WO2006050273A2

WO2006050273A2 - Apparatus and method for a single-lane rapid mass transit system

Info

Publication number: WO2006050273A2
Application number: PCT/US2005/039289
Authority: WO
Inventors: Viet Ngo
Original assignee: The Lemna Corporation
Priority date: 2004-11-02
Filing date: 2005-11-01
Publication date: 2006-05-11
Also published as: WO2006050273A3

Abstract

A system and method of mass transit management is disclosed. The system and method employ a dedicated single-lane two-directional roadway (20), with a plurality of independently steerable vehicles (LV 1-LV 16) operable on the roadway (20). A plurality of vehicle passing nodes are provided along the roadway, with each node constituting either a station (S1-S12) or a stop point (SP1-SP5). A segment (1-16) is defined along the roadway (20) between each pair of consecutive nodes. Synchronized movement of a first vehicle through a first one of the segments in only a first direction during a first movement phase is permitted, thereby allowing the first vehicle to traverse that first segment. Synchronized movement of a second vehicle through a second one of these segments in only a second, opposite direction during the first movement phase is permitted, to thereby allow the second vehicle to traverse that second segment. Control means are provided for controlling the timing and direction of vehicle movements and vehicle stoppage along the segments and nodes.

Description

APPARATUS AND METHOD FOR A SINGLE-LANE RAPΓD MASS TRANSIT SYSTEM

BACKGROUND

The present invention relates to improvements in mass transit systems, and particularly to an efficient system for mass transit using a single-lane two- directional roadway transit corridor.

Traffic congestions cause tremendous problems for large metropolises: people and goods cannot efficiently get from one point to another, commercial activities are slowed down, mental and physical stress from urban living increases, problems of pollution are exacerbated.

Mass transit systems such as metros and light rails are effective means to move people because of the dedicated lines for such services. They are, however, very expensive and generally not affordable in most urban places around the world. Large vehicles such as buses are much cheaper to operate but they often become snared in traffic jams themselves, and, as a result, cannot maintain reliable schedules.

Due to the extremely high population density in large cities, dedicating a circulation lane or two for mass transit causes nearly impossible problems in finding suitable space for this public transport. Digging a tunnel is the most costly solution; an elevated lane is also very expensive to build; even a dual track on the ground for a light rail takes up too much space in or near downtown areas, in addition to the relatively high cost of such a dedicated railway or light rail system and its required infrastructure of land, equipment and labor.

For most cities, it takes decades to implement a mass transit system that could reliably move scores of people, and typically at high costs requiring subsidies from a national government.

The present invention makes use of public large vehicles moving on a simple roadway instead of two-way railways tracks, and uses much less space than any current mass transit systems requiring a dedicated two-way roadway or runnel. Thus, the present invention provides an efficient means of single-lane mass transit.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention will be further explained with reference to the attached figures, wherein like structure or system elements are referred to by like reference numerals throughout the several views.

FIG. l is a schematic representation of a transit corridor incorporating the present invention.

FIG. 2a is a schematic representation of a plurality of vehicles positioned along the corridor of FIG. 1, with the vehicles in a first stopped state. FIG. 2b is a schematic representation of the vehicles and corridor of FIG.

2a, with the vehicles in a first traveling state.

FIG. 2c is a schematic representation of the vehicles and corridor of FIGS. 2a-2b with the vehicles in a second stopped state.

FIG. 2d is a schematic representation of the vehicles and corridor of FIGS. 2a-2c with the vehicles in a second traveling state.

FIG. 3 is a top view of an exemplar)' station of the present invention. FIG. 4 is a top view of an exemplary stop point of the present invention. FIG. 5 is a schematic representation of the transit corridor of FIG. 1, having a number of mini -transit corridors defined thereon. While the above-identified figures set forth one or more embodiments of the present invention, other embodiments are also contemplated, as noted in the disclosure. In all cases, this disclosure presents the invention by way of representation and not limitation. It should be understood that numerous other

modifications and embodiments can be devised by those skilled in the art which fall within the scope and spirit of the principles of this invention.

