CA2782988A1

CA2782988A1 - Quick loading and unloading of people and freight into a moving carrier

Info

Publication number: CA2782988A1
Application number: CA 2782988
Authority: CA
Inventors: Francois Allard
Original assignee: Individual
Current assignee: Individual
Priority date: 2012-07-16
Filing date: 2012-07-16
Publication date: 2012-11-01
Anticipated expiration: 2032-07-16
Also published as: CA2782988C

Abstract

Disclosed is a method and apparatus for loading and unloading people and freight from a moving or stationary train. This transfer is enabled through the use of mobile loads and a conveyor system which enables the controlled transfer of people and goods onto a properly equipped rail car. The transfer may happen while the rail car is in motion through a transfer station. Individual loads may be uniquely identified and may be moved on the train, while in transit, in order to place the loads into an alighting order.

Description

Quick loading and unloading of people and freight into a moving carrier Technical Field of the Invention The invention relates to the loading and unloading of containers and vessels suitable for use in transporting passenger and goods.

Background of the Art Rail transit and transportation over permanent way requires large investments in laid track and roads infrastructure. These permanent way assets are often underutilized.

Rail transit and transportation over permanent way is highly cost intensive and time consuming, and great efforts are taken to assure rail vehicles are fully encumbered with goods and paying travellers prior to embarking in a timely fashion. Rail and permanent way transportation authorities and owner, will spend significant time loading cargo and people, while their transport assets remain idle, with considerable cost. Passengers will wait in waiting area or in their cars for a car carrying train like those servicing the Eurotunnel to arrive, stop and be loaded before being invited to board. In the case of freight, significant time is lost in modal switches from truck to train for example where, even drive-on railcars can take some time to load. A desire to reduce the time to load a railcar has been explored in W09954182A1, where unit size freight may be loaded in a arbitrary order, and shuffled about the car while in transit. These teaching do not address how freight could be loaded or unloaded more efficiently, nor how to handle multiple size loads and they do not provide for improvements in passenger boarding and alighting.

With this scenario, as with prior art passenger loading methods, there is a risk that someone 'will hold up the train or carrier by being late, slow moving, encumbered or simply unfamiliar with procedures.
Such potential contretemps can completely disrupt scheduled transport.

I

Also, large investment are required to purchase purpose-built passenger and goods cars. These cars require substantial storage space when unused. These assets sit idle while other types of cars are needed.

The same sort of scenario exists for stations. Freight and passengers must be handled separately since their handling infrastructure are quite different.

Summary of the Invention Disclosed is an invention that addresses these problems through flat bottomed vehicles or pallets (loads) that are passed by conveyor and loaded onto the respective car, train or similar conveyance (carrier). These loads are moveable in their carriers while in transit, in order that they may be easily removed from the carrier when they reach their destination. Movement of the loads in this fashion addresses logistics issues related to how a carrier should be loaded, presents loads in a manner that the receiving station can easily handle, and allows for the efficient disembarking of passengers without the dangers of confusions that an unfamiliar station may provide to a new traveller. This invention effectively allows longer boarding and alighting times than the station dwell time by doing the transfer onboard the carrier and inside the station with enough buffer time to avoid hold-ups.

The invention is equally applicable to automotive transport, and in particular to small limited range electric vehicles (podcars), which may be loaded facing forward onto a train or similar conveyance for long haul between major urban centres serviced by rail or similar conveyances, and without the need to provide their own motive power for such a journey. Quick loading and unloading of podcars allows a rail or road system to become a useful part of a transportation infrastructure for limited range vehicles, effectively extending the range of podcars to wherever the rail or road transports can take them.
Transport in these carriers also means that high-speed crash protection including air-bags and heavy automobile structure may be unnecessary or reduced in importance. This new class of loads benefiting from intermodal speed and ease can increase use of expensive and often underutilized permanent way infrastructure.

