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https://kids.kiddle.co/Maglev_train
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Maglev train facts for kids
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Learn Maglev train facts for kids
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https://kids.kiddle.co/Maglev_train
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This page is about transportation. For the phenomenon, see Magnetic levitation.
Maglev (derived from magnetic levitation) is a system of train transportation that uses two sets of electromagnets: one set to repel and push the train up off the track, and another set to move the elevated train ahead, taking advantage of the lack of friction. Such trains rise approximately 10 centimetres (4 in) off the track. There are both high-speed, intercity maglev systems (over 400 kilometres per hour or 250 miles per hour), and low-speed, urban maglev systems (80–200 kilometres per hour or 50–124 miles per hour) under development and being built. The Shanghai maglev train is the only maglev train in commercial operation that can be considered as high speed.
Development
In the late 1940s, the British electrical engineer Eric Laithwaite, a professor at Imperial College London, developed the first full-size working model of the linear induction motor. He became professor of heavy electrical engineering at Imperial College in 1964, where he continued his successful development of the linear motor.
The linear motor was naturally suited to use with maglev systems as well. In the early 1970s, Laithwaite discovered a new arrangement of magnets, the magnetic river, that allowed a single linear motor to produce both lift and forward thrust, allowing a maglev system to be built with a single set of magnets.
The first commercial maglev people mover was simply called "MAGLEV" and officially opened in 1984 near Birmingham, England. It operated on an elevated 600 metres (2,000 ft) section of monorail track between Birmingham Airport and Birmingham International railway station, running at speeds up to 42 kilometres per hour (26 mph). The system was closed in 1995 due to reliability problems.
Technology
The two main types of maglev technology are:
Electromagnetic suspension (EMS), electronically controlled electromagnets in the train attract it to a magnetically conductive (usually steel) track.
Electrodynamic suspension (EDS) uses superconducting electromagnets or strong permanent magnets that create a magnetic field, which induces currents in nearby metallic conductors when there is relative movement, which pushes and pulls the train towards the designed levitation position on the guide way.
High-speed maglev comparison with conventional high-speed trains
Maglev transport is non-contact and electric powered. It relies less or not at all on the wheels, bearings and axles common to wheeled rail systems.
Speed: Maglev allows higher top speeds than conventional rail. While experimental wheel-based high-speed trains have demonstrated similar speeds, conventional trains will suffer from friction between wheels and track and thus elevating the maintenance cost if operating at such speed, unlike levitated maglev trains.
Maintenance: Maglev trains currently in operation have demonstrated the need for minimal guideway maintenance. Vehicle maintenance is also minimal (based on hours of operation, rather than on speed or distance traveled). Traditional rail is subject to mechanical wear and tear that increases rapidly with speed, also increasing maintenance. For example: the wearing down of brakes and overhead wire wear have caused problems for the Fastech 360 rail Shinkansen. Maglev would eliminate these issues.
Weather: In theory, maglev trains should be unaffected by snow, ice, severe cold, rain or high winds. However, as of yet no maglev system has been installed in a location with such a harsh climate.
Acceleration: Maglev vehicles accelerate and decelerate faster than mechanical systems regardless of the slickness of the guideway or the slope of the grade, because they are non-contact systems.
Track: Maglev trains are not compatible with conventional track, and therefore require custom infrastructure for their entire route. By contrast conventional high-speed trains such as the TGV are able to run, albeit at reduced speeds, on existing rail infrastructure, thus reducing expenditure where new infrastructure would be particularly expensive (such as the final approaches to city terminals), or on extensions where traffic does not justify new infrastructure. John Harding, former chief maglev scientist at the Federal Railroad Administration, claimed that separate maglev infrastructure more than pays for itself with higher levels of all-weather operational availability and nominal maintenance costs. These claims have yet to be proven in an intense operational setting and they do not consider the increased maglev construction costs. However, in countries like China, there are discussion of building some key conventional high-speed rail tunnels/bridges to a standard that would allow them upgrading to maglev.
Efficiency: Conventional rail is probably more efficient at lower speeds. But due to the lack of physical contact between the track and the vehicle, maglev trains experience no rolling resistance, leaving only air resistance and electromagnetic drag, potentially improving power efficiency. Some systems, however, such as the Central Japan Railway Company SCMaglev use rubber tires at low speeds, reducing efficiency gains.
Weight: The electromagnets in many EMS and EDS designs require between 1 and 2 kilowatts per ton. The use of superconductor magnets can reduce the electromagnets' energy consumption. A 50-ton Transrapid maglev vehicle can lift an additional 20 tons, for a total of 70 tons, which consumes 70–140 kilowatts (94–188 hp). Most energy use for the TRI is for propulsion and overcoming air resistance at speeds over 100 miles per hour (160 km/h).
Weight loading: High-speed rail requires more support and construction for its concentrated wheel loading. Maglev cars are lighter and distribute weight more evenly.
Noise: Because the major source of noise of a maglev train comes from displaced air rather than from wheels touching rails, maglev trains produce less noise than a conventional train at equivalent speeds. However, the psychoacoustic profile of the maglev may reduce this benefit: a study concluded that maglev noise should be rated like road traffic, while conventional trains experience a 5–10 dB "bonus", as they are found less annoying at the same loudness level.
Magnet reliability: Superconducting magnets are generally used to generate the powerful magnetic fields to levitate and propel the trains. These magnets must be kept below their critical temperatures (this ranges from 4.2 K to 77 K, depending on the material). New alloys and manufacturing techniques in superconductors and cooling systems have helped address this issue.
Control systems: No signalling systems are needed for high-speed maglev, because such systems are computer controlled. Human operators cannot react fast enough to manage high-speed trains. High-speed systems require dedicated rights of way and are usually elevated. Two maglev system microwave towers are in constant contact with trains. There is no need for train whistles or horns, either.
Terrain: Maglevs are able to ascend higher grades, offering more routing flexibility and reduced tunneling.
High-speed maglev comparison with aircraft
Differences between airplane and maglev travel:
Efficiency: For maglev systems the lift-to-drag ratio can exceed that of aircraft (for example Inductrack can approach 200:1 at high speed, far higher than any aircraft). This can make maglevs more efficient per kilometer. However, at high cruising speeds, aerodynamic drag is much larger than lift-induced drag. Jet-powered aircraft take advantage of low air density at high altitudes to significantly reduce air drag. Hence despite their lift-to-drag ratio disadvantage, they can travel more efficiently at high speeds than maglev trains that operate at sea level.
Routing: Maglevs offer competitive journey times for distances of 800 kilometres (500 mi) or less. Additionally, maglevs can easily serve intermediate destinations.
Availability: Maglevs are little affected by weather.
Travel time: Maglevs do not face the extended security protocols faced by air travelers nor is time consumed for taxiing, or for queuing for take-off and landing.
With maglev technology, the train travels along a guideway of electromagnets which control the train's stability and speed. While the propulsion and levitation require no moving parts, the bogies can move in relation to the main body of the vehicle and some technologies require support by retractable wheels at low speeds under 150 kilometres per hour (93 mph). This compares with electric multiple units that may have several dozen parts per bogie. Maglev trains can therefore in some cases be quieter and smoother than conventional trains and have the potential for much higher speeds.
Economics
Despite over a century of research and development, there are only six operational maglev trains today — three in China, two in South Korea, and one in Japan. Maglev can be hard to economically justify for certain locations, however it has notable benefits over conventional railway systems, which includes lower operating and maintenance costs (with zero rolling friction its parts do not wear out quickly and hence less need to replace parts often), significantly lower odds of derailment (due to its design), an extremely quiet and smooth ride for passengers, little to no air pollution, and the railcars can be built wider and make it more comfortable and spacious for passengers. And also because it can travel up higher ascending grades (up to 10 percent), compared to conventional trains (up to 4 percent or less), maglev trains can also reduce the need to create new tunnels or to level the landscape to build its tracks.
Records
The highest-recorded maglev speed is 603 kilometres per hour (375 mph), achieved in Japan by JR Central's L0 superconducting maglev on 21 April 2015, 28 kilometres per hour (17 mph) faster than the conventional TGV wheel-rail speed record. However, the operational and performance differences between these two very different technologies is far greater. The TGV record was achieved accelerating down a 72.4 kilometres (45 mi) slight decline, requiring 13 minutes. It then took another 77.25 kilometres (48 mi) for the TGV to stop, requiring a total distance of 149.65 kilometres (93 mi) for the test. The L0 record, however, was achieved on the 42.8 kilometres (26.6 mi) Yamanashi test track – less than 1/3 the distance. No maglev or wheel-rail commercial operation has actually been attempted at speeds over 500 kilometres per hour (310 mph).
History of maglev speed records
List of speed records set by maglev vehicles, by date, sortable Year Country Train Speed Notes 1971 West Germany Prinzipfahrzeug 90 kilometres per hour (56 mph) 1971 West Germany TR-02 (TSST) 164 kilometres per hour (102 mph) 1972 Japan ML100 60 kilometres per hour (37 mph) crewed 1973 West Germany TR04 250 kilometres per hour (160 mph) crewed 1974 West Germany EET-01 230 kilometres per hour (140 mph) uncrewed 1975 West Germany Komet 401 kilometres per hour (249 mph) by steam rocket propulsion, uncrewed 1978 Japan HSST-01 308 kilometres per hour (191 mph) by supporting rockets propulsion, made in Nissan, uncrewed 1978 Japan HSST-02 110 kilometres per hour (68 mph) crewed 1979-12-12 Japan ML-500R 504 kilometres per hour (313 mph) (uncrewed) It succeeds in operation over 500 kilometres per hour (310 mph) for the first time in the world. 1979-12-21 Japan ML-500R 517 kilometres per hour (321 mph) (uncrewed) 1987 West Germany TR-06 406 kilometres per hour (252 mph) (crewed) 1987 Japan MLU001 401 kilometres per hour (249 mph) (crewed) 1988 West Germany TR-06 413 kilometres per hour (257 mph) (crewed) 1989 West Germany TR-07 436 kilometres per hour (271 mph) (crewed) 1993 Germany TR-07 450 kilometres per hour (280 mph) (crewed) 1994 Japan MLU002N 431 kilometres per hour (268 mph) (uncrewed) 1997 Japan MLX01 531 kilometres per hour (330 mph) (crewed) 1997 Japan MLX01 550 kilometres per hour (340 mph) (uncrewed) 1999 Japan MLX01 552 kilometres per hour (343 mph) (crewed/five-car formation) Guinness authorization. 2003 Japan MLX01 581 kilometres per hour (361 mph) (crewed/three formation) Guinness authorization. 2015 Japan L0 590 kilometres per hour (370 mph) (crewed/seven-car formation) 2015 Japan L0 603 kilometres per hour (375 mph) (crewed/seven-car formation)
Incidents
Two incidents involved fires. A Japanese test train in Miyazaki, MLU002, was completely consumed by a fire in 1991.
On 11 August 2006, a fire broke out on the commercial Shanghai Transrapid shortly after arriving at the Longyang terminal. People were evacuated without incident before the vehicle was moved about 1 kilometre to keep smoke from filling the station. NAMTI officials toured the SMT maintenance facility in November 2010 and learned that the cause of the fire was "thermal runaway" in a battery tray. As a result, SMT secured a new battery vendor, installed new temperature sensors and insulators and redesigned the trays.
On 22 September 2006, a Transrapid train collided with a maintenance vehicle on a test/publicity run in Lathen (Lower Saxony / north-western Germany). Twenty-three people were killed and ten were injured; these were the first maglev crash fatalities. The accident was caused by human error. Charges were brought against three Transrapid employees after a year-long investigation.
Safety is a greater concern with high-speed public transport due to the potential for high impact force and large number of casualties. In the case of maglev trains as well as conventional high-speed rails, an incident could result from human error, including loss of power, or factors outside human control, such as ground movement caused by an earthquake.
Interesting facts about Maglev trains
The first relevant patent, U.S. Patent 714,851 (2 December 1902), issued to Albert C. Albertson, used magnetic levitation to take part of the weight off of the wheels while using conventional propulsion.
In 1912 French-American inventor Émile Bachelet demonstrated a model train with electromagnetic levitation and propulsion in Mount Vernon, New York.
Maglev systems have been much more expensive to construct than conventional train systems, although the simpler construction of maglev vehicles makes them cheaper to manufacture and maintain.
The Shanghai maglev train, also known as the Shanghai Transrapid, has a top speed of 430 kilometres per hour (270 mph). The line is the fastest operational high-speed maglev train, connecting Shanghai Pudong International Airport and the outskirts of central Pudong, Shanghai. It covers a distance of 30.5 kilometres (19 mi) in just over 8 minutes. The launch in 2002 generated wide public interest and media attention in maglev for the first time.
Images for kids
Experimental car TP-05 (ТП-05) in Ramenskoye built in 1986
The Birmingham International Maglev shuttle
Transrapid at the Emsland test facility
HSST-03 at Okazaki Minami Park
South Korea's Incheon Airport Maglev, the world's fourth commercially operating maglev
Maglev on the Tongji University test track
MLX01 Maglev train Superconducting magnet bogie
The Japanese SCMaglev's EDS suspension is powered by the magnetic fields induced either side of the vehicle by the passage of the vehicle's superconducting magnets.
A maglev train coming out of the Pudong International Airport
Linimo train approaching Banpaku Kinen Koen, towards Fujigaoka Station in March 2005
Changsha Maglev Train arriving at Langli Station
The proposed Melbourne maglev connecting the city of Geelong through Metropolitan Melbourne's outer suburban growth corridors, Tullamarine and Avalon domestic in and international terminals in under 20 min. and on to Frankston, Victoria, in under 30 min.
See also
In Spanish: Tren de levitación magnética para niños
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speed Maglev train system certified ready for application): Development status and prospects for deployment
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https://ntrs.nasa.gov/citations/favicon.ico
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https://ntrs.nasa.gov/citations/favicon.ico
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The Transrapid maglev technology is at the threshold of commercial deployment and technologically all prerequisites for the successful operation of the system in public service are given. In post unification Germany the domestic maglev technology is envisioned to be applied in the Berlin-Hamburg project. At present, a public-private funding concept is being prepared and the lengthy planning process is about to be initiated. In the USA the AMG has presented a program to Americanize the technology and to make it available for commercial use in the U.S. in the very near future. The paramount features of this program are to generate economic development, provide a basis for transportation technology development, create opportunities for U.S. industry, improve the U.S. transportation infrastructure, and improve the environment and traveler safety. Maglev is ready for the U.S.; is the U.S. ready for maglev?
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https://www.dw.com/en/transrapid-train-crash-claims-23-lives-in-germany/a-2181452
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Transrapid Crash in Germany – DW – 09
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2006-09-22T20:38:50+00:00
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German Chancellor Angela Merkel visited the site of a German high-speed train crash on a test route in Emsland where 23 people died when the Transrapid train hit a maintenance vehicle.
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Police involved in the 150-person rescue operation said they had recovered 15 bodies early Friday evening, adding that the others were still thought to be trapped in the wreckage of the magnetic levitation train. Ten people survived with serious injuries.
"There's little hope of finding anyone alive in the wreckage," said a police spokesman seven hours after the collision on an elevated test track in Emsland, northern Germany.
In addition to Merkel, Transport Minister Wolfgang Tiefensee interrupted a trip in China to return to Germany. The chancellor and German President Horst Köhler sent their condolences to the families of the victims and thanked those who took part in the rescue operations.
Transrapid crashed into maintenance train
The magnetic levitation train was reported to be traveling at some 170 kilometers (106 miles) per hour when it hit a maintenance train.
What led to the accident remains unclear, but a spokesman for the operators of the track said initial investigations appeared to rule out a technical fault, indicating that human error was to blame.
The maintenance train was tasked with the daily cleaning of the Transrapid's track and was supposed to be removed from the track before the Transrapid starts on the 31.5-kilometer-long test track, which is four meters above the ground between Dörpen and Lathen close to the Dutch border.
"This accident would not have been possible if all regulations were adhered to," said Rudolf Schwarz, head of operators IABG, who additionally pledged to clarify the circumstances surrounding the accident "as soon as possible."
Some of the 29 passengers were family members and friends of employees who work for the firm that operates the track. Others worked for the energy provider RWE. Two people working on the maintenance vehicle were among the injured.
Private groups are often taken for pleasure trips on the maglev, which is capable of speeds of up to 450 kilometers per hour.
Plans for a Transrapid in Germany
Maglev trains, called Transrapid in German, float on a magnetic field and are propelled by a linear induction motor and follow guidance tracks with magnets.
The Transrapid was built by a Siemens and ThyssenKrupp consortium between 1980 and 1984. ThyseenKrupp just this week threatened to sell the technology to China should Germany not build its own Transrapid line in Munich in the near future.
Talks on a 38-kilometer-Transrapid link from Munich to its airport are stalled over who will foot the 1.85 billion euro ($2.35 billion) bill.
Transportation Minister Tiefensee said Friday's accident would not have any bearing on the outcome of the Munich project.
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Hell on no wheels
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The crash of a demonstration train in Germany casts a shadow on magnetic levitation technology. Ned Stafford reports.
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/static/images/favicons/nature/apple-touch-icon-f39cb19454.png
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Nature
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https://www.nature.com/articles/443621a
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When an advanced prototype train crashed into a maintenance wagon in Germany late last month, 23 passengers were killed. But the accident may have also dealt a mortal blow to the long-touted idea of fast passenger trains that float on magnets, transport specialists say.
Although human error was cited as the probable cause of the accident, the crash has raised safety issues that will now make it much more difficult to gain final approval for a proposed airport shuttle in Munich — a contract vital to the future of Germany's magnetic levitation or 'maglev' train.
Transrapid International, a Berlin-based joint venture between Siemens and ThyssenKrupp, and the Central Japan Railway of Nagoya (JR Central) run the world's two principal projects aimed at developing maglev trains, which glide along almost without friction at speeds of 500 kilometres per hour or more. That compares with a top test speed of 515 km per hour for the world's fastest conventional train, France's TGV — although the TGV travels at only 320 km per hour on service routes.
Between the two of them, Transrapid and JR Central have yielded just one commercial maglev sale so far: Transrapid's contract to build a 30-kilometre airport shuttle in Shanghai, China, which was completed in 2002 at a cost of US$1.2 billion. Executives from Siemens and ThyssenKrupp say that additional foreign sales will be next to impossible unless a showcase maglev line is built in Germany.
Immediately after the 22 September accident, near Lathen in northern Germany, Munich mayor Christian Ude spoke out against a proposed €1.6-billion (US$2 billion), 37-km maglev shuttle between the city's train station and its airport, saying he preferred a conventional high-speed train costing just €500 million. He alleged that safety concerns about Transrapid's Munich concept had already been voiced in planning meetings — particularly concerning a proposed 3-km tunnel. Solving the safety problems, he said, could drive costs up to €2.5 billion or more.
Supporters of the project refute Ude's safety claims, and transport specialists around the world are split on whether the crash suggests that the Transrapid is unsafe.
JR Central barely skipped a beat after the accident, announcing just three days later that it would invest ¥355 billion (US$3.1 billion) more in the technology over the next ten years. It plans to build a larger demonstrator of its existing design, and to develop a train using superconducting magnets that operate at a higher temperature than before, to reduce the need for magnet cooling. Last November, the company tested its first train using its latest magnets, and achieved a top speed of 553 km per hour.
JR Central spokesman Taro Yoshikawa says an accident like the one in Germany was unlikely with Japan's maglev train because of differences in design. The Japanese train runs inside a U-shaped double track, whereas the German one sits on a monorail. But Yoshikawa declined to comment on whether the Japanese system is safer overall than Transrapid's.
There was human error, but they should not have relied on human control. There are safety problems. Helmut Holzapfel
“There was human error, but one should not have relied on human control. There are definitely safety problems,” says Helmut Holzapfel, a civil engineer specializing in transportation at the University of Kassel. One of the major safety issues is the relatively light weight of maglev trains. “Any obstacle on a maglev track presents a problem,” he says. “The heavier the obstacle, the bigger the problem — it's just simple physics.”
One potential safety measure would be automatic shutdown whenever an object touches the track. But this could be triggered by non-dangerous objects such as birds. Other potential measures include radar devices installed in the train or video cameras mounted along the tracks or in the train.
Transrapid's train has had an uneven ride since research began on it more than 30 years ago. Germany has backed the project heavily in the hope of export sales — but selling it at home has been difficult enough. A proposed 300-km link between Berlin and Hamburg was abandoned in 2000 after eight years of consideration, as was a Dortmund–Düsseldorf link three years later. Transrapid finally succeeded with China — but only after transferring some of its technology to the Chinese and receiving a large but undisclosed support package from the German federal government.
Financial details of the Chinese deal are hard to come by. But ThyssenKrupp's last annual report gives Transrapid sales for 2004 as just €21 million, out of a group total of €5.7 billion. Transrapid accounted for 200 employees out of 27,500.
And just days before the fatal Transrapid accident, ThyssenKrupp chief executive Olaf Berlien indicated that Transrapid would pursue its technology in partnership with the Chinese if the state and federal governments fail to fully approve the Munich contract within 18 months.
John Harding, a physicist and former chief maglev scientist for the US Department of Transportation's Federal Railroad Administration, believes that airport shuttles are not the best application of maglev technology in any case, as short maglev lines don't save much time compared with normal trains. The Munich plan is “very hard to justify”, he says.
But he is quick to add that the Lathen crash has not changed his view that maglev technology can be safe. “It was not a technology issue,” he says. “They just screwed up.”
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en
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https://static.newworldencyclopedia.org/favicon.ico
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https://www.newworldencyclopedia.org/entry/Maglev_train
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Magnetic levitation transport, or maglev, is a form of transportation that suspends, guides and propels vehicles (particularly trains) through the harnessing of electromagnetic force. This method of transport can be faster than wheeled mass transit systems, potentially reaching velocities comparable to turboprop and jet aircraft (500 kilometers per hour (km/h)). The maximum recorded speed of a maglev train is 581km/h, achieved in Japan in 2003. The term "maglev" refers not only to the vehicles but also to the railway system that is specifically designed for magnetic levitation and propulsion.
The first commercial Maglev was opened in 1984 in Birmingham, England, covering some 600 meters between its airport and railhub, but it was closed in 1995 due to technical problems. The only noteworthy high-speed maglev line that is currently operational is the IOS (initial operating segment) demonstration line of Shanghai, China, that transports people 30 kilometers (km) (18.6 miles) to the airport in just 7 minutes 20 seconds, achieving a top velocity of 431 km/h or 268 miles per hour (mph), averaging 250 km/h or 150 mph.
Maglev trains need to be viewed as a technology of the future. Because they cannot share the infrastructure that exists for wheeled trains, maglevs must be designed as complete transportation systems. So far, scientific, economic, and political barriers have hindered widespread adoption of the technology. Nonetheless, maglev projects are being studied for feasibility in various parts of the world.
Historical Maglev Systems
First patents
High speed transportation patents would be granted to various inventors throughout the world. Early United States patents for a linear motor propelled train were awarded to the inventor, Alfred Zehden (German). The inventor gained a patent on June 21, 1902[1] and another on August 21, 1907.[2][3] In 1907, another early electromagnetic transportation system was developed by F. S. Smith[4]. A series of German patents for magnetic levitation trains propelled by linear motors were awarded to Hermann Kemper between 1937 and 1941[5]. An early modern type of maglev train was described in [6], Magnetic system of transportation, by G. R. Polgreen (Aug 25, 1959). The first use of "maglev" in a United States patent was in "Magnetic levitation guidance".[7] by Canadian Patents and Development Limited.
Hamburg, Germany 1979
Transrapid 05 was the first maglev train with longstator propulsion licensed for passenger transportation. In 1979 a 908 m track was open in Hamburg for the first International Transportation Exhibition (IVA 79). There was so much interest that operation had to be extended three months after exhibition finished, after carrying more than 50,000 passengers. It was reassembled in Kassel in 1980.
Birmingham, England 1984–1995
The world's first commercial automated system was a low-speed maglev shuttle that ran from the airport terminal of Birmingham International Airport (UK) to the nearby Birmingham International railway station from 1984 to 1995. Based on experimental work commissioned by the British government at the British Rail Research Division laboratory at Derby, the length of the track was 600 m, and trains "flew" at an altitude of 15 mm. It was in operation for nearly eleven years, but obsolescence problems with the electronic systems made it unreliable in its later years and it has now been replaced with a cable-drawn system.
Several favorable conditions existed when the link was built.
The BR Research vehicle was 3 tons and extension to the 8 ton vehicle was easy.
Electrical power was easily available.
Airport and rail buildings were suitable for terminal platforms.
Only one crossing over a public road was required and no steep gradients were involved
Land was owned by Railway or Airport
Local industries and councils were supportive
Some Government finance was provided and because of sharing work, the cost per organization was not high.
Japan, 1980s
In Tsukuba, Japan (1985), the HSST-03 wins popularity in spite of being 30km/h and a run of low speed in Tsukuba World Exposition. In Okazaki, Japan (1987), the JR-Maglev took a test ride at holding Okazaki exhibition and runs. In Saitama, Japan (1988), the HSST-04-1 exhibited it at Saitama exhibition performed in Kumagaya, and runs. Best speed per hour 30km/h. In Yokohama, Japan (1989), the HSST-05 acquires a business driver's license at Yokohama exhibition and carries out general test ride driving. Maximum speed 42km/h.
Vancouver, Canada & Hamburg, Germany 1986-1988
In Vancouver, Canada, the JR-Maglev held exhibition runs in 1986. In Hamburg, Germany, the TR-07 performed at an international traffic exhibition in 1988 (IVA88).
Berlin, Germany 1989–1991
In West Berlin, the M-Bahn was built in the late 1980s. It was a driverless maglev system with a 1.6 km track connecting three stations. Testing in passenger traffic started in August 1989, and regular operation started in July 1991. Although the line largely followed a new elevated alignment, it terminated at the U-Bahn station Gleisdreieck, where it took over a platform that was then no longer in use; it was from a line that formerly ran to East Berlin. After the fall of the Berlin Wall, plans were set in motion to reconnect this line (today's U2). Deconstruction of the M-Bahn line began only two months after regular service began and was completed in February 1992.
History of maximum speed records during trial runs
1971 - West Germany - Prinzipfahrzeug - 90km/h
1971 - West Germany - TR-02 - 164km/h
1972 - Japan - ML100 - 60km/h - (manned)
1973 - West Germany - TR04 - 250(manned)
1974 - West Germany - EET-01 - 230km/h(Unmanned)
1975 - West Germany - Komet - 401.3km/h(by steam rocket propulsion).(Unmanned)
1978 - Japan - HSST01 - 307.8km/h(by Supporting Rockets propulsion, made in Nissan).(Unmanned)
1978 - Japan - HSST02 - 110km/h (manned)
1979 - Japan - ML500 - 517km/h (unmanned)It succeeds in operation over 500km/h for the first time in the world.
1987 - West Germany - TR06 - 406km/h(manned)
1987 - Japan - MLU001 - 400.8km/h(manned)
1988 - West Germany - TR-06 - 412.6km/h (manned)
1989 - West Germany - TR-07 - 436km/h (manned)
1993 - Germany - TR-07 - 450km/h(manned)
1994 - Japan - MLU002N-431km/h(unmanned)
1997 - Japan - MLX01 - 531km/h (manned)
1997 - Japan - MLX01 - 550km/h (unmanned)
1999 - Japan - MLX01 - 548km/h (unmanned)
1999 - Japan - MLX01 - 552km/h (manned/Five formation). Guinness authorization.
2003 - Germany - TR-08 - 501km/h (manned)
2003 - Japan - MLX01 - 581km/h (manned/Three formation). Guinness authorization.
Existing maglev systems
Emsland, Germany
Transrapid, a German maglev company, has a test track in Emsland (Hermann Kemper's homeland) with a total length of 31.5 km. The single track line runs between Dörpen and Lathen with turning loops at each end. The trains regularly run at up to 420 km/h. The construction of the test facility began in 1980 and finished in 1984.
JR-Maglev, Japan
Japan has a demonstration line in Yamanashi prefecture where test trains JR-Maglev MLX01 have reached 581 km/h (361 mph), slightly faster than any wheeled trains (the current TGV speed record is 574.8 km/h). These trains use superconducting magnets which allow for a larger gap, and repulsive-type Electro-Dynamic Suspension (EDS). In comparison Transrapid uses conventional electromagnets and attractive-type Electro-Magnetic Suspension (EMS). These "Superconducting Maglev Shinkansen," developed by the Central Japan Railway Company (JR Central) and Kawasaki Heavy Industries, are currently the fastest trains in the world, achieving a record speed of 581 km/h on December 2, 2003. Yamanashi Prefecture residents (and government officials) can sign up to ride this for free, and some 100,000 have done so already.
Linimo (Tobu Kyuryo Line, Japan)
The world's first commercial automated "Urban Maglev" system commenced operation in March 2005 in Aichi, Japan. This is the nine-station 8.9 km long Tobu-kyuryo Line, otherwise known as the Linimo. The line has a minimum operating radius of 75 m and a maximum gradient of 6%. The linear-motor magnetic-levitated train has a top speed of 100 km/h. The line serves the local community as well as the Expo 2005 fair site. The trains were designed by the Chubu HSST Development Corporation (Japan Airlines developed it in the mid 1970s; it has since been withdrawn), which also operates a test track in Nagoya. Urban-type maglevs patterned after the HSST have been constructed and demonstrated in Korea, and a Korean commercial version Rotem is now under construction in Daejeon and projected to go into operation by April of 2007.
FTA's UMTD program
In the US, the Federal Transit Administration (FTA) Urban Maglev Technology Demonstration program has funded the design of several low-speed urban maglev demonstration projects. It has assessed HSST for the Maryland Department of Transportation and maglev technology for the Colorado Department of Transportation. The FTA has also funded work by General Atomics at California University of Pennsylvania to demonstrate new maglev designs, the MagneMotion M3 and of the Maglev2000 of Florida superconducting EDS system. Other US urban maglev demonstration projects of note are the LEVX in Washington State and the Massachusetts-based Magplane.
Southwest Jiaotong University, China
On December 31, 2000, the first crewed high-temperature superconducting maglev was tested successfully at Southwest Jiaotong University, Chengdu, China. This system is based on the principle that bulk high-temperature superconductors can be levitated or suspended stably above or below a permanent magnet. The load was over 530 kg and the levitation gap over 20 mm. The system uses liquid nitrogen, which is very cheap, to cool the superconductor.
Shanghai Maglev Train
Transrapid, in Germany, constructed the first operational high-speed conventional maglev railway in the world, the Shanghai Maglev Train from downtown Shanghai (Shanghai Metro) to the Pudong International Airport. It was inaugurated in 2002. The highest speed achieved on the Shanghai track has been 501 km/h (311 mph), over a track length of 30 km. The plan for the Shanghai-Hangzhou Maglev Train was approved by the central government in February 2006, with construction set to start by the end of 2006 for completion by 2010.
Under construction
Old Dominion University
A track of less than a mile in length was constructed at Old Dominion University in Norfolk, Virginia. Although the system was initially built by American Maglev Technology, Inc. (AMT), problems caused the company to turn it over to the University for research. The system is currently not operational, but research is ongoing to resolve stability issues with the system. This system uses a "smart train, dumb track" that involves most of the sensors, magnets, and computation occurring on the train rather than the track. This system will cost less to build per mile than existing systems. Unfortunately, the $14 Million originally planned did not allow for completion.[8]
AMT Test Track - Powder Springs, GA
A second prototype system in Powder Springs, Georgia, USA, was built by American Maglev Technology, Inc. The test track is 610 m (2,000 ft) long with a 168.6 m (553 ft) curve. Vehicles are operated up to 60 km/h (37 mph), below the proposed operational maximum of 97 km/h (60 mph). A June 2013 review of the technology called for an extensive testing program to be carried out to ensure the system complies with various regulatory requirements including the American Society of Civil Engineers (ASCE) People Mover Standard. The review noted that the test track is too short to assess the vehicles' dynamics at the maximum proposed speeds.[9]
Proposals
Many maglev systems have been proposed in various nations of North America, Asia, and Europe. Many of the systems are still in the early planning stages, or, in the case of the transatlantic tunnel, mere speculation. However, a few of the following examples have progressed beyond that point.
United Kingdom
London – Glasgow: A maglev line has recently been proposed in the United Kingdom from London to Glasgow with several route options through the Midlands, Northwest and Northeast of England and is reported to be under favorable consideration by the government. A further high speed link is also being planned between Glasgow to Edinburgh though there is no settled technology for this concept yet, i.e., (Maglev/Hi Speed Electric etc) [10][11]
Japan
TokyoーNagoyaーOsaka
The master plan for the Chuo Shinkansen bullet train system was finalized based on the Law for Construction of Countrywide Shinkansen. The Linear Chuo Shinkansen Project aims to realize this plan through utilization of the Superconductive Magnetically Levitated Train, which connects Tokyo and Osaka by way of Nagoya, the capital city of Aichi in approximately one hour at a speed of 500km/h.
This new high speed maglev line is planned to become operational in 2027, with construction starting 2017.
Venezuela
Caracas – La Guaira: A maglev train is scheduled to be built this year connecting the capital city Caracas to the main port town of La Guaira and Simón Bolívar International Airport. Due to the extremely mountainous conditions which exist over this path, with traditional rail extensive use of tunnelling and bridging is required. Maglev systems can negotiate altitudes of up to 10 percent, much steeper than those negotiable by standard rail systems, and as it may simply be able to climb over obstacles rather than be required to tunnel through or bridge over, this may make the maglev proposal more economically sound. The system is slated to be a stand-alone system of about 15 km.
China
Shanghai – Hangzhou: China has decided to extend the world’s first commercial Transrapid line between Pudong airport and the city of Shanghai initially by some 35 kilometers to Hong Qiao airport before the World Expo 2010 and then, in an additional phase, by 200 kilometers to the city of Hangzhou (Shanghai-Hangzhou Maglev Train), becoming the first inter-city Maglev rail line in commercial service in the world. The line will be an extension of the Shanghai airport Maglev line.
Talks with Germany and Transrapid Konsortium about the details of the construction contracts have started. On March 7 2006, the Chinese Minister of Transportation was quoted by several Chinese and Western newspapers as saying the line was approved.
United States
California-Nevada Interstate Maglev: High-speed maglev lines between major cities of southern California and Las Vegas are also being studied via the California-Nevada Interstate Maglev Project. This plan was originally supposed to be part of an I-5 or I-15 expansion plan, but the federal government has ruled it must be separated from interstate public work projects.
Since the federal government decision, private groups from Nevada have proposed a line running from Las Vegas to Los Angeles with stops in Primm, Nevada; Baker, California; and points throughout Riverside County into Los Angeles. Southern California politicians have not been receptive to these proposals; many are concerned that a high speed rail line out of state would drive out dollars that would be spent in state "on a rail" to Nevada.
Baltimore-Washington D.C. Maglev: A 64 km project has been proposed linking Camden Yards in Baltimore and Baltimore-Washington International (BWI) Airport to Union Station in Washington, D.C. It is in demand for the area due to its current traffic/congestion problems. The Baltimore proposal is competing with the above-referenced Pittsburgh proposal for a $90 million federal grant.
Technology
There are two primary types of maglev technology:
electromagnetic suspension (EMS) uses the attractive magnetic force of a magnet beneath a rail to lift the train up.
electrodynamic suspension (EDS) uses a repulsive force between two magnetic fields to push the train away from the rail.
Electromagnetic suspension
In current EMS systems, the train levitates above a steel rail while electromagnets, attached to the train, are oriented toward the rail from below. The electromagnets use feedback control to maintain a train at a constant distance from the track.
Electrodynamic suspension
In Electrodynamic suspension (EDS), both the rail and the train exert a magnetic field, and the train is levitated by the repulsive force between these magnetic fields. The magnetic field in the train is produced by either electromagnets (as in JR-Maglev) or by an array of permanent magnets (as in Inductrack). The repulsive force in the track is created by an induced magnetic field in wires or other conducting strips in the track.
At slow speeds, the current induced in these coils and the resultant magnetic flux is not large enough to support the weight of the train. For this reason the train must have wheels or some other form of landing gear to support the train until it reaches a speed that can sustain levitation.
Propulsion coils on the guideway are used to exert a force on the magnets in the train and make the train move forwards. The propulsion coils that exert a force on the train are effectively a linear motor: An alternating current flowing through the coils generates a continuously varying magnetic field that moves forward along the track. The frequency of the alternating current is synchronized to match the speed of the train. The offset between the field exerted by magnets on the train and the applied field create a force moving the train forward.
Pros and cons of different technologies
Each implementation of the magnetic levitation principle for train-type travel involves advantages and disadvantages. Time will tell as to which principle, and whose implementation, wins out commercially.
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Tourist attraction Transrapid Versuchsanlage Emsland (TVE)
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All of the world’s sights on one map. The Emsland Transrapid Test Facility (German: Transrapid-Versuchsanlage Emsland, TVE) is a testing site for Transrapid maglev trains in Emsland, Germany. The single track line runs between Dörpen and Lathen. Turning loops are at each end. The track is elevated for almost its entire length to allow continued farming and grazing of the land occupied.Until the 2006 Lathen maglev train accident, the trains often carried paying passengers, possibly to "show off" the maglev. They regularly ran at up to 420 km/h. All runs, including those with passengers, were fully monitored, with the last car in the three car trains filled with monitoring computers and engineers.
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OpenTripMap.com
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https://opentripmap.com/en/card/N409784900
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Find all the sightseeing attractions on one map with open tourist world atlas OpenTripMap. Choose attractions, book hotels, plan itineraries and share them with your friends. The project accumulates data from open global sources and encompasses over 10 million tourist attractions and facilities around the world.
With us you can:
choose places of interest (more than 150 available types of tourist attractions for every taste);
find out more about tourist attractions with one click;
look into the daily happenings from different cities and explore the resorts via webcams;
prepare the most convenient itineraries;
search and book hotels.
The service uses open data from OpenStreetMap and Wikimedia projects. These projects are supported by a community of enthusiasts from all over the world and contain tens of millions of objects of interest to travelers.
We also use open data from Ministry of Culture and Ministry of Natural Resources and Environment of the Russian Federation. We use the Flickr API but is not endorsed or certified by Flickr.
Everyone can contribute to the Atlas development by adding new information about tourist sites. Changes made by OpenStreetMap и Wikimedia users will be available on OpenTripMap project.
You can use our REST API for developers ( API specification).
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https://beyondplanb.eu/projects/project_transrapid.html
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PROJECT: Transrapid
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Transrapid is a German high-speed monorail train using magnetic levitation. Based on a patent from 1934, planning of the Transrapid system started in 1969. The test facility for the system in Emsland, Germany was completed in 1987.
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Situation
The Emsland region is traditionally known to be a poor region in Germany
After the oil-crisis in 1973 the German industry was eager to open up new technology and infrastructure.
There was a poor rail link between Berlin and Hamburg after the fall of the Berlin Wall.
By that time the argument that the classical railway system was not modern (fast, clean, cheap) enough seemed logic.
An argument was to make use of the ‘speed gap’ between trains and planes (700 km/h)
French and Japanese High speed systems where growingly succesful. The German industry feared a technological disadvantage.
Objectives
To research and develop further the idea of magnetic levitation and use this technology to stimulate economic progress.
To install a pilot range to also persuade the market of the makebilaty of the Transrapid system.
The creation of faster and better connections between Berlin and Hamburg.
Assets
Since 1934 Germany owns the patent on a technology based on magnetic elevation.
An eager industrial cluster, persuasive key-figures with a good network and a political lobby within a pro-technique society.
German spatial and economic structure has ‘target-regions’ for the technology (dense agglomerations + big cities on 200 km distance from each other)
A new transport technology that allows higher speeds and even lower energy consumption and maintenance needs.
Strong support within national government and the bigger political parties.
A willing remoted region for the test track. (home of the ‘inventor’ of the technology) with cheap space and interest in an economical impulse.
A common believe of all parties that there is a big ‘cake’ to be shared.
Strategy
To implement the new technology throughout the country and world (there have been plans to build a Transrapid in Nordrhein-Westfalen, a fast route between Hamburg and Berlin and the most recent one between Munich Airport and its city center)
Actions
The “Magnetbahn Transrapid” consortium is formed and work begins on the Test Facility in Emsland in 1978, in 1979 a first test track was shown on the international fair of transportation in Hamburg.
1987 : Completion and commissioning of the Transrapid Test Facility in Emsland TVE.
The Hamburg-Berlin line was finally abandoned in 2000. Bavarian politicians decided the Transrapid wasn’t worth the €3 billion new calculations showed it would have cost. The system was sold to China.
In 2004, the first commercial implementation was completed. The Shanghai Maglev Train connects the rapid transit network 30.5 km to the Shanghai Pudong International Airport.
In 2006 23 people were killed on the Emsland test track due to a ‘human mistake’. This catastrophe marked the end of political support in Germany.
At the end of 2011, the operation license of the Emsland test track has expired, and it has been closed. Early 2012, the demolition and reconversion of all the Emsland site, including the factory, has been approved.
Effects
The building of the test range and the planning of the HH-Berlin trajectory created jobs. But not permanently.
The estimated effects (of the German government) of the HH-Berlin trajectory of 18.000 jobs during the building phase and the creation of 4.400 permanent jobs did not come out.
The end of the test track in Lathen also meant the loss of 60 permanent jobs.
The region now plans a small center for electromobilty on the former site.
In a crucial period for the high-speed technology the Deutsche Bahn (DB) invested more money in the transrapid than in the ICE. Critics say that a concentration on one technology would have been better for the German industry and the DB.
Project info
Projectnr
TRA
Year
1969 - 2011
Effect
The vision to introduce a new generation of infrastructure as a follow up of the classical railway system did not work out. The classical railway system was competitive enough. The parallel development of Transrapid and ICE was a disadvantage for th
Scale
m
Actors
German Federal Ministry of Research, Transrapid International (joint venture of Siemens and ThyssenKrupp)
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https://en.wikipedia.org/wiki/Transrapid
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Transrapid
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2003-01-21T15:24:21+00:00
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en
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/static/apple-touch/wikipedia.png
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https://en.wikipedia.org/wiki/Transrapid
|
German developed high-speed monorail train
Transrapid (German: [tʁansʁaˈpiːt] ⓘ) is a German-developed high-speed monorail train using magnetic levitation. Planning for the system started in the late 1960s, with a test facility in Emsland, Germany inaugurated in 1983.[1] In 1991, technical readiness for application was approved by the Deutsche Bundesbahn in cooperation with renowned universities.[2]
The last version, the 2007-built Transrapid 09, is designed for a cruising speed of 505 km/h (314 mph) and allows acceleration and deceleration of approximately 1 m/s2 (2.2 mph/s).
In 2002, the first commercial implementation was completed – the Shanghai Maglev Train, which connects the city of Shanghai's rapid transit network 30.5 km (18.95 mi) to Shanghai Pudong International Airport. The Transrapid system has not yet been deployed on a long-distance intercity line.
The system was developed and marketed by Siemens and ThyssenKrupp, as well as other, mostly German companies.
In 2006, a Transrapid train collided with a maintenance vehicle on the German test track, leading to 23 fatalities.
In 2011, the Emsland test track closed down when its operating license expired. In early 2012, demolition and reconversion of the entire Emsland site including the factory was approved, but has been delayed until late 2023 because of concepts for usage as a Hyperloop test track or a maglev track for the Chinese CRRC Maglev.[3][4]
Technology
[edit]
See also: Maglev § Technology
Levitation
[edit]
The super-speed Transrapid maglev system has no wheels, no axles, no gear transmissions, no steel rails, and no overhead electrical pantographs. The maglev vehicles do not roll on wheels; rather, they hover above the track guideway, using the attractive magnetic force between two linear arrays of electromagnetic coils—one side of the coil on the vehicle, the other side in the track guideway, which function together as a magnetic dipole. During levitation and travelling operation, the Transrapid maglev vehicle floats on a frictionless magnetic cushion with no mechanical contact whatsoever with the track guideway. On-board vehicle electronic systems measure the dipole gap distance 100,000 times per second to guarantee the clearance between the coils attached to the underside of the guideway and the magnetic portion of the vehicle wrapped around the guideway edges. With this precise, constantly updated electronic control, the dipole gap remains nominally constant at 10 millimetres (0.39 in). When levitated, the maglev vehicle has about 15 centimetres (5.9 in) of clearance above the guideway surface.
The Transrapid maglev vehicle requires less power to hover than it needs to run its on-board air conditioning equipment.
In Transrapid vehicle versions TR08 and earlier, when travelling at speeds below 80 kilometres per hour (50 mph), the vehicle levitation system and all on-board vehicle electronics were supplied with power through physical connections to the track guideway. At vehicle speeds above 80 kilometres per hour (50 mph), all on-board power was supplied by recovered harmonic oscillation of the magnetic fields created from the track's linear stator. (Since these oscillations are parasitic, they cannot be used for vehicle propulsion). A new energy transmission system, version TR09, has since been developed for Transrapid, in which maglev vehicles now require no physical contact with the track guideway for their on-board power needs, regardless of the maglev vehicle speed. This feature helps to reduce on-going maintenance and operational costs.
In case of power failure of the track's propulsion system, the maglev vehicle can use on-board backup batteries to temporarily power the vehicle's levitation system.
Propulsion
[edit]
The Transrapid maglev system uses a synchronous longstator linear motor for both propulsion and braking. It works like a rotating electric motor whose stator is "unrolled" along the underside of the guideway; instead of producing torque (rotation) it produces a linear force along its length. The electromagnets in the maglev vehicle which lift it also work as the equivalent of the excitation portion (rotor) of this linear electric motor. Since the magnetic travelling field works in only one direction, if there were to be several maglev trains on a given track section, they would all travel in the same direction thereby reducing the possibility of collision between moving trains.
Energy requirements
[edit]
The normal energy consumption of the Transrapid is approximately 50 to 100 kilowatts (67 to 134 hp) per section for levitation and travel, and vehicle control. The drag coefficient of the Transrapid is about 0.26. The aerodynamic drag of the vehicle, which has a frontal cross section of 16 m2 (172 sq ft),[citation needed] requires a power consumption, at 400 km/h (249 mph) or 111 m/s (364 ft/s) cruising speed, given by the following formula:
P = c w ⋅ A F r o n t ⋅ v 3 ⋅ ( density of surrounding air ) / 2 {\displaystyle P=c_{w}\cdot A_{\rm {Front}}\cdot v^{3}\cdot ({\mbox{density of surrounding air}})/2}
P = 0 . 26 ⋅ 16 m 2 ⋅ ( 111 m / s ) 3 ⋅ 1 . 24 k g / m 3 / 2 P = 3 . 53 ⋅ 10 6 k g ⋅ m 2 / s 3 = 3 . 53 ⋅ 10 6 N ⋅ m / s = 3 . 53 M W {\displaystyle {\begin{matrix}P&=&0{.}26\cdot 16\,\mathrm {m} ^{2}\cdot (111\,\mathrm {m} /\mathrm {s} )^{3}\cdot 1{.}24\,\mathrm {kg} /\mathrm {m} ^{3}/2\\P&=&3{.}53\cdot 10^{6}\,\mathrm {kg} \cdot \mathrm {m} ^{2}/\mathrm {s} ^{3}=3{.}53\cdot 10^{6}\,\mathrm {N} \cdot \mathrm {m} /\mathrm {s} =3{.}53\,\mathrm {MW} \end{matrix}}}
Power consumption compares favourably with other high-speed rail systems. With an efficiency of 0.85, the power required is about 4.2 MW. Energy consumption for levitation and guidance purposes equates to approximately 1.7 kW/t. As the propulsion system is also capable of functioning in reverse, energy is transferred back into the electrical grid during braking. An exception to this is when an emergency stop is performed using the emergency landing skids beneath the vehicle, although this method of bringing the vehicle to a stop is intended only as a last resort should it be impossible or undesirable to keep the vehicle levitating on back-up power to a natural halt.
Market segment and historical parallels
[edit]
Compared to classical railway lines, Transrapid allows higher speeds and gradients with less weathering and lower energy consumption and maintenance needs. The Transrapid track is more flexible, and more easily adapted to specific geographical circumstances than a classical train system. Cargo is restricted to a maximum payload of 15 tonnes (14.8 long tons; 16.5 short tons) per car. Transrapid allows maximum speeds of 550 km/h (342 mph), placing it between conventional high speed trains (200–320 km/h or 124–199 mph) and air traffic (720–990 km/h or 447–615 mph). The magnetic field generator, an important part of the engine being a part of the track, limits the system capacity.
From a competition standpoint, the Transrapid is a proprietary solution. The track being a part of the engine, only the single-source Transrapid vehicles and infrastructure can be operated. There is no multisourcing foreseen concerning vehicles or the highly complicated crossings and switches. Unlike classical railways or other infrastructure networks, as jointly administrated by the Federal Network Agency (Bundesnetzagentur) in Germany, a Transrapid system does not allow any direct competition.
Ecological impact
[edit]
The Transrapid is an electrically driven, clean, high-speed, high-capacity[citation needed] means of transport able to build up point-to-point passenger connections in geographically challenged surroundings. This has to be set in comparison with the impact on heritage and or landscape protection areas (compare Waldschlösschen Bridge). Any impact of emissions has to take into account the source of electrical energy. The reduced expense, noise and vibration of a people-only Transrapid system versus a cargo train track is not directly comparable. The reuse of existing tracks and the interfacing with existing networks is limited. The Transrapid indirectly competes for resources, space and tracks in urban and city surroundings with classical urban transport systems and high speed trains.
Comparative costs
[edit]
Track construction cost
[edit]
The fully elevated Shanghai Maglev was built at a cost of US$1.33 billion over a length of 30.5 kilometres (19.0 mi) including trains and stations. Thus the cost per km for dual track was US$43.6 million, including trains and stations. This was the first commercial use of the technology. Since then conventional fast rail track has been mass-produced in China for between US$4.6 and US$30.8 million per kilometer, mostly in rural areas. (See High-speed rail in China).
In 2008 Transrapid Australia quoted the Victoria State Government A$34 million per kilometer for dual track.[5] This assumed 50% of the track was at grade and 50% was elevated. In comparison, the 47 kilometres (29 mi) Regional Rail Link built in Victoria cost around A$5 billion, or A$105 million per kilometer, including two stations.
From the above it is not possible to say whether Transrapid or conventional fast rail track would be cheaper for a particular application.
The higher operating speed of the maglev system will result in more passengers being delivered over the same distance in a set time. The ability of the Transrapid system to handle tighter turns and steeper gradients could heavily influence a cost comparison for a particular project.
Train purchase cost
[edit]
In 2008, Transrapid Australia quoted the Victorian State Government between A$16.5 million (commuter) and A$20 million (luxury) per trains section or carriage.[5] Due to the 3.7 m (12 ft 2 in) width of the Transrapid carriages they have a floor area of about 92 square meters (990 square feet). This works out at between A$179,000 and A$217,000 per square meter.
In comparison, InterCityExpress which are also built by Siemens cost about A$6 million per carriage. Due to the 2.9 m (9 ft 6 in) width of the ICE carriages they have a floor area of about 72 square meters (775 square feet). This works out at about A$83,000 per square meter.
This shows Transrapid train sets are likely to cost over twice as much as ICE 3 conventional fast rail train sets at this time. However, each Transrapid train set is more than twice as efficient due to their faster operating speed and acceleration according to UK Ultraspeed. In their case study only 44% as many Transrapid train sets are needed to deliver the same number of passengers as conventional high-speed trains.
Operational cost
[edit]
Transrapid claims their system has very low maintenance costs compared to conventional high speed rail systems due to the non-contact nature of their system.[6]
Implementations
[edit]
China
[edit]
Main article: Shanghai Maglev Train
The only commercial implementation so far was in 2000, when the Chinese government ordered a Transrapid track to be built connecting Shanghai to its Pudong International Airport. It was inaugurated in 2002 and regular daily trips started in March 2004. The travel speed is 431 km/h (268 mph), which the Maglev train maintains for 50 seconds as the short, 30.5 km (18.95 mi) track only allows the cruising speed to be maintained for a short time before deceleration must begin. The average number of riders per day (14 hours of operation) is about 7,500, while the maximum seating capacity per train is 440. A second class ticket price of about 50 RMB (renminbi) (about 6 euro) is four times the price of the airport bus and ten times more expensive than a comparable underground ticket.
The project was sponsored by the German Hermes loans with DM 200 million. The total cost is believed to be $1.33 billion.
Main article: Shanghai maglev train § Extensions
A planned extension of the line to Shanghai Hongqiao Airport (35 km or 22 mi) and onward to the city of Hangzhou (175 km or 109 mi) has been repeatedly delayed. Originally planned to be ready for Expo 2010, final approval was granted on 18 August 2008, and construction was scheduled to start in 2010 for completion in 2014.[7] However the plan was cancelled, possibly due to the building of the high speed Shanghai–Hangzhou Passenger Railway.[8]
Germany
[edit]
Main article: Emsland test facility
The Emsland test facility was the only Transrapid track in Germany.[citation needed] It has been deactivated, and is scheduled to be disassembled. Nevertheless, there are plans to either use it as a test facility for the CRRC 600 or to reconstruct it in order to serve as a Hyperloop track.[9][10]
Proposed systems
[edit]
Iran
[edit]
In 2007, Iran and a German company reached an agreement on using maglev trains to link the cities of Tehran and Mashhad. The agreement was signed at the Mashhad International Fair site between Iranian Ministry of Roads and Transportation and the German company.[citation needed] Munich-based Schlegel Consulting Engineers said they had signed the contract with the Iranian ministry of transport and the governor of Mashad. "We have been mandated to lead a German consortium in this project," a spokesman said. "We are in a preparatory phase." The next step will be to assemble a consortium, a process that is expected to take place "in the coming months," the spokesman said. The project could be worth between 10 billion and 12 billion euros, the Schlegel spokesman said. Siemens and ThyssenKrupp, the developers of a high-speed maglev train, called the Transrapid, both said they were unaware of the proposal. The Schlegel spokesman said Siemens and ThyssenKrupp were currently "not involved" in the consortium.[11]
Switzerland
[edit]
SwissRapide AG in co-operation with the SwissRapide Consortium is developing and promoting an above-ground magnetic levitation (Maglev) monorail system, based on the Transrapid technology. The first projects planned are the lines Bern–Zürich, Lausanne–Geneva as well as Zürich–Winterthur.[12][13]
United States
[edit]
Colorado I-70
[edit]
Transrapid is one of a number of companies seeking to build a 120 mi (190 km) high speed transit system parallel to the I-70 Interstate in the US state of Colorado.[14] Submissions put forward say that maglev offers significantly better performance than rail given the harsh climate and terrain. No technology has been preferred as of November 2013, though construction slated to begin in 2020.[15]
Los Angeles to Las Vegas
[edit]
Main article: California–Nevada Interstate Maglev
The California–Nevada Interstate Maglev project is a proposed 269 mi (433 km) line from Las Vegas, Nevada to Anaheim, California. One segment would run from Las Vegas to Primm, Nevada, with proposed service to the Las Vegas area's forthcoming Ivanpah Valley Airport. The top speed would be 310 mph (500 km/h). In August 2014 the backers of the scheme were seeking to revive interest in it.[16][17]
Other
[edit]
There have been several other evaluations conducted in the US including Washington DC to Baltimore, Chattanooga to Atlanta and Pittsburgh to Philadelphia.[18] So far no project has started construction. See list of maglev train proposals in the United States.
Canary Islands
[edit]
A two line, 120-kilometers (75-mile) long system has been proposed for the island of Tenerife, which is visited by five million tourists per year. It would connect the island capital Santa Cruz in the north with Costa Adeje in the south and Los Realejos in the northwest with a maximum speed of 270 km/h (169 mph). The estimated cost is €3 billion. Transrapid has advantages over a conventional rail plans which would require 35% of its route in tunnels because of the steep terrain on the island.[19][20]
Rejected systems
[edit]
Germany
[edit]
High-speed competition
[edit]
The Transrapid originated as one of several competing concepts for new land-based high-speed public transportation developed in Germany. In this competition, the Transrapid primarily competed with the InterCityExpress (ICE), a high-speed rail system based on "traditional" railway technology. The ICE “won” in that it was adopted nationwide in Germany, however Transrapid development continued. A number of studies for possible Transrapid lines were conducted after the ICE had entered service, including a long-distance line from Hamburg to Berlin.
Munich link
[edit]
The most recent German Transrapid line project, and the one that came closest to being built, having previously been approved, was an airport connection track from Munich Central Station to Munich Airport, a 40-kilometre (25 mi) project. The connection between the train station and airport was close to being built, but was cancelled on 27 March 2008 by the German government, due to a massive overrun in costs. Prior to the cancellation, the governing party, the Christian Social Union of Bavaria (CSU), faced internal and local resistance, in particular from communities along the proposed route. The CSU had planned to position Transrapid as an example of future technology and innovation in Bavaria. German federal transport minister Wolfgang Tiefensee announced the decision after a crisis meeting in Berlin at which industry representatives reportedly revealed that costs had risen from €1.85 billion to well over €3 billion ($4.7 billion).[21] This rise in projected costs, however was mostly due to the cost estimates of the construction of the tunnel and related civil engineering after the designated operator Deutsche Bahn AG shifted most of the risk-sharing towards its subcontractors - and not due to the cost of the maglev technology.[original research?]
United Kingdom
[edit]
The Transrapid was rejected in 2007[22][23] by the UK government for a maglev link called UK Ultraspeed between London and Glasgow, via Birmingham, Liverpool/Manchester, Leeds, Teesside, Newcastle and Edinburgh.[22]
Incidents
[edit]
September 2006 accident
[edit]
Main article: Lathen train collision
On 22 September 2006, a Transrapid train collided with a maintenance vehicle at 170 km/h (106 mph) on the test track in Lathen, Germany. The maintenance vehicle destroyed the first section of the train, then lifted off the track to complete two full rotations before landing in a pile of pre-exploded debris. This was the first major accident involving a Transrapid train. The news media reported 23 fatalities and that several people were severely injured, these being the first fatalities on any maglev.[24] The accident was caused by human error with the first train being allowed to leave the station before the maintenance vehicle had moved off the track. This situation could be avoided in a production environment by installing an automatic collision avoidance system.
SMT fire accident
[edit]
On 11 August 2006, a Transrapid train running on the Shanghai Maglev Line caught fire. The fire was quickly put out by Shanghai's firefighters. It was reported that the vehicle's on-board batteries may have caused the fire.
Alleged theft of Transrapid technology
[edit]
In April 2006, new announcements by Chinese officials planning to cut maglev rail costs by a third stirred some strong comments by various German officials and more diplomatic statements of concern from Transrapid officials. Deutsche Welle reported that the China Daily had quoted the State Council encouraging engineers to "learn and absorb foreign advanced technologies while making further innovations." The Chinese deny any technology plagiarism. The China Aviation Industry Corporation has said the new Chinese "Zhui Feng" magnetic train is not dependent on foreign technology. It is much lighter than the Transrapid product, the company said, and features a much more advanced design.[25]
Development history and versions
[edit]
Date Train Location Present location Comments Top speed (km/h) 1969 / 1970 ? Transrapid 01 Munich Deutsches Museum, Munich By Krauss-Maffei. Indoor benchtop model. Only 600 mm long track. 6 May 1971 MBB Prinzipfahrzeug MBB's Ottobrunn factory (near Munich), Germany Freilassing Locomotive World By MBB. First passenger-carrying principle vehicle. 660 m test track. Prinzipfahrzeug=principle [demonstrator] vehicle. 90 (1971) 6 October 1971 Transrapid 02 Krauss-Maffei's plant in Munich - Allach, Germany Krauss-Maffei, Munich By Krauss-Maffei. 930 m test track which included one curve. Displayed at Paris Expo from 4 June to 9 June 1973. 164 (October 1971) 16 August 1972 Transrapid 03 Munich Scrapped By Krauss-Maffei. Air-cushion vehicle (ACV or hovercraft) propelled by a linear motor. The system was abandoned in 1973 due to the too high noise generation and the too large consumption. Attempts in France (Aérotrain) and in the USA ([1]) led in the following years to similar decisions. 930 m test track. 140 (September 1972) 1972 / 1974 ? Erlangener Erprobungsträger (EET 01) Southern edge of Erlangen (near Nuremberg), Germany ? By Siemens and others. Electrodynamic suspension (EDS) (like JR-Maglev). Unmanned. 880 m circular track. Erlangener Erprobungsträger=Erlangen test carrier. 160 / 230 (1974) ? 20 December 1973 Transrapid 04 Munich - Allach, Germany Technik Museum Speyer By Krauss-Maffei. 250 (end 1973), 253.2 (21 November 1977) 1974 / January 1975 ? Komponentenmeßträger (KOMET) Manching, Germany near Lathen in a barn By MBB. Unmanned. 1300 m track. 401.3 (1974) 1975 HMB1 Thyssen Henschel in Kassel, Germany ? By Thyssen Henschel. First functional longstator vehicle. 100 m guideway. Unmanned. 1976 HMB2 Thyssen Henschel in Kassel, Germany Technik-Museum, Kassel By Thyssen Henschel. World's first passenger-carrying, longstator vehicle. 100 m guide-way. 36 (or 40 ?) 17 May 1979 Transrapid 05 International Transportation Exhibition (IVA 79) in Hamburg. Reassembled in Kassel in 1980. Technik-Museum, Kassel 908 m track. 75 June 1983 Transrapid 06 Transrapid Versuchsanlage Emsland (TVE), Germany A part is in Deutsches Museum at Bonn, other part in Lathen Presented to public in Munich on 13 March 1983. 31.5 km track. 302 (1984), 355 (1985), 392 (1987), 406 (1987), 412.6 (January 1988) 1988 Transrapid 07 Transrapid Versuchsanlage Emsland (TVE), Germany A part is at Max Bögl KG Sengenthal, other part in Lathen Presented to public at the International Transportation Exhibition (IVA 88) in Hamburg. 436 (15 December 1989),[26] 450 (17 June 1993) August 1999 Transrapid 08 Transrapid Versuchsanlage Emsland (TVE), Germany One ending section destroyed 22 September 2006 in accident, remaining middle and ending section are stored in Lathen 2002 Transrapid SMT Shanghai Maglev Train, China Shanghai, China slightly modified version of the Transrapid 08 501,5 (12 November 2003) 2007 Transrapid 09 Transrapid Versuchsanlage Emsland (TVE), Germany Kemper Factory in Nortrup Offered for sale in October 2016[27][28] Five years after the shutdown of the Transrapid pilot plant Emsland in 2011, the Kemper family, the owners of H. Kemper GmbH & Co. KG, purchased the Transrapid 09 for €200,001. In September 2017, it was erected on the company premises in Nortrup. The three sections of the train is then used as conference and exhibition space for the history of the Transrapid. Hermann Kemper, the inventor of the maglev train, came from the same family as the owners of the sausage and meat products manufacturer Kemper.
See also
[edit]
Trains portal
Land speed record for railed vehicles
References
[edit]
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https://www.autoevolution.com/news/abandoned-maglev-train-is-proof-that-hitting-260-mph-sometimes-isn-t-enough-191785.html
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Abandoned Maglev Train Is Proof That Hitting 260 MPH Sometimes Isn't Enough
|
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2022-06-21T16:04:16+00:00
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Built in the 2000s, this train was capable of more than 260 mph. Now it's just an abandoned piece of metal rotting away in a derelict facility
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autoevolution
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https://www.autoevolution.com/news/abandoned-maglev-train-is-proof-that-hitting-260-mph-sometimes-isn-t-enough-191785.html
|
7 photos
Photo: HD1080ide/YouTube
Mankind has been obsessed with speed ever since the horse carriage was invented. Come 2022, and we have quite a few supercars that can hit the magical 300-mph (483-kph) mark. The same goes for trains, which are known to reach similar speeds when using the right technology. The maglev train is one of them.
Using magnets to levitate the train above the track, thus reducing friction and allowing higher speeds, maglev (magnetic levitation) technology has been researched since the early 1900s. The first commercial maglev train took its maiden voyage as an airport shuttle in 1984, but the technology has since expanded and it's still being used in China and Japan.
Germany was one of the first European countries to introduce the technology when a short track was opened in Hamburg for the 1979 International Transportation Exhibition. The train was developed by Transrapid, the company that went on to build a testing facility in Emsland.
Completed in 1984, it included a 31.5-km (19.5-mile) track that enabled maglev trains to hit up to 261 mph (420 kph). That's nowhere near as quick as the Japanese L0 version that reached 375 mph (603 kph) in 2015, but it was still entertaining to the passengers that were allowed to ride in it from time to time.
Unfortunately, these rides came to an abrupt end in 2006, when 23 people were killed after a train hit a maintenance vehicle on the track. Both the track and the factory were closed off in 2011 when Transrapid's operation license expired.
In early 2012, the German government approved the demolition and reconversion of the Emsland site. But while work began around 2016, most of the concrete structures are still standing. And according to the footage below, the testing facility is still home to a maglev train.
While recently released by YouTube's "HD1080ide," the footage is actually from 2020, so it's unclear whether the train is still there as we speak. But it's still a sad sight and proof that sometimes making an innovative product isn't enough to thrive.
Fortunately, the maglev system continues to expand, with new tracks set to be built in various parts of the world. And more importantly, the 2006 crash at Emsland was the first and last maglev incident to result in fatalities.
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23 Die in Crash of German High
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[
"Mark Landler"
] |
2006-09-23T00:00:00
|
The crash was a setback to magnetic levitation technology, which aims to narrow the speed gap between trains and planes.
|
en
|
/vi-assets/static-assets/favicon-d2483f10ef688e6f89e23806b9700298.ico
|
https://www.nytimes.com/2006/09/23/world/europe/23cnd-germany.html
|
FRANKFURT, Sept. 22 — A futuristic high-speed train collided with a service vehicle during a test run on Friday in northwestern Germany, killing 23 people and dealing a setback to magnetic levitation technology, which aims to narrow the speed gap between trains and planes.
The train, carrying at least 29 passengers, slammed into the vehicle at a speed of 125 miles per hour, scattering wreckage, including seats and clothing, along the elevated concrete track, said the authorities in Lathen, a small town near the Dutch border.
Ten people were seriously injured, said Andrea Menke, a spokeswoman for the local police. About 400 rescue workers labored until nightfall to extract bodies from the wreckage. Among the victims were two maintenance workers, she said; their condition was unclear. “It’s been very difficult for the rescue workers, because the magnetic train is above the ground, which makes it hard to reach,” Ms. Menke said.
The death toll had originally been reported at 25 but was later reduced by police to 23. The victims included visitors and employees of the company that operates the train, known as Transrapid.
It was the first major accident involving a magnetic levitation, or maglev, train. The authorities declined to speculate on the cause, though experts on maglev technology said it appeared to have been a communications breakdown rather than a flaw in the technology.
The service vehicle, which performs routine maintenance each morning, had not left the track by 9:30 a.m., when the train began its journey on a 20-mile circuit that cuts through pastures and forests.
Television film showed rescue workers and firefighters being hoisted up to the track by cranes to reach trapped victims. Though heavily damaged, the train did not derail.
A marvel of German engineering, the Transrapid is a monorail that uses magnetic levitation technology to propel the train to speeds of up to 280 miles per hour. The train cars have no wheels or axles, but hover above the track, and are moved by magnetic force.
That accounts for why this train’s shattered cars remained on the elevated track, despite the force of a head-on collision that would almost certainly have thrown a regular train off the rails. “The magnetic field under the Transrapid is very strong, and keeps the train on the track, even if it is going 400 kilometers per hour,” said Hartmut Müller-Gerbes, a spokesman for TUV Rheinland, a testing company that inspects the test track in Lathen.
Developed in the 1970’s and 80’s, maglev technology was supposed to power the next generation of high-speed trains in Germany. But fears about its expense led the government to choose more conventional trains, and Transrapid is now primarily an export technology.
The government wants to build a maglev train between the Munich airport and the center of the city. But Bavarian officials said they would re-think the plan in light of the crash.
The only commercial use of the train is in China, where passengers can make the 20-mile trip from the financial district in downtown Shanghai to the airport in Pudong in less than eight minutes. In August, one of those trains filled with smoke because of an overheated battery; there were no injuries.
German leaders have promoted the train as an emblem of the country’s healthy trade relationship with China. Chancellor Angela Merkel and her predecessor, Gerhard Schröder, have joined Chinese officials for well-publicized rides on the Shanghai train during visits to China.
Transrapid is a joint venture of the engineering company Siemens and the steelmaker ThyssenKrupp. Even before the accident, there were reports that Thyssen was considering pulling out of the venture.
Advocates of the trains argued that the crash, horrifying as it was, should not undermine the technology. “It’s no different than if you land an airplane and there is something parked on the runway,” said Kevin C. Coates, a transportation consultant in Bethesda, Md., and a former spokesman for Transrapid. “It’s going to take a lot to convince me this technology is not safe.”
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https://www.thyssenkrupp.com/en/newsroom/press-releases/coating-applied-to-the-guideway-of-the-transrapid-test-track-2649.html
|
en
|
Press release
|
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thyssenkrupp
|
https://www.thyssenkrupp.com/en/newsroom/press-releases/coating-applied-to-the-guideway-of-the-transrapid-test-track-2649.html
|
The Transrapid magnetic levitation system is propelled contactlessly over its guideway by a traveling electromagnetic field. To allow for touchdown in the event of a failure, the Transrapid is equipped with support skids that are lowered onto the concrete strips of the guideway. The newly developed support skids, with which the Transrapid 08 has been equipped at the Emsland test facility, called for a special four-layer coating on each of the two 15 cm wide strips. The dry films each have to be precisely 100 to 150 µm thick on the two 17 km strips - and the coating quality has to be immaculate.
Another requirement of the guideway, which also has to be fulfilled by the coating, is that it has to compensate for temporary heat-induced expansion of the main strength elements of the girders in sunshine. A heat-absorbent coating between the two strips has the purpose of remedying this.
The coating of the functional surfaces of the guideway and guideway table was a technically extremely demanding challenge - which the experts of multi-trade service provider PeinigerRöRo were happy to accept. Dipl.-Ing. Michael Rummel, responsible for Building Conservation: "Because we work in many fields, our company has acquired a huge reservoir of knowledge and experience. Adopting an interdisciplinary approach, we exploit these resources creatively and come up with innovative solutions. And this is undoubtedly one of our strengths." It is important, Rummel continues, to approach the in this case novel challenge systematically and apply existing knowledge imaginatively to the task. In joint development work, specialists from the fields of Building Conservation and Special Scaffold Erection quickly produced a technically watertight and cost-effective strategy for the coating of the Transrapid guideway.
Coating machine runs at 25 meters per minute along the high-speed track
The central element for the planned coating mission was a mobile coating robot specially developed for this purpose. The fully autonomous, remote-controlled unit was served by a tailor-made supply car (6.5 t live load) in front, carrying all the necessary supply equipment and the robot`s remote control. The coating machine, on which two spray boxes with spray nozzles were installed directly above the skid strips, was driven by two speed-controllable drive chains that were positioned over the lateral guide rails on both sides of the Transrapid guideway and there received the necessary push from additional fixed magnets. The paint spray pumps, compressor, power pack and robot remote-control were accommodated on the supply car in front, which was also electrically driven. Rummel is particularly proud of the rapid technical implementation of the strategy: "Although it had never been built before, the complete machine was up and running within two weeks. This must be a world record."
During the coating process, the thickness of the four coats was constantly monitored so that the demanded consistently high quality was assured. But this was not all: After the coating system had been applied, the PeinigerRöRo experts controlled the quality of their work again with spot checks of the adhesive strength and film thickness of the dry coating.
Dual benefits
The efficiency and versatility of the coating strategy was then underlined during the performance of the second task: The coating robot underwent minimum modification so that it could apply the heat-absorbent coating between the two skid strips. For this, the robot`s two side spray boxes were removed and replaced with a continuous spray bar with a total of five nozzles. The application of the heat-absorbent coating also went off smoothly, and in only 90 days 30 metric tons of material had been applied to about 20,000 m² of guideway surface.
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1
| 45 |
http://www.famousdaily.com/history/shanghai-transrapid-sets-speed-record.html
|
en
|
Shanghai maglev train reaches 311 mph
|
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The U.S.’s only maglev builder, General Atomics, occupies a campus in Southern California, the perfect place to start building out its proposed alternati
|
en
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http://www.famousdaily.com/history/wp-content/themes/thesis/lib/images/favicon.ico
|
http://www.famousdaily.com/history/shanghai-transrapid-sets-speed-record.html
|
The U.S.’s only maglev builder, General Atomics, occupies a campus in Southern California, the perfect place to start building out its proposed alternative to planes for long distance travel – high speed rail. Calls for a line connecting Los Angeles to Las Vegas or to San Francisco began a number of years ago, but nothing has developed in California or any other state. The various pro-rail lobbies can only point to the lines in Germany, Japan, France, and the record-setter in China.
On this day, November 12, in 2003, in a test run of its new maglev train, the Transrapid achieved a speed of 311 miles per hour. That would make the trip between Los Angeles and Las Vegas take just about an hour.
The Transrapid may be the fastest train in China, but that same year a Japanese maglev train and the French TGV reached speeds of around 360 mph. As the name implies, the trains work by magnetic levitation: no wheels, no friction to overcome. Engineers calculated that lifting the train off the rails does not take much energy – it’s the propelling it forward against air friction that takes up the most.
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dbpedia
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1
| 7 |
https://www.maglevboard.net/en/facts/26-transrapid-maglev-shanghai
|
en
|
Transrapid Maglev Shanghai
|
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|
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| null |
The construction of the line began in March, 2001, and public service commenced already on January 1, 2004.
The Transrapid maglev system in Shanghai, China, represents a major leap forward in transportation technology. Since its inauguration in 2004, the Shanghai Maglev Train has been a symbol of high-speed travel, connecting Shanghai Pudong International Airport with the city's Pudong district. This link demonstrates the impressive capabilities of maglev technology and offers a glimpse into the future of transportation.
Covering a distance of approximately 30.5 kilometers, the Shanghai Maglev holds the title of the world's fastest commercial train service, reaching a top speed of 431 km/h (267 mph). This speed allows it to complete the airport-to-city transfer in only about 8 minutes, significantly reducing travel time compared to traditional ground transportation methods.
The technology behind the Shanghai Maglev, developed by Transrapid International - a consortium including German industrial giants Siemens and ThyssenKrupp - uses powerful electromagnets for levitation and propulsion. This mechanism allows the train to hover about 1 centimeter above its guideway, eliminating friction and facilitating the high speeds and smooth rides that have become the hallmark of maglev technology.
It's important to note that the operating costs of the Shanghai Maglev are actually much lower than those of conventional high-speed trains. The absence of physical contact between the train and the track significantly reduces wear and tear, resulting in lower maintenance requirements. In addition, the Maglev's propulsion system is more energy efficient at high speeds, further contributing to its cost-effectiveness in long-term operation.
Despite these advantages, the development and construction of the Shanghai Maglev has been costly, initially raising concerns about the economic viability of maglev systems. However, the operational efficiencies of maglev technology, including its reduced maintenance requirements and energy savings, provide a compelling case for its wider adoption, particularly when life-cycle costs and environmental benefits are considered.
The Shanghai Maglev is not the only example of maglev technology in commercial operation. It will soon be followed (2029) by the opening of the Tokyo-Nagoya Maglev line in Japan. However, as with all high-speed ground transportation systems, significant initial investment is required.
As it stands, the Shanghai Maglev is not only a technological marvel, but also an interesting study in the economics of futuristic transportation systems. It illustrates the necessary balance between up-front investment and long-term operational savings, providing valuable lessons for the future deployment of maglev technology both in China and globally.
System
The Shanghai Maglev Project is owned, operated and maintained by SMTDC, the Chinese company established to implement the project. The maglev line currently operates at 15-minute intervals, 15 hours/day, 7 days/week, with maintenance/repairs scheduled during night hours. Two 5-section cars are in service to handle the 108 trips/day, with a third car as a reserve.
The maglev trains typically reach 220 mph (350 km/h) in 2 minutes, with a maximum speed of 268 mph (431 km/h) in normal service. During a test run on November 12, 2003, a maglev train reached a top speed of 501 km/h.
The train runs from Longyang Road Station on Shanghai Subway Line 2 to Pudong International Airport, and the total track length is about 30 kilometers, with an additional separate track leading to a maintenance facility. The train takes 7 minutes and 20 seconds to complete the trip and has a maximum operating speed of 431 kilometers per hour.
Vehicle and guideway construction
In the city of Kassel, Germany, the 18 vehicle sections for Shanghai were built, as well as some 124,000 of the stator packages that are attached to the guideway. Inside the stator packets are the disks for which EBG Gesellschaft für Elektromagnetische Werkstoffe mbH, Bochum (another ThyssenKrupp Group company) supplied the electrical sheet metal. ThyssenKrupp Transrapid supplied the motor windings to be inserted into the stator packets (including installation equipment) as well as eight guideway switches.
Most of the engineering work for these components was done by ThyssenKrupp Transrapid. The flexible steel girders for the switches were manufactured and fitted by Krupp Stahlbau Hannover. The switch control units and motor windings were outsourced.
All subsystems were assembled and installed in Shanghai by the Chinese customer's personnel under the supervision of the Transrapid Systems Consortium. In sharp contrast, the guideway (consisting of girders, substructures and foundations) was entirely in the hands of the Chinese, with some consulting support from the German guideway consortium.
Maglev Vehicle Data
The Trains in Shanghai are of the Transrapid SMT type which is based on the German TR 08.
Number of vehicles/trains: 3
Sections: 6 each train
Length: 153.6 m
Width: 3.7 m
Height: 4.2 m
Maximum operating speed: 505 km/h
Total Passenger capacity: 574
End section (ES) 1st class: 56
Middle section (MS) 2nd class: 110
End section (ES) 2nd class: 78
Incidents
On August 11, 2006, a Maglev train compartment caught fire at 2:40 p.m. after leaving Pudong International Airport to Longyang Road Station. There were no injuries or fatalities aboard. Investigation reports into the cause of the fire seem to indicate that electrical problems occurred.
External links
http://www.smtdc.com SMT - Shanghai Maglev Transportation Development Co., Ltd.
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| 93 |
https://www.aljazeera.com/news/2006/9/22/maglev-train-crash-kills-23-in-germany
|
en
|
Maglev train crash kills 23 in Germany
|
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2006-09-22T00:00:00
|
At least 23 people have died and 10 others have been injured after a high-speed train smashed into a maintenance vehicle while on a test run in northern Germany, local authorities say.
|
en
|
/favicon_aje.ico
|
Al Jazeera
|
https://www.aljazeera.com/news/2006/9/22/maglev-train-crash-kills-23-in-germany
|
The magnetic levitation Transrapid train, one of the world’s fastest trains, was travelling at about 200km per hour in Emsland, near the city of Osnabrueck, at around 10am local time on Friday when it struck the wagon, police said.
The prosecutor’s office in the city said that the collision had been caused by human error.
Most of those killed were passengers on the train, while reports say two more people standing on a train platform are also missing and feared dead, officials said.
Local television pictures showed rescue workers being hoisted up to the train on cranes to try to reach the accident site, while train seats, bags and clothes were scattered on the ground.
The crash occurred on a 32km circuit built as a testing facility for the train, which is propelled along at high speeds by a frictionless, electro-magnetic system known as Maglev.
A total of 29 people were on board, reports say.
Rescuers hampered
Rescuers attempting to reach those trapped in the wreckage were being hampered by the height of the train, which rides on a track supported by concrete stilts about five metres above ground.
The train was developed by Transrapid International, a joint venture between German industrial firms Siemens AG and ThyssenKrupp.
Many of those travelling on the train were thought to be employees of the companies and their friends and relatives.
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2883
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1
| 11 |
https://trid.trb.org/View/409708
|
en
|
THE GERMAN MAGNETIC LEVITATION TRAIN (TRANSRAPID)
|
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"Environmental impacts",
"Germany",
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Magnetic levitation is the first truly new transportation technology in one hundred years and comes at a time when advances in transportation are urgently needed. The German Transrapid magnetic levitation train is the first such commercially available system. Based on technology that originated in the United States, it has been under development for approximately fifteen years in Germany. While not yet in commercial operation, tests on the Transrapid indicate that the system can provide better service to passengers than conventional rail, both in terms of speed and comfort. And comparisons of environmental impacts show that the Transrapid compares favorably with other modes of transport. The article points out doubts that remain about costs and revenues and about the effects of electromagnetic fields.
Availability:
Find a library where document is available. Order URL: http://worldcat.org/issn/02637960
Supplemental Notes:
This issue of 'Built Environment' is based on working papers produced by the Institute of Urban and Regional Development, Univ. of California at Berkeley, for the California High-Speed Train Study, financed by the California Dept. of Transportation and the US DOT through the Univ. of California Transportation Center.
Corporate Authors:
Alexandrine Press
P.O. Box 15, Cornmarket Street
Oxford OC1 3EB, England
Authors:
Sands, B
Publication Date: 1994
Language
English
Media Info
Features: Figures; References;
Pagination: p. 244-256
Serial:
BUILT ENVIRONMENT
Volume: 19
Publisher: Alexandrine Press
ISSN: 0263-7960
Subject/Index Terms
TRT Terms: Environmental impacts; High speed rail; Level of service; Magnetic levitation vehicles; Technological innovations; Technology
Geographic Terms: Germany
Subject Areas: Environment; Operations and Traffic Management; Public Transportation; Railroads;
Filing Info
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https://illumin.usc.edu/maglevs-the-future-of-flying-trains/
|
en
|
Maglevs: The Future of Flying Trains – USC Viterbi School of Engineering
|
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2011-12-06T14:04:13-08:00
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https://illumin.usc.edu/maglevs-the-future-of-flying-trains/
|
Maglev trains have the potential to revolutionize how we travel. The trains levitate using magnets, zipping through the air at speeds above 350 mph. These high speeds would allow for maglev trains to be a realistic alternative to flying, and they use very little energy and emit no pollutants during transportation. They require little maintenance, and can help to reduce growing road and air congestion. From their history, technology, and costs to the future potential, maglevs are nothing short of an engineering feat.
“Where’s my Flying Car?”
“Where is my flying car?” has become an idiomatic expression often used to decry one’s frustration with the lack of advancement of modern technology. With more and more technologies that had only existed in the realm of science fiction crossing into reality, it seems puzzling that one of its main staples, the flying car, has not made the leap yet. Mankind is making progress; while flying cars may not exist in the original sense of the term yet, flying, or, rather, floating trains are already in existence. Several countries and private corporations have already begun researching and implementing the use of magnets to power high-speed trains, commonly referred to as maglev (short for magnetic levitation) trains.
Maglev trains have potential to revolutionize how we travel. The trains themselves are less costly and noisy than conventional trains and they require less maintenance due to their levitation eliminating most of the friction. Maglev trains use far less energy than conventional trains and emit no pollutants. High speeds allow for maglev trains to be a realistic alternative to flying, and they can help reduce air and road congestion as more people are moving around the world. Despite these benefits, creating a large-scale maglev system is a daunting task. The infrastructure for the trains does not currently exist, and must all be built. The track contains almost all the components needed for the trains to work, and generalized cost projections put the price of maglev tracks at around $10 million per mile. Once the infrastructure is built, however, maglev trains become inexpensive to operate due to their simplicity and lack of required maintenance. While the initial startup expenses are high, these trains have the potentional to make travel faster, more efficient, and more environmentally friendly [1] [2]. Although maglev trains do have some setbacks and challenges to overcome before their widespread adoption, the technology has proven itself a worthy successor to high speed rail through projects of both small and large scales.
History
Though one might assume that the maglev is a brand new technology because they have only become widely adopted in recent years, its origins actually date back to the mid-19th century. The first mention of related technologies appears in a rough description of the maglev concept given by Charles Wheatstone of King’s College in the 1840’s [3].
