DOCSLIB.ORG

Magnetic Levitation Trains – the Unfulfilled Promise

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Magnetic Levitation Trains – the Unfulfilled Promise International Journal of Mechanical Engineering and Technology (IJMET) Volume 9, Issue 5, May 2018, pp. 7–13, Article ID: IJMET_09_05_002 Available online at http://iaeme.com/Home/issue/IJMET?Volume=9&Issue=5 ISSN Print: 0976-6340 and ISSN Online: 0976-6359 © IAEME Publication Scopus Indexed MAGNETIC LEVITATION TRAINS – THE UNFULFILLED PROMISE Sourav Mohanty Research Scholar, School of Management, KIIT University ABSTRACT Magnetic levitation or maglev is a well-established technology. Applications range from advertising displays to the Active Magnetic Bearings used in wind turbines. The technology has however failed to deliver on its promise of high speed trains to revolutionize rail transportation. One maglev line each is operating in Japan, China and Korea, the longest being the 30 km Shanghai line. The ambitious Tokyo Nagoya 286 km line to be completed in 2027 and the feasibility study for a maglev line between Washington DC and Baltimore are the promising new developments. The new Hyperloop transportation concept also uses maglev. The paper outlines the technology used in magnetic levitation trains. The work done in Japan for the Tokyo Nagoya project has established that the basic maglev principles remain valid. New materials have helped make maglev trains lighter and faster. The major drawback for maglev trains has been high costs compared to conventional high speed rail. The ambitious UK Ultraspeed project for an 800 km maglev line connecting London and Glasgow was abandoned in 2007. The Tokyo Nagoya line is under criticism for its cost estimated to be $ 49 billion. Maglev technology needs at least one commercially viable demonstration project such as the Washington DC – Baltimore line to become more widely acceptable. Keywords: Magnetic levitation, Maglev trains, Maglev Cite this Article: Sourav Mohanty, Magnetic Levitation Trains – The Unfulfilled Promise, International Journal of Mechanical Engineering and Technology, 9(5), 2018, pp. 7–13. http://iaeme.com/Home/issue/IJMET?Volume=9&Issue=5 1. INTRODUCTION Magnetic levitation or ‘maglev’ uses magnetic fields to counter gravity to suspend an object in air. Maglev has been widely used in simple applications such as toys and advertising signs. A significant engineering application is in Active Magnetic Bearings which have replaced mechanical bearings, for example in wind turbines to reduce friction. Maglev technology holds the promise of developing magnetic levitation trains that could run at speeds of 500 kmph through elimination of friction between the rails and carriage wheels (Yaghoubi, 2013). This promise has remained unfulfilled in the last 50 years. http://iaeme.com/Home/journal/IJMET 7 [email protected] Sourav Mohanty The world’s first maglev train was a short 600 metre line at the Birmingham airport in UK. This line started in 1984 and was discontinued in 1996. The Berlin M-Bahn was started in 1989 but was discontinued after the unification of the city (Goodall, 2012). Neither country chose to build another maglev line after these first projects. There are only three functional maglev train systems in the world. The 10 km Linimo line in Japan, the 30 km Shanghai Transrapid in China and the 6 km line at the Incheon airport in Korea (Hower, 2016). These operating maglev trains are the demonstration projects that have helped establish the technology. The Tokyo Nagoya 286 km line is under construction indicates a revival of interest in maglev technology. Several proposals have been made for maglev projects in the US. The new Hydroloop transportation system also uses maglev. PROBLEM STATEMENT Maglev technology has not delivered on its promise of transformational change in the field of high speed rail transportation. Maglev projects proposed in several countries have been abandoned in favour of conventional high speed rail projects, primarily due to costs. OBJECTIVES 1. The primary objective of this paper is to review the present status of maglev technology, especially in the context of the new Tokyo Nagoya line. The paper examines the changes in the technology in the 30 years since the first lines were built. 2. The secondary objective is to discuss the problem of high cost that has prevented wider adoption of this technology and to examine if any of the changes in technology promise lower costs. Scope and Relevance In general, in new technologies such as magnetic levitation, continuous research and studies bring about major advancements in functionality and lower costs. This paper examines if maglev technology has seen any substantial advancements in the past 30 years. The Tokyo Nagoya project authorities have done a number of studies to revalidate the technology. A review of the maglev technology being applied to this line will be a good indicator of the progress made in this field. Such a review also helps evaluate if the advances made promise a solution to the problem of high costs that have impeded the growth of maglev train transportation. 