WO2007095680A1

WO2007095680A1 - System to propel fluid matter in an elongate flow tube

Info

Publication number: WO2007095680A1
Application number: PCT/AU2007/000196
Authority: WO
Inventors: Jozef Goj
Original assignee: Jozef Goj
Priority date: 2006-02-24
Filing date: 2007-02-22
Publication date: 2007-08-30
Also published as: AU2007219050B2; AU2007219050A1

Abstract

There is disclosed a matter propulsion system including an elongate containment area (12) containing a propellable matter, and a flow path (20) intersecting that area at at least one intersection (22, 24) along which fluid propulsion matter can be propelled towards and/or away from the containment area at an acute angle to its axis (18), thereby causing a flow of the propellable matter along the containment area. Also disclosed are different embodiments of, or using, this system, including a matter propulsion system, a liquid propulsion apparatus, a device transport system, a transport system, a water vessel, a method of utilising water, an electricity generating system, a ventilated tunnel system, a water canon system, and a craft adapted to move through space.

Description

SYSTEM TO PROPEL FLUID MATTER IN AN ELONGATE FLOW TUBE

TECHNICAL FIELD OF THE INVENTION

This invention relates to propulsion of matter. More specifically, aspects of the invention relate to propulsion using liquid (such as water) or gas (such as air), or plasma, as a medium of propulsion. In various aspects of the invention, the invention relates to a matter propulsion system in the broad sense, and various specific embodiments of, or using, this system, including a matter propulsion system, a liquid propulsion apparatus, a device transport system, a transport system, a water vessel, a method of utilising water, an electricity generating system, a ventilated tunnel system, a water canon system, and a craft adapted to move through space

BACKROUND

The underlying concept behind this invention relates to the propelling of matter, or more particularly, a body of such matter, typically fluid matter. This is achieved either by propelling a jet or stream of fluid matter into or at that body of matter at an acute angle relative to the direction in which the body of matter is propelled, or drawing a jet or stream of matter from the body of matter at such an acute angle, or both of these methods together.

The jet or stream can be considerably less extensive than the body of matter, for example in cross-sectional area. However, what is relied on in practice in preferred embodiments to effect the propulsion of the body of matter is not the ability of the jet or stream to fully displace the body of matter, but the projecting of the jet or stream at the relevant angles, at or into the body of matter.

This concept can be applied to a wide range of uses, in which the fluid is either liquid or gas.

In this specification, unless the context clearly indicates otherwise, the word "comprising" is not intended to have the exclusive meaning of the word (such as "consists only of") but rather has the non-exclusive meaning, in the sense of "including at least". Unless indicated otherwise by the context, the same applies, with corresponding grammatical changes, to other forms of the word such as "comprise", "comprises", etc.

SUMMARY OF THE INVENTION

Propulsion of matter

According to a first aspect of the invention there is provided a matter propulsion system comprising: propellable matter containment means defining an elongate containment area having a longitudinal axis, the containment area containing a body of propellable matter; a flow path intersecting said containment area at a flow intersection; and matter propulsion means for propelling propulsion matter along the flow path, wherein the propulsion means is configured to perform at least one of a first step and a second step, the first step comprising forcing propulsion matter along the flow path thereby drawing propellable matter from the containment area into the flow path via the flow intersection at an acute angle to the longitudinal axis and propelling the propellable matter along the flow path, and the second step comprising forcing propulsion matter along the flow path towards the containment area to intersect the containment area at the flow intersection at an acute angle to the longitudinal axis, whereby said performing of said at least one of said first and second steps causes said body of propellable matter in said containment area to move longitudinally along the containment area.

In one preferred embodiment, the flow path includes a conduit. In further preferred embodiment, said propellable matter and said propulsion matter are the same type of matter.

Basic liquid propulsion means

According to a second aspect of the invention, there is provided a matter propulsion system according to said one preferred embodiment of the first aspect of the invention, in the form of a liquid propulsion apparatus, the apparatus comprising: an elongate liquid flow channel constituting said containment means, the channel having an inner wall which defines an inner channel passage which constitutes said containment area, the passage having a central axis which constitutes said longitudinal axis; an elongate propulsion tube which constitutes said conduit and which has a first end and a second end, the liquid flow channel opening into said first end via a propulsion outlet which constitutes a said flow intersection, the propulsion outlet being disposed in the inner wall and said second end of the propulsion tube opening into the liquid flow channel via a propulsion inlet which constitutes another said flow intersection, the propulsion inlet being disposed in the inner wall so as to be spaced from the propulsion outlet along the length of said central axis; wherein said propulsion means is disposed along the propulsion tube and is configured for performing said first and second steps by drawing into the propulsion tube, via the propulsion outlet, said propellable matter in the form of liquid from a body of the liquid in the inner channel passage, wherein that matter, once in the propulsion tube, constitutes propulsion matter, and for forcing that liquid along the propulsion tube and into the inner channel passage via the propulsion inlet, and wherein the liquid propulsion apparatus is configured such that said drawing and forcing of liquid causes said body of liquid in the inner channel passage to flow longitudinally along the inner channel passage. In one preferred embodiment, said liquid flow channel is constituted by a liquid flow tube and the inner channel passage is constituted by an inner tube passage.

In a further preferred embodiment, said propulsion means includes at least one pump.

Device transport system

According to a third aspect of the invention, there is provided a device transport system, the device transport system comprising: a liquid propulsion apparatus according to said one preferred embodiment of the second aspect of the invention, wherein the inner tube passage contains a body of liquid; a transportation element disposed in the inner tube passage, the transportation element being configured to be moved along the inner tube passage by movement of said body of liquid along the inner tube passage; a transportable device adjacent the liquid flow tube; and a connector connecting the transportable device to the transportation element for causing movement of the device by said movement of the transportation element.

In a preferred embodiment, the transportable device is a vehicle.

Preferably, the vehicle has wheels supported on a road surface to enable movement of the vehicle along the road surface.

Preferably, the vehicle is at least one of a multiple-passenger vehicle and a prime mover for a multiple-passenger vehicle.

In a preferred embodiment of the third aspect of the invention, said propulsion means includes at least one pump.

Preferably, the transportable device is movable relative to the connector. In a preferred embodiment, the transportation element includes a cylindrical component having an outer shape complementary to the inner tube passage.

Slot arrangement of the device transport system

In a preferred embodiment, the inner wall defines a slot extending substantially along the length of the wall, the connector passing through the slot from the transportable device to the transportation element, the device transport system comprising sealing means adapted to permit movement of the connector along the slot while at least partly sealing the slot to substantially minimise the extent to which the body of liquid contained in the inner tube passage can escape from the inner tube passage via the slot.

Preferably the sealing means comprises resilient elastomeric material. In this case, the elastomeric material preferably defines at least one gas filled chamber for facilitating deformability.

Closure element in a preferred embodiment of the slot arrangement embodiment

In a preferred embodiment, the transportation element defines a central passage and has at least one closure element being movable between a closed position in which it closes at least part of that central passage and an open position in which that central passage is substantially fully open, wherein the transportation element is configured to be urged in movement along the inner tube passage by said flowing of the body of liquid when the at least one closure element is in the closed position, and wherein the body of liquid can flow through the central passage when the at least one closure element is in the open position, thereby to enable the transportation element to remain substantially stationary relative to the liquid flow tube. Water jets in a preferred embodiment of the slot arrangement embodiment

In a preferred embodiment, the transportation element defines a central passage and has at least one water jet nozzle configured to direct a jet of water in relation to that part of said body of water that is contained in the inner tube passage and which is within the central passage, for accelerating the transportation element.

Electricity generation in the device transport system

In a preferred embodiment, the device transport system comprises at least one generator including at least one turbine configured to be rotatably driven as a result of said flowing of the body of liquid along the inner tube passage, wherein rotation of the at least one turbine causes the generator to generate electricity.

In one preferred version of this embodiment, said at least one turbine is disposed in-line in relation to the inner tube passage.

In another preferred version of this embodiment, the device transport system comprises an elongate branch passage having two opposite ends each connected in liquid flow communication to the inner tube passage and extending adjacent to the inner tube passage, said at least one turbine being disposed in the branch passage.

Closure element

According to a fourth aspect of the invention, there is provided a transport system comprising: a matter propulsion system according to said one preferred embodiment of the second aspect of the invention wherein the liquid flow tube contains a body of liquid; and a transportation element disposed in the inner tube passage, the transportation element defining a central passage and having at least one closure element being movable between a closed position in which it closes at least part of that central passage and an open position in which that central passage is substantially fully open, wherein the transportation element is configured to be urged in movement along the inner tube passage by said flowing of the body of liquid when the at least one closure element is in the closed position, and wherein the body of liquid can flow through that central passage when the at least one closure element is in the open position, thereby to enable the transportation element to remain substantially stationary relative to the liquid flow tube.

Water jets arrangement

According to a fifth aspect of the invention, there is provided a transport system comprising: a matter propulsion system according to said one preferred embodiment of the second aspect of the invention wherein the liquid flow tube contains a body of liquid; and a transportation element disposed in the inner tube passage, the transportation element defining a central passage and having at least one water jet nozzle, wherein the transportation element is configured to be accelerated along the inner tube passage by the directing of a jet of water from the at least one water jet nozzle in relation to that part of said body of water that is in the inner tube passage and which is within the central passage.

Water vessel

According to a sixth aspect of the invention, there is provided a water vessel adapted to move through an expanse of water and to be supported by part of said expanse, wherein the water vessel includes a matter propulsion system according to said one preferred embodiment of the second aspect of the invention, wherein said liquid flow tube has a vessel inlet for enabling water from said expanse to enter said inner tube passage so as to constitute said body of liquid, and a vessel outlet for enabling water in the inner tube passage to exit to said expanse; and wherein said drawing and forcing of liquid causes said body of liquid in the inner tube passage to flow along the inner tube passage thereby causing movement of the vessel through said expanse.

In a preferred embodiment, the vessel is one of a boat and a ship.

Water recycling and conservation

According to a seventh aspect of the invention, there is provided a method of utilising water using a matter propulsion system according to the second aspect of the invention wherein the liquid flow channel extends from a first location to a second location, the method comprising: causing said body of liquid in the inner channel passage to flow longitudinally, in a flow direction, along the inner channel passage by said drawing and forcing of liquid; and performing at least one of a first operation and a second operation wherein the first operation includes removing water from the inner channel passage and conveying the water to a location remote from the inner channel passage, and the second operation includes conveying water to the inner channel passage from a source remote from the inner channel passage and depositing that water in the inner channel passage.

In a preferred embodiment, in the first operation, said removing of the water is effected by pumping the water.

In a preferred embodiment, the step of causing said body of liquid in the inner channel passage to flow includes thereby propelling a vehicle. In a preferred embodiment, the liquid flow channel has discrete segments juxtaposed along at least part of the length thereof, each segment having a valve at the downstream side thereof in relation to said flow direction, each valve being adapted, when closed, to cause the flow of said body of liquid along the inner channel passage to cease.

Then, preferably, said first operation includes closing a said valve of a particular segment to cause the flow of said body of liquid to cease, before proceeding with said removing of water, wherein said removing of water occurs from said particular segment upstream of the closed valve.

Also preferably, said second operation includes closing a said valve of a particular segment to cause the flow of said body of liquid to cease, before proceeding with said depositing of water in the inner channel passage, wherein said depositing of water occurs downstream of the closed valve.

In a preferred embodiment, in said second operation, the water is at least one of recycled water, treated water, water from a natural flowing source, and water from a water collection means.

Preferably, said water collection means includes a dam. Said dam is preferably one of a plurality of dams interconnected in fluid flow communication with one another. In this case, preferably, at least one of the dams is connected to a natural water-course.

Preferably, the dams of said plurality of dams are located at different elevations to one another, the method further comprising drawing water for further use from that one of the plurality of dams which is at the highest elevation.

In a preferred embodiment of the method, the matter propulsion system includes an outgoing liquid flow channel for directing water in a said flow direction being from the first location to the second location and an incoming liquid flow channel for directing water in a said flow direction being from the second location to the first location.

Then, preferably, the matter propulsion system includes a connection liquid flow channel for connecting the outgoing liquid flow channel in liquid flow communication with the incoming liquid flow channel at at least one of said first location and said second location.

In a preferred embodiment, the first operation includes, after the said conveying of the water to said location remote from the inner channel passage, at least one of the steps of storing the water, applying the water to irrigation, and purifying treatment of the water.

In this case, preferably, the step of storing the water includes storing the water in a pondage area, the method comprising the further step of permitting the stored water to seep from the pondage area through substratum to remove impurities from the water. Then, preferably, the method comprises the step of collecting the water that has seeped through substratum and using the collected water for irrigation.

In a preferred embodiment, the step of storing the water includes storing the water in a dam. In this case, preferably, the dam is one dam of a group of interconnected dams.

In a preferred embodiment, the liquid flow channel is of varying elevation and, in the first operation, said removing of the water is from a part of the liquid flow channel at or proximate to a position of the liquid flow channel at which it is at its highest elevation.

In a preferred embodiment, said first location is in an urban area and said second location is in a rural area. Electric power generation

According to a eighth aspect of the invention, there is provided an electricity generating system comprising: a matter propulsion system according to said one preferred embodiment or said further preferred embodiment of the second aspect of the invention; and at least one generator including at least one turbine configured to be rotatably driven as a result of said flowing of the body of liquid along the inner channel passage, wherein rotation of the turbine causes the generator to generate electricity.

In one preferred embodiment, said at least one turbine is disposed in-line in relation to the inner channel passage.

In another preferred embodiment, the electricity generating system comprises an elongate branch passage having two opposite ends each connected in liquid flow communication to the inner channel passage and extending adjacent to the inner channel passage, said at least one turbine being disposed in the branch passage.

In a preferred embodiment, the electricity generating system comprises at least one take-off tube section leading from the liquid flow channel, said at least one generator being downstream of, and in liquid flow communication with, said at least one take-off tube section.

Air ventilation

According to a ninth aspect of the invention, there is provided a matter propulsion system according to said one preferred embodiment of the first aspect of the invention, in the form of a ventilated tunnel system, the ventilated tunnel system comprising: an elongate tunnel having two tunnel ends, the tunnel having an inner tunnel wall constituting at least part of said propellable matter containment means, the tunnel wall defining an inner tunnel passage constituting said elongate containment area, and having a first tunnel opening at one of the tunnel ends opening into the tunnel passage and a second tunnel opening at the other tunnel end opening into the tunnel passage; at least one elongate air propulsion tube constituting a said conduit, having a first tube end and a second tube end, the tunnel passage opening into said first tube end via a tunnel outlet disposed in the tunnel wall at a said flow intersection and said second tube end opening into the tunnel passage via a tunnel inlet disposed in the tunnel wall at a said flow intersection, the tunnel inlet being spaced from the tunnel outlet along the length of the tunnel; and at least one air pump, constituting a said matter propulsion means, disposed along the at least one air propulsion tube for drawing, into the air propulsion tube, via the tunnel outlet, propellable matter in the form of air from a body of air in the tunnel passage, wherein that air, once in the air propulsion tube, constitutes said propulsion matter, propelling that air along the air propulsion tube, and forcing that air into the tunnel passage via the tunnel inlet, thereby to perform said first and second steps, wherein the ventilated tunnel system is configured such that said drawing and forcing of air causes at least past of said body of air in the tunnel passage to move along the tunnel passage such that air is drawn into the tunnel passage via the first tunnel opening.

In a preferred embodiment, the matter propulsion system is configured such that said drawing and forcing of air causes air to be forced from the tunnel passage via the second tunnel opening.

In a preferred embodiment, the matter propulsion system comprises an exhaust passageway, wherein at least one said tunnel inlet is configured to deflect air moving along the tunnel passage such that at least part of the deflected air is directed into the exhaust passageway.

Preferably, the ventilated tunnel system comprises a dividing means configured to divide said deflected air whereby said part of the deflected air is directed into the exhaust passageway and the remainder of the deflected air is directed towards said second tunnel opening.

Water canon

According to a tenth aspect of the invention, there is provided a water canon system comprising: a matter propulsion system according to said one preferred embodiment of the second aspect of the invention wherein the body of liquid includes water and the liquid flow tube is endless so as to define a substantially closed circuit; a first canon pipe opening at a first end thereof into the liquid flow tube at a first position; a canon barrel pipe having a first end and a second end, a second end of the first canon pipe opening into the first end of the canon barrel pipe and the second end of the canon barrel pipe being positioned to project liquid flowing along the canon barrel pipe from that second end in a desired projection direction; and first valve means for selectively closing off the first canon pipe from the liquid flow tube to prevent the body of liquid moving along the liquid flow tube from entering the first canon pipe, or selectively diverting the body of liquid from the liquid flow tube into the first canon pipe and along the canon barrel pipe.

In a preferred embodiment, the water canon system comprises: a second canon pipe opening at a first end thereof into the liquid flow tube at a second position spaced from the first position, a second end of the second canon pipe opening into the first end of the canon barrel pipe; and second valve means for selectively closing off the second canon pipe from the liquid flow tube to prevent the body of liquid moving along the liquid flow tube from entering the second pipe, or selectively opening the second canon pipe to the liquid flow tube to allow water travelling from the canon barrel pipe and along the second canon pipe to enter the liquid flow tube. In a preferred embodiment, the first valve means comprises at least one valve disposed in the first canon pipe adjacent to said first position and another valve disposed in the liquid flow tube downstream of said first position in relation to the direction in which the body of liquid flows along the inner tube passage.

In a preferred embodiment, the water canon system comprises a closable opening in the canon barrel pipe to enable the insertion of an article to be projected along the canon barrel pipe and from the second end thereof by liquid flowing therealong.

Preferably, the method comprises: operating said first and second valve means to close off the first canon pipe and second canon pipe from the liquid flow tube; causing said body of liquid in the inner tube passage to flow along the inner tube passage by causing the liquid propulsion apparatus to effect said drawing and forcing of liquid; then operating said first valve means to divert the body of liquid from the liquid flow tube into the first canon pipe and along the canon barrel pipe, thereby to propel an article, in the canon barrel pipe, therealong and from the second end of the canon barrel pipe.

The method preferably comprises the step, prior to the step of operating said first valve means to divert the body of liquid, of inserting the article in the canon barrel pipe via said closable opening.