The first demonstration of a maglev train on a test track was completed by German company Transrapid International in 1971. Japan was not far behind, holding a demonstration of their first levitating train in 1972. By 1977 Japan was able to propel a maglev train at over 320 mph. This top speed continued to improve through the 1980s and 90s, with Japanese maglev reaching a world-record 361 mph in 2003. Throughout the 80s and 90s, general excitement about maglev trains reached a high point. Many different potential routes were mapped out crossing Europe, Asia, and the United States without a true understanding of the costs required for building these routes.
China, typically a leading country in the development of alternative energy and technology, had long been interested in developing maglev as well, but lacked the economic means to do so. Taking advantage of their booming economy, they started designing and testing maglev technology in 1999. By 2001 they had begun construction on a 20 mile maglev route linking Shanghai to nearby Pudong International Airport. The train embarked on its maiden voyage in 2002, and reached a top operating speed of 293 mph in 2003. In 2004 the train became the first publicly accessible maglev train offering regular commercial service, and it continues to carry commuters today.
The 2000s have generally seen a worldwide lack of enthusiasm for maglev trains. Germany, Japan, and China remain invested in spurring maglev growth, but most other countries are unsure of the new technology. The unfortunate current reality of maglev is that despite its futuristic appeal, efficiency and speed, the cost of building the infrastructure required for maglev operation is often too great when conventional train travel is a much cheaper option. As the technology improves and becomes less costly, driven by a need for increased fuel efficiency, environmentally sustainable travel, and skyrocketing road and air congestion, maglev may eventually become a more compelling alternative to traditional means of travel [4].
Magnetic Levitation: EDS and EMS
The first related patent was issued in the US under the title “electric traction apparatus” to Alfred Zehden in 1905 [5]. Zehden’s patent describes the basis of what is now known as a linear induction motor: a propulsion device that produces motion by using magnets to create an attractive force between a track and a body instead of using a rotating shaft to produce torque, as is the case in conventional motors. This is one of the core technologies used for maglev, as it allows a contact-less method of propulsion for a car on a track. This patent came amid a heightened interest in electricity resulting from the widespread adoption of the light bulb and electric motor; it was, however, most likely treated as a mere novelty due to its lack of a practical application. It wasn’t until Eric Laithwaite, an undergraduate at Manchester University, took interest in the subject in the 1948 that a full scale model was built [6].
Mikiemike/Wikimedia Commons
The basic physics of a linear motor is easy to demonstrate: using two magnets, put them close together on a smooth surface and turn them so that they repel each other; hold one of the magnets so that it can’t move and the other will slide away [7]. Repeat this simple process and the effect can be used to propel a body forward. The basic layout of a linear motor is shown in Fig. 1; a body containing magnets is placed upon a “track” of electromagnets with alternating polarity. Assume that the body is in the state depicted by the top of the figure when the electromagnet is turned on. The current in the electromagnet is then reversed, reversing the polarity of the electromagnet. This causes the magnets in the track to repel the magnets in the body, propelling it forward, as shown in the state at the bottom. The magnet then realigns itself, returning to the first state a bit down the track from its beginning state. The cycle is then repeated, with the current and polarity of the electromagnet reversed so that the body is propelled further forward.
When the tracks are on both sides of the vehicle and when the alternation of the current is conducted at the right frequency, the body is continuously propelled forward. The result is a system that can move a body forward without the need for any physical contact. This is called a linear induction motor, because the system works as if a regular motor was “unrolled” onto a linear track, with the rotor placed in the body and the stators, or stationary magnets, unraveled onto the track.
EDS: Electrodynamic Suspension
Laithwaite, now known as the father of maglev, continued his research on the linear induction motor after becoming a professor at Imperial College of London in 1964 [6]. He worked to increase their efficiency and strength, and thus their practicality in real world applications. The next big step in the field of maglev came with Laithwaite’s development of the magnetic river in 1974: an electrodynamic suspension (EDS) magnetic levitation system, or in other words, a magnetic system that works to keep a body afloat above a track [8].
Wikimedia Commons
One interpretation of this is to have another set of electromagnets in the track (Fig. 2). In this configuration, the electromagnets in the tracks serve two purposes. The first is to act as a linear motor. The second is to repel the train from the ground and walls, ensuring that it is stably suspended above the tracks [9]. This is achieved by taking advantage of Lenz’s and Faraday’s laws: a changing magnetic field, as occurs when the magnets in the body are passing by, generates an electromotive force in the electromagnetic circuit in the tracks. While the mathematical proof for this system is beyond the scope of this article, simply put this means that if the train passes by the electromagnets in the track quickly enough, the resulting change in magnetic field will induce a current within the electromagnets. This in turn causes the track to produce a repelling magnetic force, represented by the arrows, which are used both to levitate the train and to keep it within the width of the track. When implemented successfully, this system makes the train “fly,” lifting it up to a few inches above the ground [8].
Yosemite/Wikimedia Commons
The advantages of EDS are that the levitation system itself does not require power, and can be integrated with the Linear motor. EDS does, however require the train to have wheels in order to accelerate to the “take off” speed required for the levitation force to become strong enough to lift the train. EDS also means that a strong magnetic field is created on-board, which can pose a threat to pace-makers and other artificial organs. There is currently no work-around for this, so trains relying on this system remain inaccessible to those with artificial hearts. An advanced form of this EDS is used in the Japanese Shinkansen Maglev (Fig. 3) currently under construction, but as of yet it remains unused in any commercial system.
EDS: Inductract
Another experimental design being pursued primarily by the United States is known as Inductrack, which is a type of EDS that uses permanent room-temperature magnets instead of supercooled electromagnets to produce magnetic fields. This design uses a small power source to accelerate the train on rolling auxillary wheels in the same manner as Japanese EDS trains. Once it reaches a few mph speed it begins to levitate at around 3 cm, pushed up by induced magnetic fields in the bottom of the guideway. Unlike EDS trains, the permanent Inductrack magnets also induce currents in the sides of the guideway which produce magnetic fields that propel the train without the need for an external power source. This design is extremely energy efficient, only requiring small amounts of external power for the starting and stopping phases of travel. The magnets on the train require no external power to run. However, this design is also the most difficult to implement due to the need for very robust permanent magnets. This design is still in its youthful stages, though a test track has been set up by the General Dynamics Corporation which levitates and propels a small test train at around 25 mph [7].
EMS: Electromagnetic Suspension
Alex Needham/Wikimedia Commons
Meanwhile, an alternative technology to EDS was developed for Maglevs that didn’t require such strong magnetic fields. Called electromagnetic suspension (EMS), it is based on the simple idea of using active magnets in the track to support the train, as opposed to EDS where inactive magnets are induced into creating a repelling force. EMS systems commonly use permanent magnets, which don’t require power, to levitate the body. The problem with this is that placing a repelling magnet atop another magnet does not cause the top magnet to simply float above the bottom magnet; the system is unstable, meaning the top magnet will be pushed to the side, in this case causing the train to derail. To address this problem, modern EMS systems supplement the permanent magnets with computer-operated electro-magnets to keep the train in place. This system has the advantage of being able to levitate the body at lower speeds, and with smaller magnetic fields than EDS; however they require closer monitoring and constant adjustments of the electromagnets to maintain stability [10]. This system has been used in all commercial maglev systems so far, including the German Transrapid system built by Siemens and ThyssenKrupp, recently used for the Shanghai maglev train shown in Fig. 4 [10].
Maglev: A Promising Technology
Together, the linear propulsion motor and magnetic levitation system provide a frictionless alternative to the traditional train. Thanks to linear induction, there are no moving parts in the propulsion system, and the magnetic suspension means that maglev trains do not touch the ground. This means that the only drag experienced is aerodynamic and electromagnetic, allowing Maglevs to reach top speeds of over 360 mph with a lower energy consumption than their wheeled predecessors. A beneficial side effect of this is that the trains are quiet and stable, since the only noise and disturbances they generate come from the displacement of air.
The lack of moving parts also means that these trains need less maintenance. Since they are not in contact with the rails, there in no wear on the trains or rails. Maintenance is minimal, and the vehicles follow a maintenance schedule closer to that of aircraft than that of traditional trains, meaning that their maintenance schedules are based on hours of operation rather than distance traveled [11]. Maglevs are also immune to weather since their tracks are not subject to heat deformation or freezing, reducing traditional constraints placed on rail travel. This makes the technology ideal for any location with extreme weather.
Lastly and most importantly, linear motors allow maglevs to accelerate and decelerate to and from high speeds in a short distance. This makes them ideal both for rapid inner-city travel since this means that they can accelerate to their top speeds even when stations are close together. At average speeds of 360 mph, they are not quite as fast as the average jet plane that cruise at around 500 mph. However, maglevs can be a competitive alternative along mid-range routes because train travel does not require the security and preparation necessary to travel through an airport, reducing travel time. For routes of up to 500 miles, taking a maglev could easily become cheaper, quicker, and safer than traveling by air.
The Limitations
Despite all of these advantages of Maglevs over conventional rail, there are still many challenges that must be overcome in order to win the battle for prominence on the rails. The first is perception of safety. In the decades of testing that maglevs have gone through so far, they have encountered only a handful of accidents, which is not a bad track record. Many in the public remain wary of the technology, however, since it has had limited use in commercial operation and has yet to prove itself free of negative health effects or other threats to the public’s well being. Just recently, a project intended to extend the Shanghai maglev was shelved, partly due to concerns by the track’s neighbors over potential health problems arising from the magnetic fields [12]. Since the Shanghai maglev uses EMS, which has weaker magnetic fields than the EDS, this is likely to be an even greater issue for EDS-based technologies.
The maglev’s other weakness, and the main reason why the Shanghai maglev extension failed, is cost. Building a track of around 50 miles can cost billions of dollars, several times more than any conventional rail technology. While in a few areas, particularly those with high ridership, Maglevs do make sense, for the majority of cases they remain impractical. To date, the only maglev systems built have been used either as experimental tracks, for airport transportation, or for exhibition purposes.
Flying into the Future
An exciting future possibility for maglev trains is known as evacuated tube transport. This involves the trains traveling in enclosed vacuum tubes with very little air resistance. Implementing this involves permanently removing air along the travel route; the passengers ride in air-locked train cars. Having essentially no air present in the tunnels means that there is no air friction limiting the speed of the trains, leaving them free to reach projected top speeds as high as 4,000 to 5,000 mph. To put it in perspective, this is roughly twice as fast as the fastest manned aircraft, the SR-71 Blackbird [13] [14].
These extremely high-speed trains have great potential for intercontinental travel, allowing for passengers to cross over huge spans of land in very short time frames. As an example, traveling from New York to Los Angeles would only take roughly 30 minutes. An additional future direction of these vacuum-tube trains involves oceanic travel. Preliminary research and modelling of a trans-Atlantic underwater vacuum tunnel have shown the feasibility of these types of projects. The tunnel would be constructed by submerging sections of neutrally buoyant material 150 – 300 ft below the surface of the water. The tunnel would allow for passengers to cross the Atlantic from New York to London in roughly 1 hour. From an engineering standpoint, this project is feasible to build even today. However, like most aspects of maglev travel, cost is the major hindrance. Initial projections put the cost of a trans-Atlantic tunnel between $88 and $175 billion dollars [15].
There are numerous other proposals for both short and long distance Maglevs around the world, but few seem likely to begin construction in the near future primarliy due to economic concerns. It appears that the long-term success of Maglevs will depend on the success of the pioneering projects being implemented now, as well as the ability of companies to lower the cost of the technology.
Conclusion
Maglev is a technology that has been around for some time, but has only recently become feasible after years of development. Even now, its practicality is questionable due to its high costs. As shown in recent implementations and upcoming projects, however, maglev shows great potential and is continuously improving thanks to correspondingly improving technologies. With any luck, maglevs will soon become a much faster and more reliable alternative to conventional rail; and once mankind is able to figure out the secret to flying trains, we can only assume that the flying cars cannot be too far behind.
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Transrapid | train
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Other articles where Transrapid is discussed: railroad: Maglev: The German system, known as Transrapid, achieves levitation by magnetic attraction; deep skirtings on its vehicles, wrapping around the outer rims of the guideway, contain levitation and guidance electromagnets which, when energized, are attracted to ferromagnetic armature rails at the guideway’s extremities and lift the vehicle. The Japanese technology is…
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Encyclopedia Britannica
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https://www.britannica.com/technology/Transrapid
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In railroad: Maglev
The German system, known as Transrapid, achieves levitation by magnetic attraction; deep skirtings on its vehicles, wrapping around the outer rims of the guideway, contain levitation and guidance electromagnets which, when energized, are attracted to ferromagnetic armature rails at the guideway’s extremities and lift the vehicle. The Japanese technology is…
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How Maglev Trains Work
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1970-01-01T00:00:00-05:00
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Magnetic levitation trains are becoming a popular transportation topic all around the globe. Learn about electromagnetic suspension, the most popular type of maglev train.
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HowStuffWorks
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https://science.howstuffworks.com/transport/engines-equipment/maglev-train.htm
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The evolution of mass transportation has fundamentally shifted human civilization. In the 1860s, a transcontinental railroad turned the months-long slog across America into a week-long journey. Just a few decades later, passenger automobiles made it possible to bounce across the countryside much faster than on horseback. And of course, during the World War I era, the first commercial flights began transforming our travels all over again, making coast-to-coast journeys a matter of hours. But rail trips in the U.S. aren't much faster today than they were a century ago. For engineers looking for the next big breakthrough, perhaps "magical" floating trains are just the ticket.
In the 21st century there are a few countries using powerful electromagnets to develop high-speed trains, called maglev trains. These trains float over guideways using the basic principles of magnets to replace the old steel wheel and track trains. There's no rail friction to speak of, meaning these trains can hit speeds of hundreds of miles per hour.
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Yet high speed is just one major benefit of maglev trains. Because the trains rarely (if ever) touch the track, there's far less noise and vibration than typical, earth-shaking trains. Less vibration and friction results in fewer mechanical breakdowns, meaning that maglev trains are less likely to encounter weather-related delays.
The first patents for magnetic levitation (maglev) technologies were filed by French-born American engineer Emile Bachelet all the way back in the early 1910s. Even before that, in 1904, American professor and inventor Robert Goddard had written a paper outlining the idea of maglev levitation [source: Witschge]. It wasn't long before engineers began planning train systems based on this futuristic vision. Soon, they believed, passengers would board magnetically propelled cars and zip from place to place at high speed, and without many of the maintenance and safety concerns of traditional railroads.
The big difference between a maglev train and a conventional train is that maglev trains do not have an engine — at least not the kind of engine used to pull typical train cars along steel tracks. The engine for maglev trains is rather inconspicuous. Instead of using fossil fuels, the magnetic field created by the electrified coils in the guideway walls and the track combine to propel the train.
If you've ever played with magnets, you know that opposite poles attract and like poles repel each other. This is the basic principle behind electromagnetic propulsion. Electromagnets are similar to other magnets in that they attract metal objects, but the magnetic pull is temporary. You can easily create a small electromagnet yourself by connecting the ends of a copper wire to the positive and negative ends of an AA, C or D-cell battery. This creates a small magnetic field. If you disconnect either end of the wire from the battery, the magnetic field is taken away.
The magnetic field created in this wire-and-battery experiment is the simple idea behind a maglev train rail system. There are three components to this system:
A large electrical power source
Metal coils lining a guideway or track
Large guidance magnets attached to the underside of the train
We'll look at the track next.
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The magnetized coil running along the track, called a guideway, repels the large magnets on the train's undercarriage, allowing the train to levitate between 0.39 and 3.93 inches (1 to 10 centimeters) above the guideway [source: Boslaugh]. Once the train is levitated, power is supplied to the coils within the guideway walls to create a unique system of magnetic fields that pull and push the train along the guideway. The electric current supplied to the coils in the guideway walls is constantly alternating to change the polarity of the magnetized coils. This change in polarity causes the magnetic field in front of the train to pull the vehicle forward, while the magnetic field behind the train adds more forward thrust.
Maglev trains float on a cushion of air, eliminating friction. This lack of friction and the trains' aerodynamic designs allow these trains to reach unprecedented ground transportation speeds of more than 310 mph (500 kph), or twice as fast as Amtrak's fastest commuter train [source: Boslaugh]. In comparison, a Boeing-777 commercial airplane used for long-range flights can reach a top speed of about 562 mph (905 kph). Developers say that maglev trains will eventually link cities that are up to 1,000 miles (1,609 kilometers) apart. At 310 mph, you could travel from Paris to Rome in just over two hours.
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Some maglev trains are capable of even greater speeds. In October 2016, a Japan Railway maglev bullet train blazed all the way to 374 mph (601 kph) during a short run. Those kinds of speeds give engineers hope that the technology will prove useful for routes that are hundreds of miles long.
Germany and Japan both have developed maglev train technology, and tested prototypes of their trains. Although based on similar concepts, the German and Japanese trains have distinct differences. In Germany, engineers developed an electromagnetic suspension (EMS) system, called Transrapid. In this system, the bottom of the train wraps around a steel guideway. Electromagnets attached to the train's undercarriage are directed up toward the guideway, which levitates the train about 1/3 of an inch (1 centimeter) above the guideway and keeps the train levitated even when it's not moving. Other guidance magnets embedded in the train's body keep it stable during travel. Germany demonstrated that the Transrapid maglev train can reach 300 mph with people onboard. However, after an accident in 2006 (see sidebar) and huge cost overruns on a proposed Munich Central Station-to-airport route, plans to build a maglev train in Germany were scrapped in 2008 [source: DW]. Since then, Asia has become the hub for maglev activity.
Maglev Accidents
On Aug. 11, 2006, a maglev train compartment on the Transrapid Shanghai airport line caught fire. There were no injuries, and investigators believe that the fire was caused by an electrical problem. On Sept. 22, 2006, a Transrapid test train in Emsland, Germany on a test run crashed into a repair car that had been accidentally left on the track. The train was going at least 120 mph (193 kph) at the time. Some 23 passengers were killed and 11 injured. A court ruled that human error was to blame for incident, which would have been avoided had employees followed established regulations and procedures. No further maglev accidents have been reported since 2006. However, the test trains in Germany were eventually discontinued while the Shanghai maglev train still runs.
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Japanese engineers have developed a competing version of maglev trains that use an electrodynamic suspension (EDS) system, which is based on the repelling force of magnets. The key difference between Japanese and German maglev train technology is that the Japanese trains use super-cooled, superconducting electromagnets. This kind of electromagnet can conduct electricity even after the power supply has been shut off. In the EMS system, which uses standard electromagnets, the coils only conduct electricity when a power supply is present. By chilling the coils at frigid temperatures, Japan's system saves energy. However, the cryogenic system used to cool the coils can be expensive and add significantly to construction and maintenance costs.
Another difference between the systems is that the Japanese trains levitate nearly 4 inches (10 centimeters) above the guideway. One potential drawback in using the EDS system is that maglev trains must roll on rubber tires until they reach a liftoff speed of about 93 mph (150 kph). Japanese engineers say the wheels are an advantage if a power failure caused a shutdown of the system. Also, passengers with pacemakers would have to be shielded from the magnetic fields generated by the superconducting electromagnets.
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The Inductrack is a newer type of EDS that uses permanent room-temperature magnets to produce the magnetic fields instead of powered electromagnets or cooled superconducting magnets. Inductrack uses a power source to accelerate the train only until it begins to levitate. If the power fails, the train can slow down gradually and stop on its auxillary wheels.
The track is actually an array of electrically shorted circuits containing insulated wire. In one design, these circuits are aligned like rungs in a ladder. As the train moves, a magnetic field repels the magnets, causing the train to levitate.
There are currently three Inductrack designs: Inductrack I, Inductrack II, and Inductrack III. Inductrack I is designed for high speeds, while Inductrack II is suited for slow speeds. Inductrack III is specifically designed for very heavy cargo loads moved at slow speeds. Inductrack trains could levitate higher with greater stability. As long as it's moving a few miles per hour, an Inductrack train will levitate nearly an inch (2.54 centimeters) above the track. A greater gap above the track means that the train would not require complex sensing systems to maintain stability.
Permanent magnets had not been used before because scientists thought that they would not create enough levitating force. The Inductrack design bypasses this problem by arranging the magnets in a Halbach array. The magnets are configured so that the intensity of the magnetic field concentrates above the array instead of below it. They are made from a newer material comprising a neodymium-iron-boron alloy, which generates a higher magnetic field. The Inductrack II design incorporates two Halbach arrays to generate a stronger magnetic field at lower speeds.
Notably, the passive magnetic levitation concept is a core feature of proposed hyperloop transportation systems, which is essentially an Inductrack-style train that blasts through a sealed tube that encases the entire track. It's possible that hyperloops may become the approach of choice, in part because they dodge the issue of air resistance in the way the regular maglevs cannot, and thus, should be able to achieve supersonic speeds. Some say that a hyperloop might cost even less than a traditional high-speed rail line.
But whereas maglev trains are already a proven technology with years of operational history, no one has yet built a commercial hyperloop anywhere in the world [source: Davies].
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While maglev transportation was first proposed more than a century ago, the first commercial maglev train didn't become a reality until 1984, when a low-speed maglev shuttle became operational between the United Kingdom's Birmingham International railway station and an airport terminal of Birmingham International Airport. Since then, various maglev projects have started, stalled, or been outright abandoned. However, there are currently six commercial maglev lines, and they're all located in South Korea, Japan and China.
The fact that maglev systems are fast, smooth and efficient doesn't change one crippling fact – these systems are incredibly expensive to build. U.S. cities from Los Angeles to Pittsburgh to San Diego had maglev line plans in the works, but the expense of building a maglev transportation system (roughly $50 million to $200 million per mile) has been prohibitive and eventually killed off most of the proposed projects. Some critics lambast maglev projects as costs perhaps five times as much as traditional rail lines. But proponents point out that the cost of operating these trains is, in some cases, up to 70 percent less than with old-school train technology [sources: Hall, Hidekazu and Nobuo].
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It doesn't help that some high-profile projects have flopped. The administration at Old Dominion University in Virginia had hoped to have a super shuttle zipping students back and forth across campus starting back in the fall semester of 2002, but the train did a few test runs and never really approached the 40 mph (64 kph) speeds it promised. The train stations were finally deconstructed in 2010 but parts of the elevated track system still stands, a testament to a $16 million failure [source: Kidd].
But other projects persist. One ambitious group wants to build a 40-mile (64-kilometer) stretch from Washington D.C. to Baltimore, and the idea has plenty of proponents, but the project is expected to cost up to $15 billion. The concept's exorbitant price tag might be laughable just about anywhere else in the world, but this region's soul-crushing gridlock and limited space means city planners and engineers need an innovative solution, and a super-fast maglev system might be the best option. A key selling point – an expansion to this project could connect to Washington to New York city and cut travel times to just 60 minutes, a speedy commute that could transform commerce and travel in the Northeast [sources: Lazo, Northeast Maglev].
In Asia, though, the maglev boom is essentially already underway. Japan is working feverishly on a Tokyo-to-Osaka route that may open by 2037. When it's complete, the train will slash the nearly three hour trip to just 67 minutes [source: Reuters].
China is seriously considering dozens of potential maglev routes, all of them in congested areas that require high-capacity mass transportation. These won't be high-speed trains. Instead, they'll move lots of people over shorter distances at lower speeds. Nevertheless, China manufactures all of its own maglev technologies and is about to unveil a third-generation commercial maglev line with a top speed of around 125 mph (201 kph) and – unlike previous versions – is completely driverless, relying instead on computer sensors for acceleration and braking (The country already has some maglev trains in operation but they need a driver.) [source: Wong].
It's impossible to know exactly how maglevs will figure into the future of human transportation. Advances in self-driving cars and air travel may complicate the deployment of maglev lines. If the hyperloop industry manages to generate momentum, it could disrupt all sorts of transportation systems. And some engineers suspect that even flying cars, though incredibly pricey, might trump rail systems in the future because they don't need massive infrastructure projects to get off the ground.
Perhaps in just a decade or two, nations around the world will have come to a verdict on maglev trains. Maybe they'll become a linchpin of high-speed travel, or simply pet projects that serve just fragments of certain populations in crowded urban area. Or perhaps they'll simply fade into history, a nearly magical form of levitation technology that just never really took off.
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[
""
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[
"Phil Parker"
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en
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http://philsworkbench.blogspot.com/favicon.ico
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http://philsworkbench.blogspot.com/2016/12/transrapid-07.html
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https://www.academia.edu/84653401/An_Evaluation_of_Maglev_Technology_and_Its_Comparison_With_High_Speed_Rail
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An Evaluation of Maglev Technology and Its Comparison With High Speed Rail
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[
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[
"Jeffrey Casello",
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] |
2022-08-13T00:00:00
|
A ny proposal for an entirely new trans-portation mode requires a thorough system analysis that must address, among others, the following questions: 1. Is there a demand for the new mode? 2. Is the proposed new mode feasible, and shown to be
|
https://www.academia.edu/84653401/An_Evaluation_of_Maglev_Technology_and_Its_Comparison_With_High_Speed_Rail
|
Transportation has become an integral part of our lives. In the modern era there is a saying – “Life runs on wheels”; which is very much true. People want to travel farther and faster these days. This calls for a potent transportation system with high performance and high reliability. When we hear the words “transportation” and “reliability” a picture of Train appears in our mind. As the world knows, railways have been extensively used for quite some time now. Although railways have proved to be the most reliable mode of transportation, it takes a back seat when it comes to high speed travel. Therefore we need to design a rail system which can achieve high speeds to reduce the duration of travelling of commuters without affecting the reliability. This very requirement gave birth to “MAGLEV trains”. A typical MAGLEV train works on the principle of “magnetic levitation”. Unlike conventional trains which rely extensively on internal combustion engines, MAGLEV trains rely on electromagnets for propulsion. MAGLEV trains are one of the applications of “high voltage engineering”
The term “Levitation” refers to a class of technologies that uses magnetic levitation to propel vehicles with magnets rather than with wheels, axles and bearings. Maglev (derived from magnetic levitation) uses magnetic levitation to propel vehicles with maglev, a vehicle is levitated a short distance away from a “guide way” using magnets to create both lift and thrust. MAGLEV can be the future of travelling as we have seen in China, South Korea and Japan they have been using maglev trains for decades. Maglev trains move more smoothly and somewhat more quietly than wheeled mass transit systems. Maglev trains come out to be fastest in the trains as they are elevated from the ground due to the magnetic field which results in frictionless movement. Now the travel is faster due to the Hyperloop maglev trains. In simple words Hyperloop is a maglev train track which is built in a vacuum tube to eliminate the air resistance in order to achieve highest speed. Hyperloop can be a promising fut...
In this growing world when cities and towns continue to become more crowded , the modes of transportation that are currently available to us will not be able to handle the demands of these overpopulated areas. This problem can be solved by the concept of electromagnetism. Electromagnets and superconducting magnets have allowed us to create a magnetic levitating train nicknamed "Maglev" which reduces friction between track and train by floating over it instead of directly being in contact. This has a lot of potentials to create trains that require a high initial investment but later on low maintenance and helps in fast transportation thus saving time. The magnetic levitation system used by these trains play an important role in suspending the Maglev train stably and following the track quickly with the adequate gap from the side walls thus highly reducing chances of damage. This paper gives an idea about the tech aspects of maglev projects worldwide such as Germany, Japan, and USA and also discusses about various idea to bring Maglev trains in developing countries like India.
Maglev system represent a promising evolution in high-speed ground transportation, offering speed in excess of 500 mph along with the potential for low operating costs and minimum environmental impact. The goal of this effort is to investigate the feasibility and viability of maglev systems in the Japan. The emergence of a sophisticated technology such as maglev requires a need for a co-ordinated research test program and the determination of test requirement to identify mitigate development risk and maximum use of domestic resources. The study is directed towards the identification and characterization of maglev system development risks tied to preliminary system architecture. Research objective are accomplished by surveying experiences from previous maglev development program both foreign and domestic, and interviews with individuals involved with maglev research and testing.
The name maglev is derived from magnetic levitation. Magnetic levitation is a highly advanced technology. It has various uses. The common point in all applications is the lack of contact and thus no wear and friction. This increases efficiency, reduces maintenance costs, and increases the useful life of the system. The magnetic levitation technology can be used as an efficient technology in the various industries. There are already many countries that are attracted to maglev systems. Many systems have been proposed in different parts of the worlds. This paper tries to study the most important application of magnetic levitation technology which is the Maglev
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https://steamcommunity.com/sharedfiles/filedetails/%3Fl%3Ddanish%26id%3D929210756
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.: Welcome to Iran Maglev Technology (IMT) .:
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Magnetically Levitated Trains
Maglev Train Keywords:
General: Maglev, Magnetic Levitation, Magnetically Levitated Train, Maglev âGuidewayâ, Maglev Train, Maglev Vehicle, Maglev Technology, Maglev System, Transportation, Transport, Transit, Superfast, High Speed, High Speed Train (HST), Rapid Transit System, Operation Control System (OCS), Linear Induction Motor (LIM), Linear Synchronous Motor (LSM), Propulsion System, Guidance System, Levitation Rails, Air Gap, ElectroMagnetic Suspension (EMS), ElectroDynamic Suspension (EDS)
Maglev in German: Transrapid International (TRI), Transrapid Test Facility (TVE), âTR09â German Maglev Train, âTR08â German Maglev Train
Maglev in China: Shanghai Maglev Train (SMT)
Maglev in Japan: Railway Technical Research Institute (RTRI) Maglev System, âMLX01â Japanese Maglev Train, High Speed Surface Transport (HSST), âCHSSTâ (Chubu HSST), Linimo Maglev
Maglev in USA: American Maglev Technology (AMT), General Atomics (GA), MagneMotion, Maglev 2000 (M2000), Colorado Maglev Project (CMP), Old Dominion University (ODU) Maglev System, California University of Pennsylvania (CUP) Maglev System, Maglev Urban System Associates (MUSA)
Maglev in Korea: Korea Institute of Machinery and Materials (âKIMMâ) Maglev System, Urban Transit Maglev (âUTMâ)
Maglev Background
Magnetic levitation (maglev) is an innovative transportation technology. It is sometimes said to be the first fundamental innovation in the field of railroad technology since the invention of the railway. A high speed maglev train uses non-contact magnetic levitation, guidance and propulsion systems and has no wheels, axles and transmission. The replacement of mechanical components by wear-free electronics overcomes the technical restrictions of wheel-on-rail technology. Compared with traditional railways, maglev systems have features that could constitute an attractive transportation alternative:
⢠High speed. Capable of traveling safely at speeds of 250 to 300 miles-per-hour (112m/s to 134m/s) or higher, which is four times the national highway speed limit of 65 mph (30m/s). Maglev could offer a convenient alternative for intercity travelers.
⢠High safety. Despite high speeds, passengers may be safer than in other transportation systems. The electromagnetically suspended vehicle is wrapped around the guideway and therefore virtually impossible to derail. Elevated guideways ensure that no obstacles can be in the way.
⢠Less pollution. As maglev is electrically powered, there is no direct air pollution as with airplanes and automobiles. It is easier and more effective to control emissions at the source of electric power generation rather than at many points of consumption. Due to its non-contact technology, there is neither rolling nor engine noise.
⢠Low energy consumption. With non-contact technology, there is no energy loss due to the wheel-guideway friction. The vehicle weight is lower due to the absence of wheels, axles and engine.
⢠High capacity. Maglev systems can provide sufficient capacity to accommodate traffic growth. They can help relieve air and highway congestion by diverting a portion of highway trips and by substituting for short air trips.
There are three primary functions in maglev technology: (1) levitation or suspension; (2) propulsion; (3) guidance. Current maglev system design uses magnetic forces to perform all three functions.
Currently there are two principal different designs of suspension systems. One design is called ElectroDynamic Suspension (EDS). The Japan Railway Technical Research Instituteâs (RTRI) MLU-series maglev design is an EDS system.
The EDS has onboard magnets that induce current in the guideway sidewalls while the vehicle is moving. Resulting repulsive forces produce inherently stable vehicle support and guidance, because the magnetic repulsion increases as the vehicle/guideway gap (both vertical and lateral) decreases. The magnetized coil running along the track repels the large magnets mounted on the train's undercarriage, allowing the train to levitate between 0.39 and 3.93 inches (1 to 10 cm) above the guideway. However, some form of support is needed for taking off and landing, since the EDS cannot be levitated at speeds lower than 62 mph.
The second design is called ElectroMagnetic Suspension (EMS). The German technology, the Transrapid International (TRI) maglev system, is based on an EMS design, which is an attractive force levitation system. Electronically controlled support magnets are located on both sides along the entire length of the vehicle. Ferromagnetic stator packs are mounted to the underside of the guideway. The electromagnets on the vehicle interact with and are attracted to ferromagnetic rails on the guideway. Electromagnets attached to the train's undercarriage are directed up toward the guideway, which levitates the train about 1/3 inch (1 cm) above the guideway and keeps the train levitated even when it's not moving. The attractive force produces inherently unstable vehicle support because the attractive force increases as the vehicle/guideway gap decreases. An electronic control system is equipped to maintain the vehicle/guideway gap and prevent contact. This involves the complex problems of gap sensing, analog and digital control, and precision construction.
Guidance magnets are located on both sides along the entire length of the vehicle to keep the vehicle laterally stable during travel on the track. Electronic control systems control the clearance (nominally 10 mm). The levitation system uses on-board batteries that are independent of the propulsion system. The vehicle is capable of hovering up to one hour without external energy. While traveling, the on-board batteries are recharged by linear generators integrated into the support magnets.
A synchronous, long stator linear motor is used in the Transrapid maglev system both for propulsion and braking. It functions like a rotating electric motor whose stator is cut open and stretched along under the guideway. Inside the motor windings, alternating current is generating a magnetic traveling field that moves the vehicle without contact. The support magnets in the vehicle function as the excitation portion (rotor). The speed can be continuously regulated by varying the frequency of the alternating current. If the direction of the traveling field is reversed, the motor becomes a generator which brakes the vehicle without any contact.
In accordance with Lenzâs Law, the interaction of the levitation field with the current in the slots of the rail results in propulsion or braking force. During the motion of the magnet along the rail, the linear generator winding of the main pole is coupled with a non-constant flux, which induces a voltage and reloads the on-board batteries. The generation process begins in the range of 15 km/h and equals the losses of the magnetic suspension systems at 90 km/h. The whole energy losses of the vehicle are compensated at a velocity of 110 km/h and the batteries are reloaded. Thus the levitation magnet integrates three tasks: levitation, propulsion and transfer of energy to the vehicle.
The maglev train hovers over a double track guideway. It can be mounted either at-grade or elevated on columns and consists of individual steel or concrete beams.
One major difference between Japanese and German maglev trains is that the Japanese trains use super-cooled, superconducting electromagnets. In the EMS system, which uses standard electromagnets, the coils only conduct electricity when a power supply is present. But the technical requirements for Japanese maglev train are higher than in the case of attractive magnetic forces for which only one side of the system needs to be equipped with electrical wires (the vehicle) for vehicle levitation.
Another difference between the systems is that the Japanese trains levitate nearly 4 inches (10 cm) above the guideway. Compared with German trains, which are levitated only about 1/3 inch (1cm), this great gap will generate high stray magnetic fields. Since the gap is much smaller in the EMS system, the force density is sufficiently high and the power consumption is very low even with ordinary electromagnets. It is not necessary to use superconducting coils. While levitation can be achieved at low speed and even at standstill for an EMS system, maglev trains using EDS system must roll on rubber tires until they reach a lift-off speed of about 62 mph (100 kph).
Maglev Progress
Germany (TRI) has been investigating electromagnetic levitation since 1969, and commissioned the TR02 in 1971. The eighth generation vehicle, the TR08, which operates on 19.6 miles (31.5km) of guideway at the Emsland test track in northwest Germany, is the culmination of nearly 30 years of German maglev development. Control systems regulate levitation and guidance forces to maintain a 1cm (0.4in) gap between the magnets and the iron tracks on the guideway. Some of its precursor prototype vehicles, the TR07 and the TR06, have been tested at the Transrapid Test Facility (TVE) for more than 15 years.
Construction work of the Shanghai Transrapid line began in March 2001. After only 22 months of construction time, the world's first commercially operated Transrapid train made its successful maiden trip on December, 31 2002. On December 29, 2003, the worldâs first commercial Transrapid line with a five section train started scheduled operation in Shanghai. The Shanghai maglev system travels on a 30km double-track elevated guideway, connecting LongYang Station in Shanghai to Pudong International Airport. The journey time is under 8 minutes. Regardless of the load and speed, the onboard control system maintains a 10mm gap with a ±2mm tolerance between the vehicleâs support magnets and the guidewayâs stators and between the guidance magnets and the steel guide rails. A hybrid girder design is used to combine the low cost of concrete with the precision manufacturing offered by steel. The I-shaped hybrid girder is 25m long, 2.8 wide, 2.2m high and weighs 1.86MN with a reinforced concrete center girder and bolted steel cantilevers. The girders were milled to a precision of 0.2mm.. Engineers evaluated the girder with respect to as many as 14,000 load cases by consideration of the deflection, dynamic strength and thermal expansion. The reinforced concrete support piers are designed to withstand the seismic forces of earthquakes up to 7.5 on the Richter scale. The maximum allowable total deformation of the guideway is 10mm, which can come from the settlements caused by consolidation or creep, by dead load, by cyclic loads from the vehicles or by dynamic loads during operation. "Three-way" bearings are installed between the guideways to allow alignment corrections. The Chinese government intends to link Shanghai to the city of Hangzhou, 193km to the southwest, which would create the worldâs first intercity maglev line.
In Germany, starting in 2009, the Transrapid will connect Munich's city center with "Franz-Josef StrauÃ" Airport. The construction of the Shanghai Transrapid line and the decision on the maglev projects in Germany have given credibility to the innovative rail system. In the U.S., Congress established the Maglev Deployment Program in 1998 as part of the Transportation Equity Act for the 21st Century (TEA-21) with the expressed purpose of building a maglev demonstration project. Six projects are about to be decided on: a 60 kilometer long connection between Baltimore and Washington, a 76 kilometer long airport link in Pittsburgh, two in Southern California, one from Las Vegas to Anaheim, California, and one from Atlanta to Chattanooga, Tennessee.
[Source: Huiguang Dai, âDynamic Behavior of Maglev Vehicle/Guideway System with Controlâ, Department of Civil Engineering, Case Western Reserve University, August, 2005.]
Transrapid History
1934 - 1977: From the idea to the system decision
1978 - 1991: From the test facility to technical readiness for application
1992 - 1999: The first application in Germany is planned
2000 - today: Alternative routes in Germany and abroad
Frequently Asked Questions
1) Technology:
1-1) Are passengers endangered when the vehicle is lowered onto skids in an emergency?
Should the vehicle be lowered onto skids in an emergency or in the case of power failure, this will happen at a very low speed (10 km/h). The vehicle will then coast on the skids until it stops just like a sledge. The landing skids are coated with a special material which provides a coefficient of sliding friction of 0.1 when it gets into contact with a steel sliding surface. The frictional heat produced is dissipated by the vehicle. It suffices to melt any layer of ice, so normal friction conditions and thus optimal deceleration values are achieved. There is no danger of the vehicle catching fire due to the frictional heat produced during landing because on the one hand, the frictional heat is too low and, on the other, non-combustible materials are used in the vehicle.
1-2) Can the superspeed maglev system operate in winter?
The icing of the overhead lines which may interrupt the operation of conventional railroad systems is impossible in the case of the superspeed maglev system because it has neither overhead lines nor power collectors. The propulsion components of the superspeed maglev system are installed in a protected position under the guideway table where neither snow nor ice can gather. Additionally, hardly any snow remains on the guideway even if snowfall is heavy because it is blown away either by constant train operation or (in particular where the guideway is elevated) by the wind. As the distance between the underside of the vehicle and the upper side of the guideway table is 15 cm, the superspeed maglev system can continue operation even if a blanket of snow should "cake together" on the guideway up to this height. In rare case where blankets of snow are higher, snow removers are used.
1-3) Can the Transrapid drive through tunnels?
Because of the flexible route alignment elements, the Transrapid guideway can easily be adjusted to the landscape. Therefore, far less tunnels than for railroad are needed where the terrain is hilly. For example, one third of the newly constructed ICE route between Hannover and Würzburg is through tunnels (60 all in all). The superspeed maglev route would require tunnels only on around 10% of the route. Tunnel cross-sections required for Transrapid and ICE are comparable for the same distances. For example, at a speed of 300 km/h they are 86 m² for the Transrapid double track guideway and 82 m² for modern railroad.
1-4) Do the magnetic fields generated by the Transrapid pose a danger to humans and the environment?
The intensity of the magnetic field generated by Transrapid systems is comparable to the earth's magnetic field and thus far below the magnetic field intensity of usual household appliances. A hair-drier, a toaster or an electrical sewing machine are surrounded by magnetic fields which are much stronger than those occurring in the passenger compartment of the Transrapid. Outside the vehicle the magnetic fields along the route are even much weaker. The electromagnetic fields generated by the long-stator motor and the levitation and guidance system have been measured by Deutsche Bundespost. They are far below the admissible VDE limits. Negative influences on pacemakers or plastic cards (e.g. credit cards) are thus ruled out. This doesn't apply to the Japanese maglev system which cannot be used by persons wearing pacemakers because the magnetic stray fields are more than 1,000 times as strong as those occurring in the Transrapid.
1-5) How does the linear generator function?
The linear generator consists of additional cable windings integrated into the levitation magnets in which current is induced without contact during driving and temporarily stored in the vehicle's onboard batteries. For electromagnetic induction the linear generator uses harmonic waves in the propulsion magnetic field which result from the grooves of the long stator in which the stator cables are installed and the time variation of the magnetic conductibility of the magnetic circuits involved. For energy generation therefore the linear generator doesn't use the useful magnetic field but side effects due to the grooves of the long-stator.
1-6) How is the gap between the magnets and the guideway measured?
Additional inductive gap sensors are integrated in the levitation magnets. They are designed as independent oscillatory circuits generating eddy currents in the stator which in turn have an influence on the primary oscillatory circuit of the sensor. When the gap width changes, the eddy current changes. The deviation of the electrical signals of the oscillatory circuit is evaluated and magnetic regulation units regulate the currents in the magnets adjust the gap width as required.
1-7) What are the components of a long stator motor?
The long stator consists of two components: the stator pack and the cable winding. A single stator pack consists of a certain number of thin ferromagnetic sheets of steel which are glued together and sealed in resin. Such a bundle of laminations is 1,032 mm long, 158 mm wide and about 90 mm high. The three-phase cable winding consists of an aluminum conductor with plastic insulation. The outside diameter is 43 mm, the cross-section of the conductor is 300 mm². For every kilometer of route, a factor of 2.35 of cable winding per phase is required.
1-8) What happens when a fire breaks out in the vehicle?
The materials used in Transrapid vehicles are modern PVC-free materials which are incombustible and hardly heat conducting as well as burn-out and temperature resistant. This means that the superspeed maglev system exceeds aviation safety requirements although the requirements for its operation are much less demanding because the train, being guided by rails, cannot crash nor has it fuel on board or an artificial atmosphere. Moreover, the individual vehicle compartments can be sealed hermetically.
1-9) What happens when the power fails?
When the power from the mains fails during driving, the levitation and guidance system is supplied by means of onboard batteries which are charged without contact during driving. Therefore, the vehicle will use its existing "momentum" to glide to the next stopping area. Should the next stopping area be too far away, the vehicle stops at one of the auxiliary stopping areas provided for the purpose at regulation intervals along the guideway. The vehicle is stopped with the aid of a non-contact eddy current brake which is also supplied from the onboard batteries and brakes the vehicle to a speed of 10 km/h. The vehicle is then lowered onto skids and stops after a few meters. An emergency stop on the open track can be ruled out.
1-10) What happens when two trains meet?
When passing in oncoming traffic or through tunnels at high speeds, the pressure acting on the vehicles is high. Therefore, the passenger compartments of superspeed transport systems must be pressure sealed. The necessary design features (such as pressure sealing, air-conditioning unit design) are known and state of the art. To determine the pressure load on the trains in oncoming traffic and in tunnels, measurements have been taken on a gust measuring wall at the Transrapid Versuchsanlage Emsland (TVE, Transrapid Test Facility Emsland). The results from these measurements and from ICE operation tests have been used to dimension the tunnel cross-sections and the distances between the two tracks of the double-track guideway.
1-11) What is the maximum frequency supplied to the traveling field?
The maximal frequency of the traveling field is 270 Hertz (Hz).
1-12) What is the regulating frequency of the levitation magnets?
The current regulators of the magnetic regulation units change the current in the levitation magnets with a maximal frequency of 100 kHz. Because of the masses and electrical systems involved the natural frequency of the magnetic control circuit is around 30 Hertz to be able to reliably follow the guideway.
1-13) Why are attractive magnetic forces used for levitation instead of repulsive forces?
Repulsive technologies would require the use of permanent magnets or superconductors. The technical requirements for both solutions are higher than in the case of attractive magnetic forces where just one side of the system needs to be equipped (in the case of the Transrapid the moving part, i.e. the vehicle). The system which is especially expensive in the case of repulsive magnetic forces in combination with a long-stator linear motor is gap regulation. Superconductive coils such as those used in the Japanese system require permanent cooling, the levitation forces become sufficiently high only after a certain speed is reached and the great gap of 10 cm generates high magnetic stray fields. An additional disadvantage of permanent magnets is their great weight.
2) System:
2-1) Can mobile phones be used in Transrapid vehicles?
In contrast to the Japanese maglev system, the intensity of the magnetic fields of the Transrapid system is comparable to the earth's magnetic and thus far below the magnetic field intensity of usual household appliances. A hair-drier, a toaster or an electrical sewing machine are surrounded by magnetic fields which are much stronger than those occurring in the passenger compartment of the Transrapid. Outside the vehicle the magnetic fields along the route are even much weaker. The electromagnetic fields generated by the long-stator motor and the levitation and guidance system have been measured by Deutsche Bundespost. They are far below the admissible VDE limits. Negative influences on pacemakers, plastic cards (e.g. credit cards) or mobile phones are thus ruled out.
2-2) Can the superspeed maglev system run off the rails?
The vehicle encompasses its guideway, so it cannot run off its rail.
2-3) Can the superspeed maglev system used to transport goods?
The superspeed maglev system is suited to transport valuable express goods that can be packed into containers. Special vehicles are available for freight traffic. The freight sections can be combined to form goods-only trains and mixed trains carrying both passengers and freight. Each freight section has a capacity of 17 t. The operating speeds of freight vehicles and passenger vehicles are the same. The maglev system is not designed to transport heavy and bulk goods because it isn't reasonable to transport coal, ore, steel or oil at 500 km/h.
2-4) Do you have to wear a seat belt or support yourself during starting, braking or driving?
For reasons of comfort the acceleration and deceleration of the superspeed maglev system (< 1.0 m/s²) corresponds to that of short-distance transport services (up to 1.3 m/s²). However, comfort is mostly affected by jerks (meaning sudden changes in acceleration) as experienced in trains, for example when switches are passed over. There are practically no such jerks in the Transrapid, so you can enjoy your ride and move freely around the vehicle at any time.
2-5) Does the superspeed maglev system require additional traffic routes?
In order to cope with growing traffic volumes and in particular relocate a substantial part of the traffic from roads (passengers and goods) and air to railborne transport, the attractiveness of railroad systems needs to be enhanced by means of higher speed and, consequently, shorter journey times. This requires new tracks both for the ICE and for superspeed maglev systems, because the ICE cannot reach its speed (250 km/h) on existing railroad tracks. Rather, the ICE is a "normal train" and not a high-speed system where it uses existing tracks. However, thanks to its favorable route alignment parameters, the Transrapid guideway can be bundled with existing traffic routes in most cases.
2-6) How is the guideway kept clean?
Neither rain nor snow or hail lead to any restrictions in the operation of the Transrapid system. The upper side of the Transrapid's guideway is designed in such a way that it is a plane surface, so that drainage is guaranteed for any type of route alignment. For a straight this means that the guideway is designed with a 2 %, so that drainage of the smooth and plane surface is via the sides.
2-7) How is the superspeed maglev system tested in practice?
The superspeed maglev system is being tested in long-term operation under realistic conditions on the Transrapid Versuchsanlage Emsland (TVE, Transrapid Test Facility Emsland) since 1984. This unique facility provides a closed course with two loops and a total length of 31.5 km, a test center and test vehicles. Until today the TR06, TR07 and TR08 pilot vehicles have covered more than 725,000 km on the single-track TVE. As most wearing mechanical components have been replaced by electromechanical and electronic components, they can be tested in parallel with the operation on the test facility on special test stands with realistic simulation of the stresses. These tests with several thousands of operating hours mean a total "running performance" of more than 600,000 km.
2-8) How many passengers can a Transrapid vehicle seat?
The vehicles comprise a minimum of two sections. Each section seats around 90 passengers. Therefore, a vehicle consisting of two sections offers up to 180 seats at a length of 51 m. However, an upper limit is defined by the length of the station platforms, so a vehicle will not be longer than ten sections. This means about 900 seats without affecting the operating speed.
2-9) Is the superspeed maglev system ready for application?
Following comprehensive testing and evaluations, a team of experts from Deutsche Bundesbahn and leading university institutes under the management of the German Federal Railway Authority in Munich has in a final expert opinion in December 1991 declared the superspeed maglev system ready for technical application without any restrictions. Thus the Transrapid is the world's first superspeed maglev system ready for operation. The expert opinion certifying "readiness for technical application" applies to the vehicle, the levitation and guidance system, the propulsion system, the power supply, the operation control system, the communication system, the guideway and the switches, and the system technology (safety, sound emission, aerodynamics). All sub-systems and components have been tested and evaluated with regard to operatability, reliability, availability, safety, operation control, flexibility, failure tolerance, maintainability, environmental compatibility, system compatibility and comfort requirements. The Transrapid is the first railroad system ever that has been analyzed, tested and evaluated in such a comprehensive way by independent experts.
2-10) Is the Transrapid favorable only at very high speeds?
Of course, the Transrapid can also be applied at much lower speeds. At lower speeds still considerably higher than the maximum speeds of modern wheel-on-rail systems, the other system advantages such as lower energy consumption, lower wear and substantially less sound emission are particularly beneficial. Adding to this is that the Transrapid can accelerate much faster than wheel-on-rail systems without restrictions of comfort and therefore reaches its speed after a very short distance.
2-11) May transrapid vehicles collide?
The guideway of the superspeed maglev system has no crossings. Other traffic routes usually pass under the Transrapid guideway, therefore the train cannot collide with other vehicles. The principle of the long-stator motor also prevents collision of Transrapid vehicles traveling at different speeds (running into a slower vehicle) and frontal collision, because the vehicle and the motor's traveling field always move synchronous, i.e. at the same speed and in the same direction. Moreover, only the guideway motor section on which the vehicle is moving is in operation.
2-12) To what degree (angle) can a Transrapid train climb?
As the propulsion system is installed in the guideway, the motor power for peak requirements can be sized to fit the local topography. In this way its possible to climb steep grades of up to 10 %.
2-13) What distances between the stations are required for the superspeed maglev system to make full use of its high speed?
As a rule, superspeed maglev stations can be provided at shorter intervals than in the case of railroad at the same design speeds without affecting journey times, because short acceleration and braking distances are possible without any restrictions of comfort. For example, the superspeed maglev system requires just 5 km to accelerate to a speed of 300 km/h from a standing start. A modern wheel-on-rail system such as the ICE requires about 30 km to reach the same speed from a standing start.
2-14) What does "readiness for technical application" mean?
This means that the superspeed maglev system holds no system risks and safety risks as a whole and with regard to its sub-systems, that the necessary investments can be calculated with sufficient accuracy and that the planning and approval procedures required can commence. With the certification of readiness for application, one of the most important prerequisites for the inclusion of application routes into the new German Federal Master Plan is met. The results of a comparative study by the Federal Ministries of Transport and of Research and Technology, Deutsche Bundesbahn, Deutsche Lufthansa, Deutsche Eisenbahn Consulting GmbH, Dornier GmbH and Versuchs- und Planungsgesellschaft für Magnetbahnsysteme mbH (MVP) on the basis of model routes show that the new railroad system is economically viable. Additionally, it has been found that the superspeed maglev system is quieter than other railroad systems at the same speed, consumes specifically less energy and requires comparably less space for its guideway.
2-15) What happens when a switch is not completely set?
Switches are set taking account of safety aspects, as in the case of conventional railroad. A switch can only be set after the train has passed and the set of switches has been subsequently blocked. Only after the switch is correctly set in the new position and locked, and after this has been verified by signals, can the set of switches be released for the next train. If this condition is not met, the train is automatically stopped at the calculated stopping distance, so it comes to a halt before the faulty switch.
2-16) What happens when the vehicle breaks down?
The Transrapid vehicles are designed in such a way that they will head for the next station in an emergency. This concept is based on the idea that, for example in the case of a fire or similar event, the stopping areas will provide the best means of help. Newly constructed railroad tracks are also designed in such a way that the train cannot stop at any section of the route because not all places are suitable to rescue passengers (e.g. tunnels). When the propulsion system fails (due to land-line network breakdown) it is not necessary to leave the vehicle.
2-17) What is "broken traffic"?
When different transport systems are connected, changing is unavoidable. This applies even today when the most appropriate and fastest means of transport is used (e.g. car/short-distance service -> railroad and vice versa or car/short-distance service/railroad -> airplane). Even within a single transport system passengers often have to change, e.g. from one train to another, to reach their final destination. An average of 50% of train passengers have to change at least once. In many European cities such as Paris passengers additionally have to change stations frequently and the Japanese Shinkansen high-speed trains even consists of several separate systems.
2-18) What is the minimum interval at which maglev trains can operate?
At the moment we are reckoning on a minimum interval between trains of 5 minutes. This interval length is mainly defined by safety requirements and regulations. Limitations exist with regard to the clearing and formation times of the individual guideway segments due to the operation control system and switch setting times. The frequency also depends on the operating concept and the desired speed.
2-19) What is the Transrapid's curve radius?
The curve radii of modern high-speed systems result in dependence on the speed and the maximum possible superelevation of the guideway to compensate for the centrifugal forces occurring. The Transrapid's guideway can have a maximum superelevation of 12 degree (up to 16 degree in special cases) which allows smaller radii at higher speeds than in the case of conventional wheel-on-rail systems.
- Minimal radius: 350 m
- 200 km/h: 705 m
- 400 km/h: 2,825 m
- 500 km/h: 4,415 m
2-20) What is the width of the guideway pitch between two rails?
The distance between two rails depend on the speed of the trains. The guideway pitch (distance between the centrelines of two maglev guideways) is:
- up to 300 km/h (186 mph): 4.4 m
- up to 400 km/h (248 mph): 4.8 m
- up to 500 km/h (310 mph): 5.1 m
2-21) What is the width of the track gauge?
The track gauge is 2.8 m.
2-22) What limits the Transrapid's maximum speed?
There are hardly any technical limits with regard to the maximum speed. In general, limiting factors are economical because the expenditure required to reach higher speeds is not in proportion with the benefits to be gained. Possible maximum speed is generally limited by aerodynamics. In particular in oncoming traffic, the air pressure generated at speeds far higher than 500 km/h is similar to that occurring when the sound barrier is broken. This could be handled by providing appropriate distances between the guideways, by single-track construction or, similar to the Swiss project, by installing the system in pipes which are free from air which eliminates all aerodynamic effects. Another precondition for higher speeds is more exact construction to equalize the forces interacting between the vehicle and the guideway. For example, the beam per-curvature would have to be reduced and the general route alignment parameters such as curve radii and gradients would have to be altered to minimize possible transverse and vertical acceleration forces. Provided that the guideway is appropriately constructed, gap regulation of the magnets does not restrict the maximum speed.
2-23) When is the superspeed maglev system ready to go into production?
The development of the new railroad system has been completed and the system has been ready for production since 1995, so construction of the first German superspeed maglev route could start from a technical point of view.
2-24) Who is inspecting the Transrapid and gives official approval for operation?
As in the case of conventional railroad the Eisenbahnbundesamt (EBA, Federal Railway Authority) near Bonn is the competent sovereign and independent authority for the Transrapid. The EBA uses approved experts such as universities, engineering firms and Technical Inspection Associations. Approval is given on the basis of the Magnetbahn Betriebs- und Zulassungsordnung (MbBO, Maglev Construction and Operation Ordinance).
2-25) Why operating speeds up to 500 km/h?
The planning and development works for the Transrapid system have been based on the design speed of 400 km/h, because this allows day trips on nearly all connections in the Federal Republic of Germany with journey times of less than three hours and a minimum stay of six hours at the destination. Where this is possible without considerable extra cost, increasing the speed to 500 km/h results in even better use of the traffic potential by relocating traffic from private cars to the superspeed maglev system. Increases beyond this speed would bring no additional benefits and are therefore not reasonable although this is technically possible.
2-26) Will passengers profit from the Transrapid even if their place of departure or destination is not near a Transrapid station?
Considerable reductions in journey times can be enjoyed not only by passengers on direct Transrapid connections but by all train passengers due the inclusion of Transrapid routes on the existing high-speed railroad network.
3) Application:
3-1) Does the superspeed maglev system compete with Deutsche Bahn?
The superspeed maglev system is not competing with Deutsche Bahn (DB). On the contrary: the superspeed maglev system provides DB with an additional modern product to crucially enhance and improve the attractiveness of its services while at the same time allowing it to reduce its operating costs. Additionally, the superspeed maglev system improves DB's competitive position with regard to freight traffic. On the one hand, because the Transrapid itself can transport express goods and, on the other, because tracks are relieved from part of the passenger traffic. This deallocates capacity which is urgently needed to cope with the still growing demand for freight traffic and to relocate more goods from the road to the rail.
3-2) What is the difference between the Japanese and the German superspeed maglev system?
Superspeed maglev systems consist of different possible combinations of a magnetic levitation system and a non-contact propulsion system. In Germany, almost all possible combinations have been developed and tested until 1977 before the decision was made in favor of the current system. In contrast to the German Transrapid that encompasses its guideway and is pulled towards the guideway table from below by its electromagnetic levitation system, the Japanese Chuo Shinkansen runs in a U-shaped guideway and is held in its track from the sides by an electrodynamic levitation system (repulsive principle). Superconductive coils in the vehicle cooled with liquid helium generate very strong magnetic fields which induce an inverse magnetic field in the passive reaction coils in the guideway. Beyond a speed of about 100 km/h these fields are sufficiently strong to suspend the vehicle. Up to that speed the Chuo Shinkansen moves on wheels. The Transrapid's gap width is 8 to 10 mm, that of the Chuo Shinkansen 10 cm. Both trains are propelled by means of a long-stator motor in the guideway. Disadvantages of the Japanese technology are the high costs, the high technological expenditure for the high-temperature superconductors and the extreme magnetic fields inside the vehicles. Additionally, the unregulated levitation system of the Chuo Shinkansen means much less comfort. An advantage is that is earthquakeproof. The combination also tested in Germany until 1977 of an electromagnetic levitation system and a short-stator motor in the vehicle has been further developed in Japan as HSST (High Speed Surface Transport). However, this system is not suited for high speeds and therefore only considered as a short-distance means of transport.
4) Environment:
4-1) Can the guideway run at grade?
The elevated guideway is not required by the system but it is reasonable for ecological and topographical reasons. However, where this is necessary for reasons of noise protection or acceptance, the guideway is built at grade. The at-grade guideway also consumes less soil than a railroad track and small animals can pass under the guideway plate as there needs to be a clearance for constructional reasons.
4-2) Can the noise produced by the superspeed maglev system be further reduced?
The potential for a further reduction of the sound emission by optimizing the vehicle's aerodynamic properties is considerable. For example, the sound levels of the Transrapid 07 where between 4 and 5 dB below those generated by the Transrapid 06 test vehicle. Additionally, the accelerating power of the superspeed maglev system offers the possibility to flexibly adjust its speed to the requirements without increasing the journey time. The Transrapid can hover into city centers through residential areas at a speed of 200 km/h and is then quieter than sub-urban trains.
4-3) Can the superspeed maglev system relieve air traffic and thus contribute to reducing the environmental damage done by air traffic?
The superspeed maglev system is in particular attractive for air passengers. Effective journey times are roughly the same and safety, comfort and accessibility of its terminals in connection with other transport systems additionally speak in favor of the Transrapid. Due to this attractiveness, a considerable part of the domestic air traffic can be relocated to the superspeed maglev system. Relocation of the air traffic to the environmentally friendlier and energy-saving combination of wheel-on-rail and superspeed maglev system results in a corresponding relieve of the environment and a reduction in energy consumption. This effect cannot be achieved by the railroad alone.
4-4) Can the Transrapid guideway be bundled with existing traffic routes?
Traffic routes can become a burden on the environment. Therefore, route alignments for superspeed maglev systems are planned to run along existing traffic routes (freeways, railroad tracks) wherever possible. Bundling of the superspeed maglev system's guideway with existing traffic routes is made possible in particular by the flexibility of the route alignment parameters (high gradients and narrow curve radii possible).
4-5) Can wild and other animal's unrestrictedly cross the superspeed maglev guideway?
In contrast to roads and rails, the (elevated) guideway of the superspeed maglev system doesn't prevent game, amphibians and small animals from crossing. Collision with these animals is therefore ruled out. The at-grade guideway, too, provides a clearance under the guideway plate because of construction requirements where small animals and amphibians can pass. Due to the height of the guideway table, collision with game is not possible. Experience gathered during the operation of the Transrapid Versuchsanlage Emsland (TVE, Transrapid Test Facility Emsland) which mainly runs through agricultural land shows that cows and other animals quickly get used to the traffic and show no reaction such as flight etc.
4-6) Do the foundations of the guideway columns affect the water resources or ground water?
It is one of the essential advantages of the superspeed maglev guideway (at-grade and elevated) that it doesn't affect the water resources. The intervention in the ground required for the column foundations are minimal compared to conventional construction. Usually, surface foundations are installed which are not even as deep as a normal cellar. Pile foundation is necessary in some exceptional cases only. As the regular guideway in contrast to roads and railroad tracks doesn't make it necessary to change the topography of the terrain, no drainage ditches like those for other traffic routes are required.
4-7) How "loud" is the superspeed maglev system?
In contrast to all other ground transport systems, the Transrapid doesn't make any rolling or propulsion noises thanks to its non-contact technology. Only when its speed reaches 250 to 300 km/h aerodynamic noise (wind) will become perceivable. At a usual distance of 100 m to buildings the peak sound level at 250 km/h is just 71 dB(A) and thus almost entirely vanishes in the ambient noise, compared to around 80 dB(A) of inner-city road traffic. Levels are even some dB lower in the case of at-grade guideways. Increases in the sound levels result from the wear of wheels and rails in the case of conventional railroad which according to DB are restricted to a maximum of 6 dB by regular grinding of the rails where newly constructed tracks run near residential buildings. Thanks to its non-contact technology, the Transrapid rails are not subject to wear and therefore its sound levels do not increase.
4-8) How is noise measured and what does dB(A) mean?
Whether or not a noise is felt as being pleasant or annoying depends on a persons individual valuation. Such subjective sensations cannot be measured objectively. What can be measured, though, are noise levels, i.e. pressure variations in air generated by a source of sound. Sound pressure levels are measured in dB(A). This uniform international unit of measurement models the sensitivity of our hearing. The scale reaches from 0 dB(A) (threshold of audibility) to 130 dB(A) (threshold of pain). The decibel scale is logarithmic, i.e. an increase of 10 dB(A) is felt as a doubling of the loudness level. Sound levels of common noises:
- 0 to 20 dB(A): practically only audible under laboratory conditions
- 20 to 30 dB(A): ambient noise far from towns and roads with no strong wind blowing
- 40 to 60 dB(A): conversation at normal volume
- 60 to 65 dB(A): radio/TV at moderate volume
- 70 to 90 dB(A): city traffic
- 100 dB(A) and more: disco/pneumatic hammer
- up to 130 dB(A): jet engine at a distance of 100
4-9) How much energy does the superspeed maglev system consume?
At comparable speeds, the Transrapid consumes around 30% less energy than the high-speed ICE. In other words, with the same amount of energy the superspeed maglev system provides a third more performance. Road traffic consumes 3.5 times and short-distance air traffic 4 times more energy than the superspeed maglev system (at 400 km/h) referred to the same transportation volume.
4-10) Is it necessary to have a service road running alongside the guideway?
A service road is only required during construction but not after completion of the guideway. Parts of the service road along the Transrapid Versuchsanlage Emsland (TVE, Transrapid Test Facility Emsland) have been pulled down. Where they have been kept, this was not for system-related reasons as a service road is required neither for safety nor guideway maintenance (maintenance is from the guideway).
4-11) What are the advantages of the elevated guideway?
No grass grows where concrete tracks or beds of broken stone are built. And even though the eye has long accustomed to the sight, embankments, walls, roads and rails cut through the landscape and affect water resources, mesoclimate, fauna and flora. Therefore, every new kilometer of traffic routes means a burden on the environment. The Transrapid's guideway built on slender columns consumes less space and neither cuts through the landscape nor through grown structures. The surface under the guideway can still be used, e.g. for agriculture or other traffic. There are no "dead surfaces" as in the case of bridges and embankments. Small game and amphibians can pass under the guideway and biological life dependencies are not cut up. In contrast to embankments and walls, the Transrapid's guideway doesn't affect the mesoclimate. An service road running alongside the route is not required.
5) Economic Efficiency:
5-1) What does it cost to built the Transrapid?
The investment required for a superspeed maglev system is comparable to the investment for the guideway of high-speed wheel-on-rail systems. The comparison of route investment costs is the more in favor of the superspeed maglev the more difficult the terrain is, because the favorable route alignment parameters allow flexible adaptation of the guideway to topographic conditions, so that in contrast to railroad expensive special civil structures such as tunnels and embankments and cuts are rarely needed.
5-2) What does it cost to operate the Transrapid?
The Transrapid can be operated at considerably lower costs than other comparable traffic systems where the cost of personnel, maintenance, repair and energy are the main factors. All in all, the specific costs of operating the superspeed maglev system are just about half of what operation of conventional railroad long-distance traffic costs. For example, the non-contact technology is almost non-wearing (the main cause of mechanical wear is friction to which the superspeed maglev system is not subjected). Wearing mechanical components are to a large extent replaced by non-wearing electronic and electromagnetic components, the vehicle's load doesn't act on points (as in the case of axle loads of trains) but on the guideway as line load distributed over the entire length of the vehicle. Additionally, the specific energy consumption (per seat) is lower than that of any other comparable traffic system.
[Source: ThyssenKrupp Transrapid GmbH]
OTHER FREQUENTLY ASKED QUESTIONS
1) Project Status:
1-1) Have there been any major changes since the Public Hearings?
No. However, since the Public Hearings, much time has been devoted to reviewing and analyzing the public input and comments received. Work on refinement of the alignment along the 54-mile corridor, and conducting all necessary engineering and technical support for the environmental investigations that will help the Project team determine the preferred build alternative for the Project is in process. A draft of the Projects Final Environmental Impact Statement (FEIS) is being developed. For further information please see the "What's Next" area of this website located on the Home Page.
1-2) What has happened since the Public Hearings?
Following the conclusion of the public comment period, all public testimony on the DEIS was submitted to the FRA. Once the Final Environmental Impact Statement is complete, the FRA must issue a Record of Decision in order for the Project to advance the engineering and design. This phase could take a few years to complete. Once federal approvals and funding is in hand, construction would follow. Future progress on the PA Project remains subject to federal approvals and funding availability.
1-3) What is next for the Pennsylvania high-speed maglev project?
Maglev's route through Allegheny and Westmoreland counties is just the first step in what could potentially be an inter-state high-speed maglev transportation system. Future plans call for an extension of maglev's guideway east through the mountains to Harrisburg, Pennsylvaniaâs capitol, on to Philadelphia and potentially the northeast corridor of the state. The trip from Pittsburgh to Philadelphia would take less than two hours. There are also extension capabilities to Cleveland and West Virginia and to other destinations in the North Eastern corridor of the United States. All potential future extensions will need to be the subject of further maglev studies, federal approvals and future funding availability.
2) Draft Environmental Impact Statement / Environmental:
2-1) What is a Draft Environmental Impact Statement (DEIS)?
The Draft Environmental Impact Statement (DEIS) identifies the environmental preferred build alternative for the Pennsylvania Project. The Federal Railroad Administration (FRA) has authorized its publication after numerous alignments were studied and evaluated and significant feedback was obtained from the public, community leaders, elected officials and a variety of agencies regarding the proposed project. Prior to identifying the environmentally preferred build alternative, several different alternative alignments within the corridor were studied using criteria that examined each alignment's potential social, economic, environmental and transportation impacts as well as federal requirements for high-speed maglev technology. The environmentally preferred build alternative was also compared with a no-build alternative, which took into account the regionâs adopted long-range transportation plan without a high-speed maglev system. This environmental analysis, documented in the DEIS, remains available for review, and includes study outcomes related to noise, air quality, electromagnetic fields, public input, cultural and natural resources, ridership assessments and revenue estimates, among other study aspects.
2-2) Why haven't I heard anything about the project lately?
As the environmental work has progressed, the public has been informed through public meetings, newsletters, Web site updates and small group meetings, among other communication efforts. Since the Public Hearings the PA Project team has incorporated the oral testimony and written comments â and the analyses of and responses to those comments â obtained during the 60-day public comment period into the projectâs Final Environmental Impact Statement (FEIS). Work on the FEIS, including additional engineering and the identification of the preferred alternative for the PA Project, is expected to conclude in 2007. After public review of the FEIS, it will be submitted to the Federal Railroad Administration (FRA) for final review of all environmental work associated with the project. The FRA may consider issuing a Record of Decision (ROD) once funding for the project is more certain.
2-3) Can the public still comment on the DEIS?
The public comment period for the Pennsylvania High-speed Maglev Project DEIS ended on December 7, 2005. Following FRA approval of the Projects Final Environmental Impact Statement (FEIS) a notice of availability will be published in the Federal Register and a comment period will begin for the FEIS.
2-4) What is the environmentally preferred build alternative?
As a result of comments received from the public, local community groups and suggestions presented by elected officials, the project team conducted in-depth environmental reviews of several alignments and has identified the A5 South, B4 West and C6 alignments as the environmentally preferred build alternative in the DEIS. Following the Public Hearings the environmentally preferred build alternative will undergo additional study, detailed analysis and further refinement. The 54-mile corridor was divided into three sections for planning and study purposes - Pittsburgh International Airport to Downtown Pittsburgh (Section A), Downtown Pittsburgh to Monroeville (Section B), and Monroeville to Greensburg (Section C). Each section was evaluated for impacts to natural resources, social and cultural features, as well as engineering feasibility, operational characteristics and compliance with high-speed maglev regulations. The environmentally preferred build alternative is shown on the map in green along with the proposed stations.
2-5) How was the environmentally preferred build alternative selected?
Each alignment under consideration for the Pennsylvania High-speed Maglev underwent extensive analysis through identified screening criteria as part of the public process of the Environmental Impact Statement (EIS). The public also played a vital role in finalizing the most environmentally feasible alignment for the project. The EIS documents each alignmentâs natural and historic resources, as well as the impact on endangered species and wetlands. It also takes into consideration the location of parks, wildlife, historical and archaeological sites of national, state or local significance, agricultural land, as well as homes and businesses. Analysis of noise levels, air quality and energy consumption will also be identified. The DEIS identifies the environmentally preferred build alternative. When the FEIS is issued it will identify the preferred build alternative for the project.
2-6) Where will the stations be located?
The project would connect Pittsburgh International Airport to Downtown Pittsburgh, Monroeville and Greensburg and would include five station locations. The station locations include: Two stations at the airport area (One at the Landside Terminal and one at Enlow Road (Route 60) that includes a separate station for commuters as well as air travelers); the Steel Plaza station located in downtown Pittsburgh; the Thompson Run site in Penn Hills near Monroeville; and a station at Toll 66 and PA Route 136 near Greensburg. Stations would be accessible to people with disabilities, feature adjacent parking areas and have convenient connections to other modes of transportation.
2-7) What will happen to my property if it will be needed to construct the project?
Two laws govern acquisitions for State or federally assisted projects. Both the Pennsylvania Uniform Eminent Domain Code 1964, P.L. 84 as amended and the Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, as amended. (42 U.S.C. 4601) are laws enacted to ensure that persons displaced as a direct result of State, Federal or Federally assisted projects are treated fairly and equitably so that such persons will not suffer disproportionate injuries as a result of projects designed for the benefit of the public as a whole. (49CFR Subtitle A 24.1(6)). The Port Authority of Allegheny County and the Pennsylvania Department of Transportation are conducting the Environmental Impact Statement. The Federal Railroad Administration is the federal agency overseeing the projectâs development. The Agency that will acquire the property will be determined once the Pennsylvania High-speed Maglev Project is selected for construction. Property owners would receive fair market value for any property, including land or buildings, which is required for the Pennsylvania High-speed Maglev Project. To determine the fair market value, a qualified appraiser will evaluate the property, using the best information available. The appraiser considers recent property sales in the neighborhood and community, as well as building costs and land values. During the on-site appraisal, property owners may want to accompany the appraiser to point out any unusual features on the property or to provide information that they think may help determine its value. Once the appraisal is complete and approved through an independent review process, negotiations are ready to begin. Negotiations are a crucial stage in the acquisition process. Successful communication is essential. An Agency representative will visit the property owner to explain the project and the amount of property required. The Agency representative will tell the owner the amount of the appraisal and discuss how the value was calculated. If there are any questions about what is being acquired, how much compensation is offered or how the construction will affect the remainder of the property, they can be addressed to the negotiator. Owners will have time to consider the offer, and the negotiator will contact the owner again to discuss the offer and answer any questions.
2-8) What impact will it have on the environment, noise, energy usage, EMF, etc..?
Measurements of the Transrapid maglev system vibration, noise and electrical field emissions were conducted at the test facility in Germany in August 2001. These results were developed into a report that was issued by the FRA for use in the environmental process.
Noise:
Since the Maglev vehicle has no contact with the guideway, the only noise is that generated by the aerodynamics of the vehicle. The sleek aerodynamic design of the vehicle means even at speeds in excess of 300 mph (500 km/h) the noise remains at levels lower than that of high-speed trains. The use of noise abatement techniques will also be employed to meet local requirements in residential and other sensitive areas where the Maglev vehicle passes.
Electromagnetic Radiation (EMF):
The levitated air gap for the Transrapid International high-speed Maglev is very small - about 3/8 of an inch. This small gap keeps the electromagnetic field very well confined and greatly reduces the extent of the electromagnetic fields. The measured field strength of the Transrapid's stray magnetic fields is extremely low. It is comparable with the residual strength of the earth's magnetic field and therefore several hundred times lower than that of many household appliances. There is no fear of interference with pacemakers or other life supporting apparatus.
2-9) We hear alot about eminent domain today. What impact will maglev have on our communities?
Because of the nature of the system, the fact that it is elevated and has a small "footprint", it often can use existing right-of-ways (abandoned rail lines, along highways, etc.) along some portions of its route that already intersect our community. In addition, because of its high speed (300 mph), it is possible to bypass some densely populated areas and still be effective and efficient. These factors make High-Speed Maglev one of the least disruptive transportation system that can be implemented to assist in solving our regions major transportation problems. Obviously, there will be some situations that in order to maintain safety, high speeds and efficient and comfortable travel, we will not be able to avert some disruption, but again, it should be less than new highways or other potential solutions. A dual guideway maglev system has the passenger carrying capacity of a ten lane highway yet uses less than fifteen percent of the land required for a four lane highway.
3) Technology:
3-1) What is maglev and how does it work?
Maglev is a type of transportation technology that utilizes electromagnetic force to propel vehicles on a guideway without the need for rails or wheels. Maglev is short for magnetic levitation. Maglev is one of the fastest modes of ground transportation in the world. The Transrapid maglev technology is being proposed for the Pennsylvania High-speed Maglev Project. The Transrapid technology was first developed and deployed in Germany more than 20 years ago. The technology continues to be tested in Lathen, Germany with more than 650,00 visitors having traveled in excess of 750,000 miles. The Transrapid maglev vehicles ride over a fixed guideway and are supported, guided and propelled using conventional electromagnetic force. The Transrapid technology does not use super conductors, (materials that conduct electricity without resistance at very low temperatures), nor does it require cryogenic cooling (super cooling of materials by the rapid evaporation of volatile liquids or by the expansion of high pressure gases at low pressures). The vehicle has no physical contact with the guideway therefore there is no mechanical wear of the guideway. Since the propulsion system is located underneath the guideway, maglev can operate in all types of weather. The vehicle can move at speeds in excess of 310 mph (500 km/h) and can climb grades of up to 10 percent, which is three times greater than conventional steel wheel rail technology.
3-2) How safe is the maglev system?
The Transrapid Maglev system is not only one of the fastest modes of ground transportation but it also the very safest. Because of the unique vehicle design that wraps around the guideway, derailment is not possible. Although the Maglev operates at high speeds, there is no need for passenger safety belts. Much of the guideway can also be elevated above existing right-of-way making collision with other modes of transportation impossible. In addition, the control system of the Maglev excludes the possibility of two maglev vehicles colliding. This is because the traveling electromagnetic field in the guideway that propels the vehicles always moves the vehicles in the same direction and at the same speed. A faster vehicle cannot run into the back of a slower vehicle nor is it possible for two vehicles to meet head on. This is because the power is only turned on in the section of guideway the vehicle occupies. Independent experts have also examined the safety of the Transrapid Maglev system. Their conclusion is that the Maglev system is the world's safest means of transportation.
3-3) What is the current status of this technology?
The Transrapid high speed Maglev technology is proven and has been certified ready for commercial in-service deployment. Over 750,000 miles (1,200,000 km) of test service have been completed at a 20 mile (32 km) test track in Lathen, Germany with over 650,000 passengers carried. The Transrapid maglev system is also installed in Shanghai China and went into revenue service operation in 2003. This 19 mile (30 km) Transrapid maglev system carries passengers from the Pudong International Airport to Long Yang Road Station in the financial district of Downtown Shanghai at speeds in excess of 265 miles per hour. The trip takes approximately eight minutes. The system has served over 13 million passengers traveling more than 2.6 million miles in revenue service operation with a system availability of 99.86 percent. After reaching agreement on financing in September 2007 all parties are gearing up for the final requirements definition phase and subsequent final, firm quotes for a 20 mile Maglev project in Munich, Germany. A decision on the German legal planning process is expected in early 2008 and the system could go into construction as early as the second half of 2008. This would allow the start of commercial operation at the latest in 2014 dependent on the final commissioning and certification requirements of the German government.
3-4) What are the differences between high-speed maglev and the low speed system?
High-speed maglev was developed in Germany and has gone through more than 20 years of testing and operations. It has also been evaluated by the U.S. Department of Transportation and has been found ready for implementation in the United States. The vehicle can move at speeds in excess of 310 mph (500 km/h) and can climb grades of up to 10 percent. Low speed maglev, has similar mechanical and operational characteristics of high speed maglev, however low-speed maglev only reaches a maximum of 35 - 50 miles per hour. The low-speed maglev technology is being explored for implementation at California University of Pennsylvania and Old Dominion University in Virginia.
3-5) What are some operational features of high-speed maglev comparied to high-speed rail?
Some of maglev's key operational features include:
- The ability of maglev vehicles to climb steep grades and operate on an elevated fixed guideway.
- The speed of a maglev vehicle is based on the frequency of the electromagnetic fields in the guideway. The Transrapid vehicle is designed for speeds in excess of 300 mph (482 km/h) and has been tested at speeds of 311 mph (500 km/h). By comparison, the maximum practical speed of a high-speed rail system is about 185 mph and the average operating speeds is about 150 mph.
- The vehicle utilizes the electromagnetic field in the guideway to propel and guide it.
- The guideway provides a dedicated right-of-away for the vehicle eliminating the possibility of collision with other vehicles.
- The elevated maglev guideway system utilizes 85% less land per meter of travel when compared to a high-speed rail system.
4) General Project:
4-1) What is the Pennsylvania Project?
The Pennsylvania High-Speed Maglev project is an approximately 54-mile maglev line connecting Pittsburgh International Airport, Downtown Pittsburgh and Monroeville and Greensburg, Pennsylvania, with multi-modal stations at these locations. The entire trip, from the Airport to Greensburg, would take approximately 35 minutes including stops. The $3.7 billion project is estimated to generate up to 10,000 temporary jobs and approximately 1,000 permanent jobs in the region. These estimates do not include spin-off jobs from enhanced tourism and the high-tech business climate. Many opportunities include manufacturing and fabrication jobs related to an anticipated need for 200,000 tons of United States produced plate steel required to build the guideway.
4-2) Who is involved in this project?
The Pennsylvania High Speed Maglev Project is a Public/ Private Partnership between PennDOT, The Port Authority of Allegheny County and MAGLEV, Inc. in cooperation with the Federal Railroad Administration.
4-3) What will the benefits be to Pittsburgh and Pennsylvania?
The development of the Pennsylvania High Speed Maglev System will offer many benefits to Pittsburgh and Pennsylvania. Some of these benefits will include:
- Reduction in highway traffic congestion and delay times
- Reductions in airport traffic congestion and delays
- Extension of the airport to other rural areas of the state
- Economic growth in the form of jobs, new industry start ups, real estate and land development
- True intermodal operating service to riders with access to other modes of transportation including rail, automobile, taxi, bus, etc.
- Improvement in the commuter quality of life by reducing the delay associated with alternate means of transportation.
- Air quality improvement due to reduction in pollutants associated with other means of transportation.
- Improved mobility and commerce between Pittsburgh and other areas of the state.
- The prestige associated with the installation for this new high technology transportation system will translate into new interest by the public and business. Properly promoted, Maglev will add to Pittsburgh and Pennsylvania's stature for national conventions, tourism and attractions.
4-4) How can the public get invovled or comment on this project?
Please feel free to contact or write letters to the editor and your elected officials: local, state and federal government to support this vital project for Pennsylvania and the U.S.
4-5) Why maglev versus other types of transportation?
Maglev's key advantages over high speed rail and other modes of transportation are its hill climbing ability, rapid acceleration, low noise, zero emissions, dedicated right away, low land use requirements and lower energy usage. The hill climbing ability of the Maglev system is more than three times that of a rail system. This eliminates or greatly reduces the need for tunnels. The speed of a Maglev vehicle is based on the frequency of the electromagnetic field in the guideway. The Transrapid vehicle is designed for speeds in excess of 311 mph (500 km/h) and has been tested at speeds of 311 mph (500 km/h). By comparison the maximum practical speed of a high-speed rail system is about 185 mph and the typical operating speeds are about 150 mph. The acceleration and deceleration of the Maglev vehicle is four times that of traditional rail systems, permitting the vehicle to make stops without excess time loss. Due to the non-contact of the vehicle with the guideway, the primary noise generated is the aerodynamic noise of the vehicle. At low speeds (below 125 mph) the Maglev vehicle makes almost no noise. The vehicle utilizes the electromagnetic field in the guideway to propel and guide the vehicle with no emissions from the vehicle itself. Elevating the guideway provides a dedicated right away for the vehicle eliminating the possibility of collision as well as delays associated with other modes of transportation. The elevated Maglev guideway system utilizes 85% less land per meter of travel when compared to a high-speed rail system. If the guideway is placed at grade, the Maglev land usage is 16% less than high-speed rail per meter of travel.
4-6) How much will this project cost?
The cost of constructing the system has been estimated to be approximately $3.7 billion (in 2003 dollars), including all capital costs and associated roadway improvements. Project costs will be refined prior to the ROD and the projects financial plan will be updated.
4-7) What is the cost of a maglev system versus other modes of transportation?
When compared to the airplane, automobile, and high-speed rail, the Transrapid Maglev system utilizes significantly less energy per passenger mile. This results in a significantly lower operating cost for the Maglev system. By floating above the guideway, Maglev eliminates friction which saves energy and lowers maintenance costs associated with vehicle wear.
4-8) How long before I see construction activities and when will the system be available for service?
Upon approval of the Final EIS a record of decision must be issued by the FRA. It is anticipated that construction of the airport to downtown segment would be completed approximately five years later.
4-9) How much will it cost to ride the system? Will commuter parking be available?