2. LITERATURE REVIEW Fundamentals of Maglev Trains The fundamental concept of a magnetic levitation train is shown in Fig-1. The three essential requirements are to lift or levitate the carriage, maintain its horizontal position through lateral guidance and then to propel it forward. These functions are achieved through three sets of metallic loops of aluminum embedded into the concrete guideway (Khan et al, 2017) http://iaeme.com/Home/journal/IJMET 8 [email protected] Magnetic Levitation Trains – The Unfulfilled Promise The first set of metallic hoops is the electromagnet that repels the magnets mounted on the train car and causes it to hover above the guide way. The second set of metallic hoops creates a repulsion magnetic field that keeps the train horizontally stable. The third set of metallic loops is supplied with alternating current and functions as a linear motor. The position of the train above the guideway is continuously monitored through sensors and the current flow through the three sets of coils is regulated to maintain vertical and horizontal stability of the car and the propulsion energy (Khan et al, 2017). Figure 1 Maglev Train Fundamentals (Khan et al, 2017) The Tokyo and Nagoya maglev line uses the same concept as described above. The coils of the superconducting magnets are made of a Niobium-titanium alloy. The coils are cooled with liquid helium to a temperature of -2690C. The propulsion coil on the guideway behaves as a linear motor. Prototype train cars have been built from composite materials and tested to speeds up to 603 kmph. The prototypes have also been evaluated for vibrations and ride quality and suspension dampeners have been introduced (CJR Review, 2017). 3. THE SUSPENSION SYSTEM Three types of suspension systems are used for the magnetic levitation of train carriages as shown in Fig- 2. The Electrodynamic Suspension (EDS) system uses the repulsion force between electromagnets of the same polarity mounted on the train carriage and the guideway. Rubber wheels are fitted to support the maglev train until it reaches the lift-off speed of around 100 kmph (Propel Steps, 2015) Figure 2 Maglev Train Suspension Systems (Propel Steps, 2015) The electromagnets used for levitation are super conducting and are cooled by a cryogenic system mounted on the train car. Passengers need to be shielded from the high intensity magnetic fields. The EDS suspension system has been used in the Japanese Linimo Maglev line and will also be used in the Tokyo Nagoya line (Cassat & Borquin, 2011). In contrast, http://iaeme.com/Home/journal/IJMET 9 [email protected] Sourav Mohanty the Electromagnetic Suspension (EMS) system uses the attraction force between unlike poles of the electromagnets. The train undercarriage wraps around the guideway as shown in Fig 2. These electromagnets do not require cryogenic cooling and passengers do not need to be shielded. A back-up battery fitted in the train car maintains power supply to the levitation electromagnets if there is a power interruption. The EMS system has been used in the Shanghai maglev line (Cassat & Borquin, 2011). The Inductrack is similar to the EDS except that permanent magnets at room temperature are used for levitation. The permanent magnets are made of neodymium-iron-boron alloy and are arranged in a Halbach array. This arrangement increases the magnetic field on one side and reduces the field on the other side to near zero levels. The track consists of metallic loops and induced current in them creates a repulsion magnetic field for levitation. The Inductrack is still to be applied to a working maglev line (Goodall, 2012). Superconducting Magnets Low temperature superconductive coils are used on the Japanese maglev systems, both Linimo and the new Tokyo –Nagoya line, operating at the liquid helium temperature of 4.2 0 K. These coils provide the DC excitation for the propulsion motor and the flux sources for levitation and guidance (Cassat & Borquin, 2011). The Chinese Transrapid system uses high temperature superconducting magnets that operate at 77 0 K which is the liquid nitrogen temperature. This results in a decrease in the mass of the superconducting magnet and lower energy consumption in the on-board cryo-cooler (Cassat & Borquin, 2011). 4. THE MAGLEV TRAIN CAR The cross-section of a typical maglev train car with EDS suspension is shown in Fig 3. The base frame carries the levitation, the guidance and the propulsion coils. A radiation shield is fitted between the base frame and the passenger compartment (Ramireddy, 2012). Figure 3 Maglev Train Car Construction (Ramireddy, 2012) The electromagnets are cooled by two separate cooling systems mounted in the train car, one with liquid helium and the other with liquid nitrogen (Ramireddy, 2012). http://iaeme.com/Home/journal/IJMET 10 [email protected] Magnetic Levitation Trains – The Unfulfilled Promise The Guideway The cross-section of the guideway for the maglev train is shown in Fig 4.
