Fwd: [UM] Maglev 2008 Conference Agenda - San Diego, 15-18 Dec
Jerry Schneider
Very extensive program - lots of participants
from Korea and other parts of the world. Program suggests high levels
of activity on R&D as well as applications. A
couple of papers on "switching maglev vehicles"
(e.g. Jim Fisk) as well as contributions from
Magnemotion, American Maglev, General Atomics,
etc. Two Congressmen will attend as will
California politicians (Arnold) and other governmental officials
><http://www.maglev08.com/program.htm>http://www.maglev08.com/program.htm
>
>MAGLEV 2008 AGENDA
>
>Monday, 15 December 2008
>
>15:00 - 17:00 International Steering Committee Meeting
>14:00 - 18:00 Registration
>18:00 - 20:00 Opening Reception
>
>Tuesday, 16 December 2008
>
>8:00 Opening Ceremony
>Sam Gurol, General Atomics
>Miroslav Krstic, UCSD
>General Conference Co-Chairmen
>
> Welcome Address
>Eisuke Masada, Chairman of the Board of Directors,
>Railway Technical Research Institute, Tokyo, Japan, and
>Chairman of the International Steering Committee
>
> Keynote Speakers
>Introductions: Frieder Seible, Dean UCSD Jacobs School of Engineering
>Will Kempton, Director, California Department of Transportation
>John Chalker, Chairman, California Transportation Commission
>
>Plenary Session 1 – Worldwide Maglev Overviews
>
> Chairman: Dean Frieder Seible, UCSD Jacobs School of Engineering
>
>8:45 - 9:15 “Perspectives for Transrapid”
>Hilde Trebesch, Federal Ministry of Transport,
>Building and Urban Affairs, Germany
>
>9:15 - 9:45 “Operation Practice of Shanghai Maglev Demonstration Line”
>Wu Xiangming, Shanghai Maglev Transportation Development Company, China
>
>9:45 - 10:15 “Korea’s Urban Maglev Program”
>Byung Chun Shin, Center for Urban Maglev Program, KIMM
>
>10:45 - 11:15 “Status of Maglev Developments in Japan”
>Eisuke Masada, Railway Technical Research Institute, Japan
>
>11:15 - 11:45 “High Speed Maglev in the UK: from
>Strategic Business Case to Delivery”
>Alan James, UK Ultraspeed, United Kingdom
>
>11:45 - 12:15 “Status of Maglev Projects in the USA”
>Larry Blow, MaglevTransport, Inc., USA
>
>12:15 - 14:00 Lunch
>
> Parallel Technical Sessions
>
>Session 1: MAGLEV Developments
>
> Chairman: Michael Witt, Dornier Consulting, GmbH
>
>14:00 - 14:20 “Current Status of Maglev Development Programme”
>Gunter Nissen, Dornier Consulting, GmbH
>
>14:20 - 14:40 “Latest Generation Maglev Vehicle TR09”
>Carsten Wolters, ThyssenKrupp Transrapid GmbH
>
>14:40 - 15:00 “21 Minutes Flying on the Ground - Qatar - Bahrain Maglev-Link”
>Boris van Thiel, Vössing Engineering Company
>
>15:00 - 15:20 “The Swissrapide Express on Track
>to Europe’s First Inter-City Maglev Line”
>Niklaus König, Swiss Railway Engineering
>
>15:20 - 15:40 “Mile High Maglev - Development Trends in Colorado”
>Roger Freeman, Davis Graham & Stubbs LLP
>
>15:40 - 16:00 “Status of Korea’s Urban Maglev Program”
>Doh Young Park, Center for Urban Maglev Program
>
> Chairman: Marcel Jufer, EPFL, Switzerland
>
>16:20 - 16:40 “A National Maglev Network for the
>U.S. - Design and Capabilities”
>James Powell, Maglev-2000 & Polytechnic Institute of NYU
>
>16:40 - 17:00 “Outlook of the Superconducting Maglev”
>Kazuo Sawada, Central Japan Railway Company
>
>17:00 - 17:20 “Maglev Wind Turbine – The Wind Power Replacement”
>Laurence Blow, Maglev Wind Turbine Technologies, Inc.
>
>17:20 - 17:40 “Implementation of Cargo Maglev in the United States”
>Chris Rose, Los Alamos National Laboratory
>
>17:40 - 18:00 “Prospects and Limitations of
>High-Speed Maglev Systems: Aspects of an Interdisciplinary Approach”
>Johannes Klühspies, Lucerne University of Applied Science, ITW Institute
>
>Session 2: MAGLEV - New Ideas
>
> Chairman: Richard Stephan, LASUP/UFRJ
> Federal University of Rio de Janeiro
>
>14:00 - 14:20 “Development of Maglev Switch for
>the Urban Transit Maglev in Korea”
>Jongmin Lee, Korea Institute of Machinery and Materials
>
>14:20 - 14:40 “Maglev-Cobra: and Urban
>Transportation Solution Using HTSSuperconductors and Permanent Magnets”
>Richard Stephan, LASUP/UFRJ Federal University of Rio de Janeiro
>
>14:40 - 15:00 “Development of Low Cost Maglev
>Vehicle for Semiconductor Transport System”
>Je-Sung Bang, Korea Institute of Machinery and Materials
>
>15:00 - 15:20 “Maglev Concepts as Proposals to
>Reduce the Global Climate Problem”
>Vasyl’ Kozoriz, Taras Shevchenko Kyiv National University
>
>15:20 - 15:40 “Effects of the System Parameters
>to the Behavior of a Magnetic Top” Superconductors and Permanent Magnets”
>Teruo Azukizawa, Kobe University
>
>15:40 - 16:00 “Extremely Energy-Saving Linear
>Drive Technique by Using Diamagnetic Graphite Plate”
>Haruhiko Suzuki, Fukushima National College of Technology
>
> Chairman: Luguang Yan, IEE Chinese Academy of Sciences
>
>16:20 - 16:40 “A Full-Scale Module of the
>Maglev-Cobra HTS-Superconducting Vehicle”
>Richard Stephan, LASUP/UFRJ Federal University of Rio de Janeiro
>
>16:40 - 17:00 “Innovative American Maglev System”
>Philip Studer, Innovative Transportation Systems
>
>17:00 - 17:20 “Advanced Maglev Projects Based on
>the Magnetic Potential Well Phenomenon”
>Halyna Franklin, Kozoriz-Franklin California Maglev, Inc.