Details of the costs for riding the system will be developed based on the ridership demands and alternative transportation modes. Because the operating costs of high speed Maglev are lower, the fare costs will be highly competitive to promote ridership and maximize the benefits to the user. Parking facilities and other passenger amenities are being considered in the overall project plan and will be identified in detail as the plan nears completion. Parking facilities will be developed in such a manner as to facilitate efficient transfer of passengers from automobile to Maglev. Current costs are estimated to be $5.00 to travel between stations with parking for the first 24 hours included in this cost.
4-10) How long will it take me to travel between stations?
High-speed is one of the many benefits of maglev. The proposed maglev system would operate between the Pittsburgh International Airport and Greensburg, with intermediate stops in Downtown Pittsburgh and Penn Hills / Monroeville. Travel time from the airport to Downtown would be approximately 11 minutes. Travel from Downtown Pittsburgh to Monroeville would be approximately 11 minutes. Finally, travel from Monroeville to Greensburg would be approximately 10 minutes. A trip along the entire proposed 54-mile system would take approximately 35 minutes including stops. There is potential for extensions of the system in the future, such as,
⢠A trip from Pittsburgh to Harrisburg will be approximately one hour and 30 minutes;
⢠A trip from Pittsburgh to Philadelphia will take less than two hours; and
⢠A trip from the Pittsburgh Airport to Wheeling will be approximately 20-25 minutes
4-11) How were ridership numbers determined?
Two studies were conducted to estimate the ridership of the proposed high-speed maglev system. A national panel of experts recommended by the Federal Railroad Administration reviewed these ridership surveys. The final ridership numbers will continue to be refined based on recommendations from the panel. Details of the current ridership estimate are available in the DEIS. Further refinement of the ridership estimate will also be presented in the FEIS.
4-12) What is the passenger capacity of one vehicle?
Each Transrapid vehicle section will accommodate approximately 100 to 130 people. The Pennsylvania Project proposes to begin operation with three section vehicles which would carry approximately 350 passengers. Stations will be constructed to accommodate up to a five section vehicle, so there is the potential to accommodate additional passengers and vehicles when warranted.
4-13) How often will it run? Schedule?
The Pennsylvania High Speed Maglev will be run as a commuter system within the region and as an intercity system as the line is extended. Schedules will be adjusted for peak rush hour periods as well as through travel for express service between locations. Details of the service operating frequency will be coordinated with other modes of transportation, with the Maglev stations serving as an intermodal transport location to light rail, bus, taxi, limousine service, etc. The initial rush hour schedule will call for vehicles each 8.5 to 10 minutes for a total of six to seven vehicles per hour. During non-rush hour the schedule will be adjusted for four to six vehicles per hour or less dependent on demand.
4-14) What will the vehicle lenghts be?
Due to the anticipated compressed nature of the travel demand for high-speed commuter service, all consist lengths will be assumed to initially be 3 section vehicles with growth to 5 section vehicles as demand requires. The anticipated compressed nature of future commuter travel habits will have the capability of handling peak demands in excess of 600 commuters every 8.5 to 10 minutes, with adequate upward growth potential.
4-15) Does high-speed maglev work well for trips between cities at high speeds, but not work well over short distances at lower speeds?
Does high-speed maglev work well for trips between cities at high speeds, but not work well over short distances at lower speeds? Maglev operates equally well at both high and low speeds but it is primarily marketed as an intercity transportation mechanism. However, the Pennsylvania Project will really be a commuter-type operation that will become an intercity operation as the system is extended.
4-16) Are other parts of the United States interested in high-speed maglev?
There were originally seven sites in the United States competing for the Maglev funding. In January 2001, the FRA narrowed the competition to only two projects: The Pennsylvania Project and the Baltimore Washington Project. The other sites were encouraged to continue finding other sources of funding to advance their projects.
4-17) What is the long-term plan for maglev?
Maglev's route through Allegheny and Westmoreland Counties is just the first step in an exciting new high-speed transportation line. Future plans call for an extension of maglev's guideway east through the mountainous to Harrisburg, the state capitol, on to Philadelphia and the northeast corridor. The trip from Pittsburgh to Philadelphia would take approximately 90 to 120 minutes depending on stops.
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is a German high speed monorail train using magnetic levitation. Based on a patent from 1934, planning of the Transrapid system started in 1969. The test facility for the system in Emsland, Germany was completed in 1987. In 1991 the technical…
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[http://www.dft.gov.uk/about/strategy/transportstrategy/eddingtonstudy/ Eddington Report] ] refer to recent developments of railway and other competing technologies and draw parallels between Transrapid and previous high technology hypes without broad market impact outside niche applications.
Technology
:"See also: Technology in the Magnetic levitation train article."
The synchronous longstator linear motor of the Transrapid maglev system is used both for propulsion and braking. It functions like a rotating electric motor whose stator is cut open and stretched lengthways along the underside of the guideway. Inside the motor windings, alternating current generates a magnetic traveling field which moves the vehicle without contact. The support magnets in the vehicle function as the excitation portion (rotor). The respective magnetic traveling field works in only one direction, and therefore makes moving train collisions less likely; if there were several trains on the track section, they would travel in the same direction.
The superspeed maglev system has no wheels, axles, transmissions, or pantographs. It does not roll, it hovers. Electronic systems guarantee that the clearance remains constant (nominally 10 mm). The Transrapid requires less power to hover than is used by its air conditioning equipment. The levitation system and all on board electronics are supplied by the power recovered from harmonic oscillations of magnetic field of the track’s linear stator (those oscillations being parasitic cannot be used for propulsion) at speeds above 80 km/h, while at lower speeds power is obtained through physical connections to the track. In case of power failure of the track’s propulsion system, the Transrapid car can use on-board backup batteries to power the levitation system.
Energy requirements
The normal energy consumption of the Transrapid is approximately 50–100 kW per section for levitation and travel, and vehicle control. The drag coefficient of the Transrapid is about 0.26. The air resistance of the vehicle, which has a frontal cross section of 16 m², requires a power consumption, at 400 km/h (111 m/s) cruising speed, given by the following formula:
P = c_w cdot A_{ m Front} cdot v^3 cdot (mbox{density of surrounding air})/2egin{matrix}P &=& 0{.}26 cdot 16,mathrm{m}^2 cdot (111,mathrm{m}/mathrm{s})^3 cdot 1{.}24,mathrm{kg}/mathrm{m}^3 /2 \\P &=& 3{.}53cdot10^6,mathrm{kg}cdotmathrm{m}^2/mathrm{s}^3 = 3{.}53cdot10^6,mathrm{N}cdotmathrm{m}/mathrm{s} = 3{.}53,mathrm{MW}end{matrix}
Power consumption compares favorably with other high-speed rail systems. With an efficiency of 0.85, the power required is about 4.2 MW. Energy consumption for levitation and guidance purposes equates to approximately 1.7 kW/t. As the propulsion system is also capable of functioning in reverse, energy is transferred back into the electricity network during braking. An exception to this is when an emergency stop is performed using the emergency landing skids beneath the vehicle, although this method of bringing the vehicle to a stop is intended only as a last resort should it be impossible or undesirable to keep the vehicle levitating on back-up power to a natural halt.
Market segment, ecological impact and historical parallels
Compared to classical railway lines, Transrapid allows higher speeds and gradients with lower wear and tear and even lower energy consumption and maintenance needs. The Transrapid track is more flexible adapted to specific geographical circumstances than a classical train system. Cargo is restricted to a maximum payload of 15 metric tonnes per car. Transrapids allows maximum speeds of 550 km/h, placing it between conventional High Speed Trains (200–320 km/h) and Air Traffic (720-990 km/h). The magnetic field generator, an important part of the engine being a part of the track, limits the system capacity.
From a competition standpoint, the Transrapid is a proprietary solution. The track being a part of the engine, only the single-source Transrapid vehicles and infrastructure can be operated. There is no multisourcing foreseen concerning vehicles or the highly complicated crossings and switches. Unlike classical railways or other infrastructure networks (as jointly administrated by the Bundesnetzagentur in Germany) a Transrapid system does not allow any direct competition.
Ecological impact
The Transrapid itself is an electrically driven, clean, high-speed, high-price, high-capacity means of transport able to build up point-to-point passenger connections in geographically challenged surroundings. This has to be set in comparison with the impact on heritage and or landscape protection areas (compare Waldschlößchenbrücke). Any impact of emissions has to take into account the source of electrical energy. The reduced expense, noise and vibration of a people-only Transrapid versus a cargo train track is not directly comparable. The reuse of existing tracks and the interfacing with existing networks is limited. The Transrapid indirectly competes for resources, space and tracks in urban and city surroundings with classical urban transport systems and high speed trains.
Historic parallels
The debate and the development of Suspension railways before 1900 as well as Alweg around 1960 and monorails (e.g. Aerobus) in Germany have a variety of parallels:
* they were all developed in German-speaking countries and were deployed in limited capacities overseas
* they failed in the planned market segment but had an impact as “future technology” symbols in the media, politics and public debate
Supporters praise Transrapid and its predecessors as
* advanced technology per se
* a sign and guarantee of progress and innovation in Germany
* the mark of a new age or further Kondratiev wave
Opponents see the Transrapid and the predecessors as white elephants, wishful thinking based cargo-cult technology without real market chances and usability.
For advantages and disadvantages of maglev trains, see also: maglev.
Implementations
German high-speed competition
The Transrapid originated as one of several competing concepts for new land-based high speed public transportation developed in Germany. It also faced competition from the InterCityExpress (ICE), a high-speed rail system based on "traditional" railway technology. The ICE “won” in that it was adopted nationwide in Germany. A variety of studies for possible Transrapid systems was elaborated, including a long-distance line from Hamburg to Berlin. The last left was an airport connection track from Munich city to the Airport, which was finally canceled in early 2008 due to dramatically increasing cost projections.
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A work in progress translation of the Transrapid article from German to English is currently underway. If you are confident enough in your fluency of German and English, please feel free to assist with this translation.
Original article in German: Transrapid
Current translation in English: Transrapid/German
Transrapid is a German monorail system using magnetic levitation. Based on a patent from 1934, planning of an actual Transrapid system started in 1969. The test facility for the system in Emsland, Germany was completed in 1987, and on the 17th June 1993 the Transrapid TR-07 vehicle reached a record-breaking speed of 450 kilometers per hour. Today the maximum design speed has exceeded the 500 km/h (310 mph) mark and currently stands at about 550 km/h, with the fastest (and currently the only operational) scheduled passenger service reaching 430 km/h between Longyang Road station and Pudong International Airport in Shanghai, China. The system is developed and marketed by Transrapid International, a joint venture of the German companies Siemens AG and ThyssenKrupp.
Technology
See also: Technology in the Magnetic levitation train article.
The synchronous longstator linear motor of the Transrapid maglev system is used both for propulsion and braking. It functions like a rotating electric motor whose stator is cut open and stretched along under the guideway. Inside the motor windings, alternating current generates a magnetic traveling field which moves the vehicle without contact. The support magnets in the vehicle function as the excitation portion (rotor). The respective magnetic traveling field works in only one direction, and therefore makes moving train collisions less likely, as more than one train on the track section would travel in the same direction.
The superspeed maglev system has no wheels, axles, transmissions, or pantographs. It does not roll; it hovers. Electronic systems guarantee that the clearance remains constant (nominally 10 mm). To hover, the Transrapid requires less power than its air conditioning equipment. The levitation system and all onboard electronics are supplied by the power recovered from harmonic oscillations of magnetic field of the track's linear stator (Those oscillations being parasitic cannot be used for propulsion anyway) at speeds above 80 km/h, while at lower speeds power is obtained through physical connections to the track. In case of power failure of the track's propulsion system Transrapid car uses on-board backup batteries that can supply power to the levitation system.
Economic and environmental consideration
At speeds below 300 km/h the Transrapid is less energy efficient than a modern high speed train, but considerably less noisy. It is also capable of climbing significantly steeper tracks, rendering it especially suitable for mountainous regions. It is possible to flexibly adapt its guideway to the landscape and to have it tightly follow existing roads, railroad tracks, and power lines. Therefore, no significant interventions in the environment are necessary and pristine landscape is protected. Furthermore, the original use of the landscape under the guideway is still possible (farming or grazing for example). However, track building costs are higher than for conventional high-speed trains.
Construction costs
Building a maglev track is much more costly than a comparatively High-speed railway (HSR) line, if the terrain is flat and still slightly more costly if low mountain ranges have to be crossed. This is because of the more elaborate maglev track. On the other hand, there is little if any additional cost for crossing traffic of any kind, and the impact on the environment is also much smaller. Although they are not powered, the maglev vehicles cost much more than conventional high-speed trains. In comparison, maglev technology may have equal or only slightly higher costs once the time-saving benefits of a faster trip are taken into account.[citation needed] Thus, maglev technology gives a favorable ratio of travel time to infrastructure costs.[citation needed] However, due to its high costs, passenger comfort may be compromised as interior seating takes on more of a commercial jet-aircraft configuration than a typical passenger train one.[citation needed] One important consideration is that on a daily basis, each guideway must be taken off line for approximately four hours for inspection.[citation needed]
Maintenance costs
While maglev costs more in terms of the overall project expenses, it saves in maintenance efforts and costs as well as energy consumption, as the Transrapid levitates and moves using contactless technology with minimal moving parts. Even though there is currently no long-time experience drawn from any commercial application, simulations and first data obtained from the Shanghai project currently support the assumptions.
Implementations
Germany high-speed competition
The Transrapid originated as one of the competing concepts for new land-based high speed public transportation for Germany. Another competing concept was the InterCityExpress (ICE). The ICE "won" in that it was adopted nationwide in Germany. It is argued that the ICE won out in part because of its ability to run on conventional tracks and railway stations. Nevertheless, the Transrapid was seen as the next step beyond the ICE and a major asset for possible export and consequently development was not scrapped at this point, but continued as well.
However, in the 1990s, intense political discussions about the Transrapid started in Germany. Though technically superior to normal railroad systems, the Transrapid was considered too expensive, as the companies developing it relied on federal subsidies. The controversy mostly raged over the question whether public money should be invested in construction of a track for commercial use. Plans for a track from Berlin to Hamburg were canceled because legislators were not convinced that the project would ever become profitable in competition to the existing (very old and slow) conventional railway line and hence were unwilling to invest the money in times of tight budgets - in spite of the alleged importance of having a working Transrapid system in Germany in order to ease marketing of the system abroad. Some even got as far as arguing that the Transrapid was generally unsuitable for Germany itself because of Germany's many larger and relatively close cities (with the resulting many stops at short intervals, the time needed to repeatedly accelerate to operation speed and to decelerate before stations becomes a limiting factor in average travel speed for high-speed transportation systems) and that a demonstration line would be better situated in a country where distances between cities are far larger than in Germany. This argument however is flawed in that the Transrapid provides much better acceleration than any HSR alternative does with both in their standard (i.e. commercially viable and operational) configurations, and subsequently, can show its advantages as much with closely spaced cities (acceleration advantage) as with largely spaced cities (top speed advantage).
China
The only success so far was in the year 2000, when the Chinese government ordered a Transrapid track to be built connecting Shanghai to its Pudong International Airport. It was inaugurated in 2002. Regular daily trips started in March 2004. However, low passenger numbers, due to the remoteness of the terminal station from the city center and high ticket costs, hampered the line. During the first week, the average number of riders per train was only 73 people, while the maximum seating capacity is 440 passengers. One-way trip prices have since been reduced to 50 Renminbi ($6 USD).
Nevertheless, the Shanghai Project was designed primarily to demonstrate the state-of-the-art technology and capabilities of the Transrapid system. A high tilt compared with a relatively high speed of 430 km/h (267 mph) and leaving passengers in the outskirts of Pudong shows that the Chinese authorities were more interested in the technology transfer than commercial success. However, in terms of safety, reliability, availability, and functionality the Transrapid maglev system has demonstrated the readiness of this technology for commercial applications.
The Transrapid manufacturers hoped to obtain a subsequent order from China for a track connecting Shanghai with Beijing. Hence it was considered a serious drawback when in 2004 it is said that China considered to choose the Japanese high-speed train Shinkansen, to the disappointment of Siemens, which had hoped to sell at least the ICE which is manufactured by them as the Transrapid system partly is. Public disapproval of the idea shifted the decision further into the future. In 2006, Transrapid was officially excluded from the debate, even though the actual technology to be used remained undecided.
In November 2004 talks began about extending the track from Shanghai to Hangzhou, 180 km away. A maglev would shorten the travel time to less than a fifth of its current value, from 2½ hours to 27 minutes. On February 26th, Transrapid officials confided to German reporters that they had received initial approval for the line extension to Hangzhou, although they were quick to point out this is the first approval of many required for construction of an extension line. The extension was completely approved in 2006; however, disagreements about technology ownership and political interest continue to hamper the progress of the project.
Germany
Approval is being sought for a 28 km Transrapid connection from the Bavarian capital Munich to Munich International Airport; the approval is currently in the hearing phase and will face objections from residents along the route. Such a connection would reduce the travel time from the current 40 minutes via Munich S-Bahn (German suburban rail system) to 15 minutes.
United Kingdom
The Transrapid is also being considered by the UK government as a 500 km/h (310 mph) link between London and Glasgow, via Birmingham, Manchester, Leeds, Newcastle, and Edinburgh. One of the main advantages of Transrapid over high-speed rail is cited as the requirement of at least two primary lines by HSR to provide the same reach as a single Transrapid route. UK Ultraspeed, the name of the project, provides further information on their website. The project has already gained considerable acceptance from politicians and local councils in the north of England and Scotland, including the CEO of First Scotrail [1][2][3]. However many senior rail chiefs, as well as Network Rail in their recent report remain apprehensive towards the idea. Further information is available in the High-speed rail in the United Kingdom article.
Projects elsewhere
Since the 1990s there have been plans for two Transrapid lines in the Netherlands, one circular (Randstad) and one straight (Zuiderzee line: Amsterdam–Groningen). Some local politicians even envisioned an extension to Northern Germany via Bremen to the then planned connection Hamburg–Berlin. The current situation is stalled and if these lines will be built, the Netherlands probably will choose a conventional system. There has been an EU study in the 1990s to co-fund a high-speed train network for Eastern Europe using Transrapid technology with lines from Berlin to Warsaw(–Moscow), Krakow(–Kiev) and Prague–Vienna–Budapest(–Thessaloniki). Realisation of this huge project in the near future is unlikely.
In the USA[1] there have been several evaluations for federal funding of pioneering links since 1997, especially on routes from center cities to airport and suburban hubs (Atlanta, Las Vegas[2], Pittsburgh[3], and Baltimore–Washington[4]). These routes are shorter than 100 km, but could be extended to other cities if successful (Chattanooga, Los Angeles–San Diego/Anaheim, and Philadelphia–New York City–Boston, respectively).
There have been first talks for a project in the Gulf Region, connecting Bahrein–Qatar–UAE.
Accidents
August 11, 2006 fire
On August 11, 2006 a fire broke out on the Shanghai commercial Transrapid, shortly after leaving the Longyang terminal. This was the first accident on a maglev train in commercial operation. Passengers were able to disembark the train safely and no casualties were reported. The fire was thought to have originated below the passenger compartment, possibly as a result of battery malfunction.
September 22, 2006 accident
On September 22, 2006 an elevated Transrapid train collided with a maintenance vehicle on a test run at 170 kilometers per hour in Lathen (Lower Saxony / north-western Germany). The train did not derail. The maintenance vehicle destroyed the first section of the train, and came to rest on its roof. This was the first major accident involving a Transrapid train. Most of the passengers were in the first of the three sections of the Transrapid. The news media is reporting 23 fatalities and several severely injured after end of salvage work, these being the first ever fatalies on any maglev.[5][6]
There were two men on the maintenance vehicle. They saw the train approaching and jumped to the ground. This was four or five metres down - a minor fall. The passengers on the train had no way to escape, and those that survived were evacuated by emergency personnel.
The accident is reported to have been caused by a combination of human error and a technical flaw. The maintenance vehicle carried out routine sweeps of the track to remove debris, fallen branches, etc. and is supposed to report back to the control centre via voice radio once it has cleared the track. Control personnel should not allow the main train to depart the station before the maintenance vehicle has cleared, but it appears that they failed to check the maintenance vehicle's position before the Transrapid vehicle departed.
The compounding technical flaw was that although Transrapid vehicles on the guideway are automatically tracked and controlled by the OCS, the maintenance vehicle did not operate in the same way and thus was not known to the computerized control system. Had the maintenance vehicle reported its position electronically as all Transrapid trains do, redundant computerized safety systems would never have allowed the passenger vehicle to approach.
The test track in Lathen is very simple. It consists of a main track and a single station with a side track. When you are in the station, it is easy to see whether the maintenance vehicle is somewhere on the track: if it is not parked in the station, it must be somewhere else.
The accident had also alarmed Shanghai, China, which also have their maglev train facilities built by Transrapid.
Alleged theft of Transrapid technology
In an incident in December 2004, Chinese engineers entered into the Transrapid maintenance room in the middle of the night in Shanghai, took measurements of the train, and even filmed the whole incident, according to the German Economic Weekly, Wirtschaftswoche. Wirtschaftswoche further speculated that it was a case of Transrapid technology theft. Furthering the Transrapid Consortium's unease, the Chengdu Aircraft Industry Group has announced it has developed its own high speed maglev technology, which it claims to be superior to that of Transrapid's, less than two years after the break-in. Trials are supposed to begin this year of the new Chinese maglev technology in Shanghai. According to the Spiegel Online however, the Chengdu Aircraft Industry Group has been tinkering with maglev technology since 1986, so it is unknown if the maglev train about to run test trials in Shanghai is the result of technology theft or actual domestic research culminating in the creation of this new maglev train system or a combination of both.
However, the Changchun Railway Vehicles company announced in 2001, before the Transrapid maglev was in operation in Shanghai, that it was developing a competing maglev system and project in northeastern China. It is one of a few Chinese companies now extensively and independently researching maglev technology.
Recently new announcements by Chinese officials planning on cutting maglev rail costs by a third have stirred some strong comments by various German officials and more diplomatic statements of concern from Transrapid officials. The Deutsche Welle reports that the China Daily quoted the State Council encouraging engineers to "learn and absorb foreign advanced technologies while making further innovations." *[4]
Bavarian Premier Edmund Stoiber commented, "What's happening in China smells suspiciously like technology theft," shortly after learning of the new Chinese plans to build their own maglev train. The Premier suggested that the G8 take up the issue of Chinese intellectual property rights violations at their next meeting.
The China Aviation Industry Corporation said in their defense that the new "Zhui Feng" maglev train is not based or dependent on foreign technology. They claim it is not only a much lighter train, but also has a much more advanced design.
See also
For an overview of competitors to this system, see High-speed rail.
Aérotrain
JR-Maglev MLX01
Land speed record for railed vehicles
Magnetic levitation train
Shanghai Maglev Train
Shanghai-Hangzhou Maglev Train
References
Transrapid homepage
Maglev video gallery
Slideshow on the Transrapid
German Museum Bonn The Transrapid is one of the exhibits
Transrapid Pictures at Shanghai Pudong Airport
Information about the Munich Transrapid connection
Transrapid - Maglev in Asia (China, Shanghai), Japan (Yamanashi) and Germany (Munich; TVE)
UK Ultraspeed Project Homepage
Google Map of Lathen-Doerpen test track facility
High-speed trains Acela Express • Alfa Pendular • AVE • ETR 500 • Eurostar • InterCityExpress • JR-Maglev MLX01 • HST • Korea Train Express • Magnetic levitation trains • Pendolino • Shinkansen • TGV • Thalys • THSR • Transrapid • Treno Alta Velocità • X 2000
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How to test an automated maglev train and which failure scenarios are tested in the process, read more on #explore.
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03. June 2021
The Transrapid seemed to have been consigned to the dustbin of history about ten years ago. But not everyone has written off magnetic levitation technology. The Max Bögl construction group has been working for several years on its own magnetic levitation train, the Transport System Bögl (TSB). Back in the day, the company was involved with the Transrapid test track in Emsland (Germany). Now, TÜV NORD experts have tested the operational control technology of the TSB and found it to be safe. Railway expert Hans Vallée from TÜV NORD explains what makes testing a magnetic levitation train such a particular task and how to go about doing it.
#explore: How does the Transport System Bögl (TSB) differ from the Transrapid?
Hans Vallée: The Transrapid is a high-speed maglev train. The TSB, on the other hand, is designed for urban public transport and has a maximum operating speed of 150 kilometres per hour. The key technical difference is this: with the Transrapid, the track acts also as the drive system – the engine is rolled out as a copper cable over the entire route. With the TSB, on the other hand, the drive is in the vehicle itself. As a result, the costs are significantly lower. Another special feature is the TSB’s operational control technology. Unlike a classic interlocking system, it’s fully automated and completely integrated into the vehicles and the stretch of track. This means that the trains sort out among themselves which is allowed to run when and where. Based on the timetable, they know where they want to go and tell the points whether they want to go right or left.
How did you verify that this fully automatic train service would also work safely and reliably?
Bögl has been testing its maglev train for several years on a test track in Sengenthal, Bavaria. However, the vehicle is confined to a simple single-track line, on which all the basic elements for its actual use in real life are being put into practice. So, my test is primarily based on documents in which the manufacturer sets out the specifications – i.e. the requirements – for this overall system and on the test reports that prove they’ve been met. In the process, I develop my own risk analyses and fault scenarios to check whether the overall package of requirements provides for measures that will prevent an accident in any given scenario. Then I check whether the corresponding specifications are plausible and complete, i.e. there are no gaps or contradictions, in relation to both the overall system and to the subsystems such as drive, brakes and communication.
What would be a specific fault scenario, and how would the TSB handle it?
One fault scenario would be, for example, an interruption to the energy supply. In the case of the TSB, this would result in the vehicle dropping down onto the track and slowing down due to friction. Now I'm looking at what this fault scenario would mean for the vehicles following on behind: will they drive right up to the broken down train, or will they stop far enough away to be safe? Will they find out that the vehicle in front has broken down? And there’s a particular complication in this scenario: What happens if the comms systems are also affected and the vehicle can no longer communicate? If this happens, it will to all intents and purposes cease to exist for the other vehicles. So, I check if there’s a requirement for a train only to run if it knows that the route really is clear and reserved exclusively for it to pass through. As soon as a stationary vehicle stops reporting its position, a moving train travelling in the same direction on the same route must keep it in view as a danger point and come to a stop safely before the last reported location of the stationary train. After all, unlike a self-driving car, an automated system on rails can only drive forwards or backwards: it can’t just swerve to avoid an impact. So, in the event of faults in the system, it must always activate the automatic emergency brake in case of doubt.
What special challenges for evacuation after a fire or accident arise from the elevated design of the maglev train?
There are rules for fire protection that prescribe how many people must be evacuated within which time. For an evacuation to work at all, however, aspects of functional safety must also be considered, and this is what I’m attending to in my tests. First of all, the question arises as to how a track needs to be constructed to allow people to evacuate. With the Transrapid, for example, the train’s chassis wraps around the track like a clamp. With the TSB it’s the other way around, but here, too, the track interlocks with the vehicle. In other words, if you step out of the door outside a train station, it’s a long way down! Bögl has for this reason installed an emergency exit door at each end of the vehicle. Since the TSB is automated, it doesn’t have a driver’s cab through which the passengers would have to go. The emergency exit is therefore a simple solution, but one which places further demands on the overall system. On the one hand, you need ways down at regular intervals to allow the passengers to climb down from the track. And when people are moving along the track, it’s essential to ensure that these sections are not live. So, I have to do the corresponding checks to find out whether the power supply will automatically be interrupted as soon as someone opens the emergency exit. Not only that, but a safe solution is also needed for wheelchair users. Since the emergency exit is connected to the track by stairs, they can’t get out this way. After all, you can't expect other passengers to carry them out.
How did the manufacturer solve this problem?
Bögl had to create a way for wheelchair users to stay safely in part of the train until the emergency services arrive. This means that the train must have at least two carriages which can be sealed off from each other by fireproof bulkheads Moreover, it’s critical to stop the fire from spreading from the affected part of the vehicle in such a way that wheelchair users in the other part of the train are at risk. My colleagues from TÜV NORD have tested this in the fire laboratory. You also have to be able to switch the ventilation off to prevent the ingress of combustion gases from the burning part of the train. These mutually dependent requirements were also examined.
What's next for the TSB?
In the future, the TSB won’t just transport passengers, but also goods. At this year's World Congress on Intelligent Transport Systems in Hamburg, Bögl intends to set up a demonstration track for container transport. In October, a transport system with a loading unit will be presented there which features further safety-relevant elements. We’re preparing to carry out the appropriate checks on the safety of the system.
When might the maglev train see regular use?
In Chengdu, China, Bögl has teamed up with local company Xinzhu to build a 3.5-kilometre demonstration track and has already put it into operation. The vehicles and the track were manufactured by Bögl in Bavaria, and the supports for the track were produced on site by Xinzhu. One of the purposes of the track is to get the system registered for use in China on the basis of the proof previously obtained in Germany. On the other hand, however, the cooperation partners want to demonstrate the technology there especially to potential Chinese customers. As part of its current five-year plan, the government in Beijing is planning public transport projects with a total length of 3,000 kilometres. Bögl and Xinzhu hope that the magnetic levitation train will also play an important role in this plan.
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CRRC Maglev
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2024-07-29T22:27:06+00:00
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The CRRC 600 (Chinese: 时速600公里高速磁浮交通系统; lit. '600 km/h high-speed maglev transportation system') is a high-speed magnetic levitation (maglev) train under development in China, using German Transrapid technology under license from Thysenkrupp. The first trainset was unveiled in July 2021 at the...
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China high speed rail Wiki
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https://china-high-speed-rail.fandom.com/wiki/CRRC_Maglev
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The CRRC 600 (Chinese: 时速600公里高速磁浮交通系统; lit. '600 km/h high-speed maglev transportation system') is a high-speed magnetic levitation (maglev) train under development in China, using German Transrapid technology under license from Thysenkrupp. The first trainset was unveiled in July 2021 at the CRRC Qingdao Sifang factory in Qingdao. The train is planned to reach 600km/h, which would make it one of the fastest trains in the world.
Testing of a 2019 prototype maglev EMU began in 2020 on a 1.5km Tongji University in Shanghai, with testing continuing in 2021. Testing the train to its maximum speed would require extension of the test track, as maglev trains are unable to use regular high speed railway tracks.
The trainsets can carry 2 to 10 carriages, with each holding over 100 passengers. The train is expected to enter service in 2025.[citation needed]
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2020-11-30T06:02:00+00:00
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11-30-20 - by Frédéric de Kemmeter - Railway signalling Suscribe my blog (see right) It was thought that Europe was no longer interested in this technology, but one entrepreneur still believes in it. The German company Max Bögl has designed a Maglev for urban use in Asia. The Transport System Bögl (TSB) is a magnetic…
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11-30-20 – by Frédéric de Kemmeter – Railway signalling
Suscribe my blog (see right)
It was thought that Europe was no longer interested in this technology, but one entrepreneur still believes in it. The German company Max Bögl has designed a Maglev for urban use in Asia.
The Transport System Bögl (TSB) is a magnetic levitation system consisting of track, vehicles and driverless operations control technology, which has been developed by the Max Bögl Group since 2010. It is designed for local public transport with route lengths of up to approximately 50 kilometres and a speed of 150 km/h.
Since the serious accident in 2006 on the test track in Germany in the Emsland region with 23 deaths, no european politician has put a cent on magnetic levitation technology. Germany was still however carrying out tests with the Transrapid 09 until April 2010, when the research programme expired. Of the companies involved in the construction of the Transrapid, only the company Max Bögl, which focused its research on track construction, expressed its willingness to retain the test facility for some time to come. The Emsland’s test facility was definitely dismantled in 2019. Did this mean the end of Maglev technology and its transfer to Asia? Not at all…
(photo Max Bögl)
While Europe is giving up, the german construction company Max Bögl has conjured a successor ready for series production. Unnoticed by the public, the Bavarian building contractor Bögl has further developed the technology of the magnetic levitation train Transrapid with the Transport System Bögl, TSP for short. The TSB is no longer to connect distant metropolises at super speeds, but is to be used in local transport, which gives other perspectives. Again, it is entrepreneurs – not politicians – who take the initiative and conduct research, although some research may be eligible for subsidies, particularly through universities and other government programmes.
Who is Max Bögl Group?
With more than 6,500 highly qualified employees at 35 locations worldwide and annual sales of around 1.7 billion euros, Max Bögl is one of the largest construction, technology and service companies in the German construction industry. Based on many years of experience and competence in high-precision precast concrete construction, Max Bögl Group positions itself in the development of innovative products, technologies and construction methods, with forward-looking in-house developments on topics such as renewable energies, urbanization, mobility and infrastructure. This is why the company has embarked on the study and design of its own vision of Maglev technology. Now the construction company is venturing out to the public with its plans after investing around 35 million euros. A business strategy that commands respect, because it dared to put Maglev technology back in the spotlight when Europe preferred not to invest in it any more.
The company has thus built a company-owned 820-metre-long test track near his headquarters in Sengenthal (south-east of Nuremberg). By 2018, more than 130,000 journeys and 80,000 kilometres had been made on it. In 2020, the Federal Railway Authority (EBA) certified to the TSB that essential parts of the vehicle meet the technical requirements and were ready for approval. International recognition by the Federal Railway Authority EBA for compliance with its high standards is very important as it opens up the possibility of simplified approval procedures in other European countries. But for the moment there is no market in Europe. On the subject of Maglev, it has to be stated that the European Union is still a very weak vessel.
(photo Max Bögl)
In spring 2018, the Max Bögl company was able to concludea cooperation agreement with the Chinese company Chengdu Xinzhu Road & Bridge Machinery Co. Ltd. This agreement provides for the construction of a test track of more than 3.5 kilometres in Chengdu, the capital of the province Sichuan, in order to be able to approve the magnetic levitation train system in China. The Xinzhu company exclusively secured the marketing and production of the system in China.
The Bögl technology
The concept developed has nothing to do with the Maglev super fast train in Shanghai, although Max Bögl was involved in the Transrapid project for which she manufactured parts for the Emsland circuit and then for the Shanghai airport line. The company is therefore familiar with the subject. « We have acquired a huge amount of knowledge about Maglev system technology. We started to think about what could be improved, including in the areas managed by the Maglev partners at the Transrapid time, » explains Bert Zamzow, project manager, to Golem.de magazine. In reality, Zamzow hates the comparison with the Transrapid, synonymous with billions swallowed up in pure losses for a Germany that believed in it. « I was disappointed that such a technology was not implemented, » CEO Stefan Bögl told the Süddeutsche Zeitung. Bögl slowed down the Transrapid’s performance to give it a new future. The target market would no longer be long-distance transport, but urban transport. Bögl’s engineers have therefore rethought everything, because this type of project can only be successful if it takes up less space in the landscape and is cheaper.
According to Max Bögl, there are several major differences between the TSB and the Transrapid. First, the TSB is a fully integrated package out of one source. Max Bögl aims to deliver customers a full-service solution, including everything from planning to vehicle manufacture, on-site assembly, and system operation. Whereas the Transrapid focuses on speed, the TSB is designed for a more complex purpose: providing future-proof public transport for densely populated cities, explains de website Redshift.
The TSB is intended to local transport over distances of 5 to 30 kilometres at a maximum speed of 150 km/h. It is a local transport system with which Max Bögl wants to compete with the established wheel-rail systems – underground, S-Bahn and tram. Compared to conventional wheel-rail automated people mover systems, the running gear of the Transport System Boegl is inlying in the guideway. This aspect results in large advantages in sound emission as well as reliability but it is a challenge for optimized operation and maintenance. Optimium access needs to be granted to the running gear, which is the centerpiece of the TSB vehicle. The Max Boegl Group developed a new style of operation and maintenance facility allowing the vehicle to autonomously drive in. Furthermore, the new concept guarantees the independent accessibility on all different vehicle levels. The system is also flexible and can function across a multitude of urban landscapes. It can be installed as an elevated railway, at the ground level, or even as an underground transportation system.
(photo Max Bögl)
Each vehicle is twelve meters long and 2.85 meters wide where 127 passengers can take place there. A full trainset should consist of up to six of these sections and then carry around 750 people. The vehicle hovers on a steel rail with a seven millimeter gap. Electromagnets let it float the train which is driven by ten linear motors, which is enough that one of them can fail without the train breaking down. The lack of contact with the rail and the speed – the maximum speed is 150 kilometers per hour – make it very quiet. There is no friction and therefore less wear and tear, while the smooth system is very efficient. The driving dynamics and driving noises are clearly perceptible in the train. Outside, right next to the track, however, the train can hardly be heard. No comparison to a tram or an S-Bahn.
The drive line is 600 kilowatts – about the same amount as a tram. In the case of the magnetic levitation train, another 6 to 8 kilowatts are added for levitation and the system uses a short stator in the vehicle, instead of a long stator on the track as in the Transrapid. As Bögl don’t use active components in the track, this is less complex and therefore cheaper.
The last point about this train is that it would be completely autonomous, without a driver. This is obviously not very difficult, given that the TSB can only run on its own track. Automation, which should be at GoA4 level, would, according to Bögl, allow 80-second intervals, although this would have to depend on the speed of the trains. At full capacity, the TSB could transport 30,000 people per hour in each direction. « The combination of automated, driverless operation without human error and the advantages of magnetic-levitation technology reduces running costs by 20% in comparison to conventional wheel-rail systems. The TSB can be scheduled to run on demand, which avoids empty journeys in off-peak hours and in rural areas,” says Andreas Rau, product manager, at the website Redshift.
(photo Max Bögl)
First developments in China?
The Max Bögl group of companies has signed a cooperation agreement with the Chinese company Chengdu Xinzhu Road & Bridge Machinery Co Ltd. This includes the construction of a more than 3.5-kilometre-long test track in Chengdu, the capital of Sichuan Province, with the aim of obtaining approval for the new magnetic levitation train system in China. It’s interesting to note that every part of the system is produced by partners in Germany, Switzerland, Austria and England and that engineering is still provided in Europe. It remains to be seen what this partnership with China contains and what the future implications will be. « In its five-year plan, the Beijing Government has committed to commissioning local transport projects with a total route length of 3,000km. In addition to fast growth, China is a competitive but very open-minded market for new technologies and has a large appetite for investment. That’s why we are working with our local partner, the company Xinzhu, which is familiar with these unique conditions and can optimally represent the TSB, » explains Andreas Rau, product manager, at the Future Rail magazine.
The construction and export of the system components, built entirely by Max Bögl, has begun to be exported to China, with a spectacular transshipment of the automatic shuttles by Antonov aircraft from Munich last June. The heavy track segments are almost 12m long and made from precast concrete elements that are manufactured in series production at Max Bögl’s German headquarters, which also manufactures the vehicles. The track segments were placed in containers and transported to China by rail via the New Silk Road.
(photo Max Bögl)
And in Germany ? Stefan Bögl says « that Germany is no longer as innovation-friendly as it was before. This mentality is more likely to be found in China« . Discussions are however underway for projects in Berlin, the northernmost state of Schleswig-Holstein, and the greater Munich area. The future of magnetic levitation trains in Germany will be revealed when the results of the studies are delivered in January 2021.
^
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[
"Will Knight",
"#author.fullName}"
] |
2002-12-06T16:01:00+00:00
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Passengers will fly along the 30 kilometre m track in Shanghai at up to 400 km/h from the first day of 2003
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en
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/build/images/layup/new-sci-favicon.d65b52af.ico
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New Scientist
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https://www.newscientist.com/article/dn3153-first-passenger-maglev-train-set-for-lift-off/
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The world’s first magnetic levitation passenger train will begin running on 1 January 2003 in Shanghai, Chinese officials have announced.
The train has reached 500 kilometres per hour (312 miles per hour) in testing and will carry passengers at a top speed above 400 km/h (250 mph).
The Transrapid 08 will transport travellers between Pudong International Airport and Shanghai’s financial district, a distance of 30 kilometres. It will cover this route in just seven minutes. “It will be the fastest commercial train in the world,” a spokesman for Transrapid, the German company that built the train, told New Scientist.
The bottom section of the train wraps around the track. A set of magnets on either of the train pushes the train upwards so it floats 10 millimetres above the track. Another set exerts a sideways force to keep the train in the correct position.
The magnets also manipulate the magnetic field beneath the train to propel it along. Power is provided by batteries stored on the train.
Maximum velocity
The train was built by Transrapid, a German company based in Berlin, while the track was built by the Shanghai Maglev Transportation Corporation.
The train was propelled to over 500 km/h on a testing track in Germany. An experimental maglev, developed by the Railway Technical Research Institute in Japan, has also been tested at this speed.
And French-made TGV trains, which use electric engines to drive wheels, have also been tested at such high speeds. But the top speed for passengers is 300 km/h.
Transrapid signed an agreement to develop the system with the Chinese Ministry of Science and Technology in November 1999. The entire system was constructed in just over 18 months at an estimated cost of $1.57 billion.
A one-way ticket on the train will cost the equivalent of $6.25, which some observers suggest may be expensive for regular passengers. But if the Shanghai line does prove successful, the authorities may develop a much longer line linking Hangzhou, 120 miles away, or Peking, 800 miles away.
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http://large.stanford.edu/courses/2010/ph240/ilonidis2/
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en
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Maglev Energy Budget
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[
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Stathis Ilonidis
November 28, 2010
Submitted as coursework for Physics 240, Stanford University, Fall 2010
Introduction
Maglev (derived from magnetic levitation) is a new mode of transportation that lifts and propels vehicles or trains using very powerful magnets. The world's first purely maglev system, which provided origin/destination transit service to the public was opened in May 1984. [1] It was a low speed shuttle that ran from Birmingham International Airport terminal to the nearby railway station. Currently the most well known commercial high-speed maglev line is the Shanghai maglev line which connects Shanghai Pudong International Airport with the outskirts of central Shanghai. Maglev trains are not compatible though with conventional high-speed rail trucks and therefore a completely new infrastructure is required. The large initial investment cost for the construction of maglev infrastructure is a serious impediment to commercial use of maglev technology. [2]
Maglev Technology
A charged body cannot rest in stable equilibrium when placed in a pure electrostatic or magnetostatic field. Current maglev systems achieve a stable levitation using two types of maglev technology:
Electromagnetic suspension (EMS)
Electrodynamic suspension (EDS)
In EMS systems, the bottom of the vehicle is wrapped around the track like a C-shaped arm. Electromagnets are mounted in the part of the arm that is below the track. The electromagnets are attracted to the track and keep the vehicle hovering around the track. The strength of the magnetic field is continually altered by altering the current sent to electromagnets. The distance between the train and the track is approximately 15 millimeters. [3] However, instabilities occur with minor changes in distance between the magnets and the track. Thus, complex systems of feedback control are required to maintain stability.
In EDS systems, magnets on the train induce currents in the guideway. These currents create magnetic fields which interact with the original field of the magnets. Levitation is supported by the repulsive force between the two fields. The magnets on the train are either electromagnets or an array of permanent magnets. The advantage of EDS systems is that they are naturally stable and thus no feedback control is needed. However, EDS systems have a major disadvantage. The train must be equipped with wheels because at slow speeds the induced currents are not strong enough to support levitation.
Speed and Efficiency
Maglev is a fast mode of transportation. The current world speed record for maglev trains is 581 kilometers per hour, achieved in Japan in 2003. [4] The Shanghai maglev train holds with 431 kilometers per hour the speed record of any commercial train services. [5] Besides maglev, the fastest maximum operating speed of any segment of any high speed rail line is currently 350 kilometers per hour, a record first achieved by the Beijing--Tianjin Intercity Railway in August 2008. [6] Maglev systems are expected to fill the speed gap between high-speed rail and airplanes. The appropriate travel distance of a high speed Maglev system with maximum speed of 500 kilometers per hour is 500-1500 kilometers, in which the travel time is within 3-4 hours. In this distance, the travel time of maglev is comparable to that of airplanes.
Speed
(kilometers/hour) Specific energy consumption
(Watts hours m-2 km-1) ICE 3 Transrapid 150 24 27 200 28 31 250 33 35 300 40 41 330 46 45 350 50* 47 400 - 56 430 - 64
Table 1: Energy demand for ICE 3 and Transrapid in Watts hours per square meter of usable interior space and kilometer. [9] (* extrapolated value)
Energy in maglev trains is used to accelerate, levitate and stabilize the movements of the train. Some energy is also consumed for air-conditioning, heating and lighting. However, air drag increases with the cube of the speed and therefore, at high speeds, most of the energy is needed to overcome the resistance of the air. Aircrafts take advantage of low air density at high altitudes to reduce the resistance of the air. For maglev transportation, the use of evacuated tubes has been proposed to increase the speed and efficiency of the train. [7]. In addition, the energy consumption can be further reduced by use of regenerative braking, an energy recovery mechanism where the kinetic energy of the train can be regained when the train slows down.
Maglev is also a very cheap and efficient mode of transportation. Maglev operating costs will be only 3 cents per passenger mile and 7 cents per ton mile, compared to 15 cents per passenger mile for airplanes and 30 cents per ton mile for intercity trucks. [8] Guideways can last for at least 50 years with a minimal maintenance because there is no mechanical contact and wear. [8] At 480 kilometers per hour, maglev consumes 0.4 megajoules per passenger mile compared to 4 megajoules per passenger mile of oil fuel for a 8.5-kilometers-per-liter (20 miles-per-gallon) auto that carries 1.8 people at 96 kilometers per hour. [8]. It is also interesting to compare the efficiency of maglev trains and conventional high-speed trains. Table 1 shows the energy consumption of the German high-speed maglev Transrapid and the German high-speed train ICE 3, both as functions of speed. Transrapid has better efficiency above 330 kilometers per hour but it is less efficient below 330 kilometers per hour.
Conclusions
Maglev has the potential to become a major mode of transportation. Maglev trains are the fastest mode of ground transportation and can be more efficient than cars and conventional trains at high speeds. The Shanghai maglev line proved that a commercial high-speed maglev transportation is reality. However, due to lack of new infrastructure and incompatibility with existing infrastructure large initial investment capital is required for a commercial use of maglev vehicles. Therefore, the future of maglev transportation is still uncertain.
© Stathis Ilonidis. The author grants permission to copy, distribute and display this work in unaltered form, with attribution to the author, for noncommercial purposes only. All other rights, including commercial rights, are reserved to the author.
References
[1] A. R. Eastham and W. F. Hayes, "Maglev Systems Development Status," IEEE Aerospace and Electronic Systems Magazine 3, No. 1, 21 (1988).
[2] G. Heller, "Germany Scraps Munich Transrapid as Cost Spirals," Reuters, 27 Mar 08.
[3] R. Goodall, "The Theory of Electromagnetic Levitation," Physics in Technology 16, 207 (1985).
[4] J. McCurry, "Japanese Train Sets New World Record," The Guardian, 3 Dec 09.
[5] W. Xiangming, "Achievements of Shanghai Maglev Demonstration Operation Line and the Maglev Development Strategy," Shanghai Maglev Transportation Engineering R&D Center, 26 Oct 04 (Presented at the 18th Int. Conf. on Magnetically Levitated Systems and Linear Drives (Maglev '04), Shanghai, China, October 26-28, 2004.
[6] H. Fletcher, "China Inaugurates 220 mph Fastest Rail Service in World in Time for Olympics," London Times, 2 Aug 08.
[7] "Zürich - Bern in 12 Minutes," Swissmetro, 4 Oct 10.
[8] J. Powell and G. Danby, "Maglev: The New Mode of Transport for the 21st Century," 21st Century Science and Technology Magazine 16, No. 2, (2003).
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Shanghai maglev train
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https://en.wikipedia.org/wiki/Shanghai_maglev_train
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Railway line in Shanghai using magnetic levitation train
This article is about the Maglev system in Shanghai. For other uses, see SMT (disambiguation).
Further information on other modes of public transport in Shanghai: Public transport in Shanghai
Shanghai maglev train lineOverviewOther name(s)Shanghai Transrapid
Airport express line (with extension to Hongqiao Railway Station, not to be confused with Airport link)
Shanghai-Hangzhou maglev lineStatusOperationalOwnerShanghai Shentong Holdlings Co., Ltd.
Shenergy (Group) Co., Ltd.
Shanghai International Group Co., Ltd.
Shanghai Baosteel Group Co., Ltd.
Shanghai Automotive Industry (Group) Co., Ltd.
Shanghai Electric (Group) Co., Ltd.
Shanghai Pudong Development Co., LtdLocalePudong
ShanghaiTerminiConnecting lines 2 7 16 18 Stations2Websitewww .shmetro .com
www .smtdc .com /en /ServiceTypeMaglevServicesLongyang Road ↔ Pudong International AirportOperator(s)Shanghai Maglev Transportation Development Co., Ltd.Depot(s)Shanghai Maglev Train Maintenance Base located near Pudong International Airport StationRolling stock4 trains (3 trains Transrapid SMT; 1 train CA(I)C of chinese production)HistoryCommencedFebruary 28, 2001; 23 years ago ( )OpenedDecember 31, 2002; 21 years ago ( ) (tour only)
October 10, 2003; 20 years ago ( ) (normal operation)TechnicalLine length29.863 km (19 mi)[1]Number of tracks2CharacterElevatedElectrificationMagnetic levitationOperating speedAfter May 2021:
Cruising speed: 300 km/h (186 mph)
Average speed: 224 km/h (139 mph) (duration: 8 minutes and 10 seconds)
Prior to May 2021:
Varies, either:
Cruising speed: 431 km/h (268 mph)
Average speed: 249.5 km/h (155 mph) (duration: 7 minutes and 20 seconds)
or:
Cruising speed: 300 km/h (186 mph)
Average speed: 224 km/h (139 mph) (duration: 8 minutes and 10 seconds)SignallingGoA2 / STOChinese nameSimplified Chinese上海磁浮示范运营线Traditional Chinese上海磁浮示範運營線Literal meaningShanghai Maglev Demonstration Operation Line
TranscriptionsStandard MandarinHanyu PinyinShànghǎi Cífú Shìfàn Yùnyíng XiànWuShanghainese
RomanizationZånhe Zyfoh Zyvhae Yiunin Si
Route map
To scale geographic map:
Shanghai Maglev Train
Longyang Road
Pudong Canal
Maglev Maintenance Base
( Hongqiao)
Pudong International Airport 2 Airport Link Planned south extension
( Shanghai East)
Overview of transport in Shanghai
Part of a series on
Transport in Shanghai
Roads
Long Distance Rail
Commuter Rail
Maglev
Metro
Tram
Trolleybus
Bus
Ferry
1 2 3 4 5 6 7 8 9 10 11 12
13 14 15 16 17 18 Pujiang
Miscellanea
Trains
Stations
Timeline
The Shanghai maglev train (SMT) or Shanghai Transrapid (Chinese: 上海磁浮示范运营线; pinyin: Shànghǎi Cífú Shìfàn Yùnyíng Xiàn; lit. 'Shanghai Maglev Demonstration Operation Line') is a magnetic levitation train (maglev) line that operates in Shanghai, China. The line uses the German Transrapid technology.[2] The Shanghai maglev is the world's first commercial high-speed maglev and has a maximum cruising speed of 300 km/h (186 mph).[3] Prior to May 2021 the cruising speed was 431 km/h (268 mph), at the time this made it the fastest train service in commercial operation.[4]
The train line connects Shanghai Pudong International Airport (also on Shanghai Metro's Line 2) and Longyang Road station (in the outskirts of central Pudong, with transfers to lines 2, 7, 16, and 18), where passengers can interchange to the Shanghai Metro to continue their trip to the city center. The line is not part of the Shanghai Metro network, which operates on its own right-of-way to Pudong Airport.
The journey takes 8 minutes and 10 seconds to complete the distance of 30 km (18.6 mi).[5] A train can reach 300 km/h (186 mph) in 2 minutes and 15 seconds, while the historical maximum operational speed of 431 km/h (268 mph) could be reached after 4 minutes.[6]
History
[edit]
Construction
[edit]
Construction of the line began on March 1, 2001,[7] and public commercial service commenced on 1 January 2004. The Shanghai Transrapid project took ¥10 billion (US$1.33bn) and two and a half years to complete. The line is 30.5 km (18.95 mi) track and has a further separate track leading to a maintenance facility.
The top operational commercial speed of the Shanghai maglev was 431 km/h (268 mph), making it the world's fastest train in regular commercial service from its opening in April 2004 until its speed reduction in May 2021.[3] During a non-commercial test run on 12 November 2003 a maglev train achieved a Chinese record speed of 501 km/h (311 mph).[8] The Shanghai Maglev has a length of 153 metres (502 ft 0 in), a width of 3.7 metres (12 ft 2 in), a height of 4.2 metres (13 ft 9 in) and a three-class, 574-passenger configuration (End section (ES) 1st class: 56; Middle section (MS) 2nd class: 110; End section (ES) 2nd class: 78).[9]
Speed indicator shown in each car
Shanghai Maglev speed
The train set model (Transrapid SMT) was built by a joint venture of Siemens and ThyssenKrupp from Kassel, Germany in 3 pieces (originally 4 pieces consisting of 6 wagons each were planned) and based on years of tests and improvements of their Transrapid maglev system, especially the Transrapid 08. The Shanghai Maglev track (guideway) was built by local Chinese companies who, as a result of the alluvial soil conditions of the Pudong area, had to deviate from the original track design of one supporting column every 50 meters (160 ft) to one column every 25 meters (82 ft), to ensure that the guideway meets the stability and precision criteria. Several thousand concrete piles were driven to depths up to 70 meters (230 ft) to attain stability for the support column foundations. A mile-long, climate-controlled facility was built alongside the line's right of way to manufacture the guideways. The train was manufactured in Germany by Siemens-Thyssenkrupp JV (Joint venture).
The electrification of the train was developed by Vahle, Inc.[10] Two commercial maglev systems predated the Shanghai system: the Birmingham Maglev in the United Kingdom and the Berlin M-Bahn. Both were low-speed operations and closed before the opening of the Shanghai maglev train.
The train was inaugurated in December 2002 by the German chancellor, Gerhard Schröder, and the Chinese premier, Zhu Rongji.[11] Initial opening was for tour only, providing a round trip. The train starts from Longyang Rd. Station, speed up to 431 km/h (268 mph) and arrives at Pudong Airport. After very short break, the train returns without opening the door. The price was 150 RMB for normal seats and 300 RMB for VIP seat. The normal operation started on 10 October 2003.
Since 2010, a fourth train of Chinese production (made by Chengdou Aircraft Industries) has been added to the rolling stock. Its design slightly differs from the original Transrapid-trains: separated front lights below the shortened front-windows (instead of being placed behind the windows) and interior design.
Plans for a Maglev network in China
[edit]
Hans-Dieter Bott, vice president of Siemens that won the contract to build the rail link, stated that "Transrapid views the Shanghai line, where the ride will last just eight minutes, largely as a sales tool. This serves as a demonstration for China to show that this works and can be used for longer distances, such as Shanghai to Beijing".[12] Later, however, the decision was made to implement the Beijing–Shanghai high-speed railway with conventional high-speed technology. Plans for a shorter maglev extension from Longyang Road to Hangzhou, the Shanghai–Hangzhou maglev line, have been suspended.
Speculation that a line would be built from Shanghai to Beijing mounted in 2002. It would cover a distance of about 1,300 km (808 mi), at an estimated cost of £15.5bn.[11] The chief executive of ThyssenKrupp, Dr Ekkehard Schulz said he was certain that not only Germany, but many countries would follow the Chinese example. The German government along with a selection of German companies sought to win more projects for their maglev technology, and highlighted that a train between Shanghai and the Chinese capital, Beijing remained a possibility. No projects have been revealed as of 2014.[13]
Plans for extensions of the Maglev line
[edit]
In January 2006, the Shanghai–Hangzhou maglev line extension project was proposed by the Shanghai Urban Planning Administrative Bureau. The extension would continue the existing line towards Shanghai Hongqiao International Airport, running via Shanghai South railway station and the Expo 2010 site, with a possible continuation towards Hangzhou. The extension would allow transferring between the two airports—located 55 km (34 mi) apart—in approximately 15 minutes. The section between the two Shanghai airports is also referred to as Airport express line.
The plan for the extension to Hangzhou was first approved by the central government in February 2006, with a planned date of completion in 2010, to be built by Germany's Transrapid consortium (ThyssenKrupp and Siemens). Work was suspended in 2008, owing to public protests over radiation fears[14] despite an environmental assessment by the Shanghai Academy of Environmental Sciences saying the line was safe and would not affect air and water quality, and noise pollution could be controlled.[15] In January and February 2008, hundreds of residents demonstrated in downtown Shanghai against the line being built close to their homes. The residents were reportedly concerned about potential health hazards, noise, and loss of property value. The Shanghai scheme has a buffer zone around the track that will be 22.5 m (74 ft) wide, which compares unfavourably with German standards that require houses to be 300 m (980 ft) away from the line.[16] Representatives of the residents filed a formal request to demonstrate with the Shanghai Public Security Bureau, which was rejected. According to China Daily, as reported on People's Daily Online 27 February 2009, the Shanghai municipal government was considering building the maglev line underground to allay the public's fear of electromagnetic pollution and the final decision on the maglev line had to be approved by the National Development and Reform commission.
The total length would have been 169 km (105 mi), of which 64 km (40 mi) would be within the City of Shanghai and 105 km (65 mi) in the province of Zhejiang. Four stations would be built: at the Expo 2010 site in east Shanghai; in south Shanghai; Jiaxing; and east Hangzhou. The proposed design speed was 450 km/h (280 mph), which would allow the train to travel the distance in just 27 minutes. The total budget of the project was to be 35 billion RMB (about US$5.0 billion as of April 2008).
Another approval was granted in March 2010, with construction to begin in late 2010.[17] The new link was to be 199.5 km (124 mi) long, 24 km (15 mi) longer than the original plan. The top speed was expected to be 450 km/h (280 mph) but limited to 200 km/h (124 mph) in built-up areas.
In October 2010, the non-maglev Shanghai–Hangzhou High-Speed Railway was opened, bringing travelling time between the two cities down to 45 minutes. Consequently, plans for a Maglev link have been suspended again.[18]
In addition, a new express Airport Link line (机场联络线), which began construction in June 2019[19] and is due for completion in 2024, would likely stop any future extension.
Ridership
[edit]
Following the opening, overall maglev train ridership levels were at 20% of capacity.[20] The levels were attributed to limited operating hours, the short length of the line, high ticket prices and that it terminates at Longyang Road in Pudong – another 20 min by subway from the city centre.[20]
In February 2003, the Shanghai Maglev train transported 18,000 guests during the first nine days of the Lunar New Year;
As of August 31, 2004, the total passenger capacity of Shanghai Maglev trains reached 1.45 million, and the total safe operation mileage reached 1.02 million kilometers;
As of the end of March 2006, the cumulative safe operating mileage of Shanghai Maglev trains exceeded 2.4 million kilometers, carrying 6.23 million passengers;
On October 1, 2007, the single-day passenger flow of Shanghai Maglev Train exceeded 20,000 for the first time; Anecdotal evidence says that the morning trains are 60-70% full each time they run;[6]
In 2010, due to increased tourists from World Expo 2010, the maglev had their largest passenger traffic;[21]
Traffic decreased significantly due to the opening of Shanghai metro line 2 east extension rail linking to Pudong Airport. Since then, annual traffic has stabilized to around 3 million in between 2011 and 2014;[21]
In 2014 the maglev had 6.6% sharing ratio of landside transport in Pudong International Airport, a decrease from 11.3% in 2005 (metro had a share of 33% in 2014);[21]
As of September 5, 2017, Shanghai Maglev trains have transported a total of 50 million passengers and safely operated 16.88 million kilometers.[citation needed]
Operation
[edit]
The line is operated by Shanghai Maglev Transportation Development Co., Ltd and runs from 06:45 to 21:42, with services every 20 minutes. Operation hours:[6]
Until 2005, the train ran 8:30-15:30. These hours failed to serve a high number of flights from the Pudong airport that leave and arrive early in the morning or late at night;
Between 2005 and 2007, the operation hours were extended to 7:00-21:00;
From October 2007, operation hours were extended to coincide with the operating hours of the Metro Line 2, 6:45-21:30. Current (2022) operating hours of line 2 are 6.30-23.00; operating hours of the maglev have not been extended.
In addition to the 57 daily two-way services, since October 2016 two additional one-way trains have been added. These depart at 10:15 pm and 10:40 pm from Pudong Airport to Longyang Road.[22]
Interiors of a train
Shanghai Maglev operator in the train cabin
Shanghai Maglev VIP passenger interior
Shanghai Maglev standard passenger interior
Stations
[edit]
Station name Connections
(out-of system) Distance Duration Location Opened Platform[23] English Chinese km mi 431km/h 300km/h Longyang Road 龙阳路 2 7 16 18 0 0m 0s Pudong 31 December 2002 Elevated Double Side & Island Pudong International Airport 浦东国际机场 2 30+1⁄2 18.95 7m 20s 8m 10s At-grade Side
Pricing
[edit]
A one-way ticket costs ¥50 (US$8), or ¥40 ($6.40) for those passengers holding a receipt or proof of an airline ticket purchase. A round-trip return ticket costs ¥80 ($12.80) and VIP tickets cost double the standard fare. The price has not changed since the Maglev began operation.
Ticket type Price (RMB) Notes Single trip ticket 50 Valid for the Ordinary single trip ticket of the day Single trip ticket by presenting air-ticket of the same day 40 Favorable Single trip ticket for passenger who takes air plane at the same day Single trip ticket and metro ticket 55 Subway is a one-day ticket Round trip ticket 80 Valid for the ordinary round trip ticket in 7 days Round trip ticket and metro ticket 85 Subway is a one-day ticket can be used separately within the validity period. VIP single trip ticket 100 Valid for the VIP single trip ticket of the day VIP round ticket 160 Valid for the VIP round trip ticket in 7 days
Operating costs
[edit]
It cost $39.759 million per kilometer to build (10 billion yuan (1.2 billion US dollars) for the line).[24] The line's balance of payments has been in huge deficit since its opening.
In its initial years of operation, the Shanghai Maglev Transportation Development Co. Ltd, the company that runs the line, had more than one billion RMB in losses.[25] Nevertheless, the line's lack of profitability derives from its construction to envision the future of China's rail infrastructure, such as converting its entire high-speed rail network into maglev, rather than a viable market solution to garner a profit from travelers.[26]
A 2007 statement by Transrapid USA said with 4 million passengers in 2006 the system was able to cover its operating costs. The ratio of costs were given as: 64%-energy, 19%-maintenance, and 17%-operations/support services; no overall amount of expenditures was given. The high proportion of energy costs was attributed to the short trip time and high operating speed.[27] According to Chinese media's report, however, due to the huge costs of operating and the lack of the passenger flow, Shanghai Maglev Transportation Company would lose 500 million to 700 million RMB every year.[28]
Incidents
[edit]
On August 11, 2006, at 14:40, a Maglev train compartment caught fire after leaving Pudong International Airport. There were no injuries or fatalities aboard. Electrical problems caused the fire according to investigation reports.[6]
On 14 February 2016, the Shanghai maglev line had an equipment failure that affected operation for more than 1 hour. Due to the use of single-line operation during this time, the train interval was extended.[29]
Speed reductions
[edit]
At launch the Shanghai Maglev had a cruising speed of 431 km/h (268 mph), this was later reduced to 300 km/h (186 mph) during most of the day, before being reduced to 300 km/h (186 mph) at all times.[3]
Shanghai Maglev Museum
[edit]
Main article: Shanghai Maglev Museum
Maglev Longyang Road Station offers Shanghai Maglev Transportation Science and Technology Museum, located at 2100 Longyang Road, Pudong New Area (Shanghai Maglev Train Longyang Road Station ground floor). Open from 09:00 to 17:30, it showcases Shanghai Maglev related content with an exhibition space of 1250 square meters, containing most of the history and technology of maglev train. The museum is composed of five sections: “Birth of Maglev,” “Maglev Shanghai Line,” “Maglev Technology,” “Maglev Superiorities,” and “Prospects for Maglev.”
See also
[edit]
References
[edit]
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https://matadornetwork.com/read/shanghai-maglev-train/
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en
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Everything You Need to Know to Ride the World's Fastest Passenger Train
|
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[] |
[
""
] | null |
[
"Morgane Croissant"
] |
2023-06-12T15:45:22-07:00
|
Learn everything about the Shanghai Maglev Train, including its route, the cost of a ticket, how fast it goes, and how you can ride it.
|
en
|
/favicon.ico
|
Matador Network
|
https://matadornetwork.com/read/shanghai-maglev-train/
|
How fast is the maglev train from Shanghai airport?
Shanghai Maglev Train map
Is the Shanghai Maglev the fastest train in the world?
How much is the maglev train in Shanghai?
Is the Shanghai Maglev Train profitable?
Where else in the world can I ride a maglev train?
what is a maglev train?
How do maglev trains work?
Are maglev trains safer?
What is one disadvantage of maglev trains?
How do maglev trains stop?
How fast is the maglev train from Shanghai airport?
On its 18-mile route between Shanghai Pudong International Airport (PVG) and the city’s financial district, the Shanghai Maglev Train reaches a top speed of 267.8 mph and makes the trip in just eight minutes.
Shanghai Maglev Train map
The Shanghai Maglev Train only runs one non-stop route: Between the Shanghai Pudong International Airport and the Longyang Road Station in the financial district of Shanghai.
Is the Shanghai Maglev the fastest train in the world?
Yes, the Shanghai Transrapid Maglev Train is the fastest commercial train in the world and holds the Guinness World Record for being the “fastest maglev train in regular public service”. That said, is not the fastest maglev train in the world. That title goes to the SCMAGLEV of the Central Japan Railway Company which runs at a top speed of 374.68 mph. The SCMAGLEV train is not a commercial passenger train, it is at the testing stage.
How much is the Maglev train in Shanghai?
A one-way, standard-class ticket to ride the Shanghai Transrapid Maglev Train costs $7 (50 Chinese Yuan); a round-trip, standard-class ticket costs $11.20 (80 Chinese Yuan).
A one-way, first-class ticket costs $14 (100 Chinese Yuan); a round-trip, first-class ticket costs $22.40 (160 Chinese Yuan). (First-class ticket on the Shanghai Transrapid Maglev Train are known as “VIP tickets”.)
Tickets are sold in vending machines both at the airport and at the Longyang Road Station.
Is the Shanghai Maglev Train profitable?
According to an article published in The Guardian in May 2018, Shanghai’s maglev train loses between 600 and 700 million Chinese Yuan per year, i.e. between 84 and 98 million US dollars per year.
Where in the world can I ride a maglev train?
There are maglev trains in only three countries around the world:
China: The Shanghai Maglev Train, the Changsha Maglev, and the Line S1 of the Beijing subway system.
Japan: The Linimo line that runs for 5.6 miles in the city of Toyota in the Aichi Prefecture.
South Korea: The Korean Rotem Maglev that runs in the city of Taejeŏn, and the Inch’ŏn Airport Maglev that runs from Inch’ŏn International Airport to the Yongyu station, a distance of 3.8 miles.
Shanghai’s maglev is the only operational commercial high-speed maglev train in the world at time of writing. The other maglev trains noted above are low or medium-speed maglev trains.
What is a maglev train?
A maglev train is one that uses magnetic levitation technology. Instead of running along rails like regular trains, maglev trains levitate above a special-built guideway thanks to magnets.
How do maglev trains work?
There are two types of maglev trains: Those who use Electromagnetic Suspension (EMS) and those who use Electrodynamic Suspension (EDS). The maglev in Shanghai uses EMS while Japan’s SCMAGLEV, still at the testing stage, uses EDS.
Maglev trains that use EMS levitate thanks to electromagnets of similar poles fitted under the train and on the bottom of the T-shape guideway the train travel along. The magnets repel each other, thus creating a gap between them and allowing the train to stay suspended.
Maglev trains that use EDS levitate within their U-shaped concrete guideway thanks to superconducting magnets fitted on the side of the trains and coils set up in the walls of the guideway. When the train runs at high speed, the coils react to the superconducting magnets and generate a magnetic force that allows for the train to levitate and remain at a stable height and distance from the guideway.
EMS and EDS trains are propelled forward using very similar technology: The guideway they are in are equipped with electromagnets powered with alternating current and set at regular intervals. The poles on these electromagnets are switched between north and south rapidly, and when they react to the poles of the magnets that are fitted the side of the train, it propels the train forward. The may difference is that Japan’s SCMAGLEV uses superconducting magnets, instead of regular electromagnets. Superconducting magnets create much stronger magnetic fields than regular electromagnets.
Are maglev trains safer?
Maglev trains are considered safer from derailment than regular trains. The magnetic force that is generated keeps the train in place in the guideway at all times, even in tight corners.
What is one disadvantage of maglev trains?
Maglev trains are costly to build and requires specific infrastructures (the trains’ special guideways, tunnels, etc.) that also cost millions, if not billions, and that are not compatible with existing ones. Countries that have an existing, well-functioning and extensive railway network are unlikely to switch to maglev trains soon.
How do maglev trains stop?
By reversing the way the electromagnets in the guideway and in the train are used to propel the vehicle, the train slows down and stop.
Japan’s SCMAGLEV has drag panels that can be deployed on the exterior of the train to reduce the aerodynamics of the vehicle and allow it to decelerate. It also has disc brakes fitted to its wheels that create friction and cause deceleration. Both systems are only used in case of emergencies. (Note that the SCMAGLEV does have wheels that retract after the train has achieved a certain speed and is levitating.)
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https://www.construction-physics.com/p/the-long-sad-history-of-american-971
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The Long, Sad History of American Attempts to Build High-Speed Rail, Part II
|
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[] |
[] |
[
""
] | null |
[
"Brian Potter"
] |
2023-10-19T12:50:00+00:00
|
Last week, we looked at the early history of high-speed rail in the US.
|
en
|
https://substackcdn.com/image/fetch/f_auto,q_auto:good,fl_progressive:steep/https%3A%2F%2Fsubstack-post-media.s3.amazonaws.com%2Fpublic%2Fimages%2F996cb600-c77d-471b-ac46-8a9a3aac5709%2Ffavicon.ico
|
https://www.construction-physics.com/p/the-long-sad-history-of-american-971
|
Last week, we looked at the early history of high-speed rail in the US. Though the US attempted to build its own high-speed rail routes soon after they debuted in Japan in 1964, these efforts were unsuccessful, outside of the popular-but-troubled Metroliner. By the end of the 1980s, high-speed passenger rail had been built or was under construction in countries around the world, with trains achieving speeds of up to 190 mph. In the US, by contrast, the Metroliner was achieving a maximum speed of just 120 mph, and other trains were limited to speeds of 80 mph.
Renewed federal efforts
Two major federal initiatives encouraged high-speed rail in the 1990s.
One was the creation of high-speed rail corridors. This began with the passage of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA), which included a requirement to create at least five high-speed rail corridors, areas earmarked for high-speed rail development. The five initial corridors were designated in 1992, and since then several more have been added. However, the creation of corridors wasn’t paired with any specific plans to actually build high-speed rail routes, or any money for building them.
The other major federal initiative of the 1990s was funding the development of magnetic levitation (maglev) trains. Unlike conventional high-speed rail, which uses steel wheels on steel rails, maglev technology uses electromagnets to levitate the trains and propel them forward. Because it eliminates the friction between train and the track, maglev trains were expected to be much faster, and have much lower maintenance costs, than conventional steel-wheeled trains.
Maglev technology was first developed in the US in the 1960s, and maglev research programs were funded by the Federal Railroad Administration in the early 1970s. These efforts were abandoned in 1975, but research continued in Germany and Japan. In Germany, the first full-scale maglev systems were built in 1971, and by 1985 its Transrapid system was achieving speeds of 220 mph in tests. Japan’s first experimental maglev system was built in 1977, and in 1979 a maglev test vehicle had achieved speeds of over 320 mph.
In the late 1980s, American interest in maglev was rekindled. The Maglev Technology Advisory Committee was formed to advise congress on maglev technology, and congress requests that the Federal Railroad Administration (FRA) assess the feasibility of maglev trains. In 1990, the US established the National Maglev Initiative (NMI) to further study the possibility of maglev technology, and the ISTEA allocated $725 million to fund the development and construction of a maglev prototype (though it’s unclear if this money was ever actually spent). Many of the proposed high-speed rail systems in the US in the 1990s and 2000s were maglev trains.
More state attempts
As Congress turned its attention to high-speed rail, states continued to make their own attempts.
One such attempt came in 1989, when Texas passed the Texas High-Speed Rail Act, which created the Texas High-Speed Rail Authority (THSRA) to solicit proposals to build high-speed rail routes in the state. It ultimately received two bids, one from a company that aimed to bring France’s TGV system to the US (Texas TGV) and one that would use German’s InterCity Express (ICE) trains (Texas FasTrac). In 1991, the Texas TGV plan was selected, for a system that would connect Dallas, Houston and San Antonio.
The trajectory of Texas TGV in many ways paralleled the earlier attempt to build high-speed rail in California, as both projects struggled to navigate local opposition and burdensome environmental review processes. Though Texas TGV would receive no public funding, it required new regulations from the Federal Railroad Administration (a “major” federal action), and therefore needed to comply with the National Environmental Policy Act by completing an environmental impact statement. In the process of creating the statement, 39 public meetings were held (one for each county the project would run through). Those meetings became a vehicle for grassroots opposition:
“Opponents of the project used these scoping meetings…as opportunities to spread their own message.” Almost 50 percent of the speakers at scoping meetings were from outside the county in which the scoping meeting was held…A resident of Zorn, Texas, testified at one hearing that, in his community, “there is not one person for it. We don’t understand it, we don’t want it.” But this response was relatively calm compared to “the Lockhart meeting [where] feelings were so impassioned that threats of violence were made and the executive director of THSRA told me he was glad the police were present.” A group calling itself DERAIL (Demanding Ethics, Responsibility, and Accountability in Legislation) began lobbying against the Texas TGV project, publishing a pamphlet entitled A Ticket to Nowhere that attacked the Texas TGV as a $6.8 billion boondoggle.
In addition to resident protests, Texas TGV also faced opposition from Southwest Airlines, a Texas-based airline. Worried about potential loss of revenue should a high-speed rail system be built, Southwest filed three lawsuits against the Texas TGV project, worked to prevent federal subsidies for the project, and threatened to withdraw service from San Antonio if the city provided any assistance for the project.
As with the Californian attempt at high-speed rail, the project was ultimately unable to secure private investment (probably in part due to the significant grassroots and legal opposition, and lack of federal support). In 1994, Texas TGV failed to raise $170 million to fund the project, the THSRA revoked its franchise, and the THSRA was abolished the following year.
While Texas TGV struggled, a series of attempts to build high-speed rail were taking place in Florida. In 1988, Florida passed the Magnetic Levitation Demonstration Act, and in 1991, the governor approved the construction of a demonstration maglev route, based on German Transrapid technology, between Orlando Airport and Disney World. But by 2000 this project would be on hold.
Florida also saw several attempts to build more conventional high-speed rail. In 1992, Florida’s Legislature amended its 1984 High-Speed Rail Act, and indicated it was willing to spend $70 million per year for up to 40 years to fund high-speed rail development. By 1995, the state had received five proposals to construct high-speed rail systems connecting Miami, Orlando, and Tampa, ultimately selecting the Florida Overland Express (FOX) project to proceed. FOX faced many of the same hurdles as previous high-speed rail projects, such as grassroots opposition and ridership figures that were criticized as overly optimistic, and it was killed by newly-elected governor Jeb Bush in 1999 in one of his first acts in office. Bush portrayed the project as “the kind of big government boondoggle that he had been elected to prevent.” Bush would continue to oppose Florida high-speed rail in 2000, even after voters passed a constitutional amendment to set up high-speed rail service between the state's five largest metros. Bush and the state legislature refused to release the funds for the project, and it was killed in 2004 when the constitutional amendment was repealed by popular vote.
There were also further attempts in California. In 1988, the California Nevada Super Speed Train Commission was formed to build a Maglev line between Las Vegas and Orange County, California using German Transrapid technology. The project managed to gain the support of “the region’s Congressional representatives…as well as the cities, counties, and regional planning organizations.” It’s not 100% clear what happened with this project: It continued on until the 2000s, beginning the environmental review process in 2004, but apparently that process was never completed (possibly due to lack of funding). By 2012 the project was dead. At the same time, a high-speed rail route between San Francisco and Los Angeles began to move forward. In 1996 the California High-Speed Rail Authority was created, and it prepared a ballot measure that would fund the project.
In addition to the California-Nevada maglev, another project between Las Vegas and Southern California began in 2005, the DesertXpress. This project was dependent on a federal loan which never materialized due to “Buy American” provisions, but the project has since been reconstituted as Brightline West, and is planned to begin operating in 2027.
There were also a series of projects in the Northeast in the 1990s and early 2000s. In 1990, Maglev Inc was formed to build an experimental maglev line in Pennsylvania between Pittsburgh Airport, downtown Pittsburgh, and Greensburg, with the ultimate goal of manufacturing and exporting maglev trains around the world. Like the California-Nevada maglev line, this project limped along for years, completing its environmental review process in 2010 only to fold in 2012 after failing to secure funding.
The Pennsylvania maglev demonstration project was funded by the Maglev Deployment Program, a Federal Railroad Association program created by the Transportation Equity Act for the 21st Century (TEA-21) in 1998. The Maglev Deployment Program authorized $950 million (which has never been allocated) for the construction of a demonstration maglev project, funded preliminary studies for seven projects, and ultimately selected two for further development. One was the Pittsburgh Airport project, and the other was a project to connect Baltimore and Washington with a maglev route. This project, today called Northeast Maglev, is still in development, with a tentative plan to complete its environmental impact statement by 2024 and operate by 2030.
The one bright spot for US high-speed rail in the 90s and early 2000s was also in the northeast. In the early 90s, Amtrak began to explore more advanced train technology, testing high-speed Swedish X2000 tilting trains and German ICE trains. With tilting trains, higher speeds could be achieved without needing to construct special routes with shallow curves. In 2000 Amtrak began to run the Acela Express between Boston and Washington DC, using high-performance tilting trains that could achieve speeds of 150 mph. The Acela cut the time from Boston to New York from 5 hours to around 3.5 hours, and in 2002 Amtrak started a 2 hour 28 minute Acela service from New York to Washington, finally beating the time that the Metroliner had achieved in 1969.
Apart from the Acela, by the late 2000s America seemed no closer to achieving high-speed rail routes than it had in the 1980s. But in the wake of the financial crisis, high-speed rail development got another federal boost in the form of the Passenger Rail Investment and Improvement Act, which (among other things) authorized funding for the development of high-speed rail along designated corridors, and ARRA, which provided up to $8 billion (later expanded to $13 billion) for high-speed rail investment.
This funding triggered another round of proposed high-speed rail projects (more than 278 applications were received), many of which are still in development in some form or another. The projects which received the largest share of federal funding were California’s route between Los Angeles and San Francisco (which had finally begun after voters approved a $10 billion bond issue in 2008) and a Florida route between Tampa and Orlando. The rest of the funding was spread “thinly across thirty-one states and the US capital,” and many of the funded projects were incremental upgrades for diesel-powered routes, rather than true high-speed rail.
California’s High-Speed rail is of course under construction today, though the project has proceeded slowly. Florida’s Orlando-Tampa line was canceled in a similar manner to the previous line, when incoming governor Rick Scott announced he would reject any federal funds for the project shortly after taking office, citing it as “far too costly for taxpayers.” Florida would finally get its “high-speed rail” (using the term loosely) with the Brightline, which began work in 2012 and started service in 2018.
Other true high-speed rail projects that still exist in some form are a proposed Atlanta-Chattanooga route and the Texas Central Railway (TCR), which would connect Houston and Dallas using Japanese Shinkansen technology. The TCR is still limping along, but has faced rising projected costs and numerous lawsuits, and the board of directors and the CEO all resigned last year. The Atlanta-Chattanooga line has completed its environmental impact statement but doesn’t seem to have made any progress.
Conclusion
An enormous number of US high-speed rail routes have been proposed. And this only lists the ones that have made it far enough to have concrete plans and secure some amount of funding, and were in some sense “real.” Innumerable others never made it beyond the conceptual study phase. Putting aside for the moment the question of whether we should be building high-speed rail, why have these projects consistently failed?
One issue that comes up repeatedly is difficulty in acquiring funding. There’s no dedicated source of federal funding for projects, which makes them vulnerable to changes in federal or state budgets. Voters are often reluctant to fund the projects directly with ballot measures or bond issues, and private investors have likewise often been unwilling to back projects. Funding issues are exacerbated by the fact that, even in best-case scenarios, high-speed rail lines are very expensive to build, and frequently exceed their initial cost estimates.
Funding is a perennial issue because it's very difficult for a high-speed rail line to pay for itself. Around the world, only two high-speed rail lines (Paris-Lyon and Tokyo-Osaka) earn enough money from fares to pay back their infrastructure costs and operating costs, and many can’t even cover their operating costs without government assistance.
Even aside from funding, high-speed rail projects are very difficult to plan and build. Like any large-scale, horizontal infrastructure project, they’re often opposed by residents and local governments, which can use the politics of delay to slow down the project. Public opposition also makes it difficult to assemble land parcels necessary for the project. Land acquisition problems have plagued both California’s high-speed rail and the Texas Central Railway (Brightline notably avoided this issue by using existing transportation corridors). The political calculus of getting project approval often means that route layout is compromised, adding expenses to the project (something that is seen in other high-speed rail routes around the world, such as Germany).
And the US in general has been a difficult environment for passenger rail. In The Second Age of Rail, Hughes notes that one of the chief difficulties of building high-speed rail in the US is a “deep hostility to inter-city passenger trains at all political levels,” and citizens who have “little or no concept of inter-city rail travel.” The supporting infrastructure (such as local commuter trains) seldom exists in the US, and car travel is much cheaper in the US than in many other countries, making high-speed rail comparatively less competitive. Existing transportation interests, such as airlines and freight rail (which generally own existing tracks) will often oppose it or “regard it as a nuisance.”
None of these difficulties seem to be easing over time, and the struggles of California’s high-speed rail seems like a massive cautionary tale for future projects. It’s hard to see the situation of American high-speed rail’s prospects improving.
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https://edition.cnn.com/2002/BUSINESS/asia/12/31/china.maglev.biz/
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Shanghai welcomes high speed train
|
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SHANGHAI, China (CNN) -- Chinese Premier Zhu Rongji and visiting German Chancellor Gerhard Schroeder cut the ribbon to start the trial operation of Shanghai's glistening new maglev train Tuesday, state media reported.
The 30-kilometer (18-mile) Transrapid Maglev Line, a high-speed transport system, links the downtown area with Shanghai's Pudong International Airport in just eight minutes.
That compares with an hour for a trip by road.
Shanghai's adoption of maglev is the first commercial application of the German technology, which uses electromagnetic levitation to whisk a train at speeds of up to 430 km/h (267 mph).
The high speeds are possible because there is no friction. Rather than conventional steel wheels on rails, the maglev train glides just above the guide rails.
Zhu, who took an early test ride on the train with Schroeder, called the maglev's inauguration "a major event in the history of Shanghai's urban development, as well as of China's railway transportation," Xinhua news agency reported.
First trip
At 10:10 am Tuesday local time (12.10 am GMT), the train began its maiden trip from Shanghai's Long Yang Road station to Pudong airport and back, carrying passengers.
The Transrapid reached 430 km/h, its planned operating speed when it begins scheduled operations in 2004.
"We are quite confident that we will keep the deadline for completion and commissioning of the route", Siemens chief executive Dr Heinrich v. Pierer said in Shanghai.
ThyssenKrupp chief executive Dr Ekkehard Schulz said he was certain that not only Germany, but many countries would follow the Chinese example.
It has taken German and Chinese scientists and engineers two and a half years to complete the maglev line at a cost of about 10 billion yuan ($1.2 billion), according to Xinhua.
The Transrapid consortium, which includes the German government as well as Siemens and ThyssenKrupp, is keen to win further projects in China for its maglev technology.