In a preferred embodiment, the method comprises the step of operating said second valve means to open the second canon pipe to the liquid flow tube to allow water to run from the canon barrel pipe and along the second canon pipe into the liquid flow tube. Plasma Propulsion

According to an eleventh aspect of the invention, there is provided a matter propulsion system according to the first aspect of the invention in the form of a craft adapted to move through space, the craft comprising: plasma generating means for generating plasma from gas; and a plurality of plasma directing nozzles for directing said plasma such that the plasma is forced as a plurality of plasma streams into a propulsion zone containing zone matter, the streams being directed to flow closer to one another in a direction away from the nozzles whereby at least some of the streams intersect one another at at least one predetermined distance from the nozzles, each stream being deflected at a deflection position corresponding substantially to said at least one predetermined distance, such that the deflection causes the streams to form, together, a substantially tubular formation of plasma streams, wherein said propellable matter is constituted by zone matter contained in the tubular formation of plasma streams, this tubular formation constituting said containment means which defines said containment area, each plasma stream constitutes a said flow path and each said deflection position constitutes a said flow intersection, each nozzle constitutes at least part of said matter propulsion means and said propelling of propulsion matter along the flow path is constituted by directing the plasma along said plasma streams, and the propulsion means is configured to perform said second step wherein said forcing of propulsion matter along the flow path toward the containment area to intersect the containment area at a flow intersection at an acute angle to the longitudinal axis, is constituted by the directing of the plasma streams towards the tubular formation of plasma streams, and the causing of said propellable matter in said containment area to move longitudinally along the containment area results in a reaction force which causes a thrust on the craft. BRIEF DESCRIPTION OF THE DRAWINGS

Preferred embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings in which: Figure 1 is a schematic diagram showing, in cross-section and viewed from above, a liquid propulsion apparatus according to an embodiment of the invention;

Figure 2 is a schematic diagram showing, in cross-section and viewed from above, a liquid propulsion apparatus similar to that of Figure 1 , but having a differently-shaped liquid flow tube;

Figure 2a is a schematic diagram showing, in cross-section and viewed from the side, part of the liquid flow tube of Figure 1 with water jets;

Figure 2b is a schematic diagram showing, in cross-section and viewed from the side, part of the liquid flow tube of Figure 2a but with water jets having a different configuration;

Figure 2c is a schematic diagram showing the water jets of Figure 2a viewed in an axial direction of the liquid flow tube;

Figure 3 is a schematic cross-section, viewed axially, through a liquid flow tube and road surface of a device transport system according to an embodiment of the invention;

Figure 4 is the schematic cross-section of Figure 3, but including a road vehicle and a propulsion cylinder;

Figure 5 is a schematic cross section, viewed lengthwise, through a lip and seal arrangement of the system of Figure 3; Figure 6 is a schematic side view of a length of the lip referred to in relation to Figure 5;

Figure 7 is the schematic cross section of Figure 5 but also showing a keel stem;

Figure 8 is a schematic cross section of the keel stem of Figure 7 along the section line VIII-VIII in that figure;

Figure 9 is a schematic cross section, viewed lengthwise, corresponding to that of Figure 5, but showing another embodiment of the lip and seal arrangement; Figure 10 is a schematic cross section, viewed from the side, of a propulsion cylinder of the transport system of Figure 3;

Figure 11 is a schematic end view of the propulsion cylinder of Figure 10 in a different operational condition; Figure 12 is a schematic cross section, viewed from the side, of a propulsion cylinder according to another embodiment;

Figure 13 is a schematic end view of the propulsion cylinder of Figure 12;

Figure 14 is a schematic cross section, viewed from the side, of the propulsion cylinder of Figure 12, showing further detail;

Figure 15 is a schematic end view of the propulsion cylinder shown in Figure 14;

Figure 16 is a schematic cross section, viewed from above, of a transport system according to another embodiment to that described in relation to Figure 3;

Figure 17 is a schematic cross section, viewed from above, of a transport system according to yet another embodiment;

Figure 18 is a schematic side view of a ship according to an embodiment of the invention; Figure 19 is a schematic bottom view of the ship of Figure 18;

Figure 20 is a diagrammatic view from above of a number of adjacent liquid flow tubes of a transport system according to an embodiment of the invention;

Figure 21 is a schematic plan view, partly cut away, of switch-gear arrangement forming part of the transport system of Figure 20;

Figures 22, 23 and 24 are diagrammatic views from above of keel stem guiding components forming part of the transport system of Figure 20;

Figure 25 is a diagrammatic view from above of a liquid flow tube of the transport system according to the embodiment of Figure 20, showing a siding; Figure 26 is a diagrammatic view from above of a transport system network according to an embodiment of the invention;

Figure 27 is a schematic perspective view of a water turbine;

Figure 28 is a schematic end view of the water turbine of Figure 27; Figure 29 is a schematic cross section, viewed from above, of a liquid propulsion apparatus according to another embodiment of the invention to that of Figure 1 ;

Figure 30 is a schematic cross section, viewed from above, of an enlarged detail of the liquid propulsion apparatus of Figure 29;

Figure 31 is a schematic cross section, viewed from above, of a liquid propulsion apparatus according to yet another embodiment of the invention;

Figure 32 is a schematic cross section, viewed from above, of a liquid propulsion apparatus according to yet another embodiment of the invention; Figure 33 is a schematic cross section, viewed from above, of a liquid propulsion apparatus according to yet another embodiment of the invention;

Figure 34 is a schematic perspective view of groups of plasma nozzles of a space craft according to an embodiment of the invention;

Figure 35 is a schematic axial view of the nozzle arrangements of Figure 34;

Figure 36 is a diagrammatic side view of the nozzle arrangements of Figure 34 showing the configuration of plasma streams emanating from the nozzles;

Figure 37 is a diagrammatic side view showing an approximation of a configuration of plasma streams;

Figure 38 is a diagrammatic perspective view showing another approximation of a configuration of plasma streams;

Figure 39 is a diagrammatic perspective view showing an enlarged detail of Figure 38; Figure 40 is a schematic cross-section, viewed from the side, of a contour dam according to an embodiment of the invention;

Figure 41 is a schematic side view of a jet of air being directed from an air nozzle;

Figures 42 to 45 are schematic front views of air jet nozzles having different shapes;

Figure 46 is a schematic cross-section, viewed from the side, of part of a road-way tunnel and air propulsion arrangement according to an embodiment of the invention; Figure 47 is a schematic cross-section, viewed from the side, of part of a road-way tunnel and prior art air propulsion arrangement, shown for comparison purposes;

Figure 48 is a diagrammatic perspective view representing a particular longitudinal position of a road-way tunnel according to the embodiment of Figure 47 and the direction of a plurality of air jets around the perimeter of the cross-section of the tunnel at that position;

Figure 49 is a diagrammatic perspective view similar to that of Figure 48, but representing a tunnel having another cross-sectional shape; Figure 50 is a schematic cross-section, viewed from the side, of part of a road-way tunnel including an arrangement for venting air and pollutant gases therein from the tunnel;

Figure 51 is a diagrammatic cross-section, viewed from the side, of part of the road-way tunnel having nozzles for directing air jets at different angles to the longitudinal axis of the tunnel;

Figure 52 is a schematic cross-section, viewed from above, of an air treatment apparatus;

Figure 53 is a schematic cross-section, viewed from the side, of the air treatment apparatus of Figure 52, along the lines A-A in Figure 52; Figure 54 is a schematic cross-section, viewed from above, of another air treatment apparatus;

Figure 55 is a schematic cross-section, viewed from the side, of the air treatment apparatus of Figure 54, along the lines B-B in Figure 54;

Figure 56 is a schematic cross-section, viewed from above, of a water canon arrangement according to an embodiment of the invention;

Figure 57 is a schematic cross-section, viewed from the side, of a part of the arrangement of Figure 56;

Figure 58 is a schematic cross-section, viewed from the side, of a part of a space craft according to an embodiment of the invention; and Figure 59 is a diagrammatic cross-section, viewed from the side, of the space craft of Figure 58. DETAILED DESCRIPTION

Liquid propulsion apparatus

Referring to Figure 1 , there is shown a liquid propulsion apparatus 10. The apparatus 10 includes an elongate liquid flow channel in the form of a tube 12. The liquid flow tube 12 has an inner wall 14 which defines an inner passage 16 having a central axis 18 extending longitudinally along the tube 12. The liquid flow tube 12 defines a closed path; that is, it is endless.

The wall 14, and hence the passage 16, are substantially round in cross- section (when viewed along the axis 18).

A body of water is contained in the passage 16.

There is provided an elongate propulsion tube 20 having a first end 22 and a second end 24. The liquid flow tube 12 opens into the first end via an outlet 26 from the inner passage 16, the outlet being disposed in the wall 14. The second end 24 of the propulsion tube 20 opens back into the inner passage 16 via an inlet 28 which is also disposed in the wall 14. The inlet 28 is spaced from the outlet 26 along the length of the axis 18. Both the outlet 26 and inlet 28 are flush with the inner surface of the wall 14 so as not to protrude into the inner passage 16.

The apparatus 10 further includes a propulsion means in the form of a water pump 30 which is disposed along the propulsion tube 20. In the preferred embodiment, the pump 30 is powered by an external hydrogen gas piston engine (not shown). The pump 30 is configured, when operating, to draw water from the inner passage 16, via the outlet 26, into the propulsion tube 20 in the direction of the arrow 32, and to force that water along the propulsion tube, back into the inner passage via the inlet 28, in the direction 34.

In Figure 2 there is shown a liquid propulsion apparatus 10 similar to that of Figure 1 , except that the liquid flow tube 12 is of a substantially oblong shape as compared with the substantially round shape of Figure 1. The discussion below applies to the embodiments of both Figures 1 and 2.

For convenience, the propulsion tube 20 and pump 30 are together referred to as a propulsion arrangement, designated 37.

In a preferred embodiment, the inlet 28 is dimensioned to serve as a constriction in relation to the propulsion tube 20 so as to increase the velocity of the water passing along the propulsion tube back into the inner passage 16. In addition, the inlet 28 is angled to direct the water as a jet at an acute angle relative to the axis 18. A similar configuration is provided in relation to the outlet 26, which is angled to draw the water at a relatively high velocity from the inner passage 16, at an acute angle to the axis 18.

This jet of water from the liquid propulsion tube 20 into the liquid flow tube 12 is configured to cause a movement of the surrounding water in the inner passage 16. This configuration relies on the principle that a jet of sufficient velocity and mass of water, or multiple jets caused by multiple propulsion arrangements 37 acting in unison, cause the water in the liquid flow tube 12 to flow. Indeed, as the liquid flow tube 12 defines a closed path as mentioned above, the water that is moved in this manner essentially causes the entire body of water in the liquid flow tube to circulate longitudinally along the inner passage 16 in the flow direction 36.

In addition, due to this closed-path configuration, the drawing and forcing of the water by the pump 30 as described above can be used to vary the flow rate of the body of water in the inner passage 16 by varying the pumping volume flow rate.

Although only one propulsion tube 20 and one pump 30 (that is, one propulsion arrangement 37) are shown in Figure 1 , in other preferred embodiments (not shown) there are a number of propulsion arrangements, and these are preferably configured for the pumps to work in unison. In one such embodiment, the propulsion arrangements 37 are positioned such that the inlets 28 are evenly spaced from one another around the circumference of the liquid flow tube 12 - that is, the circumference defined by the wall 14 at a particular axial position along that tube. In another embodiment, the propulsion arrangements 37 are positioned so that the inlets 28 are spaced apart from one another along the length of the liquid flow tube 12. In yet another embodiment, there are a number of respective arrangements of the type described in which there are multiple groups of propulsion arrangements 37 and hence of inlets 28, the groups of inlets being axially spaced from one another along the liquid flow tube 12, where the inlets in each group are spaced circumferentially from one another at a respective position along the length of the tube.

In a further such embodiment, the propulsion arrangements 37 are positioned so that the inlets 28 are staggered around the circumference of, and axially along, the liquid flow tube 12.

The diameter of the liquid flow tube 12 may itself depend on the number and arrangement of the inlets 28.

The combined effect of the numerous propulsion arrangements 37, each with the respective inlet 28 into the liquid flow tube 12 being configured to direct the water into the inner passage 16 at an acute angle to the axis 18, and the similar configuration for drawing the water at the outlets 26, serves to facilitate the movement of the body of water along the inner passage 16.

The inlets 28 may also be configured to establish jets of water into the liquid flow tube 12, the jets being, in relation to one another, at different acute angles to the axis 18, so as to achieve favourable thrust of the body of water.

The jets of water from the respective propulsion tubes 20 of the various propulsion arrangements 37 into the liquid flow tube 12 via the respective inlets 28 can be arranged so as together to form conical water-jet configurations. This conical configuration is most clearly defined in relation to the jets from each group of propulsion arrangements 37 where the inlets 28 thereof are spaced circumferentially around the wall 14 of the liquid flow tube 12, as is the case of the embodiment shown in Figure 2a. In this figure, it can be seen that the jets 40 from the inlets 28 are aimed so as to intersect at the axis 18, so as to form the conical formation 42.

As the velocity of the body of water in the inner passage 16 increases due to the combined effect of the various propulsion arrangements 37, the body of water itself, flowing therein due to the effect of the jets 40, causes the jets to be deflected in the flow direction 36, as illustrated in Figure 2b. This, in turn, causes parts 44 of the jets 40 which are further from the respective inlets 28, to be deflected and hence curved to form a tube-shaped jet formation 46 within the liquid flow tube 12. Thus, as the body of water in the liquid flow tube 12 continues to move, and be maintained in movement by the jets from the inlets 28, the jets will also maintain this tube-shaped formation.

The effecting of this tube-shaped jet formation 46 itself facilitates the flow of water in the liquid flow tube 12 as the jets converge thereby drawing with them surrounding water and impacting on the pressure of this water in the jet formation. This is schematically illustrated in Figure 2c which depicts the converging of three jets 40 (spaced apart circumferentially an equal distance from one another) as viewed in the flow direction 36 in Figure 2a. Assuming that the jets 40 are of substantially round cross section, it will be seen that the jets, where they meet, define a roughly triangular space 47 between them. The pressure induced on the water in this triangle is such as to cause acceleration of that water in the flow direction 36. It may therefore be considered that the above arrangements include two different containment areas, the first being defined by the inner wall 14 itself to contain the water therein, and the second being defined by the jets 40 within the jet formation 46, to contain that portion of the water therein.

The body of water in the liquid flow tube 12 is caused to move at least partly by the water jets entering via the inlets 28, by way of these jets causing a dragging effect on the water in the liquid flow tube surrounding the jets, which serves to drag the water along.

A key aspect of the liquid propulsion apparatus 10 is the use of the propulsion arrangements 37 for directing only a relatively small portion of the body of water travelling along the liquid flow tube 12 through the propulsion tubes 20 and pumps 30. Directing and pumping such a relatively small portion of the water, in a preferred embodiment, is sufficient to cause adequate movement of the whole body of water along the liquid flow tube 12; this avoids the need for larger propulsion tubes 20 and pumps 30 as would be required if these constituted an in-line part of the liquid flow tube 12 itself, for directing and pumping the whole of the body of water.

Device transport system

Referring to Figures 3, 4, 10 and 11 , there is shown part of a device transport system 50 for transporting a transportable device in the form of a road vehicle 52 (only the lower part of which is shown in Figure 4). The transport system 50 includes a liquid propulsion apparatus 10 as described above in relation to Figures 1 and 2, according to another embodiment thereof. In the present embodiment, the propulsion apparatus 10 includes a number of propulsion arrangements 37 (also not shown). Accordingly, parts in the present embodiment corresponding to parts in Figures 1 and 2 have the same reference numerals as in those figures.

Disposed within the liquid flow tube 12 as shown in Figures 4, 10 and 11 , is a transportation element including a propulsion cylinder 54 having a central passage 56 and a number of closure elements in the form of leaves 58 (shown in Figures 10 and 11). Because of the petal-like shape of the leaves 58, they are referred to below as petals.

Suitable clearances between the outer surface of the propulsion cylinder 54 and inner surface of the liquid flow tube 12 are provided to enable free motion of the cylinder in the flow tube. Indeed, the propulsion cylinder 54 is of round cross-section corresponding to that of the inner passage 16, but having an external diameter which is somewhat smaller that the internal diameter of the inner passage. This enables the propulsion cylinder 54 to be movable along the inner passage 16 by movement of the body of water in the passage, as discussed in more detail below.

The road vehicle 52 includes a vehicle chassis 60 and wheels 62 (as shown in Figure 4), the vehicle being supported by the wheels on a road surface 64. The road surface 64 is located above the liquid flow tube 12. Indeed, in a preferred embodiment, the liquid flow tube 12 is embedded in the substratum (ground).

A rigid connector 66, referred to below as a keel stem (described further below in relation to Figure 8), interconnects the propulsion cylinder 54 and the road vehicle 52. The keel stem 66 extends through a slot 68 in the wall 14 of the liquid flow tube 12. The slot 68 runs the length of the liquid flow tube 12 and is referred to further, below.

Mechanical, electrical, hydraulic, and any other connections that are required between the road vehicle 52 and the propulsion cylinder 54 pass through the keel stem 66, but are not shown.

Due to this interconnection of the propulsion cylinder 54 and road vehicle 52 by the keel stem 66, movement of the cylinder in the liquid flow tube 12 causes corresponding movement of the road vehicle 52, this movement being permitted by the wheels 62 which roll on the road surface 64.

It will be appreciated that the propulsion cylinder 54, by being captive within the liquid flow tube 12, is constrained against vertical movement relative to the liquid flow tube. On the other hand, it is most difficult to avoid unevenness in a road surface such as the surface 64. Accordingly, in a preferred embodiment, the connection between the keel stem 66 and the road vehicle 52 permits some vertical movement and some angular movement of the keel stem relative to the road vehicle. This allows for slight vertical movement of the road vehicle 52 relative to the propulsion cylinder 54 and hence allows for undulations in the road surface 64 as the road vehicle travels along it. In addition, the allowance for some relative angular movement provides for slight variations in the camber of the road surface 64. This relative vertical and angular movement, in a preferred embodiment, is enabled by way of a "floating" attachment (not shown) between the keel stem 66 and the road vehicle 52.

For convenience, the road vehicle 52 together with the propulsion cylinder 54 and keel stem 66 are referred to as a water propulsion vehicle, designated 69.

The wall 14 of the liquid flow tube 12 includes a pair of lips 70 extending the length of the liquid flow tube. The slot 68 is constituted by the space between the lips 70. The slot 68 opens out through the road surface 64 at a position designated 72 (see Figure 4).

Located between the lips 70 is a pair of elongate seals 74 of an elastomeric, resiliently deformable compound, each seal being attached to a respective one of the lips. The seals 74 extend the length of the lips 70 and hence of the liquid flow tube 12.

Slot ("Zip") arrangement

Referring to Figure 5, there is shown a preferred embodiment of the lips 70 and seals 74 mounted thereon. The surface of each lip 70 that faces inwards relative to the slot 68 is recessed at 76, each recess further having a socket 78, of roughly rectangular cross-sectional shape, defined therein. The sockets 78 are spaced from one another, for example at one metre intervals, along the lengths of the lips 70 as shown in Figure 6.

Each seal 74 defines an air chamber 80 extending substantially along the length of the seal. In one preferred embodiment, the chambers 80 are sealed, while in another preferred embodiment, the chambers are adapted for air to be introduced or removed to effect pressurising or depressurising, respectively. As discussed further below, the chambers 80 facilitate compression of the seals 74.

In other embodiments (not shown), there are multiple chambers which contain air of varying and/or variable pressures. In yet another embodiment, instead of having chambers 80, the seals 74 are made of a foam compound moulding that has air bubbles formed therein, which facilitates compression of the seals 74 much in the manner of the chamber 80.

Each seal 74 includes a protrusion 82 extending the length of the seal, and a number of bosses 84 which are spaced along the seal. The protrusions 82 and bosses 84 are shaped complementarily to the recesses 76 and sockets 78, respectively, and the spacing between the bosses corresponds to that between the sockets. This enables the protrusions 82 to be tightly received in the recesses 76, and the bosses 84 to be tightly accommodated in the sockets 78. The protrusions 82 and bosses 84 thus restrict upward and downward movement of the seals 74 relative to the lips 70, while the bosses also restrict longitudinal movement of the seals relative to the lips.

Flexibly bonded to each seal 74, at the side opposite the respective protrusion 82 and boss 84, is a low friction, flexible layer 86 of suitable plastics material which has a high resistance to wearing by friction. The layers 86 attached to the two opposing seals 74 abut each other with the seals being in a constant condition of compression to maintain the secure abutment of the layers 86 with each other. This, in turn, facilitates the sealing relationship between the seals 74. Thus, the seals 74 together with the layers 86 assist in sealing the water in the liquid flow tube 12 and substantially preventing the water from escaping to any significant extent via the slot 68.

As mentioned above, the keel stem 66 extends through the slot 68. More specifically, the keel stem 66 extends between the two opposing layers 86 as shown in Figure 4 and in more detail in Figure 7. At the location where the keel stem 66 extends between these layers 86, the thickness of the keel stem causes each of the seals 74 to be further compressed. This compression is accommodated by the air-filled chambers 80.

The cross-sectional shape of the keel stem 66 can be seen in Figure 8. In particular, it will be seen that the front and rear ends of the keel stem 66 are tapered so as to terminate at sharp edges 88 and 90, respectively. These tapered ends enable the keel stem 66 to move along the slot 68 between the layers 86 and seals 74. As the keel stem 66 moves in this manner, its sharp front edge 88 causes the layers 86 and seals 74 to part, with the seals being further compressed so as to accommodate the keel stem. As the keel stem 66 moves along, the resilience of the seals 74 causes the seals to decompress to bring the opposing layers 86 into abutment with each other immediately rearward of the keel stem 66. Thus, the seals 74 together with the layers 86 serve to maintain the seal of the liquid flow tube 12 to substantially prevent the water therein from escaping to any significant extent via the slot 68, despite the keel stem 66 extending through the slot. This arrangement may therefore be likened to the action of a zip (zipper).

The tapered configuration of the keel stem 66 also facilitates the displacement, by the keel stem, of branches, stones or other debris that may have settled on the road surface 64 or on the seals 74, in the path of the keel stem as the road vehicle 52 moves along the road surface. As a further measure to achieve this, suitably positioned water- or compressed air jets (not shown) can be provided immediately upstream of the keel stem 66 to displace debris and other undesirable matter, to prevent it from fouling the seals 74.