>
>17:20 - 17:40 “Maple-Exploring of a Free
>Flywheel Suspended by the Superconductive Bearing”
>Lyudmyla Grygoryeva, Taras Shevchenko Kyiv National University
>
>17:40 - 18:00 “Magnetic Potential Well (MPW) Phenomenon Testing”
>Vasyl’ Kozoriz, Taras Shevchenko Kyiv National University
>
>Session 3: Vehicles and Levitation/Guidance
>
> Chairman: Daiki Ebihara, Musashi Institute of Technology
>
>14:00 - 14:20 “Generalized Design Models for EMS Maglev”
>Roger Goodall, Loughborough University
>
>14:20 - 14:40 “Modeling and Experimental
>Validation of an EMS Demonstration Vehicle”
>Thomas Alberts, Old Dominion University
>
>14:40 - 15:00 “Development and Validation of a
>Dynamic Model of the Maglev Transportation System at Old Dominion University”
>Aijnkya Deodhar, Old Dominion University Norfolk
>
>15:00 - 15:20 “Optimization of a Magnetic Rail
>for the HTS-Superconducting Vehicle Maglev-Cobra”
>Eduardo Souza Motta, Indústrias Nucleares do Brasil S. A. – INB
>
>15:20 - 15:40 “State-of-the-art in Multi-body
>Dynamic Simulations of EMS-type Maglev Vehicles a KIMM”
>Hyungsuk Han, Korea Institute of Machinery and Materials
>
>15:40 - 16:00 “Preliminary Study of High
>Temperature Superconducting Magnets Using 2G Wires”
>Ken Nagashima, Railway Technical Research Institute
>
> Chairman: Roger Goodall, Loughborough University
>
>16:20 - 16:40 “Active Damping Actuators Combined
>with Passive Guidance Force of Polarized Linear
>Motors Application to Swissmetro”
>Alain Cassat, Ecole Polytechnique Fédérale de Lausanne
>
>16:40 - 17:00 “Study of Active Suspension
>Control Methods to Suppress Superconducting Maglev Vehicle Vibrations”
>Erimitsu Suzuki, Railway Technical Research Institute
>
>17:00 - 17:20 “Switching Networks and Maglev”
>Jim Fiske, Launch Point Technologies
>
>17:20 - 17:40 “Tracking Control of Magnetic
>levitation Systems Using Fast Gain Scheduling”
>So-Young Sung, Korea Institute of Machinery and Materials
>
>17:40 - 18:00 “Structure of Linear PM Halbach Array for EDS Maglev”
>Li Chunsheng, Institute of Electrical Engineering Chinese Academy of Science
>
>Session 4: Safety and Operational Control
>
> Chairman: Denny Pascoe, Union Switch and Signal
>
>14:00 - 14:20 “Safety Assessment of the Emsland
>Transrapid Test Facility Following Major Technical Modifications”
>Wolfgang Otto, ISA - Independent Safety Assessment
>
>14:20 - 14:40 “The Maintenance of the HSST Vehicle”
>Hidehiro Nagano, Chubu HSST Development Corporation Vehicle System Group
>
>14:40 - 15:00 “Service Availability of the Urban Maglev System in Korea”
>Yong-Jun Seo, Hyundai Rotem Company
>
>15:00 - 15:20 “Model-Based Health Management for Magnetic Levitation Systems”
>Meera Venkatesh and Mark Walker, General Atomics
>
>15:20 - 15:40 “A Study on the Application of RAMS for Signaling System”
>Yun Hak Sun, Korea Rail Network Authority, Maglev Railway Project Division
>
>15:40 - 16:00 “A Case Study on the
>Identification and Control of Urban Maglev
>Interface Using Vehicle Oriented Functional Analysis”
>Chulho Park, Korea Institute of Industrial Technology
>
> Chairman: H. K. Sung, Korea Institute of Machinery and Materials
>
>16:20 - 16:40 “Command, Control and
>Communications - Automatic Train Control System”
>Denny Pascoe, Union Switch & Signal, Inc.
>
>16:40 - 17:00 “A Structured Approach to Risk
>Assessment and Design Safety Analysis,of Urban Maglev Systems”
>Chinnarao Mokkapati, Union Switch & Signal, Inc.
>
>17:00 - 17:20 “Check of Operations Rules &
>Regulations for the Transrapid Test Facility Emsland (TVE)
>Wolfgang Otto, ISA - Independent Safety Assessment
>
>17:20 - 17:40 “The Analysis and Measurements of
>Electromagnetic Fields for the Urban Maglev Prototype Vehicle”
>Bong-Seup Kim, Korea Institutes of Machinery and Materials
>
>17:40 - 18:00 “Controller Design for Commercial Maglev Vehicle”
>Hong-Ju Kim, K.E.R.I. I&C Research Group
>
>Wednesday, 17 December 2008
>
>8:00 Keynote Speakers
>Introductions: Mike Reed, Senior Vice President General Atomics
>U.S. Senator Arlen Specter (R-PA), Member of the
>Transportation Appropriations Subcommittee
>Jack Wagner, Commonwealth of Pennsylvania Auditor General
>
>Plenary Session – U.S. High Speed Maglev Projects
>
> Chairman: Walter Buss, Transrapid International-USA
>
>8:45 - 9:15 “Transrapid - Transportation System with High Potential”
>Friedrich Löser, Transrapid International, Germany
>
>9:15 - 9:45 “California-Nevada Interstate Maglev Project (CNIMP)”
>Neil Cummings, American Magline Group, USA
>
>9:45 - 10:15 Coffee Break
>
>10:15 - 10:45 “The Baltimore Washington Maglev Project”
>Jack Kinstlinger, KCI Technologies, Inc., USA
>
>10:45 - 11:15 “Atlanta-Chattanooga-Nashville High Speed Ground Transportation”
>Joe Ferguson, The Enterprise Center, USA
>
>11:15 - 11:45 “U.S. Maglev Coalition (USMC)”
>Phyllis Wilkins, U.S. Maglev Coalition, USA
>
>12:15 - 14:00 Lunch
>
> Parallel Technical Sessions
>
>Session 1: Propulsion, Linear Motors and Energy
>Supply & Economic and Planning/Feasibility Studies
>
> Chairman: Alain Cassat, Ecole Polytechnique Fédérale de Lausanne
>
>14:00 - 14:20 Phase Set Shift Effect for Cogging
>Force Reduction in Linear Motor”
>Jaewon Lim, Seoul National University
>
>14:20 - 14:40 “Design and Analysis of Linear
>Reluctance Machine for Transportation”
>Mehran Mirzaei, Amirkabir University of Technology
>
>14:40 - 15:00 “TF Linear Motor with Passive Guideway for Low Speed Transport”
>Augusto Morini, University of Padova
>
>15:00 - 15:20 “A Model to Design a Nation Maglev
>Network for Freight Distribution”
>Russell Meller, University of Arkansas
>
>15:20 - 15:40 “High Tech Projects - Chances by Shifting Paradigm”
>Roman Brylka, RomanBrylka Executive Consulting GmbH
>
>15:40 - 16:00 “Maglev System Benchmarking by
>Planning Metropolitan Mass Public Rapid Transit
>with a View on the City of Zagreb”
>Nenad Dujmovic, University of Zagreb
>
> Chairman: Manfred Wackers, Transrapid International, GmbH & Co. KG
>
>16:20 - 16:40 “Regulations for Maglev”
>Ullrich Kinski, Federal Ministry of Transport, Building and Urban Affairs
>
>16:40 - 17:00 “Availability and Punctuality Analysis for Shanghai Transrapid”
>Eckert Fritz, IFB – Institute für Bahntechnik GmbH
>
>17:00 - 17:20 “Environmental Benefits of Transrapid”
>Juergen Nothhaft, Siemens AG
>
>17:20 - 17:40 “Maglev, Petroleum Demand and Global Warming”
>Donald Rote, Argonne National Laboratory
>
>17:40 - 18:00 “Optimization of Length of Maglev-Trains”
>Arkadij Lascher, Technical University of
>Dresden, Institute for Electric Transport Systems
>
>Session 2: Vehicles and Levitation/Guidance
>
> Chairman: Thomas Alberts, Old Dominion University
>
>14:00 - 14:20 “The Design of Halbach Arrays for Inductrack Maglev Systems”