Possibilities include a 200-kilometer (125-mile) line from Shanghai to Hangzhou, and a 1250-kilometer (775-mile) link between Shanghai and the Chinese capital, Beijing.
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Rebirth of Maglev for urban transports
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2020-11-30T06:02:00+00:00
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11-30-20 - by Frédéric de Kemmeter - Railway signalling Suscribe my blog (see right) It was thought that Europe was no longer interested in this technology, but one entrepreneur still believes in it. The German company Max Bögl has designed a Maglev for urban use in Asia. The Transport System Bögl (TSB) is a magnetic…
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Mediarail.be - Rail Europe News
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https://mediarail.wordpress.com/rebirth-of-maglev-for-urban-transports/
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11-30-20 – by Frédéric de Kemmeter – Railway signalling
Suscribe my blog (see right)
It was thought that Europe was no longer interested in this technology, but one entrepreneur still believes in it. The German company Max Bögl has designed a Maglev for urban use in Asia.
The Transport System Bögl (TSB) is a magnetic levitation system consisting of track, vehicles and driverless operations control technology, which has been developed by the Max Bögl Group since 2010. It is designed for local public transport with route lengths of up to approximately 50 kilometres and a speed of 150 km/h.
Since the serious accident in 2006 on the test track in Germany in the Emsland region with 23 deaths, no european politician has put a cent on magnetic levitation technology. Germany was still however carrying out tests with the Transrapid 09 until April 2010, when the research programme expired. Of the companies involved in the construction of the Transrapid, only the company Max Bögl, which focused its research on track construction, expressed its willingness to retain the test facility for some time to come. The Emsland’s test facility was definitely dismantled in 2019. Did this mean the end of Maglev technology and its transfer to Asia? Not at all…
(photo Max Bögl)
While Europe is giving up, the german construction company Max Bögl has conjured a successor ready for series production. Unnoticed by the public, the Bavarian building contractor Bögl has further developed the technology of the magnetic levitation train Transrapid with the Transport System Bögl, TSP for short. The TSB is no longer to connect distant metropolises at super speeds, but is to be used in local transport, which gives other perspectives. Again, it is entrepreneurs – not politicians – who take the initiative and conduct research, although some research may be eligible for subsidies, particularly through universities and other government programmes.
Who is Max Bögl Group?
With more than 6,500 highly qualified employees at 35 locations worldwide and annual sales of around 1.7 billion euros, Max Bögl is one of the largest construction, technology and service companies in the German construction industry. Based on many years of experience and competence in high-precision precast concrete construction, Max Bögl Group positions itself in the development of innovative products, technologies and construction methods, with forward-looking in-house developments on topics such as renewable energies, urbanization, mobility and infrastructure. This is why the company has embarked on the study and design of its own vision of Maglev technology. Now the construction company is venturing out to the public with its plans after investing around 35 million euros. A business strategy that commands respect, because it dared to put Maglev technology back in the spotlight when Europe preferred not to invest in it any more.
The company has thus built a company-owned 820-metre-long test track near his headquarters in Sengenthal (south-east of Nuremberg). By 2018, more than 130,000 journeys and 80,000 kilometres had been made on it. In 2020, the Federal Railway Authority (EBA) certified to the TSB that essential parts of the vehicle meet the technical requirements and were ready for approval. International recognition by the Federal Railway Authority EBA for compliance with its high standards is very important as it opens up the possibility of simplified approval procedures in other European countries. But for the moment there is no market in Europe. On the subject of Maglev, it has to be stated that the European Union is still a very weak vessel.
(photo Max Bögl)
In spring 2018, the Max Bögl company was able to concludea cooperation agreement with the Chinese company Chengdu Xinzhu Road & Bridge Machinery Co. Ltd. This agreement provides for the construction of a test track of more than 3.5 kilometres in Chengdu, the capital of the province Sichuan, in order to be able to approve the magnetic levitation train system in China. The Xinzhu company exclusively secured the marketing and production of the system in China.
The Bögl technology
The concept developed has nothing to do with the Maglev super fast train in Shanghai, although Max Bögl was involved in the Transrapid project for which she manufactured parts for the Emsland circuit and then for the Shanghai airport line. The company is therefore familiar with the subject. « We have acquired a huge amount of knowledge about Maglev system technology. We started to think about what could be improved, including in the areas managed by the Maglev partners at the Transrapid time, » explains Bert Zamzow, project manager, to Golem.de magazine. In reality, Zamzow hates the comparison with the Transrapid, synonymous with billions swallowed up in pure losses for a Germany that believed in it. « I was disappointed that such a technology was not implemented, » CEO Stefan Bögl told the Süddeutsche Zeitung. Bögl slowed down the Transrapid’s performance to give it a new future. The target market would no longer be long-distance transport, but urban transport. Bögl’s engineers have therefore rethought everything, because this type of project can only be successful if it takes up less space in the landscape and is cheaper.
According to Max Bögl, there are several major differences between the TSB and the Transrapid. First, the TSB is a fully integrated package out of one source. Max Bögl aims to deliver customers a full-service solution, including everything from planning to vehicle manufacture, on-site assembly, and system operation. Whereas the Transrapid focuses on speed, the TSB is designed for a more complex purpose: providing future-proof public transport for densely populated cities, explains de website Redshift.
The TSB is intended to local transport over distances of 5 to 30 kilometres at a maximum speed of 150 km/h. It is a local transport system with which Max Bögl wants to compete with the established wheel-rail systems – underground, S-Bahn and tram. Compared to conventional wheel-rail automated people mover systems, the running gear of the Transport System Boegl is inlying in the guideway. This aspect results in large advantages in sound emission as well as reliability but it is a challenge for optimized operation and maintenance. Optimium access needs to be granted to the running gear, which is the centerpiece of the TSB vehicle. The Max Boegl Group developed a new style of operation and maintenance facility allowing the vehicle to autonomously drive in. Furthermore, the new concept guarantees the independent accessibility on all different vehicle levels. The system is also flexible and can function across a multitude of urban landscapes. It can be installed as an elevated railway, at the ground level, or even as an underground transportation system.
(photo Max Bögl)
Each vehicle is twelve meters long and 2.85 meters wide where 127 passengers can take place there. A full trainset should consist of up to six of these sections and then carry around 750 people. The vehicle hovers on a steel rail with a seven millimeter gap. Electromagnets let it float the train which is driven by ten linear motors, which is enough that one of them can fail without the train breaking down. The lack of contact with the rail and the speed – the maximum speed is 150 kilometers per hour – make it very quiet. There is no friction and therefore less wear and tear, while the smooth system is very efficient. The driving dynamics and driving noises are clearly perceptible in the train. Outside, right next to the track, however, the train can hardly be heard. No comparison to a tram or an S-Bahn.
The drive line is 600 kilowatts – about the same amount as a tram. In the case of the magnetic levitation train, another 6 to 8 kilowatts are added for levitation and the system uses a short stator in the vehicle, instead of a long stator on the track as in the Transrapid. As Bögl don’t use active components in the track, this is less complex and therefore cheaper.
The last point about this train is that it would be completely autonomous, without a driver. This is obviously not very difficult, given that the TSB can only run on its own track. Automation, which should be at GoA4 level, would, according to Bögl, allow 80-second intervals, although this would have to depend on the speed of the trains. At full capacity, the TSB could transport 30,000 people per hour in each direction. « The combination of automated, driverless operation without human error and the advantages of magnetic-levitation technology reduces running costs by 20% in comparison to conventional wheel-rail systems. The TSB can be scheduled to run on demand, which avoids empty journeys in off-peak hours and in rural areas,” says Andreas Rau, product manager, at the website Redshift.
(photo Max Bögl)
First developments in China?
The Max Bögl group of companies has signed a cooperation agreement with the Chinese company Chengdu Xinzhu Road & Bridge Machinery Co Ltd. This includes the construction of a more than 3.5-kilometre-long test track in Chengdu, the capital of Sichuan Province, with the aim of obtaining approval for the new magnetic levitation train system in China. It’s interesting to note that every part of the system is produced by partners in Germany, Switzerland, Austria and England and that engineering is still provided in Europe. It remains to be seen what this partnership with China contains and what the future implications will be. « In its five-year plan, the Beijing Government has committed to commissioning local transport projects with a total route length of 3,000km. In addition to fast growth, China is a competitive but very open-minded market for new technologies and has a large appetite for investment. That’s why we are working with our local partner, the company Xinzhu, which is familiar with these unique conditions and can optimally represent the TSB, » explains Andreas Rau, product manager, at the Future Rail magazine.
The construction and export of the system components, built entirely by Max Bögl, has begun to be exported to China, with a spectacular transshipment of the automatic shuttles by Antonov aircraft from Munich last June. The heavy track segments are almost 12m long and made from precast concrete elements that are manufactured in series production at Max Bögl’s German headquarters, which also manufactures the vehicles. The track segments were placed in containers and transported to China by rail via the New Silk Road.
(photo Max Bögl)
And in Germany ? Stefan Bögl says « that Germany is no longer as innovation-friendly as it was before. This mentality is more likely to be found in China« . Discussions are however underway for projects in Berlin, the northernmost state of Schleswig-Holstein, and the greater Munich area. The future of magnetic levitation trains in Germany will be revealed when the results of the studies are delivered in January 2021.
^
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Collins: The time is right for MagLev high
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2016-12-19T00:00:00
|
The Hogan administration secured a $27.8 million federal grant last month to study the feasibility of a magnetic levitation (MagLev) train between Washington, D.C. and Baltimore. There are good arguments for moving forward on a project that has been discussed for years.
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MarylandReporter.com
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https://marylandreporter.com/2016/12/19/collins-the-time-is-right-for-maglev-high-speed-rail/
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By Michael Collins
For MarylandReporter.com
The Hogan administration secured a $27.8 million federal grant last month to study the feasibility of a magnetic levitation (MagLev) train between Washington, D.C. and Baltimore. The grant can be used for planning and engineering costs.
MagLev trains are propelled through a guideway by powerful magnets. The magnetic force also lifts the train above the surface to reduce friction, allowing smoother, quieter rides and a top-end speed of more than 300 MPH.
Gov. Larry Hogan rode a MagLev train in Japan in 2015 and became convinced this technology can help revolutionize travel in the Baltimore-Washington corridor and can serve as the first phase of a high-speed rail to New York and Boston.
This isn’t the first attempt to bring MagLev to the Baltimore-Washington Corridor. MagLev originally received funding from the Clinton administration that was gladly accepted by then-Gov. Paris Glendenning. Maryland Democrats seemed to favor the project.
Partisan opposition
Local opposition was initially small, but seemed to take grow when President George W. Bush was in the White House and Gov. Robert Ehrlich was in Government House. Perhaps local politicians from Anne Arundel and Howard Counties really were representing opposition of their constituents, but back then their opposition seemed more partisan than genuine.
Things changed when President Barack Obama was in the White House and Gov. Martin O’Malley was in Government House. In 2009, the Obama Administration passed the Recovery Act largely along party lines. President Obama’s team was enamored with high-speed rail, and in 2010, launched the Transportation Initiative Generating Economic Recovery (TIGER) grant program. TIGER grants were designed to jump-start spending on a national high-speed rail system.
Amid the rise of the TEA Party, TIGER projects—especially high-speed rail—became symbolic of government waste. When Republican governors from Wisconsin, Ohio, and Florida rejected TIGER funds requested by their Democratic predecessors, the dream of a national high-speed rail system effectively died.
While their opposition was criticized as mindless partisanship their rejection of TIGER funds was rooted in practicality. The cost of any future intra-state high-speed rail system would be borne by their respective states, and their constituents had neither the wallet nor the desire to fund such a boondoggle, and there was no real demand for such projects in their states.
High cost
The enormous cost of high-speed rail is a real concern, with California’s high-speed rail serving as Exhibit A. The project is intended to link Los Angeles to San Francisco, but resistance in the urban corridor, along with the cost of land, makes a direct route politically unfeasible. So the planned route will go East of Los Angeles to Bakersfield, then up through the agricultural heartland. The projected cost for this 500-mile route has ballooned to $68 billion, but that is sure to climb.
Ironically, California’s proposed bullet train route through sparsely populated areas in the Central Valley, like Merced, Fresno, and Bakersfield may induce growth by making them short commutes to Silicon Valley and L.A. respectively, defeating the state’s Smart Growth agenda.
Northeast corridor
The Northeast corridor faces a different challenge because it is already developed—there is nothing similar to California’s Central Valley to run a train through. With roads, railroads, and air traffic running near capacity from Washington to Boston, transportation planners are looking for a breakthrough to accommodate growing populations and congestion.
Population density and traffic congestion help make the Washington-Boston corridor AMTRAK’s only moneymaking route in the nation. Even so, AMTRAK is slow and expensive. It is cheaper and faster for most people to drive or fly from Washington to Boston than it is to take AMTRAK. The Acela takes six and a half hours, only 90 minutes less than it takes to drive.
The Hogan administration says it can complete the 40-mile MagLev for $10-$12 billion, and use public-private partnerships to defray the cost. The Japanese government has pledged $5 billion in financing for the project and the railway has said it will not charge licensing fees for the technology, which can make the trip in 15 minutes.
By contrast, the hokey-pokey Purple Line light rail will go 16 miles in 45 minutes and cost $5.6 billion.
MagLev is a breakthrough technology that can revolutionize regional transportation even as it adds thousands of high-paying construction jobs. Maryland is well positioned to start first leg of the high-speed rail revolution in the Northeast corridor. It’s time for the MagLev to move forward.
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https://issues.org/rote/
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Maglev Ready for Prime Time
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2003-07-01T04:00:00+00:00
|
Putting Maglev on Track” (Issues, Spring 1990) observed that growing airline traffic and associated delays were already significant and predicted that they would worsen. The article argued that a 300-mile-per-hour (mph) magnetic levitation (maglev) system integrated into airport and airline operations could be a part of the solution. Maglev was not ready for prime time […]
|
en
|
Issues in Science and Technology
|
https://issues.org/rote/
|
Putting Maglev on Track” (Issues, Spring 1990) observed that growing airline traffic and associated delays were already significant and predicted that they would worsen. The article argued that a 300-mile-per-hour (mph) magnetic levitation (maglev) system integrated into airport and airline operations could be a part of the solution. Maglev was not ready for prime time in 1990, but it is now.
As frequent travelers know, air traffic delays have gotten worse, because the airport capacity problem has not been solved. As noted in the Federal Aviation Administration’s (FAA’s) 2001 Airport Capacity Enhancement Plan: “In recent years growth in air passenger traffic has outpaced growth in aviation system capacity. As a result, the effects of adverse weather or other disruptions to flight schedules are more substantial than in years past. From 1995 to 2000, operations increased by 11 percent, enplanements by 18 percent, and delays by 90 percent.” With the heightened security that followed the September 11, 2001, terrorist attacks, ground delays have exacerbated the problem. The obvious way to reduce delays is to expand airport capacity, but expansion has encountered determined public opposition and daunting costs. The time is right to take a fresh look at maglev.
If fully exploited, Maglev will provide speed, frequency, and reliability unlike any extant transportation mode.
High-speed trains that travel faster than 150 mph have demonstrated their appeal in Europe and Asia. Although Amtrak has had some success with trains that go as fast as 125 mph on the Washington, D.C., to New York line, the United States has yet to build a true high-speed rail line. But interest is growing among transportation planners. Roughly half the states are currently developing plans for regional high-speed rail corridors. Pending congressional legislation would authorize $10 billion in bonds over 10 years to finance high-speed rail projects in partnerships with the states. However, due to the severe funding limitations, most of these projects are likely to pursue only incremental improvements in existing rail lines. Experience in Europe and Japan suggests that higher speeds are needed to lure passengers from planes and to attract new travelers.
Even though–or perhaps because–the Europeans and Japanese already have high-speed rail lines, they have been aggressively developing maglev systems. The Japanese built a new 12-mile maglev test track just west of Tokyo and achieved a maximum speed of 350 mph. They plan to extend the test track and make it part of a commercial line between Tokyo and Osaka. The German government approved the Transrapid System of maglev technology for development in the early 1990s and has been actively marketing the system for export. It recently announced funding of $2 billion to build a 50-mile route between Dusseldorf and Dortmund and a 20-mile connector linking Munich to its airport. Meanwhile, the Swiss have been developing a new approach for their Swiss Metro System, involving high-speed maglev vehicles moving in partially evacuated tunnels. China is building a maglev system to connect Shanghai with Pudong International Airport. This system should be in demonstration operation in 2003 and in revenue operation early in 2004.
The United States has also exhibited interest, but its progress has been slower. In 1990, the United States began a multiagency National Maglev Initiative that began with a feasibility analysis and was eventually to evolve into a development program. Although the initial analysis was promising, the effort was terminated in 1993 before any significant hardware development began. After a five-year hiatus, Congress passed the Transportation Equity Act for the 21st Century, which included a program to demonstrate a 40-mile maglev rail line, which could later be lengthened. Selection of a test site will be announced soon.
Maglev makes the most economic sense where there is already strong demand and where the cost of meeting this demand through expansion of existing infrastructure is expensive. Airports offer an appealing target. Current capital improvement projects at 20 major airports have a combined cost of $85 billion, enough to build 2,460 miles of maglev guideway at $35 million per double-track mile. This would be sufficient to connect maglev lines to airports in several parts of the country.
Maglev must also be compared with conventional high-speed rail. Maglev and high-speed rail costs are roughly equivalent for elevated guideways, the type of system most likely to be built. The added technology cost of maglev systems tends to be balanced by the fact that maglev vehicles weigh about one-half to one-third as much per seat as high-speed passenger trains, resulting in competitive construction costs. And because there is no physical contact between the train and the guideway in a maglev system, operation and maintenance costs are estimated to be between 20 and 50 percent less than what is required for high-speed rail systems. Maglev also has other advantages over rail systems: It takes up less space and has greater grade-climbing and turning capabilities, which permit greater flexibility in route selection; its superior speed and acceleration make it possible for fewer trains to serve the same number of people; and the greater speed will undoubtedly attract more passengers.
Lessons learned
After looking at the progress of the technology, the history of U.S. government involvement in transportation infrastructure, and the experience of other countries that have begun maglev development, we arrived at the following key conclusions:
Performance: Speed counts. Ridership on ground transportation systems increases markedly with speeds that enable trips to be completed in times that are competitive with airline travel. Amtrak’s incremental improvements don’t cut it.
Economics: Maglev is cost-competitive with high-speed rail, yet provides greater speed, more flexibility, and the capability to integrate with airline/airport operations. The physical connection to the airport is a necessary first step, but the benefits of maglev will not be realized until the next step is taken: integrating maglev with airline operations.
Government role: If maglev is to be a part of the solution to airport congestion, the advocate agency should be the FAA or the Federal Highway Administration, since maglev would primarily be accommodating air and highway travelers.
Public-private partnership: Private industry has long been a willing partner in development and deployment, but the federal government needs to demonstrate a long-term commitment if the private sector is expected to participate. In 1997, the Maglev Study Advisory Committee was congressionally mandated to evaluate near-term applications of maglev technology in the United States. The committee made the following recommendations for government action: a federal commitment to develop maglev networks for passenger and freight transportation, with the government as infrastructure provider and the private sector as operator; federal support for two or three demonstration projects; and federal or state funding for guideways and private financing for the vehicles, stations, and operating and maintenance costs.
Benefits of early deployment: The United States needs to have one or two operating systems to convince the nation that the technology is practical and to identify areas for improvement, such as new electronic components and magnetic materials, new aircraftlike lightweight vehicle body designs, new manufacturing and installation methods, and innovative civil construction techniques and materials.
Research: The nation needs long-term federal support for transportation system planning and R&D activities. In addition, since it is impractical to conduct R&D activities on a commercial line, it will be necessary to design a national test facility where innovations that affect system cost and performance can be fully evaluated under carefully controlled and safe conditions. This is no different from the research approach that other transportation modes have developed.
Fresh thinking: Maglev may best be thought of as an entirely new mode of transportation. It is neither a low-flying airplane nor a very fast locomotive-drawn train. It has many attributes that, if fully exploited, will provide speed, frequency, and reliability unlike any extant mode. It will add mobility even in adverse weather conditions and without the adverse effects of added noise and air pollution and increased dependence on foreign oil. If integrated with airline operations, it will augment rather than compete with the airlines for intercity travelers and will decrease the need for further highway expansion. It can be incorporated into local transit systems to improve intracity mobility and access to airports.
The future of high-speed ground transportation in the United States can be a bright one. If implemented appropriately, maglev presents the opportunity to break the frustrating cycle in which modest infrastructure improvements produce only a minimal ridership increase that results in disappointing financial performance and a call for additional incremental funding. Successful implementation of just one U.S. maglev project should open the door to an alternative to the cycle of frustration. Government should be an active partner in this process.
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Shanghai Maglev Official Website
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Maglev,Maglev Train,Pudong airdrome,airdrome traffic
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[ Development of Maglev ]
Development of German Maglev Transportation
In 1922, Hermann Kemper put forward the principle of magnetic levitation levitation and received a patent for magnetic levitation technology-the first patent of the kind in the world in 1934.
The Germansâ researches of maglev transportation in the real sense began in 1968. Before then, no systematic research had been carried out because the level of technical and technological conditions remained rather low which limited its development to a large extent.
From 1968 on, Germany was in urgent need of developing new high speed transportation systems due to environment and energy problems.
In 1969, the Federal Ministry of Transport, DB AG and industry of Germany launched H S R (high performance, high speed rail) study in which HS maglev line was involved. The German Industry began the development of maglev transport on this basis, aided finan cially by the Federal Government.
At the initial stage, equal stress was laid on the research of both normal conducting superconducting maglev technology.
In 1971, the test run of the first principle vehicle in Germany was conducted on a 660m tral track. The vehicle was propelled by the short stator linear motor mounted on the sides of the vehicle.
In 1975, a maglev vehicle propelled by synchronous long stator linear motor on the guideway side was tested at the NMB1 Test line at Thyssen Henschel in Kassle.
In 1976, passenger-carrying long stator test vehicle HMB 2 was tested at Thyssen Henschel.
In 1977, after systematic analysis, the Federal Ministry of Research and Technology (BMFT) decided in favor of the concentrated development of the transport system propelled by longstator linear motor using normal conducting magnets, considering the technical level required for super conducting maglev rail was too high and it was difficult to make adequate progress in a short period of time.
In 1978, the German Government decided to build a transrapid test track in Emsland.
In 1979, at the International Transportation Exhibition (IVA 79) in Hamburg, a 900m long TR demonstration route was displayed. It was not until then that people began to come in contact with and be concerned with maglev train in real sense. Hamburg residents showed great interest in the vehicle which can run at a speed of 75km/h. The successful display of the maglev vehicle at the Exhibition gave a great impetus to the development course of the high speed transrapid. Moreover it helped to bring about Germansâ decision to construct a large-size transrapid test facility.
In 1980, the construction of the Transrapid Test Facility started in Emsland. To build its first portion, the German Industry formed âMagnetbahn Transrapidâ Consortium. Project phase I consists of a 21.5km-long test guideway, test center and the Experimental Vehicle TR 06. Test run of unmanned vehicle began on that portion of guideway in 1982. The portion was put into trial operation on June 30, 1983. At the end of the same year, the vehicle attained the speed of 300km/h. To increase the test speed, it was decided in 1984 to extend the southern loop. The construction of the southern loop was completed in 1987. The total length of TVE guideway reached 31.5km and speed increased to 400km/h.
Prior to December, 1991, the Deutsche Bundesbahn in cooperation with renowned universities set up an expert team under the leadership of DBA. The expert team, having made a comprehensive inspection and appraisal of the highspeed Maglev Transrapid, came to the conclusion that âthe technology had been fally mature for applicationâ. Thus Transrapid became the worldâs first superspeed maglev system with technical readiness for application.
In 1993, Vehicle TR 07 attained a new max speed record of 450km/h at TVE.
May 9/June 14, 1996 the Federal Parliament passed the âTransrapid Requirement Lawâ.
In April, 1997, Germany decided to build 292km-long Transrapid route Berlin Hamburg. It had been planned to start the construction in the second half of the yaer 1998 and to be put into commercial operation in 2005. TR 08 vehicle had been developed specially for use in that line. The vehicle was tested at TVE in October 1999. However, the construction plan had to be cancelled in February, 2000 because new forecast indicated that the construction of the new route might encounter the risk of suffering lossesl
Sino German Construction of Maglev line in Cooperation
In June, 2000, the city of Shanghai and Transrapid International agreed to jointly carry out a feasibility study on highspeed Transrapid demonstration line in China. In December, China decided to build a highspeed transrapid demonstration line in Shanghai from Metro Longyang Road station to Pudong International Airport. The construction began in March 2001.
On December 31, 2002, the Shanghai Maglev Line, after more than two years of designing, construction and commissioning by the experts of China and Germany, eventually came into view in the world. The Chinese Prime Minister Zhu Rongji and German Chancellor Gerhard Schroeder were among the first guests in her maiden trip. On board the worldâs sole commercially-operated maglev train and looking through the windows at the road vehicles lagging far behind, they enjoyed the pleasure to them by the speed of 430km/h and nodded with smile.
Development of Maglev Transport in Other Countries
Progress of world interest have been made in Maglev transport not merely in Germany and Japan. Since the seventies of the 20 century, developed countries like Japan, USA, Canada, France, UK etc have in succession carried out development of maglev transport system.
In UK there used to be a maglev line linking Birmingham Airport with International Railway station, 600m long. It need only 90 seconds to bring the passengers to their destinations. Though that maglev line was no longer in service, its maglev impact wares serged was no doubt heartshaking.
In Japan, R & D of Maglev which adopts normal conducting technology began as early as in 1962. Whith the rapid development of superconducting technology, Japan turned to the R & D of Maglev using superconducting technology in early seventies.
In 1972, for the first time, the test run of a superconducting maglev vehicle 2.2 ton in Weight succeeded on the 480m long test track and attained the speed of 60km/h.
In December,1977, vehicle attained the max speed of 204km/h on the Miyazaki Maglev Test Track.
In December 1979, the speed in the unmanned vehicle run was raised to 517km/h.
In November 1982, the test of manned maglev train succeeded.
In 1989, 494km/h in unmanned vehicle run was attained.
In 1994, max speed of unmanned run attained 431km/h, that of manned run attained 411km/h.
Test runs are now underway in Japan. So are the researches on the improvement of aerodynamics, reduction of noise and cost decrease. Commercial application is planned to the place in 2004.
[ Conclusion ]
So many countries in the world have been involved in the researches of the maglev technology, but only in Shanghai a real maglev operation line was successfully built. The success again proves that the maglev technology is safe, economic and advanced .Surely the economic benefit and political effect brought can not be overestimated.
Someone said: "Maglev train is the most fundamental breakthrough in the railway technology since the advent of Stephensonâs "Rocket " steam locomotive about 200 years ago". This is not at all too much praise. Maglev train should be regarded not merely as a fundamental breakthrough, but much more as an example of a modern transport means.
We recalled the development history of the maglev train with a clear purpose of commemorating the past 80 year of development, and more for the purpose of meeting the arrival of new brilliance the maglev transportation.
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https://illumin.usc.edu/maglevs-the-future-of-flying-trains/
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Maglevs: The Future of Flying Trains – USC Viterbi School of Engineering
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2011-12-06T14:04:13-08:00
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https://illumin.usc.edu/maglevs-the-future-of-flying-trains/
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Maglev trains have the potential to revolutionize how we travel. The trains levitate using magnets, zipping through the air at speeds above 350 mph. These high speeds would allow for maglev trains to be a realistic alternative to flying, and they use very little energy and emit no pollutants during transportation. They require little maintenance, and can help to reduce growing road and air congestion. From their history, technology, and costs to the future potential, maglevs are nothing short of an engineering feat.
“Where’s my Flying Car?”
“Where is my flying car?” has become an idiomatic expression often used to decry one’s frustration with the lack of advancement of modern technology. With more and more technologies that had only existed in the realm of science fiction crossing into reality, it seems puzzling that one of its main staples, the flying car, has not made the leap yet. Mankind is making progress; while flying cars may not exist in the original sense of the term yet, flying, or, rather, floating trains are already in existence. Several countries and private corporations have already begun researching and implementing the use of magnets to power high-speed trains, commonly referred to as maglev (short for magnetic levitation) trains.
Maglev trains have potential to revolutionize how we travel. The trains themselves are less costly and noisy than conventional trains and they require less maintenance due to their levitation eliminating most of the friction. Maglev trains use far less energy than conventional trains and emit no pollutants. High speeds allow for maglev trains to be a realistic alternative to flying, and they can help reduce air and road congestion as more people are moving around the world. Despite these benefits, creating a large-scale maglev system is a daunting task. The infrastructure for the trains does not currently exist, and must all be built. The track contains almost all the components needed for the trains to work, and generalized cost projections put the price of maglev tracks at around $10 million per mile. Once the infrastructure is built, however, maglev trains become inexpensive to operate due to their simplicity and lack of required maintenance. While the initial startup expenses are high, these trains have the potentional to make travel faster, more efficient, and more environmentally friendly [1] [2]. Although maglev trains do have some setbacks and challenges to overcome before their widespread adoption, the technology has proven itself a worthy successor to high speed rail through projects of both small and large scales.
History
Though one might assume that the maglev is a brand new technology because they have only become widely adopted in recent years, its origins actually date back to the mid-19th century. The first mention of related technologies appears in a rough description of the maglev concept given by Charles Wheatstone of King’s College in the 1840’s [3].
The first demonstration of a maglev train on a test track was completed by German company Transrapid International in 1971. Japan was not far behind, holding a demonstration of their first levitating train in 1972. By 1977 Japan was able to propel a maglev train at over 320 mph. This top speed continued to improve through the 1980s and 90s, with Japanese maglev reaching a world-record 361 mph in 2003. Throughout the 80s and 90s, general excitement about maglev trains reached a high point. Many different potential routes were mapped out crossing Europe, Asia, and the United States without a true understanding of the costs required for building these routes.
China, typically a leading country in the development of alternative energy and technology, had long been interested in developing maglev as well, but lacked the economic means to do so. Taking advantage of their booming economy, they started designing and testing maglev technology in 1999. By 2001 they had begun construction on a 20 mile maglev route linking Shanghai to nearby Pudong International Airport. The train embarked on its maiden voyage in 2002, and reached a top operating speed of 293 mph in 2003. In 2004 the train became the first publicly accessible maglev train offering regular commercial service, and it continues to carry commuters today.
The 2000s have generally seen a worldwide lack of enthusiasm for maglev trains. Germany, Japan, and China remain invested in spurring maglev growth, but most other countries are unsure of the new technology. The unfortunate current reality of maglev is that despite its futuristic appeal, efficiency and speed, the cost of building the infrastructure required for maglev operation is often too great when conventional train travel is a much cheaper option. As the technology improves and becomes less costly, driven by a need for increased fuel efficiency, environmentally sustainable travel, and skyrocketing road and air congestion, maglev may eventually become a more compelling alternative to traditional means of travel [4].
Magnetic Levitation: EDS and EMS
The first related patent was issued in the US under the title “electric traction apparatus” to Alfred Zehden in 1905 [5]. Zehden’s patent describes the basis of what is now known as a linear induction motor: a propulsion device that produces motion by using magnets to create an attractive force between a track and a body instead of using a rotating shaft to produce torque, as is the case in conventional motors. This is one of the core technologies used for maglev, as it allows a contact-less method of propulsion for a car on a track. This patent came amid a heightened interest in electricity resulting from the widespread adoption of the light bulb and electric motor; it was, however, most likely treated as a mere novelty due to its lack of a practical application. It wasn’t until Eric Laithwaite, an undergraduate at Manchester University, took interest in the subject in the 1948 that a full scale model was built [6].
Mikiemike/Wikimedia Commons
The basic physics of a linear motor is easy to demonstrate: using two magnets, put them close together on a smooth surface and turn them so that they repel each other; hold one of the magnets so that it can’t move and the other will slide away [7]. Repeat this simple process and the effect can be used to propel a body forward. The basic layout of a linear motor is shown in Fig. 1; a body containing magnets is placed upon a “track” of electromagnets with alternating polarity. Assume that the body is in the state depicted by the top of the figure when the electromagnet is turned on. The current in the electromagnet is then reversed, reversing the polarity of the electromagnet. This causes the magnets in the track to repel the magnets in the body, propelling it forward, as shown in the state at the bottom. The magnet then realigns itself, returning to the first state a bit down the track from its beginning state. The cycle is then repeated, with the current and polarity of the electromagnet reversed so that the body is propelled further forward.
When the tracks are on both sides of the vehicle and when the alternation of the current is conducted at the right frequency, the body is continuously propelled forward. The result is a system that can move a body forward without the need for any physical contact. This is called a linear induction motor, because the system works as if a regular motor was “unrolled” onto a linear track, with the rotor placed in the body and the stators, or stationary magnets, unraveled onto the track.
EDS: Electrodynamic Suspension
Laithwaite, now known as the father of maglev, continued his research on the linear induction motor after becoming a professor at Imperial College of London in 1964 [6]. He worked to increase their efficiency and strength, and thus their practicality in real world applications. The next big step in the field of maglev came with Laithwaite’s development of the magnetic river in 1974: an electrodynamic suspension (EDS) magnetic levitation system, or in other words, a magnetic system that works to keep a body afloat above a track [8].
Wikimedia Commons
One interpretation of this is to have another set of electromagnets in the track (Fig. 2). In this configuration, the electromagnets in the tracks serve two purposes. The first is to act as a linear motor. The second is to repel the train from the ground and walls, ensuring that it is stably suspended above the tracks [9]. This is achieved by taking advantage of Lenz’s and Faraday’s laws: a changing magnetic field, as occurs when the magnets in the body are passing by, generates an electromotive force in the electromagnetic circuit in the tracks. While the mathematical proof for this system is beyond the scope of this article, simply put this means that if the train passes by the electromagnets in the track quickly enough, the resulting change in magnetic field will induce a current within the electromagnets. This in turn causes the track to produce a repelling magnetic force, represented by the arrows, which are used both to levitate the train and to keep it within the width of the track. When implemented successfully, this system makes the train “fly,” lifting it up to a few inches above the ground [8].
Yosemite/Wikimedia Commons
The advantages of EDS are that the levitation system itself does not require power, and can be integrated with the Linear motor. EDS does, however require the train to have wheels in order to accelerate to the “take off” speed required for the levitation force to become strong enough to lift the train. EDS also means that a strong magnetic field is created on-board, which can pose a threat to pace-makers and other artificial organs. There is currently no work-around for this, so trains relying on this system remain inaccessible to those with artificial hearts. An advanced form of this EDS is used in the Japanese Shinkansen Maglev (Fig. 3) currently under construction, but as of yet it remains unused in any commercial system.
EDS: Inductract
Another experimental design being pursued primarily by the United States is known as Inductrack, which is a type of EDS that uses permanent room-temperature magnets instead of supercooled electromagnets to produce magnetic fields. This design uses a small power source to accelerate the train on rolling auxillary wheels in the same manner as Japanese EDS trains. Once it reaches a few mph speed it begins to levitate at around 3 cm, pushed up by induced magnetic fields in the bottom of the guideway. Unlike EDS trains, the permanent Inductrack magnets also induce currents in the sides of the guideway which produce magnetic fields that propel the train without the need for an external power source. This design is extremely energy efficient, only requiring small amounts of external power for the starting and stopping phases of travel. The magnets on the train require no external power to run. However, this design is also the most difficult to implement due to the need for very robust permanent magnets. This design is still in its youthful stages, though a test track has been set up by the General Dynamics Corporation which levitates and propels a small test train at around 25 mph [7].
EMS: Electromagnetic Suspension
Alex Needham/Wikimedia Commons
Meanwhile, an alternative technology to EDS was developed for Maglevs that didn’t require such strong magnetic fields. Called electromagnetic suspension (EMS), it is based on the simple idea of using active magnets in the track to support the train, as opposed to EDS where inactive magnets are induced into creating a repelling force. EMS systems commonly use permanent magnets, which don’t require power, to levitate the body. The problem with this is that placing a repelling magnet atop another magnet does not cause the top magnet to simply float above the bottom magnet; the system is unstable, meaning the top magnet will be pushed to the side, in this case causing the train to derail. To address this problem, modern EMS systems supplement the permanent magnets with computer-operated electro-magnets to keep the train in place. This system has the advantage of being able to levitate the body at lower speeds, and with smaller magnetic fields than EDS; however they require closer monitoring and constant adjustments of the electromagnets to maintain stability [10]. This system has been used in all commercial maglev systems so far, including the German Transrapid system built by Siemens and ThyssenKrupp, recently used for the Shanghai maglev train shown in Fig. 4 [10].
Maglev: A Promising Technology
Together, the linear propulsion motor and magnetic levitation system provide a frictionless alternative to the traditional train. Thanks to linear induction, there are no moving parts in the propulsion system, and the magnetic suspension means that maglev trains do not touch the ground. This means that the only drag experienced is aerodynamic and electromagnetic, allowing Maglevs to reach top speeds of over 360 mph with a lower energy consumption than their wheeled predecessors. A beneficial side effect of this is that the trains are quiet and stable, since the only noise and disturbances they generate come from the displacement of air.
The lack of moving parts also means that these trains need less maintenance. Since they are not in contact with the rails, there in no wear on the trains or rails. Maintenance is minimal, and the vehicles follow a maintenance schedule closer to that of aircraft than that of traditional trains, meaning that their maintenance schedules are based on hours of operation rather than distance traveled [11]. Maglevs are also immune to weather since their tracks are not subject to heat deformation or freezing, reducing traditional constraints placed on rail travel. This makes the technology ideal for any location with extreme weather.
Lastly and most importantly, linear motors allow maglevs to accelerate and decelerate to and from high speeds in a short distance. This makes them ideal both for rapid inner-city travel since this means that they can accelerate to their top speeds even when stations are close together. At average speeds of 360 mph, they are not quite as fast as the average jet plane that cruise at around 500 mph. However, maglevs can be a competitive alternative along mid-range routes because train travel does not require the security and preparation necessary to travel through an airport, reducing travel time. For routes of up to 500 miles, taking a maglev could easily become cheaper, quicker, and safer than traveling by air.
The Limitations
Despite all of these advantages of Maglevs over conventional rail, there are still many challenges that must be overcome in order to win the battle for prominence on the rails. The first is perception of safety. In the decades of testing that maglevs have gone through so far, they have encountered only a handful of accidents, which is not a bad track record. Many in the public remain wary of the technology, however, since it has had limited use in commercial operation and has yet to prove itself free of negative health effects or other threats to the public’s well being. Just recently, a project intended to extend the Shanghai maglev was shelved, partly due to concerns by the track’s neighbors over potential health problems arising from the magnetic fields [12]. Since the Shanghai maglev uses EMS, which has weaker magnetic fields than the EDS, this is likely to be an even greater issue for EDS-based technologies.
The maglev’s other weakness, and the main reason why the Shanghai maglev extension failed, is cost. Building a track of around 50 miles can cost billions of dollars, several times more than any conventional rail technology. While in a few areas, particularly those with high ridership, Maglevs do make sense, for the majority of cases they remain impractical. To date, the only maglev systems built have been used either as experimental tracks, for airport transportation, or for exhibition purposes.
Flying into the Future
An exciting future possibility for maglev trains is known as evacuated tube transport. This involves the trains traveling in enclosed vacuum tubes with very little air resistance. Implementing this involves permanently removing air along the travel route; the passengers ride in air-locked train cars. Having essentially no air present in the tunnels means that there is no air friction limiting the speed of the trains, leaving them free to reach projected top speeds as high as 4,000 to 5,000 mph. To put it in perspective, this is roughly twice as fast as the fastest manned aircraft, the SR-71 Blackbird [13] [14].
These extremely high-speed trains have great potential for intercontinental travel, allowing for passengers to cross over huge spans of land in very short time frames. As an example, traveling from New York to Los Angeles would only take roughly 30 minutes. An additional future direction of these vacuum-tube trains involves oceanic travel. Preliminary research and modelling of a trans-Atlantic underwater vacuum tunnel have shown the feasibility of these types of projects. The tunnel would be constructed by submerging sections of neutrally buoyant material 150 – 300 ft below the surface of the water. The tunnel would allow for passengers to cross the Atlantic from New York to London in roughly 1 hour. From an engineering standpoint, this project is feasible to build even today. However, like most aspects of maglev travel, cost is the major hindrance. Initial projections put the cost of a trans-Atlantic tunnel between $88 and $175 billion dollars [15].
There are numerous other proposals for both short and long distance Maglevs around the world, but few seem likely to begin construction in the near future primarliy due to economic concerns. It appears that the long-term success of Maglevs will depend on the success of the pioneering projects being implemented now, as well as the ability of companies to lower the cost of the technology.
Conclusion
Maglev is a technology that has been around for some time, but has only recently become feasible after years of development. Even now, its practicality is questionable due to its high costs. As shown in recent implementations and upcoming projects, however, maglev shows great potential and is continuously improving thanks to correspondingly improving technologies. With any luck, maglevs will soon become a much faster and more reliable alternative to conventional rail; and once mankind is able to figure out the secret to flying trains, we can only assume that the flying cars cannot be too far behind.
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Transrapid is a German-developed high-speed monorail train using magnetic levitation. Planning for the system started in the late 1960s, with a test facility in Emsland, Germany inaugurated in 1983. In 1991, technical readiness for application was approved by the Deutsche Bundesbahn in cooperation with renowned universities.
|
en
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Wikiwand
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https://www.wikiwand.com/en/Transrapid
|
Transrapid (German: [tʁansʁaˈpiːt] ⓘ) is a German-developed high-speed monorail train using magnetic levitation. Planning for the system started in the late 1960s, with a test facility in Emsland, Germany inaugurated in 1983.[1] In 1991, technical readiness for application was approved by the Deutsche Bundesbahn in cooperation with renowned universities.[2]
The last version, the 2007-built Transrapid 09, is designed for a cruising speed of 505 km/h (314 mph) and allows acceleration and deceleration of approximately 1 m/s2 (2.2 mph/s).
In 2002, the first commercial implementation was completed – the Shanghai Maglev Train, which connects the city of Shanghai's rapid transit network 30.5 km (18.95 mi) to Shanghai Pudong International Airport. The Transrapid system has not yet been deployed on a long-distance intercity line.
The system was developed and marketed by Siemens and ThyssenKrupp, as well as other, mostly German companies.
In 2006, a Transrapid train collided with a maintenance vehicle on the German test track, leading to 23 fatalities.
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https://www.railway-technology.com/features/maglev-train/
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en
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Magnetic pull: China and Japan battle it out for maglev train supremacy
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2020-07-14T05:01:57+00:00
|
Notwithstanding the coronavirus crisis, Japan has revealed it will conduct tests of a new prototype train as part of its ambitious maglev line
|
en
|
Railway Technology
|
https://www.railway-technology.com/features/maglev-train/
|
Ever since it was launched in time for the 1964 Olympic Games in Tokyo, the Shinkansen has remained a source of national pride in Japan.
The story of the bullet train is also one of progress. When it first linked Tokyo to Osaka over half a century ago, it was at a speed of 210km/h; today, trains hurtle along at a clip of up to 320km/h, transporting over a million passengers a day.
But as the Shinkansen has developed into something of an institution – and emblem of the country’s technological spirit – the next chapter of high-speed train travel in Japan has proven much harder to write. This sticking point has a name: maglev.
While Japan is already in possession of rail network based on magnetic levitation – the Linimo Line in the Aichi Prefecture, close to the city of Nagoya – it is considerably overshadowed by China’s commercial maglev service, which shuttles travellers between Shanghai and Pudong International airport at 268mph (the Linimo runs at 62mph).
It has been over 17 years since the Shanghai Transrapid (its official name) commenced operations, yet it remains the world’s fastest electric train. Tokyo – which first began exploring the merits of the technology in the late 1960s – is keen to steal a march on its longtime rival and unveil an even more ambitious maglev system of its own.
High hopes: the Chuo Shinkansen line
Japan is betting big on the Chuo Shinkansen maglev line, which will cover the 178-mile distance between Tokyo and Nagoya at speeds of 500km/h, slashing the journey time to just 40 minutes. Scheduled to open commercially in 2027, Japan’s network is based around superconducting magnets that are able to levitate the train by up to 10cm with minimal friction.
“Japan’s network is based around superconducting magnets that are able to levitate the train.”
In 2015, a test run of the maglev train conducted by its operator Central Japan Railway Company (JR Central) saw it reach speeds of over 600km/h, shattering previous world speed records. Since then, JR Central has busied itself with constructing the line, which will predominantly run through tunnels.
The outbreak of the coronavirus pandemic, however, has brought construction work in Tokyo and Kanagawa Prefecture to a halt, after Prime Minister Shinzo Abe declared a national state of emergency in April. JR Central will be champing at the bit to get back to the ¥5.5tn ($49bn) project. It had been scheduled in May to a test a new version of the maglev train before the government issued its shutdown notice.
More efficient: Hitachi unveils new maglev train prototype
Unveiled by Hitachi, the new LO prototype includes two end cars and an intermediate coach (the previous prototype had only one end car). According to JR Central, the latest design offers 13% less air resistance than the previous prototype, creating a significant reduction in noise and power consumption.
“The maglev constitutes not only an extraordinarily costly but also an abnormally energy-wasting project.”
The operator is therefore keen to see what the new train – consisting of 12 cars and stretching a total length of 300m – can do on the Yamanashi test line as soon as possible.
This might be easier said than done. With Japan already bracing itself for a post-pandemic recession, JR Central’s purse strings are likely to be tightened. Regardless of the economic disruption caused by Covid-19, there are some, however, that believe the maglev project is well in danger of losing money hand over a fist.
“The maglev constitutes not only an extraordinarily costly but also an abnormally energy-wasting project, consuming in operation between four and five times as much power as the Tokaido Shinkansen,” wrote Japanese researchers Hidekazu Aoki and Nobuo Kawamiya in a 2018 paper denouncing the project.
Full speed ahead: China continues to prioritise maglev
Across the East China Sea, Beijing has plans to retain its global position as maglev’s leading exponent – in addition to its ever-growing high-speed rail network. A Communist Party-approved whitepaper published in September 2019, “Outline for Building China’s Strength in Transport”, included an entire chapter on the development of new maglev lines between its key urban hubs.
“Tracks will be laid across the central province of Hubei in 2020 to test trains with speeds of up to 1,000km/h.”
In October, Changjiang Daily, the official newspaper of Wuhan, reported that tracks would be laid across the central province of Hubei in 2020 to test trains with speeds of up to 1,000km/h, based around a high-temperature, superconducting maglev theory. China Railway Group, a state-owned company, is purported to have already carried out a feasibility study for a new maglev network extending from Guangzhou to Beijing.
While the project appears to have been temporarily put on ice due to the coronavirus pandemic, China’s emergence from the crisis has seen the resumption of new infrastructure projects.
In late April, Tong Laisheng, director of CRRC’s Maglev Research Institute, revealed tests had been carried out on a new version of a train on the Changsha Maglev Express Line, which links the city in Hunan with Huanghua International Airport. In a statement, Tong said the new rolling stock had successfully hit speeds of 160km/h on the 18.5km line, compared to the 100km/h capacity of the old train.
Forever an outlier: Maglev’s uncertain destiny elsewhere
Outside China, Japan and South Korea – whose first Maglev line, linking Incheon International Airport to Seoul, opened in 2016 – magnetic levitation technology continues to evade mainstream consideration, in spite of its European beginnings.
“The UK holds the distinction of operating the first commercial maglev train.”
The UK holds the distinction of operating the first commercial maglev train – the Birmingham Airlink shuttle that ran from 1984 to 1995. Germany looked on course to develop something similar with the Transrapid maglev monorail in Munich, until an accident in 2006 at its test facility, which killed 23, brought progress to a tragic halt.
The most common argument levelled against maglev has always been to do with money, given that projects are required to start from scratch and cannot be integrated into a standard rail infrastructure. Floating trains don’t appear to generate much profit, either – a case in point, the line in Shanghai is said to lose around $85m-$100m a year, according to some reports.
As fears mount of a global recession, governments are unlikely to countenance the idea of floating trains for a long time to come, leaving China – and Japan – as maglev’s only true champions.
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https://science.howstuffworks.com/transport/engines-equipment/maglev-train.htm
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How Maglev Trains Work
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[
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"Nathan Chandler",
"www.howstuffworks.com",
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1970-01-01T00:00:00-05:00
|
Magnetic levitation trains are becoming a popular transportation topic all around the globe. Learn about electromagnetic suspension, the most popular type of maglev train.
|
en
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//cdn.hswstatic.com/en-us/hsw/img/icons/favicon.svg
|
HowStuffWorks
|
https://science.howstuffworks.com/transport/engines-equipment/maglev-train.htm
|
The evolution of mass transportation has fundamentally shifted human civilization. In the 1860s, a transcontinental railroad turned the months-long slog across America into a week-long journey. Just a few decades later, passenger automobiles made it possible to bounce across the countryside much faster than on horseback. And of course, during the World War I era, the first commercial flights began transforming our travels all over again, making coast-to-coast journeys a matter of hours. But rail trips in the U.S. aren't much faster today than they were a century ago. For engineers looking for the next big breakthrough, perhaps "magical" floating trains are just the ticket.
In the 21st century there are a few countries using powerful electromagnets to develop high-speed trains, called maglev trains. These trains float over guideways using the basic principles of magnets to replace the old steel wheel and track trains. There's no rail friction to speak of, meaning these trains can hit speeds of hundreds of miles per hour.
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Yet high speed is just one major benefit of maglev trains. Because the trains rarely (if ever) touch the track, there's far less noise and vibration than typical, earth-shaking trains. Less vibration and friction results in fewer mechanical breakdowns, meaning that maglev trains are less likely to encounter weather-related delays.
The first patents for magnetic levitation (maglev) technologies were filed by French-born American engineer Emile Bachelet all the way back in the early 1910s. Even before that, in 1904, American professor and inventor Robert Goddard had written a paper outlining the idea of maglev levitation [source: Witschge]. It wasn't long before engineers began planning train systems based on this futuristic vision. Soon, they believed, passengers would board magnetically propelled cars and zip from place to place at high speed, and without many of the maintenance and safety concerns of traditional railroads.
The big difference between a maglev train and a conventional train is that maglev trains do not have an engine — at least not the kind of engine used to pull typical train cars along steel tracks. The engine for maglev trains is rather inconspicuous. Instead of using fossil fuels, the magnetic field created by the electrified coils in the guideway walls and the track combine to propel the train.
If you've ever played with magnets, you know that opposite poles attract and like poles repel each other. This is the basic principle behind electromagnetic propulsion. Electromagnets are similar to other magnets in that they attract metal objects, but the magnetic pull is temporary. You can easily create a small electromagnet yourself by connecting the ends of a copper wire to the positive and negative ends of an AA, C or D-cell battery. This creates a small magnetic field. If you disconnect either end of the wire from the battery, the magnetic field is taken away.
The magnetic field created in this wire-and-battery experiment is the simple idea behind a maglev train rail system. There are three components to this system:
A large electrical power source
Metal coils lining a guideway or track
Large guidance magnets attached to the underside of the train
We'll look at the track next.
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The magnetized coil running along the track, called a guideway, repels the large magnets on the train's undercarriage, allowing the train to levitate between 0.39 and 3.93 inches (1 to 10 centimeters) above the guideway [source: Boslaugh]. Once the train is levitated, power is supplied to the coils within the guideway walls to create a unique system of magnetic fields that pull and push the train along the guideway. The electric current supplied to the coils in the guideway walls is constantly alternating to change the polarity of the magnetized coils. This change in polarity causes the magnetic field in front of the train to pull the vehicle forward, while the magnetic field behind the train adds more forward thrust.
Maglev trains float on a cushion of air, eliminating friction. This lack of friction and the trains' aerodynamic designs allow these trains to reach unprecedented ground transportation speeds of more than 310 mph (500 kph), or twice as fast as Amtrak's fastest commuter train [source: Boslaugh]. In comparison, a Boeing-777 commercial airplane used for long-range flights can reach a top speed of about 562 mph (905 kph). Developers say that maglev trains will eventually link cities that are up to 1,000 miles (1,609 kilometers) apart. At 310 mph, you could travel from Paris to Rome in just over two hours.
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Some maglev trains are capable of even greater speeds. In October 2016, a Japan Railway maglev bullet train blazed all the way to 374 mph (601 kph) during a short run. Those kinds of speeds give engineers hope that the technology will prove useful for routes that are hundreds of miles long.
Germany and Japan both have developed maglev train technology, and tested prototypes of their trains. Although based on similar concepts, the German and Japanese trains have distinct differences. In Germany, engineers developed an electromagnetic suspension (EMS) system, called Transrapid. In this system, the bottom of the train wraps around a steel guideway. Electromagnets attached to the train's undercarriage are directed up toward the guideway, which levitates the train about 1/3 of an inch (1 centimeter) above the guideway and keeps the train levitated even when it's not moving. Other guidance magnets embedded in the train's body keep it stable during travel. Germany demonstrated that the Transrapid maglev train can reach 300 mph with people onboard. However, after an accident in 2006 (see sidebar) and huge cost overruns on a proposed Munich Central Station-to-airport route, plans to build a maglev train in Germany were scrapped in 2008 [source: DW]. Since then, Asia has become the hub for maglev activity.
Maglev Accidents
On Aug. 11, 2006, a maglev train compartment on the Transrapid Shanghai airport line caught fire. There were no injuries, and investigators believe that the fire was caused by an electrical problem. On Sept. 22, 2006, a Transrapid test train in Emsland, Germany on a test run crashed into a repair car that had been accidentally left on the track. The train was going at least 120 mph (193 kph) at the time. Some 23 passengers were killed and 11 injured. A court ruled that human error was to blame for incident, which would have been avoided had employees followed established regulations and procedures. No further maglev accidents have been reported since 2006. However, the test trains in Germany were eventually discontinued while the Shanghai maglev train still runs.
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Japanese engineers have developed a competing version of maglev trains that use an electrodynamic suspension (EDS) system, which is based on the repelling force of magnets. The key difference between Japanese and German maglev train technology is that the Japanese trains use super-cooled, superconducting electromagnets. This kind of electromagnet can conduct electricity even after the power supply has been shut off. In the EMS system, which uses standard electromagnets, the coils only conduct electricity when a power supply is present. By chilling the coils at frigid temperatures, Japan's system saves energy. However, the cryogenic system used to cool the coils can be expensive and add significantly to construction and maintenance costs.
Another difference between the systems is that the Japanese trains levitate nearly 4 inches (10 centimeters) above the guideway. One potential drawback in using the EDS system is that maglev trains must roll on rubber tires until they reach a liftoff speed of about 93 mph (150 kph). Japanese engineers say the wheels are an advantage if a power failure caused a shutdown of the system. Also, passengers with pacemakers would have to be shielded from the magnetic fields generated by the superconducting electromagnets.
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The Inductrack is a newer type of EDS that uses permanent room-temperature magnets to produce the magnetic fields instead of powered electromagnets or cooled superconducting magnets. Inductrack uses a power source to accelerate the train only until it begins to levitate. If the power fails, the train can slow down gradually and stop on its auxillary wheels.
The track is actually an array of electrically shorted circuits containing insulated wire. In one design, these circuits are aligned like rungs in a ladder. As the train moves, a magnetic field repels the magnets, causing the train to levitate.
There are currently three Inductrack designs: Inductrack I, Inductrack II, and Inductrack III. Inductrack I is designed for high speeds, while Inductrack II is suited for slow speeds. Inductrack III is specifically designed for very heavy cargo loads moved at slow speeds. Inductrack trains could levitate higher with greater stability. As long as it's moving a few miles per hour, an Inductrack train will levitate nearly an inch (2.54 centimeters) above the track. A greater gap above the track means that the train would not require complex sensing systems to maintain stability.
Permanent magnets had not been used before because scientists thought that they would not create enough levitating force. The Inductrack design bypasses this problem by arranging the magnets in a Halbach array. The magnets are configured so that the intensity of the magnetic field concentrates above the array instead of below it. They are made from a newer material comprising a neodymium-iron-boron alloy, which generates a higher magnetic field. The Inductrack II design incorporates two Halbach arrays to generate a stronger magnetic field at lower speeds.
Notably, the passive magnetic levitation concept is a core feature of proposed hyperloop transportation systems, which is essentially an Inductrack-style train that blasts through a sealed tube that encases the entire track. It's possible that hyperloops may become the approach of choice, in part because they dodge the issue of air resistance in the way the regular maglevs cannot, and thus, should be able to achieve supersonic speeds. Some say that a hyperloop might cost even less than a traditional high-speed rail line.
But whereas maglev trains are already a proven technology with years of operational history, no one has yet built a commercial hyperloop anywhere in the world [source: Davies].
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While maglev transportation was first proposed more than a century ago, the first commercial maglev train didn't become a reality until 1984, when a low-speed maglev shuttle became operational between the United Kingdom's Birmingham International railway station and an airport terminal of Birmingham International Airport. Since then, various maglev projects have started, stalled, or been outright abandoned. However, there are currently six commercial maglev lines, and they're all located in South Korea, Japan and China.
The fact that maglev systems are fast, smooth and efficient doesn't change one crippling fact – these systems are incredibly expensive to build. U.S. cities from Los Angeles to Pittsburgh to San Diego had maglev line plans in the works, but the expense of building a maglev transportation system (roughly $50 million to $200 million per mile) has been prohibitive and eventually killed off most of the proposed projects. Some critics lambast maglev projects as costs perhaps five times as much as traditional rail lines. But proponents point out that the cost of operating these trains is, in some cases, up to 70 percent less than with old-school train technology [sources: Hall, Hidekazu and Nobuo].
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It doesn't help that some high-profile projects have flopped. The administration at Old Dominion University in Virginia had hoped to have a super shuttle zipping students back and forth across campus starting back in the fall semester of 2002, but the train did a few test runs and never really approached the 40 mph (64 kph) speeds it promised. The train stations were finally deconstructed in 2010 but parts of the elevated track system still stands, a testament to a $16 million failure [source: Kidd].
But other projects persist. One ambitious group wants to build a 40-mile (64-kilometer) stretch from Washington D.C. to Baltimore, and the idea has plenty of proponents, but the project is expected to cost up to $15 billion. The concept's exorbitant price tag might be laughable just about anywhere else in the world, but this region's soul-crushing gridlock and limited space means city planners and engineers need an innovative solution, and a super-fast maglev system might be the best option. A key selling point – an expansion to this project could connect to Washington to New York city and cut travel times to just 60 minutes, a speedy commute that could transform commerce and travel in the Northeast [sources: Lazo, Northeast Maglev].
In Asia, though, the maglev boom is essentially already underway. Japan is working feverishly on a Tokyo-to-Osaka route that may open by 2037. When it's complete, the train will slash the nearly three hour trip to just 67 minutes [source: Reuters].
China is seriously considering dozens of potential maglev routes, all of them in congested areas that require high-capacity mass transportation. These won't be high-speed trains. Instead, they'll move lots of people over shorter distances at lower speeds. Nevertheless, China manufactures all of its own maglev technologies and is about to unveil a third-generation commercial maglev line with a top speed of around 125 mph (201 kph) and – unlike previous versions – is completely driverless, relying instead on computer sensors for acceleration and braking (The country already has some maglev trains in operation but they need a driver.) [source: Wong].
It's impossible to know exactly how maglevs will figure into the future of human transportation. Advances in self-driving cars and air travel may complicate the deployment of maglev lines. If the hyperloop industry manages to generate momentum, it could disrupt all sorts of transportation systems. And some engineers suspect that even flying cars, though incredibly pricey, might trump rail systems in the future because they don't need massive infrastructure projects to get off the ground.
Perhaps in just a decade or two, nations around the world will have come to a verdict on maglev trains. Maybe they'll become a linchpin of high-speed travel, or simply pet projects that serve just fragments of certain populations in crowded urban area. Or perhaps they'll simply fade into history, a nearly magical form of levitation technology that just never really took off.
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https://www.aljazeera.com/news/2006/9/22/maglev-train-crash-kills-23-in-germany
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Maglev train crash kills 23 in Germany
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At least 23 people have died and 10 others have been injured after a high-speed train smashed into a maintenance vehicle while on a test run in northern Germany, local authorities say.
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/favicon_aje.ico
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Al Jazeera
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https://www.aljazeera.com/news/2006/9/22/maglev-train-crash-kills-23-in-germany
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The magnetic levitation Transrapid train, one of the world’s fastest trains, was travelling at about 200km per hour in Emsland, near the city of Osnabrueck, at around 10am local time on Friday when it struck the wagon, police said.
The prosecutor’s office in the city said that the collision had been caused by human error.
Most of those killed were passengers on the train, while reports say two more people standing on a train platform are also missing and feared dead, officials said.
Local television pictures showed rescue workers being hoisted up to the train on cranes to try to reach the accident site, while train seats, bags and clothes were scattered on the ground.
The crash occurred on a 32km circuit built as a testing facility for the train, which is propelled along at high speeds by a frictionless, electro-magnetic system known as Maglev.
A total of 29 people were on board, reports say.
Rescuers hampered
Rescuers attempting to reach those trapped in the wreckage were being hampered by the height of the train, which rides on a track supported by concrete stilts about five metres above ground.
The train was developed by Transrapid International, a joint venture between German industrial firms Siemens AG and ThyssenKrupp.
Many of those travelling on the train were thought to be employees of the companies and their friends and relatives.
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https://ndion.de/en/the-next-generation-of-magnetic-levitation-trains-has-been-presented-in-china/
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The next generation of magnetic-levitation trains has been presented in China
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2021-02-11T09:05:07+00:00
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Super Bullet Maglev Train: The next generation of magnetic-levitation trains was unveiled in the southern Chinese city of Chengdu.
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en
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ndion
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https://ndion.de/en/the-next-generation-of-magnetic-levitation-trains-has-been-presented-in-china/
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It is not always easy for a carefully invented technology to be accepted in the market. The Transrapid maglev train, originally developed in Germany by Siemens and ThyssenKrupp, is one example of how maximum technological performance alone does not guarantee success. The project began in 1969, the first prototypes were produced in 1979 and the train became mature enough to use in 1991, yet in Germany it never made it past the test track in the end. Transrapid projects such as a Berlin–Hamburg route, a Metrorapid and an airport link in Munich were cancelled after many years of planning. In China, on the other hand, development continued on the high-speed train, with one sole route commencing regular operation in Shanghai in 2003. Now 18 years later, the next generation of magnetic-levitation trains has been unveiled in the form of a super-bullet maglev train in the southern Chinese city of Chengdu.
The locomotive prototype was developed in China and is equipped with high-temperature superconducting (HTS) technology. Southwest Jiaotong University, which helped engineer it, says the model was designed for speeds of up to 620 km/h. Likewise, a 165-metre-long track has been put into operation to test the new train. Deng Zigang, deputy director of the university’s research centre for super-high-speed maglev transport in low-pressure tunnels, says that even though the theory sounds positive, most people had previously seen HTS maglev technology as a laboratory toy without any real-world testing. China is a world leader when it comes to building high-speed railways. The country had 37,900 km of them in operation by the end of 2020.
Maglev trains levitate above the tracks and are powered by strong magnets in order to avoid friction between the wheels and the rails. They are intended to surpass the eventually limited speeds of high-speed trains and be a substitute for flying over the long term. The 30 km route between Shanghai’s city centre and the Pudong airport is based on the German magnetic-levitation technology of electromagnetic suspension (EMS), whereas the HTS project is a joint development between Southwest Jiaotong University, China Railway Group Limited and CRRC Corporation Limited, which have together invested CNY 60 million (USD 9.3 million). The HTS technology involves the train being able to levitate without electricity. It is said to be better than other systems for the concept of superfast transport in vacuum tubes, in which the trains can apparently reach speeds of more than 1,000 km/h.
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https://www.slow-journalism.com/from-the-archive/train-of-thought
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Train of thought
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Train of thought Floating ten centimetres above the ground and powered by superconducting magnets, the L0 Series test train tore through the countryside around Mount Fuji on 21st April. Five days earlier it had set a new speed record of 590 kilometres an hour and now the eyes of its 49 passengers, all employees of the Central Japan […]
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Floating ten centimetres above the ground and powered by superconducting magnets, the L0 Series test train tore through the countryside around Mount Fuji on 21st April.
Five days earlier it had set a new speed record of 590 kilometres an hour and now the eyes of its 49 passengers, all employees of the Central Japan Railway Company, were glued to the speed display as it broke the 590 mark and inched towards 600. Monitors at the front of each carriage showed the dizzying view from a camera on the train’s nose, a blurred panorama in which a mile of landscape sped by every ten seconds. The train accelerated still further, breaking through 600 kilometres an hour – two and a half times faster than the top speed of the fastest train in the US – and, for a few glorious, discombobulating seconds, hitting 603 on the dial before easing back down again.
It was an amazing moment for Japanese engineering and Japanese pride. And it almost didn’t happen.
On 18th January 1966 James Powell, the inventor of the technology behind the superconducting maglev (magnetic levitation) train which zipped into the record books around Mount Fuji, was 11,000 kilometres away at the Brookhaven National Laboratory on Long Island, New York. He was happily working at his desk when his colleague Michael Maresca strode in with a shotgun and shot him in the chest.
“He was a good guy, but he was sort of paranoid and he believed that the people at the lab were radiating him and shrinking his testicles,” Powell recounts in a strikingly casual manner. “So he came in, naked from the waist up, with symbols painted over himself and a shotgun. He ran into the lab and he shot me and a couple of other people.”
Maresca shot three lab employees and missed a fourth before walking back outside, putting the barrel of his gun in his mouth and firing one last time. He fell dead a few feet from his station wagon, its motor still running.
He was happily working at his desk when his colleague Michael Maresca strode in with a shotgun and shot him in the chest”
Powell still has several shotgun pellets lodged inside his chest, one of them only a millimetre from his aorta. It reminds him of how lucky he was to survive that day. He and the two others who were shot made a relatively swift recovery. Later that year, Powell and his colleague Gordon Danby published a paper about an idea they had been working on together – of a train that would float in the air, suspended and propelled above its track by superconducting magnets. They were awarded a US patent for their invention three years later.
“If I’d died I’d have never got to publish [the paper],” Powell says. “It shows how random things are and how things can just happen in a matter of seconds.”
Powell is now 83, with a shock of grey hair and the same full goatee he has sported for much of his life. When I speak with him he is joined by his son Jesse, 48, who has a PhD in oceanography but decided to join his father in dedicating himself to furthering maglev. Powell can lose himself in the deep detail of his plan for a maglev for America: whenever he veers off track, Jesse affectionately brings him back on point.
The idea of maglev came to Powell in the early 1960s on a Friday night. He was on his way from Long Island, New York, to see his girlfriend in Boston when he got stuck in a five-hour traffic jam on the Throgs Neck Bridge, which connects Queens to the Bronx. At the lab, Powell had been working with superconductors – materials, mostly metals, which dramatically lose their electrical resistance when cooled, allowing current to flow with virtually no energy loss. One property of superconductive materials is that when they are in this state of near-zero resistance they can create powerful electromagnetic fields – strong enough to repel objects as large as passenger trains and keep them suspended in mid air.
“I thought, ‘Gee, you have all these very strong forces. Why not just use this to levitate something that can travel very fast without contact to the ground’,” says Powell. “The idea happened right on that bridge.”
Powell wasn’t the first to conceive of a train levitated and propelled by magnetic forces. Robert Goddard, the US rocket scientist who went on to create the first ever liquid-fueled rocket in 1926, wrote a paper outlining the idea as a college freshman in 1904. Ten years later, French-born American engineer Emile Bachelet demonstrated the first model of a magnetic train to dignitaries including Winston Churchill and the lord mayor of London. Bachelet had already obtained a patent for his idea, but never got to realise his vision because the electrical power it required made it economically unfeasible at the time.
Powell and Danby finally solved Bachelet’s problem by introducing superconducting magnets into the equation. The pair were sharing a house in Patchogue, New York, in the 1960s. In the evenings, they would talk about their work at the lab and, after Powell’s revelation on the bridge, they spent their spare time hammering out the details of their superconducting maglev concept.
When Powell and Danby published their paper, other scientists and engineers started flocking to the lab to talk about maglev. “I thought it was a neat thing as a concept for the future. But we didn’t work out an idea of how it would evolve,” Powell recalls. “I was quite surprised when, after we published it, we got a tremendous number of calls from the Department of Transport. It really caught fire.”
Maglev promised to be a much faster alternative to regular trains because there was no contact, and therefore no friction, between the carriages and the tracks. No friction also meant a far smoother ride than in conventional trains. In the first years after the paper’s publication, modest amounts of US federal funds were put into maglev research. But progress soon ground to a halt. The Gerald Ford administration of the mid-1970s decided to cut funding for high-speed initiatives and instead focus on improving America’s existing railroads and mass transit systems.
To the frustration of Powell and Danby, development of maglev in the US came to a near-standstill for more than a decade. In the late 1980s, hopes were briefly restored when the pair found a powerful ally in Senator Daniel Moynihan of New York, who, in a 1989 essay for Scientific American, predicted that “[maglev] will define the coming century much as the railroad defined the last one, and the automobile and airplane have defined this one.” Moynihan shepherded a bill through Congress authorising $725 million for the development of a maglev prototype. But the funds were never appropriated by the relevant committee, which was chaired by Robert Carr, a representative from Michigan with links to the automobile industry. Since then, funding for a US maglev has been piecemeal, and Powell and Danby’s continuous efforts have seemed quixotic at times.
Meanwhile, outside the US, funding for the development of maglev has been more consistent, but the results it has yielded have been mixed. Birmingham airport in the UK was the first to open a commercial maglev railway in 1984. Using conventional electromagnets, the shuttle ran the 600-metre stretch between the airport and the railway station at 26 mph. The project got off to a bad start when a contractor added an extra layer of glass fibre to the vehicle to make it stronger. It made the vehicle too heavy to be lifted by the magnets and the whole thing had to be rebuilt from scratch.
After 11 years of fairly erratic service, the train was abandoned in favour of a shuttle bus. One of the maglev carriages stood at a disused part of the airport until November 2010, when it was put up for auction on eBay, with the intention that the proceeds would be donated to charity. The carriage was bought for £25,100, but when the bidder failed to come up with the money, it was put on eBay again and a former engineer from Kenilworth, UK, ended up accidentally buying it for £100. Andy Jones, 60, had hoped that placing an opening offer would start a bidding war which would benefit good causes. But no one else was interested. “As a consequence I’ve got a five tonne train in the field opposite my house and I’ve got to find a suitable use for it,” he told the Coventry Telegraph at the time.
Germany invested more heavily in its high-speed Transrapid system. Its technology is based on a different principle for magnetic levitation that also works with normal electromagnets and was patented by German engineer Hermann Kemper in 1934. Several generations of Transrapid trains were tested on the Emsland test facility in western Germany where passengers would pay to experience top speeds of 450 km/h on the 31.8-kilometre track.
Then, on 22nd September 2006, tragedy struck. A Transrapid 08 train on a trial run collided with a maintenance vehicle at almost 200 km/h. Twenty-three people were killed and another ten were injured. Human error was blamed for the first fatal accident in maglev’s history and manned trials were abandoned. In late 2011 the facility’s operation licence expired and a few months later the demolition of the track was approved.
Only in Japan have engineers been able to realise Powell’s vision. After success with its Shinkansen bullet trains in the 1950s, the country’s national railway company started looking into developing a train that would travel the 410 kilometres between Tokyo and Osaka in one hour. “The Japanese have always been very good to us,” Powell says. “They published our papers and back in ’66 they sent teams over. We talked to them and told them all the details of what we’d done.” Japanese engineers favoured the superconducting rail over the German maglev system because a bigger distance between the track and the carriage was better suited to Japan’s earthquake-prone geography.
Thankfully, maglev hasn’t had any military application. I think that’s held it back”
By 1972, Japanese National Railways had their first test track up and running. They moved to the current Yamanashi test line in 1997. If all goes well, their maglev will go into commercial operation in 2027, starting by bridging the 286 kilometres between Tokyo and Nagoya in under 40 minutes. By 2045, the stretch should be extended to Osaka, with travel time to Tokyo chopped down from nearly two and a half hours to one hour and seven minutes.
When I ask Powell if he is frustrated with maglev’s failure to take off in the US, both he and his son laugh. “I guess there’s frustration, but not terrible frustration,” he says. “It’s just, you know, when are we going to get someone to move on this?” Powell thinks vested interests are to blame for the meagre funding for maglev, as well as a lack of a military rationale for the train: “When you look back at where the government has taken big roles in developing new technologies, like nuclear energy, aerospace and the internet, which came out of DARPA [the US Department of Defense agency responsible for developing emerging technologies], they tend to be the technologies with a military application,” says Powell. “So far, thankfully, maglev hasn’t had any military application. I think that’s held it back.”
Over the years, Powell’s evangelism for his invention has grown. “I’m more aware of the problems human society faces now,” he says. “Climate change, the running out of fossil fuels eventually, the acidification of the ocean. If human society is going to survive in the long-term, we need to think of major actions. And maglev is a major action.”
The Powells envision a national system of maglev trains built along 29,000 miles of existing US interstate highways. “Seventy percent of the population of the US would live within 50 miles of a maglev station from which they could go to any other point in the US with any other maglev station at 300 miles per hour. Just drive their car right through the station and shuttle across the country, which is very convenient and very comfortable,” says Powell.
Besides reducing US dependence on fossil fuels, and giving a financial boost to the corridors along the national maglev system, Powell thinks the train can reduce the economic and social costs of highway deaths, which in 2013 totalled 32,719 in the US alone. “Superconducting maglev is very safe versus the highway, or even conventional rail, which can derail,” he says. “[Maglev] can’t derail because it’s not riding on rails. It’s levitated and inherently stable. Even if you had a hurricane wind blowing against one side of the train it wouldn’t cause a crash.”
While attempts by Powell and Danby to finance a maglev system in the US have floundered in the past decades, the US might at some point end up buying maglev technology from Japan. On 4th June 2015, Governor Larry Hogan of Maryland made the trip along the Yamanashi test line four times, and hopes that a similar train could be used to establish a 15-minute link between Washington DC and Baltimore. Powell Jr isn’t too bothered about the irony of Japan potentially selling something back to the US that was built on the foundation of his father’s technology. “Maglev has a new energy and attention now that the US government is maybe interested in actually building it,” he says. “I think it’s validation that this was a good path to pursue the whole time.” For Japan, selling maglev to the US would mean offsetting some of their building costs, which are estimated to be in the region of £67 billion.
A maglev train wasn’t the only invention that just popped into Powell’s head one day. “A friend of mine from college was with Nasa and said ‘Jim, we gotta find a better way to launch things into space than rockets’,” he recalls. Powell hadn’t given it much thought when, on a trip to Washington DC a few months later, he dropped in to visit his friend. “I opened the door of his building and suddenly the whole idea of StarTram popped in right there. Right as my foot crossed the threshold.”
Powell developed the concept of StarTram together with aerospace engineer George Maise. In simple terms, the idea is to build a massive vacuum tube from which maglev vehicles can be shot into space at 18,000 mph. Building StarTram comes with a hefty price tag. And, just as with maglev trains, attracting the necessary investment has proved a difficult obstacle to overcome.
“We have a kind of chicken-and-egg problem,” Jesse Powell explains. “The original idea was there was a cargo version and a people version. The cargo version was a lot easier to build and it would launch 40 tonnes of cargo into orbit and conduct ten launches a day, or 3,600 launches a year. So you’re talking about huge volumes of material that you can put into orbit for a very low price per kilogramme. The problem is that it costs about $20 billion to build. And there’s not a demand for 100,000 tonnes of cargo yet in space.” To address that problem, the Powells are now working on a new version of StarTram, which will be able to shoot smaller payloads into space. “I think this is the way that we’re going to get to all the things we want,” Jesse continues. “Like space solar power, in-orbit hotels and colonisation of other planets – it’s just in a stage-stepped version of scaling up the volumes we put into space.”
There are other applications of maglev technology that the Powells are working on. They are developing a system to store energy by zipping blocks of concrete up and down a hill, generating electricity on the way down. And they recently did a “very preliminary” feasibility study which examined what it would take to transport one percent of the Mississippi River’s water to drought-ridden California. “I’ve run up against this pretty frequently, that people think maglev is basically just a better bullet train,” Jesse says. “It’s not, it’s a lot more. Once you get rid of ground friction, there are so many applications that can change the way that people and cargo are moved.”
More than 50 years have passed since Powell had his lightbulb moment on the Throgs Neck Bridge, and he has still never seen a maglev train in operation. Despite all the setbacks, the logic of a maglev for America remains clear for him and his son. “In 1876 the Transcontinental Express went from California to New York in 80 hours,” he says. “Today by Amtrak it’s still 80 hours. With maglev it would be eight. Maglev is just at the beginning of its transition into a major mode of transport.”
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Transrapid Train Test Drive in Germany
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- GP02RPJ
"Transrapid" magnet train during testdrive in Emsland, Germany. "Transrapid" is a German high-speed monorail train using magnetic levitation. The normal energy consumption of the Transrapid is approximately 50–100 kW per section for levitation, travel, and vehicle control. The Transrapid maglev vehicle requires less power to hover than it needs to run its on-board air conditioning equipment.
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https://media.greenpeace.org/archive/Transrapid-Train-Test-Drive-in-Germany-27MZIFI7M4GX.html
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"Transrapid" magnet train during testdrive in Emsland, Germany. "Transrapid" is a German high-speed monorail train using magnetic levitation. The normal energy consumption of the Transrapid is approximately 50–100 kW per section for levitation, travel, and vehicle control. The Transrapid maglev vehicle requires less power to hover than it needs to run its on-board air conditioning equipment.
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https://en.wikipedia.org/wiki/Transrapid
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German developed high-speed monorail train
Transrapid (German: [tʁansʁaˈpiːt] ⓘ) is a German-developed high-speed monorail train using magnetic levitation. Planning for the system started in the late 1960s, with a test facility in Emsland, Germany inaugurated in 1983.[1] In 1991, technical readiness for application was approved by the Deutsche Bundesbahn in cooperation with renowned universities.[2]
The last version, the 2007-built Transrapid 09, is designed for a cruising speed of 505 km/h (314 mph) and allows acceleration and deceleration of approximately 1 m/s2 (2.2 mph/s).
In 2002, the first commercial implementation was completed – the Shanghai Maglev Train, which connects the city of Shanghai's rapid transit network 30.5 km (18.95 mi) to Shanghai Pudong International Airport. The Transrapid system has not yet been deployed on a long-distance intercity line.
The system was developed and marketed by Siemens and ThyssenKrupp, as well as other, mostly German companies.
In 2006, a Transrapid train collided with a maintenance vehicle on the German test track, leading to 23 fatalities.
In 2011, the Emsland test track closed down when its operating license expired. In early 2012, demolition and reconversion of the entire Emsland site including the factory was approved, but has been delayed until late 2023 because of concepts for usage as a Hyperloop test track or a maglev track for the Chinese CRRC Maglev.[3][4]
Technology
[edit]
See also: Maglev § Technology
Levitation
[edit]
The super-speed Transrapid maglev system has no wheels, no axles, no gear transmissions, no steel rails, and no overhead electrical pantographs. The maglev vehicles do not roll on wheels; rather, they hover above the track guideway, using the attractive magnetic force between two linear arrays of electromagnetic coils—one side of the coil on the vehicle, the other side in the track guideway, which function together as a magnetic dipole. During levitation and travelling operation, the Transrapid maglev vehicle floats on a frictionless magnetic cushion with no mechanical contact whatsoever with the track guideway. On-board vehicle electronic systems measure the dipole gap distance 100,000 times per second to guarantee the clearance between the coils attached to the underside of the guideway and the magnetic portion of the vehicle wrapped around the guideway edges. With this precise, constantly updated electronic control, the dipole gap remains nominally constant at 10 millimetres (0.39 in). When levitated, the maglev vehicle has about 15 centimetres (5.9 in) of clearance above the guideway surface.
The Transrapid maglev vehicle requires less power to hover than it needs to run its on-board air conditioning equipment.
In Transrapid vehicle versions TR08 and earlier, when travelling at speeds below 80 kilometres per hour (50 mph), the vehicle levitation system and all on-board vehicle electronics were supplied with power through physical connections to the track guideway. At vehicle speeds above 80 kilometres per hour (50 mph), all on-board power was supplied by recovered harmonic oscillation of the magnetic fields created from the track's linear stator. (Since these oscillations are parasitic, they cannot be used for vehicle propulsion). A new energy transmission system, version TR09, has since been developed for Transrapid, in which maglev vehicles now require no physical contact with the track guideway for their on-board power needs, regardless of the maglev vehicle speed. This feature helps to reduce on-going maintenance and operational costs.
In case of power failure of the track's propulsion system, the maglev vehicle can use on-board backup batteries to temporarily power the vehicle's levitation system.
Propulsion
[edit]
The Transrapid maglev system uses a synchronous longstator linear motor for both propulsion and braking. It works like a rotating electric motor whose stator is "unrolled" along the underside of the guideway; instead of producing torque (rotation) it produces a linear force along its length. The electromagnets in the maglev vehicle which lift it also work as the equivalent of the excitation portion (rotor) of this linear electric motor. Since the magnetic travelling field works in only one direction, if there were to be several maglev trains on a given track section, they would all travel in the same direction thereby reducing the possibility of collision between moving trains.
Energy requirements
[edit]
The normal energy consumption of the Transrapid is approximately 50 to 100 kilowatts (67 to 134 hp) per section for levitation and travel, and vehicle control. The drag coefficient of the Transrapid is about 0.26. The aerodynamic drag of the vehicle, which has a frontal cross section of 16 m2 (172 sq ft),[citation needed] requires a power consumption, at 400 km/h (249 mph) or 111 m/s (364 ft/s) cruising speed, given by the following formula:
P = c w ⋅ A F r o n t ⋅ v 3 ⋅ ( density of surrounding air ) / 2 {\displaystyle P=c_{w}\cdot A_{\rm {Front}}\cdot v^{3}\cdot ({\mbox{density of surrounding air}})/2}
P = 0 . 26 ⋅ 16 m 2 ⋅ ( 111 m / s ) 3 ⋅ 1 . 24 k g / m 3 / 2 P = 3 . 53 ⋅ 10 6 k g ⋅ m 2 / s 3 = 3 . 53 ⋅ 10 6 N ⋅ m / s = 3 . 53 M W {\displaystyle {\begin{matrix}P&=&0{.}26\cdot 16\,\mathrm {m} ^{2}\cdot (111\,\mathrm {m} /\mathrm {s} )^{3}\cdot 1{.}24\,\mathrm {kg} /\mathrm {m} ^{3}/2\\P&=&3{.}53\cdot 10^{6}\,\mathrm {kg} \cdot \mathrm {m} ^{2}/\mathrm {s} ^{3}=3{.}53\cdot 10^{6}\,\mathrm {N} \cdot \mathrm {m} /\mathrm {s} =3{.}53\,\mathrm {MW} \end{matrix}}}
Power consumption compares favourably with other high-speed rail systems. With an efficiency of 0.85, the power required is about 4.2 MW. Energy consumption for levitation and guidance purposes equates to approximately 1.7 kW/t. As the propulsion system is also capable of functioning in reverse, energy is transferred back into the electrical grid during braking. An exception to this is when an emergency stop is performed using the emergency landing skids beneath the vehicle, although this method of bringing the vehicle to a stop is intended only as a last resort should it be impossible or undesirable to keep the vehicle levitating on back-up power to a natural halt.
Market segment and historical parallels
[edit]
Compared to classical railway lines, Transrapid allows higher speeds and gradients with less weathering and lower energy consumption and maintenance needs. The Transrapid track is more flexible, and more easily adapted to specific geographical circumstances than a classical train system. Cargo is restricted to a maximum payload of 15 tonnes (14.8 long tons; 16.5 short tons) per car. Transrapid allows maximum speeds of 550 km/h (342 mph), placing it between conventional high speed trains (200–320 km/h or 124–199 mph) and air traffic (720–990 km/h or 447–615 mph). The magnetic field generator, an important part of the engine being a part of the track, limits the system capacity.
