High Speed Train System

Abstract

A long distance transit system for transferring passengers at a high rate of speed, the transit system comprises at least one mainline train, at least one station train, a rail system having at least one station with at least one mainline track and at least one station line. At least one mainline train travels exclusively on the at least one mainline track and the at least one station train travels on at least one station line. At least one mainline train travels at a consistent speed on at least one mainline track. At least one station train travels from at least one station to at least one mainline track reaching a speed substantially equal to that of the at least one mainline train and traveling adjacent thereto.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

Not Applicable

STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH

Not Applicable

FIELD OF THE INVENTION

This invention relates to a transit system wherein passengers board and exit while at high speeds.

BACKGROUND OF THE INVENTION

Safe, fast, and energy efficient forms of travel are always in demand. The airlines are not as energy efficient as other forms of travel and hijacking is a possible threat in that the plane can be used as a missile of sorts. This results in long security lines. The rail system we currently have makes many stops and only services a small portion of the country. These stops and starts also increase energy use. A transit system that can travel at high speeds and cover thousands of miles without stopping is of great demand.

The instant invention, as disclosed within this application, fills this need. The art referred to and/or described within this application is not intended to constitute an admission that any patent, publication or other information referred to herein is “prior art” with respect to this invention. In addition, this section should not be construed to mean that a search has been made or that no other pertinent information as defined in 37 C.F.R. §1.56(a) exists.

All US patents and applications and all other published documents mentioned anywhere in this application are incorporated herein by reference in their entirety.

Without limiting the scope of the invention a brief summary of some of the claimed embodiments of the invention is set forth below. Additional details of the summarized embodiments of the invention and/or additional embodiments of the invention may be found in the Detailed Description of the Invention below.

A brief abstract of the technical disclosure in the specification is provided as well only for the purposes of complying with 37 C.F.R. 1.72. The abstract is not intended to be used for interpreting the scope of the claims.

BRIEF SUMMARY OF THE INVENTION

In at least one embodiment, a long distance transit system transfers passengers and/or cargo at a high rate of speed. The transit system has a mainline train, a station train, and a rail system having at least one station with at least one mainline track and at least one station line. The mainline train travels exclusively on a mainline track and a station train travels on a station line. In at least one embodiment, the mainline train travels at a consistent rate of speed on the mainline track and a station train travels from the station to the mainline track reaching a speed substantially equal to that of the mainline train and travels adjacent thereto.

In at least one embodiment, passengers can pass from the mainline train to the station train when the trains are adjacent one another.

In at least one embodiment, the rail system includes multiple station lines and a single mainline track.

In at least one embodiment, the mainline train and/or the station train are electrically propelled.

In at least one embodiment, portions of the station lines are adjacent to and separate from the mainline track.

In at least one embodiment, the station lines attach to the mainline tracks.

In at least one embodiment, a platform allowing passengers to transfer from one train to another connects the mainline train to the station train.

In at least one embodiment, the passenger platform includes a mainline track platform extending from the mainline train and a station platform extending from the station train. The mainline track platform and the station platform connect to form a passenger platform.

In at least one embodiment, a wind deflector is used to protect passengers from wind while moving between the mainline train and the station train.

In at least one embodiment, a double rail system wherein the station line includes portions adjacent to the mainline track which extend along the majority of the length of the mainline track.

In at least one embodiment, multiple mainline trains travel along the mainline track at substantially equal speeds and are substantially evenly spaced from one another.

These and other embodiments which characterize the invention are pointed out with particularity in the claims annexed hereto and forming a part hereof. However, for further understanding of the invention, its advantages and objectives obtained by its use, reference should be made to the drawings which form a further part hereof and the accompanying descriptive matter, in which there is illustrated and described embodiments of the invention.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING(S)

A detailed description of the invention is hereafter described with specific reference being made to the drawing.

FIG. 1 is a schematic perspective view of an embodied train system of the invention.

FIG. 1a is a schematic front view of an embodied pair of trains adjacent one another.

FIG. 1b is a schematic front view of a station with of an embodied pair of station trains and an embodied pair of mainline trains.

FIG. 1c is a schematic side view of a station with an embodied station train and an embodied mainline train.

FIG. 2 is a top schematic view of a portion of a train system having two dual tracks.

FIG. 3a is a perspective schematic view of an inventive train and station.

FIG. 3b is a perspective schematic view of an inventive mainline train and station train.