Load more

Recommended publications
  • An Artificial-Gravity Space-Settlement Ground-Analogue Design Concept
    AIAA 2016-5388 AIAA SPACE Forum 13 - 16 September 2016, Long Beach, California AIAA SPACE 2016 An Artificial-Gravity Space-Settlement Ground-Analogue Design Concept Gregory A. Dorais1 NASA Ames Research Center, Moffett Field, CA, 94035 The design concept of a modular and extensible hypergravity facility is presented. Several benefits of this facility are described including that the facility is suitable as a full- scale artificial-gravity space-settlement ground analogue for humans, animals, and plants for indefinite durations. The design is applicable as an analogue for on-orbit settlements as well as those on moons, asteroids, and Mars. The design creates an extremely long-arm centrifuge using a multi-car hypergravity vehicle travelling on one or more concentric circular tracks. This design supports the simultaneous generation of multiple-gravity levels to explore the feasibility and value of and requirements for such space-settlement designs. The design synergizes a variety of existing technologies including centrifuges, tilting trains, roller coasters, and optionally magnetic levitation. The design can be incrementally implemented such that the facility can be operational for a small fraction of the cost and time required for a full implementation. Brief concept of operation examples are also presented. Nomenclature C = centigrade CFT = cabin floor thickness Ch = cabin height CL = cabin length (m) CLm = the minimum Cabin length margin between top inner cabin corners of adjacent HyperGravity Vehicle (HGV) Cars (HGVC)s, i.e., the length
    [Show full text]
  • Hyperloop One Rob Ferber Chief Engineer
    Hyperloop One Rob Ferber Chief Engineer U.S. Department of Transportation 2017 FRA Rail Program Delivery Meeting Federal Railroad Administration 2 Hyperloop Technology Origin and Explanation U.S. Department of Transportation 2017 FRA Rail Program Delivery Meeting Federal Railroad Administration U.S. Department of Transportation Federal Railroad Administration PASSENGER | CARGO VEHICLE LOW- PRESSURE TUBE ELECTRO- MAGNETIC PROPULSION MAGNETIC LEVITATION AUTONOMOUS CONTROL PLATFORM U.S. Department of Transportation Federal Railroad Administration 5 … And Then We Made It Real Test Facility in Nevada U.S. Department of Transportation 2017 FRA Rail Program Delivery Meeting Federal Railroad Administration We’re building a radically efficient mass transport system DevLoop NORTH LAS VEGAS, NEVADA World’s Only Full- System Hyperloop Test Facility U.S. Department of Transportation Federal Railroad Administration XP-1 NORTH LAS VEGAS, NEVADA First Hyperloop One vehicle U.S. Department of Transportation Federal Railroad Administration Kitty Hawk Moment MAY 12, 2017 5.3 seconds 98 feet 69 mph | 111 km/h System Features Direct On-Demand Intermodal Comfortable Every journey is non-stop, Autonomous Frequent pod Smooth as an elevator, intelligently routes passengers operations eliminates departures, connects acceleration and need for schedules to other modes deceleration similar to a and cargo pods quickly to commercial jet destination U.S. Department of Transportation Federal Railroad Administration Board & Disembark Anywhere, All Journeys Non-Stop VAIL Distribution Center GREELEY Hyperloop One –19m FORT COLLINS DENVER PUEBLO DENVER COLORADO INTL SPRINGS AIRPORT U.S. Department of Transportation Federal Railroad Administration 12 Colorado Project Colorado DOT/Hyperloop One Feasibility Study U.S. Department of Transportation 2017 FRA Rail Program Delivery Meeting Federal Railroad Administration 13 • Concept proposed by AECOM in partnership with CDOT, City of Denver, Denver International Airport and the City of Greeley.