From a competition standpoint, the Transrapid is a proprietary solution. The track being a part of the engine, only the single-source Transrapid vehicles and infrastructure can be operated. There is no multisourcing foreseen concerning vehicles or the highly complicated crossings and switches. Unlike classical railways or other infrastructure networks, as jointly administrated by the Federal Network Agency (Bundesnetzagentur) in Germany, a Transrapid system does not allow any direct competition.
Ecological impact
[edit]
The Transrapid is an electrically driven, clean, high-speed, high-capacity[citation needed] means of transport able to build up point-to-point passenger connections in geographically challenged surroundings. This has to be set in comparison with the impact on heritage and or landscape protection areas (compare Waldschlösschen Bridge). Any impact of emissions has to take into account the source of electrical energy. The reduced expense, noise and vibration of a people-only Transrapid system versus a cargo train track is not directly comparable. The reuse of existing tracks and the interfacing with existing networks is limited. The Transrapid indirectly competes for resources, space and tracks in urban and city surroundings with classical urban transport systems and high speed trains.
Comparative costs
[edit]
Track construction cost
[edit]
The fully elevated Shanghai Maglev was built at a cost of US$1.33 billion over a length of 30.5 kilometres (19.0 mi) including trains and stations. Thus the cost per km for dual track was US$43.6 million, including trains and stations. This was the first commercial use of the technology. Since then conventional fast rail track has been mass-produced in China for between US$4.6 and US$30.8 million per kilometer, mostly in rural areas. (See High-speed rail in China).
In 2008 Transrapid Australia quoted the Victoria State Government A$34 million per kilometer for dual track.[5] This assumed 50% of the track was at grade and 50% was elevated. In comparison, the 47 kilometres (29 mi) Regional Rail Link built in Victoria cost around A$5 billion, or A$105 million per kilometer, including two stations.
From the above it is not possible to say whether Transrapid or conventional fast rail track would be cheaper for a particular application.
The higher operating speed of the maglev system will result in more passengers being delivered over the same distance in a set time. The ability of the Transrapid system to handle tighter turns and steeper gradients could heavily influence a cost comparison for a particular project.
Train purchase cost
[edit]
In 2008, Transrapid Australia quoted the Victorian State Government between A$16.5 million (commuter) and A$20 million (luxury) per trains section or carriage.[5] Due to the 3.7 m (12 ft 2 in) width of the Transrapid carriages they have a floor area of about 92 square meters (990 square feet). This works out at between A$179,000 and A$217,000 per square meter.
In comparison, InterCityExpress which are also built by Siemens cost about A$6 million per carriage. Due to the 2.9 m (9 ft 6 in) width of the ICE carriages they have a floor area of about 72 square meters (775 square feet). This works out at about A$83,000 per square meter.
This shows Transrapid train sets are likely to cost over twice as much as ICE 3 conventional fast rail train sets at this time. However, each Transrapid train set is more than twice as efficient due to their faster operating speed and acceleration according to UK Ultraspeed. In their case study only 44% as many Transrapid train sets are needed to deliver the same number of passengers as conventional high-speed trains.
Operational cost
[edit]
Transrapid claims their system has very low maintenance costs compared to conventional high speed rail systems due to the non-contact nature of their system.[6]
Implementations
[edit]
China
[edit]
Main article: Shanghai Maglev Train
The only commercial implementation so far was in 2000, when the Chinese government ordered a Transrapid track to be built connecting Shanghai to its Pudong International Airport. It was inaugurated in 2002 and regular daily trips started in March 2004. The travel speed is 431 km/h (268 mph), which the Maglev train maintains for 50 seconds as the short, 30.5 km (18.95 mi) track only allows the cruising speed to be maintained for a short time before deceleration must begin. The average number of riders per day (14 hours of operation) is about 7,500, while the maximum seating capacity per train is 440. A second class ticket price of about 50 RMB (renminbi) (about 6 euro) is four times the price of the airport bus and ten times more expensive than a comparable underground ticket.
The project was sponsored by the German Hermes loans with DM 200 million. The total cost is believed to be $1.33 billion.
Main article: Shanghai maglev train § Extensions
A planned extension of the line to Shanghai Hongqiao Airport (35 km or 22 mi) and onward to the city of Hangzhou (175 km or 109 mi) has been repeatedly delayed. Originally planned to be ready for Expo 2010, final approval was granted on 18 August 2008, and construction was scheduled to start in 2010 for completion in 2014.[7] However the plan was cancelled, possibly due to the building of the high speed Shanghai–Hangzhou Passenger Railway.[8]
Germany
[edit]
Main article: Emsland test facility
The Emsland test facility was the only Transrapid track in Germany.[citation needed] It has been deactivated, and is scheduled to be disassembled. Nevertheless, there are plans to either use it as a test facility for the CRRC 600 or to reconstruct it in order to serve as a Hyperloop track.[9][10]
Proposed systems
[edit]
Iran
[edit]
In 2007, Iran and a German company reached an agreement on using maglev trains to link the cities of Tehran and Mashhad. The agreement was signed at the Mashhad International Fair site between Iranian Ministry of Roads and Transportation and the German company.[citation needed] Munich-based Schlegel Consulting Engineers said they had signed the contract with the Iranian ministry of transport and the governor of Mashad. "We have been mandated to lead a German consortium in this project," a spokesman said. "We are in a preparatory phase." The next step will be to assemble a consortium, a process that is expected to take place "in the coming months," the spokesman said. The project could be worth between 10 billion and 12 billion euros, the Schlegel spokesman said. Siemens and ThyssenKrupp, the developers of a high-speed maglev train, called the Transrapid, both said they were unaware of the proposal. The Schlegel spokesman said Siemens and ThyssenKrupp were currently "not involved" in the consortium.[11]
Switzerland
[edit]
SwissRapide AG in co-operation with the SwissRapide Consortium is developing and promoting an above-ground magnetic levitation (Maglev) monorail system, based on the Transrapid technology. The first projects planned are the lines Bern–Zürich, Lausanne–Geneva as well as Zürich–Winterthur.[12][13]
United States
[edit]
Colorado I-70
[edit]
Transrapid is one of a number of companies seeking to build a 120 mi (190 km) high speed transit system parallel to the I-70 Interstate in the US state of Colorado.[14] Submissions put forward say that maglev offers significantly better performance than rail given the harsh climate and terrain. No technology has been preferred as of November 2013, though construction slated to begin in 2020.[15]
Los Angeles to Las Vegas
[edit]
Main article: California–Nevada Interstate Maglev
The California–Nevada Interstate Maglev project is a proposed 269 mi (433 km) line from Las Vegas, Nevada to Anaheim, California. One segment would run from Las Vegas to Primm, Nevada, with proposed service to the Las Vegas area's forthcoming Ivanpah Valley Airport. The top speed would be 310 mph (500 km/h). In August 2014 the backers of the scheme were seeking to revive interest in it.[16][17]
Other
[edit]
There have been several other evaluations conducted in the US including Washington DC to Baltimore, Chattanooga to Atlanta and Pittsburgh to Philadelphia.[18] So far no project has started construction. See list of maglev train proposals in the United States.
Canary Islands
[edit]
A two line, 120-kilometers (75-mile) long system has been proposed for the island of Tenerife, which is visited by five million tourists per year. It would connect the island capital Santa Cruz in the north with Costa Adeje in the south and Los Realejos in the northwest with a maximum speed of 270 km/h (169 mph). The estimated cost is €3 billion. Transrapid has advantages over a conventional rail plans which would require 35% of its route in tunnels because of the steep terrain on the island.[19][20]
Rejected systems
[edit]
Germany
[edit]
High-speed competition
[edit]
The Transrapid originated as one of several competing concepts for new land-based high-speed public transportation developed in Germany. In this competition, the Transrapid primarily competed with the InterCityExpress (ICE), a high-speed rail system based on "traditional" railway technology. The ICE “won” in that it was adopted nationwide in Germany, however Transrapid development continued. A number of studies for possible Transrapid lines were conducted after the ICE had entered service, including a long-distance line from Hamburg to Berlin.
Munich link
[edit]
The most recent German Transrapid line project, and the one that came closest to being built, having previously been approved, was an airport connection track from Munich Central Station to Munich Airport, a 40-kilometre (25 mi) project. The connection between the train station and airport was close to being built, but was cancelled on 27 March 2008 by the German government, due to a massive overrun in costs. Prior to the cancellation, the governing party, the Christian Social Union of Bavaria (CSU), faced internal and local resistance, in particular from communities along the proposed route. The CSU had planned to position Transrapid as an example of future technology and innovation in Bavaria. German federal transport minister Wolfgang Tiefensee announced the decision after a crisis meeting in Berlin at which industry representatives reportedly revealed that costs had risen from €1.85 billion to well over €3 billion ($4.7 billion).[21] This rise in projected costs, however was mostly due to the cost estimates of the construction of the tunnel and related civil engineering after the designated operator Deutsche Bahn AG shifted most of the risk-sharing towards its subcontractors - and not due to the cost of the maglev technology.[original research?]
United Kingdom
[edit]
The Transrapid was rejected in 2007[22][23] by the UK government for a maglev link called UK Ultraspeed between London and Glasgow, via Birmingham, Liverpool/Manchester, Leeds, Teesside, Newcastle and Edinburgh.[22]
Incidents
[edit]
September 2006 accident
[edit]
Main article: Lathen train collision
On 22 September 2006, a Transrapid train collided with a maintenance vehicle at 170 km/h (106 mph) on the test track in Lathen, Germany. The maintenance vehicle destroyed the first section of the train, then lifted off the track to complete two full rotations before landing in a pile of pre-exploded debris. This was the first major accident involving a Transrapid train. The news media reported 23 fatalities and that several people were severely injured, these being the first fatalities on any maglev.[24] The accident was caused by human error with the first train being allowed to leave the station before the maintenance vehicle had moved off the track. This situation could be avoided in a production environment by installing an automatic collision avoidance system.
SMT fire accident
[edit]
On 11 August 2006, a Transrapid train running on the Shanghai Maglev Line caught fire. The fire was quickly put out by Shanghai's firefighters. It was reported that the vehicle's on-board batteries may have caused the fire.
Alleged theft of Transrapid technology
[edit]
In April 2006, new announcements by Chinese officials planning to cut maglev rail costs by a third stirred some strong comments by various German officials and more diplomatic statements of concern from Transrapid officials. Deutsche Welle reported that the China Daily had quoted the State Council encouraging engineers to "learn and absorb foreign advanced technologies while making further innovations." The Chinese deny any technology plagiarism. The China Aviation Industry Corporation has said the new Chinese "Zhui Feng" magnetic train is not dependent on foreign technology. It is much lighter than the Transrapid product, the company said, and features a much more advanced design.[25]
Development history and versions
[edit]
Date Train Location Present location Comments Top speed (km/h) 1969 / 1970 ? Transrapid 01 Munich Deutsches Museum, Munich By Krauss-Maffei. Indoor benchtop model. Only 600 mm long track. 6 May 1971 MBB Prinzipfahrzeug MBB's Ottobrunn factory (near Munich), Germany Freilassing Locomotive World By MBB. First passenger-carrying principle vehicle. 660 m test track. Prinzipfahrzeug=principle [demonstrator] vehicle. 90 (1971) 6 October 1971 Transrapid 02 Krauss-Maffei's plant in Munich - Allach, Germany Krauss-Maffei, Munich By Krauss-Maffei. 930 m test track which included one curve. Displayed at Paris Expo from 4 June to 9 June 1973. 164 (October 1971) 16 August 1972 Transrapid 03 Munich Scrapped By Krauss-Maffei. Air-cushion vehicle (ACV or hovercraft) propelled by a linear motor. The system was abandoned in 1973 due to the too high noise generation and the too large consumption. Attempts in France (Aérotrain) and in the USA ([1]) led in the following years to similar decisions. 930 m test track. 140 (September 1972) 1972 / 1974 ? Erlangener Erprobungsträger (EET 01) Southern edge of Erlangen (near Nuremberg), Germany ? By Siemens and others. Electrodynamic suspension (EDS) (like JR-Maglev). Unmanned. 880 m circular track. Erlangener Erprobungsträger=Erlangen test carrier. 160 / 230 (1974) ? 20 December 1973 Transrapid 04 Munich - Allach, Germany Technik Museum Speyer By Krauss-Maffei. 250 (end 1973), 253.2 (21 November 1977) 1974 / January 1975 ? Komponentenmeßträger (KOMET) Manching, Germany near Lathen in a barn By MBB. Unmanned. 1300 m track. 401.3 (1974) 1975 HMB1 Thyssen Henschel in Kassel, Germany ? By Thyssen Henschel. First functional longstator vehicle. 100 m guideway. Unmanned. 1976 HMB2 Thyssen Henschel in Kassel, Germany Technik-Museum, Kassel By Thyssen Henschel. World's first passenger-carrying, longstator vehicle. 100 m guide-way. 36 (or 40 ?) 17 May 1979 Transrapid 05 International Transportation Exhibition (IVA 79) in Hamburg. Reassembled in Kassel in 1980. Technik-Museum, Kassel 908 m track. 75 June 1983 Transrapid 06 Transrapid Versuchsanlage Emsland (TVE), Germany A part is in Deutsches Museum at Bonn, other part in Lathen Presented to public in Munich on 13 March 1983. 31.5 km track. 302 (1984), 355 (1985), 392 (1987), 406 (1987), 412.6 (January 1988) 1988 Transrapid 07 Transrapid Versuchsanlage Emsland (TVE), Germany A part is at Max Bögl KG Sengenthal, other part in Lathen Presented to public at the International Transportation Exhibition (IVA 88) in Hamburg. 436 (15 December 1989),[26] 450 (17 June 1993) August 1999 Transrapid 08 Transrapid Versuchsanlage Emsland (TVE), Germany One ending section destroyed 22 September 2006 in accident, remaining middle and ending section are stored in Lathen 2002 Transrapid SMT Shanghai Maglev Train, China Shanghai, China slightly modified version of the Transrapid 08 501,5 (12 November 2003) 2007 Transrapid 09 Transrapid Versuchsanlage Emsland (TVE), Germany Kemper Factory in Nortrup Offered for sale in October 2016[27][28] Five years after the shutdown of the Transrapid pilot plant Emsland in 2011, the Kemper family, the owners of H. Kemper GmbH & Co. KG, purchased the Transrapid 09 for €200,001. In September 2017, it was erected on the company premises in Nortrup. The three sections of the train is then used as conference and exhibition space for the history of the Transrapid. Hermann Kemper, the inventor of the maglev train, came from the same family as the owners of the sausage and meat products manufacturer Kemper.
See also
[edit]
Trains portal
Land speed record for railed vehicles
References
[edit]
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2022-01-14T00:00:00
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The end of the Transrapid also seemed to have buried the concept of maglev. It could be revived by the Bögl transport system.
|
en
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https://www.polis-mobility.com/resurrection-of-the-maglev.php
|
After a series of planning and marketing mishaps and a devastating accident on the test track in German Emsland, the Transrapid no longer plays a role in the Federal Republic's transportation planning. In mass transit, however, the concept of the maglev train is experiencing a renaissance, above all thanks to the Bavarian construction company Max Bögl, which also played a key role in the development of the Transrapid. With the Transport System Bögl (TSB), the idea is about to be revived, but resembles its fast-paced predecessor in only a few respects.
Unlike the Transrapid, where the drive was anchored in the guideway and the vehicle encompassed it, the TSB's drive is integrated into the train itself and is framed by the guideway. The train's undercarriage is equipped with magnets that hold it to a steel rail mounted in the ground. Before takeoff, the vehicle rises and enters a hovering state to glide along the rail with the help of the so-called asynchronous short stator linear drive. Due to the lack of contact with the ground, no driving noise is generated - unlike in conventional train operation.
According to the manufacturer, the TSB is made up of two to six vehicle sections, depending on requirements, and can thus respond flexibly to passenger volumes. A train has a length of 12 meters and a width of 2.85 meters, with an unladen weight of 18 tons. This makes the maglev train far less massive than a conventional tram or commuter train. Nevertheless, one section of the vehicle holds 127 passengers, about half as many as Bombardier's Flexity Swift, a streetcar model used in many cities around the planet, which requires three times the car length for this capacity. The TSB therefore transports fewer passengers per car, but the flexible coupling of up to five additional compartments can easily compensate.
Although autonomous and silent operation are already future-relevant factors, it is above all the flexibility of the system that can revolutionize urban mobility in the long term. Adapting a rail-guided transport system such as the streetcar to the fluctuating mobility needs in urban areas involves a great deal of planning, and human resources are also a crucial factor. The autonomous system makes the TSB efficient, highly adaptive, and consumes a smaller amount of energy per passenger. Furthermore, the timing - in addition to vehicle availability - depends on demand; according to the manufacturer, intervals of 80 seconds are realistic. Thanks to its lightweight design and the distribution of weight over the entire length of the car, the TSB can be implemented flexibly, as fewer precautions have to be taken than with conventional rail lines. This not only saves space, but also time and financial resources.
While a number of maglev trains are already in operation in Asia in particular, albeit geared to long-distance transport, the TSB has been undergoing testing on a 3.5 km line in Chengdu, China, since the end of 2019. In addition, operation is being verified on a test track in Sengenthal, Bavaria, the place where the trains are produced by the Max Bögl company. In 2020, a milestone was reached with the award of a feasibility study for the operation of the TSB at Munich Airport. There, the maglev train is to connect the terminals and the new Labcampus technology park in the future.
Max Bögl is currently in the starting blocks with the commercialization of the TSB. In late summer 2020, the German Federal Railway Authority (EBA) gave the go-ahead for the project, which means that all safety standards have been met and there are no concerns for operation. The EBA's approval is an important step toward gradually moving away from test operations and firmly anchoring the maglev train in the transportation system. So the omens are good; the coming months will hold further insights into the future of the TSB..
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https://news.lockheedmartin.com/2000-10-03-Lockheed-Martin-Teams-With-Transrapid-International-to-Develop-High-Speed-Maglev-Train-Projects-in-U-S
|
en
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Lockheed Martin Teams With Transrapid International to Develop High-Speed, Maglev Train Projects in U.S.
|
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2000-10-03T00:00:00
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Lockheed Martin and Transrapid International-USA (TRI) have teamed to apply magnetic levitation (maglev) technology to high-speed ground transportation in the U.S. The two companies have signed an...
|
https://www.lockheedmartin.com/favicon.ico
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Media - Lockheed Martin
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https://news.lockheedmartin.com/2000-10-03-Lockheed-Martin-Teams-With-Transrapid-International-to-Develop-High-Speed-Maglev-Train-Projects-in-U-S
|
Lockheed Martin and Transrapid International-USA (TRI) have teamed to apply magnetic levitation (maglev) technology to high-speed ground transportation in the U.S.
The two companies have signed an agreement to pursue maglev opportunities, including a project to build a federally supported, high-speed maglev line in a heavily traveled U.S. corridor.
Maglev technology is seen as a safe and efficient high-speed transportation option, especially suited to rapidly move passengers in heavily traveled inter-city corridors, and expected to provide relief from traffic congestion in densely populated areas.
TRI's maglev system, under development for more than 20 years, operates on a 20-mile test track in Germany. The Transrapid technology, now in its eighth generation design, has safely carried more than 250,000 people at the test facility. It has been named as the technology of choice by six of the seven jurisdictions vying for a U.S. government grant to build a maglev system.
Lockheed Martin Mission Systems will supplement Trio's technology to ensure the "Americanization" of the technology, certification to U.S. standards, and satisfaction of project performance goals. Maglev high-speed travel will require a sophisticated command, control and communication system, an area of Mission Systems expertise.
The Federal Railroad Administration has given grants to seven states and authorities to help fund engineering and environmental studies to determine the feasibility of deploying a maglev project. The seven contenders have submitted bids for $950 million in federal funds in a national competition to build and deploy a single maglev project. Design and construction phase of the selected project should begin in 2002, according to the U.S. Department of Transportation schedule.
According to DoT, these are the seven Maglev Deployment Program corridor projects under consideration:
* A 40-mile long project that would link downtown Baltimore and the Baltimore-Washington, D.C. airport with the nation's capital. Future connections include Philadelphia, New York City and Boston, to the North, and Richmond, Va., Raleigh and Charlotte, N.C., to the South; * The first 40 miles of a 110-mile project linking Atlanta to Chattanooga, Tenn; * A 42-mile project linking Las Vegas to Primm, Nev., with future developments to Oakland, Calif.; * A 45-mile project linking Pittsburgh Airport to Pittsburgh and its eastern suburbs. Future plans include routes to Harrisburg, Penn., and Philadelphia; * A 75-mile system connecting Los Angeles International Airport to Union Station, to downtown Los Angeles and then to Ontario Airport, and into Riverside County; * A 40-mile project linking New Orleans Union Passenger Terminal to the airport and across Lake Pontchartrain to the Northern suburbs; * A 20-mile project in Florida linking Port Canaveral to the Kennedy Space Center and Titusville Space Coast Regional Airport.
In signing the teaming agreements, Terry Drabant, President of Lockheed Martin Mission Systems said, "We clearly believe that now is the time to apply this innovative maglev technology to solve growing problems associated with traffic congestion. As a nation, we have to be creative in how we will move more people and goods in the future with less environmental impact. The U.S. government has made the right decision to address this issue now, and is to be applauded for having made the funds necessary to begin applying this technology to solving U.S. transportation needs. We're excited to be on the leading edge of this important improvement to the American transportation future."
Chris Brady, President of Transrapid International-USA, added, "With medium to long inter-city corridors, the U.S. is the ideal market for the super speed Transrapid technology -- in that 40-to-300 mile niche between the local, short distance commute by auto and transit, and long distance air travel. We are pleased to be working with Lockheed Martin to bring the benefits of the Transrapid maglev technology to the U.S."
The agreement also calls for Lockheed Martin and TRI-USA to jointly market the maglev transportation system for application in markets across the U.S.
Transrapid International-USA is a subsidiary of Transrapid International GmBH & Co. KG (TRI), Berlin, Germany, a joint venture of Adtrans, Siemans and ThyssenKrupp.
A leader in mission critical systems integration and information operations, Lockheed Martin Mission Systems serves customers including U.S. and international defense and civil government agencies. Mission Systems employs approximately 2,600 at facilities in Gaithersburg, Colorado Springs, Colo., and Santa Maria, Calif., and is a business unit of Lockheed Martin Corporation.
Headquartered in Bethesda, Md., Lockheed Martin is a global enterprise principally engaged in the research, design, development, manufacture and integration of advanced-technology systems, products and services. The Corporation's core businesses are systems integration, space, aeronautics, and technology services.
For additional information, visit the website: http://www.lockheedmartin.com/
To learn more about Lockheed Martin Mission Systems, visit the website: http://www.lmco.com/missionsystems
SOURCE: Lockheed Martin Mission Systems
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https://dewesoft.com/blog/testing-worlds-fastest-train
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Testing the World's Fastest Train
|
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2023-12-27T00:25:06+00:00
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A rigorous testing process ensured that the world's fastest train, the Shanghai Transrapid, would meet all required safety standards. Learn how!
|
en
|
Data Acquisition | Test and Measurement Solutions
|
https://dewesoft.com/blog/testing-worlds-fastest-train
|
The Shanghai Maglev Train, also known as the Shanghai Transrapid, is a maglev (magnetic levitation) train. It was developed in Germany for use in China by Transrapid International. It’s a joint venture of Siemens and ThyssenKrupp, two top German engineering companies. There are faster trains in development, but as of this writing, with a top operating speed of 431 km/h (268 mph), Shanghai Transrapid is currently the fastest commercially operated train in the world.
From a standstill, it takes only four minutes for Shanghai Transrapid to reach its top speed. It was designed to connect the Shanghai Pudong Airport with the Longyang Road interchange station, 30.5 km (18.9 miles) away. Amazingly, it covers this distance in about eight minutes.
Shanghai Transrapid basic facts
Type: Transrapid SMT (based on the German TR 08)
Trains in service: 3
Cars/wagons per train: 6
Total length: 153.6 m (504 ft.)
Width: 3.7 m (12.14 ft.)
Height: 4.2 m (13.78 ft.)
Max. authorized speed: 505 km/h (314 mph)
Passenger capacity: 574 (End section - ES - 1st class: 56; Midsection - MS - 2nd class: 110; End section - ES - 2nd class: 78)
What are the fastest trains on Earth?
Passengers can ride commercially on these high-speed rail demons in Asia, Europe, the Middle East, and northern Africa:
How does magnetic levitation work?
Shanghai uses Electromagnetic Suspension (EMS) for levitation and propulsion. EMS uses the attractive force between electromagnets on the vehicle and a conductive track on the guideway to levitate the train and maintain a constant gap while travelling at high speed.
The train is equipped with powerful electromagnets. When an electric current is passed through these magnets, it generates a magnetic field. The guideway contains a conductive material that interacts with the magnetic field of the electromagnets on the vehicle.
The interaction between the magnetic field of the electromagnets and the conductive track creates an attractive force, lifting the vehicle above the track. The vehicle's height above the track can be controlled by adjusting the amount of current passing through the electromagnets. The height is usually about 1 cm (~0.39 inches).
There is another type of suspension called Electrodynamic Suspension (EDS), which uses the repulsive force between magnets on the vehicle and magnets on the guideway to achieve levitation. EDS requires super-cooled, superconducting electromagnets. These electromagnets are more expensive to make and maintain than the ones used in EMS systems, but they can continue to conduct electricity even after a power loss. Japan’s maglev trains are based on EDS.
To compare, EMS relies on the attractive force between electromagnets and a conductive track, while EDS uses the repulsive force between permanent magnets to achieve magnetic levitation. Early in the development process, EMS was chosen for the Shanghai Maglev train.
EMS Maglev trains levitate thanks to electromagnets of similar poles fitted under the train and on the bottom of the T-shape guideway that the train floats above. The magnets repel each other, thus creating a gap between them and allowing the train to stay suspended. about 1 cm (~0.4 in.) above the guideway and keeps the train levitated even when it's not moving. Additional magnets located throughout the train help to keep it stable during travel.
Maglev trains have fewer moving parts than conventional wheeled trains, which means less noise and maintenance, but they require that new guideways (tracks) be built, which is a considerable expense. According to Wikipedia, the Shanghai Maglev trains, elevated guideways, and stations cost $1.33 billion. From end to end the system is 30.5 kilometres (19.0 miles), resulting in a cost of $43.6 million per kilometre.
A video showing the Shanghai Maglev train starting at the station
Do Maglev trains have wheels?
EMS Maglev trains have small auxiliary wheels that allow the train to move along the guideway when it is unpowered, but the train does not roll on them during normal operation.
However, EDS maglev trains like the ones in Japan levitate higher above the guideway than EMS trains. EDS trains roll on these wheels until the superconducting magnets on the bogies begin to interact with the guideway’s magnets. When an EDS maglev train reaches 150 kph (93 mph), the magnetic field lifts the train 10 cm (~4 in.) above the guideway, and the wheels are no longer in contact with the guideway.
Once there is no more physical contact, speed can be increased dramatically. When an EDS train’s speed decreases, the body is lowered until the wheels make contact again and the train rolls on them as it slows and comes to a stop.
In addition, some maglev trains are designed to deploy these auxiliary wheels as a mechanical braking system to augment the magnetic system if needed.
The Shanghai Maglev project
Shanghai Transrapid began routine operations in late 2003. However, it took years of development and testing to reach this milestone.
The German engineering companies Siemens and ThyssenKrupp formed a joint venture in the 1970s called Transrapid. They built a series of maglev trains over the years, which were used around the world, but they were not typically high-speed trains.
The government of China hired Transrapid to develop a high-speed maglev to connect the Shanghai Pudong Airport with the Longyang Road Station and thus born the Shanghai Transrapid high-speed line. Transrapid was also in charge of system integration and testing, ensuring that the train’s systems and subsystems worked seamlessly together. The Transrapid 08-type maglev trains were built in Germany.
Building the guideway
Based on German and Chinese technology, a dedicated elevated guideway was designed and built in Shanghai. The guideway provides the magnetic levitation and propulsion required by the train. The guideway requires steel with low magnetic permeability, otherwise, it may create energy-draining eddy currents.
In addition to the electrical concerns, the guideway had to be built to precise dimensional specifications. The line itself is operated by SMTD Shanghai Maglev Transportation Development Co., Ltd.
18 guideway sections were built in the Chinese city of Kassel, as well as 124,000 stators to be mounted on the guideway. ThyssenKrupp Transrapid built the motor windings that were installed within the stators.
Eight flexible steel girders for the switches were manufactured and fitted out by Krupp Stahlbau Hannover. Switch control units and motor windings were outsourced. The guideway, comprised of girders, substructures, and foundations, was built by the Chinese, with the consultation of the German guideway consortium. Everything was installed in Shanghai by Chinese personnel working under the guidance of Transrapid.
Testing the world's fastest commercial train
Shanghai Transrapid was tested extensively before it was put into service with paying passengers. The testing program included both laboratory and on-track testing.
Wind tunnel testing
Aerodynamics is a critical area of study for every vehicle, from cars and trucks to aircraft, spacecraft, and trains. Shanghai Transrapid was tested in a wind tunnel to measure its drag and lift coefficients, as well as the effect of crosswinds.
The List of Wind Tunnel Testing FacilitiesAn up-to-date interactive list of different types of wind tunnel testing facilities for vehicle, aircraft, spacecraft, and structural testing.
Noise and vibration tests
As with any vehicle, tests were performed to measure and mitigate unpleasant noise and vibrations generated by the train during operation. Vibrations are also important to evaluate to ensure that the structure’s natural frequencies are not excited to the point of causing mechanical failures.
There are two related and yet fundamentally different testing methodologies used:
NVH (noise, vibration, and harshness) testing and
modal analysis.
NVH TestingNVH Testing (Noise, Vibration, and Harshness)
Structural DynamicsStructural Dynamics Analysis and Testing
Emergency simulations
Comprehensive safety testing involves simulating various scenarios to evaluate the responsiveness of safety features. Crash tests and emergency simulations are conducted to ascertain the train's behavior under extreme conditions, ensuring that safety measures are effective in protecting passengers and minimizing risks.
Integration testing
The seamless integration of various subsystems and components is crucial for the overall functionality of every kind of train. Integration tests were conducted to verify that all systems worked cohesively. During this process, compatibility or functional problems are identified and corrected.
Environmental testing
Shanghai Transrapid operates primarily outdoors, in all kinds of weather and temperatures. The train cars were subjected to extreme temperature and environmental testing to ensure their resilience and longevity. This included evaluating resistance to weather conditions and wear caused by environmental elements as well as the HVAC system’s ability to provide a comfortable environment for the passengers.
Dynamic tests
Following a series of low-speed tests, high-speed tests were conducted on the same guideway to assess Shanghai Transrapid’s overall performance at typical operating speeds. Of particular interest were acceleration and deceleration. How fast could she reach her top cruising speed, and how fast could she safely decelerate and come to a stop?
Efficient propulsion and reliable braking are critical components of the functionality of every train, especially very fast ones. Tests focus on evaluating the propulsion system's acceleration, deceleration, and overall efficiency.
A train’s ability to increase and decrease speed under a wide range of passenger loads and operating conditions must be tested against the engineering models created during the design phase and according to the operational specifications of the governing authority. Acceleration and vibration are measured using accelerometers, displayed in real-time during testing, and stored digitally for offline analysis.
During testing, the Shanghai Transrapid was pushed to 501 kph (311 MPH) to evaluate its performance during extreme speed conditions. Speed data could be obtained from the train itself, as well as via external sensors. These measurements provided critical information about the movements of the train under all conditions.
Dynamic operating tests were performed to evaluate how Shanghai Transrapid would handle curves in the tracks, uneven tracks, or even unexpected changes in the track’s magnetic field. Test runs were conducted on the guideway during operation using measuring instruments and sensors to capture these results for online observation as well as deeper off-line analysis
Brake tests are an integral part of dynamic tests. The full range of emergency braking tests was performed to ensure that Shanghai Transrapid would handle both normal operation braking as well as emergency braking events. The ability of rail vehicles to remain stable during emergency situations is important for obvious reasons.
Brake Testing
Brake Noise Testing
Stability tests
One of the fundamental aspects of Maglev technology is its ability to levitate above the guideway and maintain stability on all three axes. Engineers conducted extensive tests to verify that the magnetic levitation system could effectively counteract gravitational and inertial forces, ensuring a smooth and stable ride. System performance was tested under various loads and speeds.
Reliability and endurance tests
The Shanghai Maglev was subjected to extensive reliability, endurance, and structural testing. Simulating long-term operation, the train was run continuously for extended periods during which its critical systems were monitored continuously. Afterwards, critical components were inspected for signs of wear, fatigue, or damage.
When testing trains, ballast is used in the train to simulate the weight of actual human passengers and luggage. This ballast is sometimes in the form of actual crash test dummies like automobile makers use.
However, if testing the effects on human physiology isn’t necessary, simpler and less expensive barrels filled with water are used. This ballast is distributed around the train where the passengers would be. For example, in the USA, the rail industry considers a “standard passenger” to be 175 lbs (79.38 kg).
Tests with passengers
Finally, it was time for test runs with actual passengers. These tests were used to get direct feedback from passengers about their experiences so that any necessary final adjustments could be made.
In today’s typical testing scenarios, comprehensive baselines are created using objective measurements from data acquisition instruments. This is followed by subjective assessments provided by human beings.
The combination of these outputs allows engineers to perform train validation. The goal is always to have safe vehicles which also provide a comfortable experience for the passengers.
Future faster trains
Even faster trains are in development that will move to the top of this list once they are fully operational. Here are just a few of them:
Japan
The Japanese L0 series SC (superconducting) maglev train is planned to run at 500 kph (311 mph). It is expected to start going into service in 2027. During performance testing in 2015, L0 set a world speed record for a train, reaching 603 km/h (375 mph).
Japan’s upcoming Chuo Shinkansen line will connect Tokyo and Nagoya. It will use EDS Maglev (Magnetic Levitation) technology. Travel time between the two cities will be reduced by approximately 50% compared to today’s Tokaido Shinkansen line. The line will be extended eventually to Osaka.
Japan has been at the forefront of maglev technology since the 1970s. Reportedly JR Central is financing the Chuo Shinkansen SC maglev line without the use of any public money.
China
In China, the Qingdao CRCC 600 maglev train has been designed to travel at 600 km/h (373 mph). Its typical operational maximum speed has not been announced, but the train is expected to begin entering service in 2025.
Qingdao was developed by CRRC Qingdao Sifang Co in the port city of Qingdao, a subsidiary of China Railway Rolling Stock Corporation headquartered in Beijing, the world's largest rolling stock manufacturer by annual production volume.
China licensed Transrapid technology from the German engineering company ThyssenKrupp. It will be China’s first multicity high-speed maglev train, expected to be faster than even air travel between many cities when considering all aspects of the commute. These trains are either wholly or mostly funded and controlled by the Chinese government.
As of this writing, full-scale high-speed testing of the CRCC 600 is limited by the lack of long guideways to run them on. Guideways of at least 50 km are needed to get the train up to full speed for any length of time.
In the meantime, scientists and engineers are developing complex finite element models to simulate stress, strain, vibration, and load on critical components such as the swing bars. According to a 2022 report in the International Journal of Mechanical System Dynamics, multi-body system simulation (MBS) is being used to evaluate train dynamic performance at 600 kph speeds.
What about the USA?
Due to the United States’ well-known preference for automobile and air travel, it has lagged behind the rest of the world regarding high-speed rail travel. However, the busy “northeast corridor” that spans from Boston through New York City to Washington DC has long been the country’s busiest route and national carrier AMTRAK runs a combination of regular and high-speed passenger trains called Acela.
Acela currently runs up to 241 km/h (150 mph), but only on a fraction of the length of the northeast corridor. This is due to traffic and the limitations of track infrastructure. Amtrak has contracted with Alstom to build a new fleet of cars called Avelia Liberty that will be operated up to 257 km/h (160 mph), scheduled for operation starting in 2024.
A company called Northeast Maglev has bigger aspirations: to build a high-speed maglev system to connect Washington DC to first Baltimore, then to New York City. Traffic in this busy corridor is bad and getting worse every year, so such a system could make a positive impact.
The company reports that the average Washington, DC commuter spends 102 hours/year in traffic, costing each commuter $2,060 per year, adding up to $6.3 billion per year. At 300 mph (482 km/h) the time between the main northeast cities would be reduced to one hour. The project is under development but is still years in the future. Interestingly, JR Central has been in discussions with the Americans about the possibility of providing Shinkashen trains for this line.
Conclusion
The Shanghai Transrapid project was spearheaded by two of the world’s most experienced train manufacturers from Germany in cooperation with their Chinese customers. A rigorous testing process ensured that the train would meet all required safety standards. Combined with finite element modelling, objective physical testing demonstrated the train’s reliability and efficiency before it was officially opened to the public in 2003.
The proof is in an extremely high safety record. In 20 years of operation, there have only been a few safety incidents and no injuries. In 2006 there was an electrical fire in a car as the train was leaving Pudong station. In 2011 there was an equipment failure that caused an operating delay of approximately one hour.
As a result of good engineering, rigorous testing, and ongoing maintenance, Shanghai Transrapid has been a reliable and remarkably safe train.
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Countries With the Fastest Passenger Trains
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As rising fuel prices continue to make air and car travel more expensive, countries around the world are pushing ahead with high-speed rail plans with more travelers turning to trains. CNBC.com has compiled a list of the countries with world's fastest trains based on the highest speeds that trains have reached, measured in miles per hour. So, which countries are on the forefront of rail technology? Find out!
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Photo: John W Banagan | Getty Images
As rising fuel prices continue to make air and car travel more expensive, countries around the world are pushing ahead with high-speed rail plans.
The global rail industry is expected to reach a value of $870 billion in 2012, according to market research firm Datamonitor.
In the U.K., nearly 5 percent more passengers used trains in the first three months of 2011, compared to the same period a year before. The country's rail network experienced a level of traffic unseen since the 1920s, according to the Association of Train Operating Companies.
Train travel is not only cheaper, it's also becoming increasingly faster. Emerging nations such as China and Russia are investing in high-speed bullet trains. Additionally, European nations are launching multibillion-dollar plans to expand and upgrade an already extensive high-speed network.
CNBC.com has compiled a list of the countries with world's fastest trains based on the maximum speed measured in miles per hour (mph). We've included record speeds hit during trial runs on electric and magnetic levitation (Maglev) trains, as well as those of experimental models. The numbers are based on a series of publicly available reports, as well as information from organizations such as the Railway Gazette International and the Center for Asia Pacific Aviation.
So, which countries have the worlds fastest trains? Click ahead to find out.
By: Rajeshni Naidu-Ghelani
(Posted: July 18, 2011)
10. Russia
Photo: Kirill Kudryavtsev | AFP | Getty Images
Train: Siemens Velaro RUS
Top Speed: 175 mph
Capacity: 600 passengers
Russia's fastest high-speed train runs on the Moscow-St. Petersburg line, and made its debut in December 2009. The German-built Velaro RUS trains, also known as the Sapsan, have cut the travel time for the 401-mile route from eight hours to three hours and 45 minutes. The 10-car passenger trains operate at a maximum speed of 155 mph, but hit a speed record of 175 mph during trials in 2009.
The eight high-speed trains are worth nearly $1 billion.
Russia is eager to expand its high-speed rail network ahead of hosting the 2018 FIFA World Cup. The country has invited foreign investors to bid on development contracts for new lines that will link its cities.
9. Taiwan
Photo: Sam Yeh | AFP | Getty Images
Train: THSR 700T
Top Speed: 186 mph
Capacity: 989 passengers
Taiwan's high-speed rail project, which cost a total of $18 billion, is one the world's largest privately funded rail construction plans.
The country's THSR 700T trains have cut travel time from 4.5 hours to 90 minutes on the 214-mile route from the northern capital of Taipei to the southern city of Kaohsiung.
The 30 high-speed trains, which began operations in 2007, are based on the Japanese 700 Series Shinkansen "bullet train" model.
A record 36.9 million passengers rode the trains in 2010, a 14 percent increase from the year before.
The country's high-speed rail system has been making headlines recently after the government said the network might not last more than 10 years because of sinking land caused by the overuse of groundwater. Last month, the government said it would cap deep groundwater wells that threaten the structural base of the high-speed system.
8. South Korea
Photo: Getty Images
Train: KTX-I
Top Speed: 190 mph
Capacity: 965
South Korea's high-speed rail network, known as Korea Train eXpress (KTX), carries more than 100,000 passengers a day on its two lines. In April 2010, a record 178,584 people used the country's high-speed rail network.
After 12 years of construction, the first high-speed line was opened in 2004, slashing travel time from the capital Seoul to the port city of Busan to two hours and 40 minutes, half the time it took previously. The travel time between the two cities was reduced by a further 22 minutes when a second line was opened.
The impact of high-speed rail has been felt by the domestic airline industry, which has seen its capacity shrink by more than 30 percent between 2003 and 2007. Although the introduction of low-cost air carriers in the country has helped demand for air travel grow again, passenger levels are still below what they used to be before high-speed rail was introduced.
7. United Kingdom
Photo: Getty Images
Train: Eurostar 3313/14
Top Speed: 208 mph
Capacity: 750 passengers
The Eurostar has changed the way Western Europeans travel. Since it began operations in 1994, the London-based high-speed rail network connects England with cities in France and Belgium via an underground tunnel in the English Channel, often referred to as the “Chunnel.”
With 27 trains and links to more than 100 destinations across Europe, the network marked its 100 millionth passenger in August 2009. The rail line carries passengers at speeds of up to 186 mph. The Eurostar 3313/14 broke a British rail record set in 1979 by reaching speeds of 208 mph in 2003.
The rail network was recently taken to court by French train-maker Alstom over its decision to give a $600 million contract for 10 new trains to German builder Siemens. However, a U.K. court rejected the application to have the contract suspended. Alstom is the world's second biggest train maker and the supplier of all existing Eurostar trains.
6. Italy
Photo: Giuseppe Cacace | AFP | Getty Images
Train: ETR 500 Frecciarossa
Top Speed: 225 mph
Capacity: 590 passengers
One of the early pioneers of European high-speed rail technology, Italy is home to Europe's first high-speed train line. The Florence-Rome high-speed line made history when more than half of its entire length—the first 86 miles from Rome to Citta della Pieve—opened in 1977. Trains on the track reached a maximum speed of 160 mph.
Since then, the country's high-speed rail network has grown substantially, with high-speed lines reaching as far north as Torino to as far south as Napoli.
The Italian-made ETR 500 is the fastest train series in the country, with its ETR 500 Y1 model hitting speeds of up to 225 mph in 2009 on a trip between Florence and Bologna.
Not everyone is happy with the progress, however. Earlier this month, more than 200 people were injured in a rally against the construction of a planned 36-mile tunnel in the northern Susa valley that would cut three hours off the current seven-hour train journey between Paris and Milan. Protesters say the high-speed line will ruin the area and its construction could release harmful chemicals.
5. Spain
Photo: Robin MacDougall | Getty Images
Train: AVE Class 103
Speed: 251 mph
Capacity: 404 passengers
Spain has the longest high-speed rail network in Europe, with 3,433 miles of tracks. With six high-speed train lines and several under construction, the Spanish government aims to have 90 percent of its population within 31 miles of a high-speed station by 2020.
The country's fastest trains are the AVE series, which is manufactured by several train makers, including Siemens, Alstom and Bombardier. The Siemens-made AVE Class 103 train began commercial service in 2007, and hit a record speed of 251 mph during a test run between Madrid and Zaragoza. The maximum top speed for commercial trains in Spain is limited to 186 mph for passenger safety.
The euro-zone debt crisis and Portugal's austerity plan have halted a major expansion plan, which would have linked Spain's capital Madrid with Lisbon in Portugal. The high-speed train link would have cut travel time between the two cities to two hours and 45 minutes instead of the current nine hours.
4. Germany
Photo: Getty Images
Train: Transrapid TR-07
Speed: 270.3 mph
Capacity: Experimental
Germany is a nation that has been at the forefront of high-speed rail technology. It's home to Siemens, the world's largest manufacturer of high-speed trains.
German companies Siemens and ThyssenKrupp have developed the Transrapid system, high-speed monorail trains operating on magnetic levitation (Maglev) technology, that can reach speeds of 311 mph. In 2004, the Shanghai Maglev train in China was the first commercial Transrapid train to carry passengers, hitting speeds of 267 mph.
Although the magnetic levitation trains are developed in Germany, they have never been used commercially in the country. The technology has faced several setbacks, including high costs and a crash that killed 25 people during a test run in 2006. Instead, the InterCityExpress (ICE) system has been adopted nationwide since 1991. These high-speed trains hit speeds of 199 mph and connect German cities with cities in Switzerland, Austria, Belgium and the Netherlands.
An ICE train disaster near the German village of Eschede in 1998 is considered the world's deadliest high-speed rail accident, leading to the deaths of 101 people.
3. China
Photo: ChinaFotoPress | Getty Images
Train: CRH380AL
Speed: 302 mph
Capacity: 600 passengers
China has the world's longest high-speed rail network with more than 6,000 miles of routes in service.
It also boasts the longest high-speed rail route, with the opening of its Beijing-Shanghai line earlier this month. The 819-mile route was made using 60 million cubic meters of concrete, twice the amount used in the Three Gorges Dam. While the CRH380AL trains operate at a speed of 186 mph, the train hit a record speed of 302 mph in a test run.
China's first high-speed line, which opened in 2007, saw 40.6 million passengers travel on it in just the first two years. The government hopes to stretch China's rapidly growing high-speed network to 28,000 miles by the end of 2015.
2. France
Photo: Stephane de Sakutin | AFP | Getty Images
Train: TGV V150
Speed: 357 mph
Capacity: Experimental
France sped ahead of the rest of Europe in the race to build the first fully functioning high-speed rail network.
The first Alstom developed TGV trains hit the tracks in 1981, with service between Paris and Lyon. Since then, the network has expanded to service 150 destinations within France and neighboring countries. Limited to a speed of up to 200 mph during normal service, the experimental TGV V150 hit a record speed of 357 mph in 2007—making it the second fastest train in the world. TGV's high-speed technology is used in national trains in many European countries including the U.K., Belgium, the Netherlands, and Germany.
Last month, French train maker Alstom signed a preliminary deal to build a high-speed rail line in Iraq linking the cities of Baghdad and Basra.
1. Japan
Photo: Jiji Press | AFP | Getty Images
Train: JR-Maglev MLX01
Speed: 361 mph
Capacity: Experimental
Japan is the world leader when it comes to high-speed trains, opening the world's first modern high-speed rail in 1964.
The Japanese first made a breakthrough in the field when they introduced the first series of the Tokaido Shinkansen "bullet trains," which could reach a top speed of 130 mph. The early bullet trains carried more than 100 million passengers in just the first three years. Today, the trains are still operating on the world's busiest rail line, carrying 378,000 passengers a day.
Maglev trains have also been developed in Japan since the 1970s. The government has approved plans for a $112.4 billion project to build a Maglev train line between Tokyo, Nagoya, and Osaka, with a completion date of 2027. These planned high-speed trains are expected to cut the current travel time between Tokyo and Osaka from two hours and 18 minutes on the Shinkansen to just over an hour.
Currently, the experimental JR-Maglev MLXO1 is considered the world's fastest train, with a top speed of 361 mph in a test run in 2003.
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* China: Shanghai: a maglev extension to Honquiao Airport, crossing the EXPO site. Extension of the existing Maglev line form Pudong-Airport to Longyang road underground station towards the new Honquiao Traffic hub with stops at the Expo2010 Area and Shanghai South Railway station. The new line is to be 36 km long.
Status: realization remains uncertain
* China: Shanghai-Hangzhou Maglev: extension from Honquiao Airport to Hangzhou.
Train is a proposed maglev train line from Shanghai to Hangzhou, in eastern China. On 22 February 2006, the Chinese government decided to consider an extension of the current Transrapid Maglev line to Hangzhou, starting talks about the details of the construction contracts with Germany's Transrapid Konsortium (Transrapid International, mainly ThyssenKrupp and Siemens). Negotiation is still in progress.
Status: realization remains uncertain
* Germany: Munich Maglev line.
Status: Abandoned in 2008.
* Germany: Hamburg-Berlin
A Transrapid maglev line between the two cities of Hamburg and Berlin was projected during the 90`s.The length of the line would have been 295 km and would have been the first inter city maglev line.At a maximum speed of 450 km/h the total distance would have been covered in 55 minutes. The planning for the project started in 1994, where the german Parliament gave the green light by making a special law for planning and building the Maglev line. A new vehicle, the Transrapid 08, was developed as well as a new type of hybrid guidway. Initially, construction was intended to start in 1999/2000, with the first parts of the line to be operable in 2005/2006. During the planning phase, the costs for the project rose by about 50%, and the number of passengers was assumed to be lower than originally expected.After a change in the Government in 1998 several debates about the future of the Hamburg-Berlin maglev lines were held, and in 2000, the project was officially stopped, with the argument it would be not cost efficient. Instead the existing railway was upgraded to accomodate speeds of 230 km/h, what caused several problems as the trains run directly throuhg villages and stations with platforms at top speed. The upgrade costed 450 million € in addition to a primary upgrade that was made several years ago and that lifted the speed on this line to 160 km/h. Both upgrades together costed around 600 mio €.
Status: Abandoned in 2000.
* Germany: Metrorapid
The Metrorapid would have been a 80 km long maglev line for regional traffic and commuters. Therefore it would have had several stops. The maximum speed would have been 300 km/h and the train would have covered the 78,5 km in 37 minutes with stops at Dortmund, Bochum, Essen, Mülheim, Duisburg, Düsseldorf Airport and Düsseldorf. An extension to Cologne was also in the talks. The Project was abondoned in the year 2003, mainly with the argument that an upgrade of the existing railway would be cheaper and achieve the same effect. The alternative, "Metro Express" has not left the status of planning yet and the financing is also not solved.
Status: Abandoned in 2003.
* India: Delhi - Mumbai.
As of 2007, the Indian Ministry is in the process of reviewing a proposal to start a Maglev train system in India. It has already been estimated that the cost to complete this process would be over $30 Billion. The company who sent the proposals is a company based in the United States. There have been feelers sent to the Railway Ministry, in which the advantages of a Maglev train system were presented. Although still at a preliminary stage, if completed, the train travel time between the two cities would be reduced to approximately three hours, compared to an original 16 hours.
Status: blueprint
* Iran: Tehran - Mashhad.
In Iran, a 800 km maglev line between Tehran and the holy city of Mashhad are under discussion. First studies are being carried out by a Munich based (German) engineering company.
Status: blueprint
* Japan: Japan Maglev|Chuo Shinkansen Tokyo - Osaka.
If the proposed Japan Chūō Shinkansen maglev line is built, it will connect Tokyo to Osaka, and the existing test track in Yamanashi prefecture would be part of the line. In March 2007, JR Tokai (Central Japan Railway Company) made clear that it will have a maglev rail built between Tokyo and Osaka by 2027. About 450km of magelv guideway will be placed between Tokyo and Osaka with a top speed of 581km/h. The trip will take a little less than one hour if the ambitious plan is realized.
Status: planned. Realization is likely.
* North America (Canada / USA): Cascadia Maglev
Long-proposed but not on any official drawing boards would be a Maglev line along the Interstate 5 corridor, its core component from Portland, Oregon to Vancouver, British Columbia, with eventual extensions to Eugene, Oregon (in the south) and Whistler, British Columbia (in the north). The initial phase of the project would link Tacoma to Seattle, mirroring the old interurban line between those two cities. The same idea has re-surfaced with a conventional high-speed rail proposal, although its extension into British Columbia has been largely blocked by opposition on the part of the City of White Rock, British Columbia, which would sit astride the line.
Status: blueprint, unlikely
* Netherlands: Randstadt Rapid
Status: blueprint, unlikely
* PAN-European Corridor No. IV: Berlin - Dresden - Prague - Vienna - Bratislava and Budapest.
Recent plans call on a high-speed link connection along the PAN-European Corridor No. IV in middle and eastern europe. A first feasibility study both on maglev and steel-wheel technology has been finished (2007) for a line between Berlin (Germany) and Budapest, thereby linking major cities, including Dresden, Prague (Czech Republic), Vienna (Austria), Bratislava and Budapest (Hungary).
Status: blueprint of EU
* Switzerland: Swissmetro.
A system of Maglev trains linking the major cities in Switzerland has been proposed. The project is based on high-speed maglev trains travelling in low-pressure tunnels at about 1000 km/h. Such trains would significantly lower the travel time between major cities in Switzerland. For example, time between Bern and Zurich could be reduced from the present 60 minutes by intercity train to a mere 12 minutes.Conclusive simulation tests have been done by the Swiss Federal Institute of Technology (EPFL).
Status: realization is uncertain
* South Korea: [[ROTEM|DaeJeon Maglev]].
Status: realization is under way.
* United Kingdom: UK Ultraspeed
A maglev line has been proposed by UK Ultraspeed in the United Kingdom from London to Glasgow with several route options through the Midlands, Northwest and Northeast of England and is reported to be under favourable consideration by the government. A further maglev link is also being planned between Glasgow Airport and Glasgow to Edinburgh Airport and Edinburgh which would cut journey time between the two cities from one hour to 15 minutes. The technology that will be used is likely to be the Transrapid System.
Status: planned. Realization is not unlikely.
* USA: Atlanta-Chattanooga
A maglev project based on the Transrapid system. The proposed maglev route would run from Hartsfield-Jackson Atlanta International Airport, run through Atlanta, continue to the northern suburbs of Atlanta, and possibly even extend to Chattanooga, Tennessee. If built, the maglev line would rival Atlanta's current subway system, the Metropolitan Atlanta Rapid Transit Authority (MARTA), the rail system of which includes a major branch running from downtown Atlanta to Hartsfield-Jackson airport.
Status: blueprint
* USA: Baltimore-Washington D.C. Maglev
A 64 km project has been proposed linking Camden Yards in Baltimore and Baltimore-Washington International (BWI) Airport to Union Station in Washington, D.C. It is in demand for the area due to its current traffic/congestion problems. The Baltimore proposal is competing with the above-referenced Pittsburgh proposal for a $90 million federal grant.
Status: blueprint
* USA: California-Nevada Interstate Maglev
High-speed maglev lines between major cities of southern California and Las Vegas are also being studied via the California-Nevada Interstate Maglev Project. This plan was originally supposed to be part of an I-5 or I-15 expansion plan, but the federal government has ruled it must be separated from interstate public work projects.Since the federal government decision, private groups from Nevada have proposed a line running from Las Vegas to Los Angeles with stops in Primm, Nevada; Baker, California; and points throughout Riverside County, into Los Angeles. Southern California politicians have not been too receptive to these proposals; many are concerned that a high speed rail line out of state would drive out dollars that would be spent in state "on a rail" to Nevada.
Status: blueprint
* USA: Honolulu
The city of Honolulu, Hawaii was considering a Linimo type urban Maglev for its main mass transit train.
Status: Realization unlikely.
* USA: Pittsburgh Maglev
The Transrapid Pittsburgh project is considered the most advanced Maglev initiative in the U.S. (followed by the Las Vegas project). If federal funding should be finalized, these two markets could be the first to see Maglev in the United States. Initially, the Pittsburgh project calls for a transrapid system throughout the metro Pittsburgh area. Further planning calls for extensions eastward to Harrisburg and Philadelphia. Upon completion, a commute from Pittsburgh to Harrisburg would be reduced to 90-120 minutes. A commuter traversing the Pennsylvania Turnpike would currently spend approximately 5-6 hours completing the same commute.
Status: planned, under intense discussion
* USA: San Diego Airport Maglev
San Diego is considering a high-speed maglev line to serve as a passenger transportation node to remote airport sites under consideration. The cost estimate is approximately $10 billion U.S. for the 120-150 km (80-100 mile) run, not including the cost of construction of the airport.
Status: blueprint
* Venezuela: Caracas - La Guaira Maglev.
A maglev train is scheduled to be built staring form 2007 connecting the capital city Caracas to the main port town of La Guaira and Simín Bolívar International Airport.
Status: blueprint, unlikely
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1. Asia
1.1. China
Shanghai – Hangzhou: China had planned to extend the world’s first commercial Transrapid line between Pudong airport and the city of Shanghai initially by some 35 kilometers to Hong Qiao airport before the World Expo 2010 and then, in an additional phase, by 200 kilometers to the city of Hangzhou (Shanghai-Hangzhou Maglev Train), which would have been the first inter-city maglev rail line in commercial service in the world. The line would have been an extension of the Shanghai airport maglev line.
Talks with Germany and Transrapid Konsortium about the details of the construction contracts took place. While the Chinese Minister of Transportation was quoted by several Chinese and Western newspapers in 2006 as saying the line was approved, a February 27, 2009 People's Daily Online article indicates that the Shanghai municipal government is considering building the line underground to allay the public's fear of electromagnetic pollution, and that any final decision has to be approved by the National Development and Reform Commission. There are no current plans to extend the line.
1.2. India
The Indian Ministry was in the process of reviewing a proposal to start a maglev train system in India.[1] It had been estimated that the cost to complete the maglev line between Mumbai and Pune would be over $30 billion. The company who sent the proposals is based in the United States. If completed, the train travel time between the two cities would have been reduced to half an hour, compared to the original two hours. This is planned near Hinjawadi in an area called Pimple Saudagar. Pune and Mumbai have a freeway (also called as expressway) where approximately 14000 vehicles travel daily, making fuel consumption at .2 million liters a day . The business proposal is to reduce the fuel consumption and promote maglev by income from Carbon Credit Sales.
Mumbai – Delhi
A maglev line project was presented to the then Indian railway minister (Mamata Banerjee) by an American company. A line was proposed to serve between the cities of Mumbai and Delhi, the Prime Minister Manmohan Singh said that if the line project is successful the Indian government would build lines between other cities and also between Mumbai Central and Chhatrapati Shivaji International Airport.[2]
Mumbai – Nagpur
The State of Maharashtra has also approved a feasibility study for a maglev train between Mumbai (the commercial capital of India as well as the State government capital) and Nagpur (the second State capital) about 1,000 km (620 mi) away. It plans to connect the regions of Mumbai and Pune with Nagpur via less developed hinterland (via Ahmednagar, Beed, Latur, Nanded and Yavatmal).[3]
Chennai – Bangalore – Mysore
Per Large and Medium Scale Industries Minister of Karnataka Mr. Murugesh Nirani, a detailed report will be prepared and submitted by December 2012 and the project is expected to cost $26 million per kilometer of railway track. The speed of maglev will be 350 km/h and the Bangalore to Mysore portion would take as little as 30 minutes.[4]
Kochi Metro
Union Minister of State for Consumer Affairs, Food and Public Distribution K. V. Thomas proposed that Kochi Metro can adopt same technology as present in South Korea. [5]
Mumbai Maglev
A 2007 proposal, revived in 2020, for a 55 km (34 mi) elevated line to connect Chhatrapati Shivaji Terminus (CSTM) and Panvel with a branch line to Navi Mumbai International Airport.[6]
1.3. Japan
Tokyo – Osaka : On May 27, 2011, the Transport Minister of Japan approved the Chūō Shinkansen maglev line, connecting Tokyo to Osaka and expanding off of the existing test track in Yamanashi prefecture. Construction began in 2014 with the first segment from Tokyo to Nagoya to be completed by 2027. The second segment from Nagoya to Osaka is expected to be completed by 2045. The 550 km-line will have a top operating speed of 500 km/h and a travel time between Tokyo and Osaka of just 67 minutes.[7]
1.4. Malaysia
Johor: Malaysia has decided to use maglev technology to link important landmarks across the city. This will be a boost to business to compete against the neighbouring city, Singapore. The system will be a monorail type maglev, developed in China.[8]
1.5. Philippines
Cebu: Philtram Consortium's Cebu Monorail project will be initially built as a monorail system. In the future, it will be upgraded to a patented monorail-type maglev technology named the Spin-Induced Lenz's Law Magnetic Levitation Train.[9]
1.6. Hong Kong
Kowloon – Border with China: The Express Rail Link, previously known as the Regional Express, which will connect Kowloon with the territory's border with China, explored different technologies and designs in its planning stage, between maglev and conventional highspeed railway, and if the latter was chosen, between a dedicated new route and sharing the tracks with the existing West Rail. Instead of a maglev, a conventional highspeed train with a dedicated new route was built and became operational in 23 September 2018.
2. Europe
2.1. Denmark
A Maglev connection between Copenhagen and Århus was proposed.[10]
2.2. Germany
Munich: A Transrapid connection linking the city centre of the Bavarian capital Munich to the airport (37 km) was planned. It promised to reduce the connection time from about 40 minutes by the existing S-Bahn (German city railway system) to 10 minutes. On September 25, 2007, Bavaria announced it would build Europe's first commercial track. The Bavarian government signed a contract with Deutsche Bahn and Transrapid with Siemens and ThyssenKrupp for the 1.85 billion-euro ($2.6 billion) project.[11] However, the project was strongly opposed by Christian Ude, the mayor of Munich. On 27 March 2008, the German government scrapped the project because of a massive cost overrun.[12]
Berlin – Hamburg: A 292 km Transrapid line linking Berlin to Hamburg. It was cancelled due to lack of funds, and the existing conventional railway line was upgraded for 230 km/h operation by ICE trainsets instead.
2.3. Switzerland
SwissRapide: The SwissRapide AG in co-operation with the SwissRapide Consortium are developing and promoting an above-ground maglev monorail system, based on the Transrapid technology. The first projects planned are the lines Berne – Zurich, Lausanne – Geneva as well as Zurich – Winterthur.[13][14]
Swissmetro: Swissmetro has previously had the vision of constructing an underground maglev rail system. As with SwissRapide, Swissmetro envisioned connecting the major cities in Switzerland with one another. In 2011, Swissmetro AG was dissolved and the intellectual property rights from the organisation were passed onto the EPFL in Lausanne.[15]
2.4. Spain
A two-line, 120-kilometers (75-mile)-long system has been proposed for the island of Tenerife. It would connect the island capital Santa Cruz in the north with Costa Adeje in the south and Los Realejos in the northwest with a maximum speed of 270 km/h (169 mph) at an estimated cost of €3 billion.[16][17]
2.5. United Kingdom
London – Glasgow: A 500 km/h (310 mph) maglev line was proposed in the United Kingdom from London to Glasgow via Birmingham, Manchester, Leeds, Newcastle and Edinburgh with spurs to Heathrow Airport and Liverpool. It was rejected by the Government in 2007 and the company behind it ceased promotion of the scheme in early 2013.[18]
Glasgow – Edinburgh: A separate maglev link is also being planned between Glasgow Airport and Glasgow to Edinburgh Airport and Edinburgh which would cut journey time between the two cities from one hour to 15 minutes. Work was set to begin as early as January 2008.[18][19] However, there has been no settlement on the technology for this concept yet, i.e. maglev/hi speed electric, etc.[20][21]
Liverpool – Hull: A proposed underground 350 km/h (220 mph) maglev network, proposed by Transport for the North, would link up Liverpool, Manchester, Leeds and Hull in the North of England.[22]
3. North America
3.1. Puerto Rico
San Juan – Caguas: A 16.7-mile (26.9 km) maglev project has been proposed linking Tren Urbano's Cupey Station in San Juan with two proposed stations to be built in the city of Caguas, south of San Juan. The maglev line would run along Highway PR-52 connecting both cities. According to American Maglev Technology (AMT), who is the company in charge of the construction of this train, the cost of this project is approximately US$380 million.[23][24][25]
3.2. United States
As of 2021, the United States has no maglev trains.
Keystone Corridor: According to Transrapid, Inc., Pittsburgh has the most advanced maglev initiative in the U.S., followed by the Las Vegas project. Once federal funding is finalized, these two markets could be the first to see maglev in the United States. Initially, the project calls for a transrapid system throughout the metro Pittsburgh area.[26] Further planning calls for extensions eastward to Harrisburg and Philadelphia. Upon completion, a commute from Pittsburgh to Philadelphia would be reduced to 90–120 minutes. A commuter traversing the Pennsylvania Turnpike would currently spend approximately 5hrs if traveling at the speed limit.
California-Nevada Interstate Maglev High-speed maglev lines between major cities of southern California and Las Vegas are also being studied via the California-Nevada Interstate Maglev Project. This plan was originally supposed to be part of an I-5 or I-15 expansion plan, but the federal government has ruled it must be separated from interstate public work projects.
Since the federal government decision, private groups from Nevada have proposed a line running from Las Vegas to Los Angeles with stops in Primm, Nevada; Baker, California; and points throughout Riverside County into Los Angeles.
Washington, D.C. - New York City: Using Superconducting Maglev (SCMAGLEV) technology developed by the Central Japan Railway Company, the Northeast Maglev would ultimately connect major Northeast metropolitan hubs and airports with a goal of one-hour service from Washington, D.C. to New York City .[27] The Federal Railroad Administration and Maryland Department of Transportation are currently preparing an Environmental Impact Statement (EIS) to evaluate the potential impacts of constructing and operating the system's first leg between Washington, DC and Baltimore, Maryland with an intermediate stop at BWI Airport.[28]
San Diego: San Diego is considering a high-speed maglev line to serve as a passenger transportation mode to remote airport sites under consideration. The cost estimate is approximately US$10 billion for the 120–150 km (80–100 mile) run, not including the cost of construction of the airport.[29]
Atlanta – Chattanooga: The proposed maglev route would run from Hartsfield-Jackson Atlanta International Airport, run through Atlanta, continue to the northern suburbs of Atlanta, and possibly even extend to Chattanooga, Tennessee. Official proposals also exist to extend the route to Nashville.[30] If built, the maglev line would rival Atlanta's current subway system, the Metropolitan Atlanta Rapid Transit Authority (MARTA), the rail system of which includes a major branch running from downtown Atlanta to Hartsfield-Jackson airport.
Orlando maglev: In December 2012 the Florida Department of Transportation gave conditional approval to a proposal by American Maglev to build a privately run 14.9 mile, 5 station line from the Orlando International Airport to the Orange County Convention Center. The Department requested a technical assessment of the technology and said there would be a "request for proposals" issued to see if there are any competing plans. The route requires the use of a public right of way.[31] If the first phase is successful American Maglev would propose extensions in two further phases (4.9 miles and 19.4 miles) to carry the line to Walt Disney World.[32]
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https://en.wikipedia.org/wiki/Emsland_test_facility
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Emsland test facility
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2007-04-20T15:41:56+00:00
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https://en.wikipedia.org/wiki/Emsland_test_facility
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Former testing facility in Germany
Emsland Test FacilityOverviewLocaleEmsland, GermanyTransit typeMaglevNumber of lines1Number of stations1OperationBegan operation1984Ended operation2012Operator(s)Transrapid InternationalTechnicalSystem length31.5 kilometres
The Emsland Transrapid Test Facility (German: Transrapid-Versuchsanlage Emsland, TVE) is a defunct testing site for Transrapid maglev trains in Emsland in the west of Lower Saxony, Germany.
Construction and use
[edit]
Construction of the facility began in 1980 and was completed in 1984.
The single track line runs between Dörpen and Lathen. Turning loops are at each end. The track is elevated for almost its entire length to allow continued farming and grazing of the land occupied.
Until 2006, trains often carried paying passengers, possibly to "show off" the maglev. They regularly ran at up to 420 km/h. All runs, including those with passengers, were fully monitored, with the last car in the three car trains filled with monitoring computers and engineers.
Accident
[edit]
Main article: Lathen train collision
In 2006, 23 people were killed in the Lathen maglev train accident on the track, involving a Transrapid passenger train and a maintenance vehicle. The accident was discovered to have been caused by human failure in implementing safety and checking protocols.
Closure
[edit]
At the end of 2011, the operation license expired and the test track was closed.
In early 2012, the demolition and reconversion of all the Emsland site, including the tracks and factory, was approved. [1]
Demolition work began around 2016, largely focused on stripping out the electrical equipment. As of 2024, none of the concrete structures have been demolished.[2]
Transrapid 09, the last test train, was bought in 2016 by H. Kemper GmbH & Co. KG, a sausage factory, and is now in use as a meeting and memorial space on the factory site in Nortrup. One of the members of the Kemper family, Hermann Kemper, invented the technic of magnetic levitation.[3]
Potential reprieve
[edit]
In 2021, IABG, which is responsible for the former test track, confirmed that it had been approached by CRRC about re-opening the site for use in testing CRRC's new maglev vehicles.[2] At the same time, several universities from Lower Saxony confirmed they would consider reactivating the track to further develop the Hyperloop technology.[4]
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https://www.imdb.com/title/tt4714234/
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"Geniale Technik" World's Fastest Train (TV Episode 2015)
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World's Fastest Train: Directed by Matt Grosch, Greg Lander Williams, Martin Pailthorpe. With Mike Bratton, Yewande Akinola, Jen Masengarb, Andrew Steele. A look at the Shanghai Transrapid maglev train, the fastest public passenger train in the world. It reaches a speed of 268 miles per hour in its 19-mile, 7-minute trip from the city of Shanghai to Shanghai Pudong International Airport.
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IMDb
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https://www.imdb.com/title/tt4714234/
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A look at the Shanghai Transrapid maglev train, the fastest public passenger train in the world. It reaches a speed of 268 miles per hour in its 19-mile, 7-minute trip from the city of Shang... Read allA look at the Shanghai Transrapid maglev train, the fastest public passenger train in the world. It reaches a speed of 268 miles per hour in its 19-mile, 7-minute trip from the city of Shanghai to Shanghai Pudong International Airport.A look at the Shanghai Transrapid maglev train, the fastest public passenger train in the world. It reaches a speed of 268 miles per hour in its 19-mile, 7-minute trip from the city of Shanghai to Shanghai Pudong International Airport.
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https://rollingstockworld.com/passenger-cars/china-on-the-way-to-its-dream-of-high-speed-maglev/
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China on the way to its dream of high-speed maglev
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2023-10-09T07:39:34+00:00
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China is the most focused on the large-scale and rapid adoption of magnetic levitation trains. Read more.
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ROLLINGSTOCK
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https://rollingstockworld.com/passenger-cars/china-on-the-way-to-its-dream-of-high-speed-maglev/
|
Maglev is the world’s fastest public land transport system today. Speeds unbelievable for the rail fleet are achievable as no friction between a vehicle and a rack exists when the electromagnetic field lifts the vehicle above the rack and moves it forward. The speed record was set in April 2015 in Japan when the L0 maglev train, Shinkansen, accelerated to 603 km/h. Although the technology has been stirring minds for more than 100 years only three countries have maglev today, and all of these are Asian ones: China, Japan, and South Korea. Among them, China is the most focused on the large-scale and rapid adoption of magnetic levitation trains.
From Rolling Stock Market Trends almanac issued for the PRO//Motion.Expo 2023 International Railway Fair
The fundamentals behind magnetic levitation date back to the turn of the 20th century. The principle of operation of a magnetic cushion train was described by American inventors Emile Bachelet and Robert Goddard, also known for creating the first liquid-fuelled rocket engine, and Boris Weinberg, professor at the Tomsk Institute of Technology, Russia. In 1934, Hermann Kemper, a German engineer, patented the first concept of a magnetic levitating train. His project, however, was implemented only in 1971 in Germany when Krauss-Maffei used his drawings to build a working prototype of Transrapid-02 maglev that reached 164 km/h. A benchtop model, Transrapid-01, was built a year or so earlier.
Eight years later, Transrapid-05 became the first maglev train licensed for passenger transportation. It was exhibited at the International Transport Exhibition IVA’79 in Hamburg, and just months after transported 55,000 passengers on a 903 m line. The world speed record was set in the same year in Japan. The experimental train, ML500, reached 517 km/h at the Miyazaki maglev test track. Almost simultaneously, the testing of the TP-01 maglev train began at the Ramenskoye test track attracting the attention of engineers from different countries. The USSR was planning to launch maglev lines in Almaty and Yerevan but the country collapsed.
1984 saw the commissioning of the world’s first commercial maglev line, AirRail Link, in the UK. For the next 11 years, it delivered passengers from the Birmingham Airport to the nearest railway station 600 m away at a speed of 42 km/h. As the years went by, the equipment wore out, and the prices of spare parts went up, so the lossmaking route was closed.
The world’s first commercial maglev line, AirRail Link. Source: BPM Media Syndication
The second commercial maglev line was opened in Berlin in 1989. M-Bahn line of 1.6 km had three stations and connected the underground separated by the Berlin Wall, but already three years later, the line and the wall were dismantled. After that, no similar line was put into operation in Europe, but the technologies developed in Germany underpinned China’s success in this field.
Importing German expertise
In 1999, the Chinese government began exploring the prospects of building the Beijing–Shanghai high-speed railway. The expert group that conducted the feasibility study disagreed on the technology to be used. A group of experts that included Xu Guanhua, then the vice minister of science and technology, favoured magnetic suspension technology. Another group believed the world’s widely used high-speed steel-on-steel rail technology should be adopted. Following a consensus, experts decided to first build a maglev demonstration line to evaluate its maturity, availability, and economic performance in terms of commercial operation. In June 2000, the decision was made to build the maglev line in Shanghai.
The technological partner and rolling stock supplier was Transrapid International, the joint venture of Siemens and ThyssenKrupp which stood out for their extensive experience in this field. Since 1984, they have tested three maglev versions at their 31.5 km Emsland test track. The last one, Transrapid-08, was offered to China under the brand name SMT Transrapid. It was the train that was involved in the September 2006 accident on the test track in Lathen, Germany. A human error was reported to cause 23 fatalities and eventually led to the termination of the Transrapid consortium in 2012.
Between 2001 and 2003, the Shanghai maglev line of two stations was built. It takes only 7 to 8 minutes for the train to cover almost 30 km between the Pudong International Airport with Longyang Road Station. With an average operating speed of 250 km/h, the maglev train can reach its maximum speed of 431 km/h and hold it for one or two minutes.
According to official Chinese media, the high cost of the line — $38 mln/km — can be explained by the fact that a significant part of the route passes through wetlands. In such areas, the overpass supports stand on concrete pads resting on rocky ground. Regular passenger traffic started in 2004.
SMT Transrapid maglev train on the Shanghai maglev line. Source: w.litour.cn
Transrapid International delivered three SMT Transrapid trains for the line. These fully remote-controlled vehicles can be operated in three-, four- and five-car train-sets. Each head car accommodates 55 passengers, an end one, 78, and an intermediate one, 110. Under cooperation agreements with Transrapid International, China was transferred technologies that allow building maglev trains largely independently. The first domestic train looked like SMT Transrapid made in Germany and joined the Shanghai maglev fleet in January 2011.
Despite the prohibitive costs of operating and maintaining the Shanghai line which results in its unprofitableness, China continues to see maglev as a promising technology.
Developing domestic technologies
There are four commercial lines in China with magnetic cushion trains, all of them are low- and medium-speed except the Shanghai line.
In 2014, the city of Changsha saw the start of construction of the first line based on domestic technologies for $750 mln. Trains — at first it was maglev 1.0 — float 8 mm above the guideway carrying passengers along the 18.5 km line of three stations between the international airport with the railway station in the south of the city. The line was launched in May 2016, and that is when the history of China’s magnetic levitation technology development began.
The rolling stock for the line was supplied by China’s railway industry giant CRRC. The maglev 1.0 was designed to operate at speeds of up to 120 km/h while the maximum operating speed on the line is 100 km/h. So a train covered 18.5 kilometres in 19 m 30 s. A three-car maglev accommodated 363 people, including 86 seated. Since 2018, the trains have been under automatic operation.
A new train, maglev 2.0, was launched in July 2021. It has a higher maximum operating speed of 140 km/h, so a travel time is three minutes less. The train also accommodates more passengers; now their number is 500.
Although the implementation of the Beijing S1 maglev project began in February 2011, i.e., earlier than in Changsha, it was delayed for several reasons. The 10.2 km line with eight stations was put into operation only at the end of 2017. Its fleet is built by CRRC, too, and consists of 10 six-car Linglong maglev trains with aluminium bodies. Each train can accommodate 1,302 passengers and has a maximum operating speed of 100 km/h.
Linglong maglev train on S1 Beijing maglev line. Source: 视觉中国
While the three mentioned lines operate in cities, the Fenghuang Maglev line in the Hunan Province is a tourist one passing through the city of Fenghuang from the UNESCO World Heritage List. The first phase of the project was launched in July 2022 when a 9.1 km section with four stations was opened for passengers. It is served by CRRC’s three-car T01 trains with a maximum speed of 100 km/h. As is customary on tourist routes, the trains have panoramic windows.
Another tourist maglev line is expected to open later this year, in Qingyuan. The first phase of 8.1 km has three stations and connects the Yinzhan Railway Station and Chimelong Paradise, a major amusement park. In the long term, the line will be 38.5 km long and will be operated by CRRC’s three-car trains for 500 passengers each. The operating speed is expected to be 120 km/h.
Towards large-scale activities
Mastering the high-speed maglev technology is China’s ambition. In September 2019, the Outline for Building China’s Strength in Transport was published. Approved by the Communist Party of China Central Committee and the State Council, the document presents the vision and roadmap for the country’s transport industry and contains plans for the development of maglev trains operating at 600 km/h or in a vacuum.
There exist two high-speed maglev technologies: electromagnetic suspension (EMS) and electrodynamic suspension (EDS). China has prototypes of both systems.
To levitate the train, electromagnetic suspension uses the attractive force between magnets on the train’s sides and underside and on the guideway. The maglev hovers above the T-shaped rail resembling a monorail. The rail is made of a conductive material and has ferromagnetic stators on it. The linear motor, a type of AC motor, changes traction and speed varying current strength and frequency, and the train moves. The main weakness of EMS is the levitation gap of only 1–2 cm between the magnet and the stator, which must be controlled and corrected by special automated systems. Today, the EMS technology is used in Transrapid trains and the Shanghai maglev line we described above.
In many respects, electrodynamic suspension systems are similar to EMS. The main difference is that the magnets push the train away from the guideway rather than attract. There are other differences, too. The rails are U-shaped. Super-cooled superconducting electromagnets can conduct electricity for a short time after the power is cut. The trains roll on rubber tyres until reaching a lift-off speed of about 100 km/h. Unlike EMS, the EDS train can levitate almost 10 cm above the guideway.
The first prototype head car of a high-speed maglev designed in China was unveiled in May 2019; the five-car EMS train-set was shown to the public at the CRRC plant in Qingdao in July 2021. As it was reported in 2018, ThyssenKrupp, a former participant of Transrapid, was working with the Chinese manufacturer focusing on the magnetic levitation technology.
As the declared operational speed of the train is 600 km/h, CRRC plans to reach 660 km/h during the testing. It is expected to take 3.5 min (or 22 km) to accelerate to 600 km/h and 3 min (15 km) to decelerate to 0 km/h. These speeds are impossible to reach now when the prototype is tested on a 1.5 km track in Shanghai, but in the future, a 60 km test track in Datong will be put into operation. Its first stage will be only 2 km long, but then it will be extended to 15 km. The train is designed to pass 350 m curves and operate track gradients of up to 100‰. The train-sets will have from 2 to 10 cars accommodating up to 904 passengers. The designed automation level is GoA3.
In the meantime, CRRC cooperates with the Southwest Jiaotong University and the national operator China Railway in the development of an EDS maglev train. Its head car was unveiled in early 2021. According to Xinhua, investments amounted to $9 mln. The maglev train is declared to use superconductivity to accelerate to up to 620 km/h and, later, is expected to reach 800 km/h. Its tests are organised on a 165 m line in Chengdu. Made of carbon fibre, the prototype weighs about half as much as high-speed train cars.
Presentation of the EDS maglev head car, 2021. Source: china-uzfriendship.com
China is implementing several low-vacuum projects. CRRC tests an EDS maglev capsule which is believed to reach 600 km/h and higher in a low-vacuum tube. Another project, T-Flight led by the aerospace corporation CASIC, is dedicated to the development of a Hyperloop capsule train capable of supporting speeds up to 1,000 km/h in low-vacuum. Its prototype has already reached 623 km/h on the test line in Datong under non-vacuum conditions.
At the same time, no significant steps have been made toward the commercialisation of high-speed maglev projects yet. In February 2021, a 15-year plan by the Department of Natural Resources of the Guangdong Province proposed to allocate a plot to construct two maglev lines with operating speeds of 600 km/h: Beijing-Hong Kong-Macau and Shanghai-Shenzhen-Guangzhou. The maglev is expected to save travelling time, so the route from Guangzhou to Beijing will take less than 4 hours and from Guangzhou to Shanghai less than 3 hours. However, these plans have not yet been further developed.
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http://pg.china-embassy.gov.cn/eng/xwdt/200311/t20031125_889937.htm
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Chinese Premier and German Chancellor Attended Shanghai Transrapid Maglev Line Operation Ceremony ï¼31
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On December 31, 2002, the inauguration ceremony of Shanghai Transrapid Maglev Line, the world's first and only high-speed commercial commuting system using electromagnetic levitation (maglev) technology, was held in Shanghai. Premier Zhu Rongji and visiting German Chancellor Gerhard Schroeder attended and addressed in the ceremony.
At 10 in the morning, Premier Zhu Rongji, with his wife Lao An, and Chancellor Schroeder arrived at the newly decorated Longyang Road Station, the station of departure. After cutting the ribbon for the trial operation of Shanghai Transrapid Maglev Line, they took a train to the Shanghai Pudong International Airport, the terminal of the maglev line.
At 10:00, green alternating with yellow and white, streamlined maglev train began to run against winds. During the operation, the train spent eight minutes for the whole of a single trip with a mileage of 30 kilometers, and the maximum speed reached the designed 430 km per hour. Premier Zhu, Chancellor Schroeder and their parties gave an animated applause to the success of the operation. After that, Zhu and Schroeder were shown around the platform at the Pudong International Airport, waving their hands to the staff members there again and again. Then they returned by the same train to the Longyang Road Station, where they inspected the control center and inquired about matters relating to the line's construction and operation.
At 11:10, the inauguration ceremony of Shanghai Transrapid Maglev Line was held in Shanghai International Media Center, and Zhu Rongji and Schroeder addressed in the ceremony.
Zhu said that after over two years' planning and construction, Shanghai Maglev Line has successfully finished its maiden journey, which is a major event not only in the history of ShanghaiÂs urban development but also in the history of China's railway transportation. He said it is a miracle for Shanghai to accomplish such a state-of-the-art, hi-tech project in such a short span of time. He also expressed his warm congratulations on the success of the trial operation and extended his welcome to Chancellor Schroeder and his parties who came to attend the ceremony.
Premier Zhu said that as a new type of vehicle with high technology involved, maglev train has many merits including big capacity, rapid speed, low energy-consumption, high security and being environment-friendly, so it has prominent economic result and momentous social benefit, and enjoys a broad prospect. Zhu said that the completion of the first commercial maglev line by the Shanghai City is a beneficial exploration in the development of new types of rail transport. Zhu said that it will not only help accelerate Shanghai's drive of turning itself into a modern metropolis and but bear a significant meaning to the diversified construction of China's railway transportation and the substantial growth of the related technologies in China.
Zhu said that the showcase maglev line, in which German technologies were imported and utilized, has been the latest outcome of Sino-German cooperation in the hi-tech field, and it is expected to further boost bilateral economic and technological ties to a still higher level. He paid his highest respect to the technicians and working staff from both China and Germany, extending his appreciation to Chancellor Schroeder and the German Federal Government for their concern, assistance and support.
Zhu expressed the hope that both Chinese and German cooperative partners will keep their close cooperation in improving the system and further explore ways of localizing the production of maglev equipment so as to make it still more economical and competitive.
Schroeder expressed his warm congratulation on and highly evaluated the success of the trial operation of the maglev line in his address. He said that the resolution of the Chinese government and the hard work of the construction staff delivered a high-quality and high-speed of the completion of the project, thus turning the dream three years ago into reality. He also thanked the Shanghai Municipal government for its vigorous support to this project.
Schroeder pointed out that the completion of the commercial maglev line that has first appeared in the world is a full embodiment of the close cooperation between Germany and China in the fields of economy, trade and high-tech. He said that the German government and the business community hope to keep long-term cooperation with China, so as to benefit both peoples.