SUMMARY The present invention, in one aspect, is a method of transit management comprising providing a single-lane two-directional roadway transit corridor and dividing the corridor into a plurality of segments along the transit corridor, wherein each segment is defined between two vehicle passing nodes, with each node being a station or a stop point. The method further comprises providing a plurality of independently steerable vehicles on the transit corridor, permitting synchronized movement of a first vehicle through a first one of the segments in only a first direction during a first movement phase to thereby allow the first vehicle to traverse that first segment, and permitting synchronized movement of a second vehicle through a second one of the segments in only a second, opposite direction during the first movement phase to thereby allow the second vehicle to traverse that second segment.

In one embodiment, during a second subsequent movement phase lasting a same duration of time as the first movement phase, the method further comprises permitting synchronized movement of the first vehicle through that second segment in only the first direction to thereby allow the first vehicle to traverse the second segment, and permitting synchronized movement of the second vehicle through the first segment in only the second, opposite direction to thereby allow the second vehicle to traverse that first segment.

In a further embodiment, the method further comprises permitting synchronized movement of the first and second vehicles through separate segments of the transit corridor during discrete subsequent movement phases, wherein each movement phase lasts for the same duration of time as the first movement phase. -A-

In an alternative aspect of the present invention, the present invention is a method of coordinating simultaneous movement in opposite directions of a number of separate and independently steerable vehicles along a dedicated single-lane roadway corridor which comprises making time- synchronized caravan-like movements of the vehicles through a plurality of segments defined along the corridor.

In yet another aspect of the present invention, the invention is a transit corridor system comprising a dedicated single-lane two-directional roadway, a plurality of independently steerable vehicles operable on the roadway, and a plurality of vehicle passing nodes located along the roadway, with each node constituting a station or a stop point. The invention further comprises a segment defined along the roadway between each pair of consecutive nodes, wherein movement of a vehicle along each such segment is only permitted in one direction at a given time and for an established duration of time, and control means for controlling the timing and direction of vehicle movements along the segments.

In one embodiment, the control means for the inventive transit corridor system permits synchronized movement for a first vehicle through a first segment in only a first direction during a first movement phase to thereby allow the first vehicle to traverse the first segment, and permits synchronized movement of a second vehicle through a second segment in only a second, opposite direction during the first movement phase to thereby allow the second vehicle to traverse that second segment.

In yet another embodiment of the transit corridor system of the present invention, the first movement phase lasts for an established duration of time and, during a second subsequent movement phase lasting for the established duration of time, the control means permits synchronized movement of the first vehicle through the second segment in only the first direction to thereby allow the first vehicle to

traverse that second segment and permits synchronized movement of the second vehicle through the first segment in only the second, opposite direction to thereby allow the second vehicle to traverse that first segment.

In a further embodiment of the transit corridor system of the present invention, the control means permits synchronized movements of the first and second vehicles through separate segments of the roadway during discrete subsequent movement phases, wherein each movement phase lasts for the established duration of tune.

In one embodiment of the transit corridor system of the present invention, each movement phase is separated by a vehicle stop phase when each vehicle is at a vehicle is at a vehicle passing node and wherein the vehicle stop phases are of equal time intervals.

DETATLED DESCRIPTION

The present invention relates to a method and apparatus for a dedicated single traffic lane in a congested city to move massive numbers of people during different hours of the day.

According to the present invention, one dedicated traffic roadway lane is used to allow independently steerable vehicles such as buses or vans (hereafter, collectively "large vehicles") organized in a caravan fashion to move in both directions without building an expensive double-lane highway, an elevated superstructure or a vehicle track system. Each large vehicle is steerable independently, without the necessity of following a track system for defining the large vehicle's travel path. In one embodiment, each large vehicle is independently powered, and thus not constrained to obtain motive power or steering guidance from a vehicle track system (whether, e.g., such a vehicle track system might include overhead connections, be disposed in a trackbed under the vehicle or constitute some form of non- vehicle contact means such as a radio frequency or