    [Show full text]
  • ESHGF Design Concept Final 20151201
    NASA/TM—2015–218935 Modular Extended-Stay HyperGravity Facility Design Concept An Artificial-Gravity Space-Settlement Ground Analogue Gregory A. Dorais, Ph.D. Ames Research Center, Moffett Field, California December 2015 NASA STI Program ... in Profile Since its founding, NASA has been dedicated • CONFERENCE PUBLICATION. to the advancement of aeronautics and space Collected papers from scientific and science. The NASA scientific and technical technical conferences, symposia, seminars, information (STI) program plays a key part in or other meetings sponsored or helping NASA maintain this important role. co-sponsored by NASA. The NASA STI program operates under the • SPECIAL PUBLICATION. Scientific, auspices of the Agency Chief Information Officer. technical, or historical information from It collects, organizes, provides for archiving, and NASA programs, projects, and missions, disseminates NASA’s STI. The NASA STI often concerned with subjects having program provides access to the NTRS Registered substantial public interest. and its public interface, the NASA Technical Reports Server, thus providing one of the largest • TECHNICAL TRANSLATION. collections of aeronautical and space science STI English-language translations of foreign in the world. Results are published in both non- scientific and technical material pertinent to NASA channels and by NASA in the NASA STI NASA’s mission. Report Series, which includes the following report types: Specialized services also include organizing and publishing research results, distributing • TECHNICAL PUBLICATION. Reports of specialized research announcements and completed research or a major significant feeds, providing information desk and personal phase of research that present the results of search support, and enabling data exchange NASA Programs and include extensive data services.
    [Show full text]
  • Hyperloop Texas: Proposal to Hyperloop One Global Challenge SWTA 2017 History of Hyperloop
    Hyperloop Texas: Proposal to Hyperloop One Global Challenge SWTA 2017 History of Hyperloop Hyperloop Texas What is Hyperloop • New mode of transportation consisting of moving passenger or cargo vehicles through a near-vacuum tube using electric propulsion • Autonomous pod levitates above the track and glides at 700 mph+ over long distances Passenger pod Cargo pod Hyperloop Texas History of Hyperloop Hyperloop Texas How does it work? Hyperloop Texas How does it work? Hyperloop Texas History of Hyperloop Hamad Port Doha, Qatar Hyperloop Texas Hyperloop One Global Challenge • Contest to identify and select • 2,600+ registrants from more • Hyperloop TX proposal is a locations around the world with than 100 countries semi-finalist in the Global the potential to develop and • AECOM is a partner with Challenge, one of 35 selected construct the world’s first Hyperloop One, building test from 2,600 around the world Hyperloop networks track in Las Vegas and studying connection to Port of LA Hyperloop Texas Hyperloop SpaceX Pod Competition Hyperloop Texas QUESTION: What happens when a megaregion with five of the eight fastest growing cities in the US operates as ONE? WHAT IS THE TEXAS TRIANGLE? THE TEXAS TRIANGLE MEGAREGION. DALLAS Texas Triangle DALLAS comparable FORT FORT WORTH to Georgia in area WORTH AUSTIN SAN ANTONIO HOUSTON LAREDO AUSTIN SAN ANTONIO HOUSTON LAREDO TRIANGLE HYPERLOOP The Texas Triangle HYPERLOOP FREIGHT Hyperloop Corridor The proposed 640-mile route connects the cities of Dallas, Austin, San Antonio, and Houston with Laredo
    [Show full text]
  • Missouri Blue Ribbon Panel on Hyperloop
    Chairman Lt. Governor Mike Kehoe Vice Chairman Andrew G. Smith Panelists Jeff Aboussie Cathy Bennett Tom Blair Travis Brown Mun Choi Tom Dempsey Rob Dixon Warren Erdman Rep. Travis Fitzwater Michael X. Gallagher Rep. Derek Grier Chris Gutierrez Rhonda Hamm-Niebruegge Mike Lally Mary Lamie Elizabeth Loboa Sen. Tony Luetkemeyer MISSOURI BLUE RIBBON Patrick McKenna Dan Mehan Joe Reagan Clint Robinson PANEL ON HYPERLOOP Sen. Caleb Rowden Greg Steinhoff Report prepared for The Honorable Elijah Haahr Tariq Taherbhai Leonard Toenjes Speaker of the Missouri House of Representatives Bill Turpin Austin Walker Ryan Weber Sen. Brian Williams Contents Introduction .................................................................................................................................................. 3 Executive Summary ....................................................................................................................................... 5 A National Certification Track in Missouri .................................................................................................... 8 Track Specifications ................................................................................................................................. 10 SECTION 1: International Tube Transport Center of Excellence (ITTCE) ................................................... 12 Center Objectives ................................................................................................................................ 12 Research Areas ...................................................................................................................................
