each other, except for access at the station terminals. Because of this feature, the transit system is independent of switching and merging problems, while permitting speeds from 8 to 80 miles per hour, for example. It is also designed on the individual vehicle concept, which so obviously is the solution to present day problems of transportation in congested areas.
In FIG. 1, an arriving passenger P1 whether a pedestrian or one coming from a different loop, A,B,C, or D, proceeds to the center location of area 10 for access to the desired loop for the particular destination. Assuming passenger P1 has just arrived at the loop interchange 10 and desires a destination served by loop B, after proceeding to the center of the station, passenger P1 walks to the boarding area 10B, whereat arriving vehicles 12, which has been emptied at the embarking area generally indicated at 10E, permits selection by passenger P1 of an empty vehicle which he then boards at relatively slow speed or stopped position.
It is contemplated that computer and destination control may be used with this invention, whereby the passenger selects the desired destination, pays the fare and receives a punched card which may be inserted in a recepticle either at the station or in the vehicle to program the vehicle.
A similar system is shown and described in the inventor's issued U.S. Pat. No. 3,403,634 which was granted in the United States on Oct. 1, 1968. Some similarities and corresponding subject matter is also shown in the inventor's co-pending patent applications: Ser. No. 146,352, filed May 24, 1971 now U.S. Pat. No. 3,722,427 and Ser. No. 241,109, filed Apr. 5, 1972.
Referring again to FIG. 1, a passenger P-2 arriving on one of the loops has ready access to either another loop or a destination within walking distance of this station 10. It should be noted that the other transit loops A, C and D are similar to transit loop B as described, and that the number of transit loops is a matter of choice, depending upon the particular requirements of the area.
In FIG. 2 there is shown a maximum coverage plan for an express transit loop 20 which permits non-stop travel from major terminals 10-Q, 10-D, 10-E and 10-C to each other without disembarking of the passengers. The express loop 20 enables a passenger to board at terminal 10-Q and travel directly to terminal 10-C, for example. In addition express transit loops Q-D, D-E, C-E and Q-C are provided for limited express travel between major terminals only. For example, transit loop Q-D is a continuous express route between terminals 10-Q and 10-D without intermediate stops but providing access at the terminals 10-Q and 10-D to loops for other major or local terminals (not shown).
In FIG. 3 a closed loop array is shown for transit within a congested urban area of a particular geographical configuration. In this array major or express terminals are indicated by the numeral 10 with capital letter suffixes and the local terminals are designated by the numeral 10 with lower case numeral suffixes. This grid array enables a passenger to board at terminal 10-A with the option of disembarking at terminals 10-1, 10-B, 10-2, 10-3, 10-4, 10-C, 10-5 and 10-D. If other terminals are desired, a passenger may transfer at the major express terminals, such as 10-B or 10-C to gain access to the other loops such as those served by major terminals 10-F, 10-J, 10-N, 10-R and 10-V from major terminal 10-B or alternatively those loops served by major terminals 10-G, 10-K, 10-O, 10-S and 10-W from terminal 10-C.
Similarly in FIG. 4, another loop array is shown for a specific geographical and passenger requirement. In this array, a passenger boarding at terminal 10-A will travel the loop L or loop E which interconnects with all the other major and local terminals. It is contemplated that dual or parallel loops for loops L, M and N will permit local stops on one loop to accomodate passengers for terminals 10-1, 10-14 and 10-18, for example, while the other parallel loop will serve only the major terminals 10-B, 10-H and 10-N, for example.
Referring now to FIG. 5, a maximum coverage economy loop array is shown. As an example, at main terminal 10-E arriving passengers have the choice of express loops for main terminals 10-D and 10-B, directly; main terminals 10-G and 10-C via terminals 10-D and 10-B, respectively, main terminals 10-H and 10-F, via terminals 10-D and 10-G, 10-B and 10-C, respectively, and other main terminals like 10-Y, 10-X and 10-A by disembarking at terminal 10-B. Also local loops 10-4, 10-6, 10-7, 10-2, 10-3 and 10-5 are readily available and directly accessible from main terminal 10-E.
