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 the advantages of trains and airplanes. Publications in this issue cover a wide range of topics. The article of Mary Belliss discuss 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 Belliss starts 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 Richardss article 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 Belliss paper, the Long Stator propulsion is using 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 tolerances from 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

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.