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https://www.thyssenkrupp-transrapid.com/en/ourstory/the-transrapid
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en
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Our story I The Transrapid and our company roots
|
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[] |
[] |
[
""
] | null |
[] | null |
About the roots of our company, the development and production of the Transrapid train, and the reasons why the Transrapid does not exist in Germany
|
en
|
https://www.thyssenkrupp-transrapid.com/en/ourstory/the-transrapid
|
Development and production of the Transrapid
1974 - 1991: Origins of the company
In the course of research concerning the development and application of high performance, high speed rail systems initiated by the German Federal Ministry of Transport, Thyssen Henschel (nowadays: thyssenkrupp AG) developed the long-stator propulsion magnetic levitation principle which is still in use today. This marked the beginning of the Transrapid era; and in the following years, many generations of Transrapid trains – each better, faster, and more efficient than the previous ones – were developed, built, and tested on the test track in the German Emsland region.
1992 - 2002: Lots of big plans, one real application
In the early 1990s, German authorities started planning various national superspeed maglev links – like the connection between Hamburg and Berlin at first, then the Munich airport line, and the 'Metrorapid' in the west of Germany. There was also a lot of internationl interest in building Transrapid routes, for example in the USA, in Qatar, or Brazil.
However, the series production vehicle TR08 ended up only being used on international ground: It has been connecting the Chinese mega city of Shanghai with its international airport since December 2022, at a speed of 430 km/h.
2003 - 2008: Bittersweet goodbyes
From 2003 onwards, the previously planned Transrapid links were given up, one by one, for several reasons. It was evident in 2008 that a Transrapid line would not be built within Germany – which made it nearly impossible to market the product at all. It was with a heavy heart that the production site in Kassel was closed, only keeping the Munich facility of the company in operation.
However, we quickly realized there was also plenty of potential in this forced re-start: Surely we could use our acquired expertise from the Transrapid development in other industries and apply it to different projects?
Read more: How we became TechCenter Control Technology (TCCT)
|
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http://www.smtdc.com/en/gycf3.html
|
en
|
Shanghai Maglev Official Website
|
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[
""
] | null |
[] | null |
Maglev,Maglev Train,Pudong airdrome,airdrome traffic
| null |
[ Development of Maglev ]
Development of German Maglev Transportation
In 1922, Hermann Kemper put forward the principle of magnetic levitation levitation and received a patent for magnetic levitation technology-the first patent of the kind in the world in 1934.
The Germansâ researches of maglev transportation in the real sense began in 1968. Before then, no systematic research had been carried out because the level of technical and technological conditions remained rather low which limited its development to a large extent.
From 1968 on, Germany was in urgent need of developing new high speed transportation systems due to environment and energy problems.
In 1969, the Federal Ministry of Transport, DB AG and industry of Germany launched H S R (high performance, high speed rail) study in which HS maglev line was involved. The German Industry began the development of maglev transport on this basis, aided finan cially by the Federal Government.
At the initial stage, equal stress was laid on the research of both normal conducting superconducting maglev technology.
In 1971, the test run of the first principle vehicle in Germany was conducted on a 660m tral track. The vehicle was propelled by the short stator linear motor mounted on the sides of the vehicle.
In 1975, a maglev vehicle propelled by synchronous long stator linear motor on the guideway side was tested at the NMB1 Test line at Thyssen Henschel in Kassle.
In 1976, passenger-carrying long stator test vehicle HMB 2 was tested at Thyssen Henschel.
In 1977, after systematic analysis, the Federal Ministry of Research and Technology (BMFT) decided in favor of the concentrated development of the transport system propelled by longstator linear motor using normal conducting magnets, considering the technical level required for super conducting maglev rail was too high and it was difficult to make adequate progress in a short period of time.
In 1978, the German Government decided to build a transrapid test track in Emsland.
In 1979, at the International Transportation Exhibition (IVA 79) in Hamburg, a 900m long TR demonstration route was displayed. It was not until then that people began to come in contact with and be concerned with maglev train in real sense. Hamburg residents showed great interest in the vehicle which can run at a speed of 75km/h. The successful display of the maglev vehicle at the Exhibition gave a great impetus to the development course of the high speed transrapid. Moreover it helped to bring about Germansâ decision to construct a large-size transrapid test facility.
In 1980, the construction of the Transrapid Test Facility started in Emsland. To build its first portion, the German Industry formed âMagnetbahn Transrapidâ Consortium. Project phase I consists of a 21.5km-long test guideway, test center and the Experimental Vehicle TR 06. Test run of unmanned vehicle began on that portion of guideway in 1982. The portion was put into trial operation on June 30, 1983. At the end of the same year, the vehicle attained the speed of 300km/h. To increase the test speed, it was decided in 1984 to extend the southern loop. The construction of the southern loop was completed in 1987. The total length of TVE guideway reached 31.5km and speed increased to 400km/h.
Prior to December, 1991, the Deutsche Bundesbahn in cooperation with renowned universities set up an expert team under the leadership of DBA. The expert team, having made a comprehensive inspection and appraisal of the highspeed Maglev Transrapid, came to the conclusion that âthe technology had been fally mature for applicationâ. Thus Transrapid became the worldâs first superspeed maglev system with technical readiness for application.
In 1993, Vehicle TR 07 attained a new max speed record of 450km/h at TVE.
May 9/June 14, 1996 the Federal Parliament passed the âTransrapid Requirement Lawâ.
In April, 1997, Germany decided to build 292km-long Transrapid route Berlin Hamburg. It had been planned to start the construction in the second half of the yaer 1998 and to be put into commercial operation in 2005. TR 08 vehicle had been developed specially for use in that line. The vehicle was tested at TVE in October 1999. However, the construction plan had to be cancelled in February, 2000 because new forecast indicated that the construction of the new route might encounter the risk of suffering lossesl
Sino German Construction of Maglev line in Cooperation
In June, 2000, the city of Shanghai and Transrapid International agreed to jointly carry out a feasibility study on highspeed Transrapid demonstration line in China. In December, China decided to build a highspeed transrapid demonstration line in Shanghai from Metro Longyang Road station to Pudong International Airport. The construction began in March 2001.
On December 31, 2002, the Shanghai Maglev Line, after more than two years of designing, construction and commissioning by the experts of China and Germany, eventually came into view in the world. The Chinese Prime Minister Zhu Rongji and German Chancellor Gerhard Schroeder were among the first guests in her maiden trip. On board the worldâs sole commercially-operated maglev train and looking through the windows at the road vehicles lagging far behind, they enjoyed the pleasure to them by the speed of 430km/h and nodded with smile.
Development of Maglev Transport in Other Countries
Progress of world interest have been made in Maglev transport not merely in Germany and Japan. Since the seventies of the 20 century, developed countries like Japan, USA, Canada, France, UK etc have in succession carried out development of maglev transport system.
In UK there used to be a maglev line linking Birmingham Airport with International Railway station, 600m long. It need only 90 seconds to bring the passengers to their destinations. Though that maglev line was no longer in service, its maglev impact wares serged was no doubt heartshaking.
In Japan, R & D of Maglev which adopts normal conducting technology began as early as in 1962. Whith the rapid development of superconducting technology, Japan turned to the R & D of Maglev using superconducting technology in early seventies.
In 1972, for the first time, the test run of a superconducting maglev vehicle 2.2 ton in Weight succeeded on the 480m long test track and attained the speed of 60km/h.
In December,1977, vehicle attained the max speed of 204km/h on the Miyazaki Maglev Test Track.
In December 1979, the speed in the unmanned vehicle run was raised to 517km/h.
In November 1982, the test of manned maglev train succeeded.
In 1989, 494km/h in unmanned vehicle run was attained.
In 1994, max speed of unmanned run attained 431km/h, that of manned run attained 411km/h.
Test runs are now underway in Japan. So are the researches on the improvement of aerodynamics, reduction of noise and cost decrease. Commercial application is planned to the place in 2004.
[ Conclusion ]
So many countries in the world have been involved in the researches of the maglev technology, but only in Shanghai a real maglev operation line was successfully built. The success again proves that the maglev technology is safe, economic and advanced .Surely the economic benefit and political effect brought can not be overestimated.
Someone said: "Maglev train is the most fundamental breakthrough in the railway technology since the advent of Stephensonâs "Rocket " steam locomotive about 200 years ago". This is not at all too much praise. Maglev train should be regarded not merely as a fundamental breakthrough, but much more as an example of a modern transport means.
We recalled the development history of the maglev train with a clear purpose of commemorating the past 80 year of development, and more for the purpose of meeting the arrival of new brilliance the maglev transportation.
|
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https://steamcommunity.com/app/446800/discussions/0/365172408528802303/%3Fl%3Dtchinese
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en
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Maglev trains :: Transport Fever General Discussions
|
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[] |
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[
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[] | null |
Hoping to see Maglev trains as the end game for trains. Would be nice for those longer distances where you can easily hit 4-500km/h.
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/favicon.ico
| null | ||||||
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dbpedia
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https://www.freepik.com/premium-video/emsland-transrapid-test-facility-idyllic-field-town-lathen-germany-aerial-drone-shot_697387
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en
|
Emsland transrapid test facility over idyllic field in the town of lathen in germany
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[
""
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[] | null |
Download this Premium stock video of Emsland transrapid test facility over idyllic field in the town of lathen in germany - aerial drone shot, and take your project to the next level with Freepik videos.
|
en
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https://fps.cdnpk.net/favicons/favicon.ico
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Freepik
|
https://www.freepik.com/premium-video/emsland-transrapid-test-facility-idyllic-field-town-lathen-germany-aerial-drone-shot_697387
|
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https://hendrickscollegenetwork.org/faq/
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Hendricks College Network
|
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] |
[] |
[] |
[
""
] | null |
[] |
2012-04-11T21:55:31-04:00
|
en
|
Hendricks College Network | Guidance Office for Grown Ups
|
https://hendrickscollegenetwork.org/faq/
| |||||||
3951
|
dbpedia
|
0
| 14 |
https://www.tiktok.com/%40hialfiejukes/video/7312850835736775968
|
en
|
Make Your Day
|
[] |
[] |
[] |
[
""
] | null |
[] | null |
en
| null | ||||||||
3951
|
dbpedia
|
3
| 16 |
https://www.americanyawp.com/commentpress/15-reconstruction/
|
en
|
American Yawp / Feedback
|
http://www.americanyawp.com/text/wp-content/uploads/Mass_Aggie-1000x600.jpg
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"Contrabands," Cumberland Landing, Virginia, 1862. Library of Congress. *The American Yawp is an evolving, collaborative text. Please click here to improve this chapter.* I. Introduction After the Civil War, much of the South lay in ruins. “It passes…
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https://www.americanyawp.com/commentpress/15-reconstruction/
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15. Reconstruction
¶ 1 *The American Yawp is an evolving, collaborative text. Please click here to improve this chapter.*
I. Introduction
¶ 2 After the Civil War, much of the South lay in ruins. “It passes my comprehension to tell what became of our railroads,” one South Carolinian told a northern reporter. “We had passably good roads, on which we could reach almost any part of the State, and the next week they were all gone—not simply broken up, but gone. Some of the material was burned, I know, but miles and miles of iron have actually disappeared, gone out of existence.” ((Sidney Andrews, The South Since the War: As Shown by Fourteen Weeks of Travel and Observation in Georgia and the Carolinas (Cambridge, MA: Welch, Bigelow, 1866), 31.)) He might as well have been talking about the entire antebellum way of life. The future of the South was uncertain. How would these states be brought back into the Union? Would they be conquered territories or equal states? How would they rebuild their governments, economies, and social systems? What rights did freedom confer on formerly enslaved people?
¶ 3 The answers to many of Reconstruction’s questions hinged on the concepts of citizenship and equality. The era witnessed perhaps the most open and widespread discussions of citizenship since the nation’s founding. It was a moment of revolutionary possibility and violent backlash. African Americans and Radical Republicans pushed the nation to finally realize the Declaration of Independence’s promises that “all men are created equal” and have “certain unalienable rights.” White Democrats granted African Americans legal freedom but little more. When Black Americans and their radical allies succeeded in securing citizenship for freedpeople, a new fight commenced to determine the legal, political, and social implications of American citizenship. Resistance continued, and Reconstruction eventually collapsed. In the South, limits on human freedom endured and would stand for nearly a century more.
II. Politics of Reconstruction
¶ 4 Reconstruction—the effort to restore southern states to the Union and to redefine African Americans’ place in American society—began before the Civil War ended. President Abraham Lincoln began planning for the reunification of the United States in the fall of 1863. ((Eric Foner, Reconstruction: America’s Unfinished Revolution, 1863–1877 (New York: HarperCollins, 1988), xxv.)) With a sense that Union victory was imminent and that he could turn the tide of the war by stoking Unionist support in the Confederate states, Lincoln issued a proclamation allowing southerners to take an oath of allegiance. When just 10 percent of a state’s voting population had taken such an oath, loyal Unionists could then establish governments. ((Statutes at Large, Treaties, and Proclamations of the United States of America, vol. 13 (Boston: Little, Brown, 1866), 737–739. http://www.freedmen.umd.edu/procamn.htm.)) These so-called Lincoln governments sprang up in pockets where Union support existed like Louisiana, Tennessee, and Arkansas. Unsurprisingly, these were also the places that were exempted from the liberating effects of the Emancipation Proclamation.
¶ 5 Initially proposed as a war aim, Lincoln’s Emancipation Proclamation committed the United States to the abolition of slavery. However, the proclamation freed only enslaved people in areas of rebellion and left more than seven hundred thousand in bondage in Delaware, Kentucky, Maryland, and Missouri as well as in Union-occupied areas of Louisiana, Tennessee, and Virginia.
¶ 6 To cement the abolition of slavery, Congress passed the Thirteenth Amendment on January 31, 1865. The amendment legally abolished slavery “except as a punishment for crime whereof the party shall have been duly convicted.” Section Two of the amendment granted Congress the “power to enforce this article by appropriate legislation.” State ratification followed, and by the end of the year the requisite three fourths of the states had approved the amendment, and four million people were forever free from the slavery that had existed in North America for 250 years. ((The House Joint Resolution proposing the 13th amendment to the Constitution, January 31, 1865; Enrolled Acts and Resolutions of Congress, 1789-1999; General Records of the United States Government; Record Group 11; National Archives. https://www.ourdocuments.gov/doc.php?flash=false&doc=40&page=transcript.))
¶ 7 Lincoln’s policy was lenient, conservative, and short-lived. Reconstruction changed when John Wilkes Booth shot Lincoln on April 14, 1865, during a performance of Our American Cousin at Ford’s Theater. Treated rapidly and with all possible care, Lincoln nevertheless succumbed to his wounds the following morning, leaving a somber pall over the North and especially among African Americans.
¶ 8 The assassination of Abraham Lincoln propelled Vice President Andrew Johnson into the executive office in April 1865. Johnson, a states’-rights, strict-constructionist, and unapologetic racist from Tennessee, offered southern states a quick restoration into the Union. His Reconstruction plan required provisional southern governments to void their ordinances of secession, repudiate their Confederate debts, and ratify the Thirteenth Amendment. On all other matters, the conventions could do what they wanted with no federal interference. He pardoned all southerners engaged in the rebellion with the exception of wealthy planters who possessed more than $20,000 in property. ((Andrew Johnson, “Proclamation 179—Granting Full Pardon and Amnesty for the Offense of Treason Against the United States During the Late Civil War,” December 25, 1868. Gerhard Peters and John T. Woolley, The American Presidency Project. http://www.presidency.ucsb.edu/ws/?pid=72360.)) The southern aristocracy would have to appeal to Johnson for individual pardons. In the meantime, Johnson hoped that a new class of southerners would replace the extremely wealthy in leadership positions.
¶ 9 Many southern governments enacted legislation that reestablished antebellum power relationships. South Carolina and Mississippi passed laws known as Black Codes to regulate Black behavior and impose social and economic control. Other states soon followed. These laws granted some rights to African Americans, like the right to own property, to marry, or to make contracts. But they also denied fundamental rights. White lawmakers forbade Black men from serving on juries or in state militias, refused to recognize Black testimony against white people, apprenticed orphaned children to their former enslaver, and established severe vagrancy laws. Mississippi’s vagrant law required all freedmen to carry papers proving they had means of employment. ((Edward McPherson, The Political History of the United States of America During the Period of Reconstruction. . . . (Washington, D.C.: Philp and Solomons, 1871), 80–82.)) If they had no proof, they could be arrested and fined. If they could not pay the fine, the sheriff had the right to hire out his prisoner to anyone who was willing to pay the tax. Similar ambiguous vagrancy laws throughout the South reasserted control over Black labor in what one scholar has called “slavery by another name.” ((Douglas A. Blackmon, Slavery by Another Name: The Re-enslavement of Black Americans from the Civil War to World War II (New York: Random House, 2008).)) Black Codes effectively criminalized Black people’s leisure, limited their mobility, and locked many into exploitative farming contracts. Attempts to restore the antebellum economic order largely succeeded.
¶ 10 These laws and outrageous mob violence against Black southerners led Republicans to call for a more dramatic Reconstruction. So when Johnson announced that the southern states had been restored, congressional Republicans refused to seat delegates from the newly reconstructed states.
¶ 11 Republicans in Congress responded with a spate of legislation aimed at protecting freedmen and restructuring political relations in the South. Many Republicans were keen to grant voting rights for freedmen in order to build a new powerful voting bloc. Some Republicans, like U.S. congressman Thaddeus Stevens, believed in racial equality, but the majority were motivated primarily by the interest of their political party. The only way to protect Republican interests in the South was to give the vote to the hundreds of thousands of Black men. Republicans in Congress responded to the codes with the Civil Rights Act of 1866, the first federal attempt to constitutionally define all American-born residents (except Native peoples) as citizens. The law also prohibited any curtailment of citizens’ “fundamental rights.” ((A Century of Lawmaking for a New Nation: U.S. Congressional Documents and Debates, 1774–1875, Statutes at Large, 39th Congress, 1st Session, 27. https://memory.loc.gov/cgi-bin/ampage?collId=llsl&fileName=014/llsl014.db&recNum=58.))
¶ 12 The Fourteenth Amendment developed concurrently with the Civil Rights Act to ensure its constitutionality. The House of Representatives approved the Fourteenth Amendment on June 13, 1866. Section One granted citizenship and repealed the Taney Court’s infamous Dred Scott (1857) decision. Moreover, it ensured that state laws could not deny due process or discriminate against particular groups of people. The Fourteenth Amendment signaled the federal government’s willingness to enforce the Bill of Rights over the authority of the states.
¶ 13 Because he did not believe African Americans deserved equal rights, President Johnson opposed the passage of the Fourteenth Amendment and vetoed the Civil Rights Act. But after winning a two-thirds majority in the 1866 midterm elections, Republicans overrode the veto, and in 1867, they passed the first Reconstruction Act, dissolving state governments and dividing the South into five military districts. Under these new terms, states would have to ratify the Fourteenth Amendment, write new constitutions enfranchising African Americans, and abolish repressive “Black Codes” before rejoining the union. In the face of President Johnson’s repeated obstructionism, the House of Representatives issued articles of impeachment against the president. Although Johnson narrowly escaped conviction in the Senate, Congress won the power to direct a new phase of Reconstruction. Six weeks later, on July 9, 1868, the states ratified the Fourteenth Amendment, guaranteeing birthright citizenship and “equal protection of the laws.
¶ 14 In the 1868 presidential election, former Union General Ulysses S. Grant ran on a platform that proclaimed, “Let Us Have Peace,” in which he promised to protect the new status quo. On the other hand, the Democratic candidate, Horatio Seymour, promised to repeal Reconstruction. Black southern voters helped Grant win most of the former Confederacy. Scalawags and Carpetbaggers also buttressed Republicans in the South. Scalawag was the derisive term used to describe white Republicans in the South and carpetbaggers was the term for northerners who traveled to the South during Reconstruction. But Black voters formed the backbone of the Republican coalition in the South.
¶ 15 Reconstruction brought the first moment of mass democratic participation for African Americans. In 1860, only five states in the North allowed African Americans to vote on equal terms with whites. Yet after 1867, when Congress ordered southern states to eliminate racial discrimination in voting, African Americans began to win elections across the South. In a short time, the South was transformed from an all-white, pro-slavery, Democratic stronghold to a collection of Republican-led states with African Americans in positions of power for the first time in American history. ((Eric Foner, Freedom’s Lawmakers: A Directory of Black Officeholders During Reconstruction (Baton Rouge: LSU Press, 1996).))
¶ 16 Through the provisions of the congressional Reconstruction Acts, Black men voted in large numbers and also served as delegates to the state constitutional conventions in 1868. Black delegates actively participated in revising state constitutions. One of the most significant accomplishments of these conventions was the establishment of a public school system. While public schools were virtually nonexistent in the antebellum period, by the end of Reconstruction, every southern state had established a public school system. ((See Ward McAfee, Religion, Race, and Reconstruction: The Public School in the Politics of the 1870s (Albany: SUNY Press, 1998); and Hilary Green, Educational Reconstruction: African American Schools in the Urban South (New York: Fordham University Press, 2016).)) Republican officials opened state institutions like mental asylums, hospitals, orphanages, and prisons to white and Black residents, though often on a segregated basis. They actively sought industrial development, northern investment, and internal improvements.
¶ 17 African Americans served at every level of government during Reconstruction. At the federal level, Hiram Revels and Blanche K. Bruce were chosen as U.S. senators from Mississippi. Fourteen men served in the House of Representatives. At least 270 other African American men served in patronage positions as postmasters, customs officials, assessors, and ambassadors. At the state level, more than 1,000 African American men held offices in the South. P. B. S. Pinchback served as Louisiana’s governor for thirty-four days after the previous governor was suspended during impeachment proceedings and was the only African American state governor until Virginia elected L. Douglas Wilder in 1989. Almost 800 African American men served as state legislators around the South, with African Americans at one time making up a majority in the South Carolina House of Representatives. ((Foner, Freedom’s Lawmakers.))
¶ 18 African American officeholders came from diverse backgrounds. Many had been born free or had gained their freedom before the Civil War. Many free African Americans, particularly those in South Carolina, Virginia, and Louisiana, were wealthy and well educated, two facts that distinguished them from much of the white population both before and after the Civil War. Some, like Antoine Dubuclet of Louisiana and William Breedlove from Virginia, owned enslaved laborers before the Civil War. Others had helped enslaved people escape or taught them to read, like Georgia’s James D. Porter.
¶ 19 Most African American officeholders, however, gained their freedom during the war. Among them were skilled craftsmen like Emanuel Fortune, a shoemaker from Florida; ministers such as James D. Lynch from Mississippi; and teachers like William V. Turner from Alabama. Moving into political office was a natural continuation of the leadership roles they had held in their former communities.
¶ 20 By the end of Reconstruction in 1877, more than two thousand African American men had served in offices ranging from local levee commissioner to U.S. senator. ((Ibid., xi.)) When the end of Reconstruction returned white Democrats to power in the South, all but a few African American officeholders lost their positions. After Reconstruction, African Americans did not enter the political arena again in large numbers until well into the twentieth century.
III. The Meaning of Black Freedom
¶ 21 Land was one of the major desires of the freed people. Frustrated by responsibility for the growing numbers of freed people following his troops, General William T. Sherman issued Special Field Order No. 15, in which land in Georgia and South Carolina was to be set aside as a homestead for the freedpeople. Sherman lacked the authority to confiscate and distribute land, so this plan never fully took effect. ((Leslie Harris and Daina Ramey Berry, eds., Slavery and Freedom in Savannah (Athens: University of Georgia Press, 2014), 167.)) One of the main purposes of the Freedmen’s Bureau, however, was to redistribute lands to formerly enslaved people that had been abandoned and confiscated by the federal government. Even these land grants were short-lived. In 1866, land that ex-Confederates had left behind was reinstated to them.
¶ 22 Freedpeople’s hopes of land reform were unceremoniously dashed as Freedmen’s Bureau agents held meetings with the freedmen throughout the South, telling them the promise of land was not going to be honored and that instead they should plan to go back to work for their former enslaver as wage laborers. The policy reversal came as quite a shock. In one instance, Freedmen’s Bureau commissioner General Oliver O. Howard went to Edisto Island to inform the Black population there of the policy change. The Black commission’s response was that “we were promised Homesteads by the government. . . . You ask us to forgive the land owners of our island. . . .The man who tied me to a tree and gave me 39 lashes and who stripped and flogged my mother and my sister . . . that man I cannot well forgive. Does it look as if he has forgiven me, seeing how he tries to keep me in a condition of helplessness?” ((Steven Hahn et al., eds., Freedom: A Documentary History of Emancipation, 1861–1867, Series 3, Volume 1: Land and Labor, 1865 (Chapel Hill: University of North Carolina Press, 2008), 442–444.))
¶ 23 In working to ensure that crops would be harvested, agents sometimes coerced formerly enslaved people into signing contracts with their former enslavers. However, the bureau also instituted courts where African Americans could seek redress if their employers were abusing them or not paying them. The last ember of hope for land redistribution was extinguished when Thaddeus Stevens and Charles Sumner’s proposed land reform bills were tabled in Congress. Radicalism had its limits, and the Republican Party’s commitment to economic stability eclipsed their interest in racial justice.
¶ 24 Another aspect of the pursuit of freedom was the reconstitution of families. Many freedpeople immediately left plantations in search of family members who had been sold away. Newspaper ads sought information about long-lost relatives. People placed these ads until the turn of the twentieth century, demonstrating the enduring pursuit of family reunification. Freedpeople sought to gain control over their own children or other children who had been apprenticed to white masters either during the war or as a result of the Black Codes. Above all, freedpeople wanted freedom to control their families. ((Heather Andrea Williams, Help Me to Find My People: The African American Search for Family Lost in Slavery (Chapel Hill: University of North Carolina Press, 2012).))
¶ 25 Many freedpeople rushed to solemnize unions with formal wedding ceremonies. Black people’s desires to marry fit the government’s goal to make free Black men responsible for their own households and to prevent Black women and children from becoming dependent on the government.
¶ 26 Freedpeople placed a great emphasis on education for their children and themselves. For many, the ability to finally read the Bible for themselves induced work-weary men and women to spend all evening or Sunday attending night school or Sunday school classes. It was not uncommon to find a one-room school with more than fifty students ranging in age from three to eighty. As Booker T. Washington famously described the situation, “it was a whole race trying to go to school. Few were too young, and none too old, to make the attempt to learn.” ((Booker T. Washington, Up From Slavery (New York: Doubleday, 1900), 30.))
¶ 27 Many churches served as schoolhouses and as a result became central to the freedom struggle. Free and freed Black southerners carried well-formed political and organizational skills into freedom. They developed anti-racist politics and organizational skills through antislavery organizations turned church associations. Liberated from white-controlled churches, Black Americans remade their religious worlds according to their own social and spiritual desires. ((Henry H. Mitchell, Black Church Beginnings: The Long-Hidden Realities of the First Years (Grand Rapids, MI: Eerdmans, 2004), 141–174.))
¶ 28 One of the more marked transformations that took place after emancipation was the proliferation of independent Black churches and church associations. In the 1930s, nearly 40 percent of 663 Black churches surveyed had their organizational roots in the post-emancipation era. ((Benjamin Mays and Joseph Nicholson, The Negro’s Church (New York: Russell and Russell, 1933), 29–30.)) Many independent Black churches emerged in the rural areas, and most of them had never been affiliated with white churches.
¶ 29 Many of these independent churches were quickly organized into regional, state, and even national associations, often by brigades of free Black northerners and midwesterners who went to the South to help the freedmen. Through associations like the Virginia Baptist State Convention and the Consolidated American Baptist Missionary Convention, Baptists became the fastest growing post-emancipation denomination, building on their antislavery associational roots and carrying on the struggle for Black political participation. ((Foner, Reconstruction: America’s Unfinished Revolution, 92.))
¶ 30 Tensions between northerners and southerners over styles of worship and educational requirements strained these associations. Southern, rural Black churches preferred worship services with more emphasis on inspired preaching, while Black urban northerners favored more orderly worship and an educated ministry.
¶ 31 Perhaps the most significant internal transformation in churches had to do with the role of women—a situation that eventually would lead to the development of independent women’s conventions in Baptist, Methodist, and Pentecostal churches. Women like Nannie Helen Burroughs and Virginia Broughton, leaders of the Baptist Woman’s Convention, worked to protect Black women from sexual violence from white men. Black representatives repeatedly articulated this concern in state constitutional conventions early in the Reconstruction era. In churches, women continued to fight for equal treatment and access to the pulpit as preachers, even though they were able to vote in church meetings. ((See Virginia W. Broughton, Virginia Broughton: The Life and Writings of a National Baptist Missionary, ed. Tomeiko Ashford Carter (Knoxville: University of Tennessee Press, 2010); Shirley Wilson Logan, We Are Coming: The Persuasive Discourse of Nineteenth-Century Black Women (Carbondale: Southern Illinois University Press, 1999), 168; and Evelyn Brooks Higginbotham, “Religion, Politics, and Gender: The Leadership of Nannie Helen Burroughs,” in Judith Weisenfeld and Richard Newman, eds., This Far by Faith: Readings in African-American Women’s Religious Biography (New York: Routledge, 2014), 157.))
¶ 32 Black churches provided centralized leadership and organization in post-emancipation communities. Many political leaders and officeholders were ministers. Churches were often the largest building in town and served as community centers. Access to pulpits and growing congregations provided a foundation for ministers’ political leadership. Groups like the Union League, militias, and fraternal organizations all used the regalia, ritual, and even hymns of churches to inform and shape their practice.
¶ 33 Black churches provided space for conflict over gender roles, cultural values, practices, norms, and political engagement. With the rise of Jim Crow, Black churches would enter a new phase of negotiating relationships within the community and the wider world.
IV. Reconstruction and Women
¶ 34 Reconstruction involved more than the meaning of emancipation. Women also sought to redefine their roles within the nation and in their local communities. The abolitionist and women’s rights movements simultaneously converged and began to clash. In the South, both Black and white women struggled to make sense of a world of death and change. In Reconstruction, leading women’s rights advocate Elizabeth Cady Stanton saw an unprecedented opportunity for disenfranchised groups. Women as well as Black Americans, North and South, could seize political rights. Stanton formed the Women’s Loyal National League in 1863, which petitioned Congress for a constitutional amendment abolishing slavery. ((“To the Women of the Republic,” address from the Women’s Loyal National League supporting the abolition of slavery, January 25, 1864, SEN 38A-H20 (Kansas folder); RG 46, Records of the U.S. Senate, National Archives. https://www.senate.gov/artandhistory/history/resources/pdf/WomensLoyalNationalLeague.pdf.)) The Thirteenth Amendment marked a victory not only for the antislavery cause but also for the Loyal League, proving women’s political efficacy and the possibility for radical change. Now, as Congress debated the meanings of freedom, equality, and citizenship for formerly enslaved people, women’s rights leaders saw an opening to advance transformations in women’s status, too. On May 10, 1866, just one year after the war, the Eleventh National Women’s Rights Convention met in New York City to discuss what many agreed was an extraordinary moment, full of promise for fundamental social change. Elizabeth Cady Stanton presided over the meeting. Also in attendance were prominent abolitionists with whom Stanton and other women’s rights leaders had joined forces in the years leading up to the war. Addressing this crowd of social reformers, Stanton captured the radical spirit of the hour: “now in the reconstruction,” she declared, “is the opportunity, perhaps for the century, to base our government on the broad principle of equal rights for all.” ((Proceedings of the Eleventh National Women’s Rights Convention, Held at the Church of the Puritans, New York, May 10, 1866 (New York: Johnston, 1866).)) Stanton chose her universal language—“equal rights for all”—with intention, setting an agenda of universal suffrage. Thus, in 1866, the National Women’s Rights Convention officially merged with the American Anti-Slavery Society to form the American Equal Rights Association (AERA). This union marked the culmination of the long-standing partnership between abolitionists and women’s rights advocates.
¶ 35 The AERA was split over whether Black male suffrage should take precedence over universal suffrage, given the political climate of the South. Some worried that political support for freedmen would be undermined by the pursuit of women’s suffrage. For example, AERA member Frederick Douglass insisted that the ballot was literally a “question of life and death” for southern Black men, but not for women. ((Frederick Douglass, “We Welcome the Fifteenth Amendment: Addresses Delivered in New York, on 12–13 May 1869,” The Frederick Douglass Papers. Series One, Speeches, Debates, and Interviews, eds. John W. Blassingame and John R. McKivigan (New Haven, CT: Yale University Press, 1991), 213–219.)) Some African American women challenged white suffragists in other ways. Frances Harper, for example, a freeborn Black woman living in Ohio, urged them to consider their own privilege as white and middle class. Universal suffrage, she argued, would not so clearly address the complex difficulties posed by racial, economic, and gender inequality. ((Faye E. Dudden, Fighting Chance: The Struggle over Woman Suffrage and Black Suffrage in Reconstruction America (New York: Oxford University Press, 2011).))
¶ 36 These divisions came to a head early in 1867, as the AERA organized a campaign in Kansas to determine the fate of Black and woman suffrage. Elizabeth Cady Stanton and her partner in the movement, Susan B. Anthony, made the journey to advocate universal suffrage. Yet they soon realized that their allies were distancing themselves from women’s suffrage in order to advance Black enfranchisement. Disheartened, Stanton and Anthony allied instead with white supremacists who supported women’s equality. Many fellow activists were dismayed by Stanton’s and Anthony’s willingness to appeal to racism to advance their cause. ((Louise Michele Newman, White Women’s Rights: The Racial Origins of Feminism in the United States (New York: Oxford University Press, 1999), 3–8.))
¶ 37 These tensions finally erupted over conflicting views of the Fourteenth and Fifteenth Amendments. Women’s rights leaders vigorously protested the Fourteenth Amendment. Although it established national citizenship for all persons born or naturalized in the United States, the amendment also introduced the word male into the Constitution for the first time. After the Fifteenth Amendment ignored sex as an unlawful barrier to suffrage, an omission that appalled Stanton, the AERA officially dissolved. Stanton and Anthony formed the National Woman Suffrage Association (NWSA), while suffragists who supported the Fifteenth Amendment, regardless of its limitations, founded the American Woman Suffrage Association (AWSA).
¶ 38 The NWSA soon rallied around a new strategy: the New Departure. This new approach interpreted the Constitution as already guaranteeing women the right to vote. They argued that by nationalizing citizenship for all people and protecting all rights of citizens—including the right to vote—the Fourteenth and Fifteenth Amendments guaranteed women’s suffrage. Broadcasting the New Departure, the NWSA encouraged women to register to vote, which roughly seven hundred did between 1868 and 1872. Susan B. Anthony was one of them and was arrested but then acquitted in trial. In 1875, the Supreme Court addressed this constitutional argument: acknowledging women’s citizenship but arguing that suffrage was not a right guaranteed to all citizens. This ruling not only defeated the New Departure but also coincided with the Court’s broader reactionary interpretation of the Reconstruction amendments that significantly limited freedmen’s rights. Following this defeat, many suffragists like Stanton increasingly replaced the ideal of universal suffrage with arguments about the virtue that white women would bring to the polls. These new arguments often hinged on racism and declared the necessity of white women voters to keep Black men in check. ((Sue Davis, The Political Thought of Elizabeth Cady Stanton: Women’s Rights and the American Political Traditions (New York: New York University Press, 2008), 158.))
¶ 39 Advocates for women’s suffrage were largely confined to the North, but southern women were experiencing social transformations as well. The lines between refined white womanhood and degraded enslaved Black femaleness were no longer so clearly defined. Moreover, during the war, southern white women had been called on to do traditional men’s work, chopping wood and managing businesses. While white southern women decided whether and how to return to their prior status, African American women embraced new freedoms and a redefinition of womanhood.
¶ 40 The Civil War showed white women, especially upper-class women, life without their husbands’ protection. Many did not like what they saw, especially given the possibility of racial equality. Formerly wealthy women hoped to maintain their social status by rebuilding the prewar social hierarchy. Through Ladies’ Memorial Associations and other civic groups, southern women led the efforts to bury and memorialize the dead, praising and bolstering their men’s masculinity through nationalist speeches and memorials. Ladies’ Memorial Associations (LMAs) grew out of the Soldiers’ Aid Society and became the precursor and custodian of the Lost Cause narrative. Proponents of the Lost Cause tried to rewrite the history of the antebellum South to deemphasize the brutality of slavery. They also created the myth that the Civil War was fought over states’ rights instead of slavery, which was the actual cause. LMAs and their ceremonies created new holidays during which white southerners could reaffirm their allegiance to the Confederacy and express their opposition to Black rights. For instance, some LMAs celebrated the anniversary of Stonewall Jackson’s death on May 10. ((Caroline E. Janney, Remembering the Civil War: Reunion and the Limits of Reconciliation (Chapel Hill: University of North Carolina Press, 2013), 94.)) Through these activities, southern women took on political roles in the South.
¶ 41 Southern Black women also sought to redefine their public and private lives. Their efforts to control their labor met the immediate opposition of southern white women. Gertrude Clanton, a plantation mistress before the war, disliked cooking and washing dishes, so she hired an African American woman to do the washing. A misunderstanding quickly developed. The laundress, nameless in Gertrude’s records, performed her job and returned home. Gertrude believed that her money had purchased a day’s labor, not just the load of washing, and she became quite frustrated. Meanwhile, this washerwoman and others like her set wages and hours for themselves, and in many cases began to take washing into their own homes in order to avoid the surveillance of white women and the sexual threat posed by white men. ((Ella Gertrude Clanton Thomas, The Secret Eye: The Journal of Ella Gertrude Clanton Thomas, 1848–1889, ed. Virginia Ingraham Burr (Chapel Hill: University of North Carolina Press, 1990), 272–273.))
¶ 42 Similar conflicts raged across the South. White southerners demanded that African American women work in the plantation home and instituted apprenticeship systems to place African American children in unpaid labor positions. African American women combated these attempts by refusing to work at jobs without fair pay or fair conditions and by clinging tightly to their children.
¶ 43 Like white LMA members, African American women formed clubs to bury their dead, to celebrate African American masculinity, and to provide aid to their communities. On May 1, 1865, African Americans in Charleston created the precursor to the modern Memorial Day by mourning the Union dead buried hastily on a race track turned prison. ((David Blight, Race and Reunion: The Civil War in American Memory (Cambridge, MA: Harvard University Press, 2001), 65–71.)) Like their white counterparts, the three hundred African American women who participated had been members of the local Patriotic Association, which aided freedpeople during the war. African American women continued participating in federal Decoration Day ceremonies and, later, formed their own club organizations. Racial violence, whether city riots or rural vigilantes, continued to threaten these vulnerable households. Nevertheless, the formation and preservation of African American households became a paramount goal for African American women.
¶ 44 For all of their differences, white and Black southern women faced a similar challenge during Reconstruction. Southern women celebrated the return of their brothers, husbands, and sons, but couples separated for many years struggled to adjust. To make matters worse, many of these former soldiers returned with physical or mental wounds. For white families, suicide and divorce became more acceptable, while the opposite occurred for Black families. Since the entire South suffered from economic devastation, many families were impoverished and sank into debt. All southern women faced economic devastation, lasting wartime trauma, and enduring racial tensions.
V. Racial Violence in Reconstruction
¶ 45 Violence shattered the dream of biracial democracy. Still steeped in the violence of slavery, white southerners could scarcely imagine Black free labor. Congressional investigator Carl Schurz reported that in the summer of 1865, southerners shared a near unanimous sentiment that “You cannot make the negro work, without physical compulsion.” ((Carl Schurz, Report on the Condition of the South, ed. Michael Burlingame (1865; repr. New York: Arno Press, 1969), iii.)) Violence had been used in the antebellum period to enforce slave labor and to define racial difference. In the post-emancipation period it was used to stifle Black advancement and return to the old order.
¶ 46 Much of life in the antebellum South had been premised on slavery. The social order rested on a subjugated underclass, and the labor system required unfree laborers. A notion of white supremacy and Black inferiority undergirded it all. White people were understood as fit for freedom and citizenship, Black people for chattel slave labor. The Confederate surrender at Appomattox Court House and the subsequent adoption by the U.S. Congress of the Thirteenth Amendment destroyed the institution of American slavery and threw southern society into disarray. The foundation of southern society had been shaken, but southern whites used Black Codes and racial terrorism to reassert control over formerly enslaved people.
¶ 47 Racial violence in the Reconstruction period took three major forms: riots against Black political authority, interpersonal fights, and organized vigilante groups. There were riots in southern cities several times during Reconstruction. The most notable were the riots in Memphis and New Orleans in 1866, but other large-scale urban conflicts erupted in places including Laurens, South Carolina, in 1870; Colfax, Louisiana, in 1873; another in New Orleans in 1874; Yazoo City, Mississippi, in 1875; and Hamburg, South Carolina, in 1876. Southern cities grew rapidly after the war as migrants from the countryside—particularly freed people—flocked to urban centers. Cities became centers of Republican control. But white conservatives chafed at the influx of Black residents and the establishment of biracial politics. In nearly every conflict, white conservatives initiated violence in reaction to Republican rallies or conventions or elections in which Black men were to vote. The death tolls of these conflicts remain incalculable, and victims were overwhelmingly Black.
¶ 48 Even everyday violence between individuals disproportionally targeted African Americans during Reconstruction. African Americans gained citizenship rights like the ability to serve on juries as a result of the Civil Rights Act of 1866 and the Fourteenth Amendment. But southern white men were almost never prosecuted for violence against Black victims. White men beat or shot Black men with relative impunity, and did so over minor squabbles, labor disputes, long-standing grudges, and crimes of passion. These incidents sometimes were reported to local federal authorities like the army or the Freedmen’s Bureau, but more often than not such violence was unreported and unprosecuted. ((Douglas R. Egerton, The Wars of Reconstruction: The Brief, Violent History of America’s Most Progressive Era (New York: Bloomsbury Press, 2014), 296.))
¶ 49 The violence committed by organized vigilante groups, sometimes called nightriders or bushwhackers, was more often premeditated. Groups of nightriders operated under cover of darkness and wore disguises to curtail Black political involvement. Nightriders harassed and killed Black candidates and officeholders and frightened voters away from the polls. They also aimed to limit Black economic mobility by terrorizing freedpeople who tried to purchase land or otherwise become too independent from the white enslavers they used to rely on. They were terrorists and vigilantes, determined to stop the erosion of the antebellum South, and they were widespread and numerous, operating throughout the South. The Ku Klux Klan emerged in the late 1860s as the most infamous of these groups.
¶ 50 The Ku Klux Klan (KKK) was organized in 1866 in Pulaski, Tennessee, and had spread to nearly every state of the former Confederacy by 1868. The Klan drew heavily from the antebellum southern elite, but Klan groups sometimes overlapped with criminal gangs or former Confederate guerrilla groups. The Klan’s reputation became so potent, and its violence so widespread, that many groups not formally associated with it were called Ku Kluxers, and to “Ku Klux” meant to commit vigilante violence. While it is difficult to differentiate Klan actions from those of similar groups, such as the White Line, the Knights of the White Camellia, and the White Brotherhood, the distinctions hardly matter. All such groups were part of a web of terror that spread throughout the South during Reconstruction. In Panola County, Mississippi, between August 1870 and December 1872, twenty-four Klan-style murders occurred. And nearby, in Lafayette County, Klansmen drowned thirty Black Mississippians in a single mass murder. Sometimes the violence was aimed at Black men or women who had tried to buy land or dared to be insolent toward a white southerner. Other times, as with the beating of Republican sheriff and tax collector Allen Huggins, the Klan targeted white politicians who supported freedpeople’s civil rights. Numerous Republican politicians, perhaps dozens, were killed, either while in office or while campaigning. Thousands of individual citizens, men and women, white and Black, had their homes raided and were whipped, raped, or murdered. ((Elaine Frantz Parsons, Ku-Klux: The Birth of the Klan During Reconstruction (Chapel Hill: University of North Carolina Press, 2015).))
¶ 51 The federal government responded to southern paramilitary tactics by passing the Enforcement Acts between 1870 and 1871. The acts made it criminal to deprive African Americans of their civil rights. The acts also deemed violent Klan behavior as acts of rebellion against the United States and allowed for the use of U.S. troops to protect freedpeople. For a time, the federal government, its courts, and its troops, sought to put an end to the KKK and related groups. But the violence continued. By 1876, as southern Democrats reestablished “home rule” and “redeemed” the South from Republicans, federal opposition to the KKK weakened. National attention shifted away from the South and the activities of the Klan, but African Americans remained trapped in a world of white supremacy that restricted their economic, social, and political rights.
¶ 52 White conservatives would assert that Republicans, in denouncing violence, were “waving a bloody shirt” for political opportunity. The violence, according to many white conservatives, was fabricated, or not as bad as it was claimed, or an unavoidable consequence of the enfranchisement of African Americans. On December 22, 1871, R. Latham of Yorkville, South Carolina, wrote to the New York Tribune, voicing the beliefs of many white southerners as he declared that “the same principle that prompted the white men at Boston, disguised as Indians, to board, during the darkness of night, a vessel with tea, and throw her cargo into the Bay, clothed some of our people in Ku Klux gowns, and sent them out on missions technically illegal. Did the Ku Klux do wrong? You are ready to say they did and we will not argue the point with you. . . . Under the peculiar circumstances what could the people of South Carolina do but resort to Ku Kluxing?” ((“A Defense of the Ku Klux,” Chester [S.C.] Reporter, January 11, 1872.))
¶ 53 Victims and witnesses to the violence told a different story. Sallie Adkins of Warren County, Georgia, was traveling with her husband, Joseph, a Georgia state senator, when he was assassinated by Klansmen on May 10, 1869. She wrote President Ulysses S. Grant, asking for both physical protection and justice. “I am no Statesman,” she disclaimed; “I am only a poor woman whose husband has been murdered for his devotion to his country. I may have very foolish ideas of Government, States & Constitutions. But I feel that I have claims upon my country. The Rebels imprisoned my Husband. Pardoned Rebels murdered him. There is no law for the punishment of them who do deeds of this sort. . . . I demand that you, President Grant, keep the pledge you made the nation—make it safe for any man to utter boldly and openly his devotion to the United States.” ((Sallie Adkins to Ulysses S. Grant, May 20, 1869. Letters Received, Source Chronological File, Container #7, 1868–1870: President’s Letters, Folder: May–December 1869, Record Group 60, General Records of the Department of Justice, National Archives and Records Administration, College Park, Maryland.))
¶ 54 The political and social consequences of the violence were as lasting as the physical and mental trauma suffered by victims and witnesses. Terrorism worked to end federal involvement in Reconstruction and helped to usher in a new era of racial repression.
¶ 55 African Americans actively sought ways to shed the vestiges of slavery. Many discarded the names their former enslavers had chosen for them and adopted new names like “Freeman” and “Lincoln” that affirmed their new identities as free citizens. Others resettled far from their former plantations, hoping to eventually farm their own land or run their own businesses. By the end of Reconstruction, the desire for self-definition, economic independence, and racial pride coalesced in the founding of dozens of Black towns across the South. Perhaps the most well-known of these towns was Mound Bayou, Mississippi, a Delta town established in 1887 by Isaiah Montgomery and Ben Green, formerly enslaved by Joseph and Jefferson Davis. Residents of the town took pride in the fact that African Americans owned all of the property in town, including banks, insurance companies, shops, and the surrounding farms. The town celebrated African American cultural and economic achievements during their annual festival, Mound Bayou Days. These tight-knit communities provided African Americans with spaces where they could live free from the indignities of segregation and the exploitation of sharecropping on white-owned plantations. ((Nell Irvin Painter, Creating Black Americans: African-American History and Its Meanings, 1619 to the Present (New York: Oxford University Press, 2006), 158.))
VI. Economic Development during the Civil War and Reconstruction
¶ 56 The Civil War destroyed and then transformed the American economy. In 1859 and 1860, wealthy southern planters were flush after producing record cotton crops. Southern prosperity relied on over four million enslaved African American to grow cotton, along with a number of other staple crops across the region. Cotton fed the textile mills of America and Europe and brought great wealth to the region. On the eve of war, the American South enjoyed more per capita wealth than any other slave economy in the New World. To their enslavers, these people constituted their most valuable assets, worth roughly $3 billion. ((Leonard L. Richards, Who Freed the Slaves? The Fight over the Thirteenth Amendment (Chicago: University of Chicago Press, 2015), 258.)) Yet this wealth obscured the gains in infrastructure, industrial production, and financial markets that occurred north of the Mason-Dixon Line, a fact that the war would unmask for all to see.
¶ 57 In contrast to the slave South, northerners praised their region as a land of free labor, populated by farmers, merchants, and wage laborers. It was also home to a robust market economy. By 1860, northerners could buy clothing made in a New England factory, or light their homes with kerosene oil from Pennsylvania. The Midwest produced seas of grain that fed the country, with enough left over for export to Europe. Farther west, mining and agriculture were the mainstays of life. Along with the textile mills, shoe factories, and iron foundries, the firms that produced McCormick’s wheat harvesters and Colt’s firearms displayed the technical advances of northern manufacturers. Their goods crisscrossed the country on the North’s growing railroad network. An extensive network of banks and financial markets helped aggregate capital that could be reinvested into further growth.
¶ 58 The Civil War, like all wars, interrupted the rhythms of commercial life by destroying lives and property. This was especially true in the South. From 1861 onward, the Confederate government struggled to find the guns, food, and supplies needed to field an army. Southerners did make astonishing gains in industrial production during this time, but it was never enough. The Union’s blockade of the Atlantic prevented the Confederacy from financing the war with cotton sales to Europe. To pay their troops and keep the economy alive, the Confederate Congress turned to printing paper money that quickly sank in value and led to rapid inflation. In many cases, Confederate officials dispensed with taxes paid in cash and simply impressed the food and materials needed from their citizens. Perhaps most striking of all, in the vast agricultural wealth of the South, many southerners struggled to find enough to eat.
¶ 59 The war also pushed the U.S. government to take unprecedented steps. Congress raised tariffs and passed the first national income tax in 1862. In late 1861, Congress created the nation’s first fiat currency, called greenbacks. At first, the expansion of the currency and the rapid rise in government spending created an uptick in business in 1862–1863. As the war dragged on, inflation also hit the North. Workers demanded higher wages to pay rents and buy necessities, while the business community groaned under their growing tax burden. The United States, however, never embarked on a policy of impressment for food and supplies. The factories and farms of the North successfully supplied Union troops, while the federal government, with some adjustments, found the means to pay for war. None of this is to suggest that the North’s superior ability to supply its war machine made the outcome of the war inevitable. Any account of the war must consider the tangled web of politics, battles, and economics that occurred between 1861 and 1865. But the aftermath of the war left portions of the Confederacy in ruins. State governments were mired in debt. White planters had most of their capital tied up in enslaved laborers, and so lost most of their wealth. Cotton remained the most significant crop, but the war changed how it was grown and sold. Planters broke up large farms into smaller plots tended by single families in exchange for a portion of the crop, a system called sharecropping. Once cotton production resumed, Americans found that their cotton now competed with new cotton plantations around the world. For the South as a whole, the war and Reconstruction marked the start of a period of deep poverty that would last until at least the New Deal of the 1930s.
¶ 60 Emancipation was the single most important economic, social, and political outcome of the war. Freedom empowered African Americans in the South to rebuild families, make contracts, hold property, and move freely for the first time. Republicans in the South attempted to transform the region into a free-labor economy like the North. Yet the transition from slave labor to free labor was never so clear. Well into the twentieth century, white southerners used a combination of legal coercion and extralegal violence to maintain systems of bound labor. Vagrancy laws enabled law enforcement to justify the arrest of innocent Black men and women, and the convict-lease system meant that arbitrary arrests often resulted in decades of forced, uncompensated labor. But this new form of servitude, which continued until World War II, was only the most extreme example of an array of economic injustices. In the later nineteenth century, poor whites would form mobs and go “white-capping” to scare away Black job seekers. ((William Fitzhugh Brundage, Lynching in the New South: Georgia and Virginia, 1880–1930 (Champaign: University of Illinois Press, 1993), 23.)) Lacking the means to buy their own farms, Black farmers often turned to sharecropping. Sharecropping often led to cycles of debt that kept families bound to the land. ((Blackmon, Slavery by Another Name.))
¶ 61 Victory did not produce a sudden economic boom for the rest of the United States, either. The North would not regain its prewar pace of industrial and commodity output until the 1870s. But the war did prove beneficial to wealthy northern farmers who could afford new technologies. Wartime labor shortages promoted the use of mechanical reapers, reducing demand for labor, boosting farm yields, and sowing the seeds of inequality.
¶ 62 Wartime laws also transformed the relationship between the federal government and the American economy. New tariff laws sheltered northern industry from European competition. The Morrill Land Grant helped create colleges such as the University of California, the University of Illinois, and the University of Wisconsin. With the creation of the national banking system and greenbacks, Congress replaced hundreds of state bank notes with a system of federal currency that accelerated trade and exchange. This was not to say that Republican policy worked for everyone. The Homestead Act, meant to open the West to small farmers, was often frustrated by railroad corporations and speculators. The Transcontinental Railroad, launched during the war, failed to produce substantial economic gains for years.
¶ 63 The war years forged a close relationship between government and the business elite, a relationship that sometimes resulted in corruption and catastrophe, as it did when markets crashed on Black Friday, September 24, 1869. This new relationship created a political backlash, especially in the West and South, against Washington’s perceived eastern and industrial bias. Conflicts over emancipation and civil rights quickly gave way to long political conflict over the direction of American economic development.
VII. The End of Reconstruction
¶ 64 Reconstruction ended when northerners abandoned the cause of the formerly enslaved and Democrats recaptured southern politics. Between 1868 and 1877, and especially after the Depression of 1873, economic issues supplanted Reconstruction as the foremost issue on the national agenda. The biggest threat to Republican power in the South had been the violence and intimidation of white Democrats. Only the presence of federal troops in key southern cities prevented Reconstruction’s quick collapse. But the United States never committed the personnel required to restore order and guarantee Black southerners the rights promised by the Fourteenth Amendment.
¶ 65 Republicans and Democrats responded to economic uncertainty by retreating from Reconstruction. War-weary from a decade of military and political strife, so-called Stalwart Republicans turned from the idealism of civil rights to the practicality of economics and party politics. They won particular influence during Ulysses S. Grant’s first term as president (1868–1872). By the early 1870s, Stalwart Republicans assumed control of Republican Party politics.
¶ 66 Meanwhile, New Departure Democrats—who focused on business, economics, political corruption, and trade—gained strength by distancing themselves from pro-slavery Democrats and Copperheads. In the South, they were called Redeemers. White southerners initially opposed the Redeemers and instead clung tightly to white supremacy and the Confederacy, but between 1869 and 1871, the Redeemers won support from white southerners by promising local rule by white Democrats, rather than Black or white Republicans. By 1871, Redeemers won political control and ended Reconstruction in three important states: Tennessee, Virginia, and Georgia.
¶ 67 In September 1873, Jay Cooke and Company declared bankruptcy, resulting in a bank run that spiraled into a six-year depression. The Depression of 1873 crushed the nation’s already suffering laboring class and destroyed whatever remaining idealism northerners had about Reconstruction. In the South, where many farms were capitalized entirely through loans, sources of credit vanished, many landowners defaulted, and farmers entered an already oversaturated labor market. Wages plummeted and a growing system of debt peonage trapped workers in endless cycles of poverty. The economic turmoil enabled the Democrats to take control of the House of Representatives after the 1874 elections, blunting the legislature’s capacity to any longer direct Reconstruction.
¶ 68 On the eve of the 1876 presidential election, the nation still reeled from depression. Scandals sapped trust in the Grant Administration. By 1875, Democrats in Mississippi hatched the Mississippi Plan, a wave of violence designed to intimidate Black activists and suppress Black voters. ((Nicholas Lemann, Redemption: The Last Battle of the Civil War (New York: Farrar, Straus and Giroux, 2006), 170–209.)) The state’s Republican governor pleaded for federal intervention, but national Republicans ignored the plea. Meanwhile, Rutherford B. Hayes, a Republican, won a landslide victory in the Ohio gubernatorial election without mentioning Reconstruction, focusing instead on fighting corruption and alcohol abuse and promoting economic recovery. His success made him a potential presidential candidate. The stage was set for an election that would end Reconstruction as a national issue.
¶ 69 Republicans chose Rutherford B. Hayes as their nominee; Democrats chose Samuel J. Tilden, who ran on honest politics and home rule in the South. Florida, Louisiana, and South Carolina would determine the president. Despite the enduring presence of Reconstruction in those states, white conservatives organized violence and fraud with impunity. With the election results contested, a federal special electoral commission voted along party lines—eight Republicans for, seven Democrats against—in favor of Hayes.
¶ 70 Democrats threatened to boycott Hayes’s inauguration. Rival governments arose claiming to recognize Tilden as the rightfully elected president. Republicans, fearing another sectional crisis, reached out to Democrats. In what became known as the Compromise of 1877, Democrats conceded the presidency to Hayes on the condition that all remaining troops would be removed from the South and the South would receive special economic favors. Hayes was inaugurated in March 1877. In April, the remaining troops were ordered out of the South. The compromise allowed southern Democrats, no longer fearing reprisal from federal troops or northern politicians for their flagrant violence and intimidation of Black voters, to return to power.
¶ 71 After 1877, Republicans no longer had the political capital—or political will—to intervene in the South in cases of violence and electoral fraud. In certain locations with large populations of African Americans, such as South Carolina, freedpeople continued to hold some local offices for several years. Yet, with its most revolutionary aims thwarted by 1868, and economic depression and political turmoil taking even its most modest promises off the table by the early 1870s, most of the promises of Reconstruction were unmet.
¶ 72 Table. This table shows the military districts of the seceded states of the South, the date the state was readmitted into the Union, and the date when conservatives recaptured the state house.
VIII. Conclusion
¶ 73 Reconstruction in the United States achieved Abraham Lincoln’s paramount desire: the restoration of the Union. The war and its aftermath forever ended legal slavery in the United States, but African Americans remained second-class citizens and women still struggled for full participation in the public life of the United States. The closing of Reconstruction saw North and South reunited behind the imperatives of economic growth and territorial expansion, rather than ensuring the full rights of its citizens. From the ashes of civil war, a new nation faced fresh possibilities while enduring old problems.
IX. Primary Sources
¶ 74 1. Freedmen discuss post-emancipation life with General Sherman, 1865
¶ 75 Reconstruction began before the War ended. After his famous March to the Sea in January of 1865, General William T. Sherman and Secretary of War Edwin Stanton met with twenty of Savannah’s African American religious leaders to discuss the future of the freedmen of the state of Georgia. In the excerpt below, Garrison Frazier, the chosen spokesman for the group, explains the importance of land for freedom. The result of this meeting was Sherman’s famous Field Order 15, which set aside confiscated plantation lands along the coast from Charleston, S.C. to Jacksonville, FL. for Black land ownership. The policy would later be overruled and freedpeople would lose their right to the land.
¶ 76 2. Jourdon Anderson writes his former enslaver, 1865
¶ 77 Black Americans hoped that the end of the Civil War would create an entirely new world, while white southerners tried to restore the antebellum order as much as they could. Most enslavers sought to maintain control over their formerly enslaved laborers through sharecropping contracts. P.H. Anderson of Tennessee was one such former enslaver. After the war, he contacted his formerly enslaved laborer Jourdon Anderson, offering him a job opportunity. The following is Jourdon Anderson’s reply.
¶ 78 3. Charlotte Forten teaches freed children in South Carolina, 1864
¶ 79 Charlotte Forten was born into a wealthy Black family in Philadelphia. After receiving an education in Salem, Massachusetts, Forten became the first Black American hired to teach white students. She lent her educational expertise to the war effort by relocating to South Carolina in 1862 with the goal of educating formerly enslaved people. This excerpt from her diary explains her experiences during this time.
¶ 80 4. Mississippi Black Code, 1865
¶ 81 Many southern governments enacted legislation that reestablished antebellum power relationships. South Carolina and Mississippi passed laws known as Black Codes to regulate Black behavior and impose social and economic control. While they granted some rights to African Americans – like the right to own property, to marry or to make contracts – they also denied other fundamental rights. Mississippi’s vagrant law, excerpted here, required all freedmen to carry papers proving they had means of employment. If they had no proof, they could be arrested, fined, or even re-enslaved and leased out to their former enslaver.
¶ 82 5. General Reynolds describes lawlessness in Texas, 1868
¶ 83 Most histories of the Civil War claim that the war ended in the summer of 1865 when Confederate armies surrendered. However, violent resistance and terrorism continued in the South for over a decade. In this report, General J.J. Reynolds describes the lawlessness of Texas during Reconstruction.
¶ 84 6. A case of sexual violence during Reconstruction, 1866
¶ 85 These documents chronicle a case in the wider wave of violence that targeted people of color during Reconstruction. The first document includes Frances Thompson and Lucy Smith’s testimony about their assault, rape, and robbery in 1866. The second document, demonstrates one way that white Southerners denied these claims. In 1876, Thompson was exposed for cross-dressing. For twenty years she successfully passed as a woman. Southerners trumpeted this case as evidence that widely documented cases of violence, sexual and otherwise, were fabricated.
¶ 86 7. Frederick Douglass on remembering the Civil War, 1877
¶ 87 Americans came together after the Civil War largely by collectively forgetting what the war was about. Celebrations honored the bravery of both armies, and the meaning of the war faded. Frederick Douglass and other Black leaders engaged with Confederate sympathizers in a battle of historical memory. In this speech, Douglass calls on Americans to remember the war for what it was—a struggle between an army fighting to protect slavery and a nation reluctantly transformed into a force for liberation.
¶ 88 8. Johnson and Reconstruction cartoon, 1866
¶ 89 This print mocks Reconstruction by making several allusions to Shakespeare. The center illustration shows a Black soldier as Othello and President Andrew Johnson as Iago. Johnson’s slogans “Treason is a crime and must be made odious” and “I am your Moses” are on the wall. The top left shows a riot in Memphis and at the top a riot in New Orleans. At the bottom, Johnson is trying to charm a Confederate Copperhead. General Benjamin Butler is at the bottom left, accepting the Confederate surrender of New Orleans in 1862. This scene is contrasted to the bottom right where General Philips Sheridan bows to Louisiana Attorney General Andrew Herron in 1866, implying a defeat for Reconstruction. Click on the image for more information.
¶ 90 9. Fifteenth Amendment print, 1870
¶ 91 This 1870 print celebrated the passage of the Fifteenth Amendment. Here we see several of the themes most important to Black Americans during Reconstruction: The print celebrates the military achievements of Black veterans, the voting rights protected by the amendment, the right to marry and establish families, the creation and protection of Black churches, and the right to own and improve land. Unfortunately, many of these freedoms would be short-lived as the United States retreated from Reconstruction.
X. Reference Material
¶ 92 This chapter was edited by Nicole Turner, with content contributions by Christopher Abernathy, Jeremiah Bauer, Michael T. Caires, Mari Crabtree, Chris Hayashida-Knight, Krista Kinslow, Ashley Mays, Keith McCall, Ryan Poe, Bradley Proctor, Emma Teitelman, Nicole Turner, and Caitlin Verboon.
¶ 93 Recommended citation: Christopher Abernathy et al., “Reconstruction,” Nicole Turner, ed., in The American Yawp, eds. Joseph Locke and Ben Wright (Stanford, CA: Stanford University Press, 2018).
¶ 94 Recommended Reading
Blight, David. Race and Reunion: The Civil War in American Memory. Cambridge, MA: Harvard University Press, 2001.
Blum, Edward J. Reforging the White Republic: Race, Religion, and American Nationalism, 1865–1898. Baton Rouge: LSU Press, 2007.
Cimbala, Paul A. Under the Guardianship of the Nation: The Freedmen’s Bureau and the Reconstruction of Georgia, 1865–1870. Athens: University of Georgia Press, 2003.
Downs, Gregory P. After Appomattox: Military Occupation and the Ends of War. Cambridge, MA: Harvard University Press, 2015.
Edwards, Laura F. A Legal History of the Civil War and Reconstruction: A Nation of Rights. New York: Cambridge University Press, 2015.
Egerton, Douglas R. The Wars of Reconstruction: The Brief, Violent History of America’s Most Progressive Era. New York: Bloomsbury Press, 2014.
Foner, Eric. Reconstruction: America’s Unfinished Revolution, 1863–1877. New York: HarperCollins, 1988.
Franke, Katherine M. “Becoming a Citizen: Reconstruction Era Regulation of African American Marriages.” Yale Journal of Law and Humanities 11, no. 2 (1999): 251–310.
Gordon-Reed, Annette. On Juneteenth. New York: Norton, 2021.
Hahn, Steven. A Nation Under Our Feet: Black Political Struggles in the Rural South from Slavery to the Great Migration. Cambridge, MA: Harvard University Press, 2003.
Higginbotham, Evelyn Brooks. Righteous Discontent: The Women’s Movement in the Black Baptist Church, 1880–1920. Cambridge, MA: Harvard University Press, 1993.
Hunter, Tera W. To ’Joy My Freedom: Southern Black Women’s Lives and Labors After the Civil War. Cambridge, MA: Harvard University Press, 1998.
Janney, Caroline E. Remembering the Civil War: Reunion and the Limits of Reconciliation. Chapel Hill: University of North Carolina Press, 2013.
Jones, Jacqueline. Labor of Love, Labor of Sorrow: Black Women, Work, and the Family, from Slavery to the Present. New York: Basic Books, 2010.
Kantrowitz, Stephen. More Than Freedom: Fighting for Black Citizenship in a White Republic, 1829–1889. New York: Penguin, 2012.
Lemann, Nicholas. Redemption: The Last Battle of the Civil War. New York: Farrar, Straus and Giroux, 2006.
Masur, Kate. An Example for All the Land: Emancipation and the Struggle over Equality in Washington, D.C. Chapel Hill: University of North Carolina Press, 2010.
McDaniel, W. Caleb. Sweet Taste of Liberty: A True Story of Slavery and Restitution in America. New York: Oxford, 2019.
Nelson, Megan Kate. Ruin Nation: Destruction and the American Civil War. Athens: University of Georgia Press, 2012.
Parsons, Elaine Frantz. Ku-Klux: The Birth of the Klan During Reconstruction. Chapel Hill: University of North Carolina Press, 2015.
Richardson, Heather Cox. The Death of Reconstruction: Race, Labor, and Politics in the Post–Civil War North, 1865–1901. Cambridge, MA: Harvard University Press, 2001.
———. West from Appomattox: The Reconstruction of America After the Civil War. New Haven, CT: Yale University Press, 2008.
Rosen, Hannah. Terror in the Heart of Freedom: Citizenship, Sexual Violence, and the Meaning of Race in the Postemancipation South. Chapel Hill: University of North Carolina Press, 2009.
Silber, Nina. The Romance of Reunion: Northerners and the South, 1865–1900. Chapel Hill: University of North Carolina Press, 1997.
Williams, Kidada E. I Saw Death Coming: A History of Terror and Survival in the War Against Reconstruction. New York: Bloomsbury, 2023.
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Sell Audio âï¸ Recordings, Podcasts, Audiobooks
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Sell audio. Learn how to leverage different audio content. | Create and sell podcasts, audiobooks, event recordings, audio classes, meditation series
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https://www.gurucan.com/posts/sell-audio
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Sell audio, podcast, audio book with your brand in 2020. New old trend is 100% back to boost a digital business.
The world of digital content is constantly evolving. Now, we would like to introduce you to a growing trend that might just be worth your time.
Audio content. This doesn't mean the audio from videos or vice versa. Rather, it refers to real, audio-specific content creation, and marketing.
Is it worth the hype though?
A staggering amount of people wear headphones on the bus, as they walk down the street, while sitting at a café, and just about anywhere. This shows just how easy it is to listen to audio content such as music and more.
Podcasts particularly fit this model. 51% of the US population have listened to a podcast at some point â thatâs over half of the country's population. Every week, about 62 million people listen to podcasts [1].
These are really promising figures that a content creator should take advantage of.
What are the types of audio content available?
From AM/FM radio programs to podcasts and eBooks, audio content formats are numerous. Not just these, this industry could support businesses that handle processes such as the conversion of written text into spoken word, and even the recognition of voice commands through smart speakers.
However, not all of them are relevant to you as a content creator.
For instance, how would a small scale content creator handle the incredible amount of work and resources it takes to run a satellite radio station?
Let's review the more relevant, content creator friendly audio formats
Podcasts
A blend of iPod and broadcast, podcasts originally began as an ingenious way for individuals with a message to get it out there for different listeners. Now, it has grown to much bigger levels with individuals, companies, networks, and more adopting this type of information dissemination.
So far in 2020, there are about 850,000 active podcasts with over 30 million episodes. More than just the actual content sharing, advertisement efforts are great here with advertising revenue expected to surpass 1 billion in 2021 [2].
A great feature of these is that it can be fully customized to a creatorâs taste. From style and format to even length, it's all on them to choose what best suits their brand.
Audiobooks
âAudiobooks are for people who hate reading and for those of us who love readingââ¦Matthew Rubery couldn't have said it any better.
Another fortunate result from the mobile device craze, the number of people listening to these has increased dramatically over the past couple of years. They let users read in situations they wouldnât have otherwise been able to read in.
Do you have an eBook? Take things a step further and convert it into an audiobook!
All you've got to do is prep the book for recording. Then, decide on who will record it. Youâve got two options here - hire an audiobook narrator or record it yourself, at home or in a studio with a producer.
We do recommend hiring a narrator as theyâve likely got an acting skillset and will narrate the book so it feels more personal to a listener. Plus, they are relatively cheap and you could easily find a freelancer for this job [3].
Meditation series
Type ASMR into YouTube and you will be treated to a huge cache of relaxing videos. Just goes to show how much people now crave peace and calmness.
This is especially great for people who want to help others find some inner peace while still getting an income. Itâs best to write a great script for the series, add some relaxing music, record it, and of course market strategically.
With a smartphone and some headphones, you can start recording your medication series. Also, investing in a mic for your computer USB port is a great upgrade for providing better quality [4].
Audio courses
Instead of creating the typical written/ video online courses, a content creator could instead make them into an audio format. This is a great way to get information across without having to deal with the stress of videos. Think people don't go for this? Think again. Just check out the number of audio courses available online, on Udemy, Coursera, and more.
âAudiofyâ your web content
A content creator with some written content, such as articles or blog posts can convert them into audio. This is a great way to diversify your portfolio. Simply insert a piece of code on your site which can integrate with the website and convert written content into words. This way, your audience can listen to it on their devices [5].
Advantages to sell audio
There are numerous benefits of this type of content creation including:
It is very personal for both creators and listeners. Audio is directly communicated to the listeners and the creator can make their personality shine through here.
It's also very engaging but without needing a listener to be stuck in a place for hours, making it super easy to incorporate into someoneâs routine [6].
Most audio-type contents are cloud-based, eliminating the usual constraints from the hardware.
The content market is already saturated. Going in the direction of audio content creation lets you put something fresh out there, thereby providing an edge against competitors in the market.
The audience here is a bit more dedicated. For instance, podcast listeners often tune in for every episode as they are often part of a larger series [7].
But hey! You don't have to listen to just word of mouth... Let's give you some âinspirationâ.
One of the most used apps out there â Spotify - a primarily music-oriented app plans to spend $500 million diversifying into other audio formats, podcasts especially. It's estimated that over time, 20% of all Spotify content will be non-music [8].
You probably don't have $500 million lying around, but that shouldn't stop you from expanding your brand into a more audio friendly one.
Sell audio: how can a content creator leverage the opportunities here?
Choose your preferred model
Podcasts? Audiobooks? Or any other modelâ¦itâs up to you. Thereâs certainly enough variety here, so you can make your pick.
Make it a bit more defined
Choosing a model is great. Now, you've got to fine-tune it a bit more. If you perhaps decide to go with podcasts, figure out what it will be about and work on an outline.
Audiobook? Have you got an eBook ready? No? Well, get on it then. Create a stockpile of your best content and get ready to record it.
Find a suitable host platform to sell audio
It's best to use one which not only support you putting out your content but also gives further help. That said, this platform should enable you to upload your content, gather your audience, market your work, sell your content, and of course, receive your payment. All this in addition to any further technical assistance you may require.
Choose your target audience
Fully audio content isn't for everybody. In addition to picking an audio format, also decide on the audience you intend to cater to. Then, tailor the content to fit this audience.
Get your equipment
While you can probably get away with just your phone and headphones for some of these audios, some will require a bit more. For instance, to record a good quality podcast, you will need a computer, microphones, audio interface, mixer, mic stands, and more [9]. Also, most audio content does require the work of a professional in a studio for the best results.
Create and market your audio content
At this point, all you've got to do is record your work and launch it on your website. Then, slowly build your audience. Advertise on social media. Reach out to influencers. Work with other audio enthusiasts to talk about you on their platform. You knowâ¦the whole shebang.
Monetise and sell audio content
There are several ways a content creator can monetize audio content. Firstly, they could charge directly for their content. For instance, people could pay to have access to an audiobook.
One could also sell merchandise or utilize ads for their podcast. Statistics show that 50% of listeners are likely to buy from brands that advertise via podcast [10].
Next, let's talk about affiliate links. This works best if the audience is interested in the type of deals being brought to them. Perhaps, do a market survey and then search out brands that fit into that to work with them.
Get sponsored. These sponsors can either help to attract a larger audience to make money from or give the content creator the help needed to promote their brand.
Sell audio content with Gurucan
Everything a digital business needs to succeed can be found on this ed-tech startup, Gurucan.
How can you use Gurucan to create/boost your audio content business?
For starters, this platform allows you to create and upload your content. A super advantage here is that Gurucan is a customized mobile app.
How many people have you seen connect their headphones to their laptops and listen to a podcast while walking down the road? Probably none. If you're going to create audio content, make sure itâs mobile-friendly.
That's perfect because Gurucan offers an all-in-one mobile platform that gives you all the tools you need to create and launch your app without having to be a tech guru.
They can also help you with a great marketing strategy. From email newsletters, which you can configure to be automatically sent out to your followers, to broadcast messages via push notifications.
On the subject of followers, Gurucan lets you import your existing followers from other platforms.
It's also very easy to monetize your content and accept payments with Gurucan using Stripe, which is excellent for international payments as well [11].
What's more?
Gurucan not only enables you to create and launch your content on a mobile platform, but it also lets you create a mobile app or use a white-label app. All in all, this is one of the best ways to leverage your new audio brand and get the most out of it.
FAQ
How do you monetize audio?
Charge for your content. Offer premium audio content on a subscription and membership model that people can pay to have access to. And of course, ad revenue, selling of merchandise, and sponsorships.
How do I sell audio recordings?
First, you can use digital platforms such as Gurucan to sell your recordings. You could also use ACX programs that let you sell audiobooks on Amazon, iTunes, and more. Secondly, you could set up shop on e-commerce platforms such as Shopify to sell your audio content. Also, you could use the good old way of delivering audio content on physical CDs.
Where can I sell my audiobooks?
You can sell them on e-commerce platforms such as Amazon or eBay. You could also create your own Shopify store and sell them. Also, on learning management software such as Gurucan where you can place a link to whatever store your audio is available on, so your audience can have access to downloading them.
Where can I sell my downloadable products?
Simpleâ¦e-commerce platforms! These platforms are excellent for the creation of all sorts of digital content. There are a ton of them out there including Shopify, Sellfy, Sellz, and Member press.
Can you sell back audible books?
This is possible with some e-commerce platforms. Just check the policies beforehand. It does help that the policies of âAudibleâ as regards their audiobooks are quite flexible.
How do you monetize a podcast?
There are numerous options here. Charge listeners for access to the channel, as well as premium episodes. Consider creating paid membership tiers or subscription options. Also, selling sponsorships, merchandise, ads, or even affiliate sales is a great way to monetize podcasts.
Is there money in podcasting?
Yes, there is! One of the most popular podcasts out there â The Joe Rogan Experience makes about $800,000 per episode. Podcast advertising costs came up to $678 million in 2019, and are expected to surpass $1 billion by 2021. Smaller-scale podcasters could earn $25 to $40 from advertisers for every 1,000 listeners. According to Advertise Cast, the average rate for podcast advertising is $18 CPM (cost per 1,000 listeners) for a 30-second ad and $25 CPM for a 60-second ad.
Ultimately, a diverse portfolio never hurt anyone. Having content in various formats, from audio to video and written, does help to launch your brand further than it might have otherwise gone.
Reach out to the Gurucan team for more information on how they can help you with this for successful integration into your brand â or even creation of an entirely new brandâ¦either way, you're covered!
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[
""
] | null |
[] |
2007-01-30T10:52:09+00:00
|
Now married for 30 years to my pediatrician husband, our family of five moved to Kyiv, Ukraine in the summer of 2001. I was raised primarily in Cincinnati, Ohio, but moved to Maryland after marryin…
|
en
|
https://secure.gravatar.com/blavatar/a07a349e9ac671ae5fee077731eb6e843acbb2925da3a2cf623853f260667cde?s=32
|
The Heart of the Matter
|
https://ukrainiac.wordpress.com/about/
|
Now married for 30 years to my pediatrician husband, our family of five moved to Kyiv, Ukraine in the summer of 2001.
I was raised primarily in Cincinnati, Ohio, but moved to Maryland after marrying Jim. All 3 of our children were born in Salisbury, Maryland: twin daughters and two years later, our son.
After nearly 20 years of private practice, Jim sold his practice, we sold our home, and gave away our van…and made the move to Kyiv. Our mission here is called Ukraine Medical Outreach and we have the goal to reach the medical professionals (an unreached people group, per Jim!) for Christ. He also teaches them how to share their faith with their patients. The Ukrainian physicians will reach many more people in a day than one missionary ever could!
My delight is visiting AIDS orphans who are hospitalized for secondary illnesses. In Ukraine, children are admitted to hospitals along with a parent. The parent attends to all the needs of the child except for the actual medical treatment. This includes feeding them, changing diapers, playing with them, providing clothing and fresh sheets. The children that I visit have no parent — and so no extra attention. The staffs in the hospitals are too sparse and too busy to attend to the extra needs of the orphans. It is a privilege to be able to hold these children as they eat, to tickle them, to kiss them, to toss them in the air, to simply love them.
Our children have busy lives of their own: (from youngest to oldest)
Son Jamie married Dasha in 2005 and they are experiencing the joys of their first child, our second grandson, born in May 2011. They are living in Salisbury, Maryland after two years in Boston. She continues her freelance writing and he works for Verizon while looking for a job as a church music director/worship leader…ANYWHERE in the U.S.A.
Daughter Jeanne married Kolya in 2008. They have one son born in September 2010, and are expecting another son in March 2012. Jeanne is the administrator of UMO, Inc. and Kolya works for a maintenance firm. He also works side jobs using his degree in construction. Need tile in your kitchen or bathroom? Painting? Remodeling? A staircase? He’s your man! He built us some beautiful storage cabinets before moving to the States. They recently purchased a home just north of Salisbury.
Daughter Anna is studying for a bookkeeping/accounting degree. She has a 2-year study leave from Operation Mobilisation, the organization under which she has served as a missionary for the past 6 years. I love that her studies fell at the same time as the birth of her nephews! Can you believe it: She is also living in Salisbury. She plans to return to the field in late 2012.
I try to warn readers when the subject of my daily post has to do with our grandsons. If you just don’t want to hear about them, stop reading when you see GRAMMY ALERT. (Can’t imagine why ANYONE would not want to hear about the cutest grandchildren on the planet?!)
|
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3951
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dbpedia
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1
| 54 |
https://kbrx.com.usitestat.com/
|
en
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Top Dog in Country
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[] |
2021-04-08T14:38:40
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https://www.google.com/s2/favicons?domain_url=kbrx.com
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KBRX-FM - FM 102.9 - O'Neill, NE - Listen Online - Streema
- https://streema.com/radios/KBRX_FM
KBRX began as KVHC when it first went on the air in November of 1955. It was a 250 watt AM station that broadcast from ... See more 6 AM to midnight.
KBRX Radio - Holt County Economic Development
- https://growholt.com/in-holt-county/businesses/kbrx-radio/
Help KBRX better serve its listeners. Take their survey here: KBRX Media and Technology Survey. Address: 251 N. Jefferson Street O'Neill, NE 68763.
KBRX-FM - Wikipedia
- https://en.wikipedia.org/wiki/KBRX-FM
KBRX-FM (102.9 FM) is a radio station broadcasting a country music format. Licensed to O'Neill, Nebraska, United States, the station is currently owned by ...
Angelcam | Live video from KBRX TOWER CAM camera
- https://kbrx-tower-cam2.click2stream.com/
Live video from KBRX TOWER CAM camera. Loved this video? Share it! Tweet. Find more videos like this: Live video from Masarykovo náměstí (výměna kamery) .
KBRX.COM - Top Dog In Country - O'Neill, Nebraska
- https://frommyhometoyours.net/ONLINERECIPEBOOK.html
DESSERTS AND CANDIES. SALADS, SOUPS AND VEGETABLES. MASTER BAKING MIX. CRAFTS, MISCELLANEOUS ITEMS AND HINTS. SUBSTITUTIONS ...
KBRX-AM 1350 kHz - O'neill, NE - Radio-Locator.com
- https://radio-locator.com/info/KBRX-AM
Radio Station Information for KBRX 1350 kHz AM, O'neill, NE.
KBRX Radio - Apps on Google Play
- https://play.google.com/store/apps/details?id=com.app.p6378CF&hl=en_US&gl=US
Located in ONeill Nebraska KBRX 102.9 is THE TOP DOG IN COUNTRY and Holt Countys #1 Source for the Best Country Music & More in the North East ...
KBRX The Rock 1350 AM, listen live - 15000 US radio stations
- https://www.fmradiofree.com/kbrx-the-rock-1350-am
Listen to KBRX The Rock 1350 AM live. Music, podcasts, shows and the latest news. All the best US radio stations.
Athletics|Volleyball - Niobrara Public Schools
- https://www.niobraraschools.org/vnews/display.v/SEC/Athletics|Volleyball
... for being named as NVC All Conference Honrable Mention for the 2020 Volleyball Season. Congrats ladies Other Honors and lists can be found on kbrx. com .
KBRX 102.9 FM | Top Dog in Country
- https://www.kbrx.com/
... with us this weekend for a chance to win a cooler bag courtesy of Pritchett Twine and Netwrap. How to submit photos: Use the new KBRX app to submit […] ...
Obituary Listing - Biglin's Mortuary
- https://www.biglinsmortuary.com/obituary-listing
Leave a message of condolence while browsing through obituaries and death notices for current and past services being held at our funeral home.
KBRX AM 1350 kHz in O'neill, Nebraska - Radio Station Net
- http://radiostationnet.com/am/nebraska/KBRX/
Daytime, Nighttime. Callsign: KBRX Service: AM Class: D Facility ID: 55078. FCC File #: BL-13219. Application ID: 313070. Power: 1,000 Watts Antenna Mode: ...
KBRX Radio | Editing Matters
- https://editingmatters.wordpress.com/tag/kbrx-radio/
12 Dec 2011 ... In an interview, station manager Scott Poese discussed how KBRX handles local news. Q: What makes KBRX unique from other radio stations? A ...
Radio Boise – Community Radio for Boise and Beyond. Listen to ...
- https://radioboise.org/
Community Radio for Boise and Beyond. Listen to KRBX 89.9 FM and 93.5 FM ( downtown) and streaming online. Radio, Live Transmission.
KBRX - Oneill, NE | My Community Online
- https://mycommunityonline.com/find/kbrx
Address. 251 N Jefferson St Oneill, NE 68763. USA. Phone: 402-336-1611; Contact name: Gilbert Poese. Print Ad. Show Map ...
Brockhaus Funeral Home :Norfolk, Bloomfield, Creighton, Spencer ...
- https://www.brockhausfuneralhome.com/
Brockhaus Funeral Home provides complete funeral services to the local community.
FCC Public Inspection File - Federal Communications Commission
- https://publicfiles.fcc.gov/am-profile/kbrx
Search Menu. Home · About PIF · For Filers · Developer · FAQ · Sign in. KBRX. AM Radio Profile. KBRX O'NEILL, NE. Frequency 1350.0; Channel;...