A passenger, residing in an area near terminal 10-1, for example, while working near terminal 10-G, would board a vehicle ≠-d (not shown) at terminal 10-1, disembark at terminal 10-D and board an express vehicle 16-G to arrive at the place of employment. The return trip would be effected via terminals 10-H and 10-E to terminal 10-D and the local loop to terminal 10-1.
With reference to all the figures, it should be noted that closed and non-intersecting transit loops enable the maximum transferance of people and material in minimum time. In FIG. 5 for example, passengers travelling from terminal 10-A to terminal 10-B board vehicles 16-B, which have been previously designated and computer oriented as an express vehicle that does not stop at local terminals between terminals 10-A and 10-B, but goes directly to terminal 10-B. In the event a single conduit or guideway is used for economic or other reasons the vehicle 16-B will traverse thru the local terminals to permit other passengers to disembark while the thru passengers stay on board. Also local passengers will be routed automatically to desired local terminals in sequence.
Note, that in FIGS. 3 and 4 it appears that the loops such as loop L and loop E, do intersect. However it is contemplated that loops L and E at station 10A, for example, (FIG. 4) will be each at a different horizontal level to allow one vehicle to pass over the vehicle from the other loop.
Because of the closed loop concept, it is possible to transport a maximum number of passengers in minimum time with a large degree of safety and convenience. Therefore it is contemplated that this invention will be readily understood and adaptable to various modifications determined by unique local conditions and geographical requirements. Thus this invention is to be limited only by the scope of the appended claims.
It is a primary object of this invention to provide a novel transit system for moving people and material over short and long distances with closed loop paths which do not intersect nor involve switching of vehicles at any time.
A further object of this invention is to provide express loops between major terminals at substantial distances apart without intervening stops or the necessity for transfer except when traveling to local or other major terminals. It also provides relatively short distance travel between local terminals within a congested urban area.
These and other objects will be more particularly described in the following specification and the drawings in which:
DRAWINGS
FIG. 1 is a plan view of a typical boarding station showing four loops from other terminals merging therein at a representative terminal.
FIG. 2 is a schematic plan view of the closed loop system for maximum coverage.
FIG. 3 is a plan view of a closed loop array for a particular geographical condition.
FIG. 4 is a plan view of a closed loop array for another geographical condition.
FIG. 5 is a plan view of closed loops for both major terminals and local terminals.
DESCRIPTION
Referring now to FIG. 1, representative or terminal 10 and some of its components are shown. Generally indicated, the terminal 10 or loop interchange has the appearance of a subway or railway station which is accessible to pedestrain passengers, as well as vehicle passengers arriving on the travel loops A,B,C and D. The boarding areas or loop interchange 10 is designed to accomodate high or low density transit situations depending upon the local requirements such as airports, shopping centers, urban and rural traffic or when extendable to serve a major municipal area. Note, that it is important the loops be closed and relatively independant of each other, except for access at the station terminals. Because of this feature, the transit system is independent of switching and merging problems, while permitting speeds from 8 to 80 miles per hour, for example. It is also designed on the individual vehicle concept, which so obviously is the solution to present day problems of transportation in congested areas.
In FIG. 1, an arriving passenger P1 whether a pedestrian or one coming from a different loop, A,B,C, or D, proceeds to the center location of area 10 for access to the desired loop for the particular destination. Assuming passenger P1 has just arrived at the loop interchange 10 and desires a destination served by loop B, after proceeding to the center of the station, passenger P1 walks to the boarding area 10B, whereat arriving vehicles 12, which has been emptied at the embarking area generally indicated at 10E, permits selection by passenger P1 of an empty vehicle which he then boards at relatively slow speed or stopped position.
It is contemplated that computer and destination control may be used with this invention, whereby the passenger selects the desired destination, pays the fare and receives a punched card which may be inserted in a recepticle either at the station or in the vehicle to program the vehicle.
A similar system is shown and described in the inventor's issued U.S. Pat. No. 3,403,634 which was granted in the United States on Oct. 1, 1968. Some similarities and corresponding subject matter is also shown in the inventor's co-pending patent applications: Ser. No. 146,352, filed May 24, 1971 now U.S. Pat. No. 3,722,427 and Ser. No. 241,109, filed Apr. 5, 1972.