magnetic pathway). This efficiently moves people while using the minimum amount of precious (and most of the time unavailable) public space. The inventive system also achieves effective mass transit without the necessity for creating an expensive and inflexible infrastructure of land, equipment and labor resources. Zones of heavy traffic will have more large vehicles during rush hours without affecting the circulation pattern. A computerized signaling system monitors, coordinates and instructs the movement of large vehicles based on a fixed circulation pattern, using on-board computer and mobile phones assisted by signals installed at strategic locations along the route and at the stations. The use of computers for the signaling control of traffic flow and scheduling of large vehicles will not only increase system capacity and efficiency, but should also facilitate a more controlled (and hence safer) traffic flow.

Providing a rapid mass transit corridor consists of creating and isolating one lane of roadway in heavily congested urban areas and dedicating a right-of-way on that corridor to a managed public transport program. First, the entire corridor and major "stations" to pick up and discharge riders are identified. Next, based on physical characteristics of the corridor, it is divided into segments of equal traveling time by a modern large vehicle fleet. Each segment has two end points called vehicle passing "nodes". A node is designed to be either a "station" or at a "stop point". For instance, FIG. 1 is a schematic representation of a rapid mass transit corridor or roadway 20. In FIG. 1, the illustrative corridor 20 comprises a number of nodes and segments, such as seventeen nodes and sixteen segments. As noted above, each node may be either a station or a stop point and is designed to allow the controlled passage of large vehicles in opposite directions along the transit corridor 20. In the illustrative corridor 20, there are 12 stations, designated as stations Sl,

S2, S3, S4, S5, S6, S7, S 8, S9, SlO, SIl and S 12, and five stop points, designated

SPl₅ SP2, SP3, SP4 and SP5. In FIG. 1, each station along the transit corridor is

illustrated by a square, while each stop point is illustrated by a regular octagon. The varied-length segments of the transit corridor 20 between each pair of adjacent nodes (either adjacent stations, or a station and a stop point, or adjacent stop points) is indicated by a reference numeral, such as segments 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15 and 16.

The transit corridor is a single-lane two-directional roadway. Typically, the established travelling time duration between nodes (i.e., between consecutive stations and stop points along the transit corridor) ranges from about one to three minutes. A transport strategy according to the present invention comprises positioning and directing large vehicles to travel quickly along the transit corridor between nodes and to stop at these nodes on a synchronized basis. All large vehicles will either be travelling on the segments or stopped at the nodes at the same time. Because travel times and stoppage times are constant, the large vehicles will move and stop in unison, thus avoiding having two or more large vehicles traveling on the same segment in opposite directions at the same time. While the travel times are all of the same duration and the stoppage times all of equal time intervals, the segment lengths may differ.

Together, FIGS. 2a-2d are schematic representations of how a plurality of large vehicles are synchronized to move along and stop together on the transit corridor 20. As shown in FIGS. 2a-2d, a movement phase is conducted as a plurality of large vehicles LVl, LV2, LV3, LV4, LV5, LV6, LV7, LV8, LV9, LVlO, LVI l, LV12, LV13, LV14, LV15 and LV16 traverse a fixed circulation pattern defined by the transit corridor 20 relative to the nodes. In FIGS. 2a-2d, the large vehicles are represented by circles, and are shown alongside the transit corridor 20 for clarity of illustration.