The invention consists of a flat-bottomed loads, ideally fitted with an RFID
tag, or similar unique identifying beacon or marker of some sort which constitutes the goods to be transported. Routing information is associated with the load of goods via its ID. Information about the goods, including their content, their weight, billing information, sensitivities to certain environmental requirements (living cargo requiring fresh air, for example or temperature control) may also be associated. In the case of a motor vehicle having passengers, the driver of the vehicle could drive onto a flat-bottomed pallet at a station, identify a destination via mobile, internet or wayside console, have their vehicle weighed while on the pallet, and the load would then be queued to be loaded into the correct place on the correct train. Transfers between connecting trains can be done automatically by routing loads along conveyors to the right queue ready to be loaded.

Handling of the loads is done through means for handling flat bottom cargo.
Examples of such handling means are well known in the art and exercised in unit load device cargo containers, roller conveyors, plate conveyors, motorize pallets, mecanum-enabled pallets and conveyors, omni wheel enabled pallets and conveyors, hydraulic transfer rams and lifts, motorized castor mounted wheels, and similar means such as the HOT Drive system developed by Honda. Loading and unloading of the carrier can occur without the need to stop it completely. This is done by making space for the load to be loaded onto the train, passing these loads, via conveyor or ramp, at matching speed to the passing train, and moving the pallets laterally into their designated place on the train. A controller system will be responsible for managing movements.

Unloading the train can happen simultaneously by transferring loads off of the train and onto empty conveyor space, or onto a separate conveyor dedicated to unloading the train.

The pallets may have means for independent movement to facilitate their handling, but this is not necessary where conveyors exist that are capable of passing cargo flexibly in forward, reverse, and lateral directions, and combination of these i.e. omnidirectional conveyors.
The loads may be all of the same size and shape, but are not required to be the same size and shape. Loads of a 1.25m x 2.50m are ideally suited for a conventional rail car, where theses may be manoeuvred side by side on a rail car.

Loading station platforms as described in the detailed description are repeated as needed to match headways needs. In essence, a short train or carrier can take the same time to load and unload as a long one as long as the loading and unloading platforms are physically repeated for the length of the train.
Very short trains or trains with limited exchange space may load and unload faster.

Also disclosed is a same-side loading and unloading in unit time facility. The principle of this is that in a limited space, loads can exit and be routed away from the carriers, arresting their forward momentum.
A later similar arrangement accelerates and matches a given load to carrier speed and moves it onto the carrier. Depending on speeds and timing, both types of facility can be used on a same line, or both types can be used in a single station on different carrier tracks or conveyances. The X shaped platform type uses minimal space on the sides but load travel may be slowed by the use of long ramps (to get around tracks or permanent ways). The curl-out, curl-in type uses more outside space and more omnidirectional conveyors but can be of single-level design, while still permitting multiple decks, though with greater spans to allow for the stacking effect of loads and turnout space for loads which should be obstruction free for greatest safety. A configuration which has both X and curl-in, curl-out types of platforms could separate large cargo from small cargo using different sidings and tailor each to those loads. No elevating section would be needed as those loads are handled on separate track or conveyance. This configuration could mean a move from an X to an S shape so that the use of dual-deck elevators, escalators or shared structures might be used to advantage.

Loading and unloading of loads is further facilitated by on-board load shifting, in a manner similar to a slide puzzle or rearrangement puzzle where at least one square is missing.
This "square" can be filled if the unloading order is already attained with the to be loaded loads.
Computer systems calculate optimal placement and destinations are known before the next loading. This shifting may happen on a single level within a carrier, and alternatively may include multiple levels or decks, where palletized cargo is moved to a deck above the loading deck, or a deck below the loading deck, such as into the well of a rail car, a triple independent deck elevator or similar would be needed to replace the conveyor when a load is moved up or down so some extra space would likely be needed for the extra conveyors or an interweaved arrangement may work.

The invention is described in detail with reference to the following figures.
Brief Description of the Figures FIG. 1 is a view with the top deck removed, showing the cargo shift and speed match on the omnidirectional conveyors. The supporting structure and outer shell of carriers is removed for clarity.
FIG. 2 is a podcar (small EV) with wheels deployed.

FIG. 3 is a podcar with wheels retracted forming a flat base.

FIG. 4 is a passenger shuttle with sliding door at the ends (9) and windows(8) on the sides (minimally).
FIG. 5 shows the doors and swing-down conveyor panel.