>Richard Post, Lawrence Livermore National Laboratory
>
>14:20 - 14:40 “An Algorithm to Suppress the
>Low-Frequency Oscillations of EMS Maglev Vehicles”
>Danfeng Zhou, National University of Defense Technology
>
>14:40 - 15:00 “Design of a Small-Scale Prototype
>for a Stabilized Permanent Magnet Levitated
>Vehicle” Geoffrey Long, Launch Point Technologies
>
>15:00 - 15:20 “Impact of High-Temperature
>Superconductors on the Superconducting Maglev”
>Hiroyuki Ohsaki, University of Tokyo
>
>15:20 - 15:40 “Modeling of the General Atomics
>Maglev: System Identification Approach”
>Bogdan Borowy, General Atomics; Kuenmo Kang,
>University of California, San Diego
>
>15:40 - 16:00 “Vehicle Dynamics Design for a PM/EDS Maglev System”
>In-Kun Kim, General Atomics
>
> Chairman: Richard Post, Lawrence Livermore National Laboratory
>
>16:20 - 16:40 “Fabrication and Testing of Full
>Scale Components for the 2nd Gen. Maglev-2000 System”
>James Powell, Maglev-2000
>
>16:40 - 17:00 “Development of Superconducting
>Magnets with Current Leads Without Gas Cooling”
>Masafumi Ogata, Railway Technical Research Institute
>
>17:00 - 17:20 “5-DOF Magnetic Levitation Control
>of a Steel Plate Using Observation of the Supported Weight”
>Ryuta Sasaki, Musashi Institute of Technology
>
>17:20 - 17:40 “Design of a Magnetic Levitation
>System for Commercial Maglev Vehicle”
>Choon Kyung Kim, Korea Electrotechnology Research Institute
>
>17:40 – 18:00 “Restrain the Effects of
>Vehicle-Guideway Dynamic Interaction: Bandstop Filter Method”
>Ding Zhang, College of Mechatronics Engineering
>and Automation, National University of Defense Technology
>
>Session 3: Guideway and Infrastructure
>
> Chairman: Tom Riester, Mackin Engineering Company
>
>14:00 - 14:20 “Transrapid’s Guideway Systems Bögl”
>Ludwig Schöll, Max Bögl Bauunternehmung GmbH & Co. KG
>
>14:20 - 14:40 “The New Steel Guideway”
>Oswaldo Rodriguez, Guideway Engineering
>
>14:40 - 15:00 “Hopf Bifurcation of the Maglev
>System Considering the Coupled Elastic Guideway”
>Longhua She, Institute of Changsha
>
>15:00 - 15:20 “Sound Improvement of Transrapid Girders”
>Rainer Schach, Institute für Baubetriebswesen of
>the Technische Universität Dresden
>
>15:20 - 15:40 “Long Wave Guideway Contour Monitoring”
>Willi Nieters, Industrieanlagen-Betriebsgesellschaft GmbH
>
>15:40 - 16:00 “Urban Maglev Fiber Reinforced
>Concrete Girder Design, Development and Testing”
>Mandyam Venkatesh, General Atomics
>
> Chairman: Ludwig Schöll, Max Bögl Bauunternehmung GmbH & Co. KG
>
>16:20 - 16:40 “Urban Maglev Integrated Guideway/Girder Module (IGGM) Design”
>Phil Jeter, General Atomics
>
>16:40 - 17:00 “A Maglev Guideway Girder System
>for the Urban Maglev Program in Korea”
>Yunseok Lee, Inst. Of Construction Technology Daewoo E & C
>
>17:00 - 17:20 “Stress Evaluation of PLG Ground
>Coil Inserted GFRP Fastening Devices”
>Hitoshi Matsue, Railway Technical Research Institute
>
>17:20 - 17:40 “MBS - Track-2010-Recent Development on Guideway Design”
>Jochen Röhm, Ed. Züblin AG
>
>17:40 - 18:00 “A Study of the Vehicle
>Maintenance Facilities Plan for the Urban Maglev Program in Korea”
>Seok Kyun Seol, Korea Rail Network Authority
>
>18:00 – 18:20 “New Guideway Design For Urban Maglev In Korea”
>Inho Yeo, Korea Railroad Research Institute
>
>Session 4: Propulsion, Linear Motors and Energy Supply
>
> Chairman: Hyungsuk Han, Korea Insititute of Machinery and Materials
>
>14:00 - 14:20 “New Equivalent Circuits of Single-Sided Linear Induction Motor”
>Wei Xu, Institute of Electrical Engineering Chinese Academy of Sciences
>
>14:20 - 14:40 “New Developments on the Maglev Long Stator Winding Cable”
>Christian Cornelissen, Nexans Deutschland Industries
>
>14:40 - 15:00 “Sensorless Vector Control for LSLSM Using PI Tracking Method”
>Qiongxuan Ge, IEE, Chinese Academy of Sciences,
>Graduate University of Chinese Academy of Sciences
>
>15:00 - 15:20 “Characteristics of Linear
>Induction Motor Driven by Modified Trapezoidal Modulated Power Source”
>Kaoru Iwaki, Osaka Institute of Technology
>
>15:20 - 15:40 “Transient Analysis of Offset
>Stator Double Sided Short Rotor Linear Induction Motor Accelerator”
>Tom Cox, University of Bath
>
>15:40 - 16:00 “A Study on Results of TPS
>According to the Optimum Electric Power Supply System of Urban Maglev Railway”
>In-Jae Lee, Korea Rail Network Authority Maglev Railway Division
>
> Chairman: In-Kun Kim, General Atomics
>
>16:20 - 16:40 “Optimal Parameter for Filter of
>Maglev Power Supply System Using Improved Genetic Algorithms”
>Zhang Ruihua, Institute of Electrical Engineering, Chinese Academy of Sciences
>
>16:40 - 17:00 “Characteristic Analysis of a
>Linear Induction Motor Used for an Urban Railway Transit”
>Hyung-Woo Lee, Korea Railroad Research Institute
>
>17:00 - 17:20 Experiments on a Magnetically Levitated Planar Actuator
>Nelis van Lierop, Eindhoven University of Technology
>
>17:20 - 17:40 “PowerTRACE - a Novel Power Transmission and Actuator Entity”
>Benedikt Schmülling, Institute of Electrical Machines, RWTH Aachen University
>
>17:40 - 18:00 “Integrated Modular System for Maglev Vehicle Control”
>Peter Hubbard, Loughborough University
>
>18:00 - 18:20 “Innovation of the Transrapid Propulsion System”
>Juergen Nothhaft, Siemens AG, Industry Sector, Mobility Division
>
>18:30 - 19:00 Gala Dinner Reception
>
>19:00 - 21:30 Gala Dinner
>
>Thursday, 18 December 2008
>
>8:00 Keynote Speakers
>Introductions: Linden Blue, Vice-Chairman, General Atomics
>Congressman James Oberstar (D), Chair
>Transportation & Infrastructure, USA (Invited)
>Congressman Dana Rohrabacher (R), USA (Invited)
>
>8:30 - 9:00 California State Senator Alan Lowenthal
>“Maglev and Paradigm Shift in Goods Movement”
>
>Plenary Session 3 – Innovative Technology Applications
> Chairman: Bob Baldi, General Atomics
>
>9:00 - 9:30 “Maglev Freight Conveyor Systems”
>Ken James, California State University Long Beach, USA
>
>9:30 - 10:00 “Holloman Maglev Project”
>David Minto, Holloman High Speed Test Track, USA
>
>10:30 - 11:00 “California University of
>Pennsylvania (CALU)-Maglev Sky Shuttle”
>Thomas Riester, Mackin Engineering Company, USA
>
>11:00 - 11:30 “An M3 Maglev System for Old Dominion University”
>Richard Thornton, MagneMotion, Inc., USA
>
>11:30 - 12:00 “Preliminary Design of the Magplane Magpipe System”
>B. Montgomery, Magplane Technology, Inc, USA
>
>12:00 - 12:15 Closing Ceremony
>
>14:00 - 17:15 GA Test Track and UCSD Structural Laboratory Tour
>__._,_.___
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- Jerry Schneider -
Innovative Transportation Technologies
http://faculty.washington.edu/jbs/itrans
Walter Brewer
MagLev is a tiny niche.