It will be appreciated that the compression of the seals 74 that is caused by the keel stem 66 as mentioned above can cause upward and downward bulging of the seals. To prevent this bulging from causing the seals to come into contact with the road vehicle 52 or the liquid flow tube 12, a suitable clearance 92 is provided below the road vehicle (see Figure 4) and a suitable clearance 94 is provided above the liquid flow tube (see Figure 7). Referring to Figure 9, there is shown an alternative embodiment of the lips 70, seals 74 and layers 86. In this embodiment, the lips 70 are angled towards (i.e. converge on) each other in an upward direction. This is to facilitate the seating of the seals on the lips.

Closure element ("Petal") arrangement

Referring to Figures 10 and 11 , the propulsion cylinder 54 is described in more detail.

As can be seen in Figure 10, there are two groups of the petals 58, being a front group 96 and a rear group 98. Each petal 58 is hinged at its base 100 to the inner surface of the propulsion cylinder 54. As shown in Figure 10, the petals 58 are in their open position in which they lie against that inner surface.

However, in Figure 11 , the petals 58 are shown in their closed position. In this position, the petals 58 of each of the front and rear groups 96 and 98, respectively, are juxtaposed to one another with adjacent edges touching to form joins 102.

It will be noted that the petals 58, when in the closed position, do not extend fully to the centre of the propulsion cylinder 54. They thus define a central aperture 104.

When the petals 58 are in their closed position, they serve to close most of the central passage 56. Thus, as the body of water in the liquid flow tube 12 moves along the tube, the petals 58 act as an obstacle, and the reaction induced by the force of the water on the petals causes the propulsion cylinder 54 to move along the liquid flow tube. The front group 96 and rear group 98 effectively trap, between them, that part of the body of water in the liquid flow tube 12 that was disposed within the propulsion cylinder 54 when the petals 58 were moved to the closed position. The aperture 104 allows the pressure of the water on opposite sides of the petals 58 to equalise. However, when the petals 58 are in their open position, they substantially do not serve as obstacles to the water flow, so that the water is free to pass through the central passage 56. This enables the propulsion cylinder 54 to remain essentially stationary within the liquid flow tube 12 despite the flowing of the water.

The petals 58 can be used to achieve varying speeds of the propulsion cylinder 54 and hence of the road vehicle 52 by varying the position of the petals between their open and closed positions, thus allowing varying amounts of the body of water in the inner passage 16 to pass through the central passage 56. When the petals 58 are fully closed, this represents the maximum speed condition at which the movement of the water is relied on to the fullest extent. In this configuration, the petals 58 act in a similar manner to the sails of a sail boat for "catching" the water flow in a similar manner to that in which such sails "catch" the wind. However, due to friction losses, even when the petals 58 are fully closed, the speed of the propulsion cylinder 54 is unlikely to exactly match the speed of the water and, rather, is more likely to be somewhat slower.

For example, if the velocity of movement of the water is 40 mph (64 km/h) with the pressure of the water in the liquid flow tube being 100-150 psi (689.5 KPa- 1034 KPa), then the propulsion cylinder 54 may be travelling at, for example, 35mph (56 km/h).

In a preferred embodiment, the petals 58 are hydraulically controlled, with actuators (not shown) preferably being located within the road vehicle 52 for use by an operator of the vehicle so that the operator can effectively control the road speed of the road vehicle.

In one preferred embodiment (not shown), nylon brushes are provided on the outer surface of the propulsion cylinder 54. This forms a partial seal between the propulsion cylinder 54 and the inner surface of the liquid flow tube 12 while still assisting to lessen friction forces between them. The nylon brushes may thus assist in reducing the amount of water in the liquid flow tube 12 that can bypass the propulsion cylinder 54 in the clearance space between it and the liquid flow tube, and can also assist in cushioning the propulsion cylinder 54 from minor collisions against the inner wall 14 of the liquid flow tube.

In another preferred embodiment (also not shown), instead of nylon brushes, there are provided one or more ¹O¹ rings to serve a similar purpose as the nylon brushes.

Water-jet arrangement

Referring to Figures 12 and 13, there is shown a transportation element according to a different embodiment to that shown in Figures 10 and 11. In this embodiment, instead of the transport system 50 relying on the petals 58 for causing reaction forces in relation to the body of water moving through the liquid flow tube 12 to move the propulsion cylinder 54, there are provided water jet nozzles 106.

The water jet nozzles 106 are connected via water passages 108 (shown schematically in phantom lines) to water inlet openings 110 in the propulsion cylinder 54. The inlet openings 110 are positioned further forward than the water jet nozzles 106 in relation to the normal travel direction 112 of the propulsion cylinder 54.

Suitable high volume pumps (not shown) are provided, and are preferably located on the road vehicle 52. These pumps, which are driven by hydrogen gas fuelled piston engines, which are also located on the road vehicle 52, draw water from the liquid flow tube 12 into the inlet openings 110, and force this water along the water passages 108 and out through the water jet nozzles 106 to form water jets 114.

The water jet nozzles 106 are positioned in two groups 116 (represented schematically in phantom lines) of three nozzles each. The water jet nozzles 106 in each group 116 are evenly spaced around the circumference of the inner surface of the propulsion cylinder 54, with the two groups being spaced axially from each other relative to the cylinder.

The angles at which the water jet nozzles 106 aim the jets 114 can be seen in Figures 12 and 13. It can be seen that they are aimed towards the central axis of the propulsion cylinder 54 which corresponds to the axis 18 of the liquid flow tube 12, at an acute angle to the axis. Thus, the jets 114 are aimed so as together to form a conical configuration.

The direction of the jets 114 as projected onto the axis 18 is opposite to the direction 112 which is the direction in which the body of water in the liquid flow tube 12 is forced to move by the propulsion arrangements 37 (which form part of the apparatus 10 of Figures 12 and 13 but which are not shown in these figures). Thus the jets 114 cause reaction forces against the moving body of water which results in the propulsion cylinder 54 being accelerated to a speed, relative to the liquid flow tube 12, which is even faster than the speed of the body of water itself. If the jets 114 are switched off, then the water passes through the central passage 56 of the propulsion cylinder 54 (as described above in relation to Figures 10 and 11) so that the cylinder can remain stationary.

The ability of the jets 114 to increase the speed of the propulsion cylinder 54 relative to the speed of the moving body of water makes this embodiment suitable for use with a road vehicle 52 which is considered as a high speed vehicle.

It is proposed that, if the effect of the jets 114 is sufficient to reverse the motion of that part of the body of water in the liquid flow tube which is close to the axis 18 (i.e. to direct that water in a direction - a "reverse direction" - which is opposite to the direction 112), then the concentration of the forces exerted by the jets 114 may form a narrow tube of water flow in the reverse direction which serves to deflect the jets 114 in the reverse direction. According to this theory, the converging of the jets 114 on each other causes an increased pressure on the water in the area of that narrow tube, which can accelerate that water in the reverse direction.

This also causes water to be drawn from positions surrounding that tube of water flow into that tube, and the deflected parts of the jets 114 to be curved towards a direction which is substantially parallel to the axis 18 so that they together define a tubular jet configuration.

This is illustrated in Figure 14. In this figure there is shown an embodiment of the propulsion cylinder 54 in which there is provided an arrangement of nozzles 106 such that there are eight groups 116 of three nozzles each (only three of these groups being illustrated schematically, in phantom lines). The groups 116 in this embodiment are spaced axially from each other in relation to the propulsion cylinder 54, and the nozzles 106 in each group are evenly spaced along the circumference of the wall of the cylinder. In addition, in another preferred embodiment (not shown), the position of the nozzles 106 in each group 116 is displaced rotationally about the axis 18 relative to the positions of the nozzles in each adjacent group.

The narrow tube of water flowing in the reverse direction, as mentioned above, is designated 118 in Figure 14, and the deflected parts of the jets 114 are designated 120. The position of the jets 114 relative to each other, and the relative dimension of the tube 118, can be seen in Figure 15.

In one preferred version of this embodiment, the petals 58 are provided, but these are reserved for emergency use, to be used as in the embodiment described in relation to Figures 10 and 11 in the event of a failure of the jets 114.

Manufacture of the liquid flow tube

The liquid flow tube 12 according to the above embodiments may be made of steel. Such steel tubing can be fabricated by means of seam welding, or using seamless spun steel which is extruded, or combinations of these methods. Some sections may alternatively be of cast steel.

As a further alternative, the liquid flow tube 12 can be made from extruded plastics or moulded plastic. In this case, it can be reinforced by encasing the tube in suitable materials to prevent deformation of the tube. For example, it can be encased in reinforced concrete, in which case the outer surface of the liquid flow tube 12 can be formed with a roughened skin to facilitate cohesion with the concrete. Alternatively, (and also particularly when the liquid flow tube 12 is of material other than plastics, such as steel), it can be encased or supported within a metal frame structure.

In the case where the liquid flow tube 12 is made from extruded plastics, the lips 70 and slot 68, and even the recesses 76, can be formed as part of the extrusion process. The sockets 78 can be machined after the extrusion.

The internal surface of the liquid flow tube 12 may be lined with a lining, which may be non-removable, and which may be standard, water pipe composite lining.

However it is important that, when sections of the liquid flow tube 12 are joined during the process of construction of the liquid propulsion apparatus 10, an accurate alignment of the sections be achieved to avoid, as far as possible, resistance to water flow that may be caused due to slight misalignment. To this end, the inner surface of the liquid flow tube 12 may be lined with a plastic liner of a determined thickness that is low friction and highly resistant to wear due to water flow, but which is also suitable to being welded internally to the next section with minimum dimensional error.

An alternative method of forming the liquid flow tube 12 is to use sections having male and female ends which engage with each other. In this case the overlapping ends of such male-female joints can be orientated in such a way in relation to the normal direction of water flow in the liquid flow tube 12 that this flow of water itself increases the tightness of the connection. It will be appreciated that such a male-female connection involves an inner, male spigot and an outer, female socket. This increasing of the tightness of the connection is effected by the outward pressure on the spigot, caused by the flow of water, which urges the spigot into firmer engagement with the socket.

As a further alternative to a plastic lining, the internal surface of the liquid flow tube 12 may be provided with stainless steel cladding. In this case, adjacent sections of the cladding are welded to each other in the normal way for welding clad steels as would be understood by those skilled in the art, with internal surfaces of such welds being ground smooth.

Preferably, these joints are X-rayed to effect quality control, with all such X- rays being retained for future reference and comparison. This would assist in checking for, and preventing, corrosion and maintaining smooth bores.

The device transport system in use

In a preferred embodiment, the device transport system 50 serves as a means to transport people, and more preferably, as public transport, with the road vehicle 52 being in the form of a shuttle bus. Alternatively, the road vehicle 52 can be in the form of a train prime-mover, with one or more carriages (not shown) connected to and trailing behind it with each carriage having wheels supported on the road surface 64. In this case, the carriages are provided with front axles or wheels that are rotatable about a vertical axis to enable them to be steered so that each carriage can follow the path of the immediately preceding carriage or the prime-mover, as the case may be.

Because of the closed path nature of the liquid flow tube 12 of the transport system 50, the transport system is adapted for the road vehicle 52 to circulate along a predetermined path corresponding to the path of the liquid flow tube.

To effectively move the large body of water in the liquid flow tube 12 especially when it is used as part of a public transport system, a multitude of propulsion arrangements 37 are provided (not shown). These are at various strategic locations along the liquid flow tube 12 to facilitate the achievement of balanced pressures and uniform velocity. The positions of these arrangements 37 are also selected for facilitated accessibility, and hence regular maintenance.

Because of the large inertia of the body of water in the liquid flow tube 12, it is envisaged that the water will be maintained in a constant state of motion, at a regular velocity, as far as is practicable, by the propulsion arrangements 37. Indeed, once the body of water has acquired its operational velocity of movement, due to its inertia it serves in effect as a flywheel. Accordingly, it is important that the movement of the water not be stopped suddenly as this may lead to rapid increases in pressure which can cause a rupture of the liquid flow tube 12, and consequential flooding of the local area.

When forming part of a public transport system, the device transport system 50, in a preferred embodiment, is provided with safety features. For example, in the case of the embodiment described above in relation to Figures 10 and 11 , in the event that the hydraulic power for operating the petals 58 fails, they are configured to open automatically by mechanical means to allow the propulsion cylinder 54, and hence the road vehicle 52, to come to a stop. The opening of the petals 58 in this scenario may be assisted by the pressure of the water itself.

In addition, the road vehicle 52 can be provided with a "dead man's" lever. Thus, in the event of the operator of the road vehicle 52 collapsing or becoming incapacitated, and therefore unable to keep the dead man's lever in an operational position, the lever automatically causes the petals 58 to open fully so as to allow the propulsion cylinder 54 and road vehicle 52 to come to a stop. This may be accompanied by automatic braking of the wheels 62 of the road vehicle 52. This event automatically triggers a signal to a central control station to allow necessary rescue actions to be taken by personnel at the station. In a preferred embodiment, the device transport system 50 can be configured to be remotely operated, to reset and/or override the dead man's lever and release the brakes on the wheels 62 where relevant, so as to enable the propulsion cylinder 54 and road vehicle 52 to begin moving again. Thus, they can reach the next passenger station where the necessary assistance and medical aid can be administered.

Indeed, because the propulsion cylinder 54 and road vehicle 52 are travelling along a closed path as described above, they can be remotely controlled from the control station and therefore, in one preferred embodiment, do not even require an operator to be present on the road vehicle. For passenger security, a guard may be posted on the road vehicle 52.

The road vehicle 52 (and, where it constitutes a prime-mover for a train, each of the carriages attached to it) can be provided with panic buttons and telephones, placed in suitable locations, which are radio-linked to the central control station. Thus, in the event of an emergency, where such a panic button is pressed or where a telephone is used, appropriate action can be taken at the control station, which may, for example, involve arranging to have emergency services or police meet the road vehicle at the next passenger station. Closed-circuit television monitoring can also be used.

Where the transport system 50 is used, for example, in a city centre, the ability to transport large numbers of passengers may outweigh the need for : speed. In such a scenario, an embodiment where the propulsion cylinder 54 relies on the petals 58, as described in relation to Figures 10 and 11 , may be used.

However, where faster transport is required, an embodiment where the propulsion cylinder 54 relies on the water jets 114, as described in relation to Figures 12 to 15, may be used. Transportation of goods

The liquid propulsion apparatus 10 or transport system 50 can also be used to transport goods, by way of water-tight pods (not shown), located in the liquid flow tube 12, which are moved by the movement of the body of water therein.

The pods can be introduced at one location along the liquid flow tube 12 and then removed from the liquid flow tube at another, destination location.

Because similar safety features as in a passenger transport system are not required, and as there is no need for starting, stopping, slowing down or speeding up as in the case of a passenger transport system, such pods are not connected to anything outside of the liquid flow tube 12 (such as the road vehicle 52) and hence do not have keel stems attached to them. Indeed the speed of the pods is simply dependant on the speed of movement of the body of water in the liquid flow tube 12.

Repairs for leaks and emergencies

The transport system 50 may be used for transporting passengers over relatively large distances - that is, with the closed path through which the road vehicle 52 travels being long. However, this may present difficulties in the event that repairs (for example of leaks) and other emergency work need to be carried out. This is because such work carried out at any one location will affect, and stop, the flow of water though the entire liquid flow tube 12.

To address this, the liquid flow tube 12 can itself constitute a "major" liquid flow tube which includes, along its length, portions of a plurality of independent "minor" liquid flow tubes which are spaced apart by predetermined distances such as 5 miles (8 km). These portions are thus portions of the "major" and "minor" liquid flow tubes which are common to both of these tubes. In this case, the "major" liquid flow tube can include interconnecting portions which are joined to the above-mentioned common portions with the "minor" liquid flow tubes. The desired flow along the "major" liquid flow tube 12, or along any individual "minor" flow tube can be achieved by simple gate valves. These may be used to configure the transport system 50 for normal-mode operation in which the water flows just through the "major" liquid flow tube 12 (which includes the above-mentioned common portions of the "minor" flow tubes), or emergency mode operation in which the water flows though part of the "major" liquid flow tube as well as through one or more "minor" flow tubes.

These valves may be located at suitable distances from one another (e.g. one mile (1.6 km)) to configure the transport system 50 to suitably achieve the desired isolation of its relevant sections. The spacing distances may also depend on the local topography.

Emergency ball plugs

Emergency ball plugs (not shown) can be used as required to block the liquid flow tube 12 in certain circumstances, for example where there is a rupture in the tube. The ball plugs can be stored in side alcoves formed in the liquid flow tube 12, in or near locations which are considered to be of a high-risk nature, such as at the bottom of a hill or incline in the liquid flow tube.

If a rupture occurs and the normal propulsion of the body of water in the liquid flow tube 12 is switched off, then the water may move simply under the effect of gravity. If the rupture results in the water flowing towards the bottom of a hill, then significant damage can occur as a result. The ball plugs, which are stored in a condition in which they are buoyant, are configured to be operated by remote control and can be caused to move into the liquid flow tube 12 and then floated into a position where they are required to block the liquid flow tube. They can then be remotely operated to be inflated with water and thus expanded so as to form a watertight seal against the inner surface of the liquid flow tube 12. For example, the ball plugs can be introduced into the liquid flow tube 12 via a manhole and can be provided with a battery powered propulsion arrangement (similar to the propulsion arrangement 37) as well as a remotely operable camera. The ball plugs can be moved into position using their propulsion arrangements, and the pump of the propulsion arrangements can also be used to effect the inflation with water.

As another example, the ball plugs can be provided with keel stems similar to the keel stems 66, extending through the slots 68. Thus, the ball plugs can be moved into position by means of surface vehicles moving the keel stems of the ball plugs. It will be appreciated, however, that this embodiment is not feasible in a case where, for example, the propulsion cylinder 54 is stranded between the insertion position of a ball plug and the position at which the ball plug is required.

They can be used in this manner to isolate a section of the liquid flow tube 12 by preventing the flow of water to that section, to enable the necessary repairs to take place. Once the repairs are completed, the ball plugs can be deflated of the water therein and thus contracted to break the seal with the inner surface of the liquid flow tube 12, and then floated away to their normal storage positions, to allow the normal flow of water in the liquid flow tube (i.e. the normal propulsion of the body of water) to recommence.

Internal bore repairs

It is envisaged that, from time to time, it will be necessary to effect repairs to the inside of the liquid flow tube 12, from within the tube. To achieve this, it is necessary to be able to isolate the section of the liquid flow tube 12 in which the repairs are required. To this end, expanding rings (not shown) are provided, which are adapted to expand to abut the inner surface of the liquid flow tube 12 to effect substantially water tight seals. The expanding rings are disposed on a repair shuttle (not shown) which may be introduced into the liquid flow tube 12 at a depot (also not shown) disposed along the liquid flow tube. The expanding rings are configured to expand as mentioned above by being pressurised with water. While the ball plugs mentioned above may be suitable in the case of major leaks, especially those requiring external repairs, the expanding rings may be suitable for less major situations, which may, depending on the particular scenario, be attended to at the same time that external repairs are being carried out .

The repair shuttle has an outer cylindrical shape corresponding substantially to the shape of the propulsion cylinder 54 and is connected via a keel stem, simular to the keel stem 66, to a repair unit (also not shown) located on the road surface 64. The keel stem extends through the slot 68 in the same manner as the keel stem 66 described above.

The repair shuttle, in one preferred embodiment, includes its own propulsion means for propelling it in the body of water within the liquid flow tube 12. However, to enable it to be propelled suitably and with sufficient precision, it may be necessary for the propulsion of the body of water in the liquid flow tube 12 to be adjusted so that the water motion is slowed down or stopped completely.

Once this occurs, the repair shuttle is driven, by its on-board operator, to the location within the liquid flow tube 12 where the repairs are required. The repair shuttle may be provided with though-pipes or other suitable passageways in order to allow the water pressure fore and aft of the repair shuttle to be equalised. Fresh air is pumped into the repair shuttle via suitable passageways in its keel stem, which may also include other conduits to allow some access to the repair shuttle from the repair unit on the road surface for required predetermined purposes.

As an alternative to the repair shuttle being moved by its own propulsion means, it may be capable of being moved by means of a road vehicle which moves the shuttle by moving the shuttle's keel stem.