FIGS. 4a-d are top schematic views of an inventive train system with a transfer of passengers

FIG. 5a is a perspective view of an inventive train system with the trains connected.

FIG. 5b is a cut-away perspective view of the mainline train and station train when attached and of the mainline train and the station train when separated.

FIG. 6 is a partial schematic view of an inventive train system.

FIG. 7 is a schematic top view of the mainline train seating.

FIG. 8 is a schematic top view of the passenger walls/panels within a station train.

FIG. 9 is a perspective view of the passenger walls/panels within a station train.

DETAILED DESCRIPTION OF THE INVENTION

While this invention may be embodied in many different forms, there are described in detail herein specific preferred embodiments of the invention. This description is an exemplification of the principles of the invention and is not intended to limit the invention to the particular embodiments illustrated. It should be noted that the term “docking walls” includes the floor and ceiling of the passage formed when a train docks with another train or at a station; it can also include the sides of the passage. The term “cargo” can include freight. The terms passengers, freight, and cargo can be used interchangeably throughout this application when referring to a transfer between a mainline train and a station train. At various times one term might be used for a particular embodiment better, but this does not exclude any of the three terms when only one term is used.

Also, the term “predetermined speed” is used to indicate that the speed of the train can be planned and designed for. Multiple speeds can be planned for and it is recognized that there will be unplanned changes in speed in the event of damage, maintenance, emergency, etc.

The “passenger passage platform” being a structure constructed and arranged to allow for transfer of passengers between the mainline train and the station train.

The designation of “proximal” referring to a side closer to the front end of the train and “distal” referring to a side closer to the back of the train. The front end of the train being the end toward the direction of movement.

The term “relative movement” is movement relative to the train. For example, upon positive acceleration of the station train, objects within the station train that are not secured will seem to move backward relative to the train when the train is going forward, but in reality the objects are generally going forward relative to the track and station, though at a slower speed. So the rows of walls in the station train are present to minimize the relative movement of people and objects.

The “rows of walls” are passenger walls/panels within the interior of the station train that are substantially arranged to extend transversely (in a direction substantially perpendicular to the direction of the train at a moment in time). The term “rows” is used as the individual passenger walls/panels generally do not extend across the width of the station train. In most embodiments, the passenger walls/panels are separated by a space from one another. The rows might be longitudinally staggered in some embodiments.

In the embodiment of FIG. 1 a top view of an inventive train/transit system 10 is shown. Here two sets of dual tracks are used (the dual nature of the tracks are better shown in the track portion of FIG. 2). The track system can cover an area over a thousand miles long. In some instances the system can stretch multiple thousands of miles crossing and servicing entire continent(s). In some embodiments the system 10 includes multiple loops as the one shown in order to cover more population centers. The term “loop” here is not meant to define the shape of the tracks. While in some embodiments tracks do have a common beginning and ending point, this is not necessarily the case. Some trains systems may extend over a distance and return on the same track. This can be done by the train briefly stopping and returning to the next station or a short “loop” can be used to keep the train up to speed while it returns to the same track but is now going in the opposite direction. Turning back to FIG. 1 and FIG. 2, multiple mainline trains 20 can be used on the same track 25. In some embodiments each of the mainline trains 20 are separated by the same time interval. This not only can keep the trains on an accurate schedule, it also can be safer as the trains do not get in too close a proximity with one another. As shown in FIG. 2, the mainline trains 20 travel in the same direction on the track 25 while the mainline trains 20′ travel in the same direction on the track 25′ but in a direction different from that of the mainline trains 20.

Passengers and/or cargo can be transferred between the mainline train 20 and the station train 30 while maintaining a cruising speed. The station train 30 can reach a speed equal to that of the mainline train 20 such that docking walls 33 can extend from one or both of the trains 20/30 to allow transfer of passengers and/or cargo between the trains (FIG. 1a). The train can travel at very high speeds. In some embodiments the top speeds can reach up to 500 mph or substantially faster. In some embodiments the top speeds are designed for around 300 mph.

The passengers and/or cargo can then be transported to the station 35 which is shown schematically in FIGS. 1b-c. The mainline trains 20/20′ can maintain their speed by passing through the station 35 on the mainline tracks 25/25′ while the station trains 30/30′ can stop at the station's loading area 40. As shown in FIG. 1b, in some embodiments the station tracks 27/27′ are elevated above the mainline tracks while at the station. As shown in FIG. 1b the mainline trains 20/20′ are between the station trains. In some embodiments the station trains are between the mainline trains. In other embodiments, a station line train and a mainline train can be between a different station line train and a different mainline train.