Walt Brewer
Jerry Schneider
>Wonder if the dignitaries will show at the energy conference?
>MagLev is a tiny niche.
Congressman Oberstar. Of course, they may not show up.
If you think this program represents a tiny
niche, how would you rate the PRT niche?
> >|
> ><mailto:UrbanMaglev...@yahoogroups.com
> ?subject=Change>Delivery Format: Traditional>Switch format to Traditional
Walter Brewer
most do, and PRT as personal urban transport including dual mode, perhaps
the PRT "niche" is higher by a factor of 10,000.
There may be application for the MagLev propulsion concept with some PRT
designs however.
Kirston Henderson
> Defining MagLev as a different propulsion system for inter-city trains as
> most do, and PRT as personal urban transport including dual mode, perhaps
> the PRT "niche" is higher by a factor of 10,000.
I tend to agree with you. Just the very high cost of the known maglev
train system is enough to preclude much real use, in spite of the constant
drumbeat for maglev. I think that there is a element of mystery about
maglev in the minds of most people who assume that they are somehow getting
something for nothing.
> There may be application for the MagLev propulsion concept with some PRT
> designs however.
Vectus is using linear motors for propulsion, but the high cost of
placing linear motors all along the guideway both runs up the guideway cost
and results in waste of propulsion electrical power because of the large
gaps between the motor pole pieces as compared to the very small interpole
gaps in rotary motors.
Kirston Henderson
MegaRail®
Luca Guala
Vectus is testing in Sweden to have a very cold and wet climate to make
their PRT work in the worst possible conditions. They chose LIM's to avoid
having to rely on wheels traction, which could be limited by ice, packed
snow and even water. Vectus runs solid (airless) tyres on flat steel rails
to minimize friction. The vehicle only has a battery to power its
electronics, climate control and lights. The lack of high power fittings in
the vehicle and of a power pick up rail adds to its safety. If Vectus was to
make a version for warmer climates, they would probably be using rotary
motors on board.
Regards
Luca
Kirston Henderson
> Kirston,
>
> Vectus is testing in Sweden to have a very cold and wet climate to make
> their PRT work in the worst possible conditions. They chose LIM's to avoid
> having to rely on wheels traction, which could be limited by ice, packed
> snow and even water. Vectus runs solid (airless) tyres on flat steel rails
> to minimize friction. The vehicle only has a battery to power its
> electronics, climate control and lights. The lack of high power fittings in
> the vehicle and of a power pick up rail adds to its safety. If Vectus was to
> make a version for warmer climates, they would probably be using rotary
> motors on board.
> Regards
Luca
How, when and where to they charge the on-board battery? If they want a
version to operate in hot climates, they will need electric power rails and
contact shoes to pick up power. I haven't seen anything on that subject.
Kirston
Luca Guala
have no immediate plans to do a version with rotary motors, but talking with
Vectus people I understood that they would go that way if the requirement
arises. The cabin and the chassis are independent and any changes to one of
these components does not involve modifications to the other. The wheels can
be changed with different types that provide more grip (at the detriment of
friction) if necessary.
Regards
Luca
-----Messaggio originale-----
Da: transport-...@googlegroups.com
[mailto:transport-...@googlegroups.com] Per conto di Kirston
Henderson
Inviato: giovedì 4 dicembre 2008 17.55
A: transport-...@googlegroups.com
Oggetto: Re: R: [t-i] Re: Fwd: [UM] Maglev 2008 Conference Agenda - San
Diego, 15-18 Dec
Jerry Schneider
>Defining MagLev as a different propulsion system for inter-city trains as
>most do, and PRT as personal urban transport including dual mode, perhaps
>the PRT "niche" is higher by a factor of 10,000.
I was thinking primarily of the breadth and intensity of the program, which I
see as tending toward a "critical mass" that is needed before many potential
clients will even consider maglev as a candidate technology. I just don't see
a similar level of activity in the PRT field at
this time. Compare the PodCar City
program with Maglev 08 and I don't think your 10,000 estimate reflects the
difference well.
>There may be application for the MagLev propulsion concept with some PRT
>designs however.
switching - as it's a necessary capability
for an urban maglev application in my opinion.
> > >MARKETPLACE
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eph
Advantage - no risk of electrocution, but the track is likely
exclusive and protected from pedestrians anyway.
Disadvantage - no power available at stops(must run on batteries),
lower electrical efficiency (compared to a linear motor), higher cost
(more motors per km)...
I don't get it.
F.
On Dec 4, 12:24 pm, "Luca Guala" <gu...@systematica.net> wrote:
> Charging is done via a rolling alternator, much like a bicycle dynamo. They
> have no immediate plans to do a version with rotary motors, but talking with
> Vectus people I understood that they would go that way if the requirement
> arises. The cabin and the chassis are independent and any changes to one of
> these components does not involve modifications to the other. The wheels can
> be changed with different types that provide more grip (at the detriment of
> friction) if necessary.
> Regards
> Luca
>
> -----Messaggio originale-----
> Da: transport-...@googlegroups.com
> [mailto:transport-...@googlegroups.com] Per conto di Kirston
> Henderson
> Inviato: giovedì 4 dicembre 2008 17.55
> A: transport-...@googlegroups.com
> Diego, 15-18 Dec
>
Luca Guala
Advantage - no risk of electrocution, but the track is likely
exclusive and protected from pedestrians anyway.
Disadvantage - no power available at stops(must run on batteries),
lower electrical efficiency (compared to a linear motor), higher cost
(more motors per km)...
I don't get it.
Not only they did get it, but they are very far ahead in the development:
http://www.vectus.se/eng_nasta.html . Probably they are not all that wrong
after all. I wouldn't be surprised to see Vectus in commercial operation in
2010.