At the beginning of a first movement phase, at time t=0, the large vehicles LV1-LV16 are stationed at the nodes (in this illustration, station Sl, station S3, station S4, station S6, station SB, stop point SP3, stop point SP4, stop point SP5 and station S 12) as shown in FIG. 2a. Assuming, for example, that each segment will take 1.5 minutes to travel, and that 0.5 minutes of stoppage time at the nodes is allowed by the system, then at time t=1.5 minutes all of the large vehicles LVl- LV 16 will have traveled through their assigned segments (see arrows indicating large vehicle travel in FIG. 2b), arrived at the next corresponding node and completed their stoppage times at that next mile. If the node is a "station", the large vehicles LVl -LVl 6 can discharge riders (or other cargo) and receive new riders (or other cargo) during the 30-second (0.5 minute) stop. Thus, for example, large vehicle LVl moves from station Sl to station S2, large vehicle LV3 moves from station S4 to station S5, large vehicle LV4 moves from station S6 to station S7, large vehicle LV6 moves from stop point SP3 to station S 9, large vehicle LV7 moves from stop point SP4 to station SlO, and large vehicle LV8 moves from stop point SP5 to station S 11, all in a same first direction along the transit corridor 20. At the same time, (during the same first movement phase), large vehicles have also moved in a second, opposite direction along the transit corridor 20 and some will, for example, arrive after such movement at a node which is a "station". For example, large vehicle LV9 moves from station S 12 to station SI l, large vehicle LVlO moves from stop point SP5 to station SlO, large vehicle LVl 1 moves from stop point SP4 to station S 9, large vehicle LVl 3 moves from station S 8 to station S 7, large vehicle LV14 moves from station S6 to station S5, and large vehicle LV16 moves from station S3 to station S2. If the node is a "stop point", in this example the large vehicles will wait for

30 seconds (0.5 minute) and can allow vendors to sell refreshments, newspapers, etc., to passengers on board (FIG. 2c). In this instance, for example, large vehicle

LV2 moves in the first direction from station S3 to stop point SPl, large vehicle LV5 moves in the first direction from station S8 to stop point SP2, and large vehicle LVl 2 moves in the second, opposite direction from stop point SP3 to stop point SP2, and large vehicle LV15 moves in the second, opposite direction from station S4 to stop point SP 1.

After the allotted interval of stoppage time has been completed, the phased movement operation cycle continues, with the large vehicles progressing simultaneously along each of their next respective segments to their next respective nodes (in unison). This next (or second) movement phase is illustrated in FIG. 2d (where arrows again indicate large vehicle travel). For example, in the first direction, large vehicle LVl now moves from station S2 to station S3, large vehicle LV2 moves from stop point SPl to station S4, large vehicle LV3 moves from station S5 to station S6, and so on. Simultaneously, in the second, opposite direction, large vehicle LV9 moves from station SI l to stop point SP5, large vehicle LVl 0 moves from station S 10 to stop point SP4, large vehicle LVl 1 moves from station S9 to stop point SP3, and so on. The movement of large vehicles in timed intervals along the segments continues, until a particular large vehicle completes a desired segment of travel, or completes an entire loop through all of the segment in both first and second directions. As is apparent from a review of FIGS. 2b and 2d, movement of large vehicles in the first direction (upwardly as shown in FIGS. 2b and 2d) occurs along segments of the transit corridor 20 which are separate and distinct from those segments where other large vehicles are moving in the second, opposite direction along the transit corridor 20 (downwardly as seen in FIGS. 2b and 2d). Thus, a single-lane roadway can be used for synchronized opposite direction movement of a large number of independently steerable vehicles for mass transit purposes.

FIG. 3 is a top view of one of the stations (e.g., station S3). Each station generally has fenced-in areas that are designed to maintain controlled access to a waiting platform 26 for paying customers who are arriving or departing for travel along the transit corridor 20. The platform may include clear and legible indicators (not shown), such as electronic boards and signs, indicating a direction of travel, information regarding next stations, (and stop points), expected arrival and/or departure times for large vehicles from that station, delays or system stoppages, ticket booths 28, gates 27, and associated transit staff and security personnel. Movable barriers or dividers 30 may be provided on the platform 26 to separate passengers traveling in different directions. During heavy traffic hours (when one travel direction is in demand more than the other), these dividers 30 are moved to enlarge or reduce portions of the waiting platform 26 accordingly. Each station is also provided with parking spaces 32 for additional large vehicles and other service vehicles, and amenities such as petroleum stations 34, light maintenance facilities, etc., to service the large vehicles (such as large vehicles LVl and LV15) while they are in waiting. The platform 26 is designed to facilitate quick loading and unloading of people, rapid movement of people through the station and cleanliness.