As shown in FIGS. 1a-c, the transit system 10 can have elevated tracks. The tracks, in at least one embodiment, are 5-30 feet off the ground and/or water. In at least one embodiment the tracks are 30-60 ft off the ground and/or water. In at least one embodiment the tracks are 60-90 ft off the ground and/or water. It should be noted that there are times when due to topography or fancy a track may be much higher, perhaps up to a thousand feet high. If going over a canyon or the like it might as much as 6000 ft high in some embodiments. Of course, the tracks could run higher in some embodiments than those track levels listed above. In some embodiments, portions of the tracks could pass through a tunnel in a hill or mountain and/or be submerged under water.

In FIG. 3a passengers 50 (also representing cargo in some embodiments) are shown at the station's loading area 40 entering and exiting the station train 30. In some embodiments the station has a fixed or movable partition 42. The station train has at least one docking wall 33 that docks with the station's loading area. The docking wall 33 acts as a side of the station train 30 when moving. When loading or unloading the side wall 33 can have a portion that rotates upward and/or a portion that rotates downward. The upward rotating portion 33′ can act as a canopy. The downward rotating portion 33″ can act as a floor for loading and unloading. In some embodiments, the floor 33″ and/or canopy 33′ can slide out from the station train 30 rather than rotate. In some embodiments, the floor 33″ and/or canopy 33′ can both rotate and slide from the station train 30. There are numerous methods that one skilled in the art can use to form a canopy and/or floor.

Though not necessary in some embodiments, the deflector portions 34 as shown can be used. When unloading passengers at the station the deflectors may protect the passengers/cargo 50 from wind. When in transit, as shown in FIG. 3b, the deflectors 34 may protect the passengers/cargo 50 and docking wall 33 from high air speed relative to the main train 20 and station train 30 as these trains travel at high speed. In FIG. 3b, the deflectors 34 in the front and back of each train extend out such that the deflector 34 of the station train 30 connects to the deflectors of the mainline train 20. In some embodiments the side walls 33 of the station train 30 and the mainline train 20 extend out simultaneously with the deflectors. In some embodiments, the deflectors 34 extend first and connect to one another before the side/docking walls extend out to form a passage between the mainline train 20 and station train 30.

As shown in FIG. 4(a) the mainline train 20 is traveling and begins to catch up to the station train 30 that is traveling on an adjacent track. In FIG. 4(b) the mainline train 20 and station train 30 are substantially aligned with one another and each extends its docking wall 33 and connect to form a passage between the trains 20/30. Shown within the trains are passengers 50 and luggage 55. In FIG. 4(c) at least a portion of the passengers 50 are transferring from one train to another. As shown those in the mainline train move to the back of the mainline train 20 in order to board in the back of the station train 30. Those in the station train move to the front of the station train 30 in order to board in the front of the mainline train 20. The luggage 55 in the mainline train 20 is moved back and then transferred to the station train 30. The luggage 55 in the station train 30 is moved forward and then transferred to the mainline train 20. After the transfer is made the docking walls 33 then close to again act as the side walls 33 of each train 20/30. The mainline train 20 continues down the track (in some instance at or near its top speed) and the station train 30 can go to the station. In some embodiments the station train 30 catches up to and matches the speed of the mainline train. In some embodiments the entire docking wall 33 that forms a passage between the trains 20/30 extends entirely or primarily from either the mainline train 20 or the station train 30. In some embodiments, the movement of the luggage and passengers on each train is reversed from that illustrated in FIG. 4 and described above. In some embodiments passengers 50 do not leave their seats and the transfer is made by moving portions of rows, entire rows, and/or sections of multiple rows.

In some embodiments the mainline train is substantially larger than the station train 30. In some embodiments, the mainline train 20 has one seating section that is transferred as a block of seating into the station train 30 (this can allow the passengers to remain seated during the transfer). In some embodiments the mainline train 20 has an open section that allows for the transfer of a block of seating from the station into the open space of the mainline train 20. In some embodiments, the station train 30 can dock at least two times with the same mainline train 20: 1) to make a complete transfer of passengers to the mainline train 20 and/or 2) to receive a complete transfer of passengers from the mainline train 20. This can be done by the passengers on foot or by also transferring the seats and passengers as a whole. In order to do this the seats can be set on sliders that slide from one train through the passage of the sidewalls 33 and into the other train. A pulley system or moving walkway type technology can achieve this.