Regards
Luca
eph
built. It also explains the all-steel guideway.
I suppose the LIMs can be run at peak in bursts as the cars pass over
and larger motors can be utilized at acceleration/hill points which
reduces LIM size on most of the track. It still seems like an awful
lot of copper windings and since LIM motors are significantly less
efficient than rotary motors, and rotary generators are needed on each
vehicle to transfer power - another energy loss... weird. Did I miss
a significant advantage?
F.
On Dec 5, 1:43 am, "Luca Guala" <gu...@systematica.net> wrote:
> > Track bound linear motors with a dynamo power transfer system?!
>
> Advantage - no risk of electrocution, but the track is likely
> exclusive and protected from pedestrians anyway.
> Disadvantage - no power available at stops(must run on batteries),
> lower electrical efficiency (compared to a linear motor), higher cost
> (more motors per km)...
> I don't get it.
>
eph
this can be used in LIM windings (it's used in transformers), that
means posco would supply most of the system's components! Maybe
Electrical Steel is heavier than copper or "rough handling of core
steel can adversely effect its magnetic properties" which would
explain why the LIMs must be on the track?
F.
Luca Guala
1. no wheel-to-guideway grip is required for traction and
2. only low power 24V electric applications on the vehicle
[mailto:transport-...@googlegroups.com] Per conto di eph
Inviato: venerdì 5 dicembre 2008 14.07
A: transport-innovators
Oggetto: Re: R: R: R: [t-i] Re: Fwd: [UM] Maglev 2008 Conference Agenda -
San Diego, 15-18 Dec
eph
work fine.
24v would not be ideal to power an A/C unit - a common household
12,000 Btu plug-in unit would require 1.4 kW which is 60 amp wire
though common vehicle alternators deliver this kind of power, assuming
12,000 Btu is enough.
It all seems to work out though, common lead-acid batteries and
alternators, steel guideway and LIMs, probably steel unibody
vehicles...
F.
Jeral Poskey
Building a system requires a series of tradeoffs. Coming from my Taxi 2000 background, I looked at their decisions and thought they were crazy. But the more I learned about it, the more I liked it. I would say the biggest thing they gained through all of their choices is reliability. They eliminated a lot of areas where they perceived some risk, either in development or out in the field.
LIMs in the guideway means you don't have to have to do much in the way of sensing your position; the LIMs always know where they are. You also don't have to have power pickups. You don't have to have much radio communication with the vehicle, possibly none depending on how the switch is activated. The list goes on.
In the end, I decided I liked their set of tradeoffs for minimizing their risks in developing a first system. And, no one says they have to be stuck to all of these decisions forever.
Jeral
Jerry Roane
Why do you say not gripping the guideway is an advantage? How many calories does gripping contribute to the energy equation?
Jerry Roane
Two significant advantages:
1. no wheel-to-guideway grip is required for traction and
2. only low power 24V electric applications on the vehicle
Regards
Luca
-----Messaggio originale-----
Da: transport-...@googlegroups.com
[mailto:transport-...@googlegroups.com] Per conto di eph
Inviato: venerdì 5 dicembre 2008 14.07
A: transport-innovators
Oggetto: Re: R: R: R: [t-i] Re: Fwd: [UM] Maglev 2008 Conference Agenda -
San Diego, 15-18 Dec
Kirston Henderson
> I may have found my own answer. Posco makes "Electrical Steel". If
> this can be used in LIM windings (it's used in transformers), that
> means posco would supply most of the system's components! Maybe
> Electrical Steel is heavier than copper or "rough handling of core
> steel can adversely effect its magnetic properties" which would
> explain why the LIMs must be on the track?
Can someone please explain to this dumb of farm boy just what is meant
by "Electrical Steel?"
Kirston Henderson
MegaRail®
Kirston Henderson
> Frank, I think you put too much weight on that. I think the biggest benefit
> of the huge backer is that they were able to build multiple scale test
> tracks. They tested multiple configurations, including LIMs in vehicle and
> LIMs in guideway.
>
> Building a system requires a series of tradeoffs. Coming from my Taxi 2000
> background, I looked at their decisions and thought they were crazy. But
> the more I learned about it, the more I liked it. I would say the biggest
> thing they gained through all of their choices is reliability. They
> eliminated a lot of areas where they perceived some risk, either in
> development or out in the field.
>
> LIMs in the guideway means you don't have to have to do much in the way of
> sensing your position; the LIMs always know where they are. You also don't
> have to have power pickups. You don't have to have much radio communication
> with the vehicle, possibly none depending on how the switch is activated.
> The list goes on.
>
Just being a big company doesn't mean that you are going to make the
correct decisions. Just look at Raytheon and the PRT-2000 project and GM
saying that they may be bankrupt by the end of this month.
On another subject, does anyone know how switching is accomplished in
the Posco PRT system? All of their published information seems strangely
silent on this very critical issue.
Kirston Henderson
MegaRail®
Jerry Roane
http://en.wikipedia.org/wiki/Electrical_steel
It is the special alloys of steel that are used in motor construction. A linear motor takes a lot of this steel so it would make sense that a supplier of this alloy of steel would want to use the TriTrack patent IP. I hope our IP protects us. I certainly paid dearly for it.
Jerry Roane
Walter Brewer
### Comments ### Below.
Walt Brewer
----- Original Message -----
From: "Jerry Schneider" <j...@peak.org>
To: <transport-...@googlegroups.com>
Sent: Thursday, December 04, 2008 4:55 PM
Subject: [t-i] Re: Maglev 2008 Conference Agenda - San Diego, 15-18 Dec
At 05:54 AM 12/4/2008, you wrote:
>Defining MagLev as a different propulsion system for inter-city trains as
>most do, and PRT as personal urban transport including dual mode, perhaps
>the PRT "niche" is higher by a factor of 10,000.
I note that some of the Korean presentations are focused on urban maglev.
I was thinking primarily of the breadth and intensity of the program, which
I
see as tending toward a "critical mass" that is needed before many potential
clients will even consider maglev as a candidate technology. I just don't
see
a similar level of activity in the PRT field at
this time. Compare the PodCar City
program with Maglev 08 and I don't think your 10,000 estimate reflects the
difference well.
MagLev), it might get hardware support earlier. I was thinking of the
relative usefullness for urban transportation on a long term basis. My 10
exp 4 number could vary between exp 3 and exp 6.
What is "urban maglev"? LRT using maglev propulsion? If so, why bother? ###
Kirston Henderson
> Kirston
>
> http://en.wikipedia.org/wiki/Electrical_steel
>
> It is the special alloys of steel that are used in motor construction. A
> linear motor takes a lot of this steel so it would make sense that a
> supplier of this alloy of steel would want to use the TriTrack patent IP. I
> hope our IP protects us. I certainly paid dearly for it.
Thanks, Jerry. I didn't think that it was used instead of copper for
the motor windings.
Kirston
Jerry Schneider
>Not only they did get it, but they are very far ahead in the development:
>http://www.vectus.se/eng_nasta.html . Probably they are not all that wrong
>after all. I wouldn't be surprised to see Vectus in commercial operation in
>2010.