    [Show full text]
  • Unit VI Superconductivity JIT Nashik Contents
    Unit VI Superconductivity JIT Nashik Contents 1 Superconductivity 1 1.1 Classification ............................................. 1 1.2 Elementary properties of superconductors ............................... 2 1.2.1 Zero electrical DC resistance ................................. 2 1.2.2 Superconducting phase transition ............................... 3 1.2.3 Meissner effect ........................................ 3 1.2.4 London moment ....................................... 4 1.3 History of superconductivity ...................................... 4 1.3.1 London theory ........................................ 5 1.3.2 Conventional theories (1950s) ................................ 5 1.3.3 Further history ........................................ 5 1.4 High-temperature superconductivity .................................. 6 1.5 Applications .............................................. 6 1.6 Nobel Prizes for superconductivity .................................. 7 1.7 See also ................................................ 7 1.8 References ............................................... 8 1.9 Further reading ............................................ 10 1.10 External links ............................................. 10 2 Meissner effect 11 2.1 Explanation .............................................. 11 2.2 Perfect diamagnetism ......................................... 12 2.3 Consequences ............................................. 12 2.4 Paradigm for the Higgs mechanism .................................. 12 2.5 See also ...............................................
    [Show full text]
  • Effect of Hyperloop Technologies on the Electric Grid and Transportation Energy
    Effect of Hyperloop Technologies on the Electric Grid and Transportation Energy January 2021 United States Department of Energy Washington, DC 20585 Department of Energy |January 2021 Disclaimer This report was prepared as an account of work sponsored by an agency of the United States government. Neither the United States government nor any agency thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed or represents that its use would not infringe privately owned rights. Reference herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States government or any agency thereof. The views and opinions of authors expressed herein do not necessarily state or reflect those of the United States government or any agency thereof. Department of Energy |January 2021 [ This page is intentionally left blank] Effect of Hyperloop Technologies on Electric Grid and Transportation Energy | Page i Department of Energy |January 2021 Executive Summary Hyperloop technology, initially proposed in 2013 as an innovative means for intermediate- range or intercity travel, is now being developed by several companies. Proponents point to potential benefits for both passenger travel and freight transport, including time-savings, convenience, quality of service and, in some cases, increased energy efficiency. Because the system is powered by electricity, its interface with the grid may require strategies that include energy storage. The added infrastructure, in some cases, may present opportunities for grid- wide system benefits from integrating hyperloop systems with variable energy resources.
    [Show full text]
  • Final PEROW Alternatives Analysis Section 2
    PacificElectricROW/WestSantaAnaBranchCorridor AlternativesAnalysisReport AlternativesAnalysis Final 2.0 ALTERNATIVES CONSIDERED This chapter documents the development of the Recommended Alternative(s) for the PEROW/WSAB Corridor. A wide range of possible transportation alternatives was identified based on past corridor studiesandinconsultationwithelectedofficials,stakeholders,cityandagencystaff,andthecommunity duringtheprojectinitiationphase.Theresultingtransitoptionswereevaluatedandrefinedthrougha threeͲstepscreeningprocesstoidentifytheRecommendedAlternative(s)thatbestmeetsthemobility needs and goals for transit improvements in the Corridor. The first two screening efforts were documentedinthePEROW/WSABCorridorAAInitialScreeningReportcompletedinJuly2011.Thefinal levelofevaluationoftheFinalAlternativesisdocumentedinthisAAreport. 