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Now let's take a quick trip. We start at this nearby station, which stands easily above a 12-foot-wide median in any street or boulevard.
Looking from the side we see two stairways, an elevator, and a man at the ticket machine. The upper level has four doors on each side, to receive four-car trains. These short trains let the station be only a quarter as long as a standard Metro station.
Having paid our fare, we can choose the stairs for the exercise, or take the 18-passenger elevator.
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Inside the air-conditioned enclosure, there are few seats because the next train will be here in two to five minutes. In off-hours, it is just one car, and overhead signs tell which door will open.
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The man is studying the train's suspension as it stops. There is a steel wheel below and a novel "outrigger" above to stabilize the train.
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Now the doors open and here is the passageway, 54 inches wide. The overhanging roof is a rain shelter. One of the outriggers is seen up ahead.
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There are seats for 22 with a good view outdoors. Note the friendly operator up front. The rear door would be open if a second car were coupled behind.
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There is reasonable space for another 20 standees, but up to 30 is allowable. A compartment beyond the side-facing seats encloses the mechanical stuff.
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As our train leaves the station, the beam tapers to resume its normal, compact section. You can see that a car has two outriggers, each having rollers along the track.
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This is a greatly enlarged section through the outrigger and upper track. There are four, 6-inch-diameter rollers above the rail and four more below. The dark frame encircles the railhead so that even if all rollers failed, the outrigger still can't let go. The red blob buried in the beam brings 750-volt power from substations placed about three miles apart.
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And here you see the outrigger's attachment to the car in a manner allowing the beam to be only five feet high whereas the rail was overhead at the station. Also shown is the red motor and the blue "truck", a combination gearbox and inclined wheel.
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The steel columns are only half as wide as those for the Seattle Monorail. If they must be protected against attack by errant trucks, concrete planters can encircle them as shown in some photos.
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This shows how the tight radius you saw in the video permits two-way traffic to enter relatively narrow cross-streets. No existing form of aerial transit can match that.
And here is our switching invention in the urban context. A train from the side street is approaching the far switch (not visible here), while a second train continues on the trunk line after passing through the near switch.
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Above all, our geometry lets a train from the far line rise and curve over the near line, yielding the same safety and freedom between opposite lines that are the buried secret of a Metro. No aerial system in the world has done this above city streets for nearly a century – and this is why our monobeam is a world-class breakthrough.
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.JPG)
Now let's take a quick trip. We start at this nearby station, which stands easily above a 12-foot-wide median in any street or boulevard.
Looking from the side we see two stairways, an elevator, and a man at the ticket machine. The upper level has four doors on each side, to receive four-car trains. These short trains let the station be only a quarter as long as a standard Metro station.
Having paid our fare, we can choose the stairs for the exercise, or take the 18-passenger elevator..JPG)
Inside the air-conditioned enclosure, there are few seats because the next train will be here in two to five minutes. In off-hours, it is just one car, and overhead signs tell which door will open..JPG)
The man is studying the train's suspension as it stops. There is a steel wheel below and a novel "outrigger" above to stabilize the train..JPG)
Now the doors open and here is the passageway, 54 inches wide. The overhanging roof is a rain shelter. One of the outriggers is seen up ahead..JPG)
There are seats for 22 with a good view outdoors. Note the friendly operator up front. The rear door would be open if a second car were coupled behind..JPG)
There is reasonable space for another 20 standees, but up to 30 is allowable. A compartment beyond the side-facing seats encloses the mechanical stuff..JPG)
As our train leaves the station, the beam tapers to resume its normal, compact section. You can see that a car has two outriggers, each having rollers along the track..JPG)
This is a greatly enlarged section through the outrigger and upper track. There are four, 6-inch-diameter rollers above the rail and four more below. The dark frame encircles the railhead so that even if all rollers failed, the outrigger still can't let go. The red blob buried in the beam brings 750-volt power from substations placed about three miles apart..JPG)
And here you see the outrigger's attachment to the car in a manner allowing the beam to be only five feet high whereas the rail was overhead at the station. Also shown is the red motor and the blue "truck", a combination gearbox and inclined wheel..JPG)
The steel columns are only half as wide as those for the Seattle Monorail. If they must be protected against attack by errant trucks, concrete planters can encircle them as shown in some photos..JPG)
This shows how the tight radius you saw in the video permits two-way traffic to enter relatively narrow cross-streets. No existing form of aerial transit can match that.
And here is our switching invention in the urban context. A train from the side street is approaching the far switch (not visible here), while a second train continues on the trunk line after passing through the near switch..JPG)
Above all, our geometry lets a train from the far line rise and curve over the near line, yielding the same safety and freedom between opposite lines that are the buried secret of a Metro. No aerial system in the world has done this above city streets for nearly a century – and this is why our monobeam is a world-class breakthrough.