I certainly hope so. But, I note that POSCO stock price has a 52-week
range of $40-$173 and
a last trade price of $56. A large stock price decline at Raytheon
was an important factor
in the demise of PRT 2000. But, the huge Chinese stimulus program
that is focused on infrastructure
may help POSCO sell steel.
eph
F.
On Dec 5, 9:51 am, "Jeral Poskey" <jpos...@davinciglobal.com> wrote:
> Frank, I think you put too much weight on that. I think the biggest benefit
> of the huge backer is that they were able to build multiple scale test
> tracks. They tested multiple configurations, including LIMs in vehicle and
> LIMs in guideway.
>
> Building a system requires a series of tradeoffs. Coming from my Taxi 2000
> background, I looked at their decisions and thought they were crazy. But
> the more I learned about it, the more I liked it. I would say the biggest
> thing they gained through all of their choices is reliability. They
> eliminated a lot of areas where they perceived some risk, either in
> development or out in the field.
>
> LIMs in the guideway means you don't have to have to do much in the way of
> sensing your position; the LIMs always know where they are. You also don't
> have to have power pickups. You don't have to have much radio communication
> with the vehicle, possibly none depending on how the switch is activated.
> The list goes on.
>
> In the end, I decided I liked their set of tradeoffs for minimizing their
> risks in developing a first system. And, no one says they have to be stuck
> to all of these decisions forever.
>
> Jeral
>
Jerry Schneider
Call it spin or magic or whatever you like. Urban maglev is often
described as low speed
maglev. "Why bother?" is the right question. Rigorous technical C/B
comparisons are needed.
But, the "magic" also does count for something. Does PRT have enough
"magic" to get
some demos funded and built? I am aware of two urban maglev demos in
the US that are
funded and underway: California U in Pennsylvania and Old Dominion U
in Va. I suspect there are
some in Korea too.
Michael Weidler
| Speaking of IP, which of your patents covers the "battery mule" technology? I did a quick search but didn't see a specific patent. --- On Fri, 12/5/08, Jerry Roane <jerry...@gmail.com> wrote: |
Jerry Roane
The second one (7,127,999) covers the car and the removable battery mule. The first covers the city network of guideway. The third covers the TriTracker machine and process for using automation to quickly build track. The fourth is still in the legal process but it picks up the remaining items in the starting provisional patent application. The date stamp is from the provisional and the issued patents are slowly awarded as continuations. It is a way to spread the cost to my wallet over a longer time period by intentionally going slow. The second provisional patent is about the ZoomHydro and is too early to tell all at this point.
gu...@systematica.net
The current world recession had a huge impact on the market for construction materials, including steel. Dubai has slowed down or stopped most construction plans. I guess this will impact many enterprises and not only Posco steel.
Regards Luca
Le mail ti raggiungono ovunque con BlackBerry® from Vodafone!
-----Original Message-----
From: Jerry Schneider <j...@peak.org>
Date: Fri, 05 Dec 2008 09:03:23
To: <transport-...@googlegroups.com>
Subject: [t-i] POSCO stock prices - will they impact Vectus prospects?
Walter Brewer
Jerry Roane
You are correct about the something for nothing mindset. The announcement of just about any new development is presented with headlines to this effect. The net result is if we are not claiming to run on only water or float with anti-gravity shoes--- we are not with the cool kids. Although it is tempting to join any movement I know we need to stick to the expression of our advanced transportation ideas for what they are. No exaggeration and not cheating the rules of physics. I know truth will win in the long run, the magic will be in how long it will take for truth to win over pure hype.
Jerry Roane
Jack Slade
Electrial steel is steel made with a high silicon content, used for transformers and motors. I reduces the eddy currents below that of ordinary steel, which means less power loss. It would certainly be appropriate for LIMs.
|
eph
electrical steel windings but I don't know enough to tell for sure:
"8.3 LSM stator
The LSM stator is made up of two major components: laminations and
windings. Included in the LSM
costs are the costs for mounting and aligning the stator laminations
and installing the windings.
8.3.1 Cost basis
Lamination estimates are by Tempel Steel assuming that the lamination
stacks are fabricated on site from
stamped and spooled M19 24-gauge electrical steel. Winding estimates
are based on corporate experience
with producing and installing LSM windings. Although manufacturing
methods for the 3- phase windings
have not been determined, wound on or off site cost estimates are
expected to be similar.
"
http://www.monorails.org/pdfs/Magnemotion.pdf
The pages also has cost estimates.
F.
On Dec 5, 8:38 pm, Jack Slade <skytrek_...@rogers.com> wrote:
> Electrial steel is steel made with a high silicon content, used for transformers and motors. I reduces the eddy currents below that of ordinary steel, which means less power loss. It would certainly be appropriate for LIMs.
>
> Jack Slade
>
Jerry Roane
The steel is what the copper is wound around. The steel is laminated from thin layers to keep the induced currents from flowing in 3D circles wasting energy. The coil is not made of high silicon steel the coil is made of copper wire usually coated in thin lacquer. The motor we are looking at uses steel but they flash freeze it from molten state to further improve its properties. Motors are pretty complex items and the metallurgy is very much part of the design. Linear motors are just round motors rolled out flat but instead of repeating around the circle you repeat by building thousands of coils. In the case of a system that has linear motor for every foot of guideway this will take millions of dollars of motor segments per mile. One valid use of this approach is in an ice coated application but for most locations it would be less energy just to melt the ice rather try to leave the ice and use magnetic fields to push the car with a large gap allowing for ice. The larger the gap the more magnetic field leaks out lowering the efficiency. It is possible to invert the concept where a linear motor segment is inside the car and the aluminum track is the repelling part. Our aluminum guideway can do this but the efficiency is less than just using an ordinary motor and an ordinary motor is cheaper.
Jerry Roane
Benke
each end, mounted at a 90 degree angle. The rod turns 90 degrees to
select direction.
Power pickup is the thing they wanted to avoid in developing the LIM/
generator combination. The generator would be quite lage to supply
power for heating the cabin in the winter, I would say.
While steel on steel might be fine for LRT it would not work for PRT
with 1-3 second headways.
Benke
wound around, for instance the core of a transformer. Its resistance
is far to high to be used in the coils themselves. Possibly aluminum
can be used to replace the copper, but that too would lead to a
significantly lower efficiency and risk of overheating.
eph
What's wrong with using a CNG or propane heater?
This LIM system (vectus) needs a rail brake anyway, so 1-3 second
headways should be possible even for steel on steel, maybe?
F.
Mr_Grant
http://www.vectus.se/Vectus%20Movie_low%20res.mov
It's just past the halfway point, after they discuss LIMs.
-David
eph
vehicle system in Toronto) suffers from snow accumulation between the
LIM and the reaction plate. I assume snow/ice fouls the critical gap
and reduces efficiency? Vectus may be prone to similar problems in
cold climates.
F.