FIG. 6 is a width-wise (front) view of the folded door panels and the swing-down conveyor panel.
Only one side is depicted and the supporting structure is also removed for clarity.

FIG. 7 is a width-wise (front) view of the closed door panels and the conveyor panel in the stowed position.

FIG. 8 shows the wheels the bridge rails run against.

FIG. 9 is the loading and unloading part of a station with double deck carriers and platforms.

FIG. 10 shows a swap-body size, oversize or shuttles with the top decks removed (they would normally be taken out of the way by mechanical means).

FIG. 11 shows the shell with doors and bay areas.

FIG. 12 shows an alternate configuration for large stations Detailed Description of the Invention Referring to the drawings, in FIG. 1 we have the loading and unloading part of a station. A system of conveyors, storage space and loading bays organized in logistics will constitute part of station design and isn't covered in the present invention, save some important variations.
Loads 1 on the carriers are shuffled as necessary so that as the properly preselected (by weight, size and destination) boarding loads are loaded, the alighting loads can move off unimpeded. This is accomplished by using an algorithm similar to a sliding puzzle where one square is left off the grid.
In this case, if conditions are such that there is no impediment to vehicle exiting at their destined station and in the case where a passenger, in a podcar for example, might require emergency exit changing the exit order, one of the loads/podcars must be exiting at the next station. This last condition means that in an emergency exit request, it will be a maximum of two stops before the request can be accommodated. If the request is a grave emergency, then extra loads/podcars may exit with the emergency load. An operator may choose this last scenario to handle all emergency exit requests in which case the rule that there must be at least one load exiting at the next station can be lifted. Request can be most simply handled via mobile phone. These devices are ubiquitous, familiar and getting more affordable.
Courtesy mobile loans can be extended to those without mobiles or should one have been forgotten.
Payment options by mobile are also becoming popular, so these may also be used for that purpose.

Referring to figures FIG. 2 and 3, the load 1 can be a podcar, pallet(s) with a flat bottom or any flat bottom load whose height allows it to fit in a double-deck carrier. Podcars can be flat bottomed cars with retractable wheels of a size that allows double-deck loading, side by side placement and multiple rows that can fit on the deck 5 of the rail or road transporter which can be a rail car, maglev, truck or other deck carrier. Regular pallets, can be handled with fork-lifts or other means and placed in "overshoes", plastic or other suitable material fashioned into a flat bottom sheet with interface components that allow mating to various cargo e.g. rails for wheels, lip edges for pallets etc.
As can be seen in FIG. 4, a regular passenger railcar has an interconnecting way for passenger movement. These sorts of passages can be used by the passenger shuttles 7 to transfer passengers to traditional railcars from the shuttles that are used for boarding and alighting. Passenger loading can take place in "elevator" or small bus booths that are populated at the station. In this situation, when the booth is ready to depart, doors close, the booth moves along the conveyor-onto the train where doors 9 open and passengers not exiting at the next station can move off to an adjacent compartment via double-doors, one set for the shuttle and one set for the carrier or other shuttle, and those alighting can move into the booth to reach their destination. Windows 8 are provided for passenger viewing.

As can be seen in FIG. 1, the load will be taken from the logistics area on conveyors to the ramp 4.
The ramp (elevator, escalator or curve) delivers loads 1 to the omnidirectional conveyor 3 for loading onto the deck 2 of the carrier via the bridge conveyor 5. The deck of the carrier is also an omnidirectional conveyor which allows loads of various shapes to be moved around notably for rearranging load positions for optimal loading/unloading. The platform omnidirectional conveyor moves the load at a speed matching the carrier in the carrier direction and also moves the load simultaneously in a lateral direction towards the carrier for loading and away from the carrier while unloading. Timing for this apparatus and method is critical and any error will result in the immediate.
stop of both vehicle and load in the space provided by the emergency "ditch"
area, an area long enough to allow loads to come to a complete stop before hitting anything. The floor of the carrier can be raised to act as a brake, to connect power or to form a walkable floor in case pedestrian movement were allowed. For pedestrian covers, guillotine-like section can slide over the holes of the conveyor wheels.