2.1 Previous Study Efforts Startingin1996,numerousstudieshaveidentifiedtheneedforimprovedtravelconnectionsbetween LosAngelesandOrangecounties,includingthereuseofallorportionsofthePEROW/WSABCorridorfor transit purposes once again. The studies concluded that travel between the two counties, as well as withinthestudyarea,wasconstrainedandstronglyinneedofcapacityimprovements.Asillustratedin Figure2.1,themostrecentstudiesevaluatingreuseoftheCorridorare: y WestOrangeCountyProjectDefinitionStudy(2003)–ThisOCTAstudyevaluatedpotentialrail optionsinthewesternportionofOrangeCounty.Thefinalstudyrecommendationproposeduse oftheOrangeCountyportionofthePEROW/WSABRightͲofͲWay(ROW)withaLightRailTransit (LRT)system. y OrangelineHighSpeedMagneticLevitationProject(2005Ͳ2006)–TheOrangelineDevelopment
    [Show full text]
  • Dynamic Suspension Modeling of an Eddy-Current Device: an Application to Maglev
    DYNAMIC SUSPENSION MODELING OF AN EDDY-CURRENT DEVICE: AN APPLICATION TO MAGLEV by Nirmal Paudel A dissertation submitted to the faculty of The University of North Carolina at Charlotte in partial fulfillment of the requirements for the degree of Doctor of Philosophy in Electrical Engineering Charlotte 2012 Approved by: Dr. Jonathan Z. Bird Dr. Yogendra P. Kakad Dr. Robert W. Cox Dr. Scott D. Kelly ii c 2012 Nirmal Paudel ALL RIGHTS RESERVED iii ABSTRACT NIRMAL PAUDEL. Dynamic suspension modeling of an eddy-current device: an application to Maglev. (Under the direction of DR. JONATHAN Z. BIRD) When a magnetic source is simultaneously oscillated and translationally moved above a linear conductive passive guideway such as aluminum, eddy-currents are in- duced that give rise to a time-varying opposing field in the air-gap. This time-varying opposing field interacts with the source field, creating simultaneously suspension, propulsion or braking and lateral forces that are required for a Maglev system. In this thesis, a two-dimensional (2-D) analytic based steady-state eddy-current model has been derived for the case when an arbitrary magnetic source is oscillated and moved in two directions above a conductive guideway using a spatial Fourier transform technique. The problem is formulated using both the magnetic vector potential, A, and scalar potential, φ. Using this novel A-φ approach the magnetic source needs to be incorporated only into the boundary conditions of the guideway and only the magnitude of the source field along the guideway surface is required in order to compute the forces and power loss.
    [Show full text]
  • Universidade Federal Do Rio De Janeiro 2017
    Universidade Federal do Rio de Janeiro RETROSPECTIVA DOS MÉTODOS DE LEVITAÇÃO E O ESTADO DA ARTE DA TECNOLOGIA DE LEVITAÇÃO MAGNÉTICA Hugo Pelle Ferreira 2017 RETROSPECTIVA DOS MÉTODOS DE LEVITAÇÃO E O ESTADO DA ARTE DA TECNOLOGIA DE LEVITAÇÃO MAGNÉTICA Hugo Pelle Ferreira Projeto de Graduação apresentado ao Curso de Engenharia Elétrica da Escola Politécnica, Universidade Federal do Rio de Janeiro, como parte dos requisitos necessários à obtenção do título de Engenheiro. Orientador: Richard Magdalena Stephan Rio de Janeiro Abril de 2017 RETROSPECTIVA DOS MÉTODOS DE LEVITAÇÃO E O ESTADO DA ARTE DA TECNOLOGIA DE LEVITAÇÃO MAGNÉTICA Hugo Pelle Ferreira PROJETO DE GRADUAÇÃO SUBMETIDO AO CORPO DOCENTE DO CURSO DE ENGENHARIA ELÉTRICA DA ESCOLA POLITÉCNICA DA UNIVERSIDADE FEDERAL DO RIO DE JANEIRO COMO PARTE DOS REQUISITOS NECESSÁRIOS PARA A OBTENÇÃO DO GRAU DE ENGENHEIRO ELETRICISTA. Examinada por: ________________________________________ Prof. Richard Magdalena Stephan, Dr.-Ing. (Orientador) ________________________________________ Prof. Antonio Carlos Ferreira, Ph.D. ________________________________________ Prof. Rubens de Andrade Jr., D.Sc. RIO DE JANEIRO, RJ – BRASIL ABRIL de 2017 RETROSPECTIVA DOS MÉTODOS DE LEVITAÇÃO E O ESTADO DA ARTE DA TECNOLOGIA DE LEVITAÇÃO MAGNÉTICA Ferreira, Hugo Pelle Retrospectiva dos Métodos de Levitação e o Estado da Arte da Tecnologia de Levitação Magnética/ Hugo Pelle Ferreira. – Rio de Janeiro: UFRJ/ Escola Politécnica, 2017. XVIII, 165 p.: il.; 29,7 cm. Orientador: Richard Magdalena Stephan Projeto de Graduação – UFRJ/ Escola Politécnica/ Curso de Engenharia Elétrica, 2017. Referências Bibliográficas: p. 108 – 165. 1. Introdução. 2. Princípios de Levitação e Aplicações. 3. Levitação Magnética e Aplicações. 4. Conclusões. I. Stephan, Richard Magdalena. II. Universidade Federal do Rio de Janeiro, Escola Politécnica, Curso de Engenharia Elétrica.