On Dec 4, 11:35 am, "Luca Guala" <gu...@systematica.net> wrote:
> Kirston,
>
> Vectus is testing in Sweden to have a very cold and wet climate to make
> their PRT work in the worst possible conditions. They choseLIM'sto avoid
> having to rely on wheels traction, which could be limited by ice, packed
> snow and even water. Vectus runs solid (airless) tyres on flat steel rails
> to minimize friction. The vehicle only has a battery to power its
> electronics, climate control and lights. The lack of high power fittings in
> the vehicle and of a power pick up rail adds to its safety. If Vectus was to
> make a version for warmer climates, they would probably be using rotary
> motors on board.
> Regards
> Luca
>
> Vectus is using linear motors for propulsion, but the high cost of
> placing linear motors all along the guideway both runs up the guideway cost
> and results in waste of propulsion electrical power because of the large
> gaps between the motor pole pieces as compared to the very small interpole
> gaps in rotary motors.
Kirston Henderson
> I've just been reminded that the Scarborough RT (a LIM based, rail
> vehicle system in Toronto) suffers from snow accumulation between the
> LIM and the reaction plate. I assume snow/ice fouls the critical gap
> and reduces efficiency? Vectus may be prone to similar problems in
> cold climates.
I don't think that presence of snow on the LIMs would have any adverse
impact on magnetic effects, but you would need snow plowing in order to keep
snow from building up beyond the rather small gaps needed to make the LIMs
have any reasonable efficiency.
Kirston Henderson
MegaRail®
Luca Guala
that the LIM doesn't work, they would have changed design by now.
Vectus test track has been built in Sweden rather than in Korea exactly to
be able to test it under lots snow and ice. As is generally known, winters
are colder in Sweden than in S. Korea.
And here's a good reason to have the LIM's on the track rather than on the
vehicle: the Lim's are very small and all the space in between is void. It
doesn't look difficult to remove the snow from there. And if PRT is 24/7
with tight headways how much snow can accumulate between a car and the next?
By the way, the Moscow monorail is also LIM powered. The original Intamin
design employed rotary motors, the Moscow system was modified for the same
reasons as Toronto LRT and Vectus: so they don't have to rely on wheel to
track grip for traction.
There are some good photos on www.monorails.org of the Moscow monorail
sweeping the snow from the track with.. what? A snow ram? The sheer power of
the magnetic field? I don't know. It looks efficient, though not nice for
the pedestrians underneath.
Regards
Luca
-----Messaggio originale-----
Da: transport-...@googlegroups.com
[mailto:transport-...@googlegroups.com] Per conto di eph
A: transport-innovators
Oggetto: Re: R: [t-i] Re: Fwd: [UM] Maglev 2008 Conference Agenda - San
Diego, 15-18 Dec
eph
"But the SRT has been plagued by myriad of problems since it opened.
The greatest of these is snow, which gets packed onto the LIM,
rendering it useless. A similar SRT system works fine in Vancouver
(SkyTrain), and would probably work anywhere else in the world where
it doesn't snow much."
http://transit.toronto.on.ca/spare/0215.shtml
It may be that the third rail ices up which some travellers wrongly
attribute to a LIM problem?
F.
On Dec 10, 12:40 pm, "Luca Guala" <gu...@systematica.net> wrote:
> Vectus has been testing its PRT for the last two winters so if they found
> that the LIM doesn't work, they would have changed design by now.
> Vectus test track has been built in Sweden rather than in Korea exactly to
> be able to test it under lots snow and ice. As is generally known, winters
> are colder in Sweden than in S. Korea.
>
> And here's a good reason to have the LIM's on the track rather than on the
> vehicle: the Lim's are very small and all the space in between is void. It
> doesn't look difficult to remove the snow from there. And if PRT is 24/7
> with tight headways how much snow can accumulate between a car and the next?
>
> By the way, the Moscow monorail is also LIM powered. The original Intamin
> design employed rotary motors, the Moscow system was modified for the same
> reasons as Toronto LRT and Vectus: so they don't have to rely on wheel to
> track grip for traction.
>
eph
snow (look out below):
http://www.monorails.org/tMspages/Moscow04.html
Luca Guala
(SkyTrain), and would probably work anywhere else in the world where
it doesn't snow much."
I thought it snowed quite a bit in Vancouver?
> It may be that the third rail ices up which some travellers wrongly
attribute to a LIM problem?
It may be a very specific problem of that train that has been blamed on the
LIM and is instead to blame on "bad design" which is a virus that can infect
just any component of a man-made object (and some that the Almighty made too
- see wisdom teeth)
Cheers
Luca
eph
range? Toronto doesn't even get as much snow as we do here in Ottawa
(because of the great lakes?), Montreal and Québec city probably get
just as much as we do. We just got 30 cm (1 foot) of snow. There is
a transit strike and people are digging out. It's looks nice if you
don't have to go anywhere in a hurry.
Sure. Commuter train switches freeze in Toronto paralysing the system
for hours, I've also read about leaves on rail track or the "wrong
kind of snow" disabling trains in the UK, our bus systems are slowed
by snow accumulation and accidents. A reliable transportation system
could save a lot of money in lost productivity.
F.
Kirston Henderson
> It rains a lot in Vancouver, something about the ocean and mountain
> range? Toronto doesn't even get as much snow as we do here in Ottawa
> (because of the great lakes?), Montreal and Québec city probably get
> just as much as we do. We just got 30 cm (1 foot) of snow. There is
> a transit strike and people are digging out. It's looks nice if you
> don't have to go anywhere in a hurry.
>
> Sure. Commuter train switches freeze in Toronto paralysing the system
> for hours, I've also read about leaves on rail track or the "wrong
> kind of snow" disabling trains in the UK, our bus systems are slowed
> by snow accumulation and accidents. A reliable transportation system
> could save a lot of money in lost productivity.
We are going to stick with our wheelmotor-driven wheels operating inside
our patented enclosed rail tubes where we have no problems with rain, ice
nor snow. On top of that our guideways which do not have any expensive
linear motors don't cost nearly as much money as other systems and never
require any snow plowing.
Kirston Henderson
MegaRail®
Walter Brewer
even roads?
When will it be recognized the biggest innovation in 100 years has been
personal transport?
Walt Brewer
----- Original Message -----
Walter Brewer
already from a little light sticky snow on the dish, or probably sensor.!
Walt Brewer
----- Original Message -----
From: "eph" <rhaps...@yahoo.com>
To: "transport-innovators" <transport-...@googlegroups.com>
Sent: Wednesday, December 10, 2008 2:10 PM
Subject: Re: R: R: R: [t-i] Re: Fwd: [UM] Maglev 2008 Conference Agenda -
San Diego, 15-18 Dec
Walter Brewer
Walt Brewer
----- Original Message -----
From: "Kirston Henderson" <kirston....@megarail.com>
To: <transport-...@googlegroups.com>
Sent: Wednesday, December 10, 2008 2:21 PM
Subject: Re: R: R: R: [t-i] Re: Fwd: [UM] Maglev 2008 Conference Agenda -
San Diego, 15-18 Dec
Walter Brewer
Wonder what it would do in a Buffalo type snow and ice cover?
Is it guided laterally by wheels;vertical or horizontal?
Walt Brewer
----- Original Message -----
eph
bottom working against an in-track reaction plate. So steel wheels
with flanges guide it.
http://en.wikipedia.org/wiki/Scarborough_RT_(TTC)
http://en.wikipedia.org/wiki/Bombardier_Advanced_Rapid_Transit
F.