As shown in FIG. 5a, the station train 30 and/or mainline train 20 can have an antenna 60 for maintaining constant control of the speed and position of the train 20/30. Laser sensors 65 can be used in aligning the trains 20/30 with one another. As shown in FIG. 5b(i) the deflectors of each train 20/30 can include docking lock bars 70. The docking lock bars extend from one train to mate with the docking lock holes 72 of the other train. In some embodiments, the lock bars extend from the rear of the station train 30 and the front of the mainline train 20 or vice versa. In some embodiments the lock bars 70 extend from both the front and back of either train.

As shown in FIG. 5b, the side wall 33 of each train 20/30 has an upper portion 33″ and a lower portion 33′: the upper portion 33″ when extended forms a portion of the ceiling or canopy of the docking walls and the lower portion 33′ when extended forms a portion of the floor of the docking walls 33. As shown in FIG. 5a, when two such trains dock together they form a complete passage between them. In some embodiments, one train has a longer upper portion 33″ and/or lower portion 33′ than the train to which it is docking. In some embodiments when two trains are docking with one another, the side wall 33 of one train forms the entire ceiling and the side wall 33 of the other train forms the entire floor.

In FIG. 5b(ii) the trains 20/30 are no longer docked and the docking walls are again side walls 33 having upper portion 33″ and lower portion 33′. As shown in FIGS. 5a-b the front 75 and rear 80 of the trains 20/30 can have the same front and back design. The fronts 75 and backs 80 can have laser lights and/or sensors to keep the trains from getting too close to one another on the track. In some embodiments, the trains are separated by 15 or more minutes. In some embodiments the laser lights and sensors keep all the mainline trains on a loop separated from one another by the substantially same distance and/or time.

In some of the embodiments disclosed within this application the station 35 is adjacent to or immediately above (or could be immediately below) the mainline tracks 25. In some embodiments the station is located at a position that is not directly in line with the mainline track 25. In some embodiments the station 35 is a substantial distance from the track. A portion of a train system 10 is shown in FIG. 6 (not to scale). As shown there are multiple stations 35 on each station track 27. Though often in some embodiments there is only one station 35 on each station track 27. In some embodiments the station track 27 can extend over a large distance such that the stations 35 on each track 27 are multiple miles apart and may in some embodiments be stations within different cities or towns.

It should also be pointed out that the station track 27 as shown can actually be another mainline track such that the mainline track 25 shown serves another smaller mainline “loop” (here shown as 27).

Though the loops and mainline track disclosed in this application can cover thousands of miles, there are embodiments wherein significantly fewer miles are represented by the figures. In some embodiments these loops can be called micro-loops wherein the trains 20/30 travel at a slower speed and are closer to one another though at substantially regular intervals. In some embodiments the mainline trains 20 travel at speeds less than 50 mph.

As shown in FIG. 7 another inventive seating arrangement and passenger transfer is introduced. As shown, the mainline train 20 has seats 85 that are rearward facing. While the seats could also be forward facing or a mixture of both forward and rear facing, the rearward configuration provides for seating that does not require seatbelts or other means of keeping passengers in their seats if the mainline train slows down or even slows to a stop. At high speeds the rearward configuration is the most likely configuration to secure passengers in their seats as a slowdown of the train 20 would result in the passengers simply pressing more strongly into the back of the seat 85.

Seatbelts could be added to the seats, but would generally be unnecessary during operation. Passengers would be able to move around the interior of the train 20. In some embodiments, safety passenger walls/panels 87 are included in the walking area 88 to provide a fixed surface to lean against in the case of a sudden slowdown. Loops or other fixed handholds could also extend from the ceiling of the train 20. In some embodiments, pads and/or seatbelts are included with the passenger walls/panels 88. In some embodiments wheel chairs can be secured against the walls 88 for those with trouble walking. There can be more or less of the passenger walls/panels 88. As shown, the passenger walls/panels 88 are substantially spaced and staggered such that a passenger would be able to alternately place a right and then a left hand on a passenger wall/panel 88 when walking in a longitudinal direction in the train 20. This allows movement within the train 20, but also a means of support at a moment's notice of a slowdown.