Once the repair shuttle is in position in the liquid flow tube 12, the expanding rings are actuated to seal off the section of the flow tube in which the repair shuttle is located. Any remaining water in that section can be pumped out so that the repair shuttle is effectively in a dry dock within the liquid flow tube 12.

The repair shuttle is provided with suitable feet for supporting the shuttle on the lower part of the inner surface of the liquid flow tube 12. This occurs once the water has been pumped out and the shuttle is no longer floating in that water.

The repair shuttle includes access panels which can be opened to allow occupants of the shuttle to access the inside of the liquid flow tube 12 to carry out the necessary repair work. Once this is completed, the panels are closed, the expandable rings are contracted to allow the section of the liquid flow tube

12 to be flooded again with water, and the repair shuttle can return to the position at which it was introduced into the liquid flow tube 12 or to another suitable location.

The liquid flow tube 12 can be provided with a plurality of the expandable rings for isolating different sections of the liquid flow tube, and these rings are preferably computer controlled.

In the event of major ruptures, the sections can be isolated as required, under computer control, to reduce flooding. The system is configured to isolate the sections as rapidly as pressures permit for protecting the integrity of the liquid flow tube 12. However, in such cases, the suction effect may result in portions of the liquid flow tube 12 collapsing. To assist in preventing this, one or more air inlets may be provided for negating the suction effect.

Emergency pressure release valves are preferably provided at strategic positions in the liquid flow tube 12. These are connected to pipes for directing water that is released by the pressure release valves from sections of the liquid flow tube 12 that are isolated by the expandable rings, to nearby dams or watercourses. In addition, the liquid flow tube 12 is preferably provided with valves (not shown) for allowing the release of air that has been introduced into the liquid flow tube as a result of ruptures. These may comprise inlets and outlets, for allowing this release of air and preventing the suction effect as mentioned above.

It is envisaged that the transport system 50 will be subject to stringent testing of all components at regular intervals, and that records of all repairs and noteworthy incidents be retained. This will allow for the identification and monitoring of components that appear to be faulty, so that they can be removed and replaced if required. It is envisaged that no shuttles that have been removed for repair will be allowed back into service until this is authorised by suitably qualified personnel.

Isolating U turns

Referring to Figure 16, there is shown part of a transport system 50 according to a different embodiment to that described above. The transport system 50 according to this embodiment includes the features described above in relation to Figures 3, 4, 10 and 11 , of which only the liquid flow tube 12 is shown, but also includes a number of isolating U-turns 200 to 206. Also provided are closure valves 208 to 222 for closing off parts of the liquid flow tube 12 and the respective U-turns 200 to 206.

In normal use, those of the closure valves 208 to 222 which are in the liquid flow tube 12 itself (i.e. the closures 210, 212, 218 and 220 as shown in Figure 16) are kept open while those in the isolating U-turns 200 to 206 (i.e. the closures 208, 214, 216 and 222) are kept closed thus preventing any flow of water in the U-turns, thus effectively shutting them off.

Each of the isolating U-turns 200 to 206 is constructed in essentially the same manner as the liquid flow tube 12, with lips 70, slots 68, seals 74 and layers 86 (these features not being shown in Figure 16). The isolating U-turns 200 to 206 are necessary in case part of the liquid flow tube 12 becomes unusable, for instance due to damage or because maintenance needs to be carried out. If a particular section of the liquid flow tube 12 does become unusable, then that section can be isolated by suitable use of the closure valves, and of the isolating U-turns 200 to 206.

An example is described in which repair work needs to be carried out on the liquid flow tube 12 at the position designated 224 in Figure 16. In this event, it is desirable to close off that part of the liquid flow tube 12 between the positions designated 226 and 228. To achieve this, the closure valves 210, 212, 218 and 220 can be closed while the closure valves 208 and 222 (which are normally closed) can be opened thus effectively opening the U-turns 200 and 206.

Once this is done, the part of the liquid flow tube 12 to the left of the position 226 together with the U-turn 200 effectively forms an independent liquid flow tube. This also occurs with that part of the liquid flow tube 12 to the right of the position 228 together with the U-turn 206. Thus, there is no water flow in the part of the flow tube 12 between the positions 226 and 228. As a result, the whole liquid flow tube 12, and hence the transport system 50 as a whole, does not need to be shut down for repairs or maintenance. Water propulsion vehicles 69 that were making use of the transport system 50 can continue to do so in the newly formed independent flow tubes while avoiding the repair or maintenance zone.

Once the repair or maintenance work is completed, the closures that were closed are opened and vice versa thereby shutting off the U-turns 200 and 206 and opening that section of the liquid flow tube 12 between the positions 226 and 228. This allows the water to begin flowing again in that section so that the liquid flow tube 12 again constitutes a single flow tube.

Where the section of the liquid flow tube 12 between the positions 226 and 228 is isolated as described above, this effectively stops the flow of water in that section. However, this itself does not assist to redirect water propulsion vehicles 69 from the liquid flow tube 12 into the relevant U-turns 200 and 206, or to prevent these vehicles from partially entering those U-turns when they are not active. For this purpose, a switchgear arrangement such as that described below in relation to Figure 21 , and a keel stem guide arrangement as described in relation to Figures 22 to 24, may be used.

Pressure blow-off valves (not shown) are provided in the liquid flow tube 12 and in the U-turns 200 to 206 to minimise pressure build-ups that may be caused by the sudden shutting off of the tubes by the closure valves. These blow-off valves are connected to piping or other passageways which lead to suitable dams or watercourses.

If any of the U-turns 200 to 206 is formed with a tight turn curve, then to avoid leading and trailing edges of the propulsion cylinders 54 of any water propulsion vehicles 69 that are using the transport system 50 from becoming jammed on the inner surfaces of the U-turns, the inner diameter of the U-turns can be oversized. In addition, low-friction pads can be provided on the propulsion cylinder 54 on contact points to prevent scoring and damage of the propulsion cylinder 54.

The larger the curve of the U-turns 200 to 206, the higher the speed that will be permitted. In the embodiment shown in Figure 16, the size of the curve of the U-turns is limited to the distance between the opposite sides of the liquid flow tube 12. However, the embodiment shown in Figure 17 is not limited in this manner. This embodiment is the same as that of Figure 16, except that each of the U-turns 200 to 206 is bowed laterally outwards from the two sides of the liquid flow tube 12 so as to achieve curves with larger radii. However, this construction requires that the U-turns extend over or under the sides of the liquid flow tube12 as shown.

Use of the water propulsion vehicle as an ocean-going vehicle

The water propulsion vehicle 69 of the embodiment described in relation to Figures 12 and 13 may be an amphibious vehicle wherein the road vehicle 52 can also serve as a water-going vessel, or ocean-going vessel (for example, a water ferry, which may also, in a suitable embodiment, be used as a prime mover for a water-ferry train having ferry coaches drawn by the prime mover). A water propulsion vehicle 69 that includes such a water- or ocean-going vessel may be suitable for use where the transport system 50 is, for example, in a city that has a harbour.

To enable the water propulsion vehicle 69 to include such a water- or oceangoing vessel, access tubes (not shown) may be provided for connecting the liquid flow tube 12 to the ocean. In the preferred embodiment, the access tubes are constituted by tubes similar to the liquid flow tube 12, having lips 70, slots 68, seals 74 and layers 86, and serve as on- and off-ramps to and from the liquid flow tube 12. These access tubes terminate at a level below sea level, and are capable of being closed off at both ends (i.e. at the liquid flow tube end and at the ocean end), in a similar manner to a sea-lock using closure valves of the type described above in relation to Figure 16.

This serves to prevent the water from the liquid flow tube 12 escaping to the ocean and to prevent sea water from infiltrating the liquid flow tube.

In addition, in order to direct the water propulsion vehicles 69 from the liquid flow tube 12 to the access tubes and vice versa, for each intersection between the liquid flow tube 12 and such an access tube there is provided a switchgear arrangement such as that described below in relation to Figure 21 and keel stem arrangement as described below with reference to Figures 22 to 24.

For the propulsion cylinder 54 of a water propulsion vehicle 69 to move from the liquid flow tube 12 to the ocean, the ocean-side closure valve and liquid flow tube-side closure valve are first closed so that the access tube is isolated from both the ocean and from the liquid flow tube 12.

The access tube is then filled with fresh water. Then, the liquid flow tube-side closure valve is opened, enabling the cylinder 54 to move into the access tube. The water in the access tube is fresh water and therefore this opening of the liquid flow tube-side closure does not result in the liquid flow tube 12 becoming contaminated by sea-water.

Then, the liquid flow tube-side closure is closed and the ocean-side closure opened to enable the propulsion cylinder 54 and hence the water propulsion vehicle 69 to move out to the ocean. When the ocean-side closure is opened, the fresh water therein will, to some extent, mix with the sea-water that is immediately outside the access tube, and sea water will enter the access tube.

When a water propulsion vehicle 69 returns from an ocean trip, then in order to gain access to the liquid flow tube 12, the propulsion cylinder 54 must first enter the access tube. This requires that the ocean-side closure be opened, with the liquid flow tube-side closure being closed. Once the propulsion cylinder 54 is in the access tube, the ocean-side closure is also closed, thus isolating the access tube once again from both the ocean and the liquid flow tube 12.

However, before the liquid flow tube-side closure is opened, the sea water that entered the access tube when the ocean-side closure was open is pumped out of the access tube, and the access tube is sterilised by being flushed with a sterilising solution, and is then filled with fresh water. Then, the liquid flow tube-side closure is opened allowing the propulsion cylinder 54 to move into the liquid flow tube 12.

The sterilising of the access tube reduces the chance of harmful bacteria from the ocean entering and contaminating the fresh water liquid flow tube 12. The sterilising solution can then be recycled and reused.

Use of the liquid propulsion apparatus as an on-board propulsion system for vessels

The liquid propulsion apparatus 10 is described above in relation to a stationary liquid flow tube 12 and propulsion arrangement 37 which moves the body of water in the liquid flow tube. However, the combination of the liquid flow tube 12 and one or more propulsion arrangements 37 may also be used as a propulsion system for ocean- or river-going vessels, of various sizes, from small run-arounds boats to large tankers and liners.

For such a use, the liquid flow tube 12 does not define a closed path, but is open at a fore end (this opening serving as an inlet) and at an aft end (this opening serving as an outlet). Such a ship, designated 300, is illustrated in Figures 18 and 19. The ship 300 includes a hull 302 with a main propulsion liquid flow tube 304 which constitutes the keel of the ship.

The ship 300 is adapted for use in a body of water such as the ocean, and the propulsion arrangement 37 (not shown) is arranged to force water through the main propulsion liquid flow tube 304. This is done in a similar manner to that of the liquid flow tube 12 as described above in relation to Figures 1 and 2. However, in this case, the reaction forces caused by this forcing of the water cause the ship 300 to move through the body of water. Accordingly, this is a system which may be used instead of an external ship's propeller.

In this embodiment, the intake to the main propulsion liquid flow tube 304 is designated 306 and is located at the front of the hull 302. The outlet is designated 308 and is located at the rear of the hull 302.

As the intake 306 draws in water at the front of the ship 300, this may assist in reducing the pressure wave caused by the hull 302 due to movement of the ship 300 through the water, and this may then result in reduced resistance forces being exerted on the hull and hence allow a greater ship speed.

The main propulsion liquid flow tube 304, in constituting a keel, also serves to assist the ship 300 in maintaining its forward movement in a straight line.

In the embodiment shown, the main propulsion liquid flow tube 304 is fixed and therefore serves as a fixed keel. In addition, in the preferred embodiment as shown in Figure 19, the ship 300 is also provided with a number of steering liquid flow tubes 310 attached to the underside of the hull 302. Each of these liquid flow tubes 310 is also provided with its own propulsion arrangement 37 (not shown) and is rotatable through 360 degrees about a vertical axis. These liquid flow tubes 310 can be rotated to effect steering the ship 300. They are adapted to operate independently of one another or in unison.

In other embodiments (not shown), where the ship 300 is not provided with such rotatable steering liquid flow tubes 310, conventional rudders can be used for steering the ship.

In yet other embodiments (also not shown), the ship 300 is provided with a main propulsion liquid flow tube 304 which itself is rotatable so that it serves both as a keel and as a steering liquid flow tube like the steering liquid flow tubes 310 described above.

The inlet 306 is suitably positioned to take advantage of the pressures caused at the bow of the hull 302 due to movement of the ship 300. It directs part of the entering water along suitable piping (not shown) to the hydrogen gas powered piston engines that power the pumps 30 of the propulsion arrangements (not shown) of the ship 300.

The outlet 308 is positioned to assist in obtaining the maximum practicable thrust of the ship 300.

The omission of a conventional ship propeller that is permitted by this embodiment of the invention avoids propeller drag, which may assist in reduced fuel consumption, and may also reduce vibrations.

The configuration of the ship 300, as shown in Figure 19, which includes a single main propulsion liquid flow tube 304 and a number of steering liquid flow tubes 310, positioned both fore and aft, is suitable for a large ship, where the steering liquid flow tubes can be used for manoeuvring in a harbour. The steering liquid flow tubes 310 can be locked in a position parallel with the main propulsion liquid flow tube 304 where the ship 300 is to travel in a straight line, and can be unlocked from this position and rotated when steering is required.

It will be appreciated by those skilled in the art that other configurations to those described above may be provided instead, depending on the requirements, such as speed, manoeuvrability, and so on. For example, in the ship 300, instead of a single main propulsion liquid flow tube 304, there may be a pair of such liquid flow tubes.

For faster boats, hydrofoils may be provided for raising the boats in the water - which may involve lifting virtually the entire hull out of the water - while the main propulsion liquid flow tube 304 remains in the water.

Embodiment providing for the changing of "lanes"

Referring to Figure 20, there is shown a transport system 400 which includes a number of liquid flow tubes 402, 404 and 406. Each of these liquid flow tubes and the transport system 400, substantially correspond in construction to the liquid flow tube 12 and transport system 50, respectively, except as otherwise described. Each of these liquid flow tubes 402, 404 and 406 is provided with a number of propulsion arrangements (not shown) corresponding to the propulsion arrangements 37 described above, for causing the movement of bodies of water in the respective liquid flow tubes in the direction 401.

The leftmost liquid flow tube 402 as shown includes a gate valve 407 for closing off this liquid flow tube, while the middle liquid flow tube 404 as shown includes a gate valve 408, and the rightmost liquid flow tube 406 as shown includes a gate valve 409. A first tributary tube 410 splits off the liquid flow tube 402 at the position 411 , curves and then rejoins that liquid flow tube at the position 412. This tributary 410 includes two gate valves 413 and 414.

Similarly, a second tributary tube 415 splits off the liquid flow tube 404 at the position 416, curves and then rejoins that liquid flow tube at the position 417. This tributary 415 includes two gate valves 418 and 419.

The portion of the tributary tubes 410 and 415 between positions 420 and 421 is a single tube way which is common to these two tributary tubes.

A third tributary tube 422 splits off the liquid flow tube 404 at the position 423, curves and then rejoins that liquid flow tube at the position 424. This tributary 422 includes two gate valves 425 and 426.

Similarly, a fourth tributary tube 427 splits off the liquid flow tube 406 at the position 428, curves and then rejoins that liquid flow tube at the position 429. This tributary 427 includes two gate valves 430 and 431.

The portion of the tributary tubes 422 and 427 between positions 432 and 433 is a single tube way which is common to these two tributary tubes.

The three liquid flow tubes 402, 404 and 406 can be used in the transport system 400 as alternative paths for the cylinders 54 of water propulsion vehicles 69, in a similar manner to the lanes of a multi-lane road. For example, the liquid flow tube 402 can be used as a slow speed path, the liquid flow tube 404 as a medium speed path, and the liquid flow tube 406 as a high speed path, all for directing traffic consisting of water propulsion vehicles 69 in the same direction. This requires that the bodies of water in the respective flow tubes 402, 404 and 406 are caused to move at three different speeds by their respective propulsion arrangements 37.

The tributary tubes 410, 415, 422 and 427 are provided to enable the water propulsion vehicles 69 to move from one of the liquid flow tubes 402, 404 and 406 to another, as described further below. In addition, to enable the water propulsion vehicles 69 to move from liquid flow tube to liquid flow tube via the tributaries, switchgear is provided, which is described below with reference to Figure 21, as well as keel stem guides which are described below with reference to Figures 22, 23 and 24.

Referring to Figure 21 , a switchgear arrangement 448 is shown. The switchgear arrangement 448 includes two tubes 450 and 452, each corresponding in construction to the liquid flow tube 12 of the transport system 50 above, with lips 70, slots 68, seals 74 and layers 86 (these features not being shown in Figure 21). By way of example, the tube 450 may correspond to the liquid flow tube 402 in Figure 20, with the tube 452 corresponding to the tributary 410.

The tube 450 has a first opening 453 and a second opening 454. The tube 452 joins the tube 450 at the second opening 454, the joint being designated 456. There is provided a first hydraulically operated ram 458 which is configured to slide a wall rail 460 into and out of place. The wall rail 460 is of a construction which allows water to pass through, and is contoured to correspond to the contour of a section of the wall of the liquid flow tube 452. The wall rail 460 is lined with suitable low-friction material.

A second wall rail 464, similar in construction to the wall rail 460, is configured to be moved into and out of place by another, similar hydraulically operated ram (not shown).

In the configuration shown in Figure 21 , the first wall rail 460 has been slid, through the opening 453, so as to act as a curved barrier within the passage of the tube 450.

The second wall rail 464, in the meantime, has been slid to the position shown in Figure 21 , so as to free of the opening 454 at the joint 456. Thus, the tube 450 to the right of the first wall rail 460 as shown in Figure 21 , together with the tube 452, in the configuration shown, effectively form a single, curved tube. The tube 450 to the left of the first wall rail 460 as shown in Figure 21 is effectively a truncated tube portion.

If the first wall rail 460 is retracted by the first ram 458, then it no longer blocks the tube 450, so that the parts of this tube to the left and right of the position of the first wall rail (before it was retracted) together form a single continuous tube.

If the second wall rail 464 is moved by the second ram to span across the opening 454 at the joint 456, then it acts as a barrier to partly close this opening, so that the tube 452 is now effectively a truncated tube.

Accordingly, when the tube 450 is open with the tube 452 being truncated as described, propulsion cylinders 54 can travel along the tube 450.

However, when the first wall rail 460 acts as a barrier in the tube 450 and the second wall rail 464 has been moved away from the opening 454 as shown in Figure 21 , propulsion cylinders 54 travelling in a leftward direction along the part of the tube 450 to the right of the first wall rail 460 will follow the curve formed by this wall rail, via the opening 454, as indicated by the arrow 465 and enter the tube 452. In this manner, propulsion cylinders 54 can be selectively diverted from one tube to the other.

Referring again to Figure 20, a switchgear arrangement 448 can be used to divert propulsion cylinders 54, and hence water propulsion vehicles 69, from one of the liquid flow tubes, such as the tube 402, to another, such as the tributary tube 410.

While the switchgear arrangement 448 provides a means of diverting propulsion cylinders 54 from one liquid flow tube to another, it will be appreciated that water propulsion vehicles 69 include not only the propulsion cylinders but the road vehicles 52 and keel stems 66 as well. To facilitate the movement of water propulsion vehicles 69 from one path corresponding to one liquid flow tube to another path corresponding to another liquid flow tube, means are also provided to divert the keel stems 66. Such means are described with reference to Figures 22 to 24.

In each of Figures 22, 23 and 24 there is shown a pair of slots 470 and 472. Each of these slots corresponds to the slot 68 and each forms part of a corresponding liquid flow tube (not shown) which itself corresponds to the liquid flow tube 12 of the transport system 50. These liquid flow tubes, and hence the slots 470 and 472 join at a joint 474.

Also described in relation to each of these figures 22 to 24 is a flexible keel stem guide 476 which is adapted to be bent by two hydraulic rams 478 and 480.

The operation of the keel stem guide 476 is first described in with reference to Figure 22, in which, by way of example, a water propulsion vehicle 69 is travelling in the direction 482 along the liquid flow tube corresponding to the slot 470.

In this example, the propulsion cylinder 54 of that water propulsion vehicle 69 is to be diverted, as described above in relation to the switchgear arrangement 448, to the liquid flow tube corresponding to the slot 472.