The carrier, upon approaching the station, opens its doors. These can be two simple folding panels 10 that move up and out of the way, see FIG. 5, 6 and FIG. 7. Other types of doors that leave a full opening can also be used - many examples exist. Conveyor bridges 5 fold down (or extend out) from the decks to span the gap between the carrier decks and the platforms.
Referring to FIG. 8, an array of wheels 12 along the platforms 3 mates with a rail along the edge to support the conveyor bridges as they move along with the carrier. A lateral movement mechanism may be included if tolerances require it. The bottom conveyor bridges may be used to stabilize the carrier if such stabilization can't be obtained by other means such as onboard dynamic stability or deflating air suspension components such that they rest on hard surfaces thereby minimizing sway and vertical movement.
The carrier moves through the station at a low rate of speed (maximized by conveyor top speed, space and timing constraints). The conveyor bridges 5 fold up and the doors 10 close as the vehicle sections move past the end of the platform conveyors FIG. 7. Moving the carrier in the fashion described reduces platform conveyor length and width needed and simplifies the double-deck version of the invention.

As can be seen in FIG. 9, a second (or multi) deck 2 version that effectively doubles throughput for smaller loads is advantageous. The configuration suggested puts second level ramps 4 cross corner with the main lower deck ramps in an X shape. This allows the lower deck ramps to be used to move larger loads 1 such as passenger shuttles, ULD, swap-bodies, and perhaps even sea containers properly fitted with a suitable flat-bottom surface. The top deck omnidirectional conveyor sections can be made moveable to make way for larger lower deck loads. This can be done using a piston type elevator on the outside 6 or by swinging the top platform conveyor up and out of the way.
There should be no obstructions on the carrier side that may cause harm in an unlikely system failure. The top deck inside the carrier can either be removable or move up into the roof Neither of these last two mechanisms need to carry a load past their own weight.
By example, in FIG. 10, if dual purpose carriers and stations handling cargo and people are considered, a means of moving standing passengers and larger objects becomes apparent.
There may also be swap-bodies or other containers 11 that can either be newly build with flat bottoms to make transitions faster or placed on properly sized "overshoes". Swap-body lift trucks with conveyors to load onto or unload from a conveyor dock may be built. These special lift trucks could be used to insert regular swap-bodies into their "overshoes". The special lift trucks may only be needed at stations where common lift trucks can leave swap-bodies on their legs as is normally done. This allows a yard to be placed in a more remote location. This system could also be used as inexpensive warehousing space.

Wind drag is a large component of energy use, especially at high speeds. There is also a possibility that some loads would not be completely secure. It therefore seems necessary to have a shell or cowling to maintain smooth air flow and to contain any stray pieces that may detach from loads should these be exposed to high speed winds generated by forward motion. FIG. 11 illustrates a shell with door 14 access at both ends for shuttle passenger or even podcar passenger movement from carrier to carrier.
Louvres or NACA duct (reversible if bi-directional motion of the vehicle is employed) may provide ventilation and cooling air to all decks. A division of the deck's 15 loading bay may be advantageous to minimize space wasted to structural support between decks. With the lowest, sturdiest deck supporting both the upper deck(s) and roof in the middle of a carrier. Ideally, this support structure would not hinder free flow of loads from one side to the other minimizing space lost rearrangement requirements and so placement of the support structure should be near the outside of the shell or even integrated in such 16.

In some cases where much room is available for a yard, or necessity demands it, a second configuration can work. FIG. 12 shows a same-side loading and unloading in unit time facility. As with the previously elaborated configuration, repeating the platform design multiple times allows very long carriers or trains of carriers to be loaded almost as quickly as short ones.
The principle of this is that in a limited space, loads 1, 7 or 11 can exit and be routed via the platform 17 away from the carriers, arresting their forward momentum. Pictured is a configuration that rotates the load in an "off-ramp" 18 sort of fashion, but a lateral move with sideways stacking along a similar trajectory can be employed.
After a first conveyor platform unloads the loads, a later similar arrangement accelerates and matches load to carrier speed and moves it onto the carrier. Depending on speeds and timing, both types of facility can be used on a same line, or both types can be used in a single station on different carrier tracks or conveyances, if differing carrier lengths are used, asymmetrical loading speeds between the small-load and large-load embodiments is possible. The X shaped platform type described earlier uses minimal space on the sides but load travel may be slowed by the use of long ramps to get around tracks or permanent ways, though these ramps are straight-line and could be simply sped up among other solution mentioned. The curl-out, curl-in type uses more outside space and more omnidirectional conveyors but can be of single-level design, while still permitting multiple decks, though with greater spans to allow for the stacking effect or the "off-ramps". A configuration which has both X and curl-in, curl-out types of platforms could separate large cargo from small and tailor each to those loads. No elevating section that must make way for large cargo would be needed as those double-deck loads are handled on separate track or conveyance. In fact, this configuration could mean a move from an X to an S shape for small loads so that the use of dual-deck elevators, escalators or shared structures might be used to advantage.