Referring again to FIG. 1, a passenger P-2 arriving on one of the loops has ready access to either another loop or a destination within walking distance of this station 10. It should be noted that the other transit loops A, C and D are similar to transit loop B as described, and that the number of transit loops is a matter of choice, depending upon the particular requirements of the area.
In FIG. 2 there is shown a maximum coverage plan for an express transit loop 20 which permits non-stop travel from major terminals 10-Q, 10-D, 10-E and 10-C to each other without disembarking of the passengers. The express loop 20 enables a passenger to board at terminal 10-Q and travel directly to terminal 10-C, for example. In addition express transit loops Q-D, D-E, C-E and Q-C are provided for limited express travel between major terminals only. For example, transit loop Q-D is a continuous express route between terminals 10-Q and 10-D without intermediate stops but providing access at the terminals 10-Q and 10-D to loops for other major or local terminals (not shown).
In FIG. 3 a closed loop array is shown for transit within a congested urban area of a particular geographical configuration. In this array major or express terminals are indicated by the numeral 10 with capital letter suffixes and the local terminals are designated by the numeral 10 with lower case numeral suffixes. This grid array enables a passenger to board at terminal 10-A with the option of disembarking at terminals 10-1, 10-B, 10-2, 10-3, 10-4, 10-C, 10-5 and 10-D. If other terminals are desired, a passenger may transfer at the major express terminals, such as 10-B or 10-C to gain access to the other loops such as those served by major terminals 10-F, 10-J, 10-N, 10-R and 10-V from major terminal 10-B or alternatively those loops served by major terminals 10-G, 10-K, 10-O, 10-S and 10-W from terminal 10-C.
Similarly in FIG. 4, another loop array is shown for a specific geographical and passenger requirement. In this array, a passenger boarding at terminal 10-A will travel the loop L or loop E which interconnects with all the other major and local terminals. It is contemplated that dual or parallel loops for loops L, M and N will permit local stops on one loop to accomodate passengers for terminals 10-1, 10-14 and 10-18, for example, while the other parallel loop will serve only the major terminals 10-B, 10-H and 10-N, for example.
Referring now to FIG. 5, a maximum coverage economy loop array is shown. As an example, at main terminal 10-E arriving passengers have the choice of express loops for main terminals 10-D and 10-B, directly; main terminals 10-G and 10-C via terminals 10-D and 10-B, respectively, main terminals 10-H and 10-F, via terminals 10-D and 10-G, 10-B and 10-C, respectively, and other main terminals like 10-Y, 10-X and 10-A by disembarking at terminal 10-B. Also local loops 10-4, 10-6, 10-7, 10-2, 10-3 and 10-5 are readily available and directly accessible from main terminal 10-E.
A passenger, residing in an area near terminal 10-1, for example, while working near terminal 10-G, would board a vehicle ≠-d (not shown) at terminal 10-1, disembark at terminal 10-D and board an express vehicle 16-G to arrive at the place of employment. The return trip would be effected via terminals 10-H and 10-E to terminal 10-D and the local loop to terminal 10-1.
With reference to all the figures, it should be noted that closed and non-intersecting transit loops enable the maximum transferance of people and material in minimum time. In FIG. 5 for example, passengers travelling from terminal 10-A to terminal 10-B board vehicles 16-B, which have been previously designated and computer oriented as an express vehicle that does not stop at local terminals between terminals 10-A and 10-B, but goes directly to terminal 10-B. In the event a single conduit or guideway is used for economic or other reasons the vehicle 16-B will traverse thru the local terminals to permit other passengers to disembark while the thru passengers stay on board. Also local passengers will be routed automatically to desired local terminals in sequence.
Note, that in FIGS. 3 and 4 it appears that the loops such as loop L and loop E, do intersect. However it is contemplated that loops L and E at station 10A, for example, (FIG. 4) will be each at a different horizontal level to allow one vehicle to pass over the vehicle from the other loop.
Because of the closed loop concept, it is possible to transport a maximum number of passengers in minimum time with a large degree of safety and convenience. Therefore it is contemplated that this invention will be readily understood and adaptable to various modifications determined by unique local conditions and geographical requirements. Thus this invention is to be limited only by the scope of the appended claims.