The keel stem guide 476 is adapted to cause the keel stem 66 of the water propulsion vehicle 69 in this example to be diverted in a corresponding manner to the vehicle's propulsion cylinder 54 - that is, from the slot 470 to the slot 472.

It will be noted that the edge 484 of the keel stem guide 476 closest to the location from which the water propulsion vehicle 69 travels is tapered. Further, in the configuration of Figure 22, it will b seen that the ram 480 is extended to bend the keel stem guide 476 to effectively follow the curve from the slot 470 to the slot 472. Thus, as the water propulsion vehicle 69 moves along in the direction 482, the tapered edge 484 forms a guide surface to direct the keel stem 66 into contact with the keel stem guide 476, and this guide then guides the keel stem causing it to divert from the slot 470 to the slot 472. This corresponds to the particular setting of the switchgear arrangement 448 (not shown in Figure 22), which, in this example, is adapted to divert the propulsion cylinder 54 of the water propulsion vehicle 69 from the liquid flow tube corresponding to the slot 470 into the liquid flow tube corresponding to the slot 472.

Similarly, in the configuration of Figure 23, the rams 478 and 480 are positioned so as to maintain the keel stem guide 476 in a straight (unbent) configuration to direct the keel stem 66 straight along the slot 470 and not to divert it into the slot 472. This corresponds to the setting of the switchgear arrangement 448 (not shown in Figure 23), which, in this example, is adapted to maintain the propulsion cylinder 54 of the water propulsion vehicle 69 in the liquid flow tube corresponding to the slot 470 (and not to divert it into the liquid flow tube corresponding to the slot 472).

In the configuration of Figure 24, the rams 478 and 480 are positioned so as to bend the keel stem guide 476 as shown, to divert the keel stem 66 from the slot 470 to the slot 472. This corresponds to the setting of the switchgear arrangement 448 (not shown in Figure 24), which, in this example, is adapted to divert the propulsion cylinder 54 of the water propulsion vehicle 69 from the liquid flow tube corresponding to the slot 470 into the liquid flow tube corresponding to the slot 472.

Referring again to Figure 20, the sequential steps for enabling water propulsion vehicles 69 to travel from the liquid flow tube 402 to the liquid flow tube 404, making use of switchgear arrangements 448 and keel stem guides 476, will now be described.

First, the gate valve 407 is closed while the gate valves 413 and 414 are opened. This causes the flow of the body of water in the liquid flow tube 402 to stop and for water to flow instead in the tributary 410. By way of the switchgear arrangement 448 and keel stem guide 476, the water propulsion vehicle 69 can be diverted into this tributary. Once the vehicle 69 has reached the zone between the positions 420 and 421 , the gate valve 407 is again opened while the gate valves 413 and 414 are closed. This re-establishes the water flow through the liquid flow tube 402 and closes off the water flow through the tributary 410 (that is, the tributary as a whole).

At the same time, the gate valves 418 and 419 are opened, and the gate valve 408 is closed. This stops the water flow in the liquid flow tube 404 and starts the water flow in the tributary 415. This causes the water propulsion vehicle 69, which is still in the zone between the positions 420 and 421 when the gate valves are opened or closed, as the case may be, to move into the liquid flow tube 404. Then, once again, the gate valves 418 and 419 are closed stopping the flow of water through the tributary 415, and the gate valve

408 is opened, re-establishing the flow of water in the liquid flow tube 404.

The water propulsion vehicle 69 can also move to the liquid flow tube 406 using a similar sequence in relation to the gate valves 409, 425, 426, 430 and 431 , and the further gate valve in the liquid flow tube 406 between the positions 423 and 424.

During the process of moving the water propulsion vehicle 69 from one liquid flow tube to another, the speed of the bodies of water in the respective flow tubes are preferably matched, but once the vehicle has been moved, the speed of the water in the flow tubes can be adjusted to achieve the differential slow, medium and high speeds mentioned above. The water propulsion vehicle 69 may be brought to a stop (for example using the petals 58) while an adjustment is made to the speed of the water flow of the liquid flow tube in which the vehicle is disposed.

Referring to Figure 25, there is shown a portion of a liquid flow tube 486 and a siding 488. The liquid flow tube 486 has a gate valve 490 and the siding 488 has a gate valve 492. Using switchgear arrangements 448 and keel stem guides 476, water propulsion vehicles 69 can be selectively diverted from the liquid flow tube 486 to the siding 488.

The siding 488 can be used as a location at which the water propulsion vehicle 69 can stop, and therefore as a location for a passenger station (not shown) for passengers to enter and exit the water propulsion vehicle 69.

To enable this, the gate valve 490 is closed while the gate valve 492 is opened, thus causing the flow of water in the liquid flow tube 486 to be diverted into the siding 488. This causes the water propulsion vehicle 69 to move into the siding 488.

While the water propulsion vehicle 69 is stationary at the station within the siding 488, enabling passengers to enter and exit the road vehicle 52, the gate valve 492 can be closed and the gate valve 490 opened thereby effectively isolating the siding 488 and station. This can allow another water propulsion vehicle 69 to pass the siding 488 along the liquid flow tube 486, while the first-mentioned water propulsion vehicle is stationary at the station.

Referring to Figure 26, there is shown a transport system network 500 which includes two liquid flow tube circuits 502 and 504. Each of the circuits 502 and 504 includes a liquid flow tube 506 corresponding to the construction of the liquid flow tube 12 of the transport system 50, a number of sidings 507 corresponding to the siding 488, and a number of U-turns 508 corresponding to the U-turns 200 to 206 described in relation to Figures 16 and 17. The network 500 is illustrated as a transport network for moving passengers in relation to a city centre 510, in the directions 512.

It will be appreciated that in such a network 500, speed of travel is not as important as people-moving capacity. The more water propulsion vehicles 69 circulating along liquid flow tube circuits 502 and 504, the greater the number of people that can be moved. Such a network 500 can be used to allow passengers to commute from the city centre 510, for example to their home suburbs, and vice versa.

Where water propulsion vehicles 69 having different speeds are used in the network 500 (e.g. high speed water propulsion vehicles as mentioned above and low speed water propulsion vehicles), then the sidings 507 can be used to enable the faster vehicles to pass the slower vehicles using a similar method to that described above in relation to Figure 25.

Generation of electricity in the transport system

In a transport system such as the transport system 50, the movement of the body of water in the liquid flow tube 12 by the propulsion arrangements 37 is based on the expectation of moving one or more water propulsion vehicles 69 through the system. In other words, the movement of the body of water is carried out taking into account the resistance to the flow that will be induced by moving these vehicles. In the event that the circumstances do not give rise to the expected resistance to the movement of the body of water, the speed of the water caused by the propulsion arrangements 37 may increase to a level which is more than desired. In order to reduce this speed, an alternative form of resistance to the movement of the water can be provided, in the form of electricity generators including water turbines that use the inertia and speed of the body of water to generate electricity. The turbines are not just limited to being used for reducing the water speed as described above, but can be used whenever suitable to do so. Indeed, the turbines can be used while the propulsion arrangements 37 are still functioning, or when they are switched off, and can be used when the system is being used to propel water propulsion vehicles or when it is not.

Referring to Figures 27 and 28, there is shown an inline water turbine 550. The turbine 550 includes a pair of impellers constituting magnetic rotors 552 spaced axially from each other (only one of the rotors being shown). Each rotor 552 is rotatable within a stator contained within a respective collar formation 554 of the housing 556 of the turbine 550. The stators include suitable windings so that rotation of the rotors 552 within the stators causes the turbine 550 to generate electricity. The turbine 550 has suitable connections (not shown) for electricity lines, for channelling the generated electricity elsewhere.

Joined to the radially inner surface of each rotor 552 are a number of turbine retractable blades 558 (see Figure 28). It is envisaged that the angle to which the blade 558 of the two rotors will be set will be such that they are counter rotating in relation to each other.

In order to make use of the movement of the water in the liquid flow tube 12 to generate electricity, the blades 558 are set to an angle which will cause suitable rotation of the rotors 552 to generate the maximum practicable electricity, and the angle of the blades may be adjustable. The resistance forces of the rotors 552 on the water will serve to slow it down and reduce its kinetic energy.

When it is desired not to make use of the movement of the water in the liquid flow tube 12 to generate electricity, then the blades 558 can be retracted. When the blades 558 are retracted, the water simply passes through the central passage 560 of the turbine 550 without forcing the rotors 552 in rotation.

It is envisaged that, to generate suitable amounts of electricity, and in view of the mass of the body of water moving through the liquid flow tube 12, a multitude of turbines 550 will be used. The combined effect of this multitude of turbines 550, apart from producing electricity, should also serve to slow down the movement of the body of water in the liquid flow tube 12.

To make use of the turbines 550 within the transport system 50 while still enabling water propulsion vehicles 69 to move through the liquid flow tube 12, the turbines are located in a branch tube (not shown) which is joined at each of its two ends to the liquid flow tube and which extends parallel to the liquid flow tube. Gate valves (not shown) are provided in the liquid flow tube adjacent to the branch tube and in the branch tube itself. When it is desired to generate electricity using the turbines 550, the gate valves adjacent to the branch tubes are closed thus diverting the water through the branch tube to actuate the turbines 550.

In one preferred embodiment, the turbines 550 are located in a part of the transport system which is close to liquid flow tubes of other transport systems or other liquid flow tubes of the same transport system, where similar turbines are in use. This is advantageous as it enables the combined electricity generated by the turbines within the various liquid flow tubes to be drawn off in one localised area. Such an area, where there are numerous liquid flow tubes, is preferably near a city centre as described above in relation to Figure 26.

Providing turbines 550 as a means of slowing down the speed of movement of the body of water in a liquid flow tube, while also deriving the benefit of the generated electricity, is particularly advantageous as it avoids the need to shut down the propulsion arrangements 37 (for example to allow the speed of the water to reduce) except in the case of emergency situations.

Once the speed of the body of water in the liquid flow tube 12 has slowed down sufficiently, then the blades 558 can be retracted so that the turbines 550 no longer have a significant slowing effect on the body of water.

It will be appreciated that, as long as the propulsion arrangements 37 are operating to keep the body of water in the liquid flow tube 12 moving, the turbines 550 can continue generating electricity.

If a water propulsion vehicle 69 wishes to pass the branch tube in the liquid flow tube 12 itself, then the blades 558 can be retracted, thus allowing the rotors 552 to continue freely rotating, for the length of time that it takes for the water propulsion vehicle to pass the branch tube. As this time is brief, the free rotation of the rotors 552 should not be detrimental to the turbines 550.

Generation of electricity in a liquid propulsion apparatus other than for transport

Referring to Figures 29 to 33, there are shown different configurations of liquid flow tubes 570 each corresponding substantially in construction with the liquid flow tubes 12 described above in relation to the transport system 50 except as described below. The liquid flow tubes 570 in these figures belong to water propulsion systems which include propulsion arrangements 37 for causing the water in the liquid flow tubes to move in the direction of the arrows 572.

In Figure 30 a detail of the liquid flow tube 570 of Figure 29 is shown. This liquid flow tube 570 may be regarded as being of a "three spoke" configuration. As can be seen, there are take-off tube sections 574, and these are directed to banks of turbines 550 (not shown). While the turbines 550 are in accordance with a preferred embodiment, traditional generators may be used instead in suitable configurations. This embodiment of the liquid flow tube 570 is adapted for both movement of water propulsion vehicles 69 and for power generation.

As the water flows through the liquid flow tube 570, a portion of the water passes through the take-off tube sections 574 to power the turbines 550 and thus generate electricity which can be used for suitable purposes. These purposes may include purposes relating to the operation of the hydrogen piston engines (not shown) forming part of the propulsion arrangements 37 driving the water in the liquid flow tube 570 - for example for electrolysis to generate hydrogen.

The water, once it has passed through the turbines 550, is preferably returned to the liquid flow tube 570. In one preferred embodiment, the liquid flow tube 570 is choked at suitable locations (not shown) to cause pressures which are suitable for facilitating the directing of the water through the take-off tube sections 574 and for actuating the turbines 550. In this case, the water downstream of the turbines (or generators where applicable) is returned to the liquid flow tube 570 downstream of the choke points.

In Figure 31 there is shown a liquid flow tube 570 having a different configuration to that of Figure 29. This embodiment, which may be regarded as being of a "four spoke" configuration, is also used for both movement of water propulsion vehicles 69 and power generation. This embodiment also includes take-off tube sections 574 (not shown) at suitable locations. As can be seen, also provided are U-turns 576 corresponding to the U-turns 200 to 206 described above.

The embodiment of the liquid flow tube 570 in Figure 32 may be regarded as a "four-leaf" configuration. This liquid flow tube 570 is of the same construction as (albeit a different configuration to) that of Figures 29 and 31 , including the take-off tube sections 574 and banks of turbines 550 (not shown in this figure) except that it omits the lips 70, slots 68, seals 74 and related features. This is because the liquid flow tube 570 in this embodiment is used only for power generation and not used for the movement of a water propulsion vehicle 69, although it may be suitable for other forms of in-tube propulsion.

The omission of the slots 68 enables this liquid flow tube 570 to be a sealed system of water under high pressure. It will be appreciated that the water pressure will drop as the water passes through the take-off tube sections 574 and the turbines 550. The water on the downstream side of the turbines 550 is returned to the liquid flow tube 570 at suitable positions (also not shown).

The amount of electricity produced by the turbines may be increased by increasing the flow rate of the water in the liquid flow tube 570. With the use of hydrogen powered engines, it is envisaged that such a power generation system can be of an extremely low-pollution nature, and may therefore be suitable for use in built-up areas. With reference to Figure 33, there is shown yet another embodiment of the liquid flow tube 570 having the same features as that of Figure 32, but with the liquid flow tube being of a different configuration. This configuration may be used as a multi-stage power generation configuration and/or as a major transportation cross-over location.

Flow of air

While the liquid propulsion apparatus 10 is described above in relation to the use of movement of a body of water, and the device transport system 50 is described in these terms as a means of moving a device, in other embodiments a body of gas, preferably air, can be used instead, utilising simular propulsion principles. While reference is made below to the gas being constituted by air, it is to be understood that the gas may be of any other suitable type.

The propulsion principles referred to involve one or more jets of air which are projected into a body of air to cause movement of at least part of that body of air, and, where applicable, of matter or items contained or suspended in that body of air. Such a system is referred to below as an air propulsion system.

It is expected that a jet of air projected into a body of air will travel further without dissipating or becoming overly distorted than a jet of water projected into a body of water.

The liquid propulsion apparatus 10 and device transport system 50 described above, which are adapted to be used with water as the propulsion medium, have components that would be replaced, in the case of the air propulsion system, with components of a generally similar nature but having suitable changes for the different type of propulsion medium.

In particular, the liquid flow tube 12 would be replaced by an air flow tube. Similarly, the propulsion arrangements 37 which are adapted to be used with water as the propulsion medium would be replaced by air propulsion arrangements. The air propulsion arrangements would have air propulsion tubes (corresponding to the water propulsion tubes 20) and air pumps rather than the water pumps 30. These air pumps would preferably be large volume, high-pressure air pumps.

In a preferred embodiment, the air propulsion system is used as part of a ventilation system for a tunnel, such as a vehicle road tunnel. This is described below with the tunnel constituting the air flow tube.

Prior art ventilation systems in tunnels typically use longitudinally directed jet fans and extraction fans for removing exhaust gases produced by motor vehicles travelling through the tunnels. However, such systems tend to be relatively ineffective in removing the exhaust gases.

Ineffective ventilation systems can be problematic for a variety of reasons. For example, the gases produced by vehicles are typically at a relatively high temperature, and inadequate removal of these gases, apart from resulting in an accumulation thereof, also results in an accumulation of heat. The accumulated gases are potentially hazardous to health, impair visibility and produce unpleasant odours, and often force drivers to travel with their windows closed.

This problem is often compounded in city areas with high traffic densities, and in peak traffic periods. In these situations, when vehicles are stationary in tunnels, the drivers are sometimes required to switch off their engines. However, when the traffic is moving very slowly or intermittently, the engines must remain switched on, and this can result in even greater concentrations of exhaust gases within the tunnels.

There is always a risk of a fire breaking out due to a vehicle collision. Should such a fire occur on board a vehicle in a tunnel, the fumes generated by the fire can often be toxic and can be particularly dangerous to vehicle drivers and passengers within that vehicle and other vehicles in the tunnel. One of the problems in the process of attempting to remove gases from such tunnels is that the movement of the vehicles causes pressures to be induced on the gases, thus affecting movement of the gases. This may, for example, be caused by turbulence that is induced in the wake of vehicles travelling along a tunnel. This turbulence enhances the mixing of "clean" air (i.e. air that has entered the tunnel) with exhaust gases, so that in order to remove the exhaust gases, an overly large portion of the air must be removed together with it.

In most tunnels, due to the dimensions of the tunnel relative to that of vehicles travelling through the tunnel, the effect of vehicles pushing air and exhaust gases along the tunnel due to movement of the vehicles (i.e. the "piston effect") is minimal. Thus, movement of the vehicles causes minimal forward movement of the gases along the tunnel.

With reference to Figure 41 , it is proposed that, when air is forced via an aperture or nozzle 900 into an open air space 902, the air forced in this manner forms an air jet 904 similar to a water jet formed by a fire hose. The air jet 904 is projected for a short distance from the aperture or nozzle and the air then diverges as indicated at the position 906 so that the air flow expands, until the air forms part of, or dissipates into, the body of air in the space 902.

As the air jet 904 is forced and expands in this manner, it draws with it peripheral air from the body of air in the space 902. When such a nozzle 900 is used in a tunnel, it is primarily this drawing of air that causes movement of the body of air as a whole in the tunnel. The aperture or nozzle 900 can be of different shapes as shown in Figures 42 to 45, such as round, oval, oblong, rectangular, and so on.

The projecting of the air jet 904 may be contrasted with the effect of wind blowing into the entrance of a tunnel of a type in which there is no ventilation other than that provided by the tunnel entrance and exit at the opposite ends of the tunnel. In such a situation, without other ventilation being provided for, and without the movement of vehicles in the tunnel, the air in the tunnel is typically essentially stationary. The effect of the wind at the tunnel entrance in causing movement of the body of air as a whole in the tunnel is typically negligible.

A preferred embodiment of the invention using the air propulsion apparatus involves causing a movement of the entire body of air within the tunnel for substantially the complete length of the tunnel or of a section of the tunnel, to a position where it may be extracted for treatment, or vented to atmosphere.

This embodiment involves introducing jets of air into the tunnel at airflow rates as low as 2 litres per minute. In particular, as illustrated in Figure 46, the embodiment includes an outlet 908 located within the tunnel 910 which opens from the tunnel into an air propulsion tube 912, and an inlet 914 into the tunnel from the air propulsion tube. The inlet 914 is downstream of the outlet 908 in relation to direction 916 of traffic in the tunnel 910. This direction is referred to below as the downstream direction of the tunnel 910.

The inlet 914 is arranged to direct a high pressure air jet 904 into the tunnel 910 at a shallow acute angle to the longitudinal axis 918 of the tunnel, causing a low-pressure zone 920 in the tunnel, upstream of the jet. The air is forced by a drum fan 922 located along the air propulsion tube 912.

It is proposed that the air jet 904 "pushes" the air in front of it, thus forcing air that is downstream of the jet in the downstream direction 916, and also causing air upstream of the jet within the tunnel to be drawn in the downstream direction.

It will be appreciated that the embodiment described in relation to Figure 46 involves the outlet 908 being located in the tunnel 910 and the inlet 914 being located some distance downstream of the outlet in relation to the tunnel. This may be contrasted with the prior art system illustrated in Figure 47 in which there is no outlet located in the tunnel, from the tunnel 910 into the air propulsion tube 912. The outlet 908 is preferably located near the entrance (not shown) to the tunnel 910. Thus, the arrangement of Figure 46 creates a suction effect on the air in the tunnel near the tunnel entrance (at the outlet 908) combined with a blowing effect downstream in the tunnel (at the inlet 914). This in turn induces a one-way flow of air in the tunnel 910 from the tunnel entrance towards the tunnel exit (not shown).

