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Magnetic levitation

The concept of magnetic levitation is well known from the early 1930s, when Hermann Kemper

was developing a concept to demonstrate the use of magnetic fields to combine theadvantages of trains and airplanes. Publications in this issue cover a wide range of topics. The

article of Mary Bellissdiscuss the main ideas about maglev, the concept of magnetic levitation

and the properties of this system, while the paper of Richard Thornton, is a description of the

existing and future maglev transportation possibilities.

In the articles the main idea is based on the magnetic levitation, but from two different views,

the first defining the general specifications the second one focusing on the transportation itself.

Both papers present the history of the magnetic levitation, the ideas from different nations, the

countries which had applied such system, or have test facilities, such as the German Transrapid,

which is an operational design such as the Japanese HSST.

Mary Bellissstarts with the description of the speed ranges and the guideway configurations

presenting the three primary basic functions of maglev technology levitation, propulsion and

guidance, while Richard describes the history and status of maglev in the three speed ranges,

each range leading to different new design.

The Electromagnetic suspension (EMS) system is an attractive force levitation system with

electromagnets interacting with the ferromagnetic rails of the guideway which is presented for

the first speed range (15-30 m/s) in Richardssarticle as the Personal Rapid Transits (PRT) best

possible technology. Linear Synchronous Motor (LSM) is the ideal propelling for PRT because

provides friction free propulsion, as described in Bellisspaper, the Long Stator propulsion isusing an electrically powered motor, which can provide higher performance at lower capital

and operating cost, the only disadvantage being the expensive guideway construction costs.

Although there exists PRT designs which use Linear Induction Motor (LIM) with short stator

propulsion reducing guideway costs.

The second speed range between 40-120 m/s defines a High Speed Ground Transportation

(HSGT) based on small vehicles and the LSM propulsion system. The HSGT can provide a high

acceleration and regenerative braking thanked for the close spaced vehicles. Also by reducing

the top speeds of 420 km/h to 200km/h at such transportation could mean that the beams of

the guideway would only need to be stiff enough to handle the light vehicle and the tolerancesfrom the high speeds would be less critical.

Finally the third speed range, from 150 m/s and above predicts a tube travel at supersonic

travel, which could be very viable in the future. The Super Speed Tube Travel ideas are all

speculative, but Richardss opinion about the suspension and propulsion system is an

ElectroDynamic Suspension, also treated by Belliss, as a suspension which results stable vehicle

support and guidance because of the magnetic repulsive forces. The main problem is the

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configuration of the tubes/tunnels for the supersonic speeds. Moreover research needs to be

done, to design a proper tube for such speeds, leading to the development of supersonic travel

in the nearer future.

Moreover, Belliss article presents the attributes of the maglev, consisting in: high peak speeds,

great reliability of the transportation, the eco-friendliest way of travel being independent of oil,and not polluting the nature, an improved comfort level and high capacity transport it is the

ideal transportation way for the future.

Both articles present the advantages and disadvantages of the new system, the innovations

which needs to be done, and the major problems which needs to be solved to fulfill the need of

transportation demand.