In FIG. 8 a schematic top view is shown of the station train 30. The station train 30 will generally only carry passengers for a relatively short time. The train 30 also accelerates and decelerates often as it is bringing passengers to the mainline train 20 and taking passengers to the station 35 from the mainline train 20. The station train 30 can be equipped with passenger walls/panels 87 that provide support and stability to passengers when either accelerating or decelerating. When the station train 30 is accelerating to match the speed of the mainline train 20, passengers will stand against the proximal side of the passenger walls/panels 87 as shown as passengers 89a. When the station train 30 is decelerating after picking up passengers from the mainline train 20 and bringing them to the station 35, passengers will stand against the distal side of the passenger walls/panels 87 as shown as passengers 89b.

Once a constant cruising speed is reached passengers can move about the interior of the station train 30 in the spaces 88 between the walls 87. Of course, this is generally a short time as the train 30 will soon be decelerating to return to the station 35.

The station train 30 is again shown schematically in the perspective view of FIG. 9. Here, the passenger walls/panels 87 extend from the floor to the ceiling. Walking areas 88 between the walls 87 both longitudinally and transversely are shown. The passenger walls/panels 87 can be made of strong flexible material to provide sure support and comfort. In some embodiments additional passenger securement such as seatbelts can be used. In some embodiments the panels 87 extend either from just the floor or the ceiling. In some embodiments the passenger walls/panels 87 have space between the floor and the bottom of the passenger wall/panel 87 or between the top of the passenger wall/panel 87 and the ceiling. In some embodiments the spaces between the passenger wall/panels 87 in a longitudinal and/or transverse direction are bigger and in some embodiments smaller. In some embodiments the passenger wall/panels 87 are larger such that two or more people can stand against them.

The trains 20/30 can be propelled through magnetism, electricity, and/or any combination thereof.

In some embodiments, the train system 10 is a mostly automated mass transit system. Such a system will not only be quick and safe, but also efficient and environmentally friendly with fool proof security systems built in from the ground up. In some embodiments, the system 10 can run on electricity with magnetic technology, totally elevated out of reach of any possible disturbance from anything below, possibly one hundred feet or more above the ground. In some embodiments, the system 10 has four lane continuous tracks for two transits in each direction. The tracks can be used without junctions or switches and maintain non-stop capability. Passengers do not have to stop anywhere other than their planned destination, but if they decide they want to see a local attraction or some other point of interest then the next station can be less than ten minutes away.

In some embodiments the system 10 has two units, mainline train 20 and station train 30. Each train 20/30 can be a single unit that would resemble a passenger plane without wings or propellers. They each can travel in the same direction on its own separate track with a space between them of about four feet. The tracks can be on the same level and parallel. At the station, passengers can board the Station train 30, which can transfer people and cargo and can stop at all boarding stations. Passengers can have the option to stay on Station train 30 to the next station or transfer while in motion to Main line train 20, which does not stop but maintains full speed of about three hundred miles per hour. Passenger transfer can be done when the two units connect together at cruising speed to allow the passengers to walk from one unit to the other. Each Train 20/30 can be streamlined and aerodynamic including the docking walls 33 that extend to connect the units together. These docking walls 33 can contain the automatic doors used by passengers to enter and exit. The units can stay connected long enough for the passengers to get through the doors (e.g. several minutes). Then the doors can close and the docking walls 33 retract and Station train 30 can begin slowing to a stop at the next station. In some embodiments, at about the same time another fully loaded Station train 30 can start to speed away from that station to make its rendezvous with the same Main line train 20. The same timely operation can take place at each station at about the same time. Each Train 20/30 can speed up or slow down to maintain its position behind the Train 20/30 in front of it.