The station S3 is positioned alongside the transit corridor 20. The station S3 provides parking zones 40, 42, 44 and 46 for a plurality of large vehicles at the station S3, alongside one side of the transit corridor 20. For ticketing security and possible safety concerns, portions of station S3 maybe enclosed by a fence 48. A fence 50 may also be provided alongside the transit corridor 20, opposite the station S3.

Each large vehicle is independently steerable and controlled by an operator. The operator thus drives bis or her large vehicle along the transit corridor 20, and can park the large vehicle in any one of an assigned plurality of parking zones 40, 42, 44 or 46, or in an assigned parking space 32. Movement instructions for each

large vehicle maybe provided by one or more stop/start signals 52 at the station S3, as well as by speed signals 54 and 56 located on the transit corridor 20 adjacent each end of the station S3 (or at any desired location along the transit corridor 20). Since large vehicle traffic will occur in both directions along the transit corridor 20 (both up and down, as viewed in FIG.3), speed signals are provided facing each direction.

FIG. 4 is a top view of one of the stop points (e.g., stop point SP3). Each stop point generally has fenced-in areas where the large vehicles can stop for short stoppage time intervals and can be serviced by authorized vendors (who might sell water, drinks, snacks, newspapers and/or provide other services and amenities to passengers waiting in the large vehicles). Each stop point can also serve as a mini- station where people can come in and out of large vehicles under the watch and control of transit staff and/or security personnel.

As seen if FIG. 4, the footprint for a stop point is typically not as large as the footprint required for a station. In one embodiment, it is contemplated that passengers stay in the large vehicles at a stop point, so no platform is provided. Each stop point may also be provided with parking spaces 62 for additional large vehicles and other sendee vehicles, a shelter or control building 64 and other vehicle/passenger amenities as desired. A fence 66 may again be provided for security and/or safety concerns around the stop point SP3, with one or more gates 68 therethrough. Like the stations, a fence 50 may also be provided along the transit corridor 20 on its side opposite the stop point SP3. The stop point SP3 has large vehicle stopping zones 70, 72, 74 and 76, which extend alongside one side of the transit corridor 20. While each large vehicle is independently steerable and moveable, control of movement of each large vehicle is again dependent upon an operator who receives transportation instructions via start/stop signals 52 and speed signals 54 and 56, as described above.

The station S3 and stop point SP3 illustrated in FIGS. 3 and 4, respectively, are intended to be merely illustrative of such features of the inventive mass transit system and their respective functions. For instance, additional parking spaces, different platform configurations and the like are contemplated. However, in whatever form they take, these stations and stop points serve as nodes along the transit corridor 20 which permit vehicle movement on a synchronized basis, while allowing the passing of large vehicles travelling in opposite directions along the transit corridor 20.

A "control headquarter" (not shown), which can be located on or near the transit corridor 20, is equipped with computers, cameras, and other suitable monitoring equipment to direct traffic flow on the transit corridor 20 by sending out electronic signals on flashing billboards, start/stop signals, speed signals or other indicators along the transit corridor 20 and at the stations and stop points to instruct drivers and other personnel to start and stop, maintain suggested speeds, react to emergency situations, etc. A specific control computer program is established for each application (i.e., for each particular transit corridor) to optimize the use of the facilities, to control traffic and the operations, and to maximize the effective operation of the overall transit management system.

To avoid accidents, two independent computer systems may be used to control signaling along the transit corridor 20. Readily visible signals (or other indicators) are installed at regular intervals along the transit corridor 20 (on both sides) to let large vehicle operators quickly read a traffic situation and what the operator should do in case of emergency. For example, if there is a disruption at any given point along the transit corridor 20, all operators are instructed by the control headquarter to stop and wait for further instructions (or, for example, to proceed to the next node on the transit corridor and stop to wait for further instructions).

Cameras and telephone communications are also used to contact operators with

transit instructions and alerts. The computerized signaling system may include both hard-wired and wireless components, and may also include signaling devices that track each large vehicle's location at all times.

