5.0 System Architecture:

5.1Transit Speed:

Transit Speed is the speed at which the HPR main Grid Rail traffic is traveling in miles per hour (MPH). In phase I and II, Transit Speed may be from Zero (-0-),MPH to one hundred and seventy-five (175), MPH, based on factors such as traffic, switching requirements, Grid Rail condition, hills, circumference of turns, external threats, stopped Grid vehicles, severe meteorological conditions and malfunctions of the HPR System. Phase III vehicles may travel at considerably higher speeds.

5.2.Grid Components:

The HPR Grid components include an elevated monorail beam, similar to a wide I beam in appearance. The Grid Rail is constructed, for the most part, above an existing highway or roadway, and attached to poured reinforced concrete poles with foundations as required for stability depending on soil conditions. The top (or Cap) of the Grid Rail will be seamless stainless steel, titanium or a specially formulated poured, plastic surface. The smoothness of the Cap will determine the quality of driver and passenger comfort when in motion. The Grid Rail is situated slightly above road surface level at the entry point, and rises to a minimum of eighteen (18) feet above the surface. After an HPR compliant vehicle enters a Grid entry point an approach lane (Grid Approach Lane) will provide sufficient length for a Grid Compliant vehicle to accelerate to full transit speeds before joining the mainstream Grid Rail.

5.3Adaptor Plate:

A specially designed adaptor plate with a series of thrust bearings (similar to tiny wheels "Thrust Plate") will be integrated into the structure of a Grid compliant vehicle. The entire apparatus will surround the Grid Rail contacting the top, both sides and the underside of the upper cap of the Grid Rail. Cars will not be able to depart or jump the rail.

5.4Rotation of Tires and Wheels:

On the Grid Approach Lane, a Grid vehicle's tires and wheels, which are situated vertically for normal roadway operation, may rotate down and inward to a horizontal position once a Grid vehicle is established on the Grid Rail. Thereafter, the vehicle's tires will contact the inside of the Grid Rail I Beam at a predetermined pressure (approximately .3 times gravity or "g") supplying sufficient traction for Grid vehicles to reach their optimal velocity.


In an emergency, the same hydraulic mechanism that rotates a Grid vehicle's tires from the upright (vertical) position to the (approximately) .3 g Grid contact (horizontal) position can increase pressure contact on the inside of the Grid Rail in order to provide better braking contact with the Grid Rail's upright surfaces. Rapid deceleration could then be as great as needed to avoid a collision (perhaps as much as 8 g) with gentle, but immediate, deployment of proper body and head restraints. Explosive airbag deaths and injuries would be eliminated.

5.6General Mechanics:

The general mechanics of a Grid compliant vehicle are not significantly different than one of today's standard hybrid or electric cars, except for the rotational tire and wheel assemblies, Thrust Plate and System electronics during Grid operation.

5.7Axle Assemblies and Rotation:

In order to provide for the tires and wheels to transit from vertical to horizontal, the entire axle assembly will rotate (or hinge) downward on a large wishbone type suspension component (Wishbone Connector). A Grid vehicle's propulsion plant will include 2 or 4 electric motor/generators, on the axles outboard the Wishbone Connector. The motor/generators would provide electric power to the wheels in either the horizontal or vertical positions with both forward and backward capability. The motor/generators, much like a current model hybrid (road) vehicle will collect and return energy to a Grid vehicle's battery system during braking.

5.8Weight and Other Common Elements:

Grid vehicles will have certain common elements in order to be Grid compliant. Weight is perhaps the most limiting (estimated to be approximately six- thousand pounds (6,000 lbs.) gross vehicle weight (GVW) however except in an emergency, Grid compliant vehicles will also be required to be fully enclosed during transit on the Grid so as to avoid the possibility of objects being blown, or suctioned, from the vehicle. Moveable fenders will enclose tire wells. Once closed at Grid entry, doors and windows will be inoperable on Grid vehicles until exiting the Grid System. Vehicles towing trailers, for example, would not be allowed Grid access. Each vehicle will have the equivalent of today's speed control sensors, both front and back, in order for the Grid vehicle's on board computer to recognize an impending collision and plot a braking solution and/or deploy safety measures. Grid vehicles will have both positive and negative electrical pickups which, when contacting corresponding power strips of the Grid, will provide direct current (DC) to the vehicle's on-board battery at a rate (at least) equal to the DC power draw from a HPR vehicle's motors and other systems.

5.9Sensors and Communication:

Phase II and Phase III HPR compliant vehicles will have sensors and transponders to communicate with the Grid's external computers which, with the possible exception of an extreme emergency, will conduct every aspect of a Grid vehicle's operation from entry onto a Grid Approach Lane to Grid exit.

5.10Coupling - Train Effect and Drafting:

Once acceleration is complete, and a Grid vehicle switches from a Grid Approach Lane to the main line Grid Rail, a Grid vehicle will further accelerate to transit speed plus five (5) mph until reaching close proximity to the next Grid vehicle (or vehicles). Thereafter, an HPR vehicle's on-board computer will reduce the closing speed between it and the lead HPR vehicle to transit speed plus one (1) mph until contact. Embedded into the front and rear of the HPR vehicle will be a positive (front), and negative (rear), electromagnet of substantial strength which, through reverse polarization, will cushion the eventual contact between the lead and following Grid vehicles and provide continued cushioning after contact. The resulting train effect with a one (1) to five (5) pound push on the forward car, will provide for added safety (see Section 10, Safety of Life), as well as a potent Draft Effect which may result in as much as seventy percent (70%) reduction in an HPR vehicle's energy requirement.

5.11One Design:

The Company believes that there must be one standard for Grid System architecture prior to the time construction of Grid vehicles and Grid infrastructure is commenced. Multiple architectures (as was the case of automatic toll collection lanes) will lead to a costly alignment of different systems at a later date which the Company believes should be strictly avoided.


Prior to standardization and implementation, substantial testing of various Grid vehicles, Rails, and electronics will be required in order to finalize Grid architecture and provide "proof of concept". The Company has chosen a site in Woodbridge, Virginia, USA to commence initial development.