KBRX Radio 102.9 FM on the App Store - App Store - Apple
- https://apps.apple.com/us/app/kbrx-radio-102-9-fm/id1550838737
9 Feb 2021 ... Read reviews, compare customer ratings, see screenshots, and learn more about KBRX Radio 102.9 FM. Download KBRX Radio 102.9 FM ...
Recent Obituaries | Seger Funeral Home
- https://www.segerfuneralhome.net/obits
Records 1 - 20 of 279 ... August 05, 1943 - May 27, 2021. Joel Beddow was born on August 5, 1943, and died May 27, 2021, at home. He was the 2nd born to ...
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[] |
[] |
[
""
] | null |
[] |
2021-07-28T05:56:31+00:00
|
The Mood Disorders Support Group, Inc.’s greatest gift to me is the opportunity to be myself around people who get it. When I share the highs and lows of my bipolar disorder, seeing peers nod in agreement and share a similar story offers a great sense of relief that I’m not alone.
|
en
|
/apple-touch-icon.png
|
The Mood Disorders Support Group, Inc.
|
https://mdsg.org/stories/david-k/
| |||||
3951
|
dbpedia
|
1
| 0 |
https://www.radio.net/s/wtysfm
|
en
|
Real Country 94.1 FM Radio – Listen Live & Stream Online
|
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https://www.youngamericans.org/privacy-policy/
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The Young Americans
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2019-04-27T21:56:32+00:00
|
en
|
The Young Americans
|
https://www.youngamericans.org/privacy-policy/
|
Effective date: October 9, 2018
The Young Americans, Inc. (“us”, “we”, or “our”) operates the www.youngamericans.org / yacollege.edu website (hereinafter referred to as the “Service”).
This page informs you of our policies regarding the collection, use and disclosure of personal data when you use our Service and the choices you have associated with that data.
We use your data to provide and improve the Service. By using the Service, you agree to the collection and use of information in accordance with this policy. Unless otherwise defined in this Privacy Policy, the terms used in this Privacy Policy have the same meanings as in our Terms and Conditions, accessible from www.youngamericans.org / yacollege.edu
Definitions
Service: Service is the www.youngamericans.org / yacollege.edu website operated by The Young Americans, Inc.
Personal Data: Personal Data means data about a living individual who can be identified from those data (or from those and other information either in our possession or likely to come into our possession).
Usage Data: Usage Data is data collected automatically either generated by the use of the Service or from the Service infrastructure itself (for example, the duration of a page visit).
Cookies: Cookies are small files stored on your device (computer or mobile device).
Data Controller: Data Controller means the natural or legal person who (either alone or jointly or in common with other persons) determines the purposes for which and the manner in which any personal information are, or are to be, processed.
For the purpose of this Privacy Policy, we are a Data Controller of your Personal Data.
Data Processors (or Service Providers): Data Processor (or Service Provider) means any natural or legal person who processes the data on behalf of the Data Controller.
We may use the services of various Service Providers in order to process your data more effectively.
Data Subject (or User): Data Subject is any living individual who is using our Service and is the subject of Personal Data.
Information Collection and Use
We collect several different types of information for various purposes to provide and improve our Service to you.
Types of Data Collected
Personal Data
While using our Service, we may ask you to provide us with certain personally identifiable information that can be used to contact or identify you (“Personal Data”). Personally identifiable information may include, but is not limited to:
Email address
First name and last name
Phone number
Address, State, Province, ZIP/Postal code, City
Cookies and Usage Data
We may use your Personal Data to contact you with newsletters, marketing or promotional materials and other information that may be of interest to you. You may opt out of receiving any, or all, of these communications from us by following the unsubscribe link or the instructions provided in any email we send.
Usage Data
We may also collect information on how the Service is accessed and used (“Usage Data”). This Usage Data may include information such as your computer’s Internet Protocol address (e.g. IP address), browser type, browser version, the pages of our Service that you visit, the time and date of your visit, the time spent on those pages, unique device identifiers and other diagnostic data.
Location Data
We may use and store information about your location if you give us permission to do so (“Location Data”). We use this data to provide features of our Service, to improve and customise our Service.
You can enable or disable location services when you use our Service at any time by way of your device settings.
Tracking Cookies Data
We use cookies and similar tracking technologies to track the activity on our Service and we hold certain information.
Cookies are files with a small amount of data which may include an anonymous unique identifier. Cookies are sent to your browser from a website and stored on your device. Other tracking technologies are also used such as beacons, tags and scripts to collect and track information and to improve and analyse our Service.
You can instruct your browser to refuse all cookies or to indicate when a cookie is being sent. However, if you do not accept cookies, you may not be able to use some portions of our Service.
Examples of Cookies we use:
Session Cookies. We use Session Cookies to operate our Service.
Preference Cookies. We use Preference Cookies to remember your preferences and various settings.
Security Cookies. We use Security Cookies for security purposes.
Use of Data
The Young Americans, Inc. uses the collected data for various purposes:
To provide and maintain our Service
To notify you about changes to our Service
To allow you to participate in interactive features of our Service when you choose to do so
To provide customer support
To gather analysis or valuable information so that we can improve our Service
To monitor the usage of our Service
To detect, prevent and address technical issues
To provide you with news, special offers and general information about other goods, services and events which we offer that are similar to those that you have already purchased or enquired about unless you have opted not to receive such information
Legal Basis for Processing Personal Data under the General Data Protection Regulation (GDPR)
If you are from the European Economic Area (EEA), The Young Americans, Inc. legal basis for collecting and using the personal information described in this Privacy Policy depends on the Personal Data we collect and the specific context in which we collect it.
The Young Americans, Inc. may process your Personal Data because:
We need to perform a contract with you
You have given us permission to do so
The processing is in our legitimate interests and it is not overridden by your rights
For payment processing purposes
To comply with the law
Retention of Data
The Young Americans, Inc. will retain your Personal Data only for as long as is necessary for the purposes set out in this Privacy Policy. We will retain and use your Personal Data to the extent necessary to comply with our legal obligations (for example, if we are required to retain your data to comply with applicable laws), resolve disputes and enforce our legal agreements and policies.
The Young Americans, Inc. will also retain Usage Data for internal analysis purposes. Usage Data is generally retained for a shorter period of time, except when this data is used to strengthen the security or to improve the functionality of our Service, or we are legally obligated to retain this data for longer periods.
Transfer of Data
Your information, including Personal Data, may be transferred to — and maintained on — computers located outside of your state, province, country or other governmental jurisdiction where the data protection laws may differ from those of your jurisdiction.
If you are located outside United States and choose to provide information to us, please note that we transfer the data, including Personal Data, to United States and process it there.
Your consent to this Privacy Policy followed by your submission of such information represents your agreement to that transfer.
The Young Americans, Inc. will take all the steps reasonably necessary to ensure that your data is treated securely and in accordance with this Privacy Policy and no transfer of your Personal Data will take place to an organisation or a country unless there are adequate controls in place including the security of your data and other personal information.
Disclosure of Data
Business Transaction
If The Young Americans, Inc. is involved in a merger, acquisition or asset sale, your Personal Data may be transferred. We will provide notice before your Personal Data is transferred and becomes subject to a different Privacy Policy.
Disclosure for Law Enforcement
Under certain circumstances, The Young Americans, Inc. may be required to disclose your Personal Data if required to do so by law or in response to valid requests by public authorities (e.g. a court or a government agency).
Legal Requirements
The Young Americans, Inc. may disclose your Personal Data in the good faith belief that such action is necessary to:
To comply with a legal obligation
To protect and defend the rights or property of The Young Americans, Inc.
To prevent or investigate possible wrongdoing in connection with the Service
To protect the personal safety of users of the Service or the public
To protect against legal liability
Security of Data
The security of your data is important to us but remember that no method of transmission over the Internet or method of electronic storage is 100% secure. While we strive to use commercially acceptable means to protect your Personal Data, we cannot guarantee its absolute security.
Our Policy on “Do Not Track” Signals under the California Online Protection Act (CalOPPA)
We do not support Do Not Track (“DNT”). Do Not Track is a preference you can set in your web browser to inform websites that you do not want to be tracked.
You can enable or disable Do Not Track by visiting the Preferences or Settings page of your web browser.
Your Data Protection Rights under the General Data Protection Regulation (GDPR)
If you are a resident of the European Economic Area (EEA), you have certain data protection rights. The Young Americans, Inc. aims to take reasonable steps to allow you to correct, amend, delete or limit the use of your Personal Data.
If you wish to be informed about what Personal Data we hold about you and if you want it to be removed from our systems, please contact us.
In certain circumstances, you have the following data protection rights:
The right to access, update or delete the information we have on you. Whenever made possible, you can access, update or request deletion of your Personal Data directly within your account settings section. If you are unable to perform these actions yourself, please contact us to assist you.
The right of rectification. You have the right to have your information rectified if that information is inaccurate or incomplete.
The right to object. You have the right to object to our processing of your Personal Data.
The right of restriction. You have the right to request that we restrict the processing of your personal information.
The right to data portability. You have the right to be provided with a copy of the information we have on you in a structured, machine-readable and commonly used format.
The right to withdraw consent. You also have the right to withdraw your consent at any time where The Young Americans, Inc. relied on your consent to process your personal information.
Please note that we may ask you to verify your identity before responding to such requests.
You have the right to complain to a Data Protection Authority about our collection and use of your Personal Data. For more information, please contact your local data protection authority in the European Economic Area (EEA).
Service Providers
We may employ third party companies and individuals to facilitate our Service (“Service Providers”), provide the Service on our behalf, perform Service-related services or assist us in analysing how our Service is used.
These third parties have access to your Personal Data only to perform these tasks on our behalf and are obligated not to disclose or use it for any other purpose.
Analytics
We may use third-party Service Providers to monitor and analyse the use of our Service.
Google Analytics: Google Analytics is a web analytics service offered by Google that tracks and reports website traffic. Google uses the data collected to track and monitor the use of our Service. This data is shared with other Google services. Google may use the collected data to contextualise and personalise the ads of its own advertising network.
You can opt-out of having made your activity on the Service available to Google Analytics by installing the Google Analytics opt-out browser add-on. The add-on prevents the Google Analytics JavaScript (ga.js, analytics.js and dc.js) from sharing information with Google Analytics about visits activity.
For more information on the privacy practices of Google, please visit the Google Privacy Terms web page: https://policies.google.com/privacy?hl=en
Behavioral Remarketing
The Young Americans, Inc. uses remarketing services to advertise on third party websites to you after you visited our Service. We and our third-party vendors use cookies to inform, optimise and serve ads based on your past visits to our Service.
Google Ads (AdWords): Google Ads (AdWords) remarketing service is provided by Google Inc.
You can opt-out of Google Analytics for Display Advertising and customise the Google Display Network ads by visiting the Google Ads Settings page: http://www.google.com/settings/ads
Google also recommends installing the Google Analytics Opt-out Browser Add-on – https://tools.google.com/dlpage/gaoptout – for your web browser. Google Analytics Opt-out Browser Add-on provides visitors with the ability to prevent their data from being collected and used by Google Analytics.
For more information on the privacy practices of Google, please visit the Google Privacy Terms web page: https://policies.google.com/privacy?hl=en
Facebook: Facebook remarketing service is provided by Facebook Inc.
You can learn more about interest-based advertising from Facebook by visiting this page: https://www.facebook.com/help/164968693837950
To opt-out from Facebook’s interest-based ads, follow these instructions from Facebook: https://www.facebook.com/help/568137493302217
Facebook adheres to the Self-Regulatory Principles for Online Behavioural Advertising established by the Digital Advertising Alliance. You can also opt-out from Facebook and other participating companies through the Digital Advertising Alliance in the USA http://www.aboutads.info/choices/, the Digital Advertising Alliance of Canada in Canada http://youradchoices.ca/ or the European Interactive Digital Advertising Alliance in Europe http://www.youronlinechoices.eu/, or opt-out using your mobile device settings.
For more information on the privacy practices of Facebook, please visit Facebook’s Data Policy: https://www.facebook.com/privacy/explanation
Payments
We may provide paid products and/or services within the Service. In that case, we use third-party services for payment processing (e.g. payment processors).
We will not store or collect your payment card details. That information is provided directly to our third-party payment processors whose use of your personal information is governed by their Privacy Policy. These payment processors adhere to the standards set by PCI-DSS as managed by the PCI Security Standards Council, which is a joint effort of brands like Visa, MasterCard, American Express and Discover. PCI-DSS requirements help ensure the secure handling of payment information.
The payment processors we work with are:
PayPal / Braintree
Their Privacy Policy can be viewed at https://www.paypal.com/webapps/mpp/ua/privacy-full
Authorize.net
Their Privacy Policy can be viewed at https://www.authorize.net/company/privacy/
Links to Other Sites
Our Service may contain links to other sites that are not operated by us. If you click a third party link, you will be directed to that third party’s site. We strongly advise you to review the Privacy Policy of every site you visit.
We have no control over and assume no responsibility for the content, privacy policies or practices of any third party sites or services.
Children’s Privacy
While using our Service, we may also ask you to provide us with certain personally identifiable information that can be used to contact or identify your child(ren) (“Personal Data”). Personally identifiable information may include, but is not limited to:
Email address
First name and last name
Phone number
Address, City, State, Province, ZIP/Postal code
Date of Birth
School Grade
Medical Information applicable to participation in our programs
We may use your Personal Data to contact your child(ren) with newsletters, marketing or promotional materials and other information that may be of interest to your child(ren). You may opt out of receiving any, or all, of these communications from us by following the unsubscribe link or the instructions provided in any email we send. You may review or request deletion of your child’s personal information and refuse to permit its further collection or use by emailing gmartinez@youngamericans.org.
Changes to This Privacy Policy
We may update our Privacy Policy from time to time. We will notify you of any changes by posting the new Privacy Policy on this page.
We will let you know via email and/or a prominent notice on our Service, prior to the change becoming effective and update the “effective date” at the top of this Privacy Policy.
You are advised to review this Privacy Policy periodically for any changes. Changes to this Privacy Policy are effective when they are posted on this page.
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] |
[] |
[] |
[
""
] | null |
[] |
2015-09-25T13:47:08+00:00
|
ITBE_Teaser - Download as a PDF or view online for free
|
en
|
https://public.slidesharecdn.com/_next/static/media/favicon.7bc3d920.ico
|
SlideShare
|
https://www.slideshare.net/slideshow/itbeteaser-53195521/53195521
|
2. The Hottest Experience to Come to Team Building - Mark Cuban Entrepreneur, Investor, TV Personality
3. All-Inclusive All-Star Programs NO MUSICAL EXPERIENCE NECESSARY
4. Yours OURS LET OUR BUSINESS ROCK YOURS! After a long day of meetings…
5. Unforgettable, Life Changing Events; One Company at a Time Our Competitors Offer HOW OUR SOLUTION IS BETTER Only one musical genre We produce programs in all Genres of Music, from Bach, to Mainstream Pop to Classic Rock! Mediocre programs for Top Dollar Dollar for Dollar - No other company will deliver an All-inclusive, Diverse, Celebrity filled, concert event like we do! Amateur musicians and inferior instruments Our ‘Facilitators’ are real Celebrity Music Stars and We Include Professional Instruments and Grade A Production in Every World Class Concert Program! COMPETITIVE LANDSCAPE
6. OUR EVENTS INCLUDE A TEAM BUILDING PROGRAM THAT CONNECTS YOUR ATTENDESS TO EACH OTHER AND THE MUSIC STARS. OUR EVENTS ARE DESIGNED FOR 2 TO 200 ‘ACTIVE’ PARTICIPANTS, AND CAN INCLUDE AS MANY PASSIVE ATTENDEES AS YOU WANT. WE CREATE AMAZING CONNECTONS CONNECT
7. WE PROVIDE • EVERYTHING YOU’LL NEED TO ROCK YOUR NEXT EVENT; THE INSTRUMENTS, BACKLINE AND MUSIC STARS. • OPPORTUNITIES TO MEET N’ MINGLE, WRITE, REHEARSE, RECORD & PERFORM LIVE ON STAGE, WITH REAL CELEBRITY MUSIC STARS • THE TEAM BUILDING ACTIVITY AND WORLD CLASS STAR-STUDDED CONCERT EVENT. Excite, Engage & Enjoy! I Love My Job!
8. IT IS ALL ABOUT ENGAGEMENT • BY PRESENTING THE ENTERTAINMENT TO THE AUDIENCE IN A WAY THAT CONNECTS THEM TO IT, SO THEY ACTUALLY CARE ABOUT IT. • BY GETTING EVERYONE INVOLVED, INCLUDING THE CELEBRITIES AND THE AUDIENCE. • BY DOING SOMETHING NOBODY ELSE DOES - AND DOING IT REALLY WELL. • BY MAKING YOUR GUESTS AND ATTENDEES A PART OF THE SHOW; WHETHER IT'S DINING WITH THE CELEBRITIES, CREATING ORIGINAL MUSIC, OR PERFORMING LIVE ON STAGE, IT TOUCHES THE THEM IN SUCH A POSITIVE WAY, THAT THEY TRULY ENJOY IT, VALUE IT AND WILL NEVER, EVER FORGET IT. “How does your program engage the participants and keep the audience captivated?” THERE’S SOMETHING FOR EVERYBODY
9. MAKING A DIFFERENCE WHILE MAKING MUSIC • You want to demonstrate that your company’s culture is different from the rest. • You want to make your event competitive and still keep it really fun for everyone. • You want to incorporate a philanthropic component while keeping the focus on the activity. • You want to create something that will give back and stay with them long after its over. Issues worth solving
10. EACH EVENT IS PRODUCED BY EXPERIENCED AND PASSIONATE MUSIC PROFESSIONALS WHO BELIEVE IN THE POWER OF MUSIC. Charlie Farren Music Dir. Frank DiMino Music Dir. Rebecca Stock Marketing/Sales Dir. Joanne Codi Producer Alicia Green Event Sales Mike Arturi Music Dir.
11. • ACT AS TEAM MOTIVATORS AND MUSIC MENTORS. • GRACIOUSLY SHARE THEIR PERSONAL STORIES, ALONG WITH THEIR EXPERTISE, AND CONNECT WITH THEIR TEAM MEMBERS IN A WAY THAT ONLY THEY CAN. • THIS EXPERIENCE CREATES A BOND THAT CULTIVATES TRUST, NOURISHES CREATIVITY, FOSTERS NEW RELATIONSHIPS AND PUSHES YOUR TEAMS’ BOUNDARIES IN A NEW AND EXCITING WAY. WE BRING OUT THE ‘STAR’ IN EVERYONE
|
||||
3951
|
dbpedia
|
3
| 2 |
https://mytuner-radio.com/radio/country/united-states/state/florida/genre/country-stations
|
en
|
Country Radio Stations from Florida, United States
|
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[] |
[] |
[
""
] | null |
[] | null |
Listen online to the best Country radio stations from Florida, United States. myTuner Radio, easy to use internet radio for free.
|
en
|
https://mytuner-radio.com/radio/country/united-states/state/florida/genre/country-stations
| |||||||
3951
|
dbpedia
|
3
| 3 |
https://amnplify.com.au/portfolio-items/interview-with-steven-wilson/
|
en
|
Interview with STEVEN WILSON
|
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[
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[] |
[
""
] | null |
[
"Yasmin Richards"
] |
2018-07-29T21:31:26+00:00
|
INTERVIEW WITH STEVEN WILSON Interviewer: Yasmin Richards . Arguably one of Britain’s most successful musicians in rock music, Steven Wilson has embarked on […]
|
en
|
Amnplify
|
https://amnplify.com.au/portfolio-items/interview-with-steven-wilson/
|
Project Description
INTERVIEW WITH
STEVEN WILSON
Interviewer: Yasmin Richards
.
Arguably one of Britain’s most successful musicians in rock music, Steven Wilson has embarked on his ‘To The Bone’ World Tour following the triumphant release of his album of the same name. We had the privilege to speak to him about his Australian tour, his new album and his personal musical journey.
.
.
You will be touring the East Coast soon and will be doing a three-hour set, including songs from Porcupine Tree. Has it been good re-visiting songs from Porcupine Tree?
There are songs that I’m really proud of and songs that I’m not so proud of. And that’s what I’m exploring now, some newer material. So that’s a consideration, trying to find lyrical subject matter that fits in with what I’m talking about now in ‘To The Bone’ songs. Some of those, what we call “Porcupine Tree songs” were solo songs. Those first three albums were solo albums, there’s no one else on them. Even some of the later ones just had me on them. So this whole notion that appears to the outside world that there’s Porcupine Tree, Steven Wilson, Blackfield…I don’t necessarily make them the same distinction and I suppose that keeps the fans more interested.
.
You’ve been to Australia before. What are some your favourite memories from here and where are you looking forward to playing the most?
One of the things I love about coming to Australia and I’ve found this every time I’ve been there- and I think I’ve been there four, maybe five times now, one of the things I’ve always loved about it is how diverse the audience is. And that’s really special to me, that’s the best compliment of all. When we played in Melbourne there was a young kid in a Slayer t-shirt and then I’ll see an old hippie guy who’s from the ‘70s and then I’ll see a girl in a Radiohead shirt or a Muse t-shirt or Massive Attack t-shirt and then I’ll see someone in an ABBA t-shirt and I think that’s kind of a great compliment for me because I try to think outside of this idea that music is this generic classification and when I come to Australia I really feel that message gets across- the audience is very diverse, of all ages, both genders and all sorts of different musical preference and find something to connect with in my music. So that’s always something I’ve loved about Australia. The very first time I came here, which is certainly not always the case in every country, is in Australia they seem to be very open minded in terms of music.
.
Is there anything else can we expect from your tour?
It’s a very elaborate show, I mean I think it’s more people coming and expecting to hear some musicians play some music; they’re going to be surprised. The show is really a package so I have a lot films, a lot of screens, a quadratic effect. It’s going to reach the audience. I like to think of it as a really immersive experience, I’d like to see it as inspiring and jaw dropping. There’s certainly a bit of triumph in bringing that full experience to Australian shows.
.
That sounds wonderful. If only you were coming to Perth.
I know. Well, it’s such a long way but I’ll try to make it happen.
.
.
You have stated before that ‘To The Bone’ represents a musical journey. Would you say it’s both a musical journey for the audience but also for yourself when reflecting on the albums preceding it?
One of the things I’ve always been interested in, right in the very beginning when I became a musician or even before that when I was just writing songs as a kid, I’ve always loved this idea of storytelling. So for me, I think it was partly due to the fact that I grew up loving movies and literature as much as I loved music. And I always thought the three things in a way could co-exist. So I was always excited by that idea of telling a story. And I like the idea that the album does take on a story and to me, when you asked about me personally; it feels like my whole career has been a musical journey. One of the things I love about my catalogues is that there isn’t really any album that sounds like any other album, but obviously there are certain trademarks that have been recognized as part of my musical personality…my musical vocabulary. But I think ultimately every album has a very distinctive character all the time and I love that. You know, I don’t see the point of making an album unless it’s going to have a reason to make the catalogues distinctive from any other record. I think bands sometimes have a hard time with that because they fall in love with a particular album and essentially keep making that record or variations of that record. It’s always kind of the opposite way I’ve gone about it. I’ve always been looking for how a record can begin, how can I confront the expectations of my message rather than just cater for it. So that in a sense has been a musical journey for me particularly in my solo career. I think it’s one of the reasons I became someone completely independent from a band and it’s so much easier to change your style on an album when you’re a solo artist. You don’t have to answer to anyone else. That’s been one of the most gratifying things about my music career.
.
Your music is very thought provoking and interpretative. Are you often asked for the meaning behind your artistry?
Well you know, the funny thing is lyrics are something I work really hard on and I find some people are not that interested in them and some people are just interested in seeing the vocals and other parts of the music which is fair enough. But I do work very hard on the lyrics and I try to make them very engaging and meaningful. I find that probably if I’m doing interviews, like I’m doing with you now, I’d say probably only about 20% of them ever ask me about the lyrics and the subject matter…which is kind of disappointing in a way but at least that 20% think it’s very interesting. I find women are much more likely to ask about lyrics than guys, guys are more interested in the technical things and I find women are more likely to ask about the lyrics and their emotional content of the song. So yeah, but I certainly have put a lot of value in meaning in the words.
.
Yeah. The reason I asked is that a lot of musicians do find that when they’re asked about their artistry it becomes very frustrating for them because they feel as though they need to disclose their thought processes and personal emotions might have to them with complete strangers.
Well that’s true. One of the beautiful things about music of course is that it is very much open to interpretation by the person. You can’t really say that so much about cinema and literature, everything is pretty much explained to you. You understand what the characters are going through and what they’re feeling through their thoughts and words- and I think with music, it’s a little bit more intangible, you don’t necessarily know exactly what the songwriter is trying to say to you but that means you can try to put yourself into the process and interpret it in a way. I mean I’ve had fans that say “oh this song you wrote…oh it means so much to me (this, this and this),” and I’m like “well no, but I’m glad you found something that was so deep for you in the lyrics.” That wasn’t actually what I intended at all but that doesn’t mean it’s any less valid. That’s what I’m saying, that’s one of the beautiful things about music. Maybe that’s why some are a little more reluctant to set things in stone of what a song is about. That kind of robs, in a way, listeners of being able to interpret it in their own life.
.
You’ve said that Andy Partridge from XTC is one of your personal heroes. What was it like being able to work with someone you idolize and was it daunting at all?
Well I’ve known Andy for a while now; I’ve been very fortunate to meet a lot of people whose music I grew up with. It’s always very daunting when you first meet them because you obviously feel as though you’re meeting a legend rather than a person. I’ve been very fortunate to work with him. I’ve been working with Andy for about five or six years now and most of it has been on his own back catalogue, which it’s great because I’m a fan and obviously that’s a dream job. I’ve got to know him and of course now I just consider him someone who is a friend, but he is obviously someone who I see as the greatest songwriter, the greatest lyricist. So it was a massive privilege to be able to have him involved in that and he was very very engaged in it. Very very passionate about wanting to do the right thing and wanting to do what I wanted, wanting to produce something that I would be happy with and that’s fantastic. So that’s one of the beautiful things about achieving some level of respect I suppose, is you don’t only get the respect from your fans, you also get respect from people whose music you grew up with, if you’re doing the right thing anyway. So yeah, Andy, fantastic bloke to get along with and that’s something I never expected to be able to do.
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Is there anyone else in mind that you would love to collaborate with but haven’t had the opportunity to do so with yet?
You know, it’s not a long list because I think one of the things about making music is not always just about putting together your favourite musicians, there’s a certain thing called chemistry which is very important and if you start putting together a lot of people who are very famous within their own right, it very rarely works. I think every musical project to be successful should potentially have one person with a big ego and be captain of that ship. I want to be that person (laughs) in most cases with projects I’m involved with. I mean there are people who I have not yet met who I would love to meet. I think Kate Bush is on top of that list. I’d love to just sit down and chat with Kate about music.
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Would you say that this is something you envisioned, being able to work with other artists to the extent that you have, when you first started out as a musician?
Absolutely. You know when I was eleven or twelve years old and fell in love with making music, I was absolutely sure what my path was going to be and I was absolutely sure that I was going to be a massive pop star…well not a pop star, but I thought I was going to be someone who was going to be at the very top because that’s the kind of belief you have when you’re a kid and you fall in love with this magic and you fall in love with this magical notion of being a professional musician. But one of the things I’ve had to come to terms with early on in my career is that the music industry has changed beyond recognition. It is not the music industry that most of the people I really admire or my big influences came up through. It was very different. Some people say a more ambitious, more healthy musical climate especially in the ‘70s, ‘80s and even ‘90s when people like Andy Partridge and Kate Bush and those kind of artists came through. You could have a lot of integrity, you could be very excited about a lot of prospects in making albums as musical journeys and you could have some expectation that people would sit down and listen to those albums from beginning to end and really really immerse themselves and listen to them…and that’s not true at all. The 21st century is unfortunately a much more faster world, people don’t have the same attention spans as they might have done in the ‘70s and ‘80s, they don’t have the amount of time to listen. And we’re now very much in a different world. We live in a world of playlists, we live in a world of Spotify and playlist streaming where people basically take individual songs, program them and put them in their own playlists. So I think the musical vision that I had and the kind of artists I fell in love with as a teenager, would struggle now in 2018. I of course consider myself one of those people. It’s much harder for me now, doing what I do, than it might have been and I’ve come to terms with that. It doesn’t keep me awake at night but it is my frustration, it’s very hard to get people to listen to what I do.
.
You have over 30 years under your belt as a musician, is there any advice that you would pass on to those just beginning their own musical journey?
Yeah, I mean my advice really is quite simple. Do it because you love it. Don’t even think about it as a career, do it because you love it. If you fall in love with making music it’s a career and if you get a career out of it, that’s fantastic. But I think it’s very hard to find anyone now without having a career path in music, particularly if you have some kind of creative vision for yourself. Because the music world now is very much geared towards being mainstream, being commercial and fitting a mould. And I’ve never done that; it’s been a struggle for me to find an audience. I have found an audience but it has been very difficult and very frustrating. I’m glad I did it the way I did but I started 30 years ago, I think it’s a hundred times harder now than when I started. There are too many people making music in the world and there are too many people making music for the same listening audiences. There’s more music being made than any point in history right now. The problem is the market for music; it’s kind of decreasing. So my advice is quite simple, don’t try and make music that people want to hear, just make the music that you want to make and do it because you love it. That doesn’t mean that you can’t try to find an audience but don’t rely on that. That’s probably the best advice I can give anyone. You should make music out of pure inspiration. I never really thought about being famous, I mean I dreamed of it in a way, but when I was making music I never thought about it, except trying to please myself and create a few songs. Unfortunately with the world of YouTube, you have so many people learning to play their instruments faster. Guitar players and drummers are particularly guilty of that and that’s not music. That’s sport, you know, playing your guitar as fast as you can is sport. Music is not sport. Music is inspiration and you know, sometimes I worry when I see young kids that can play a hundred miles an hour…that they couldn’t really do anything to touch human emotion. So I guess that’s another piece of advice I’d tell these young musicians. Try and find heart in your music, not just sport. Try and find things that create a core of passion and emotion.
.
Thank you very much for your time today Steven. I’m a massive fan of your work and it’s been really lovely talking to you.
You too, I’ll have to try and make it down to Perth at some point. Lovely speaking with you.
.
“An absolute triumph both sonically, musically and visually. This was top class stuff and you`ll be hard pushed to see a better show this year.” Metal Express
“Wilson is one of the most prolific and unrivalled artists of our time” Planet Rock
“Who needs drugs when you can have your mind blown by the King of Prog?” Maximum Volume Music
“Where do I begin? This spectacle took things to a whole different level. The best gig I’ve been to in many years!” Midlandsmetalheads.com
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Steven Wilson
Tour Dates
Thursday 8th November – Brisbane, Eatons
Friday 9th November – Sydney, Enmore Theatre
Saturday 10th November – Melbourne, Palais Theatre
Monday 12th November – Auckland, Bruce Mason Centre
.
Tickets
.
VIP tickets are available for purchase
as an additional ticket for this tour.
Gold VIP includes:
Admission to Q&A Session
Limited edition A3 Thick Card Poster
Official commemorative Steven Wilson guitar pick
Official commemorative Steven Wilson VIP Laminate
Priority Access to the Venue
.
Platinum VIP
(limited to 20 per show) includes:
Meet Steven Wilson
Photo with Steven Wilson
2 items signed by Steven Wilson
Admission to Q&A Session
Limited edition A3 Thick Card Poster
Official commemorative Steven Wilson guitar pick
Official commemorative Steven Wilson VIP Laminate
Priority Access to the Venue
Questions for Q&A will be selected from those submitted to DRW Entertainment by VIPs via email and will be proffered by a moderator.
Steven’s band will not attend Meet and Greet, nor Q&A session.
.
Photography and video whether by phone, camera or any other device
is strictly prohibited for this concert.
.
Connect with STEVEN WILSONOneBigLink
.
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AMNPLIFY – DB
Related Projects
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Dr.Dre, Drake - Music Sheets
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Rap Music Piano Songs to enjoy playing on Virtual Piano by artists such as Dr.Dre, Eminem, Tupac, Nicki Minaj, Tinie Tempah, Drake, Wiz Khalifa & more.
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Virtual Piano
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https://virtualpiano.net/music-sheet-categories/rap/
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|
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0
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https://amnplify.com.au/portfolio-items/interview-with-steven-wilson/
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en
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Interview with STEVEN WILSON
|
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[
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[
"Yasmin Richards"
] |
2018-07-29T21:31:26+00:00
|
INTERVIEW WITH STEVEN WILSON Interviewer: Yasmin Richards . Arguably one of Britain’s most successful musicians in rock music, Steven Wilson has embarked on […]
|
en
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Amnplify
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https://amnplify.com.au/portfolio-items/interview-with-steven-wilson/
|
Project Description
INTERVIEW WITH
STEVEN WILSON
Interviewer: Yasmin Richards
.
Arguably one of Britain’s most successful musicians in rock music, Steven Wilson has embarked on his ‘To The Bone’ World Tour following the triumphant release of his album of the same name. We had the privilege to speak to him about his Australian tour, his new album and his personal musical journey.
.
.
You will be touring the East Coast soon and will be doing a three-hour set, including songs from Porcupine Tree. Has it been good re-visiting songs from Porcupine Tree?
There are songs that I’m really proud of and songs that I’m not so proud of. And that’s what I’m exploring now, some newer material. So that’s a consideration, trying to find lyrical subject matter that fits in with what I’m talking about now in ‘To The Bone’ songs. Some of those, what we call “Porcupine Tree songs” were solo songs. Those first three albums were solo albums, there’s no one else on them. Even some of the later ones just had me on them. So this whole notion that appears to the outside world that there’s Porcupine Tree, Steven Wilson, Blackfield…I don’t necessarily make them the same distinction and I suppose that keeps the fans more interested.
.
You’ve been to Australia before. What are some your favourite memories from here and where are you looking forward to playing the most?
One of the things I love about coming to Australia and I’ve found this every time I’ve been there- and I think I’ve been there four, maybe five times now, one of the things I’ve always loved about it is how diverse the audience is. And that’s really special to me, that’s the best compliment of all. When we played in Melbourne there was a young kid in a Slayer t-shirt and then I’ll see an old hippie guy who’s from the ‘70s and then I’ll see a girl in a Radiohead shirt or a Muse t-shirt or Massive Attack t-shirt and then I’ll see someone in an ABBA t-shirt and I think that’s kind of a great compliment for me because I try to think outside of this idea that music is this generic classification and when I come to Australia I really feel that message gets across- the audience is very diverse, of all ages, both genders and all sorts of different musical preference and find something to connect with in my music. So that’s always something I’ve loved about Australia. The very first time I came here, which is certainly not always the case in every country, is in Australia they seem to be very open minded in terms of music.
.
Is there anything else can we expect from your tour?
It’s a very elaborate show, I mean I think it’s more people coming and expecting to hear some musicians play some music; they’re going to be surprised. The show is really a package so I have a lot films, a lot of screens, a quadratic effect. It’s going to reach the audience. I like to think of it as a really immersive experience, I’d like to see it as inspiring and jaw dropping. There’s certainly a bit of triumph in bringing that full experience to Australian shows.
.
That sounds wonderful. If only you were coming to Perth.
I know. Well, it’s such a long way but I’ll try to make it happen.
.
.
You have stated before that ‘To The Bone’ represents a musical journey. Would you say it’s both a musical journey for the audience but also for yourself when reflecting on the albums preceding it?
One of the things I’ve always been interested in, right in the very beginning when I became a musician or even before that when I was just writing songs as a kid, I’ve always loved this idea of storytelling. So for me, I think it was partly due to the fact that I grew up loving movies and literature as much as I loved music. And I always thought the three things in a way could co-exist. So I was always excited by that idea of telling a story. And I like the idea that the album does take on a story and to me, when you asked about me personally; it feels like my whole career has been a musical journey. One of the things I love about my catalogues is that there isn’t really any album that sounds like any other album, but obviously there are certain trademarks that have been recognized as part of my musical personality…my musical vocabulary. But I think ultimately every album has a very distinctive character all the time and I love that. You know, I don’t see the point of making an album unless it’s going to have a reason to make the catalogues distinctive from any other record. I think bands sometimes have a hard time with that because they fall in love with a particular album and essentially keep making that record or variations of that record. It’s always kind of the opposite way I’ve gone about it. I’ve always been looking for how a record can begin, how can I confront the expectations of my message rather than just cater for it. So that in a sense has been a musical journey for me particularly in my solo career. I think it’s one of the reasons I became someone completely independent from a band and it’s so much easier to change your style on an album when you’re a solo artist. You don’t have to answer to anyone else. That’s been one of the most gratifying things about my music career.
.
Your music is very thought provoking and interpretative. Are you often asked for the meaning behind your artistry?
Well you know, the funny thing is lyrics are something I work really hard on and I find some people are not that interested in them and some people are just interested in seeing the vocals and other parts of the music which is fair enough. But I do work very hard on the lyrics and I try to make them very engaging and meaningful. I find that probably if I’m doing interviews, like I’m doing with you now, I’d say probably only about 20% of them ever ask me about the lyrics and the subject matter…which is kind of disappointing in a way but at least that 20% think it’s very interesting. I find women are much more likely to ask about lyrics than guys, guys are more interested in the technical things and I find women are more likely to ask about the lyrics and their emotional content of the song. So yeah, but I certainly have put a lot of value in meaning in the words.
.
Yeah. The reason I asked is that a lot of musicians do find that when they’re asked about their artistry it becomes very frustrating for them because they feel as though they need to disclose their thought processes and personal emotions might have to them with complete strangers.
Well that’s true. One of the beautiful things about music of course is that it is very much open to interpretation by the person. You can’t really say that so much about cinema and literature, everything is pretty much explained to you. You understand what the characters are going through and what they’re feeling through their thoughts and words- and I think with music, it’s a little bit more intangible, you don’t necessarily know exactly what the songwriter is trying to say to you but that means you can try to put yourself into the process and interpret it in a way. I mean I’ve had fans that say “oh this song you wrote…oh it means so much to me (this, this and this),” and I’m like “well no, but I’m glad you found something that was so deep for you in the lyrics.” That wasn’t actually what I intended at all but that doesn’t mean it’s any less valid. That’s what I’m saying, that’s one of the beautiful things about music. Maybe that’s why some are a little more reluctant to set things in stone of what a song is about. That kind of robs, in a way, listeners of being able to interpret it in their own life.
.
You’ve said that Andy Partridge from XTC is one of your personal heroes. What was it like being able to work with someone you idolize and was it daunting at all?
Well I’ve known Andy for a while now; I’ve been very fortunate to meet a lot of people whose music I grew up with. It’s always very daunting when you first meet them because you obviously feel as though you’re meeting a legend rather than a person. I’ve been very fortunate to work with him. I’ve been working with Andy for about five or six years now and most of it has been on his own back catalogue, which it’s great because I’m a fan and obviously that’s a dream job. I’ve got to know him and of course now I just consider him someone who is a friend, but he is obviously someone who I see as the greatest songwriter, the greatest lyricist. So it was a massive privilege to be able to have him involved in that and he was very very engaged in it. Very very passionate about wanting to do the right thing and wanting to do what I wanted, wanting to produce something that I would be happy with and that’s fantastic. So that’s one of the beautiful things about achieving some level of respect I suppose, is you don’t only get the respect from your fans, you also get respect from people whose music you grew up with, if you’re doing the right thing anyway. So yeah, Andy, fantastic bloke to get along with and that’s something I never expected to be able to do.
.
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Is there anyone else in mind that you would love to collaborate with but haven’t had the opportunity to do so with yet?
You know, it’s not a long list because I think one of the things about making music is not always just about putting together your favourite musicians, there’s a certain thing called chemistry which is very important and if you start putting together a lot of people who are very famous within their own right, it very rarely works. I think every musical project to be successful should potentially have one person with a big ego and be captain of that ship. I want to be that person (laughs) in most cases with projects I’m involved with. I mean there are people who I have not yet met who I would love to meet. I think Kate Bush is on top of that list. I’d love to just sit down and chat with Kate about music.
.
Would you say that this is something you envisioned, being able to work with other artists to the extent that you have, when you first started out as a musician?
Absolutely. You know when I was eleven or twelve years old and fell in love with making music, I was absolutely sure what my path was going to be and I was absolutely sure that I was going to be a massive pop star…well not a pop star, but I thought I was going to be someone who was going to be at the very top because that’s the kind of belief you have when you’re a kid and you fall in love with this magic and you fall in love with this magical notion of being a professional musician. But one of the things I’ve had to come to terms with early on in my career is that the music industry has changed beyond recognition. It is not the music industry that most of the people I really admire or my big influences came up through. It was very different. Some people say a more ambitious, more healthy musical climate especially in the ‘70s, ‘80s and even ‘90s when people like Andy Partridge and Kate Bush and those kind of artists came through. You could have a lot of integrity, you could be very excited about a lot of prospects in making albums as musical journeys and you could have some expectation that people would sit down and listen to those albums from beginning to end and really really immerse themselves and listen to them…and that’s not true at all. The 21st century is unfortunately a much more faster world, people don’t have the same attention spans as they might have done in the ‘70s and ‘80s, they don’t have the amount of time to listen. And we’re now very much in a different world. We live in a world of playlists, we live in a world of Spotify and playlist streaming where people basically take individual songs, program them and put them in their own playlists. So I think the musical vision that I had and the kind of artists I fell in love with as a teenager, would struggle now in 2018. I of course consider myself one of those people. It’s much harder for me now, doing what I do, than it might have been and I’ve come to terms with that. It doesn’t keep me awake at night but it is my frustration, it’s very hard to get people to listen to what I do.
.
You have over 30 years under your belt as a musician, is there any advice that you would pass on to those just beginning their own musical journey?
Yeah, I mean my advice really is quite simple. Do it because you love it. Don’t even think about it as a career, do it because you love it. If you fall in love with making music it’s a career and if you get a career out of it, that’s fantastic. But I think it’s very hard to find anyone now without having a career path in music, particularly if you have some kind of creative vision for yourself. Because the music world now is very much geared towards being mainstream, being commercial and fitting a mould. And I’ve never done that; it’s been a struggle for me to find an audience. I have found an audience but it has been very difficult and very frustrating. I’m glad I did it the way I did but I started 30 years ago, I think it’s a hundred times harder now than when I started. There are too many people making music in the world and there are too many people making music for the same listening audiences. There’s more music being made than any point in history right now. The problem is the market for music; it’s kind of decreasing. So my advice is quite simple, don’t try and make music that people want to hear, just make the music that you want to make and do it because you love it. That doesn’t mean that you can’t try to find an audience but don’t rely on that. That’s probably the best advice I can give anyone. You should make music out of pure inspiration. I never really thought about being famous, I mean I dreamed of it in a way, but when I was making music I never thought about it, except trying to please myself and create a few songs. Unfortunately with the world of YouTube, you have so many people learning to play their instruments faster. Guitar players and drummers are particularly guilty of that and that’s not music. That’s sport, you know, playing your guitar as fast as you can is sport. Music is not sport. Music is inspiration and you know, sometimes I worry when I see young kids that can play a hundred miles an hour…that they couldn’t really do anything to touch human emotion. So I guess that’s another piece of advice I’d tell these young musicians. Try and find heart in your music, not just sport. Try and find things that create a core of passion and emotion.
.
Thank you very much for your time today Steven. I’m a massive fan of your work and it’s been really lovely talking to you.
You too, I’ll have to try and make it down to Perth at some point. Lovely speaking with you.
.
“An absolute triumph both sonically, musically and visually. This was top class stuff and you`ll be hard pushed to see a better show this year.” Metal Express
“Wilson is one of the most prolific and unrivalled artists of our time” Planet Rock
“Who needs drugs when you can have your mind blown by the King of Prog?” Maximum Volume Music
“Where do I begin? This spectacle took things to a whole different level. The best gig I’ve been to in many years!” Midlandsmetalheads.com
.
.
Steven Wilson
Tour Dates
Thursday 8th November – Brisbane, Eatons
Friday 9th November – Sydney, Enmore Theatre
Saturday 10th November – Melbourne, Palais Theatre
Monday 12th November – Auckland, Bruce Mason Centre
.
Tickets
.
VIP tickets are available for purchase
as an additional ticket for this tour.
Gold VIP includes:
Admission to Q&A Session
Limited edition A3 Thick Card Poster
Official commemorative Steven Wilson guitar pick
Official commemorative Steven Wilson VIP Laminate
Priority Access to the Venue
.
Platinum VIP
(limited to 20 per show) includes:
Meet Steven Wilson
Photo with Steven Wilson
2 items signed by Steven Wilson
Admission to Q&A Session
Limited edition A3 Thick Card Poster
Official commemorative Steven Wilson guitar pick
Official commemorative Steven Wilson VIP Laminate
Priority Access to the Venue
Questions for Q&A will be selected from those submitted to DRW Entertainment by VIPs via email and will be proffered by a moderator.
Steven’s band will not attend Meet and Greet, nor Q&A session.
.
Photography and video whether by phone, camera or any other device
is strictly prohibited for this concert.
.
Connect with STEVEN WILSONOneBigLink
.
.
AMNPLIFY – DB
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[] |
[] |
[
""
] | null |
[] |
2018-06-29T14:04:19
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CENTRAL LOCAL SCHOOLS - "Who's Telling Your Story?" -- October 10, 2023 by Steve Arnold
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en
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https://cdn.smore.com/generic-favicon.ico
|
Smore
|
https://secure.smore.com/n/t25kv-central-local-schools
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For students interested in hands-on activities and learning something new while “on the job,” the Fairview High School engineering classes are for you. The latest example of these attributes is a project Mr. Ray Breninger recently introduced to his Engineering 3 students.
“My Engineering 3 students recently designed and 3D-printed some caps for a table in the concession stand at the football stadium,” explained Breininger. “Daniel Vogelsong and Payton Kimpel used their tinker cad to design and create the necessary 3D STL files to be printed in the maker space.”
To better understand 3D STL files, this term is defined by Adobe as “a file format commonly used for 3D printing and computer-aided design (CAD). The name STL is an acronym that stands for stereolithography — a popular 3D printing technology.”
“Mrs. Beverly Singer made this request right before school started this year,” continued Breininger. “I used this project request as an opportunity to review the engineering design process for these guys. They used the review of the engineering design process as they are currently preparing to choose a year-long project to complete for the course. They will develop a community project from start to finish to either build something or pitch an idea using the engineering design process and all they have learned over the last two engineering courses.”
Both Kimpel and Vogelsong agreed that maybe they had initially underestimated the complexity of this project but learned a great deal from it.
“What surprised me while completing my task was how much extra time was needed,” admitted Vogelsong. “I have learned from this unit how prototyping is essential to the engineering design process. When designing something, you have to have direct and exact measurements, (which) can be really helpful and consume less time.”
“What surprised me is the number of failed prototypes we had,” stated Kimpel, echoing much of Vogelsong’s sentiments. “We had to remeasure three times and had to make six different prints to make it right and able to prevent people from getting cut by the edges of the table. I learned how to use customer needs to create a product (using) trial and error.”
Another big objective of engineering class and something that Breininger preaches often is that successful projects frequently require second and third go-arounds. Again, both students concurred with their teacher’s prospective.
Noted Vogelsong: “If I had an opportunity to change a procedure during the development of the device, I would make sure my model was scaled correctly with precise measurements. Something else that I would have done differently would be further testing the capabilities and limits of the caps.”
“I would use the correct measurements and to scale the 3D print in a way of using the tolerances of the 3D printer,” claimed Kimpel about another shot at this project.
When asked about his experience in the engineering pathway, Vogelsong sang its praises.
“The engineering courses in Fairview Jr. High and High School provide and ensure physical and digital creative freedom and development for learning minds. If anybody is looking forward to an inventive pathway in the future, the engineering courses should be worth a try.”
In the picture below, Kimpel and Vogelsong pose with their finished product.
A handful of motivated students with a vision. Sometimes, that’s all it takes to bring about major positive changes. Such is the case at Fairview HS where a student-led initiative from the recent TRIBE Challenge resulted in a sparkling facelift for the varsity girls’ locker room during the summer of 2023. The TRIBE Challenge, a product of the school’s PBIS program, is a list of opportunities for students to make a difference in their school and community.
Among the leaders of this project was junior Kayla Mavis, who did most of the initial communicating with school officials and played a major role in seeing this project through.
“As student-athletes, we are in the locker room daily, and when we saw it was an option for the TRIBE Challenge, we took the opportunity to make it more comfortable and cleaner for ourselves and all female athletes,” explained Mavis about what motivated her to take on this project.
The list of projects was basically three-fold: Tear out the small, unusual lockers, apply a fresh coat of paint on the walls and lockers to be saved, and replace the old lockers with large cubbies able to hold today’s oversized gym bags. The group, which largely consisted of Mavis, Jayci Schooley, Kortney Grinnell, Natalie Timbrook, Summer Hiler, and Cheyenne Zeedyk, made it happen over the course of three-four months.
However, before they touched one locker or applied one coat of paint, the students took it upon themselves to fund as much of the project as possible with a successful car wash held in early June at the elementary school. With a hard-earned $1,400 in hand, they set out on their mission.
Removing the lockers was the first step, and with the help of teachers Mrs. Lauren Hurtig and Mrs. Kristi List and community members Mrs. Jenny Mavis and Mr. John List, the girls got busy. After removing a large number of screws and wriggling the lockers out of place, they sent them off to be recycled.
Then it came time for the big project: painting the walls and lockers. After conferring with experienced painters, they put together their list of supplies, spent several days covering areas not to be painted, then applied one coat of primer and two coats of paint on all of the walls and lockers that were kept. This part of the job turned out to be very cumbersome, but they kept their promise to both themselves and school officials that they would see it through.
When asked if she ever thought they had bitten off more than they could chew, Schooley stated with a smile: “Yes kind of. I think going into it we were pretty confident, but when we really started and realized what we were doing, I definitely questioned if it was a smart idea or not.”
She’s definitely glad she kept going and gave credit to the main group of workers.
“This would not have happened if it weren't for Kayla Mavis, Kortney Grinnell, Natalie Timbrook, Summer Hiler, Cheyenne Zeedyk and me to step up and take the initiative. We also would have never been able to do this without Mrs. Hurtig.”
The final project was to install new cubbies, and the group solicited the help of a local furniture company. Not having quite enough money to complete the project as needed, Mavis and her mother Jenny reached out to Mr. Arnold, who noted that the board of education would cover the balance. Thus, the project was finished on September 23.
Concluded Mavis with a big grin on her face: “We really appreciate the help from several adults in the community, especially Mrs. Hurtig. We couldn't have done any of it without her support throughout the project.”
Shown in the picture below (left to right) are Kortney Grinnell, Jayci Schooley, Kayla Mavis, Summer Hiler, and Natalie Timbrook in front of a set of spruced up lockers and beautifully painted walls.
Although earthquakes are not a regular occurrence in Northwest Ohio, many local residents do spend time traveling to other parts of the world where earthquakes happen more frequently. With that understanding, Mrs. Rayna Moore incorporated earthquake preparedness into a recent physical science unit dealing with energy and forces.
“With recent severe weather conditions and natural disasters around the world, it seems you can never be too prepared,” calmly stated Moore.
As part of her lessons, Moore detailed the story of her own personal earthquake experience in Kaohsiung, Taiwan. The year was 2013, and she was traveling with the company Feld Entertainment as an assistant electrician on the show “Three Classic Fairytales,” which consisted of abbreviated versions of Snow White, Cinderella, and Beauty and the Beast. During the very last show of the tour, when the seven dwarves were singing “Hi Ho, Hi Ho,” a 6.2 magnitude earthquake struck. The 13,000-pound set began swinging back and forth, and panicked audience members fled the theater. Moore and her soon-to-be fiancé were staged in the lighting booth, where they were running the lighting and audio aspects of the show, when they suddenly realized there was nowhere to go. However, they managed to stay calm and patiently await instructions from the production director. Fortunately, after taking quick action, all members of the cast or crew were unharmed. The show was able to resume in a timely manner, and all the princesses found their “happily ever-after.”
After sharing these harrowing details, Moore turned to her students and asked this simple question: “What should you do in the event of an earthquake?” Answer: “Drop, cover, and hold on!” she exclaimed. She continued with more specifics and outlined the following plan:
1. Drop to your knees, so the tremor cannot knock you off your feet.
2. Cover, especially your head and neck, by ducking under the closest, sturdiest piece of furniture.
3. Hold on to your cover to prevent you from shaking away from it.
Moore’s classes then practiced an earthquake drill using those techniques, knowing that anyone in this dire situation can never be too prepared.
Freshmen Jonathon Huffman and Kaden Kennedy were two of the students who studied and practiced the drills. When asked what he learned, Huffman stated that everyone should “stay in a safe place no matter what until the shaking is over (and) that you need to put your hand over your head.” He also mentioned getting objects that are non-harmful to surround the outside of the table openings.
Kennedy echoed many of Huffman’s sentiments.
“I learned that I had to cover my head and to stay safe undercover,” he explained. When asked what he might do differently the next time, he smiled and said, ”I might act like I’m yelling louder.”
Pictured below are Kennedy (left) and Huffman (right) seen in action.
Winter may officially be coming to an end in less than a week, but the hallways outside the Fairview Elementary School art room remain full of amazing color and beautiful artistry created by the fifth-grade students as part of the annual “Winter Animals in Chalk” unit. Inspired by the work of fellow Ohioan Charley Harper, best known for his highly stylized wildlife prints, posters, and book illustrations, Mrs. Denise Pannell’s students did what many of them didn’t think they could do – draw and color amazing lifelike wildlife pictures.
“The requirements for this project were to realistically create an animal in a winter scene,” explained Pannell about the primary objective for this unit. “They were given the choice of many animal photos from which to use as a reference while creating their art.”
To kick off the unit, Pannell introduced her students to the work of Harper, who created stylized drawings of animals. His techniques allow students of all ability levels to perform at higher levels than which they believed they could.
“He reduced the animals to their basic shapes while keeping the integrity of each characteristic,” noted Pannell about the strategies used by the former Cincinnati resident. “The students were shown how to look at a photograph of an animal and use the basic shapes that they saw to form the basis for their animal drawings.
“From there, they used a pencil eraser to draw out these shapes – which wipes right off – on their black papers,” continued Pannell. “Once they had the basic shapes outlined in the correct proportion, they were asked use a pencil to add details, such as markings on the animals, eyes, and items found in the background.”
The next step was to use a black oil pastel to outline their animal and a white oil pastel to outline any snow.
“These lines acted as a barrier to keep the chalk pastel from mixing together too much,” explained Pannell. “The students were eager to add color to their animals using colored chalk, and we discussed making their animals as realistic as possible, especially in the texture of the fur and feathers. Finally, the students filled the skies using two colors of chalk, which were blended together and added snowflakes using oil pastel.”
This unit, which generally occupies most of February, is one Pannell highly anticipates each school year.
“This has become one of my favorite projects to do with fifth graders, not only because the results are spectacular, but I love seeing the look of accomplishment and pride in each student’s face as they finish their art!” exclaimed Pannell with pride beaming from her face. In addition, students often exceed their own expectations.
“I always get a few students who look at the examples and swear that they absolutely CANNOT draw an animal in this style, but once I show them all my tricks and tips, it usually seems to click with them. I remind them that everything can be broken down in to lines and shapes when trying to draw. After all, how did we learn to write our names? It’s all lines and shapes.”
Proudly displaying the top art work (left to right in the picture below) are fifth graders Kadilyhne England, Emmy Anderson, Liberty Becker, and Chevy Orr. These students’ artwork, as well as other Apache Kid Artists, will have their work on display at Just Be Original Fine Arts Academy in the Defiance Northtowne Mall for the month of April.
Norwegian playwright Henrik Ibsen once said, “A picture is worth a thousand words,” and for nearly two hundred years these famous words have rung true time and time again. Of course, without the use of cameras, these words would have far less meaning. But who really knows how cameras actually work? This was part of the inspiration behind Mr. Ray Breininger’s recent Engineering 1 lesson.
“My Engineering 1 students recently completed the Pinhole Camera Unit,” stated Breininger, now in his sixth year introducing students to the world of engineering.
Another objective from this unit was to combine various measurements to accommodate individuals with fewer skills.
Explained Breininger: “Students created a pinhole camera from used shoe boxes. They discovered the engineering design process as they created their pinhole cameras to meet both quantitative design specifications and qualitative requirements for usability by people with limited dexterity in their hands and wrists.”
On the last day of the unit, students posed for a picture using the camera designed by freshmen Gabe Cline, James Smith, and Kalvin Woodring. Smith expressed a lot of satisfaction about what he learned as well as the end result.
“We learned how to calculate the camera's distance to the object as well as the importance of a light-tight box,” noted Cline about one of the objectives. “It was a fun lesson that I think had a good turnout.”
Students also learned new vocabulary words, most notably parts of camera that they had never really considered prior to this unit. As an example, Woodring drew attention to the aperture, which is defined as “a space through which light passes in an optical or photographic instrument, especially the variable opening by which light enters a camera.”
“This lesson taught me very much about how cameras work,” explained Woodring. “I found the way film paper works by burning with sunlight very interesting.”
With most projects or lessons, both trial & error and timelines become factors in the equations. Such was the case here as well. When asked what they might do differently if given the opportunity to complete this lesson again, Woodring detailed a well-thought-out response.
“The way we light-sealed the camera was very inefficient and led to redesigns later on. So, if we did the project over again, I would have spent more time on sealing at the beginning,” deemed Woodring.
For Smith, it was about the pinhole itself. “I would have designed a smaller pinhole for a career picture,” also noting that the smaller the pinhole, the clearer the image becomes.
Breininger was pleased by his students’ efforts and enthusiasm for this lesson.
“Our last day, students asked to take a class picture,” noted Breininger, as evidence as to how excited his students were about the success of their projects.
Shown in the pictures below are Cline, Smith, and Woodring (left picture), who developed the camera (center picture) that took the picture of the Engineering 1 students (right).
When it comes to essay writing competitions, the word "dynasty" doesn’t come up often. However, one could make the case that for the VFW Post 3360 Patriot’s Pen essay contest, Fairview MS has a dynasty going. For the ninth time in the past thirteen years, Fairview took home the gold, silver, and bronze medals in this competition, held annually and open to all middle school students in Defiance County.
The theme for this year’s competition was "My Pledge to Our Veterans."
“Each year, the VFW reaches out to the language arts teachers in the Defiance County Schools about the Patriot's Pen Contest,” explained Mrs. Tracy Robinson, who coordinates the event for her eighth-grade students. “The prompt given each year is on a patriotic topic, and the students are asked to interpret it and write a 300-400 word essay on the topic. My classes have been involved with this contest for the last 13 years, since 2009.”
For Sammy Mavis, it’s a family affair, whose older sisters all competed in this event as middle school students. Now she’s followed in her older sister’s footsteps by claiming the top place.
“My sisters did Patriot’s Pen when they were in school, and I remember my oldest sister, Cassie, winning,” stated Mavis. “All my sisters who wrote the essay in previous years got picked by Mrs. Robinson so, of course, I wanted to do the same.”
Both Robinson and her students take this writing assignment very seriously.
“Once I receive the information about the Patriot's Pen Contest, I spend a class period reviewing the rules of the contest, and then I assign all my classes to write on the topic given that year,” stated Robinson. “We begin with a brainstorm activity of all the ideas they can come up with associated with the topic. I then work with them to write an outline of how they want to organize their information in the essay and then give them class time to type it.
“After reading all the essays from my students, I am allowed to enter five-ten essays each year to the VFW for consideration for the contest, along with all the other entries from other Defiance County Schools. Once all essays are entered, it is then up to the VFW readers to decide who places in the contest.”
Third-place finisher Amaya Perez was motivated to do well for a couple of reasons.
“My motivation to participate in this event was to voice my opinion and to truly recognize and thank all of the veterans,” noted Perez. “The theme of my essay was about all of the freedoms we are given that we use in negative ways every day, and how I pledge to always do good with the rights I am given.
“Thank you to all of the veterans that have fought for our country,” stated Perez with pride in her voice.
“I appreciate all the hard work my students have put forth all these years in the VFW Patriot's Pen Contest,” concluded Robinson.
The picture below depicts Fairview eighth grade students (left to right) Sammy Mavis (1st place), Morgan Mavis (2nd place), and Amaya Perez (3rd place) flanked by VFW representatives Jim Seymour (far left) and Chris Taylor (far right).
Whether the competition involves academics, athletics, or co-curricular events, Fairview High School students continue to shine in local competitions. This fact was again exemplified as senior Mykenzi Hartz recently finished as the Defiance County runner-up in the annual VFW Post 3360 Voice of Democracy contest held this fall. Started in 1947, this year’s theme was “Why is the Veteran Important?” For Hartz, her reasons for competing were two-fold.
“I was motivated to participate in this event because I found it not only as a great way to thank our veterans for their service but also contribute towards my college expenses,” explained Hartz, gleaming with pride. Her runner-up finish accomplished both goals, as she made a great impression on the judging committee and earned a $1,000 scholarship for her efforts.
“The theme of my presentation was ‘Why the Veteran is Important’,” continued Hartz. “In my essay, I was able to present how veterans are not only the heart and soul of our country, but also a representation of the freedom our country has fought to obtain.”
In order to participate, students must write a patriotic essay on the theme that is announced each fall. Applicants must then submit both their written essay and an audio recording of the essay. Students in grades 9-12 are eligible to submit entries for this scholarship competition.
School counselor, Mrs. Lori Polter, is the school’s point of contact. She plays a critical role in the students’ success by advertising the event, getting English teachers involved, and assuring that students are following specified guidelines.
“Over the years, we have had great success with students placing in the top four and winning scholarship money at the Post (local) level,” stated Polter, who confirmed that Fairview has been participating since at least 2004-2005. “I help students by making sure their entries are complete and submitted in the proper format.”
Hartz now has the opportunity to move to the next round where the stakes are even higher.
“Winners at the local level advance for judging at the district, state, and national level,” continued Polter. “Students compete for over $2 million in scholarships given by the VFW organizations across the US.”
Each year nearly 80,000 students compete in various VFW Post level competitions, with the VFW Post 3360 sponsoring two other upcoming events: A Defiance County scholarship for seniors (due in December) and the Patriotic Arts Contest (due in March). Interested students should reach out to Polter for more information.
Shown in the picture below is Hartz (center) accepting her award from VFW Post 3360 treasurer Chris Taylor (left) and Post Commander Jim Seymour (right).
Every year as students enter high school, many of them inquire in one class or another, “Why do we have to learn this?”
Physical Science teacher Mrs. Rayna Moore has been answering this question by offering creative analogies for her students, comparing points of her lessons to what she knows her students are truly interested in: Food. Moore remembers one of her first examples while doing her student teaching in a biology class.
“If you never tried chocolate ice cream, how would you know you liked it?” enquired Moore to a group of disgruntled students, challenging the necessity of a particular lesson. “High school is like a buffet. Some dishes you will like, while others you won’t, and it is important to know both.”
This topic again came up in a recent lesson Moore introduced to her physical science students, when some students wondered why it was really necessary to learn “how elements combine to form compounds and the fact that the ration of elements in these compounds is always consistent.” And what better way to make her point with teenagers than to turn to an example of misinformation found on TikTok. A current TikTok trend says that water can be “big” or “small,” and only “small” water is good for you because it keeps you from bloating and doesn’t dilute your system.
“Wrong!” exclaimed Moore.
She and her students then discussed how every water molecule is made of exactly two hydrogen atoms and one oxygen atom. Water can never be “larger” or “smaller.”
“We talked about how out in the world people make claims all the time, and it is up to our students to gather background knowledge and techniques for researching reliable sources to make their best decisions about these claims.
“In this case, it was decided that these misinformed TikTok-era (messages) are spreading fake news to sell a product, but my students in physical Science class won’t be falling for it.”
One such student is freshman David Bennett.
“I learned that people are willing to go against science to sell people a product,” explained Bennett about his new-found knowledge. “Even if science is proving them wrong, they will still fight for you to buy a product even if they know they are wrong.
“I find (it) especially interesting that even if science can and does disprove things they say, they will still try to get you to buy their product. I believe that this is a good lesson that can teach people that you shouldn't always listen to what people say to you and that you should do your own research.”
The morals of this story are simple: 1.) You never know until you try; and 2.) Don’t fall for every sales pitch you hear. You many find yourself on the wrong end of a bad deal.
The picture below depicts the Tik Tok lesson Moore used to make her point, resulting in she and her students disproving the false theory than there is such a thing as “big” and “small” water.
Anyone who is a fan of the 1960’s television series The Andy Griffith Show knows that Barney Fife would frequently get upset about something and abruptly quit his job. After one such event, Fife says to Sheriff Taylor, “There’s a great big world out there, and I’m going to take my place in it.” Although this classic show was often full of silly scenes like this one, Don Knott’s iconic character was definitely correct about “the great big world” and all it has to offer to the many organisms it helps to survive. Through the leadership of Mrs. Rayna Moore, her biology students spent several days studying this topic.
“The world is full of resources and during a recent ecology unit, my biology class learned how these resources interact and the systems that drive them,” explained Moore. “What better way to study how systems in nature interact then to go and explore it.”
Thanks to the beautiful weather that was plentiful through much of the fall, along with the wooded area on the school grounds, students were able to get in some hands-on learning.
“It is important for students to understand that ecology is not made up of far-off concepts. It is everything around them,” explained Moore.
After an introduction to the unit and various key terms, students were divided into groups to apply their new found vocabulary to their backyard world. They were challenged with finding examples of ten key terms, taking pictures of them, and arranging them in a Google Slide presentation showing their understanding. Students also researched the area’s ecological past and discussed what changes have been made and why.
Another outdoor activity that students enjoyed was creating a food web and learning about the flow of energy through the web. In this activity, students were each assigned an organism native to Defiance County. They were tasked with arranging themselves into a food web and labeling each organism as an autotroph or heterotroph, as well as determining whether they make their own food or get energy by consuming other organisms.
Among the students who benefited from this lesson was sophomore Kayla Mavis.
“This was a good, interactive lesson to teach us about the different levels of a food pyramid,” noted Mavis. “It was interesting to learn the specific classifications within each trophic layer and their characteristics.”
Students also had to work together to classify each organism as a detritivore, carnivore, herbivore, omnivore, decomposer, scavenger, or producer.
“Students were able to use real-world, local examples to fortify their learning,” concluded Moore.
The left picture below represents atmosphere, which is defined as the layers of gases surrounding a planet or other celestial body.
The center picture below represents biotic factor, which is any living part of the environment with which an organism would react.
The right picture below represents community, which is an assemblage of different populations that live together in a defined area.
Statistics show that today’s youth are under more stress than their parents and grandparents were at the same age. To help young people cope with this fact, the teachers and staff at Fairview Middle School have introduced an evidenced-based suicide prevention program called Sources of Strength. Introduced to the district during the 2020-2021 school year by Laura Kamp, NWOESC School Climate Facilitator, this program was well received by Principal Suzanne Geis and School Counselor Adam Brickner. However, it was the buy-in from the teachers and staff who comprised the Positive Behavior Interventions and Supports (PBIS) team that has transformed the program into the successful program that it is today.
“The PBIS team was a vital part of the decision to implement the program,” explained Brickner. “Once we had our teachers on board, we knew it was going to be a success.”
The program promotes the following strengths:
· Family support;
· Positive friends;
· Mentors;
· Healthy activities;
· Generosity;
· Spirituality;
· Physical health; and
· Mental health.
Relationship is a main focal point of the Sources of Strength. The program brings together positive student allies called Adult Advisors with a varied group of Peer Leaders from as many school peer groups as possible. The Adult Advisors and Peer Leaders are trained by national trainers and meet to plan and implement programming regularly. SourcesofStrengh.org explains it this way:
This team of youth and adults work to build a community of Strength, not only by practicing Strength in their own lives, but by sharing that Strength with others through Strength-based/public health style messaging campaigns. Spreading stories of Strength across a school or community, Peer Leaders invite students, staff, and their community to interact, engage, and apply Strength to their own lives.
Among the students active in this year’s program is seventh grader Chloe Northrup, who is doing what she can to make middle school a great experience.
“There are many ways we as a student body can support each other,” stated Northrup. “For example, even though we're not all close, we're always there for each other and other students in the group. And the staff members who are a part of this group are supportive of new ideas and thoughts each person has.
“We never get judged for anything we throw out there in meetings. Instead we simply get deeper into detail.”
While the main goal of Sources of Strength is prevention, the program has had success in the areas of intervention and crisis situations as well. SourcesofStrengh.org continues by saying:
A Peer Leader who has been trained in Sources of Strength is four times more likely to refer a friend they are worried about to a trusted adult. A Sources of Strength team works to create a culture of help-seeking and connection, where it is okay to not feel okay and where reaching out for help is a sign of Strength, not weakness. We also realize that tragedy and hardship still occur in life, despite our best efforts: Loved ones can get sick, a school could lose a beloved teacher, etc. However, a Sources of Strength team can have great impact on acommunity after such loss. Peer Leaders can act as the eyes and ears of the school, helping adults be more aware of the areas of the school that may be struggling and in need of support. Sources is also about helping people heal and recover after tragedy. In this way, Sources can have a more universal and comprehensive impact in prevention, intervention, and postvention.
Continued Brickner: “Peer Leaders, with the help of Adult Advisors, promote change through positive messages of hope, help, and strength. The students are not young mental health counselors but are fellow peers trying to encourage others to improve their behavior and make healthy life-choices.”
Paying for the program included grants provided by Ohio School Wellness Initiative (O.S.W. I) and Prevention First of Ohio. Kamp continues to seek out grants to make sure the Sources of Strength is fully funded at Fairview Middle School.
“It is so much fun to be able to feel comfortable with a giant group of people even though we are not all in the same grade level,” noted Northrup. “With them, I always feel welcome, sometimes even more welcome than kids in my own grade. Trust is very important to have and if I'm being honest our whole program is built on it. I've learned to trust and be more supportive because of the program."
She also has much praise for everyone involved.
“I don't think anyone realizes how many great adult advisors and student advisors (we have) that work hard in this program. It's not the easiest thing to do. It is a real commitment, but we all enjoy it. We have such an amazing group of staff and students who all put lots of effort into encouraging and spreading positivity throughout the school just for everyone to grow stronger in their strengths.
“So I would love to give them a special thanks for everything everyone in the group has done to promote our program! Thank you everyone in the group for choosing to continue in the program this year. Again, thank you staff for putting lots of planning and training into our program!”
Shown in the picture below is Sources of Strength Wheel. Each Wednesday, students have opportunities to win small prizes for correctly answering questions about one of the strengths.
Mrs. Rayne Moore loves science, and she clearly wants her students to love the benefits of science as well. This admiration for her field of work was recently on display, as for the second year in a row, Moore organized a field trip to Wittenberg University for her physics students.
“To make advances within our society, scientists must collaborate often sharing methodologies, research findings, and even equipment,” stated Moore with a noted tone of excitement. “With that in mind we embarked on a mission to share STEM opportunities with local seniors.”
Students had the good fortune to explore the Wittenberg campus and see labs being used to research dusty plasma and antimatter, visit the campus’s observatory, and see a particle accelerator without traveling to The European Organization for Nuclear Research, better known as CERN.
One such senior, Michael Mansel-Pleydell, spoke fondly of his experience at the Springfield, Ohio university.
“On our visit, I was able to gain a general understanding of anti-matter, particle accelerators, and dusty plasma,” explained Mansel-Pleydell. “I also learned about the various career pathways available for a physics major in particular. Something I found especially interesting in this lesson was the diversity of applications available for a physics major in the modern world.”
This year’s trip was the second for Fairview students. However, Moore took it a step further and invited students from three area high school to join her Fairview students.
“My first year at Fairview (2021-2022), I contacted one of my physics professors at Wittenberg (about a prospective field trip),” explained Moore about how the trip’s origin. “I always said I chose Wittenberg (to attend college) because of the particle accelerator that students can access, and I wanted to show my students how many opportunities were available in the discipline.
“With the support of my principal and superintendent, this year I set out to extend this opportunity to experience STEM research to a broader audience,” she continued. “I used the connections that I had made to work with Antwerp, Wayne Trace, and Crestview Local Schools to invite students and educators to come with us and see what research is being done firsthand.
“I am so excited that we were able to share the importance of collaboration with a much fuller bus this year.”
As much as knowledge as educators have to offer, knowing the right people and getting their students in front of the right people, opens up additional doors. No one knows this better than Moore.
“As you make your way into the educational system, you make many connections: mentors, professors, student teachers, etc.” stated Moore, who didn’t take the typical route to teaching and has learned the importance of networking.
In the pictures below (left to right), students observe the particle accelerator, check out the retractable roof on the observatory, and visit a beautiful campus building.
Anyone who follows politics has likely heard the expression, “Make your voices heard at the ballot box.” In other words, those who wish to have laws enacted that represent their way of thinking need to cast their votes for political candidates whose views align with theirs. However, before citizens can cast such a vote, other citizens need to step up and run for office, also known in Lehman's terms as “getting their name on the ballot.” But how does one go about doing so?
Recently, students in Mr. Andy Singer's Political Pathways class had the opportunity to ask that question and more to Miss Erica Krouse, who represents the Toledo-area office for longtime Ohio Senator Sherrod Brown. Among many topics, she discussed her role in his office and how to get involved in government/elected office.
“My students have been studying the process of becoming a politician and the decision-making process that goes along with it,” explained Singer. “To help, we invited Miss Krouse and other local and state politicians to come in to be guest speakers to get a first-hand account of politics in action.”
According to Krouse, most politicians get their start by working in some form of government work to see how the process works. Most are often already fairly prominent members of the community who wish to share their experience and values with the people they represent. Most politicians, she believes, have the best interest of their constituents in mind and really do care about making life better for people.
When asked how she became involved in politics, she explained that she did what most people do when looking for job.
“I saw where Senator Brown was looking for someone to help in his Toledo office, and I thought I would apply,” state Krouse. “I don’t want to be a politician, but working for one has been rewarding.”
To become a candidate in the state of Ohio, the first step is to be a registered voter. From there it's a matter of filing paperwork with the elections board, getting the necessary number of signatures from other registered voters, and getting all paperwork turned in on time. Most people who wish to become candidates are able to successfully complete the process on time. From there, it's just a matter of campaigning and getting the message out that you are the best option for the job, she explained.
The picture below depicts Krouse answering one of the many questions asked by Fairview students.
Data shows that students often learn the best through active, hands-on activities. To help solidify this point, the Fairview sixth-grade students recently attended the Defiance County Soil and Water Conservation District where the students were able to participate in a variety of conservation-based presentations in the areas of water treatment, pollinators, geology, petroleum products, soils, and archery.
Organized by the sixth grader teachers, and facilitated by local conservation experts, reviews from students were largely positive.
“Going hands-on is something I enjoy," stated Gage Miller with a smile on his face. “It was a great learning experience for all of us.”
“I think this field trip was an amazing experience to learn about all types of things and give students the chance to take part in some of the activities,” excitedly stated Carson Main. “I was really surprised when we did the water treatment activity because I did not think the color would change.”
Classmate Riley Maulsby shared in the excitement, but his favorite activity involved geology.
“My favorite thing at the field trip was the rock center,” Maulsby exclaimed. “I liked the story the guy (local geology expert) told us about two brothers and a sister. One brother liked to make destruction, (while) the other was peaceful.
“Another thing I liked about the rock center was the rocks. They had insane colors on them, and I liked how they had different shapes and sizes.”
Miller wasn’t expected to be surprised, but even he was. Stated Miller: “The one thing that surprised me was the petroleum products station. This opened my eyes to a new career I didn't see myself entering.
“Considering that my dad works for Defiance County Soil and Water, it was a surprise to me that I learned something there.”
When asked whether he would do anything differently should he have a chance to participate in this event again, Main noted that he would “change the type of water I picked for the water treatment activity and see what effects that has on the color of that water.”
Maulsby admitted that he had a big change of heart concerning the soils activities.
“When I went, I wasn't really interested in the soil center,” said Maulsby. “But if I could go back, I would pay more attention because now I find soil interesting.”
There’s no question that Miller had a great time. “There was absolutely nothing on that field trip that I would change. It was perfect!”
“Our students had a great day of hands-on learning and represented Fairview well!” exclaimed Mrs. Anne Frank, sixth grade math and science teacher.
To top it off, lunch was provided to the students and adults by the Conservation District, with Maulsby giving high praise to his meal.
“One last thing I want to say about the field trip is I loved the lunch,” a smiling Maulsby noted. “It was good, especially the hamburgers and chips.”
The center picture below shows the sixth graders taking a break from the day’s events, while the pictures of the left and right show students in action.
Fairview Middle School students are once again showing just how much they care about one another's education and well being, this time by introducing a program appropriately named the "Kindness Cupboard" Spearheaded by seventh grader Chole Northrup and her mother, Andrea, this cabinet offers school supplies to any MS student who may have a particular need for a new pencil, pen, or several other items on any given day.
"My mom originally saw a Facebook post, and that gave me the idea to email Mr. Bricker (MS counselor) about it," explained Northrup with a very humble look on her face. "Then we set up a meeting with Mrs. Geis (MS principal), and she approved the idea."
Located just outside the middle school office, students have opportunities between classes, during lunch, or other appropriate times to grab a variety of needed school supplies. Hygiene products, such as deodorant, shampoo, and tooth paste are also available.
According to seventh grader Anthony Singer, the cupboard is serving a great purpose.
"Kids are ready for class when they use the cupboard and are not slowing class down to have to ask for a pencil," stated Singer. They now have access to folders so they will have their papers ready for class."
Another program already in place, known as Sources of Strength (SOS), has also been very pivotal in the success of the cupboard.
"The whole operation came from the group SOS," noted seventh grader RayShawn Maulsby. "Led by Mr. Brickner, he called us all down and we got to work."
Seventh grader Dasen Wermer has noticed the value of the cupboard.
"I think that was a really good idea to do the Kindness Cupboard," said Wermer, "and I also really like helping do the cupboard. The first goal is that everyone uses it correctly, and everyone knows that they can use it for stuff they need."
One concern noted was that students may not want to be seen using the cupboard and/or taking advantage of the program. So far, that hasn't been the case as outlined by seventh grader Olivia Schindler.
"I have seen a student take a folder from the cupboard," noted Schindler. "Hopefully, that means kids are getting more comfortable using it.
"I have the hope that kids won't take advantage of the cupboard and just use it (even) when they don't need it," continued Schindler. "A goal of mine would be for kids to not be scared or embarrassed and to just use the cupboard when they need it."
Northrup, Singer, and Schindler noted their appreciation for the support the program has received from the adults at Fairview MS.
"Mrs. Schlachter was the teacher to get the cupboard and help with decorating it, so we should thank her," stated a smiling Schindler.
Singer chimed in: "Having help from Mrs. Schlachter and Mrs. Cooper played a big role in the success of the Kindness Cupboard."
"I want to give the adult advisors and Mr. Geis a thanks for making my idea come to life!" exclaimed Northrup. "It's been really helpful to people and that was our goal. So thank you!!"
The middle picture below shows that five students that brought this idea to life. They include (counter-clockwise from upper left) RayShawn Maulsby, Olivia Schindler, Chloe Northrup, Dasen Wermer, and Anthony Singer. The pictures on the left and right show its outside and inside.
Imagine being able to control a wheelchair just by using head motions. That was the objective of the Engineering 2 class’s final lesson for the 2022-2023 school year, and it was one the students will certainly remember for some time as the lesson was very much student driven almost right out of the gate.
“This unit was led by the students as much as productively possible,” explained veteran teacher Mr. Ray Breininger. “I led the initial lesson where the design challenge is laid out, and the students did the rest.”
The goal is to “build” a wheelchair that will be manipulated simply by the passenger’s head motion. Students had some initial directions and a clear starting point, then they were challenged to test their skills.
“The students used the requirements and constraints provided by the Email to Engineers, an explanation of the hardware, plus multiple handouts,” continued Breininger. “After that, the students were then set free to complete the unit using the skills that they have learned in all of the previous units and engineering.”
Among the students who learned many valuable lessons from this unit is Charlotte Vogelsong.
“One thing I learned from this unit is how important it is to communicate with your partners,” stated Vogelsong. “This unit wasn't the kind where our group could split up, do our tasks, and come back together to form a final project. We had to discuss how individual tasks would affect or play a role in the outcome and work from there.
“For example, Andy Mosier was in charge of coding the wheelchair device, the switches that operate it, and the camera/monitor. Together, we discussed how the camera, monitor, and switches were supposed to work, how many he planned on using, and how we could attach or fix them to a wheelchair. Then, Allison Rhodes and I designed models to fulfill the needs and constantly checked back in with Andy to ensure we were on the right path. Without communication, it would've been like trying to combine two different puzzles: our designs wouldn't fit together.”
Madisyn Clark also had praises for the knowledge and experience she garnered.
“A few lessons I learned from this unit were how to accurately use the engineering design process, how to program through a MotorHat, and how to delegate different tasks to team members,” explained Clark. “We have been using the engineering design process since Engineering 1, but we kind of drifted from using it in every aspect of the project due to COVID. This was also the class's first time programming through a MotorHat."
Continued Vogelsong: “I also learned how important it is to test our designs. Allison and I had to try to ‘break’ our designs for the switches. The purpose of trying to break a design is to test its limits, functionality, and safety. For example, we thought we had come to a final design that could hold our switches, but when tested, a piece that was crucial to the functionality broke off, leading us to redesign and make the piece thicker.”
Both students also agreed there were some surprises along the way.
“Personally, one thing that surprised me about this lesson is that I was the one to solder everything even though I had never soldered in a serious manner before,” said Clark with a chuckle. “With all of the soldering I did, I became way more efficient than when I first started. When soldering my first MotorHat it took me about three hours and on my last MotorHat it took maybe ten to fifteen minutes.”
“I was surprised by how time-consuming it would be,” noted Vogelsong. “We started this unit in April, and despite splitting up the work, we worked for the rest of the school year finishing the project. However, knowing that we have put our best efforts into this project, it is rewarding to see it all come together.
“This unit has been challenging and time-consuming, but we have had a great support system: intelligent, creative classmates and Mr. Breininger, who we can rely on for feedback and assistance, concluded Vogelsong”
Shown in the pictures below are (left) Madisyn Clark, Andy Mosier & Cory Mavis (center), and Charlotte Vogelsong (right) busily competing various tasks.
Make room for more hardware, as the Fairview archery teams brought home a boatload of it from this year’s state archery tournament held recently in Columbus, OH. Out of the several schools that competed, the high school team and the elementary team each finished second overall in their respective categories, while the middle school team was right behind in third place in its category.
Not only did our archers shine as teams, but an amazing six individuals finished first overall in their grade level. This group of sharpshooters includes the following student/athletes:
· Stephanie Moore: 12th grade girls division
· Clayton VanArsdalen: 11th grade boys division
· Edreanne Peck: 7th grade girls division
· Liahm Kimpel: 6th grade boys division
· Rachel Ward: 4th grade girls division
· Will Mavis: 4th grade boys division
Although doing well as a team and individual is important to the archers, many were quick to note that this sport does way more than just name winners. It adds a great deal to the overall school experience.
“The archery program has added to my experience during school by teaching me perseverance, leadership, and how to be mentally tough,” stated senior Marissa Sims, who finished a respectable 6th place in the 12th grade girls division.
Her teammate, Moore, expressed similar feelings: “The archery program has added to my experience during school by helping me meet new people and get closer to others from my school. It has also helped me get recognized more at my school when being mentioned on the announcements.”
Van Arsdalen points out the mental aspects of what archery has done for him. “Being in archery has taught me to be patient. Archery is very much a mental game, and you have to learn to be calm and patient and not let stuff get to you.”
For Kimpel, it was his family that sparked his interest in the sport.
“My sister joined archery when she was in fourth grade, and my dad also hunted with his bow. So seeing the shoot made me want to,” explained the sixth grader. He certainly puts in the time, which is reflective of his performance. “I try to shoot at least four nights a week and sometimes more. I'm going to nationals, and to get ready I will just try to shoot a little bit more and focus more on my shot not as much on my grouping.”