If there are crossings where cross traffic (i.e., vehicles traveling along a route that intersects the transit corridor 20) need to traverse the dedicated roadway of the transit corridor 20, an automated barrier/gate system is used to stop the cross traffic while waiting for the large vehicles to pass through the crossing along the transit corridor 20.

To service heavy traffic areas and increased traffic during rush hours, instead of having one large vehicle servicing each segment during each movement phase, a caravan of large vehicles moving in the same direction at the same time along a particular segment of the transit corridor can be deployed at a moment's notice. Such a caravan is collectively referred to as an extra large vehicle. These extra large vehicles are simply parked at designated stations, and their services can be remotely activated from the control station. Activation of these extra large vehicles can form "mini-transit corridors" within the overall transit corridor and can be changed at a moment's notice, as the need for transit capacity changes.

FIG. 5 is an exemplary representation of the transit corridor 20 with three discrete mini-transit corridors 2OA, 20B and 2OC defined thereon. Mini-transit corridor 2OA, for example, includes segments 1 and 2 of transit corridor 20 and stations Sl, S2 and S3. Mini-transit corridor 2OB includes, for example, segments

5, 6, 7 and 8 of transit corridor 20 and stations S4, S5, S6, S7 and S8. Mini-transit corridor 20C includes, for example, segments 12, 13, 14 and 15 of transit corridor

20, and stations S9, SlO, Sl 1 and S12, along with stop points SP4 and SP5. When a large vehicle travelling in the first direction (from station S 1 toward station S 12) reaches station S 12, it turns around and eventually returns to station Sl by travelling in the second, opposite direction. In one embodiment, every large vehicle

does so and thus makes a loop around the entire transit corridor 20. Smaller loops of specific large vehicles are also possible within the mini-transit corridors 2OA, 2OB and 2OC.

During non-rush hours, the number of large vehicles operating on the system can be reduced to save on operating costs without affecting an overall traffic pattern. Some large vehicles are simply taken out of the transportation travel loop by parking them at designated parking spots, while the remaining large vehicles follow the same pattern of phased movement form node to node along transit corridor 20, maintaining the same movement phase durations and stoppage intervals.

The control computer program can also be modified to change the speed, frequency and number of large vehicles, stopping patterns, etc., to adapt to changing conditions along the transit corridor 20. While the system has such flexibility for changes in capacity, the basic principle governing traffic flow, stopping pattern, speed, etc., remains the same.

To enhance safety and efficiency of the transit corridor, the transit corridor can be completely fenced in with proper structural barriers on a side where there might be other moving traffic next to the transit corridor (e.g., another traffic route adjacent and generally parallel to the transit corridor). Fence 50 is illustrated in FIGS . 3 and 4 for that purpose.

In the event of breakdown of a large vehicle in the middle of a segment of the transit corridor, the operator will contact the control headquarters (or the control computer may receive an automatic malfunction signal or may simply detect that the large vehicle is not moving, or is moving at an inappropriate speed), which then instructs other operators to wait at their respective nodes. A towing or servicing vehicle stationed at one of the stations is then free to rapidly traverse the transit corridor (along one or more necessary segments) and arrive at the site of the broken

large vehicle to quickly engage and tow it to the next station, which should be only minutes away. This rapid response to system interruption reduces disruption of the traffic pattern along the transit corridor.

To reduce undesirable effects of cross traffic, the dedicated roadway of the transit corridor can be located in the middle of a multi-lane throughway. Also, as noted above, if there is a need for crossings, the cross traffic can be automatically stopped with gates and/or stoplights managed by the control headquarters to let the large vehicles pass through first. This further reduces the cost of installing this mass transit system, by reducing the need for constructing tunnels or flyovers. To reduce air pollution, the large vehicles can have diesel, electric or hybrid engines. For aesthetic reasons, the fencing systems, stations and stop points can be designed as attractive and distinctive urban landmarks.

Although the present invention has been described with reference to several embodiments, workers skilled in the art will recognize that changes may be made in form and detail without departing from the spirit and scope of the invention. For instance, a particular station or stop point may provide passing or stopping zones, respectively, on both sides of the transit corridor.