Kirston Henderson
> Didn't I make a bet with you about your no snow/ice problem enclosed tracks?
Not that I can remember. What was it?
Kirston Henderson
MegaRail®
Walter Brewer
drink.
Walt Brewer
----- Original Message -----
From: "Kirston Henderson" <kirston....@megarail.com>
To: <transport-...@googlegroups.com>
Sent: Wednesday, December 10, 2008 4:17 PM
Subject: Re: R: R: R: [t-i] Re: Fwd: [UM] Maglev 2008 Conference Agenda -
San Diego, 15-18 Dec
Luca Guala
personal transport?
You can say un 120 years: the era of mass personal transport begun with the
bicycle
Cheers
Luca
Luca Guala
Apparently you're right: on average it snows less in Northern Eurasia than at the same latitudes in North America:
I guess the major climate issue in Moscow is extreme low temperatures and a long cold season.
As for the guidance of the Moscow monorail, if it’s not changed from the original Intamin design, it is supported by vertical coupled wheels (aircraft carriage style) and guided by small horizontal caster wheels on the sides of the box-shaped steel rail, plus an extra set of caster wheels on the underside of the protruding part of the “lid” of the box rail.
Regards
Luca
-----Messaggio originale-----
Da: transport-...@googlegroups.com
[mailto:transport-...@googlegroups.com]
Per conto di Walter Brewer
Inviato: mercoledì 10 dicembre 2008 21.57
A: transport-...@googlegroups.com
Oggetto: Re: R: R: [t-i] Re: Fwd: [UM] Maglev 2008 Conference Agenda - San
Diego, 15-18 Dec
Walter Brewer
----- Original Message -----From: Luca Guala
Walter Brewer
individual users.
I should have said motorized.
Going way way back personal transport on land was the rule; beasts of
burden, two feet, most horse drawn, etc. Like now, population density was
the criterion for horse drawn street cars.Then came the steam engine.
But then why was seafaring mostly mass, except for goods? In some cases
people were part of the propulsion.
Walt Brewer
----- Original Message -----
From: "Luca Guala" <gu...@systematica.net>
To: <transport-...@googlegroups.com>
Sent: Thursday, December 11, 2008 2:35 AM
Subject: R: R: R: [t-i] Re: Fwd: [UM] Maglev 2008 Conference Agenda - San
Diego, 15-18 Dec
>
Luca Guala
By "mass" personal transport I meant personal transport available to the
masses. The bicycle was the first "mass" personal means of transport
available, the powerful and the wealthy had their own carriages and horses
long before the bicycle but they were a small minority. One's own feet and
legs of course, have been generally available for the last couple of million
years.
People of more than 80 here still remember having lived in the pre-car era
which in this forgotten corner of the world ended roughly with the 1940's
and in some cases went on until the late 1970's. Horses and carts were not
personal transport, if not for a small portion of the population. Everyone
else went on foot, or used the mass transit available at the time: train,
coach or ox-drawn cart. "walking distance" was measured in miles.
When my mother-in-law was a young lady, she worked in a town away from where
she lived and she walked to and from the train station to be home every
weekend. The train station was 12 km (7.5 miles) away.
There was a beast of burden in every family, typically a donkey, but it was
used to carry loads, not persons. For long trips between towns (rare)
typically the man walked alongside the donkey which carried the woman and
eventually the children, in addition to the goods. This pattern of travel
was fairly common in most of the "old world" and it is now a well known icon
thanks to an event that took place somewhere in the middle east about 2008
years ago.
Personal transport on waterways is less common for a number of reasons:
firstly, water crafts were more complex and expensive than land
transportation, and they were extremely slow. And unless you lived in the
proximity of the coast, you could not reach your destination on them.
Secondly, if travel was to be carried out by sea, rather than on inland
waterways, the few persons who dared to travel on their own did not live to
tell it.
Regards
Luca
-----Messaggio originale-----
Da: transport-...@googlegroups.com
[mailto:transport-...@googlegroups.com] Per conto di Walter Brewer
A: transport-...@googlegroups.com
Oggetto: Re: R: R: [t-i] Re: Fwd: [UM] Maglev 2008 Conference Agenda - San
Michael Weidler
| That's fine so long as you don't go dual mode. The street your dual mode vehicle will use to get to your guideway will not be dry or snow free. --- On Wed, 12/10/08, Kirston Henderson <kirston....@megarail.com> wrote: |
Kirston Henderson
> That's fine so long as you don't go dual mode. The street your dual mode
> vehicle will use to get to your guideway will not be dry or snow free.
>
Any guideway entry point for true dualmode vehicles must be equipped
with a wheel, etc. wash and blow-dry station that each vehicle must pass
through on the way to the guideway. Because of this and the added
complexity for true dualmode vehicles, I really believe that small
automobiles, preferably electric, moved for most of their trips on automated
Carferries are the better solution.
Kirston Henderson
MegaRail®
Walter Brewer
Do you know if the "bicycle" originator, before the pedal power was added,
recognized it could be stabilized without feet touching the ground. Or was
that an uninteded consequence?
Walt Brewer
----- Original Message -----
From: "Luca Guala" <gu...@systematica.net>
To: <transport-...@googlegroups.com>
Subject: R: R: R: [t-i] Re: Fwd: [UM] Maglev 2008 Conference Agenda - San
Diego, 15-18 Dec
Diego, 15-18 Dec
Agree, assuming for the bikes "mass" means large numbers of mostly
individual users.
I should have said motorized.
Going way way back personal transport on land was the rule; beasts of
burden, two feet, most horse drawn, etc. Like now, population density was
the criterion for horse drawn street cars.Then came the steam engine.
But then why was seafaring mostly mass, except for goods? In some cases
people were part of the propulsion.
Walt Brewer
----- Original Message -----
From: "Luca Guala" <gu...@systematica.net>
To: <transport-...@googlegroups.com>
Sent: Thursday, December 11, 2008 2:35 AM
Diego, 15-18 Dec
>
Luca Guala
added,
recognized it could be stabilized without feet touching the ground. Or was
that an uninteded consequence?
This is an interesting question. Was there any clue that could lead to
understand (or at least grasp) the dynamic stability of an object on wheels
before the "draisine" was invented? Some toy? A wheel that stays upright
while spinning on its circumference, rather than on its axis? If not, then
the inventor of the Draisine was either a true innovator (he made something
that didn't exist before, not even in disguise) or he was unaware of its
true performance until he saw it.
My guess is that whoever invented the Draisine (a certain Herr von Drais)
imagined a horse on wheels, where at least one of the rider's feet was
constantly in contact with the ground. Herr Drais' paradigm was the horse,
and the wheels of his machine only supported the load, while traction and
stability were provided by the rider's feet.
I imagine his bewilderment when someone, maybe riding down an incline, dared
lift both feet off the ground and didn't fall instantly to one side!
Someone else, not herr Drais, thought that this effect could be exploited by
providing traction from the legs directly to the wheel, even if this meant
giving up the stability provided by being able to lie the feet on the
ground. The penny-farthing bicycle was born. The rest is modern history.
Regards
Luca