    [Show full text]
  • SPEEDLINES, HSIPR Committee, Issue
    High-Speed Intercity Passenger Rail SPEEDLINES JULY 2017 ISSUE #21 2 CONTENTS SPEEDLINES MAGAZINE 3 HSIPR COMMITTEE CHAIR LETTER 5 APTA’S HS&IPR ROI STUDY Planes, trains, and automobiles may have carried us through the 7 VIRGINIA VIEW 20th century, but these days, the future buzz is magnetic levitation, autonomous vehicles, skytran, jet- 10 AUTONOMOUS VEHICLES packs, and zip lines that fit in a backpack. 15 MAGLEV » p.15 18 HYPERLOOP On the front cover: Futuristic visions of transport systems are unlikely to 20 SPOTLIGHT solve our current challenges, it’s always good to dream. Technology promises cleaner transportation systems for busy metropolitan cities where residents don’t have 21 CASCADE CORRIDOR much time to spend in traffic jams. 23 USDOT FUNDING TO CALTRAINS CHAIR: ANNA BARRY VICE CHAIR: AL ENGEL SECRETARY: JENNIFER BERGENER OFFICER AT LARGE: DAVID CAMERON 25 APTA’S 2017 HSIPR CONFERENCE IMMEDIATE PAST CHAIR: PETER GERTLER EDITOR: WENDY WENNER PUBLISHER: AL ENGEL 29 LEGISLATIVE OUTLOOK ASSOCIATE PUBLISHER: KENNETH SISLAK ASSOCIATE PUBLISHER: ERIC PETERSON LAYOUT DESIGNER: WENDY WENNER 31 NY PENN STATION RENEWAL © 2011-2017 APTA - ALL RIGHTS RESERVED SPEEDLINES is published in cooperation with: 32 GATEWAY PROGRAM AMERICAN PUBLIC TRANSPORTATION ASSOCIATION 1300 I Street NW, Suite 1200 East Washington, DC 20005 35 INTERNATIONAL DEVELOPMENTS “The purpose of SPEEDLINES is to keep our members and friends apprised of the high performance passenger rail envi- ronment by covering project and technology developments domestically and globally, along with policy/financing break- throughs. Opinions expressed represent the views of the authors, and do not necessarily represent the views of APTA nor its High-Speed and Intercity Passenger Rail Committee.” 4 Dear HS&IPR Committee & Friends : I am pleased to continue to the newest issue of our Committee publication, the acclaimed SPEEDLINES.
    [Show full text]
  • The Workings of Maglev: a New Way to Travel
    THE WORKINGS OF MAGLEV: A NEW WAY TO TRAVEL Scott Dona Amarjit Singh Research Report UHM/CE/2017-01 April 2017 The Workings of Maglev: A New Way to Travel Page Left Blank ii Scott Dona and Amarjit Singh EXECUTIVE SUMMARY Maglev is a relatively new form of transportation and the term is derived from magnetic levitation. This report describes what maglev is, how it works, and will prove that maglev can be successfully constructed and provide many fully operational advantages. The different types of maglev technology were analyzed. Several case studies were examined to understand the different maglev projects whether operational, still in construction, or proposed. This report presents a plan to construct a maglev network using Maglev 2000 vehicles in the United States. A maglev system provides energy, environmental, economic, and quality of life benefits. An energy and cost analysis was performed to determine whether maglev provides value worth pursuing. Maglev has both a lower energy requirement and lower energy costs than other modes of transportation. Maglev trains have about one-third of the energy requirement and about one- third of energy cost of Amtrak trains. Compared to other maglev projects, the U.S. Maglev Network would be cheaper by a weighted average construction cost of $36 million per mile. Maglev could also be applied to convert the Honolulu Rail project in Hawaii from an elevated steel wheel on steel rail system into a maglev system. Due to the many benefits that Maglev offers and the proof that maglev can be implemented successfully, maglev could be the future of transportation not just in the United States but in the world.
    [Show full text]