U.S. patent number 3,861,317 [Application Number 05/330,660] was granted by the patent office on 1975-01-21 for closed loop transit systems.
Invention is credited to Wyly Kenneth Crowder.
United States Patent |
3,861,317 |
Crowder |
January 21, 1975 |
CLOSED LOOP TRANSIT SYSTEMS
Abstract
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.
Inventors: |
Crowder; Wyly Kenneth (Pontiac,
MI) |
Family
ID: |
23290741 |
Appl.
No.: |
05/330,660 |
Filed: |
February 8, 1973 |
Current U.S.
Class: |
104/88.01;
104/18; 104/91 |
Current CPC
Class: |
B61B
13/00 (20130101); B61K 1/00 (20130101) |
Current International
Class: |
B61B
13/00 (20060101); B61K 1/00 (20060101); B61k
001/00 () |
Field of
Search: |
;104/18,20,25-88,91
;198/75,76,78,79,81 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Wood, Jr.; M. Henson
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;
a plurality of major station terminals,
a plurality of local station terminals,
a plurality of closed express transit loops connecting said major
station terminals,
a plurality of closed local transit loops connecting local station
terminals and having access to said major station terminals,
some of said closed local transit loops conterminous with some of
said closed express transit loops,
guide track means associated with said closed loops,
vehicle means independently and sequentially movable on said guide
track means, and
power means for moving said vehicle means around said closed
loops.
2. In a non-intersecting transit system,
at least one major station terminal,
at least one local station terminal,
a first plurality of express transit loops forming a grid array to
encompass a relatively large transit territory, and
a second plurality of local transit loops forming a grid array to
encompass a relatively small transit territory,
said second plurality of local transit loops having some loops
within and conterminous with some of said first plurality of
express transit loops,
said major station terminal providing interchange access between
some of said first plurality of express transit loops and some of
said second plurality of local transit loops,
said local station terminal providing access between some of said
second plurality of local transit loops as well as at least two of
said plurality of express transit loops.
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 .noteq.-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.
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