Claims

Claim 1: A method of moving persons and/or cargo loads onto a mobile platform, the mobile platform being in transit, wherein the load is moved by conveyor means in a loading order onto the mobile platform and rearranged in transit to an alighting order, the platform being loadable in the loading order, the platform being unloadable in the alighting order.
Claim 2: The method of claim 1, wherein while moving adjacent a loading platform, the mobile platform is loaded in the loading order via said conveyor means.
Claim 3: The method of any of claims 1 and 2, wherein while moving adjacent an unloading platform, the mobile platform is unloaded in the alighting order via a second conveyor means.
Claim 4: The method of any one of claims 1-3, wherein said mobile platform is a rail car.
Claim 5: The method of any one of claims 1-4, wherein said persons and/or cargo are situated on or constitute a flat-bottom load.
Claim 6: The method of claim 5, wherein said flat-bottom load has a unique identifier used for identification of the load.
Claim 7: The method of claim 6, wherein the unique identifier consists of one of a wireless transmitter, a personal mobile communications device, an RFID tag, and a computer scannable code.
Claim 8: The method of any one of claims 1-7, including a ramp as a means for loading.
Claim 9: The method of any one of claims 1-8 including a ramp as a means for unloading.
Claim 10: The method of claim 8, wherein the loading ramp means is one of a belt conveyor, a roller conveyor, an omnidirectional conveyor, and combinations of those.
Claim 11: The method of claim 9, wherein the unloading ramp means is one of a belt conveyor, a roller conveyor, an omnidirectional conveyor, and combinations of those.
Claim 12: The method of claim 8, wherein the loading ramp means is one of an elevator, escalator and combinations of those.
Claim 13: The method of claim 9, wherein the unloading ramp means is one of an elevator, escalator and combinations of those.
Claim 14: The method of any one of claims 1-13, wherein multiple decks are used for loading and unloading.
Claim 15: The method of any one of claims 1-14 wherein said mobile platform consists of multiple alternate platforms.
Claim 16: The method of claim 15, wherein said alternate platforms load and unload on different sides in a cross path configuration.
Claim 17: The method of any one of claims 15 and 16, wherein the alternate platforms can be moved out of the way for large load loading and unloading.
Claim 18: The method of any one of claims 15 to 17, wherein respective individual platforms of said multiple platforms are stacked and loaded on the same side and unloaded on the side opposite to the respective loading side.
Claim 19: The method of claim 18, wherein the respective loading and unloading occurs in a curvilinear S shaped pattern.
Claim 20: The method of any one of claims 1-19, wherein single or multi stack platforms and single or multi stack decks can be loaded from the same side in a curl-in-curl-out configuration.
Claim 21: The method of any one of claims 1 to 20, wherein said loads are swap-bodies.
Claim 22: The method of claim 21, wherein conveyor equipped lift trucks are used to move said swap-bodies onto said mobile platform.
Claim 23: The method of claim 22, wherein said swap-bodies are one of flat-bottom and fitted with flat cover overshoes.
Claim 24: The method of claim 22 wherein said swap-bodies are fitted with cover overshoes, and said cover overshoes are installed using said lift trucks.
Claim 25: The method of one of claims 23 and 24 wherein said overshoes are fitted with load-specific attachments.
Claim 26: The method of claim 25 wherein said load-specific attachments comprise one of a friction attachment, a perimeter lip attachment, a wheel attachment, and combinations thereof.
Claim 27: The method of any one of claims 1-26, wherein the load comprises one of cars, podcars, and self-propelled devices.
Claim 28: The method of claim 27, wherein the load is convertible to a flat-bottom load.
Claim 29: The method of any one of claims 1-26, wherein the load comprises a passenger shuttle.
Claim 30: The method of claim 29, wherein the shuttled is transferred from a station to said mobile platform.
Claim 31: The method of one of claims 29 and 30, wherein said passenger shuttle includes multiple passenger shuttles.