By having a number of air propulsion arrangements, designated 924, each including such an outlet 908, inlet 914, fan 922 and propulsion tube 912, with the arrangements being disposed around the tunnel walls 925, each at a particular mean longitudinal position along the tunnel 910, this suction and blowing effect is effectively established around the entire cross-section of the tunnel at that mean position. This is illustrated in Figure 48 which represents a tunnel 910 having arched walls 925, and in Figure 49 which represents a tunnel having walls shaped such that the cross-section of the tunnel is substantially rectangular.

The air pumps 922 of the respective air propulsion arrangements 924 are disposed in chambers 926 alongside the tunnel 910 and the outlets 908 and inlets 914 are flush with the internal surfaces of the tunnel walls 925. Thus, neither the air pumps 922 nor the inlets 908 or outlets 914 constitute obstructions which might interrupt the flow of the body of air in the tunnel 910. This additionally assists in minimising the transference of noise elsewhere from the tunnel 910.

The movement of air in the tunnel 910 in the downstream direction 916 may cause a relatively higher concentration of exhaust gases and noxious fumes at or near to the tunnel exit than elsewhere in the tunnel. However, the increase in overall air flow in the tunnel 910, which may be facilitated by this embodiment of the invention, may assist in reducing the overall concentration of such gases in the tunnel if more clean air is drawn into the tunnel via the tunnel entrance. Another advantage of this increase in overall air flow in the tunnel 910 is that it may assist in maintaining the ambient temperature within the tunnel at a lower level that it would be with a lower rate of air flow.

The outlets 908 and inlets 914 of each propulsion arrangement 924 can be disposed at any desired position within the tunnel 910 provided they are in the correct position relative to each other, with the inlets being downstream of the outlets. For example, they can be located a short distance from the tunnel entrance or approximately halfway along the length of the tunnel 910. Wherever they are located, the embodiment of the invention involves drawing "clean" air into the tunnel via the tunnel entrance.

In another embodiment, the outlets 908 and inlets 914 can be positioned relative to each other to cause a movement of air in the tunnel 910 in a direction opposite to that of the traffic flow, that is, opposite the direction 916, provided the flow rate of the air is sufficient to overcome the pressures induced by moving traffic. However, while this is mentioned for the sake of thoroughness, it is not the most desirable embodiment. One reason for this is that, in the case of fire in the tunnel 910, noxious gases caused by the fire would be directed against the moving traffic thus maximising the negative effect of those gases.

In the preferred embodiment described above, the flow rate of air moving through the tunnel 910 from the tunnel entrance to its exit is determined by the i amount of air being directed via the air propulsion arrangements 924. The desirable upper limit of the flow rate of the air along the tunnel 910 may be determined based on expected comfort levels or safety considerations for a person walking inside the tunnel. For example, the maximum flow rate may be based on a rate above which an average person is expected to be blown over by the air movement. Keeping in mind that many tunnels are not intended for pedestrian usage, basing the determination on such factors should provide sufficient safety margins for most of the time that the embodiment of the invention is operational. By way of a specific example, the operational minimum air flow rate can be based on an air speed of 1 km/h, while the upper limit may be dependant on the volume of air that the air pumps 922 can pump via the inlets 914.

As mentioned above, in the preferred embodiment, the air pumps 922 are of a drum type. To operate such a pump 922 there is provided a separate motor and belt drive (not shown) for driving the fan.

The motor is a variable speed motor, with the motor and fan each including a pulley (not shown) for locating the belt. The gearing ratio effected by the pulleys is such as to facilitate the achievement of high efficiency.

In another embodiment (not shown), instead of a belt drive there is provided a variable speed gearbox between the motor output shaft and input shaft of the drum fan.

A combination of such a drum fan 922 and motor, at least in preferred embodiments, is considered more economical to operate than other arrangements such as one involving a propeller-type fan which is connected directly to a motor output shaft.

In a preferred embodiment, instead of having one fan driven by one motor in each propulsion arrangement 924, there are provided a number of smaller fans 922 and associated motors (not shown). These are wired independently of one another so that an electrical breakdown of one of the motors will not cause another one of the motors to cease operating, and will thus enable the particular propulsion arrangement 924 to continue operating. Indeed, the other motor or motors could then operate at higher speeds than normal to compensate for the disabled motor. Thus the impact that the motor breakdown will have on the movement of air through the tunnel 910 should be minimised.

In the preferred embodiment there are three fans 922 and associated motors in each air propulsion arrangement 924 (although they are not shown in Figure 46). In one preferred form of this embodiment, these fan-motor combinations are arranged in two opposite side-walls 925 of the tunnel 910 and in the ceiling of the tunnel. Preferably, the parameters of each fan 922 and its associated motor are such that in extreme situations, each fan-motor combination by itself is capable of causing movement of the entire body of air in the tunnel 910 for the full distance of the tunnel. Also in a preferred embodiment, there is provided a respective small petrol driven engine (not shown) as a back-up to each of the electric motors, these petrol driven engines being arranged to exhaust into the tunnel 910. In another embodiment, they are arranged to exhaust outside the tunnel 910. Alternatively, batteries may be provided as a backup for powering the electric motors.

The feature of one preferred embodiment of the invention of causing the entire body of air in the tunnel 910 to move along the tunnel is advantageous as it means that the removal of exhaust gases from the tunnel is not dependant on removing such gases at discrete positions along the tunnel, and is hence, in a sense, not dependent on the length of the tunnel. Furthermore, with the air being caused to move in the downstream direction 916, the air is essentially moving with the movement of the traffic.

Despite this, what is a significant factor, in determining the effectiveness of the exhaust removal process is the concentration of exhaust gases passing a certain predetermined longitudinal position in the tunnel 910, as this concentration can determine the effect on vehicle drivers and passengers in the tunnel (and pedestrians where relevant).

If the concentration at such a position exceeds a predetermined acceptable value, then, despite what is stated above about the advantage of the preferred embodiment of the invention, at such a position substantially the entire volume of air passing that position can be either vented to the atmosphere and allowed to dissipate or treated before being vented to the atmosphere and allowed to dissipate. In considering the manner in which the air can be vented, it is useful to consider in detail the manner in which the inlets 914 function to direct air from the air propulsion tubes 912 into the tunnel.

As mentioned above, the preferred embodiment includes a number of air propulsion arrangements 924, and the various inlets 914 thereof are disposed around the walls 925 of the tunnel as illustrated in Figures 48 and 49. The inlets 914 of the various arrangements 924 are aimed in a direction having a component along the longitudinal axis 918 of the tunnel 910 in the downstream direction 916. It will be appreciated that this arrangement of inlets 914 extends around substantially the full cross-sectional perimeter of the tunnel 910, including, in one type of preferred embodiment, in the surface of the road itself passing through the tunnel, and this can facilitate the movement of the air in the tunnel towards the tunnel exit.

The venting of the entire volume of air in the tunnel as mentioned above is now described with reference to Figure 50. The venting is effected by particular ones of the inlets 914 which are referred to, for this purpose, as venting inlets and which are designated 928.

In one preferred embodiment the venting inlets 928 are in the form of slot- shaped nozzles. As illustrated in Figure 51 , the angle at which the air jets 904 are directed by the nozzles 928 does not exceed 45 degrees to the longitudinal axis 918 to minimise the chance of this air being diverted to flow towards the tunnel entrance. The angle is preferably no more than 30 degrees, and most preferably between 0 and 15 degrees.

The venting nozzles 928 are disposed in the surface of the road and are orientated so as to direct a venting jet of clean air, generally designated 930, towards a dividing panel 932. This jet 930 causes a deflection of the body of air moving along the tunnel 910 so that this air, together with noxious gases therein, is also diverted. The dividing panel 932 splits the jet 930 so that a portion 934 passes out via an exhaust portal 936 before being vented to atmosphere, and another portion 938 is redirected in the downstream direction 916 towards the tunnel exit. As the portion 934 is upstream of the portion 938 in relation to the direction 916, substantially all of the polluted air from the tunnel upstream of the dividing panel 932 is directed by that portion to the exhaust portal 936 and therefore the portion 938 remains substantially comprised of "clean" air.

In one preferred embodiment, the air that passes out via the exhaust portal 936 is treated before being vented to atmosphere and this may be achieved by the treatment methods described below.

The cross section of the tunnel 910 at the position of the dividing panel 932, in one preferred embodiment, is reduced in area (i.e. "necked") as this may facilitate the exhausting of the portion 934.

Preferably, the dividing panel 932 and exhaust portal 936 are located close to the tunnel exit. However, if the required length of the tunnel 910 dictates that the tunnel exit is a significant distance away, then the tunnel may be provided with a conventional (prior art) ventilation system in which one inlet 939 or a plurality of such inlets arranged around the cross-sectional perimeter are provided for drawing air from outside the tunnel and introducing this just downstream of the dividing panel 932 and exhaust portal 936.

A further arrangement (referred to below as a venting arrangement) of dividing panel 932, exhaust portal 936 and slot-shaped nozzles 928 can be provided downstream of this to effect similar venting at that location. It will be appreciated that vehicles moving along the tunnel 910 may block the air jet 930 and this may prevent some of that air, and hence also the air moving along the tunnel together with its pollutants, being diverted towards the dividing panel 932 and exhaust portal 936. The further venting arrangement can assist in removing this air and its content of exhaust gases at the relevant downstream location in the tunnel 910. In one preferred embodiment there are provided two successive venting arrangements, which are spaced from each other along the longitudinal axis 918 of the tunnel 910 without a conventional (prior art) ventilation system being provided between them as described above.

In this case, the two venting arrangements can be used together as follows. The first venting arrangement operates as described above, with the portion 934 of the jet 930, together with the air in the tunnel that has been diverted by that portion, being treated after having been diverted via the exhaust portal 936 but before being vented to atmosphere. This is because of the high concentrations of exhaust gases therein. The other portion 938 of the air that is diverted in the downstream direction 916, for the reasons described above, has a lower concentration of exhaust gases. Thus, when the next venting arrangement is reached by these gases, and a portion is diverted through the respective exhaust portal 936 of that venting arrangement, this air need not be treated before being vented to atmosphere, due to the lower concentration of exhaust gases therein.

As described, the preferred embodiment involves directing the body of air in the tunnel 910 in the downstream direction 916 which is the direction of traffic flow. As a result, in the event of a fire in the tunnel 910, the fumes and gases generated by the fire are also caused to move in the downstream direction

916. Thus these fumes and gases are effectively directed away from vehicles in the tunnel 910 that are upstream of the fire. Drivers of vehicles that are downstream of the fire can be encouraged to accelerate the vehicles so that they travel faster than the movement of the fire's fumes and gases, so as to escape these.

Indeed, the fans 922 can be adjusted so that the flow rate of the body of air in the tunnel 910 is reduced. For example, it may be reduced so as to flow at a flow rate corresponding to a speed of 1 to 2 km/h to minimise the effect of fanning the fire that may be caused by higher flow rates. This is because a higher flow rate may increase the likelihood of the moving air fanning, and thus stimulating, the flames. The tunnel 910 may be equipped with fire sprinklers (not shown). In particular the tunnel 910 may be divided into a number of tunnel sections (not shown) with respective groups of sprinklers being operational in the respective sections; thus the sprinklers can be operated section by section. In one embodiment, such sprinklers are adapted to be activated remotely.

The tunnel 910 can also be equipped with fire stations (not shown) containing chemical extinguishers or fire hoses, for use by motorists at the scene. For fuel-type fires, suitable extinguishers, such as those containing foam- generating chemicals, can be provided. Security at fire points can be monitored by video from remote locations, and such fire points can be electronically locked and unlocked from such locations to allow, or prevent, access to the fire fighting equipment.

Most vehicle tunnels are for roads with more than one lane, and the cross- sectional area of the tunnels may be determined at least partly by the number of lanes required. The parameters of the particular embodiment of the invention used for effecting the desired air-flow rate may be determined based on the dimensions of the tunnel.

In the event of the invention being retro-fitted to an existing tunnel that has traffic moving in two opposite directions (that is, with one or more lanes for traffic moving in one direction and one or more lanes for traffic moving in the opposite direction), centre-partition fire-resistant panels should preferably be installed. Such panels would divide the tunnel between the respective direction lanes. The embodiment of the invention used would be adapted to cause movement of the bodies of air in the respective parts of the tunnel as divided by the panels, so that each body of air would move in the relevant traffic direction.

Addressed now is the treatment of air for removing pollutants from tunnels, as mentioned above. Many gases are water-soluble and may be treated using water as the cleaning medium. Further pollutants not cleaned by the water may be trapped using filters, or absorbed by vegetation by means of moving the air to be treated past the vegetation. For example, many plants readily absorb CO₂.

One method of using water to clean air is described as follows with reference to Figures 52 and 53. The air is passed along a tube 940 having an expansion chamber 942 with water sprays 943 therein, with part of the pollutants being absorbed by the water sprayed by the water sprays. The expansion chamber 942 is disposed over a pondage area 945 containing water plants for absorption of gases from the water and for allowing for the settling of sedimentation. Then, the air is passed through a set of baffles 944 of, or containing, sphagnum moss for absorbing water in the air and trapping further pollutants in the air. These baffles 944 may be periodically replaced, preferably with the removed baffles being cleaned or recycled or treated as contaminated waste for further processing. The air is then passed into a growing-chamber or glasshouse 946 that contains suitable plants for absorbing remaining pollutants in the air. The air is then allowed to dissipate to atmosphere, this dissipation being facilitated by vanes 947 for directing the air in an upward direction.

Another method of using water to clean air is described as follows with reference to Figures 54 and 55. The air is directed at low pressures, via a tube 948, within a body of water 950, into a group of submerged thin-walled stainless steel pipes 952 that have perforations 954 so that the air exits the pipes via the perforations in fine bubbles, in a manner similar to that used in a fish tank aerator.

The body of water is in flow communication with a pondage area 956 that contains aqueous plants capable of absorbing many of the air pollutants. Heavy particles of soot which are generated by diesel engines of vehicles in the tunnel 910 and that have been entrapped in the air are allowed to settle on the bottom of the pondage area 956 and can be removed when a sufficient build-up has occurred. The bubbling of the air allows the plants to absorb pollutants from the air and this cleaned air is then directed to a growing- chamber or glasshouse 958 containing further plants for effecting further cleaning as described above. The air is then vented to atmosphere via vanes 960 for directing the air in an upward direction to facilitate the venting.

Water canon arrangement

It is proposed that a liquid propulsion apparatus 10, in suitable embodiments, having a body of water that is caused to move therein by suitable propulsion arrangements 37, can be used as a water canon for propelling articles great distances, and even into space orbit.

With reference to Figures 56 and 57, there is shown such an arrangement 1000, including a liquid flow tube 12 similar to those described above having propulsion arrangements similar to the arrangements 37 (not shown in Figure 56) for causing a body of water within the liquid flow tube to move through the tube.

The arrangement 1000 also includes a first canon pipe 1002 which opens into the liquid flow tube 12 at a position 1004, and a second canon pipe 1006 which opens into the liquid flow tube 12 at a position 1008. The first and second canon pipes 1002 and 1006 join at a position 1010 to merge with a common canon barrel 1012.

The arrangement 1000 further includes a shut off gate valve 1014 adjacent to the position 1004, a shut off gate valve 1016 at the position 1008, a first butterfly gate valve 1017 in the first canon pipe 1002 adjacent to the position 1010, and a second butterfly gate valve 1018 in the second canon pipe 1006 adjacent to that position. A further shut off gate valve 1019 is provided in the liquid flow tube 12.

There is further provided a cargo insertion opening 1020 into the canon barrel 1012, and an opening 1022 into the liquid flow tube 12. The basic operation of the arrangement 1000 as a water canon involves using the propulsion arrangements to cause the body of water in the liquid flow tube 12 to move along the tube, and then to suddenly divert that water towards the canon barrel 1012. Thus, the momentum of the moving body of water is used to create the necessary propulsion forces. This operation is now described in more detail.

In order to permit the movement of the body of water through the liquid flow tube 12, the valve 1019 is open while the valves 1014 and 1016 are closed.

Once the water has achieved a suitable velocity and hence inertia, to enter the "fire mode" of the arrangement 1000, the valve 1014 is opened while the valve 1019 is closed. In addition, the valve 1017 is opened and the valve 1018 is closed.

The opening of the valve 1014 and closure of the valve 1019 causes the body of water flowing along the liquid flow tube 12 to be diverted into the canon pipe 1002 and then into the canon barrel 1012.

An item of cargo (not shown) that had previously been introduced into the canon barrel 1012 via the cargo insertion opening 1020, is caught in the stream of the diverted water and propelled via an outlet 1024 of the canon barrel 1012.

The diameter of the canon barrel 1012 is reduced, as shown in Figure 57, relative to that of the canon pipe 1002. This results in a pressure change as the water is diverted into the canon barrel 1012 which, in turn causes an increase in the velocity of the water.

The rapid diversion of the water might result in a rapid pressure drop in the liquid flow tube 12 just downstream of the position 1004, which might contribute to causing a collapse of the liquid flow tube. To assist in preventing this, water can be introduced into the liquid flow tube 12 via the opening 1022 to re-pressurise it. Then, air can be introduced through the same opening 1022 as a means of permitting continued, free flow of the diverted water.

The propelled cargo, as it is ejected from the outlet 1024, is initially supported by a column of water formed by the diverted, propelling water. It is proposed that sufficient propulsion can be generated in this manner to enable the cargo to escape the atmosphere, into space. In the event that sufficient propulsion cannot be generated, then the cargo itself, depending on its nature, may be provided with on-board propulsion means, which can be activated to propel the cargo into space.

At least part of the collapsing column of water can be directed back into the canon barrel 1012 by suitable means. To enable this water to re-enter the liquid flow tube 12, the valve 1017 is closed while the valves 1018 and 1016 are opened. Thus the water can pass via the canon pipe 1006 back into the liquid flow tube 12. At the same time, air may be bled out of the liquid flow tube 12 via the opening 1022 to make way for the entering water.

The directing of the water back into the liquid flow tube 12 via the canon pipe 1006 rather than via the canon pipe 1002 enables the water to continue moving in the liquid flow tube in the original flow direction. The valve 1014 is closed and the valve 1019 opened to allow the water to move along the liquid flow tube 12.

It will be appreciated that the pressure within the canon pipe 1002 and canon barrel 1012 due to the diverted water can be extremely high. To assist these conduits in withstanding such pressures, they can be formed in a suitable natural rock formation such as a mountain or the like, such as the mountain 1028. It will also be appreciated that the higher the elevation of the canon barrel 1012, the less propulsion force that is required to propel the cargo into space, for example into a low-earth orbit. Once it is in space, it can be redirected, by suitable means, to its ultimate destination. The dimensions and relative dimensions of the various water pathways described above can be determined so as to achieve the most effective propulsion. In addition, the velocity of the diverted propulsion water can be controlled by varying the flow rate of water circulating in the liquid flow tube 12 before the diversion occurs.

Such a system may be used to propel inanimate objects which are not susceptible to damage due to extremely high acceleration forces. It is proposed that such an object can be propelled by first immersing it in water to repel air, and then accelerating it as rapidly as engineering limits permit. One advantage of such a capability would be the ability to launch into space stockpiled radioactive matter constituting waste from a nuclear reactor.

Plasma propulsion

It is proposed that matter can be moved through a tube-shaped formation which is formed by a plurality of projected plasma streams. This concept is referred below as the plasma concept, and is described below with reference to Figures 34 to 39, 58 and 59.

The Plasma concept involves the generation of plasma. One means of forming the plasma is by passing a suitable plasma-forming gas under high pressure through electric arcs (not shown). One means of forming the plasma employing non-electrode means is to use the variable specific impulse magnetoplasma rocket (VASIMR) system which produces the plasma by the use of electromagnetic containment.

The plasma that is formed, in turn, is passed through nozzles 610 to form high pressure plasma streams 612 which are directed by the nozzles. In a preferred embodiment, the nozzles 610 are adapted to generate magnetic fields which facilitate the directing of the plasma streams 612.

As best seen in Figures 34 and 35, a number of nozzles 610 are arranged in groups, each group being in the form of a ring (i.e. ring-shaped groups). Only three of these groups (i.e. rings) are shown in Figure 34 and are designated 614, 616 and 618. The rings are shown in phantom lines to indicate that they are not actual rings, but ring-shaped nozzle groups.