A four lane track can service the entire U.S. and cover a distance of over eight thousand miles. In some embodiments, the mainline train 20 can go through all of the border and costal states at about fifty or so miles inland in about a twenty four hour round trip. Other separate continuous tracks can be added longitudinally and latitudinally as needed or desired. In some embodiments, multiple separate tracks can be serviced by some of the same boarding stations at different elevations allowing passengers to go in different directions. The boarding stations can be located about every fifty miles and can be the same distance apart; this can help all System 10 units maintain near perfect timing. System 10 can be computer operated and monitored by operators from main and alternate control stations and can have attendants for passenger assistance.
In some embodiments with the Main line train 20 designed to travel at a speed of around three hundred miles per hour there can be ten minutes travel time between stations. Also there will be ten minutes between each station train 30 which can allow for passenger loading time and provide enough time to stop in case of emergency. The System 10 can be powered by electricity supplied by each state that it passes through. It can be equipped with magnetic technology, allowing it to run smooth and quiet.
The travel procedure could be as the following. The passenger can take his luggage on an elevator up to the actual boarding deck. The luggage can be placed on a conveyor belt, where it can be automatically moved to its correct position to match your destination. A Station train 30 arrives and each passenger can board with other passengers.
Station train 30 has many supportive passenger walls/panels 87, everyone can stand as they would on an elevator (accommodations could be made for the handicapped). The passenger walls/panels 87 can be in several rows and can be padded; the design is that a passenger can stand with her back against the passenger wall/panel 87 during accelerating and deceleration (e.g. braking). Passengers may only need to be in Station train 30 for about five minutes. Once all passengers have boarded the doors can then be closed and secured. The Station train 30 then can start moving quickly and accelerate to about three hundred miles per hour. When Station train 30 becomes parallel with Main line train 20, their adjacent docking walls 33 can extend about two feet to connect and lock securely together. The extended docking walls 33 can be equipped with multiple doors and attached wind deflectors. The two units can then move as one unit with Station train 30 to the right of Main line train 20 (in some embodied arrangements). Just before the sliding doors of the connected Station train 30 and Main line train 20 open, an attendant can instruct the passengers in Station train 30 to begin moving to the right and rear of the unit and around to the back section of doors. At the same time the passengers from Main line train 20 can enter from the front section of doors and take the place of the passengers leaving Station train 30. In addition, each passenger's baggage can be moved by conveyer belt to the Train 20 or 30 they just boarded. Also Station train 30 can automatically changes out the bathroom tank on Main line train 20 and transfers fresh water and supplies to it when needed. Once everyone has cleared the doors, the doors can slide to a close and the docking walls 33 retract to their original position. Each Train 20/30 is now a separate unit again. All of this can take place while moving at three hundred miles per hour. Each passenger in Station train 30 can stand against their appointed wall 87 and while facing the rear, the breaks can be applied to bring the unit to a stop at the next boarding station 35.

Main line train 20 can be designed for long distance travel and most creature comforts including enough restrooms to accommodate all the passengers. It can be designed this way because Main line train 20 never stops. There need be no fear of a collision, since each Train 20/30 on the same track is going in the same direction and all are spaced ten minutes apart. In addition the entire system can be elevated above most obstructions, vehicles, people, and animals. To add even more safety and comfort to the ride, all curves, hills, and valleys in the track can be designed to have a radius long enough that inertia and centrifugal force do not affect the passengers (even though the train is moving at three hundred miles per hour). As an extra safety precaution, the stopping of any unit, for any reason, can result in an automatic halt of each Train 20/30 and hidden seats can be provided for emergency stops all facing toward the rear. Also in emergency situations each Main line train 20 can be evacuated by each Station train 30. The Main line trains 20 can be equipped with modern GPS technology, including an onboard electronic screen with a map that displays the location of each Train 20/30 and all boarding stations along with arrival times. As passengers near their station, they can line up in front of one of the front section doors as if before an elevator; a Station train 30 locks on and the doors open. The passengers can then file into the walled area as their luggage is being transferred. The Trains 20/30 can then separate and the passengers arrive safely at their destination.

The above disclosure is intended to be illustrative and not exhaustive. This description will suggest many variations and alternatives to one of ordinary skill in this art. The various elements shown in the individual figures and described above may be combined or modified for combination as desired. All these alternatives and variations are intended to be included within the scope of the claims where the term “comprising” means “including, but not limited to”.

Further, the particular features presented in the dependent claims can be combined with each other in other manners within the scope of the invention such that the invention should be recognized as also specifically directed to other embodiments having any other possible combination of the features of the dependent claims. For instance, for purposes of claim publication, any dependent claim which follows should be taken as alternatively written in a multiple dependent form from all prior claims which possess all antecedents referenced in such dependent claim if such multiple dependent format is an accepted format within the jurisdiction (e.g. each claim depending directly from claim 1 should be alternatively taken as depending from all previous claims). In jurisdictions where multiple dependent claim formats are restricted, the following dependent claims should each be also taken as alternatively written in each singly dependent claim format which creates a dependency from a prior antecedent-possessing claim other than the specific claim listed in such dependent claim below.