Claim 32: The method of claim 31, wherein passengers self-arrange in response to information notice means conveying instructions to move to alternate ones of said shuttles, or to remain aboard a respective one of said shuttles in accordance with a desired destination.
Claim 33: The method of one of claims 1-32 wherein a stabilizer is used to prevent swaying of said loads and to prevent undesired displacement of said loads as they are conveyed onto and off of said mobile platform.
Claim 34: The method of claim 33, wherein said stabilizer is a bridge stabilizer, said bridge stabilizer engaging with rolling engagement means to provide a continuous transfer surface between the mobile platform and a station platform.
Claim 35: The method of any one of claims 1-34, wherein said mobile platforms have removable or stowable decks.
Claim 36: The method of any one of claims 1-35, wherein loads are transferred between a station platform and said mobile platform.
Claim 37: The method of claim 36, wherein said station platform comprises a length that is at least equal in length to the length of the mobile platform.
Claim 38: The method of claim 37, wherein said station platform length is a predetermined length based on a transfer speed of said loads between said mobile platform and said station platform.
Claim 39: The method of claim 38, wherein said station platform includes multiple station platforms, each of said multiple station platforms having said predetermined length.
Claim 40: The method of claim 39, wherein said multiple station platforms transfer loads between respective station platforms and multiple respective mobile platforms simultaneously.
Claim 41: The method of any one of claims 36 to 40, wherein said station platform is used to transfer loads to and/or from a respective one of multiple mobile platforms while said respective mobile platform is moving adjacent said station platform.
Claim 42: The method of any one of the preceding claims, wherein a mobile phone is used for routing, billing, identification and communications.
Claim 43: An apparatus for moving persons and/or cargo loads onto a mobile platform, the mobile platform being in transit, wherein a conveyor moves the load in a loading order onto a second conveyor on a mobile platform and rearranges loads to an alighting order while in transit, the platform conveyor loading in the loading order, the platform conveyor unloading in the alighting order.
Claim 44: The apparatus of claim 43, wherein the mobile platform conveyor, while moving adjacent the loading platform, carried by the vehicle, the mobile platform conveyor loads in the loading order.
Claim 45: The apparatus of any of claims 43 and 44, wherein the mobile platform conveyor, while moving adjacent an unloading platform conveyor, the mobile platform conveyor unloads in the alighting order.
Claim 46: The apparatus of any one of claims 43-45, wherein a rail car is the mobile platform.
Claim 47: The apparatus of any one of claims 43-46, wherein a flat-bottom base carries persons and/or cargo which constitute the load.
Claim 48: The apparatus of claim 47, wherein said flat-bottom base has a unique identifier used for identification of the load.
Claim 49: The apparatus of claim 48, wherein one of a wireless transmitter, a personal mobile communications device, an RFID tag, or a computer scannable code constitute the unique identifier.
Claim 50: The apparatus of any one of claims 43-49, where a ramp is included as a means for loading.
Claim 51: The apparatus of any one of claims 43-50, where a ramp is included as a means for unloading.
Claim 52: The apparatus of claim 50, wherein one of a belt conveyor, a roller conveyor, an omnidirectional conveyor, and combinations of those constitute the loading ramp.
Claim 53: The apparatus of claim 51, wherein one of a belt conveyor, a roller conveyor, an omnidirectional conveyor, and combinations of those constitute the unloading ramp.
Claim 54: The apparatus of claim 50, wherein one of an elevator, escalator and combinations of those constitute the loading ramp.
Claim 55: The apparatus of claim 51, wherein one of an elevator, escalator or combinations of those constitute the unloading ramp.
Claim 56: The apparatus of any one of claims 43-55, wherein multiple decks with conveyors are used for loading and unloading.
Claim 57: The apparatus of any one of claims 43-56 wherein multiple alternate platforms constitute the mobile platform.
Claim 58: The apparatus of claim 57, wherein conveyors on alternate sides of the mobile platform load alternating levels and the mobile platform loads are unloaded by conveyor on other respective sides in a cross path configuration.