According to the Plasma concept, the plasma streams 612, if suitably angled in relation to one another so as to converge on one another, will collide with one another and be deflected so as to be parallel to one another to form a combined plasma stream 620 having a tube-shaped formation, as can best be seen in Figure 36. For convenience of reference, this tube is designated 621. The combined plasma stream 620 will have parallel sides (and thus be of cylindrical shape) and will flow with laminar flow.

In Figure 36, the transition of the plasma streams 612 from where they converge on one another to where they are parallel to one another to constitute the combined plasma stream 620 is shown as a sharp angle, that is, an instantaneous transition. In practice, however, according to the Plasma concept, the transition will be more gradual so that the plasma streams 612 will curve from their converging orientations to their parallel configuration so as to form the combined plasma stream 620.

As described further below, it is envisaged that matter will be combusted within the combined plasma stream 620 and the impact of this matter on the individual plasma streams 612, which emanate from nozzles 610 arranged in a circular configuration, will itself facilitate the formation and maintenance of the tube 621.

Suitable extraneous matter, particularly solid matter (including space dust), that enters the tube 621 of the combined plasma stream 620 will be thoroughly combusted due to the extremely high temperature of the plasma, and will be forced in the direction of movement of the combined plasma stream.

The Plasma concept is applicable as a means of propelling a space craft 650, a part of which is shown in Figure 58. The craft 650 is equipped with suitable means for generating the plasma streams 612 as well as with the nozzles 610 arranged in the above-mentioned ring-shaped groups. The plasma streams are projected within a conduit 652 within the craft 650, and the reaction forces caused by the plasma streams 612 will assist in propelling the craft. This propulsion is increased by directing the plasma streams 612 as described above so as to establish the tube-shaped combined plasma stream 620 (not shown in Figure 58). In addition, the combustion of matter in the tube 621 of the combined plasma stream 620 will further add to the thrust on the craft.

As the craft travels through space, matter in front of the craft 650 is directed into the conduit 652 and into the tube 621 as the craft passes.

With reference to Figure 35, the nozzles 610 grouped in the respective nozzle rings 614, 616 and 618 are orientated to direct the plasma streams 612 in such a manner that they define a lattice formation which constitutes the surface of the tube 621. This is described further, below.

Figure 35 shows an axial view of the nozzle rings 614, 616 and 618 in the direction of the arrow 622 in Figure 36, with some of the nozzles in each of the rings 616 and 618 being omitted, so that the nozzles 610 of the respective ring immediately behind the omitted nozzles can be seen. For convenience, the nozzles 610 of the ring 614 are designated 610.1 , those of the ring 616 are designated 610.2, and those of the ring 616 are designated 610.3.

The nozzles 610.1 are orientated to direct their plasma streams 612 directly towards the axis 624 running through the rings 614 to 618. In the discussion that follows, although the tube 621 in not an actual tube but rather a tube- shape constituted by the combined plasma stream 620, for convenience the tube will be referred to as an actual tube having a surface. This surface is actually the surface of the tube-shaped formation as defined by the individual plasma streams 612 constituting the combined plasma stream 620.

The plasma streams 612 from the nozzles 610.1 intersect the surface of the tube 621 at respective positions designated 626. The angle of intersection is shown from the side in Figure 36, and in the axial direction of the rings in Figure 35.

By contrast, the nozzles 610.2 are orientated to aim their plasma streams 612, not directly towards the axis 624, but so as to bypass this axis as indicated by the arrows 628 in Figure 35. More particularly, these nozzles 610.2 are orientated to direct their plasma streams 612 such that the streams intersect the tube 621 at positions designated 630. These positions 630 are displaced circumferentially relative to the hypothetical positions (designated 632) at which they would have intersected the tube 621 had these streams been aimed directly towards the axis 624 (as was the case with the plasma streams

612 directed by the nozzles 610.1).

In this embodiment, the circumferential displacement of these plasma streams 612 is such that the actual intersection positions 630 are displaced from the hypothetical positions 632 by a distance substantially equal to one half of the diameter of the plasma streams 612, and the displacement is a clockwise displacement as viewed in Figure 35.

The nozzles 610.3 are also orientated to aim their plasma streams 612 so as to bypass this axis 624, as indicated by the arrows 634 in Figure 35. Indeed, these nozzles 610.3 are orientated to direct their plasma streams 612 such that they intersect the surface of the tube 621 at positions designated 636 which are displaced circumferentially relative to the hypothetical positions (designated 638) at which they would have intersected that tube had these streams been aimed directly towards the axis 624 (as was the case with the plasma streams 612 directed by the nozzles 610.1).

As in the case of the plasma streams 612 directed by the nozzles 610.2, the plasma streams directed by the nozzles 610.3 are also displaced from the hypothetical positions 638, but in this case (in the present embodiment) it is by a distance substantially equal to the full diameter of the plasma streams 612. In addition, in this case, the displacement is an anticlockwise displacement as shown in Figure 35. Although, for clarity, only three rings 614, 616 and 618 of nozzles 610 are shown, in the preferred embodiment there are more rings of nozzles. In addition, in the preferred embodiment, for each ring of nozzles 610 that are displaced circumferentially by a particular distance in one rotational direction about the axis 624, there is another ring having an equal number of nozzles displaced circumferentially by that same distance in the opposite rotational direction about the axis. Thus, any moment of rotation caused by the plasma streams 612 from the nozzles 610 displaced in the one rotational direction will be neutralised by the plasma streams from nozzles displaced by the same distance in the opposite rotational direction.

In addition, although in Figure 35 the nozzles 610.3 are aimed so that they intersect the tube 621 by one plasma stream diameter offset from the hypothetical positions 638 as described above, an arrangement (not shown) according to another preferred embodiment is described as follows:

• from the first ring of nozzles 610, the plasma streams 612 are aimed directly to the axis 624; • from the second ring of nozzles 610, the plasma streams 612 intersect the tube 621 at a position of one diameter offset in a clockwise direction;

• from the third ring of nozzles 610, the plasma streams 612 intersect the tube 621 at a position of one diameter offset in an anticlockwise direction;

• from the fourth ring of nozzles 610, the plasma streams 612 intersect the tube 621 at a position of two diameters offset in a clockwise direction;

• from the fifth ring of nozzles 610, the plasma streams 612 intersect the tube 621 at a position of two diameters offset in an anticlockwise direction;

• from the sixth ring of nozzles 610, the plasma streams 612 intersect the tube 621 at a position of three diameters offset in a clockwise direction; • from the seventh ring of nozzles 610, the plasma streams 612 intersect the tube 621 at a position of three diameters offset in an anticlockwise direction; • from the eighth ring of nozzles 610, the plasma streams 612 intersect the tube 621 at a position of two diameters offset in a clockwise direction; and

• from the ninth ring of nozzles 610, the plasma streams 612 intersect the tube 621 at a position of two diameters offset in an anticlockwise direction.

In this embodiment, the clockwise and anticlockwise directions referred to are as viewed from the rear along the axis 624; the distance of a number of diameters offset means a distance being equal to that number multiplied by the diameter of each plasma stream, the distance being measured from the hypothetical position at which the plasma stream in question would have interested the tube 621 had the plasma stream been aimed directly at the axis 624.

As the plasma streams 612 from the nozzles 610 in the respective rings intersect the surface of the tube 621 , and because they are not all aimed at the axis 624, they will intersect so as together to form a lattice configuration as mentioned above. A rough approximation of this lattice configuration is shown diagrammatically in Figure 37.

Furthermore, as each plasma stream 612 intersects the tube 621 , because the plasma stream has a substantially round cross-section with a certain finite diameter, and because it intersects the tube at an acute angle, the intersection of each stream with the surface of the tube will define a particular shape approximating, to a greater or lesser extent, the shape of an ellipse. The exact shape will depend on the particular angle of intersection.

This is illustrated by way of example in Figure 38. In this figure, intersections 640 between the plasma streams 612 from the nozzles 610.1 are shown to be close to elliptical in shape. This is because these streams 612 are aimed at the axis 624. By contrast, the intersections 642 between the plasma streams 612 from the nozzles 610.2 are a distortion of an elliptical shape, as these streams are aimed so as to bypass the axis 624.

The intersections 644 between the streams 612 from the nozzles 610.3 are a differently shaped distortion of an elliptical shape, as these streams are aimed so as to bypass the axis 624 by a further distance, and on the other side of the axis to the streams from the nozzles 610.2.

The elliptical and distorted-elliptical shapes defined by the intersections of the various plasma streams 612 with the surface of the tube 621 (including the intersections 640, 642 and 644) are advantageous. This is described with reference to Figure 39 which is an enlarged detail of three intersections in Figure 38.

As illustrated in Figure 39, the tapered ends of each intersection, such as the tapered end 646 of each intersection 644, can be at least partly accommodated in the wedge-shaped space defined by two adjacent intersections, such as the wedge-shaped space 648 defined by two adjacent intersections 642. It will be appreciated that this representation of the meshing nature of the intersections is an approximation, as the surface of the tube 621 , as mentioned above, is not an actual surface, but an effective surface of the combined plasma stream 620 which itself is caused by the collision of adjacent plasma streams 612 with one another and with matter in the tube.

This meshing configuration of the intersections with one another serves to close most of the gaps between intersections on the surface of the tube 621. Thus, it serves to reduce the spaces through which matter that is contained within the tube 621 can escape from the tube. This, in turn, assists in causing the combustion, by the combined plasma stream 620, of a greater amount of the matter entrapped therein.

According to the Plasma concept, the greater the amount and density of the matter contained in the combined plasma stream 620 (i.e. within the tube 621) the greater will be the amount of matter combusted and the greater will be the thrust on the craft. This may be regarded as a similar effect to that of an aircraft afterburner.

According to the Plasma concept, the greater the speed of the craft, the greater the amount of matter that will pass into the tube 621 and be combusted by the combined plasma stream 620.

In the preferred embodiment, in each ring-shaped group of nozzles 610, the number of nozzles is a multiple of three. This is based on the premise that three nozzles aimed so as to intersect at a particular position, where the nozzles are spaced apart from each other by equal angles between adjacent nozzles, will deflect most effectively so as to be parallel to one another, to form a combined plasma stream such as the stream 620. Indeed, in the preferred embodiment illustrated, there are 24 nozzles 610 in each ring. This in effect involves eight groups of three nozzles spaced in this manner.

According to the Plasma concept, once the plasma reaches a sufficient pressure and temperature, this pressure and temperature will be sufficient to initiate a continuous nuclear fusion of hydrogen within the tube 621 as indicated at the position 654 in Figure 58. This may be prevented from escaping via the sides of the tube 621 by the plasma stream 620 and will thus be constrained to only escaping at the rear of this tube. However, the craft 650 is configured for the tube 621 itself to be formed within the conduit 652. Hence the hydrogen fusion is effectively constrained so as to only be capable of escaping the tube 621 at the rear 656 of the craft 650. This establishes a continuous reaction thrust on the craft 650 that can be varied by varying the plasma flow.

By altering the angle of the plasma streams 612, the profile of the streams can be made larger or smaller, thereby to affect the extent of compression induced by these streams and hence the extent of fusion. Further according to the Plasma concept, a magnetic field is induced in relation to the craft 650, as illustrated by the field lines 658 in Figure 59 in which the craft is illustrated diagrammatically. As indicated, the magnetic field extends through the conduit 652 and has a similar configuration to that of a the magnetic field of a bar magnet. The magnetic field may be manipulated by the changing of its polarity.

The magnetic field would, according to the Plasma concept, have the effect of ionizing surrounding gas and channel ionized gas, including hydrogen, into the conduit 652 and hence into the tube 621. In order to channel an amount of fuel in this manner which is sufficient for practical purposes, the craft 650 needs to be moving at a speed which is adequate for the purpose, as the speed of the craft facilitates the channelling of gases into the conduit 652. To enable this, the craft 650 needs to be carrying sufficient fuel.

According to the Plasma concept, if the fusion process is stopped, the effect of the magnetic field will be to deflect gases and this will in turn cause a drag effect, slowing down the craft 650. In addition, the reversing of the polarity of the magnetic field can also have the effect of causing a slowing of the craft 650.

Onboard power generation can be provided using a power generation system (not shown) similar to that described in relation to Figures 29 to 33, with propulsion arrangements similar to the propulsion arrangements 37. However, the liquid that would be used in these arrangements in the present embodiment would be liquid hydrogen or oxygen. This could involve multiple liquid-channelling circuits with the liquid hydrogen or oxygen being circulated clockwise and anti-clockwise.

As an alternative, onboard power generation on the craft 650 can take place by means of solar panels 660 which line the internal bore of the conduit 652 and thus surround the streams 612 and the tube 621 , both upstream and downstream (in relation to the direction of movement of the plasma) of the position at which nuclear fusion occurs. The solar panels can then absorb energy generated due to the nuclear fusion, much in the typical manner in which solar panels absorb energy from the sun.

In addition, trapped heat in the conduit 652 could be tapped by suitable means as a source of on-board power. Furthermore, the Plasma concept asserts that there would be continuous generating of electromagnetic pulses due to the fusion, and that electric currents could be induced by such electromagnetic pulses and could be used as a further source of onboard power.

In an embodiment making use of the VASIMR system as mentioned above, provided the speed of the craft 650 is sufficient, it may be possible for hydrogen gas, or other suitable gases that may be present in the space surrounding the craft, to be fed directly from the surface of the craft passing through these gases, to a plasma chamber of the VASIMR system, to be used as a source of plasma producing gas. In addition, such gases can, with appropriate positioning of suitable collection means configured for "scooping" the gases, be collected and used to replenish at least some of the internally stored supplies of plasma producing gases.

The leading end 662 of the conduit 652 is flared and thus serves as a funnel for directing (i.e. "catching") matter, including hydrogen gases, into the conduit. Hydrogen inlets (not shown) are provided in the funnelled region for collecting such hydrogen gases for use in the VASIMR system in suitable embodiments.

Water handling system

Described below is a system for handling water used in transport systems such as the transport system 50 described above. By way of example, the water handling system is described in relation to liquid flow tubes (not shown) corresponding to the liquid flow tube 12 described above, as a transport system similar to the transport system 50, for transporting water propulsion vehicles 69. According to one preferred embodiment, the water handling system includes an outgoing liquid flow tube (not shown) extending from an urban location such a city centre to a rural location (such as country town), and a return liquid flow tube (also not shown) extending from the rural location back to the urban location. The outgoing and return liquid flow tubes are not operated as a closed path. Rather, the outgoing liquid flow tube is adapted to channel the body of water therein from the urban location to the rural location for use on the land, while the return liquid flow tube is adapted to have water added to it to be directed towards the urban location, as described in more detail below.

In the preferred embodiment, the liquid flow tubes are of significant length - such as numerous kilometres - and are constructed with successive tube segments. This is described first in relation to the outgoing liquid flow tube.

Each segment can be closed off from the next segment by gates (valves). Accordingly, such gates at the end of a particular segment can be closed thereby truncating that segment (and hence the outgoing liquid flow tube up to the end of that segment) and enabling water to be drawn off from that last segment. The drawn off water can be used as required, for example for agricultural irrigation, as the water in the outgoing liquid flow tube is, in the preferred embodiment, suitably treated.

The outgoing liquid flow tube is charged with recycled treated water from a water treatment plant rather than directing that water to the ocean, or with water from natural river systems.

With regard to the outgoing liquid flow tube, if there are sources of water at locations outside the urban location, then the segmented nature of the outgoing liquid flow tube can enable water to be introduced into the liquid flow tube from these water sources. This will involve isolating a section of the outgoing liquid flow tube extending from the urban location by closing the gate at the end of the last segment of that section. The water from the water source can then be introduced into the first segment of the remaining part of the outgoing liquid flow tube (immediately downstream of the isolated section). This can be a useful manner of distributing fresh water where the water sources are fresh water sources. To avoid contamination of the fresh water by water propulsion vehicles travelling along the outgoing liquid flow tube, these vehicles can be sterilised, for example by using a suitable sterilising solution.

The water that is drawn off from the outgoing liquid flow tube, as described above, can be stocked in pondage areas for further treatment, or can be pumped or channelled to areas of land where the water may be used for irrigation purposes. An example is land that is used to grow feed for livestock. (Mature feed can then be harvested and stockpiled for use in drought conditions when suitable supplies of irrigation water are not available. Such stockpiling can involve bailing and stacking of the feed in weatherproof buildings. For example, such feed can be grown on land in areas belonging to local authorities, governments or the like, with these areas being rented to farmers to enable their farming skills to be used even during such drought periods; the stock may then, for example, be returned to the owners of the land or sold to markets as appropriate. Indeed, the water may be used for any suitable form of agriculture, preferably provided that it is free of harmful chemicals and bacteria.)

The outgoing liquid flow tube does not just remain at a constant elevation along its length, but undulates, typically in accordance with the topography of the land that it traverses. In a preferred embodiment, the water that is drawn off is drawn off at those regions of the outgoing liquid flow tube having the highest elevation. Thus, this water can be drawn off making maximal use of the effect of gravity.

If the water in the outgoing liquid flow tube is contaminated, then cleaning and purifying it is desirable. For this purpose, once it has been drawn off from the outgoing liquid flow tube, it can be pumped to ponds from where it can be allowed to pass through wetland areas for removing heavy metals from the water. The applicant also envisages that when the water is passed through wetlands, noxious elements will be absorbed or filtered from the water and can be at least partially used by plant life. Thereafter, the water can be accumulated and channelled or pumped to locations where it can be used for irrigation of crops. Where the water is exposed to sunlight, this sunlight may also assist the water cleansing process by killing bacteria in the water.

As mentioned above, the return liquid flow tube does not form a closed path with the outgoing liquid flow tube; indeed the outgoing and return liquid flow tubes are essentially each adapted for single direction travel. Suitable transfer tubes are required to enable water propulsion vehicles to pass from the outgoing liquid flow tube to the return liquid flow tube and vice versa. Provided that the water propulsion vehicles 69 are suitably cleaned and sterilised, there should be little risk of cross-contamination of the water in the outgoing and return liquid flow tubes. The return liquid flow tube is essentially the same as the outgoing liquid flow tube, except as otherwise described.

If there is sufficient clean water available in the outgoing liquid flow tube to be introduced to the return liquid flow tube, then it can be pumped from the outgoing liquid flow tube to the return liquid flow tube. But if it is insufficient, then the return liquid flow tube can be charged with clean water from suitable sources, and this water can be moved in the return liquid flow tube to the urban location. Similar steps can then be taken with this clean water, once it has reached the urban location, to transfer it to the outgoing liquid flow tube. In this manner, an effective circulation of clean water can take place between the urban and rural locations.

It is envisaged that the clean water sources will be from rural dams. For this purpose, farms of rural contour dams can be created which may even provide water of a drinking quality. Such a dam 810 is illustrated in Figure 40.

Typically in rural areas, there may be vast areas of land that receive large volumes of rain from time to time. Such areas are often deforested and support only meagre grass feed. The Applicant envisages using such land to support suitable contour dams such as the dam 810. The dams can be formed in an arrangement which is based on, or even mimics, the arrangement and water-course structure of natural rivers. In particular, the arrangement may include many interconnected contour dams of various shapes and depths.

During heavy rains, these contour dams can be used to catch water which might otherwise be lost. If the arrangement of contour dams is formed near to an actual river, then excess or overflow water from the dams may be directed by natural or built watercourses so as to drain into the river.

The arrangement of such contour dams in relation to the transport system, and in particular the return liquid flow tube, provides the combined advantage of a means of capturing valuable water, a low pollution commuter system and a means of conveying drinking water from outlying areas to the urban location.

Although the outgoing and return liquid flow tubes are essentially separate from each other, their combined effect is to establish a circuit in which water is conveyed from an urban location to rural areas where it is treated (preferably by natural means) before being used, for example, on farms, and clean water is conveyed back to the urban location from contour dams. If this clean water itself is then used in the outgoing liquid flow tube, this may reduce the amount of treatment of the water that is required.

If water plants and fish are provided in the dams, then these may provide a means of cleaning the water within the dams. Furthermore, if trees are provided around the dams they may assist in slowing down evaporation of the dam water and this may assist in maintaining the water supplies. The dams could be fenced off to prevent access by livestock which might cause contamination of the water. Management rules could be established relating to use of the water in the dams for the transport system. For example, it may be decided that the water from the dams cannot be used for the transport system if the level falls below 30% of a dam's maximum capacity. It is envisaged that water would be used from those dams at higher elevations before using water from dams at lower elevations. This may assist in avoiding possible losses that might occur due to gravitational movement of high-lying water in the event that water from lower-lying dams were used first.