This completes the description of the preferred and alternate embodiments of the invention. Those skilled in the art may recognize other equivalents to the specific embodiment described herein which equivalents are intended to be encompassed by the claims attached hereto.

Claims

1. A long distance transit system for transferring passengers at a high rate of speed, the transit system comprising at least one mainline train, at least one station train, and a rail system having at least one station and at least one mainline track and at least one station line, the at least one mainline train travels exclusively on the at least one mainline track, the at least one station train having an interior with multiple rows of walls and traveling on the at least one station line, the at least one mainline train travels at a predetermined speed on the at least one mainline track, the at least one station train travels from the at least one station to a portion of the at least one station line parallel to the at least one mainline track, the at least one station train reaching a speed substantially equal to that of the at least one mainline train, the at least one mainline train and the at least one station train constructed and arranged to connect and form at least one passenger passage platform while traveling at high speeds.

2. The transit system of claim 1 wherein the multiple rows of walls within the interior of the at least one station train are constructed and arranged to be padded on both sides and to have extended sides that run transverse to the direction of the train, the walls having a proximal side and a distal side, the proximal side of the walls support passengers and/or cargo from relative distal movement during positive acceleration and the distal side of the wall supports passengers and/or cargo from relative proximal movement during negative acceleration.

3. The transit system of claim 1 wherein the at least one mainline train and the at least one station train are about four feet apart immediately before beginning to connect.

4. The transit system of claim 1 wherein the at least one mainline train and the at least one station train are propelled by electro-magnetism.

5. The transit system of claim 1 wherein the seats of the mainline train are rear facing.

6. The transit system of claim 1 wherein the interior of the mainline train has a walking area that includes multiple walls staggered within the walking area.

7. The transit system of claim 1 having at least one passenger platform constructed and arranged to connect the at least one mainline train to the at least one station train, the at least one passenger platform constructed and arranged to allow for transfer of passengers between the mainline train and the station train.

8. The transit system of claim 7 wherein the at least one passenger platform includes a mainline track platform extending from the at least one mainline train and a station platform extending from the at least one station train, the mainline track platform and the station platform connecting to form the at least one passenger platform.

9. The transit system of claim 7 having a wind deflector constructed and arranged to protect passengers from wind while moving between the mainline train and the station train.

10. The transit system of claim 1 wherein multiple mainline trains travel along the mainline track at substantially equal speeds and are substantially evenly spaced from one another.

11. The transit system of claim 1 wherein multiple station trains travel along the station track at substantially equal intervals, the substantially equal intervals comprise a period of rest, a period of acceleration, a period of constant speed, and a period of deceleration.

12. The transit system of claim 1 wherein the rows of walls include passenger walls within the station train that are about two feet wide with spaces of about two feet wide there between.

13. The transit system of claim 1 where the passenger walls extend from the floor to the ceiling.

14. The transit system of claim 1 having laser sensors on the sides of the train in order to align the trains.

15. The transit system of claim 1 wherein the station trains are smaller than the mainline trains.

16. The transit system of claim 1 wherein the mainline tracks are elevated, being over 40 feet off the ground.

17. The transit system of claim 16 wherein the station is disposed above the mainline tracks, the station tracks rising up to the station.

18. A long distance transit system for transferring passengers at a high rate of speed, the transit system comprising at least one mainline train, at least one station train, a rail system having at least one station with at least one mainline track and at least one station line, the at least one mainline train travels exclusively on the at least one mainline track, the at least one station train traveling on the at least one station line, the at least one mainline train travels at a consistent speed on the at least one mainline track, the at least one station train travels from the at least one station to the at least one mainline track reaching a speed substantially equal to that of the at least one mainline train and traveling adjacent thereto, the mainline train and the station train having sidewalls, the mainline train and the station train having a connected condition, in the connected condition: 1) the sidewall of the mainline train extending toward the station train and the sidewall of the station train extending towards the mainline train such that the sidewalls of each train connect to form a platform and ceiling from one train to the other, 2) wind deflectors extending from the front and back of the mainline train extending outward to connect to wind deflectors extending from the front and back of the station train, the wind deflectors protect against wind and form walls between the mainline train and the station train.

19. The transit system of claim 18 wherein laser sensors are used to align the mainline train and the station train before the connected condition.

20. The transit system of claim 18 wherein the station train includes multiple passenger walls for supporting and securing passengers during acceleration and deceleration.