Claim 59: The apparatus of any one of claims 57 and 58, wherein elevating or swinging posts move the alternate platforms out of the way for large load loading and unloading.
Claim 60: The apparatus of any one of claims 57 to 59, wherein multiple stacked station platform conveyors load loads on one side of the mobile platform and a respective individual station platform conveyors unload on the side opposite to the respective loading side.
Claim 61: The apparatus of claim 60, wherein conveyors move loads from the station platforms to the mobile platform conveyors the respective loading and unloading occurs in a curvilinear S shaped pattern.
Claim 62: The apparatus of any one of claims 43-61, wherein single or multi stack platforms conveyors and single or multi stack deck conveyors can load and unload from the same side in a curl-in-curl-out configuration.
Claim 63: The apparatus of any one of claims 43 to 62, wherein swap-bodies are the said loads.
Claim 64: The apparatus of claim 63, wherein conveyor equipped lift trucks move said swap-bodies onto said mobile platform.
Claim 65: The apparatus of claim 64, wherein said swap-bodies are one of flat-bottom or fitted with flat cover overshoes.
Claim 66: The apparatus of claim 64 wherein said swap-bodies are fitted with cover overshoes, and said lift trucks install said cover overshoes.
Claim 67: The apparatus of one of claims 65 and 66 wherein said overshoes are fitted with load-specific attachments.
Claim 68: The apparatus of claim 67 wherein said load-specific attachments comprise one of a friction attachment, a perimeter lip attachment, a wheel attachment, and combinations thereof.
Claim 69: The apparatus of any one of claims 43-68, wherein one of cars, podcars, and self-propelled devices comprises the load.
Claim 70: The apparatus of claim 69, wherein said load converts to a flat-bottom load.
Claim 71: The apparatus of any one of claims, 43-68, wherein a passenger shuttle comprises the load.
Claim 72: The apparatus of claim 71, wherein conveyors transfer the shuttle from a station to said mobile platform.
Claim 73: The apparatus of one of claims 71 and 72, wherein said passenger shuttle includes multiple passenger shuttles.
Claim 74: The apparatus of claim 73, wherein information notice means conveying instructions to passengers allows them respond and self-arrange to move to alternate ones of said shuttles, or to remain aboard a respective one of said shuttles in accordance with a desired destination.
Claim 75: The apparatus of one of claims 43-74 wherein a stabilizer is used to prevent swaying of said loads and to prevent undesired displacement of said loads as they are conveyed onto and off of said mobile platform.
Claim 76: The apparatus of claim 75, wherein said stabilizer is a bridge stabilizer, said bridge stabilizer engaging with rolling engagement means to provide a continuous transfer surface between the mobile platform and a station platform.
Claim 77: The apparatus of any one of claims 43-76, wherein removable or stowable decks are used on said mobile platforms.
Claim 78: The apparatus of any one of claims 43-77, wherein conveyors transfer loads between a station platform conveyors and said mobile platform conveyor.
Claim 79: The apparatus of claim 78, wherein said station platform comprises a length that is at least equal in length to the length of the mobile platform.
Claim 80: The apparatus of claim 79, wherein said station platform length is a predetermined length based on a transfer speed of said loads between said mobile platform and said station platform.
Claim 81: The apparatus of claim 80, wherein said station platform includes multiple station platforms, each of said multiple station platforms having said predetermined length.
Claim 82: The apparatus of claim 81, wherein said multiple station platform conveyors transfer loads between respective station platform conveyors and multiple respective mobile platform conveyors simultaneously.
Claim 83: The apparatus of any one of claims 78 to 82, wherein said station platform conveyor transfers loads to and/or from a respective one of multiple mobile platform conveyors while said respective mobile platform is moving adjacent said station platform.
Claim 84: The apparatus of any one of the preceding claims, wherein a mobile phone is used for routing, billing, identification and communications.