Claims

WHAT IS CLAIMED IS:

1. A method of transit management comprising: providing a single-lane two-directional roadway transit corridor; defining a plurality of segments along the transit corridor, wherein each segment is defined between two vehicle passing nodes, each node being a station or a stop point; providing a plurality of independently steerable vehicles on the transit corridor; permitting synchronized movement of a first vehicle through a first one of the segments in only a first direction during a first movement phase to thereby allow the first vehicle to traverse that first segment; and permitting synchronized movement of a second vehicle through a second one of the segments in only a second, opposite direction during the first movement phase to thereby allow the second vehicle to traverse that second segment.

2. The method of claim 1 wherein, during a second subsequent movement phase lasting a same duration of time as the first movement phase, the method further comprises: permitting synchronized movement of the first vehicle through that second segment in only the first direction to thereby allow the first vehicle to traverse that second segment; and permitting synchronized movement of the second vehicle through that first segment in only the second, opposite direction to thereby allow the second vehicle to traverse that first segment.

3. The method of claim 2, and further comprising: permitting synchronized movement of the first and second vehicles through separate segments of the transit corridor during discrete subsequent movement phases, wherein each movement phase lasts for the same duration of time as the first movement phase.

4. The method of claim 3 wherein the segments of the transit corridor are not necessarily of the same length.

5. The method of claim 3 and further comprising: separating each of the movement phases by a vehicle stop phase when each vehicle is at a vehicle passing node, and wherein the vehicle stop phases are of equal time intervals.

6. The method of claim 1 wherein a caravan of two or more vehicles traverses one of the segments of the transit corridor during the first movement phase.

7. The method of claim 1 wherein the plurality of vehicles move along the transit corridor in a fixed circulation pattern.

8. The method of claim 7 wherein the fixed circulation pattern is a loop.

9. The method of claim 7 wherein the movement of the plurality of vehicles is coordinated by a computerized signaling system.

10. The method of claim 9 wherein the computerized signaling system wirelessly communicates with each of the plurality of vehicles along the transit corridor to instruct each vehicle regarding movement and stop intervals.

11. A method of coordinating simultaneous movement in opposite directions of a number of separate and independently steerable vehicles along a dedicated single-lane roadway corridor comprises making time-synchronized caravan-like movements of the vehicles through a plurality of segments defined along the corridor.

12. A transit corridor system comprising: a dedicated single-lane two-directional roadway; a plurality of independently steerable vehicles operable on the roadway; a plurality of vehicle passing nodes located along the roadway, wherein each node is a station or a stop point; a segment defined along the roadway between each pair of consecutive nodes, wherein movement of a vehicle along each such segment is only permitted in one direction at a given time and for an established duration of time; and control means for controlling the timing and direction of vehicle movements along the segments.

13. The transit corridor system of claim 12 wherein the control means permits synchronized movement of a first vehicle through a first segment in only a first direction during a first movement phase to thereby allow the first vehicle to traverse that first segment and permits synchronized movement of a second vehicle through

a second segment in only a second, opposite direction during the first movement phase to thereby allow the second vehicle to traverse that second segment.

14. The transit corridor system of claim 13, wherein the first movement phase lasts for the established duration of time and wherein, during a second subsequent movement phase lasting for the established duration of time, the control means permits synchronized movement of the first vehicle through that second segment in only the first direction to thereby allow the first vehicle to traverse that second segment and permits the first vehicle to traverse that second segment and permits synchronized movement of the second vehicle through the first segment in only the second, opposite direction to thereby allow the second vehicle to traverse that first segment.

15. The transit corridor system of claim 14 wherein the control means permits synchronized movement of the first and second vehicles through separate segments of the roadway during discrete subsequent movement phases, wherein each movement phase lasts for the established duration of time.

16. The transit corridor system of claim 15 wherein each movement phase is separated by a vehicle stop phase when each vehicle is at a vehicle passing node, and wherein the vehicle stop phases are of equal time intervals.

17. The transit corridor system of claim 12 wherein the segments are of different lengths.