It is envisaged that the dams would be constructed on unused land of the poorest agricultural quality, in particular where the layers of topsoil and subsoil are relatively thin. Constructing the dams in these locations has the advantage that such land which is otherwise unproductive, is put to good use.

Further details of the dams are described in relation to the dam 810 of Figure 40. Building the dam 810 involves excavating the ground from the original ground level 812 to the desired depth of the floor 814 of the dam. Topsoil and any clay-type soil that is removed during this excavation can be collected and stockpiled. This stockpiled soil can then be utilised to form part of the walls 816 of the dam 810. This may be particularly useful if the dam 810 is built on land with a steep gradient. The stockpiled soil can also be used for landscaping the area 818 surrounding the dam and may even be used to improve the overall quality of the soil in those areas. This may facilitate the growing of crops or livestock feed in these areas, and a portion of the water in the dams can even be used for irrigation of these areas.

In a preferred embodiment, the dam 810 is lined with a plastics liner 820, and this is preferably of recycled plastic material. This will assist in minimising any loss of the water due to seepage into the ground. Preferably, the walls 816 of the dam 810 are constructed using particulate matter which is preferably compacted and which preferably includes sand and/or crushed rock and/or graded subsoil, with the plastics liner 820 being disposed over the particulate matter.

The plastics liner 820 is preferably formed using separate plastics sheets which are plastic welded to one another. The plasties liner 820 itself is preferably covered with further layer 822 of particulate matter which preferably includes fine crushed rock and/or graded subsoil. Although this material is porous, it may assist in protecting the plastics liner and preventing the liner from becoming damaged or ruptured.

While the particulate matter under the liner 820 is preferably compacted to a relatively high degree, there is preferably some minor compacting of the liner and layer 822 of particulate matter disposed on the liner. This minor compacting may be effected partly or entirely by the pressure of the dam water 824 thereon.

As sedimentation is likely to occur, it is envisaged that this should eventually cause minor leaks to be sealed. This sealing effect may be enhanced by any clay present in the substratum beneath the liner 820. If minor leaks or minor ruptures occur, then if these do not result in erosion of the land below the dam 810, they can be left alone. Alternatively, especially if they do cause erosion, they can be located and repaired.

It may also be possible to completely drain a dam and allow it to dry and for excess sedimentation to be removed without damaging the liner. This process may be facilitated if the cross sectional dimensions of the dam are measured and the details recorded. This is because, where blades are used for removing the sedimentation, the blade height can be controlled by laser control, based on the recorded dimensions.

The transport system using the outgoing and return liquid flow tubes will also provide a useful source of water for fire-fighting purposes. Indeed, suitably spaced fire hydrants (e.g. 6 inch (152.4 mm) mains line hydrants) which tap into the liquid flow tubes can be provided as required

Although various aspects of the invention are described above with reference to particular embodiments, it will be appreciated by those skilled in the art that they are not limited to those particular embodiments, but may be embodied in other forms.

Claims

CLAIMS:

1. A matter propulsion system comprising: propellable matter containment means defining an elongate containment area having a longitudinal axis, the containment area containing a body of propellable matter; a flow path intersecting said containment area at a flow intersection; and matter propulsion means for propelling propulsion matter along the flow path, wherein the propulsion means is configured to perform at least one of a first step and a second step, the first step comprising forcing propulsion matter along the flow path thereby drawing propellable matter from the containment area into the flow path via the flow intersection at an acute angle to the longitudinal axis and propelling the propellable matter along the flow path, and the second step comprising forcing propulsion matter along the flow path towards the containment area to intersect the containment area at the flow intersection at an acute angle to the longitudinal axis, whereby said performing of said at least one of said first and second steps causes said body of propellable matter in said containment area to move longitudinally along the containment area.

2. A matter propulsion system according to claim 1 wherein the flow path includes a conduit.

3. A matter propulsion system according to claim 1 or claim 2 wherein said propellable matter and said propulsion matter are the same type of matter.

4. A matter propulsion system according to claim 2 in the form of a liquid propulsion apparatus, the apparatus comprising: an elongate liquid flow channel constituting said containment means, the channel having an inner wall which defines an inner channel passage which constitutes said containment area, the passage having a central axis which constitutes said longitudinal axis; an elongate propulsion tube which constitutes said conduit and which has a first end and a second end, the liquid flow channel opening into said first end via a propulsion outlet which constitutes a said flow intersection, the propulsion outlet being disposed in the inner wall and said second end of the propulsion tube opening into the liquid flow channel via a propulsion inlet which constitutes another said flow intersection, the propulsion inlet being disposed in the inner wall so as to be spaced from the propulsion outlet along the length of said central axis; wherein said propulsion means is disposed along the propulsion tube and is configured for performing said first and second steps by drawing into the propulsion tube, via the propulsion outlet, said propellable matter in the form of liquid from a body of the liquid in the inner channel passage, wherein that matter, once in the propulsion tube, constitutes propulsion matter, and for forcing that liquid along the propulsion tube and into the inner channel passage via the propulsion inlet, and wherein the liquid propulsion apparatus is configured such that said drawing and forcing of liquid causes said body of liquid in the inner channel passage to flow longitudinally along the inner channel passage.

5. A matter propulsion system according to claim 4 wherein said liquid flow channel is constituted by a liquid flow tube and the inner channel passage is constituted by an inner tube passage.

6. A matter propulsion system according to claim 4 or claim 5, wherein said propulsion means includes at least one pump.

7. A device transport system, the device transport system comprising: a liquid propulsion apparatus according to claim 5, wherein the inner tube passage contains a body of liquid; a transportation element disposed in the inner tube passage, the transportation element being configured to be moved along the inner tube passage by movement of said body of liquid along the inner tube passage; a transportable device adjacent the liquid flow tube; and a connector connecting the transportable device to the transportation element for causing movement of the device by said movement of the transportation element.

8. A device transport system according to claim 7 wherein the transportable device is a vehicle.

9. A device transport system according to claim 8 wherein the vehicle has wheels supported on a road surface to enable movement of the vehicle along the road surface.

10. A device transport system according to claim 8 or claim 9 wherein the vehicle is at least one of a multiple-passenger vehicle and a prime mover for a multiple-passenger vehicle.

11. A device transport system according to any one of claims 7 to 10 wherein said propulsion means includes at least one pump.

12. A device transport system according to any one of claims 7 to 11 wherein the transportable device is movable relative to the connector.

13. A device transport system according to any one of claims 7 to 12 wherein the transportation element includes a cylindrical component having an outer shape complementary to the inner tube passage.

14. A device transport system according to any one of claims 7 to 13 wherein the inner wall defines a slot extending substantially along the length of the wall, the connector passing through the slot from the transportable device to the transportation element, the device transport system comprising sealing means adapted to permit movement of the connector along the slot while at least partly sealing the slot to substantially minimise the extent to which the body of liquid contained in the inner tube passage can escape from the inner tube passage via the slot.

15. A device transport system according to claim 14 wherein the sealing means comprises resilient elastomeric material.

16. A device transport system according to claim 15 wherein the elastomeric material defines at least one gas filled chamber for facilitating deformability.

17. A device transport system according to any one of claims 7 to 13 and 14 to 16 wherein the transportation element defines a central passage and has at least one closure element being movable between a closed position in which it closes at least part of that central passage and an open position in which that central passage is substantially fully open, wherein the transportation element is configured to be urged in movement along the inner tube passage by said flowing of the body of liquid when the at least one closure element is in the closed position, and wherein the body of liquid can flow through the central passage when the at least one closure element is in the open position, thereby to enable the transportation element to remain substantially stationary relative to the liquid flow tube.

18. A device transport system according to any one of claims 7 to 13, 14 to 16, and 17 wherein the transportation element defines a central passage and has at least one water jet nozzle configured to direct a jet of water in relation to that part of said body of water that is contained in the inner tube passage and which is within the central passage, for accelerating the transportation element.

19. A device transport system according to any one of claims 7 to 13, 14 to 16, and 17 and 18, comprising at least one generator including at least one turbine configured to be rotatably driven as a result of said flowing of the body of liquid along the inner tube passage, wherein rotation of the at least one turbine causes the generator to generate electricity.

20. A device transport system according to claim 19, wherein said at least one turbine is disposed in-line in relation to the inner tube passage.

21. A device transport system according to claim 19, comprising an elongate branch passage having two opposite ends each connected in liquid flow communication to the inner tube passage and extending adjacent to the inner tube passage, said at least one turbine being disposed in the branch passage.

22. A transport system comprising: a matter propulsion system according to claim 5 wherein the liquid flow tube contains a body of liquid; and a transportation element disposed in the inner tube passage, the transportation element defining a central passage and having at least one closure element being movable between a closed position in which it closes at least part of that central passage and an open position in which that central passage is substantially fully open, wherein the transportation element is configured to be urged in movement along the inner tube passage by said flowing of the body of liquid when the at least one closure element is in the closed position, and wherein the body of liquid can flow through that central passage when the at least one closure element is in the open position, thereby to enable the transportation element to remain substantially stationary relative to the liquid flow tube.

23. A transport system comprising: a matter propulsion system according to claim 5 wherein the liquid flow tube contains a body of liquid; and a transportation element disposed in the inner tube passage, the transportation element defining a central passage and having at least one water jet nozzle, wherein the transportation element is configured to be accelerated along the inner tube passage by the directing of a jet of water from the at least one water jet nozzle in relation to that part of said body of water that is in the inner tube passage and which is within the central passage.

24. A water vessel adapted to move through an expanse of water and to be supported by part of said expanse, wherein the water vessel includes a matter propulsion system according to claim 5, wherein said liquid flow tube has a vessel inlet for enabling water from said expanse to enter said inner tube passage so as to constitute said body of liquid, and a vessel outlet for enabling water in the inner tube passage to exit to said expanse; and wherein said drawing and forcing of liquid causes said body of liquid in the inner tube passage to flow along the inner tube passage thereby causing movement of the vessel through said expanse.

25. A water vessel according to claim 24, wherein the vessel is one of a boat and a ship.

26. A method of utilising water using a matter propulsion system according to claim 4, wherein the liquid flow channel extends from a first location to a second location, the method comprising: causing said body of liquid in the inner channel passage to flow longitudinally, in a flow direction, along the inner channel passage by said drawing and forcing of liquid; and performing at least one of a first operation and a second operation wherein the first operation includes removing water from the inner channel passage and conveying the water to a location remote from the inner channel passage, and the second operation includes conveying water to the inner channel passage from a source remote from the inner channel passage and depositing that water in the inner channel passage.

27. A method of utilising water according to claim 26, wherein, in the first operation, said removing of the water is effected by pumping the water.

28. A method of utilising water according to claim 26 or claim 27, wherein the step of causing said body of liquid in the inner channel passage to flow includes thereby propelling a vehicle.

29. A method of utilising water according to any one of claims 26 to 28 wherein the liquid flow channel has discrete segments juxtaposed along at least part of the length thereof, each segment having a valve at the downstream side thereof in relation to said flow direction, each valve being adapted, when closed, to cause the flow of said body of liquid along the inner channel passage to cease.

30. A method of utilising water according to claim 29 wherein said first operation includes closing a said valve of a particular segment to cause the flow of said body of liquid to cease, before proceeding with said removing of water, wherein said removing of water occurs from said particular segment upstream of the closed valve.

31. A method of utilising water according to claim 29 wherein said second operation includes closing a said valve of a particular segment to cause the flow of said body of liquid to cease, before proceeding with said depositing of water in the inner channel passage, wherein said depositing of water occurs downstream of the closed valve.

32. A method of utilising water according to any one of claims 26 to 31 wherein, in said second operation, the water is at least one of recycled water, treated water, water from a natural flowing source, and water from a water collection means.

33. A method of utilising water according to claim 32 wherein said water collection means includes a dam.

34. A method of utilising water according to claim 33 wherein said dam is one of a plurality of dams interconnected in fluid flow communication with one another.

35. A method of utilising water according to claims 34 wherein at least one of the dams is connected to a natural water-course.

36. A method of utilising water according to claim 34 or claim 35 wherein the dams of said plurality of dams are located at different elevations to one another, the method further comprising drawing water for further use from that one of the plurality of dams which is at the highest elevation.

37. A method of utilising water according to any one of claims 26 to 36 wherein the matter propulsion system includes an outgoing liquid flow channel for directing water in a said flow direction being from the first location to the second location and an incoming liquid flow channel for directing water in a said flow direction being from the second location to the first location.

38. A method of utilising water according to claim 37 wherein the matter propulsion system includes a connection liquid flow channel for connecting the outgoing liquid flow channel in liquid flow communication with the incoming liquid flow channel at at least one of said first location and said second location.

39. A method of utilising water according to any one of claims 26 to 38 wherein the first operation includes, after the said conveying of the water to said location remote from the inner channel passage, at least one of the steps of storing the water, applying the water to irrigation, and purifying treatment of the water.

40. A method of utilising water according to claim 38 wherein the step of storing the water includes storing the water in a pondage area, the method comprising the further step of permitting the stored water to seep from the pondage area through substratum to remove impurities from the water.

41. A method of utilising water according to claim 40, comprising the step of collecting the water that has seeped through substratum and using the collected water for irrigation.

42. A method of utilising water according to claim 39 wherein the step of storing the water includes storing the water in a dam.

43. A method of utilising water according to claim 42 wherein the dam is one dam of a group of interconnected dams.

44. A method of utilising water according to any one of claims 26 to 43 wherein the liquid flow channel is of varying elevation and wherein, in the first operation, said removing of the water is from a part of the liquid flow channel at or proximate to a position of the liquid flow channel at which it is at its highest elevation.

45. A method of utilising water according to any one of claims 26 to 44 wherein said first location is in an urban area and said second location is in a rural area.

46. An electricity generating system comprising: a matter propulsion system according to claim 5 or claim 6; and at least one generator including at least one turbine configured to be rotatably driven as a result of said flowing of the body of liquid along the inner channel passage, wherein rotation of the turbine causes the generator to generate electricity.

47 An electricity generating system according to claim 46, wherein said at least one turbine is disposed in-line in relation to the inner channel passage.

48. An electricity generating system according to claim 46, comprising an elongate branch passage having two opposite ends each connected in liquid flow communication to the inner channel passage and extending adjacent to the inner channel passage, said at least one turbine being disposed in the branch passage.

49. An electricity generating system according to claim 46, comprising at least one take-off tube section leading from the liquid flow channel, said at least one generator being downstream of, and in liquid flow communication with, said at least one take-off tube section.

50. A matter propulsion system according to claim 2 in the form of a ventilated tunnel system, the ventilated tunnel system comprising: an elongate tunnel having two tunnel ends, the tunnel having an inner tunnel wall constituting at least part of said propellable matter containment means, the tunnel wall defining an inner tunnel passage constituting said elongate containment area, and having a first tunnel opening at one of the tunnel ends opening into the tunnel passage and a second tunnel opening at the other tunnel end opening into the tunnel passage; at least one elongate air propulsion tube constituting a said conduit, having a first tube end and a second tube end, the tunnel passage opening into said first tube end via a tunnel outlet disposed in the tunnel wall at a said flow intersection and said second tube end opening into the tunnel passage via a tunnel inlet disposed in the tunnel wall at a said flow intersection, the tunnel inlet being spaced from the tunnel outlet along the length of the tunnel; and at least one air pump, constituting a said matter propulsion means, disposed along the at least one air propulsion tube for drawing, into the air propulsion tube, via the tunnel outlet, propellable matter in the form of air from a body of air in the tunnel passage, wherein that air, once in the air propulsion tube, constitutes said propulsion matter, propelling that air along the air propulsion tube, and forcing that air into the tunnel passage via the tunnel inlet, thereby to perform said first and second steps, wherein the ventilated tunnel system is configured such that said drawing and forcing of air causes at least past of said body of air in the tunnel passage to move along the tunnel passage such that air is drawn into the tunnel passage via the first tunnel opening.

51 A matter propulsion system according to claim 50 configured such that said drawing and forcing of air causes air to be forced from the tunnel passage via the second tunnel opening.

52. A matter propulsion system according to claim 50 or claim 51 comprising an exhaust passageway, wherein at least one said tunnel inlet is configured to deflect air moving along the tunnel passage such that at least part of the deflected air is directed into the exhaust passageway.

53. A ventilated tunnel system according to claim 52 comprising a dividing means configured to divide said deflected air whereby said part of the deflected air is directed into the exhaust passageway and the remainder of the deflected air is directed towards said second tunnel opening.

54. A water canon system comprising: a matter propulsion system according to claim 5 wherein the body of liquid includes water and the liquid flow tube is endless so as to define a substantially closed circuit; a first canon pipe opening at a first end thereof into the liquid flow tube at a first position; a canon barrel pipe having a first end and a second end, a second end of the first canon pipe opening into the first end of the canon barrel pipe and the second end of the canon barrel pipe being positioned to project liquid flowing along the canon barrel pipe from that second end in a desired projection direction; and first valve means for selectively closing off the first canon pipe from the liquid flow tube to prevent the body of liquid moving along the liquid flow tube from entering the first canon pipe, or selectively diverting the body of liquid from the liquid flow tube into the first canon pipe and along the canon barrel pipe.

55. A water canon system according to claim 54 comprising: a second canon pipe opening at a first end thereof into the liquid flow tube at a second position spaced from the first position, a second end of the second canon pipe opening into the first end of the canon barrel pipe; and second valve means for selectively closing off the second canon pipe from the liquid flow tube to prevent the body of liquid moving along the liquid flow tube from entering the second pipe, or selectively opening the second canon pipe to the liquid flow tube to allow water travelling from the canon barrel pipe and along the second canon pipe to enter the liquid flow tube.

56. A water canon system according to claim 54 or claim 55 wherein the first valve means comprises at least one valve disposed in the first canon pipe adjacent to said first position and another valve disposed in the liquid flow tube downstream of said first position in relation to the direction in which the body of liquid flows along the inner tube passage.

57. A water canon system according to any one of claims 54 to 56 comprising a closable opening in the canon barrel pipe to enable the insertion of an article to be projected along the canon barrel pipe and from the second end thereof by liquid flowing therealong.

58. A method of propelling an article using a water canon system according to claim 57, the method comprising: operating said first and second valve means to close off the first canon pipe and second canon pipe from the liquid flow tube; causing said body of liquid in the inner tube passage to flow along the inner tube passage by causing the liquid propulsion apparatus to effect said drawing and forcing of liquid; then operating said first valve means to divert the body of liquid from the liquid flow tube into the first canon pipe and along the canon barrel pipe, thereby to propel an article, in the canon barrel pipe, therealong and from the second end of the canon barrel pipe.

59. A method of propelling an article according to claim 58, comprising the step, prior to the step of operating said first valve means to divert the body of liquid, of inserting the article in the canon barrel pipe via said closable opening.

60. A method of propelling an article according to claim 58 or claim 59, comprising the step of operating said second valve means to open the second canon pipe to the liquid flow tube to allow water to run from the canon barrel pipe and along the second canon pipe into the liquid flow tube.

61. A matter propulsion system according to claim 1 , in the form of a craft adapted to move through space, the craft comprising: plasma generating means for generating plasma from gas; and a plurality of plasma directing nozzles for directing said plasma such that the plasma is forced as a plurality of plasma streams into a propulsion zone containing zone matter, the streams being directed to flow closer to one another in a direction away from the nozzles whereby at least some of the streams intersect one another at at least one predetermined distance from the nozzles, each stream being deflected at a deflection position corresponding substantially to said at least one predetermined distance, such that the deflection causes the streams to form, together, a substantially tubular formation of plasma streams, wherein said propellable matter is constituted by zone matter contained in the tubular formation of plasma streams, this tubular formation constituting said containment means which defines said containment area, each plasma stream constitutes a said flow path and each said deflection position constitutes a said flow intersection, each nozzle constitutes at least part of said matter propulsion means and said propelling of propulsion matter along the flow path is constituted by directing the plasma along said plasma streams, and the propulsion means is configured to perform said second step wherein said forcing of propulsion matter along the flow path toward the containment area to intersect the containment area at a flow intersection at an acute angle to the longitudinal axis, is constituted by the directing of the plasma streams towards the tubular formation of plasma streams, and the causing of said propellable matter in said containment area to move longitudinally along the containment area results in a reaction force which causes a thrust on the craft.