Brett Zeedyk, who finished third for Fairview middle school and 8th overall in his division, believes the archery program has elevated school sprit.
“The Fairview archery teams continue to be a source of pride for the school and community as evidenced by their success again this season, especially at the recent state tournament,” noted the well-spoken eighth grader. “All three teams finished in the top three of the team scores with the high school and elementary teams each finishing as runners up.”
With the national competition on the horizon, most of the student/athletes who have qualified are practicing hard in hopes of impressive finishes at such a prestigious event. Among those is fifth grader Olivia Zeedyk, who is making plans and gearing up for the competition. Said Zeedyk: “I’m planning to go to nationals, and I’ve been practicing really hard. I usually spend one hour a week with my bow.”
The top two seniors, Moore and Sims, are especially excited knowing this will be their last go-round as a Fairview Apache.
“I am looking forward to our final competition at the NASP National Tournament, where we will compete with teams from around the country,” stated Sims in her usual steady way. “I have always enjoyed being a part of the archery program, and I am grateful to everyone who helped with the program throughout my time as an archer at Fairview.”
“Archery has affected my life in many positive ways,” declared Moore. “I loved the overall experience, and I had fun getting to go to different states for national and world tournaments. Archery was always a fun little competition for me, and I always strive to try to beat my personal best. I can't wait to see how my teammates and I will perform.”
Some students are looking at competing after high school. Among those is VanArsdalen, whose impressive performance garnered the attention of an Ohio college.
“I can see myself continuing (with archery) out of school,” he said. “At the state competition, I received a scholarship for Muskingum University.”
As our teams continue to practice for the big event, to be held in Louisville, KY on May 12-14, we salute our student/athletes, coaches, support staff, parents, and everyone who has played a role in the success of Fairview archery.
Zeedyk speaks for the community when she stated, “Go Apaches.”
The pictures below reflect the top three state competition finishers from each respective building. High school students (left picture) include Clayton VanArsdalen, Marissa Sims, and Stephanie Moore; middle school students (center picture) include Liahm Kimpel, Edreanne Peck, and Brett Zeedyk; and elementary school students in the right picture include Will Mavis, Olivia Zeedyk, and Rachel Ward.
Although winning games and championships is certainly a top priority for any varsity team, the Fairview baseball program showed its true colors by hosting several students from Good Sam School in Defiance for a day of baseball practice one day over spring break. And no one is more proud than head coach Mr. Andy Singer.
“They (Fairview baseball players) took a rainy, dreary day for playing baseball and turned it into a memory that will last a lifetime,” stated Singer with a glowing beam on his face. “These young men took a day out of their spring break and came in for ‘practice’ with our new Fairview baseball friends from Good Sam.”
The day started with lunch (Pizza Hut pizza, chips, and drinks… what more could anyone ask for?), and Singer was quick to point out the extra efforts of custodian Mr. Steve Rohrs for helping to set up tables in the cafeteria. Following the nice meal and fellowship, the players and coaches headed to the gymnasium to play some baseball. But no baseball event ever starts without the playing of the Star Spangled Banner.
“We started by teaching them the proper procedure for standing for the National Anthem when it is being played,” continued Singer. “Each of the students from Good Sam took our make-shift field in their favorite spot with our baseball players. Dakota, one of the students, wanted the Canadian National Anthem also, so we obliged and played that as well. Many of our players had never heard it and cheered loudly for Dakota after he sang the lyrics as it was being played.”
With the singing of the two anthems complete, it was time to play some ball.
“We then started working on our baseball fundamentals,” explained Singer. “We worked on fielding, throwing, hitting, and then running the bases. Our players worked so well with everyone; it was such a sight to see.”
Along with the great interaction among players and guests, no one left empty handed.
“We got each of the students from Good Sam a Fairview baseball shirt and an autographed page of the players that they can take home and keep for souvenirs,” noted Singer.
Not only was there was much learning and enjoyment that occurred, but Singer couldn’t have said it better than this: “As much as they enjoyed the day, our Fairview baseball players and coaches enjoyed it even more. Our players learned so much from this, and it is hard not to get a little choked up because as much as I love the game of baseball, it is just a small part of the game of life. We all have so much to be thankful for, and days like today help us in taking a step back to realize the most important things in life.
“I left our players today with this thought: Just remember when we think we are having one of the worst days in our lives, this day could be a miracle day in someone else's.”
Singer summed it up so well: “Again, I can't explain enough how proud I am of the way our baseball players helped, encouraged, cheered for, gave high fives, and yelled "Yeah Buddy" today. From being called ‘Boss’ to ‘Coach’ to letting the students from Good Sam be the umpires, there wasn't a time in the couple hours we were there for practice that everyone didn't have a smile on their face.”
Singer would like to make a special "Tip the Cap" to Mr. TJ Hammer (interim superintendent of Good Sam), Amanda Westrick, Helen Bowden, and Alex Hartman for making this event happen. And for Dakota, David, Carrie, Ashley, Jarred, Tori, and Zane: “You are truly the All-Stars! ‘Yeah Buddy’!”
The left and right pictures below show students ready for action, while everyone poses for a group picture in the center.
The Fairview High School physics students continue to apply concepts learned in class to real-world applications. The latest example of this concept is the construction of “Mouse Trap Cars.”
To bring real meaning to this lesson, the students were all "hired" as engineers at the fictional MRM Engineering Solutions and tasked with developing the most efficient and reliable cars while combining the content standards of the lesson.
“We are working through three tasks while practicing following the scientific method and engineering process using what we have learned about motion, friction, and forces,” stated physics teacher Mrs. Rayna Moore about the lesson. In addition, students are learning another great lesson, and that is “learning to revise and improve designs.”
Each task began with a "client” calling on MRM Engineering Solutions with a specific problem and a set of guidelines. In this case the clients were the fictional Philo T. Farnsworth, Walter Elias, and Joseph Strauss.
“Students used their creativity to find the best solution for our clients,” continued Moore about the lesson. “So far, students have created an apparatus for hands-free viewing of mobile devices, and a vehicle that could travel the farthest possible distance powered only by a mousetrap.” The third challenge will be trying to create the most efficient bridge made of only toothpicks, glue, and string.
Senior Marissa Sims was very intrigued by what she learned.
“The part of the lesson that I found most interesting was learning how to harness the energy of the mousetrap to power a car,” explained Sims. Concerning the lesson on improving designs, Sims stated that if she had the opportunity to do the project again, “I would design a car made out of higher quality materials that could travel farther.”
As Moore stated, one of the objectives to her lessons is to find ways for improvement. Senior Nathaniel Adkins took that part of the lesson to heart.
“I learned how to modify and make better adjustments to my car as needed,” noted Adkins. “(Also) how to use tools and everyday items to make a mousetrap car.”
Continued Sims: “Through this lesson, I learned about the engineering process and how to assess problems with a design to find solutions.”
For senior Alyson Saul, propulsion is what stood out to her. Wester defines propulsion as “the action of driving or pushing forward.”
“The most interesting part of this lesson was being able to understand how propulsion can be the sole force able to make something move,” explained Saul. “The cars built were able to move as mousetraps provided enough force to the wheels to make them spin.”
She too would prepare slightly differently the next time around.
“If I had the opportunity to change something about how I carried out the project, I would have done more extensive research on the mechanics of how the propulsion process works.”
We look forward to the opportunity to see these cars in motion soon.
Shown in the picture below are physics students (left to right) Easton Kime, Nathaniel Adkins, Marissa Sims, Brooke Phillips, Andrea Macsay, and Alyson Saul proudly displaying their models.
Although 2-22-22 happens every one hundred years, this date actually falling on a Tuesday occurs approximately every four hundred years. To help celebrate such an unusual event, the first-grade team of Mrs. Allison Ciolek, Mrs. Linday Imm, Mrs. Jenny Johnson, and Mrs. Molly Nusbaum celebrated “Twosday,” 2-22-22 by assisting their students with developing time capsules which are to be opened on 3-3-33, which coincidentally will be this group of students’ senior year in high school.
“Several students wondered how many years they had to wait to open the time capsule, so we did a math problem and found they will have to wait eleven years!” exclaimed Ciolek.
The teachers and students got very creative when it came to what items to place in the capsule. Items included the following:
· Family pictures and a note from their parents
· A piece of string showing how tall each student was on this day
· A handprint to show the size of their hand as a first grader so they can compare that with the size of their hand as a senior
· A note with their current weight & shoe size and how many teeth they have lost so far
· Their favorites items in a variety of categories
· Pictures they drew depicting three of their current friends
· Masks to remind the students of the COVID-19 pandemic
· Current gasoline prices and prices of various grocery items
· And finally, two more pictures of each student, one posing alone and one posing with their teacher
In addition to the awesome time capsule activity, students were encouraged to dress up wearing a combination of items including tutus, tie dye shirts, tube socks, tennis shoes, and ties. The celebration ended with students enjoying a cupcake slathered in frosting with a cookie shaped like the number on the top.
When asked about the day, the teachers and students agreed that it was, “A fun day was had by all.”
Enjoying the day's events include Mrs. Nusbaum's students (left picture), Mrs. Johnson's students (right picture) and a happy first grader (center) holding a balloon of the celebrated number.
In what may be a first-ever project at Fairview HS, life science teacher Mrs. Amy Woodring and family & consumer science teacher Mrs. Jill Speiser recently combined resources to conduct a “bone gelatin” project for students in their anatomy & physiology and human growth and development classes, respectively.
“Recently, the A&P (anatomy & physiolocy) II students thought it would be interesting to attempt to make gelatin from scratch,” explained Woodring. “(We) decided to collaborate with Mrs. Speiser’s human growth & development class on this endeavor.”
Woodring’s anatomy students conducted research, found a recipe, and provided raw beef bones, which were provided by community member Mr. Darren Bok’s family. Speiser’s students assisted with the cooking, the straining, and preparing the flavored gelatin. This entire process took several days.
“Preparing for the final product was long,” stated senior Grace Bok, daughter of Darren Bok. “There was some trial-and-error involved. After putting the juice and fruit into the contents with the gelatin, we cooled it overnight. When we pulled the Jell-O out of the fridge, we realized that the juice made the Jell-O too runny.
“We decided to heat the Jell-O and add more gelatin along with sugar, as it was tart and boney. Once the Jell-O was mixed, we put it back in the fridge overnight.”
This example of trial-and-error proved to be successful. Continued Bok: “The next day, we tested it again, and it tasted better.”
“The students made orange, apple, and grape/blueberry flavors, then had the chance to try each,” continued Woodring. “Most students and staff members who sampled the flavors did not enjoy the taste, but there were a few who didn’t mind it.”
“We had many teachers try all three flavors without telling them what it came from,” Bok said a little sheepishly. “In doing this, we found many teachers liked the Jell-O until we told them it came from bones.”
When asked what thoughts she was having right before tasting the product, senior Kylie Gates had a great response: “I was nervous to try it because if anything came from the boiling down of animal bones, it couldn't taste good.
“I had only tasted my group's flavor,” stated Gates when asked about which flavor tasted the best. “We made orange, (and) it did not taste like beef broth as you would think. The orange flavor didn't turn out the best, but it did surprise me that it set up like normal Jell-O.”
Being a big believer in recycling and not one to waste anything that may be reusable, Woodring suggested her students find something useful to do with the extra tallow (fat). After a little discussion and additional research, the students developed body butter using essential oils to help with the smell.
“The students and staff thought the peppermint turned out the best and was great for skin hydration,” concluded Woodring with a smile.
The teachers and students wish to throw out a special thank-you to the Bok family for providing the bones.
The pictures below (left and right) show students preparing the bone gelatin, while students in the center picture sample the final product.
In a different twist to “Who’s Telling Your Story,” we have reached out to senior Brendan Degryse to discuss his historic acceptance into the United States Military Academy West Point. Enjoy.
“Who’s Telling Your Story” (“WTYS”): Tell us about the process you went through in order to be accepted into West Point.
Degryse: The process to get into a service academy is very long. I started the application at the end of my junior year in March. I filled out the Candidate Questionnaire and applied for the West Point Summer Leaders Experience (SLE). The SLE is normally a week at West Point, but this year it was virtual. At the SLE, I learned a lot about West Point and other service academies. I was also able to do my interview at that time, which is another step in the process. Starting in June, the rest of my application for West Point opened up. I had to take a fitness test, medical exam, write 3 essays, obtain letters of recommendation, send in transcripts and ACT scores, and answer some other questions that West Point had. I also had interviews with the offices of both of Ohio's Senators and Fifth District Representative Robert Latta. At the time, my first choice was the Air Force Academy. Senator Portman nominated me to the Air Force Academy and Representative Latta nominated me to the Air Force Academy and West Point. After a lot of waiting, I received a call from Representative Latta on January 4th and was told I was offered admission to West Point. I am still waiting to hear back from the Air Force Academy, but I am hopeful as it is still very early in the process of hearing back from the Academies. At this time I am leaning towards West Point but I haven't completely decided yet.
“WTYS”: What was your biggest obstacle to overcome in order to get accepted?
Degryse: People have different issues when applying to a service academy. Some people have an issue with the fitness test, others need a medical waiver, but for me, it was the waiting. I finished everything as quickly as I could, which meant I had to wait longer for results. I was very lucky in this regard, as I feel that it is much better to have to wait than worry about whether or not you will be cut out of the admissions process early.
“WTYS”: What is your timeline once you graduate from Fairview HS?
Degryse: If I go to West Point, I will have to be there for Reception day on June 27th. That is the start of 6 weeks of basic training. After those six weeks, the academic school year starts.
“WTYS”: What people have been most influential in your life to help you become successful?
Degryse: The people that have been most helpful to me are all the people who helped me through this process. I talked to many graduates and cadets at service academies who helped me understand more about the process. I am also appreciative of all the people who wrote letters of recommendation for me. My friends and family have given me lots of encouragement as well.
“WTYS”: How do you picture your life one year from now? Five years from now?
One year from now, I will likely be halfway done with my plebe year at West Point. Plebes have a lot of rules that they have to follow, like not being able to speak or look around when walking down hallways. They also have to do chores and call minutes. I will mostly be focusing on classes. In 5 years, I will likely be a Cadet First Class, which is the equivalent of a senior at a normal college. By this point, I will hopefully know my job in the military. Right now I am looking at aviation, cyber operations, and military intelligence. I will also be close to finishing my degree in Computer Science.
“WTYS”: Anything else you would like to add that might be interesting for our readers?
Degryse: Getting into a service academy is a long process that can have a lot of hangups. I have heard of a lot of people that want to go to a service academy but never start or finish their application. If someone wants to go to a service academy, then they should apply. It costs nothing but time and effort. Service Academies like to see good grades, extracurricular activities, and sports. But what they are really searching for are people who are going to be good leaders and good officers. If someone wants to serve and lead, then service academies are a great place for them. But if they don't get into a service academy, then ROTC and OCS are just as good of options for people who want to become officers. Everyone commissions as a Second Lieutenant.
"Who's Telling Your Story?" congratulates Brendan (shown below) for all he has accomplished so far in his young life and wishes him the best during his next several journeys.
Today’s employers continue to reach out to school officials stating that today’s graduates lack the life skills and soft skills needed to be reliable employees. Soft skills include getting to work on time, showing up for work every day, getting along with fellow employees, being able to make decisions without always being told what to do, following simple directions, and looking others in the eye when speaking and listening, among many others. To help with this matter, the Fairview fourth grade students had a hopping, eventful month of activities throughout December that focused on such skills.
With the Amazing Shake event just around the corner, students spent several minutes on December 9-10 preparing for this event by dressing up and practicing their soft skills with attendees of the annual “5th Grade Grandparents’ Day.” The students met visitors at the elementary school doors, greeted them with a warm smile & handshake, offered them a program for the concert, and directed them to their seats, all while making good eye contact and speaking in a clear, audible voice.
“Students, staff, and grandparents were all impressed with how well the students did at welcoming them to our school and striking up conversation,” stated Mrs. Brooke Snyder about the students’ efforts at the grandparent event.
The following Friday, the students designed and built hanger Christmas trees as gifts for their loved ones. Among the many skills needed to be successful were cooperation, leadership, compromise, and teamwork.
“The boys and girls had to work together to complete this task and follow multi-step directions for this task to be successful,” noted Snyder, while highlighting the various skills being taught from this lesson.
On December 19, the fourth graders had a STEM (science, technology, engineering, and math) Day in which they completed activities such as Elf Glyph, Tallest Christmas Tree, Parachute for Santa, and Build a Shelf for an Elf. During these activities they practiced group work, following directions, and used creative thinking skills in order to complete the tasks.
To round out the holiday season, the students participated in a fun-filled “Grinch Day!” The students wore green, drank Grinch punch, made Santa hat kabobs, played pin the heart on the Grinch, and completed a digital pixel art activity where they had to solve math problems in order to create the Grinch.
“We ended the festive day watching The Grinch!” exclaimed Snyder while beaming with pride.
The three pictures below (left to right) show the students all dressed up to greet grandparents; students competing in the tallest tree contest; and a student displaying her parachute.
As the saying goes, “If you feed them, they will come.” Well, Fairview Elementary’s three fifth grade reading teachers, Mrs. Annie Kauffman, Mr. Kurt Nusbaum, and Mrs. Annie Zipfel, introduced a unique twist to this philosophy by developing a lesson based on the saying, “If you feed them, they will read” using a concept appropriately titled “Book Tasting.”
“During this book tasting, the students sampled different books from different genres,” explained Zipfel about the fledgling lesson.
The three teachers set up their rooms like restaurants. Each table was decorated with a white table cloth, decorations, and a variety of books. Snacks were served between each round of books, which included Salt Sticks (pretzels), Rainbow Beans (Skittles), Golden Mackerel (Goldfish snacks), Wild Beast (deer summer sausage), Crème de la Chocolate (Oreos), and Crimson Chews (licorice).
“Students were seated like at a restaurant,” continued Zipfel. “Their teacher then played up the part of being the waiter and then chef.”
Students were given ten minutes at each table and had a menu to fill out the books they liked, which coincides with the “40 Book Challenge” that Zipfel is doing in her class this year.
“During the challenge, students are encouraged to read as many chapter books as possible with the goal of completing forty books by the end of the year,” noted Zipfel. “Students work daily on reaching their goal, and I also conference with students individually on a weekly basis to see how they are doing and what books they are reading.”
“The 40 Book Challenge” is based on the book The Book Whisper by Donalyn Miller, which encourages reading through finding books students love. “Many students did end up reading books they sampled during the book tasting!” exclaimed Zipfel.
The teachers are singing the praises of the program, and the results prove it’s making a measurable difference in the amount of time the students are spending with books in their hands.
“I have noticed a big difference in students reading more,” noted Zipfel. “I don't know how many parents I talked with at (parent-teacher) conferences that said their kids are reading more than ever. I really think the ‘40 Book Challenge’ has gotten them interested in reading.”
Students are even passing along rave reviews to one another.
“I hear students sharing book recommendations with each other!” stated Zipfel with much enthusiasm.
While doing the individual conferencing with teachers, the students are given fifteen minutes in class each day to read their books and, “They don’t want to stop. I also want to note there is no prize or party for getting the forty-book goal. All their motivation is coming internally from actually reading books they enjoy,” concluded Zipfel.
The pictures below (left to right) depict students silently reading at an adorned table; snacks neatly displayed; and Mrs. Zipfel having individual conferences with her students.
Most people have probably seen or used a telescope. And while just about everyone benefits from the services provided by the Space Station, most of these same people likely have a limited understanding what it is that research physicists do. To help get answers to these and many other questions, Mrs. Rayna Moore’s physics class students recently traveled to Wittenberg University to witness the unique job of a research physicist and what may occur in an ordinary day for this anything-but-ordinary profession.
“The students were able to see some state-of-the-art equipment, like the university’s particle accelerator and refracting telescope and learn how physicists have to design and create many of their own tools” explained Moore.
Senior Jace Chapman was intrigued by the particle accelerator.
“Wittenberg had a functional particle accelerator that students built and used for projects,” stated Chapman about what he found most interesting about the field trip.
These same sentiments about the accelerator were echoed by fellow senior Marissa Sims.
“I found the particle accelerator very interesting,” noted Sims. “I liked learning about how the pieces of old and new technology in the accelerator work together to conduct research, and it's very impressive that many parts of the accelerator were designed by former students.”
Located in Springfield, Ohio (about an hour west of Columbus), Wittenberg University is a private liberal arts college offering an array of programs in many fields of science, including physics and physics research.
“I learned the basics of how the particle accelerator works,” explained Sims about what information she brought back to Fairview. “I also learned about antimatter and the current research taking place at Wittenberg on positrons and their characteristics.”
Chapman was very precise in his description about what else he learned, stating, “On Earth, positrons only last mere nanoseconds before being annihilated by an electron." Pretty fascinating perception indeed.
“The students were introduced to several fields currently being researched, such as plasma physics and antimatter,” concluded Moore. “They even learned about collaborations the university is doing with other schools, Homeland Security, and the Space Station.”
The pictures below (left to right) depict students learning from a current Wittenberg student about her summer field experience; the telescope found in the observatory ; and students observing parts of the particle accelerator in the target room.
In an effort to introduce students to the many cultures throughout the world, HS/MS librarian Mrs. Sally Miller set a goal earlier this year to adopt fiction books with characters other than White or from the United States. As a result of her efforts, she recently announced that the library has received several additional books that meet these criteria.
“One of the projects that I have been working on this year is to increase our multicultural selection of fiction books,” stated Miller with pride in her voice. “I’m working in collaboration with Mrs. Jacqueline Davis and the World Languages Club.”
The library, named after longtime school superintendent Mr. Darrell E. Jones, started this school year with a collection of a shade over 5,100 fiction books. Of this number, only 139 of these books have been identified as multicultural, meaning only a little over 2% of the inventory contains a character of a race other than White, a setting in a different country, a cultural issue between races, or an author that is a race other than White.
“As we try to encourage empathy and understanding of races and cultures other than our own, we were lacking stories that model that,” continued Miller. “As educators, we know that reading and stories are a foundation for learning. Therefore, I began reaching out to authors and publishers in an attempt to get some donations for our library.”
Well, her hard work has paid dividends: “I'm pleased to share with you that I have received a donation!” she exclaimed. “(Library agent) Suzie Townsend from Publishers Marketplace recently delivered a box of eighteen books, with a retail value of $306.78, that can be categorized as multicultural and will help expand our collection. This collection contains both middle grade books and young adult, or high school books.”
Miller is very appreciative of the continued value of the Darrell E. Jones library.
“Our ability to provide students with physical books is greatly appreciated by the staff and students,” continued Miller. “Students admit that they truly prefer having the physical book in their hands. They've expressed that they can concentrate better, read longer, and comprehend better when it's not on the screen.”
However, she is quick to point out that online options do exist. “For books that we don't have in our library, I suggest online options such as eBooks,” concluded Miller.
Shown below is the collection of books donated by Townsend and Publishers Marketplace.
As studies how, people both young and old learn in different ways. Likewise, people have learned to solve problems in more than one way too. This phenomena is especially true when it comes to solving math problems. In order to demonstrate to her students that they can solve division problems in a variety of ways, Miss Maggie Schneider introduced her students to a lesson on division where students were challenged to come up with as many ways to solve division problems as they could.
“After spending a few weeks learning and reviewing division, one of my classes used number talks to discover new ways to divide mentally,” explained Schneider about the objective of her lesson. “Students were given a problem and tasked with solving it in their heads.”
That was only the beginning of the lesson though.
“Once they solved it, they were challenged with trying to find more ways to solve it,” continued Schneider. “In the photos you will see students holding up their fingers to show me how many ways they have come up with to solve the problem.”
So that students could glean information from one another, they took turns going to the front of the room and solving the problems on the Whiteboard.
“Students shared their thinking and demonstrated what they did in their heads on the board,” stated Schneider. “Students talked about what they may had done similarly or different. We also did this during our multiplication unit and will continue to do it throughout the year.”
As stated above, the objective was to not only demonstrate, but to encourage students that it’s perfectly okay to solve problems in more than just one way.
“(This lesson) shows students there are many ways to think about the problem and many times the standard way of solving it may not be the easiest. When students have to think outside the box, they come up with truly creative ways to solve the problems,” concluded Schneider.
The pictures below show the students deep in thought with their various ways of solving problems on the Whiteboard.
Mrs. Vicky Moore is excited to introduce a new strategy for teaching all students to read with fluency and comprehension. Known as “Reading is Me, Reading is Thinking, Reading is Power,” this innovative program focuses on teaching impactful reading strategies to boost comprehension in third grade.
“I took a summer workshop on-line,” stated Moore about her initiative. In the training, Moore and her colleagues learned that “reading strategies involve the reader, (while) reading skills involve the text only.” She now is implementing these new strategies with her students. “My goal is to teach students how to think about their own thinking,” she explained.
The program strategies involve the following skills:
1.) Schema is similar to background or prior knowledge. Students should be able to access their schema before, during, and after reading. They should be able to answer this question: “How will what I already know impact my understanding?” If not, they should slow down or re-read the passage. Without connecting new learning to old learning, the information will not stick.
2.) Visualization is the ability to make “movies in our mind.” It takes the information from the paper to our ears to our brain. Albert Einstein once said, “If I can’t picture it, I can’t understand it.” Our brains hold on to memories by storing photographic images. Students should use their own memories to connect to themselves, to the text, and to their world.
3.) Making connections to themselves, to the text, and to the world should strengthen their level of understanding of a topic. Our schema (background/prior knowledge) affects our ability to make connections to a topic or to a text. When little or no connections can be made while reading, the level of comprehension and understanding will likely decrease.
4.) Students should be able to ask themselves questions before, during, and after reading or within, beyond, and about the text (to expand their vocabulary level). Asking questions when we are curious, clarifying, predicting, and identifying the author’s intent while reading will enhance our level of comprehension and understanding.
5.) Metacognition simply means “thinking about your thinking.” To be aware of your voice when reading promotes critical thinking. It also helps the reader to monitor their level of comprehension or when they stop comprehending. A good reader must learn to realize when they have stopped understanding.
6.) Determining Importance is the most difficult to teach if students have a lack of schema. Concrete and real-life situations will help students determine and summarize important ideas. Using non-fiction books is a good way to distinguish between important and unimportant ideas. Students will begin to use their metacognition - “thinking about your thinking.”
7.) Synthesizing is the process where readers bring together schema and the reading text to formalize their own original thoughts. Good readers will be able to explain how each part of reading is involved in synthesizing. They also determine when their thinking changed and what caused the change. Lastly, they justify why they are thinking that way. Many times it will be through text evidence.
These research-based strategies are sure to bring even greater reading skills to many students at Fairview Elementary School. In the picture below, three of Mrs. Moore’s students proudly reference their reading program.
Friday, October 29 was truly a special day at Fairview Elementary School. Not only did it represent the final day of the first grading period, but it was also an opportunity for students to dress up in their Halloween costumes and have a good time celebrating forty-five uninterrupted days of learning so far this school year. Among the teachers who made the day extra special was the first grade team of Mrs. Allison Ciolek, Mrs. Lindsay Imm, Mrs. Jenny Johnson, and Mrs. Molly Nusbaum, who introduced their students to an array of STEM activities throughout the morning.
“Students enjoyed engaging with their peers in various competitive and STEM activities,” explained Ciolek.
STEM is an acronym which stands for science, technology, engineering, and math. Many of the activities also involved using motor skills in some fashion. Motor skills are those skills that require a person “to manage the process of movement. To execute motor skills, a person’s brain, muscles, and nervous system must all work together.”
Examples of motor skill activities included the following events:
· Toss backwards and catch Starbursts;
· Wrap a Mummy;
· Is it easy to move your face and eat a cookie?;
· Relay Candy Corn;
· Can a donut be eaten from a string without falling onto the floor?;
· Flip the cup over a pop can; and
· Flip the Twix into a cup.
Other activities required students to use either advanced brain power and/or guessing skills. Examples of these activities included the following events:
· Toss and count to ten pumpkins;
· How many M & M’s could be sucked up with a straw and transferred to another plate in one minute?;
· Can a Sweet Tart sour ball bounce and stick to the middle of an Oreo cookie?;
· How far can a Twix be pushed?; and
· Draw anything in a circle contest.
Ciolek concluded that it was an enjoyable experience for the first graders: “My first graders had a fun Friday morning doing fall activities.”
Central Local School officials wish to thank the first grade team for all of their planning and efforts in making the last Friday of the first grading period both a fun and educational experience for their students. Job well done.
Shown below, are students participating in three of various activities.
“What an awesome lesson in Mrs. Snyder's fourth grade class today!” exclaimed Mrs. Sherrie Brown after observing Mrs. Brooke Snyder’s fourth grade students engage in a hands-on math lesson appropriately titled M-A-T-H.
The letters spell out the four different activities involved in the lesson:
M -- Meet with your teacher: The students joined their teacher to practice the box method for two-digit-by-two-digit multiplication. This is a strategy used to help make large number multiplication easier, and it gives the students a better understanding of multiplication and place value.
A -- At your seat: The students completed a two-digit-by-two-digit activity at their seats to reinforce the box method.
T -- Technology: The students completed two-digit-by-two-digit math pixels on their Chromebooks. They had to work out the problem, type in the answers, and the mystery pixel was revealed.
H -- Hands on: The students played multiplication war with a deck of playing cards and a partner. This was used to give the boys and girls extra practice with their basic multiplication facts.
As the students were meeting in small group with their teacher, they worked on the box method. The box method is a strategy used to multiply large numbers and is a great way to give students a better overall understanding of multiplication, while improving number sense and the knowledge of how to break down numbers.
“When transitioning to the next group, Mrs. Snyder would say ‘FES,’ and the students would say ‘is awesome!’ What a great way to build school spirit!” stated Brown with much excitement in her voice.
Once all the students had a chance to rotate through each group, they had the opportunity to play Blooket, an online math fact game. “It was tons of fun, and they even let Mrs. Brown join in and win,” explained Snyder.
In an effort to combine math with geography, the fourth graders had the opportunity to complete a mystery Zoom with a classroom from another state within the United States. The lesson focused on map skills and geography with students from both classes asking questions, one at a time, to try to determine the other classroom's state/location through clues using time zones and bordering states.
When all clues had been revealed, Snyder’s fourth grade students won the competition by determining that the competing classroom was located in Maryland.
“This is the second win for our fourth graders after Zooming with students in both Maryland and Alaska,” concluded Brown. “Way to go FES fourth grade!”
In the pictures bellow, students are shown participating in the lesson.
In just her first semester teaching science at Fairview HS, Mrs. Rayna Moore has introduced some pretty creative lessons for her physical science students. Her latest gem is a lesson appropriately named “It’s ‘Element’ary!” where students completed a set of activities getting to know atoms, elements, and the periodic table. The lesson combined both individual work and group work, providing students with not only the opportunity to shine as an individual, but also to work as a team.
“First, each student was assigned an element and created one square for the class periodic table,” explained Moore. “Next, each student created their own color coded periodic table to help them understand the trends in characteristics of the elements. Finally, students worked together to use clues to determine the identity of six mystery elements.”
Students learned skills such as how to model atoms, to determine how many types of each particle are part of an atom, and how to convert moles to grams. The end result for each class was to produce a periodic table such as the one shown in the center picture below.
Among the students who stood out in this lesson were freshmen Jocelyn Smith and Eli Meyer.
Stated Smith about what she learned from this lesson: “I learned atomic numbers and the atomic masses of many elements. I figured out how to separate the metals, non-metals, and metalloids.”
Meyer, too, learned a great deal from this lesson. “Atoms make up all matter,” he explained. “Different elements are unique with atomic mass, protons, neutrons, and electrons. Our Period Table has 118 elements and eighteen groups. (It) includes oxygen, carbon, gases, and metals.”
Both students agree that hands-on lessons are their preferred manner for learning.
“I prefer hands-on (lessons) because science is not easy for me, and reading out of a book will make me forget things,” said Smith. “If I do hands-on lessons, I remember how to do stuff better.”
Meyer agreed. “I prefer to learn by hands-on lessons because I love having a visual and being taught audibly by a teacher. It’s also fun when you get into a lesson while being taught and having the teachers teach the criteria well.”
Moore is certain the majority of her students not only learned the material, but all had a good time.
“I even heard students saying, ‘this is actually kind of fun,’” concluded Moore.
Showing off her Period Table is freshman Heather Romero (left picture), while freshmen Boden VanderMade, Kasen Schooley, and Zane Timbrook work on the group project as a team (right picture).
As most parents can attest, one of the most frequent questions they hear from children – young and old – is, “Why do I have to do that?” This question can be especially true when it comes to reading books, lessons, and directions. However, through a creative lesson adapted by Mrs. Amy Eitniear, her fourth grade students learned first-hand just how powerful reading is when it comes to being successful, whether through short-term projects or exploring other parts of the world.
“I wanted to explain why reading is important,” noted Eitnear. The essential questions she wished to have answered were: 1.) What power do people who read have over people who do not read? 2.) How does reading give us power? 3.) What can we use our reading power for?
To demonstrate one power of reading, Eitnear gave her students the necessary materials to build a catapult. After dividing the students into groups, the students attempted to build a catapult with nothing but the materials. No written instructions and very little explanation as to what a catapult even is.
After allowing them five minutes to build a catapult, Eitnear paused the activity to get her students’ feedback at that point.
“I wanted to know what was frustrating for them? What could have made it easier? And why did one group do better than the others.”
After listening to various responses, she gave them written instructions, which outlined what a catapult is and how to go about properly constructing one with the materials on hand. Students were encouraged to read the instructions and to refer to them as often as they needed to do so. Again, students were given a few minutes to complete the tasks. Without exception, the second time around was much more successful.
“Students ended the lesson with a sound understanding that reading gives us power and knowledge that we can’t get anywhere else,” explained Eitnear. And it’s far more than just reading instructions for building a project.
She continued: “When we read, we learn, expand our minds, are taken to unique places around the world, and get to experience things we may never get to in real life. Reading is the ultimate travel guide. It’s the ultimate teacher. Reading is life.”
Eitnear concluded the lesson by directing her students to the book Calvin Can’t Fly. In this book, Calvin is a young bird who instead of learning how to fly, decides to learn how to read. His friends make fun of him until a day comes when his reading knowledge saves the day!
In the pictures below, three different groups of students try out their finished products.
The Fairview HS World Languages Club (WLC) continues to be a very active student-led organization as evidenced by the array of activities students partook in during the annual WLC Week. With the standard goal of celebrating and promoting world languages & cultures, club members interacted with various staff and community members to bring a great experience for all.
Through the mentoring of Mrs. Jacqueline Davis and the leadership of senior Jalee Elson and junior Jenna Collins, members participated in a multitude of interdisciplinary activities. For example, students collaborated with Mrs. Sally Miller in the library to highlight and purchase new multicultural literature, which promoted the annual WLC Reading Challenge; and students collaborated with Ms. Chris Bok in the cafeteria to serve Brazilian BBQ pork, Japanese teriyaki chicken, Irish potato soup, and French toast, which introduced them to tasty dishes many had never tried before.
Explained Collins: “Each year, World Languages Club has a whole week dedicated to different countries and cultures. Each day, we had a new activity to go along with the country we were celebrating.”
Other promotions included a “Snack Crate,” colorful flags in the hall, and trivia in the mornings with prizes. Additionally, each day had a dress-up theme that included St. Patrick’s Day and clothing featuring international locations, languages, themes. The week concluded with a free movie night for Fairview students and their families at Defiance Cinema 9, where senior WLC member Merrick Breckler is employed. A good turnout of students and family members were entertained by the film Raya and the Last Dragon, which is inspired by a number of Southeast Asian cultures.
“Ms. Bok was kind and served a food item from the country we were celebrating that day,” continued Collins. “In addition, the new Disney movie Raya and the Last Dragon has come out in theaters and to conclude the week, we held a movie at the theater for free to anyone who wanted to attend.”
To help add some sizzle to the trivia questions, students had an incentive to compete and be the first student to correctly answer the questions.
“Each day, we had a question over the announcements and the first person to come down with the correct answer got a food item from that country,” explained Collins. “Along with that, on St. Patrick’s Day we gave away a Kalahari Day Pass to one lucky winner wearing green. The winner was Jace Chapman!”
Mrs. Davis was extremely complimentary of the work done by Elson: “This was her last year leading this, and she has done an excellent job leading and planning.”
She also sent out her appreciation to Mrs. Terri Cooper and her daughter Kayla Cooper for donating boxes from “Snack Crate.” Students were able to try candies and snacks
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WTYS FM-Monday-Friday 12:00am-5:00am Music in the Night 5:00am-6:00am Brother Jim’s Local Gospel Time 6:00am-8:00am Morning Show with Clint Cox – 6:03am, 7:03am, and 8:03am Local News with Debby Hatcher – 6:10am, 7:10am, and 8:10am Local Funeral Announcements 8:30am-9:00am Country Classifieds 9:00am-12:00pm Skip Taylor Show 12:03pm Local News with Debby Hatcher 12:10pm Local Funeral Announcements 1:00pm-3:00pm […]
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WTYS FM-Monday-Friday
12:00am-5:00am Music in the Night
5:00am-6:00am Brother Jim’s Local Gospel Time
6:00am-8:00am Morning Show with Clint Cox
– 6:03am, 7:03am, and 8:03am Local News with Debby Hatcher
– 6:10am, 7:10am, and 8:10am Local Funeral Announcements
8:30am-9:00am Country Classifieds
9:00am-12:00pm Skip Taylor Show
12:03pm Local News with Debby Hatcher
12:10pm Local Funeral Announcements
1:00pm-3:00pm Debby Hatcher Show
3:00pm-5:00pm Jacob Chabot Show
6:00pm-7:00pm Brother Jim’s Local Gospel Time
7:00pm-12:00am Evening Music
7:00pm-8:00pm Bluegrass Gospel Show with John Sentell (Tue/Sat/Sun only)
8:00pm-10:00pm Ole Gospel Ship (Tuesdays Only)
Thursday Nights
7:00pm-8:00pm Front Porch Fellowship
8:00pm-10:00pm Heaven’s Jubilee
Saturdays
12:00am-7:00am Music in the Night
7:00am-7:30am A Few Minutes with Brother Jim
7:30am-8:00am Adventures in Odyssey
8:00am-10:00am The Gospel Greats
10:00am-11:00am Morning Music
11:00am-11:30am The Great Commission with Bill Hoople
11:30am-1:00pm More Great Gospel Music
1:00pm-3:00pm Today’s Homeowners with Danny Lipford
3:00pm-4:00pm The Holy Temple Church
4:00pm-6:00pm More Great Gospel Music
6:00pm-7:00pm Focus on the Family Weekend
7:00pm-8:00pm Bluegrass Gospel Show with John Sentell (Tue/Sat/Sun only)
8:00pm-10:00pm Top 20 Countdown
10:00pm-12:00am Music in the Night
Sundays
12:00am-5:00am Music in the Night
5:00am-6:00am Florida Roundtable
6:00am-7:00am Morning Music
7:00am-8:00am The Lutheran Hour
8:00am-10:00am Spiritual Echoes with Johnny Speights
10:00am-11:00pm Morning Music
11:00pm-12:00pm 1st Presbyterian Worship Service
12:00pm-12:30pm The Methodist Hour
1:00pm-2:00pm Bill Gaither’s Homecoming Hour
2:00pm-3:00pm Bluegrass Gospel Show with John Sentell (Tue/Sat/Sun only)
3:00pm-6:00pm Sunday Gospel
6:00pm-8:00pm The Gospel Greats
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https://www.gatesnotes.com/Why-Inequality-Matters-Capital-in-21st-Century-Review
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Why inequality matters
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2014-10-13T00:00:00
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Bill Gates reviews Thomas Piketty’s book “Capital in the Twenty-First Century”
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A 700-page treatise on economics translated from French is not exactly a light summer read—even for someone with an admittedly high geek quotient. But this past July, I felt compelled to read Thomas Piketty’s Capital in the Twenty-First Century after reading several reviews and hearing about it from friends.
I’m glad I did. I encourage you to read it too, or at least a good summary, like this one from The Economist. Piketty was nice enough to talk with me about his work on a Skype call last month. As I told him, I agree with his most important conclusions, and I hope his work will draw more smart people into the study of wealth and income inequality—because the more we understand about the causes and cures, the better. I also said I have concerns about some elements of his analysis, which I’ll share below.
I very much agree with Piketty that:
High levels of inequality are a problem—messing up economic incentives, tilting democracies in favor of powerful interests, and undercutting the ideal that all people are created equal.
Capitalism does not self-correct toward greater equality—that is, excess wealth concentration can have a snowball effect if left unchecked.
Governments can play a constructive role in offsetting the snowballing tendencies if and when they choose to do so.
To be clear, when I say that high levels of inequality are a problem, I don’t want to imply that the world is getting worse. In fact, thanks to the rise of the middle class in countries like China, Mexico, Colombia, Brazil, and Thailand, the world as a whole is actually becoming more egalitarian, and that positive global trend is likely to continue.
But extreme inequality should not be ignored—or worse, celebrated as a sign that we have a high-performing economy and healthy society. Yes, some level of inequality is built in to capitalism. As Piketty argues, it is inherent to the system. The question is, what level of inequality is acceptable? And when does inequality start doing more harm than good? That’s something we should have a public discussion about, and it’s great that Piketty helped advance that discussion in such a serious way.
However, Piketty’s book has some important flaws that I hope he and other economists will address in the coming years.
For all of Piketty’s data on historical trends, he does not give a full picture of how wealth is created and how it decays. At the core of his book is a simple equation: r > g, where r stands for the average rate of return on capital and g stands for the rate of growth of the economy. The idea is that when the returns on capital outpace the returns on labor, over time the wealth gap will widen between people who have a lot of capital and those who rely on their labor. The equation is so central to Piketty’s arguments that he says it represents “the fundamental force for divergence” and “sums up the overall logic of my conclusions.”
Other economists have assembled large historical datasets and cast doubt on the value of r > gr > g for understanding whether inequality will widen or narrow. I’m not an expert on that question. What I do know is that Piketty’s doesn’t adequately differentiate among different kinds of capital with different social utility.
Imagine three types of wealthy people. One guy is putting his capital into building his business. Then there’s a woman who’s giving most of her wealth to charity. A third person is mostly consuming, spending a lot of money on things like a yacht and plane. While it’s true that the wealth of all three people is contributing to inequality, I would argue that the first two are delivering more value to society than the third. I wish Piketty had made this distinction, because it has important policy implications, which I’ll get to below.
More important, I believe Piketty’s r > g analysis doesn’t account for powerful forces that counteract the accumulation of wealth from one generation to the next. I fully agree that we don’t want to live in an aristocratic society in which already-wealthy families get richer simply by sitting on their laurels and collecting what Piketty calls “rentier income”—that is, the returns people earn when they let others use their money, land, or other property. But I don’t think America is anything close to that.
Take a look at the Forbes 400 list of the wealthiest Americans. About half the people on the list are entrepreneurs whose companies did very well (thanks to hard work as well as a lot of luck). Contrary to Piketty’s rentier hypothesis, I don’t see anyone on the list whose ancestors bought a great parcel of land in 1780 and have been accumulating family wealth by collecting rents ever since. In America, that old money is long gone—through instability, inflation, taxes, philanthropy, and spending.
You can see one wealth-decaying dynamic in the history of successful industries. In the early part of the 20th century, Henry Ford and a small number of other entrepreneurs did very well in the automobile industry. They owned a huge amount of the stock of car companies that achieved a scale advantage and massive profitability. These successful entrepreneurs were the outliers. Far more people—including many rentiers who invested their family wealth in the auto industry—saw their investments go bust in the period from 1910 to 1940, when the American auto industry shrank from 224 manufacturers down to 21. So instead of a transfer of wealth toward rentiers and other passive investors, you often get the opposite. I have seen the same phenomenon at work in technology and other fields.
Piketty is right that there are forces that can lead to snowballing wealth (including the fact that the children of wealthy people often get access to networks that can help them land internships, jobs, etc.). However, there are also forces that contribute to the decay of wealth, and Capital doesn’t give enough weight to them.
I am also disappointed that Piketty focused heavily on data on wealth and income while neglecting consumption altogether. Consumption data represent the goods and services that people buy—including food, clothing, housing, education, and health—and can add a lot of depth to our understanding of how people actually live. Particularly in rich societies, the income lens really doesn’t give you the sense of what needs to be fixed.
There are many reasons why income data, in particular, can be misleading. For example, a medical student with no income and lots of student loans would look in the official statistics like she’s in a dire situation but may well have a very high income in the future. Or a more extreme example: Some very wealthy people who are not actively working show up below the poverty line in years when they don’t sell any stock or receive other forms of income.
It’s not that we should ignore the wealth and income data. But consumption data may be even more important for understanding human welfare. At a minimum, it shows a different—and generally rosier—picture from the one that Piketty paints. Ideally, I’d like to see studies that draw from wealth, income, and consumption data together.
Even if we don’t have a perfect picture today, we certainly know enough about the challenges that we can take action.
Piketty’s favorite solution is a progressive annual tax on capital, rather than income. He argues that this kind of tax “will make it possible to avoid an endless inegalitarian spiral while preserving competition and incentives for new instances of primitive accumulation.”
I agree that taxation should shift away from taxing labor. It doesn’t make any sense that labor in the United States is taxed so heavily relative to capital. It will make even less sense in the coming years, as robots and other forms of automation come to perform more and more of the skills that human laborers do today.
But rather than move to a progressive tax on capital, as Piketty would like, I think we’d be best off with a progressive tax on consumption. Think about the three wealthy people I described earlier: One investing in companies, one in philanthropy, and one in a lavish lifestyle. There’s nothing wrong with the last guy, but I think he should pay more taxes than the others. As Piketty pointed out when we spoke, it's hard to measure consumption (for example, should political donations count?). But then, almost every tax system—including a wealth tax—has similar challenges.
Like Piketty, I’m also a big believer in the estate tax. Letting inheritors consume or allocate capital disproportionately simply based on the lottery of birth is not a smart or fair way to allocate resources. As Warren Buffett likes to say, that’s like “choosing the 2020 Olympic team by picking the eldest sons of the gold-medal winners in the 2000 Olympics.” I believe we should maintain the estate tax and invest the proceeds in education and research—the best way to strengthen our country for the future.
Philanthropy also can be an important part of the solution set. It’s too bad that Piketty devotes so little space to it. A century and a quarter ago, Andrew Carnegie was a lonely voice encouraging his wealthy peers to give back substantial portions of their wealth. Today, a growing number of very wealthy people are pledging to do just that. Philanthropy done well not only produces direct benefits for society, it also reduces dynastic wealth. Melinda and I are strong believers that dynastic wealth is bad for both society and the children involved. We want our children to make their own way in the world. They’ll have all sorts of advantages, but it will be up to them to create their lives and careers.
The debate over wealth and inequality has generated a lot of partisan heat. I don’t have a magic solution for that. But I do know that, even with its flaws, Piketty’s work contributes at least as much light as heat. And now I’m eager to see research that brings more light to this important topic.
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talking about sites, i lost $7,000 to a bitcoin site just by signing up with my mail..they hacked into my mail and did all sorts of scams including trying to get away with my hard earned unemployment benefit money which i have been saving from several months back.
thanks to:
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he brought down the site and helped recover my lost funds, though i had to forfeit that mail.
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I have noticed that sensible real estate agents almost everywhere are Marketing and advertising. They are acknowledging that it’s more than merely placing a poster in the front property. It’s really regarding building human relationships with these vendors who one of these days will become purchasers. So, after you give your time and efforts to serving these retailers go it alone : the “Law connected with Reciprocity” kicks in. Good blog post.
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Thanks for your post. What I want to point out is that when looking for a good on the web electronics shop, look for a web site with total information on key elements such as the security statement, safety measures details, any payment options, and also other terms and also policies. Often take time to investigate the help plus FAQ areas to get a far better idea of how a shop functions, what they are able to do for you, and ways in which you can make use of the features.
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Hey there, I think your website might be having browser compatibility issues. When I look at your blog site in Chrome, it looks fine but when opening in Internet Explorer, it has some overlapping. I just wanted to give you a quick heads up! Other then that, very good blog!
I really like your blog.. very nice colors & theme. Did you design this website yourself or did you hire someone to do it for you? Plz answer back as I’m looking to design my own blog and would like to know where u got this from. thank you
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Hmm it looks like your blog ate my first comment (it was extremely long) so I guess I’ll just sum it up what I wrote and say, I’m thoroughly enjoying your blog. I as well am an aspiring blog blogger but I’m still new to the whole thing. Do you have any suggestions for newbie blog writers? I’d genuinely appreciate it.
Howdy would you mind stating which blog platform you’re using? I’m looking to start my own blog in the near future but I’m having a hard time selecting between BlogEngine/Wordpress/B2evolution and Drupal. The reason I ask is because your layout seems different then most blogs and I’m looking for something unique. P.S My apologies for being off-topic but I had to ask!
Thanks for your useful post. Through the years, I have been able to understand that the symptoms of mesothelioma are caused by the build up associated fluid between lining of your lung and the torso cavity. The disease may start inside the chest vicinity and spread to other parts of the body. Other symptoms of pleural mesothelioma cancer include losing weight, severe breathing trouble, a fever, difficulty swallowing, and swelling of the neck and face areas. It ought to be noted that some people existing with the disease don’t experience almost any serious indications at all.
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Thanks for the points you have shared here. Yet another thing I would like to say is that computer memory needs generally go up along with other innovations in the engineering. For instance, when new generations of processor chips are made in the market, there’s usually a corresponding increase in the dimensions preferences of both the laptop or computer memory plus hard drive space. This is because the software program operated by means of these processor chips will inevitably increase in power to make new technological innovation.
Thanks for giving your ideas with this blog. Likewise, a delusion regarding the lenders intentions when talking about foreclosures is that the traditional bank will not take my installments. There is a certain quantity of time that this bank is going to take payments in some places. If you are also deep within the hole, they’re going to commonly demand that you pay the payment fully. However, i am not saying that they will not take any sort of payments at all. Should you and the lender can have the ability to work something out, the foreclosure process may cease. However, when you continue to neglect payments underneath the new approach, the home foreclosure process can just pick up from where it left off.
The things i have observed in terms of computer system memory is there are technical specs such as SDRAM, DDR or anything else, that must go with the specific features of the motherboard. If the computer’s motherboard is pretty current while there are no os issues, upgrading the storage space literally will take under an hour. It’s one of many easiest laptop upgrade types of procedures one can envision. Thanks for giving your ideas.
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Thanks for the recommendations you have shared here. Yet another thing I would like to convey is that laptop memory requirements generally go up along with other improvements in the technological innovation. For instance, any time new generations of processor chips are introduced to the market, there is certainly usually a related increase in the size calls for of both the laptop or computer memory along with hard drive room. This is because the program operated by way of these processor chips will inevitably increase in power to make use of the new know-how.
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Hey there would you mind stating which blog platform you’re using? I’m looking to start my own blog in the near future but I’m having a tough time making a decision between BlogEngine/Wordpress/B2evolution and Drupal. The reason I ask is because your layout seems different then most blogs and I’m looking for something completely unique. P.S Apologies for getting off-topic but I had to ask!
I’m not sure why but this web site is loading extremely slow for me. Is anyone else having this problem or is it a problem on my end? I’ll check back later on and see if the problem still exists.
Another thing I’ve noticed is always that for many people, poor credit is the results of circumstances above their control. Such as they may be really saddled having an illness and because of this they have large bills for collections. It may be due to a work loss or maybe the inability to do the job. Sometimes divorce proceedings can truly send the finances in the undesired direction. Thanks for sharing your thinking on this website.
The heart of your writing while sounding agreeable in the beginning, did not really settle perfectly with me after some time. Someplace within the sentences you managed to make me a believer unfortunately only for a while. I however have a problem with your leaps in logic and you would do nicely to help fill in all those gaps. In the event that you actually can accomplish that, I would surely be impressed.
I do agree with all the ideas you have presented in your post. They’re very convincing and will certainly work. Still, the posts are too short for beginners. Could you please extend them a little from next time? Thanks for the post.
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Thanks for your helpful post. Over time, I have come to understand that the particular symptoms of mesothelioma cancer are caused by your build up of fluid between your lining on the lung and the torso cavity. The ailment may start while in the chest region and propagate to other limbs. Other symptoms of pleural mesothelioma include losing weight, severe inhaling and exhaling trouble, a fever, difficulty eating, and infection of the neck and face areas. It ought to be noted that some people having the disease will not experience any serious symptoms at all.
Through my research, shopping for gadgets online may be easily expensive, but there are some tips and tricks that you can use to help you get the best discounts. There are generally ways to discover discount specials that could help to make one to have the best technology products at the cheapest prices. Interesting blog post.
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My developer is trying to convince me to move to .net from PHP. I have always disliked the idea because of the expenses. But he’s tryiong none the less. I’ve been using WordPress on several websites for about a year and am worried about switching to another platform. I have heard fantastic things about blogengine.net. Is there a way I can import all my wordpress content into it? Any kind of help would be greatly appreciated!
The other day, while I was at work, my sister stole my iphone and tested to see if it can survive a forty foot drop, just so she can be a youtube sensation. My iPad is now destroyed and she has 83 views. I know this is completely off topic but I had to share it with someone!
I will also like to state that most of those who find themselves without the need of health insurance can be students, self-employed and those that are laid-off. More than half of the uninsured are really under the age of Thirty-five. They do not feel they are needing health insurance since they’re young plus healthy. Its income is often spent on real estate, food, along with entertainment. Most people that do represent the working class either entire or part-time are not supplied insurance via their jobs so they head out without due to rising expense of health insurance in the country. Thanks for the tips you share through your blog.
Thanks for your article. I have continually observed that almost all people are eager to lose weight as they wish to look slim plus attractive. Having said that, they do not constantly realize that there are many benefits to losing weight in addition. Doctors insist that overweight people have problems with a variety of diseases that can be instantly attributed to their excess weight. Fortunately that people who sadly are overweight in addition to suffering from numerous diseases are able to reduce the severity of their own illnesses by way of losing weight. It’s possible to see a steady but identifiable improvement with health whenever even a minor amount of weight loss is reached.
Today, taking into consideration the fast way of living that everyone is having, credit cards have a big demand throughout the market. Persons coming from every field are using the credit card and people who aren’t using the credit card have prepared to apply for just one. Thanks for sharing your ideas about credit cards.
Thanks for your blog post. A few things i would like to add is that laptop memory should be purchased should your computer cannot cope with everything you do with it. One can mount two good old ram boards containing 1GB each, for example, but not certainly one of 1GB and one having 2GB. One should look for the manufacturer’s documentation for the PC to ensure what type of memory space it can take.
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Great blog post. What I would like to bring up is that pc memory ought to be purchased in case your computer is unable to cope with anything you do by using it. One can install two good old ram boards of 1GB each, by way of example, but not one of 1GB and one of 2GB. One should check the company’s documentation for one’s PC to make certain what type of storage is required.
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Hi there would you mind letting me know which hosting company you’re working with? I’ve loaded your blog in 3 completely different browsers and I must say this blog loads a lot faster then most. Can you suggest a good internet hosting provider at a reasonable price? Many thanks, I appreciate it!
Thanks a lot for your post. I’d like to write my opinion that the tariff of car insurance varies from one plan to another, since there are so many different issues which bring about the overall cost. For example, the make and model of the vehicle will have a large bearing on the price tag. A reliable old family car will have a more economical premium than just a flashy racecar.
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One more thing to say is that an online business administration training course is designed for college students to be able to easily proceed to bachelors degree courses. The Ninety credit certification meets the other bachelor college degree requirements when you earn your associate of arts in BA online, you will possess access to the newest technologies in such a field. Some reasons why students want to get their associate degree in business is because they are interested in this area and want to obtain the general schooling necessary prior to jumping right into a bachelor diploma program. Thanks for the tips you provide with your blog.
Thanks for your interesting article. Other thing is that mesothelioma is generally caused by the inhalation of fibers from asbestos, which is a extremely dangerous material. Its commonly noticed among individuals in the structure industry that have long exposure to asbestos. It is caused by moving into asbestos covered buildings for years of time, Genes plays a huge role, and some persons are more vulnerable on the risk in comparison with others.
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One more thing to say is that an online business administration course is designed for college students to be able to smoothly proceed to bachelor degree courses. The 90 credit diploma meets the lower bachelor college degree requirements so when you earn the associate of arts in BA online, you will have access to the most recent technologies in this particular field. Some reasons why students are able to get their associate degree in business is because they’re interested in the field and want to obtain the general instruction necessary before jumping in to a bachelor diploma program. Thanks for the tips you actually provide within your blog.
The things i have usually told people is that when looking for a good on the net electronics retail store, there are a few issues that you have to take into account. First and foremost, you should make sure to look for a reputable plus reliable retail store that has got great opinions and ratings from other people and business world leaders. This will ensure you are getting along with a well-known store that gives good support and help to its patrons. Many thanks for sharing your thinking on this web site.
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One thing I’d really like to say is the fact that before purchasing more laptop or computer memory, have a look at the machine within which it can be installed. When the machine will be running Windows XP, for instance, a memory limit is 3.25GB. Adding more than this would merely constitute a waste. Be sure that one’s mother board can handle this upgrade volume, as well. Thanks for your blog post.
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What i do not realize is actually how you are not actually much more well-liked than you may be right now. You are so intelligent. You realize thus significantly relating to this subject, made me personally consider it from a lot of varied angles. Its like men and women aren’t fascinated unless it is one thing to accomplish with Lady gaga! Your own stuffs outstanding. Always maintain it up!
Thanks for the a new challenge you have unveiled in your short article. One thing I’d really like to comment on is that FSBO associations are built eventually. By launching yourself to the owners the first few days their FSBO will be announced, ahead of the masses start out calling on Friday, you develop a good link. By sending them instruments, educational elements, free records, and forms, you become a strong ally. If you take a personal fascination with them as well as their problem, you create a solid relationship that, most of the time, pays off when the owners decide to go with an adviser they know in addition to trust – preferably you actually.
Fantastic site you have here but I was curious if you knew of any discussion boards that cover the same topics talked about here? I’d really love to be a part of community where I can get comments from other experienced people that share the same interest. If you have any suggestions, please let me know. Many thanks!
One more thing is that while looking for a good on the net electronics shop, look for online stores that are continuously updated, trying to keep up-to-date with the newest products, the best deals, and also helpful information on products. This will ensure you are dealing with a shop that stays atop the competition and gives you what you ought to make intelligent, well-informed electronics purchases. Thanks for the important tips I’ve learned through the blog.
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UK inflation rate: How quickly are prices rising?
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2011-01-14T17:34:05+00:00
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The rate at which prices are rising has nudged above the Bank of England's target of 2%.
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BBC News
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https://www.bbc.com/news/business-12196322
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Prices in the UK rose 2.2% in the 12 months to July, up from 2% for June.
The Bank of England has a target to keep inflation at 2%.
Inflation is the increase in the price of something over time.
For example, if a bottle of milk costs £1 but is £1.05 a year later, then annual milk inflation is 5%.
The prices of hundreds of everyday items, including food and fuel, are tracked by the Office for National Statistics (ONS).
This virtual "basket of goods" is regularly updated to reflect shopping trends, with vinyl records and air fryers added in 2024, and hand sanitiser removed.
The ONS monitors price changes over the previous 12 months to calculate inflation.
The main inflation measure is called the Consumer Prices Index (CPI), external.
The latest figures show that CPI rose by 2.2% in the year to July, largely due to prices of gas and electricity falling by less than they did a year before.
Inflation has fallen significantly since it hit 11.1% in October 2022, which was the highest rate for 40 years.
However, that doesn't mean prices are falling - just that they are rising less quickly.
Inflation soared in 2022 because oil and gas were in greater demand after the Covid pandemic, and energy prices surged again when Russia invaded Ukraine.
It then remained above the Bank of England's 2% target partly because of high food prices.
Although these have now dropped back, some parts of the economy, like the services sector - which includes everything from restaurants to hairdressers - are still seeing more significant price rises.
Worker shortages have also made it more expensive to find and keep staff., external
The Bank of England uses interest rates to try and keep inflation at 2%.
When inflation was well above that target, it increased interest rates to 5.25%, a 16-year high.
The idea is that if you make borrowing more expensive, people have less money to spend. People may also be encouraged to save more.
In turn, this reduces demand for goods and slows price rises.
But it is a balancing act - increasing borrowing costs risks harming the economy.
For example, homeowners face higher mortgage repayments, which can outweigh better savings deals.
Businesses also borrow less, making them less likely to create jobs. Some may cut staff and reduce investment.
In August, the Bank of England cut rates to 5%.
However, Bank of England Governor Andrew Bailey warned: "We need to make sure inflation stays low and be careful not to cut interest rates too quickly or by too much."
Although the headline CPI figure is close to the 2% target, the Bank also considers other measures of inflation, external, such as "core inflation", when deciding how to change rates.
Core inflation doesn't include food or energy prices because they tend to be very volatile, but it was 3.3% in July - down from 3.5% in June, which suggests price rises are still an issue.
In its latest forecast for the global economy, the International Monetary Fund (IMF) warned that persistent inflation in countries including the UK and US might mean interest rates have to stay "higher for even longer".
Many other countries have also seen inflation and higher interest rates.
At 2.2%, UK inflation is below the rate for countries using the euro, which was 2.5% in June, down from 2.6% in May.
Despite the slight rise in inflation, in June the European Central Bank (ECB) cut its main interest rate from an all-time high of 4% to 3.75%, the first drop in five years.
In the 12 months to June, US inflation dropped to 3%, down from 3.3% in the year to May.
But at its June meeting the US central bank kept its key interest rates at between 5.25% and 5.5% - unchanged since July 2023.
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Policy on transparency
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] |
[] |
[] |
[
""
] | null |
[] | null |
WVD IS AMBITIOUS, BUT HUMBLE! We ask men whose families are complete to consider vasectomy as a family planning option. We ask their families and partners to participate and support this tough decision. We ask the doctors and vasectomy providers to pursue excellence. We ask organizations and foundations t ...
|
en
|
https://wvd.org/policy-on-transparency/
|
WVD IS AMBITIOUS, BUT HUMBLE!
We ask men whose families are complete to consider vasectomy as a family planning option. We ask their families and partners to participate and support this tough decision. We ask the doctors and vasectomy providers to pursue excellence. We ask organizations and foundations to back our cause and help us reach our potential. We ask governments to trust our mission. We ask everyone to trust us.
We want to make sure everyone feels equally confident in us so in that spirit, WVD is setting a policy of transparency when it comes to how we spend our money, your money and our time.
In that same spirit of transparency, we’re happy to share our overall budget. Until now, most of our work is done voluntarily and/or for little money. It is the nature of a ‘start up’. In any case, although, I promise to continue to be frugal and smart about spending, have a responsibility to pay the people who work for us fairly. I take that very seriously because I certainly demand that they work very hard, regardless of how much they are paid. So yes, salaries will go up as we grow, but I hope and trust you’ll see that your investment in our dream will be well rewarded in the ways that matter most.
|
||||||
3951
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dbpedia
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3
| 95 |
https://www.tiktok.com/%40keratinone/video/7287931296481824033%3Flang%3Den
|
en
|
Make Your Day
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[] |
[] |
[] |
[
""
] | null |
[] | null |
en
| null | ||||||||
3951
|
dbpedia
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2
| 6 |
https://caraalvey.com/blog/improvised-art/
|
en
|
The Essence and Impact of Improvised Art
|
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[] |
[] |
[
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"Film and Television",
"Teen Acting",
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"AZ",
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] | null |
[
"Caraalvey"
] |
2024-03-06T21:36:23+00:00
|
Artists make this art based entirely on their instincts. This approach is used in many forms of art, including music, theater, dance, and visual arts
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en
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Cara Alvey’s Actors Workshop -
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https://caraalvey.com/blog/improvised-art/
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Improvised art is when artists create their work on the spot. It happens without pre-planned steps or scripts. Artists make this art based entirely on their instincts. This approach is used in many forms of art, including music, theater, dance, and visual arts.
Artists who make improvised art are clueless about the final outcome will be when they start. They make decisions in real-time. They do so by responding to their environment or other performers.
Improvised art highlights the artist’s ability to innovate and think quickly. It brings out the raw, unfiltered expression of the artist. The unexpected results are often what take people by surprise.
Sometimes, the most interesting creations come out when artists let go of their plans and respond to the moment.
The Value of Improvised Art
Improvisation in art prompts artists to be spontaneous. They act impulsively rather than following a set plan. This improvisation helps artists discover new ways of expressing themselves.
They learn new techniques they hadn’t thought of before. When artists improvise, they discover ideas that do not transpire in a more structured setting. Such artists come up with breakthroughs and inspire other artists to think outside the box.
Thus, improvised art shows that art can be dynamic and fluid. It can change from one moment to the next. But, the improvised art challenges artists to be present in the moment. They have to trust their skills to create a lasting impact.
Key Elements of Improvised Art
Improvised art includes a few key elements:
Spontaneity
It is about being present in the moment. It involves creating something without pre-planning. Artists rely on their immediate thoughts, feelings, and reactions to guide their creativity.
Responsiveness
In improvised art, you respond to external stimuli. The stimuli could be other artists, the audience, or the environment. This interaction influences the direction of the creative process.
Creativity
Improvised art drills the artists to use their creativity to the fullest. They learn to explore new ideas they wouldn’t have thought about in a structured setting.
Intuition and Instinct
These are the artist’s internal guides during the improvisation process. Artists count on their instincts to make decisions quickly. It is a wonderful way to keep the creative flow going.
Improvised Art in Various Domains
Music
In music, musicians often create spontaneous solos during performances. This is especially true in genres like jazz and blues Jazz. Musicians like Louis Armstrong and Miles Davis are renowned for their improvisational skills. Their live performances have thus kept the audience grooving for hours.
Classical music has a tradition of improvisation as well. However, it’s less common today. Historically, composers like Bach and Mozart have been improvising on pieces like cadenzas in concertos. In this improvised art form, musicians express their individuality without flouting the structure of the piece.
Theater
Theater is another domain where improvised art has had the audience awe-struck, particularly in improv comedy and drama.
Improv comedy has come to fame by actors creating scenes and dialogues on the spot. They are popularized by groups like The Second City and shows like “Whose Line Is It Anyway?”
This form of theater centers around storytelling, quick thinking, and collaboration among performers. Drama, too, uses improvisation as a tool for actors to explore characters and scenarios. It helps them deliver more authentic and responsive performances.
Visual Arts
In the visual arts, painters, sculptors, and other artists create improvised art on several counts. They let their intuition guide their work through and through.
Abstract expressionism, for instance, features artists like Jackson Pollock and Willem de Kooning. These artists created improvised art with their materials and techniques to be expressive. These artists often let the movement, color, and form flow without a predetermined plan. It resulted in pieces that are unique reflections of their momentary impulses.
Dance
Dance uses improvisation in both choreographed performances and freestyle. Performers who use improvisation interpret music or themes spontaneously. They, then, use their bodies to express emotions or tell stories without a set routine.
This form of improvised art ranges from contemporary to hip-hop. Dancers in their freestyle battles respond to the music and each other in real-time. Improvisation in dance reveals the dancers’ technical skills. It also exhibits their creativity to connect with the audience and the music on a deep level.
In each of these domains, improvised art offers a glimpse into the raw and unfiltered process of artistic creation.
The Creative Process in Improvised Art
Artists preparing for improvisation have to ensure they are mentally and physically ready. Mentally, they need to clear the mind, in the first instance. Meditation or visualization, helps artists stay present and responsive.
Physically, especially in performance arts like dance or theater, warm-ups prepare the body for responsiveness.
Musicians might practice scales or chord progressions. They, at times, experiment with different sounds to prime their creative faculties. Actors, through improvisation exercises, sharpen their listening and reacting skills. Visual artists set up their workspace with a variety of materials at hand for spontaneous reaction.
Technique vs. Freedom
In improvised art, there is a delicate balance between technique and freedom. Artists need a solid foundation in the technical aspects. This mastery allows them to explore new territories without the limitations of technical incompetence.
However, too much reliance on technique can stifle creativity. The magic of improvisation often happens in the space where structured technique gives way to unchecked creativity.
Benefits of Improvised Art
Personal Growth
Improvised art promotes personal growth by developing adaptability—artists learn to respond swiftly to unexpected changes. Confidence grows as artists trust their instincts. Expressive freedom is another significant benefit. Artists learn to articulate their inner feelings without the crutches of predetermination.
Artistic Impact
Improvised art makes one innovative. Artists learn to step out of their conventional boundaries. It nurtures authentic expression, where the raw, unfiltered essence of the artist’s vision comes to the forefront. This even leads to profound audience engagement. The real-time nature of improvised art creates an ephemeral experience for both the artist and the audience.
Improvised Art as a Tool for Education and Therapy
Educational Settings
Improvised art enhances students’ creativity and problem-solving skills. Activities based on improvised art encourage students to think on their feet. It trains them to make quick decisions and reach various outcomes for a given situation.
Improvised art education encourages students to trust their creative instincts. It instilled a sense of possibility that can be applied to other learning areas.
Furthermore, improvised art teaches collaboration. Students often build on each other’s ideas to hone their social skills.
Therapeutic Benefits
Improvised art has significant therapeutic benefits. It offers individuals a safe and expressive outlet for their emotions.
It can be particularly impactful in therapy settings, where clients may use improvisation to explore personal experiences. Improvised art enables individuals to express themselves authentically. Therapists can use improvised art to help individuals tap into suppressed emotions. It can improve their self-esteem. They may even develop coping mechanisms for stress and anxiety.
Conclusion
Join us at CAAW for improvised art. Explore creativity in new ways. Grow your skills in music, theater, dance, or visual arts.
CAAW is your space to learn and create freely. Start your improvised art journey with us today. Visit CAAW and let your creativity flourish.
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dbpedia
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https://www.boxinginsider.com/columns/scoop-malinowski-miles-davis-boxing/
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en
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Miles Davis Was a Boxing Fan
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[
""
] | null |
[
"Sean Crose"
] |
2011-02-09T08:34:38-05:00
|
Jazz musician friends told me that the legendary Miles Davis was a devoted boxing lover. With curiosity, I decided to research Miles Davis and what he
|
en
|
BoxingInsider.com
|
https://www.boxinginsider.com/columns/scoop-malinowski-miles-davis-boxing/
|
Jazz musician friends told me that the legendary Miles Davis was a devoted boxing lover. With curiosity, I decided to research Miles Davis and what he said about the art of pugilism in his biography “So What: The Life of Miles Davis” by John Szwed.
This is what I learned:
Miles was drawn to boxing in his childhood in East St. Louis. “Though he and his friends did not train or enter the ring – never going beyond wrestling or playful punches on the chest – it occupied their thoughts and shaped their images of themselves. Boxing was popular in E. St Louis among black me, though to most it did not represent a possible means of economic or social mobility. Not was it a metaphor for a kind of art or intellectual activity. Rather, it was a stance, a way of moving in your clothes, a way of being a man.”
“Miles roomed for two years with Stan Levey, a professional boxer recently converted to drummer. Levey introduced Miles to training, taking him with him to Stillman’s Gym or to Sugar Ray Robinson’s. Miles loved that scene, the acrid smell of it, the crowd that hung round there, the brutal discipline of the place – and he became a convert. For many years afterward, he skipped rope, did floor exercises and worked the speedbag with bebop phrasing and triple-tongue rhythms, and for breath and endurance he threw himself into the heavy bag with bass drum explosions.”
“In Chicago, Miles met Johnny Bratton, a flashy welterweight boxer from Akansas who had made the city his home base. Bratton was a year younger than Miles and they were similar in physiques and tastes, though the fighter dressed a bit flashier with brilliantined hair and a fondness for purple shirts.”
“Miles went out with Johnny a few times in his new convertible. One time the cops stopped Johnny for speeding but let him go when they recognized him. It’s Honey Boy Bratton! Miles was really impressed by that. Bratton was a classy and graceful fighter who took on some of the best boxers like Ike Williams and Beau Jack. When Ray Robinson moved up to middleweight, Johnny won the welterweight title and held it for a few months until Cuban Hawk Kid Gavilan, took it away from him. Bratton fought professionally for 11 years but his career ended badly and he wound up living in his car, then homeless, and finally in and out of mental hospitals. But it was said he was a sharp dresser even to the end.”
“Bill Cayton, fight manager and president of Big Fights Inc. was directing a documentary about Jack Johnson (“Breaking Barriers”) and asked Miles Davis to do the music for it. Davis went to work on it enthusastically, reading everything he could about Johnson and boxing history, watching films of classic matches and sleeping with a photo of Johnson near his bed. He would discuss boxing with an intensity you couldn’t imagine, said Cayton. He’d come to our office and ask for a bunch of films. He’d put the spool on the projector, then sit there and watch for hours. Every once in a while he’d come running up to me and say, Bill why did this happen? How come Joe Louis got hit with that shot?”
“Jack Johnson was one of Miles’ favorite recordings for a long time and it’s obvious why from the first note.”
“Miles Davis once recorded a tribute to Roberto Duran, who was an avid musician himself.”
“When Miles lived in Brooklyn, his son Gregory was picked on and provoked to fight. My father got me a private trainer – Johnny Greenwich, said Gregory. And from the age of 12 I started to go the gym every day after school. When I was living with my father I did roadwork every morning at 5am, come home, drink some tea and honey and get ready for school. My father pushed me into boxing because that was one of his greatest loves….When I got into boxing seriously, I was in a club and won my little smokers – I won them all. But my father couldn’t deal with the fact that I might get hurt. He couldn’t sit there and see me in a combative situation. Gregory continue to box as he grew up and was the most successful member of his army team while he was stationed in Germany during the Vietnam war.”
“Before performances, Miles stayed away from others and often drove away anyone who might approach him. Like a boxer, preparing for a fight, he denied himself food and sex before playing, believing that a musician should perform hungry and unsatisfied…Like a fighter, he tied his shoelaces as tightly as he could bear, on shoes that were already a size smaller than his size 7 feet, so he could feel firmly in place”
“Miles would muse that he could have been a contender but he avoided actual fighting so as not to injure his mouth and hands. Once though, he said he sparred a few rounds with Roberto Duran. Like Berry Gordy, who switched from professional boxer to jazz drummer and later became the emperor of Motown, Miles understood that the boxer must finally lose his title, by either retirement or defeat, while the musician can remain king forever. Boxers and musicians are both itinerant workers in the arena of individualism, both pay the dues of a brutal meritocracy, and though public figures, both are embedded in a shadowy elite with its own code of values under the spotlights.”
Excerpts from “So What: The Life of Miles Davis” by John Szwed, Simon & Schuster, 2002.
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1
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https://kneedeepinbluegrass.com/station-finder/
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Station Finder – Knee
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Knee-deep in Blue Grass - Cindy Baucom
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https://kneedeepinbluegrass.com/station-finder/
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3951
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dbpedia
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https://www.radio.net/s/wktt
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LIVE 97.5 FM Radio – Listen Live & Stream Online
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[
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Listen to WKTT - LIVE 97.5 FM internet radio online. Access the free radio live stream and discover more online radio and radio fm stations at a glance.
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/assets/fav/favicon-48x48.png
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radio.net
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https://www.radio.net/s/wktt
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3951
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dbpedia
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2
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https://www.linkedin.com/posts/steven-mcguire-681b08a_one-of-the-highlights-of-my-china-trip-was-activity-7080549607696424960-TH2G
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en
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Steven McGuire on LinkedIn: One of the highlights of my China trip was the alumni evening in Shanghai.
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[] |
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[
""
] | null |
[
"Steven McGuire"
] |
2023-06-30T14:16:16.710000+00:00
|
One of the highlights of my China trip was the alumni evening in Shanghai.
|
en
|
https://static.licdn.com/aero-v1/sc/h/al2o9zrvru7aqj8e1x2rzsrca
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https://www.linkedin.com/posts/steven-mcguire-681b08a_one-of-the-highlights-of-my-china-trip-was-activity-7080549607696424960-TH2G
|
Another big milestone for Impact Consulting! 🥂 We are on the hunt for a Head of University Partnerships! The ideal candidate will have strong experience in #careers / #business #engagement / #employability within the #HE sector. 🎓 If this is you ☝ plus you're looking for a change then drop me a message or apply directly below Not right for you? How about someone in your network?
Today, the University of East Anglia had the pleasure of welcoming the Egyptian Cultural Attaché, Dr. Rasha. The visit marked a significant step in strengthening UEA’s ties with the Egyptian Cultural and Education Bureau. During the visit, Professor David, Vice Chancellor and President, signed an agreement with Dr.Rasha in the presence of Professor Steven, Pro-vice chancellor International. The visit was a resounding success, fostering mutual understanding and exploring ways of collaboration. The visit was planned to showcase the university's academic excellence, the incredible facilities at UEA, and to discuss potential engagements in Egypt. In addition to, Dr.Rasha had successful meetings with Dr. Stephen Laycock, Associate Dean of Admissions-Science Faculty, Dr.Stefano Landini, Director of Internationalisation Engineering School, Dr.Rudy Lapeer, Deputy Head of Computing School, and Emma Payne, Associate Director-INTO UEA. Steven McGuire Stephen Laycock Stefano Landini Rasha ElShiekh Emma Payne UEA School of Engineering #UEA #University_of_East_Anglia #Egypt #StudyUK #UKHE
What a glorious new affirmation! “Be in no doubt: international students are welcome in the UK. This new government values their contribution – to our universities, to our communities, to our country,” said UK Secretary of State for Education Bridget Phillipson in a speech today at the ‘Embassy Network Conference. “For too long international students have been treated as political footballs, not valued guests… Their fees welcomed, but their presence resented. Exploited for cheap headlines, not cherished for all they bring to our communities. “This government will take a different approach and we will speak clearly.” This is a wonderful and welcome shift in rhetoric from the new The Labour Party government in the UK. AND there’s a clear statement on visa-study work visas: “We will do everything we can to help [international students] succeed, she said. “That’s why we offer the opportunity to remain in the UK on a graduate visa for two years after their studies end – or threefor PhDs – to work, to live, and to contribute.” Read the full speech here: https://lnkd.in/eXwDwVHC #studyabroad #intled #studyUK #weareinternational Universities UK International
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https://www.tiktok.com/discover/cassidy-grace-sacred-heart
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Make Your Day
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[
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The Gator 103.7 FM Radio – Listen Live & Stream Online
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Listen to WRUF-FM - The Gator 103.7 FM internet radio online. Access the free radio live stream and discover more online radio and radio fm stations at a glance.
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/assets/fav/favicon-48x48.png
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https://www.gurucan.com/posts/sell-audio
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en
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Sell Audio âï¸ Recordings, Podcasts, Audiobooks
|
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Sell audio. Learn how to leverage different audio content. | Create and sell podcasts, audiobooks, event recordings, audio classes, meditation series
|
en
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https://www.gurucan.com/posts/sell-audio
|
Sell audio, podcast, audio book with your brand in 2020. New old trend is 100% back to boost a digital business.
The world of digital content is constantly evolving. Now, we would like to introduce you to a growing trend that might just be worth your time.
Audio content. This doesn't mean the audio from videos or vice versa. Rather, it refers to real, audio-specific content creation, and marketing.
Is it worth the hype though?
A staggering amount of people wear headphones on the bus, as they walk down the street, while sitting at a café, and just about anywhere. This shows just how easy it is to listen to audio content such as music and more.
Podcasts particularly fit this model. 51% of the US population have listened to a podcast at some point â thatâs over half of the country's population. Every week, about 62 million people listen to podcasts [1].
These are really promising figures that a content creator should take advantage of.
What are the types of audio content available?
From AM/FM radio programs to podcasts and eBooks, audio content formats are numerous. Not just these, this industry could support businesses that handle processes such as the conversion of written text into spoken word, and even the recognition of voice commands through smart speakers.
However, not all of them are relevant to you as a content creator.
For instance, how would a small scale content creator handle the incredible amount of work and resources it takes to run a satellite radio station?
Let's review the more relevant, content creator friendly audio formats
Podcasts
A blend of iPod and broadcast, podcasts originally began as an ingenious way for individuals with a message to get it out there for different listeners. Now, it has grown to much bigger levels with individuals, companies, networks, and more adopting this type of information dissemination.
So far in 2020, there are about 850,000 active podcasts with over 30 million episodes. More than just the actual content sharing, advertisement efforts are great here with advertising revenue expected to surpass 1 billion in 2021 [2].
A great feature of these is that it can be fully customized to a creatorâs taste. From style and format to even length, it's all on them to choose what best suits their brand.
Audiobooks
âAudiobooks are for people who hate reading and for those of us who love readingââ¦Matthew Rubery couldn't have said it any better.
Another fortunate result from the mobile device craze, the number of people listening to these has increased dramatically over the past couple of years. They let users read in situations they wouldnât have otherwise been able to read in.
Do you have an eBook? Take things a step further and convert it into an audiobook!
All you've got to do is prep the book for recording. Then, decide on who will record it. Youâve got two options here - hire an audiobook narrator or record it yourself, at home or in a studio with a producer.
We do recommend hiring a narrator as theyâve likely got an acting skillset and will narrate the book so it feels more personal to a listener. Plus, they are relatively cheap and you could easily find a freelancer for this job [3].
Meditation series
Type ASMR into YouTube and you will be treated to a huge cache of relaxing videos. Just goes to show how much people now crave peace and calmness.
This is especially great for people who want to help others find some inner peace while still getting an income. Itâs best to write a great script for the series, add some relaxing music, record it, and of course market strategically.
With a smartphone and some headphones, you can start recording your medication series. Also, investing in a mic for your computer USB port is a great upgrade for providing better quality [4].
Audio courses
Instead of creating the typical written/ video online courses, a content creator could instead make them into an audio format. This is a great way to get information across without having to deal with the stress of videos. Think people don't go for this? Think again. Just check out the number of audio courses available online, on Udemy, Coursera, and more.
âAudiofyâ your web content
A content creator with some written content, such as articles or blog posts can convert them into audio. This is a great way to diversify your portfolio. Simply insert a piece of code on your site which can integrate with the website and convert written content into words. This way, your audience can listen to it on their devices [5].
Advantages to sell audio
There are numerous benefits of this type of content creation including:
It is very personal for both creators and listeners. Audio is directly communicated to the listeners and the creator can make their personality shine through here.
It's also very engaging but without needing a listener to be stuck in a place for hours, making it super easy to incorporate into someoneâs routine [6].
Most audio-type contents are cloud-based, eliminating the usual constraints from the hardware.
The content market is already saturated. Going in the direction of audio content creation lets you put something fresh out there, thereby providing an edge against competitors in the market.
The audience here is a bit more dedicated. For instance, podcast listeners often tune in for every episode as they are often part of a larger series [7].
But hey! You don't have to listen to just word of mouth... Let's give you some âinspirationâ.
One of the most used apps out there â Spotify - a primarily music-oriented app plans to spend $500 million diversifying into other audio formats, podcasts especially. It's estimated that over time, 20% of all Spotify content will be non-music [8].
You probably don't have $500 million lying around, but that shouldn't stop you from expanding your brand into a more audio friendly one.
Sell audio: how can a content creator leverage the opportunities here?
Choose your preferred model
Podcasts? Audiobooks? Or any other modelâ¦itâs up to you. Thereâs certainly enough variety here, so you can make your pick.
Make it a bit more defined
Choosing a model is great. Now, you've got to fine-tune it a bit more. If you perhaps decide to go with podcasts, figure out what it will be about and work on an outline.
Audiobook? Have you got an eBook ready? No? Well, get on it then. Create a stockpile of your best content and get ready to record it.
Find a suitable host platform to sell audio
It's best to use one which not only support you putting out your content but also gives further help. That said, this platform should enable you to upload your content, gather your audience, market your work, sell your content, and of course, receive your payment. All this in addition to any further technical assistance you may require.
Choose your target audience
Fully audio content isn't for everybody. In addition to picking an audio format, also decide on the audience you intend to cater to. Then, tailor the content to fit this audience.
Get your equipment
While you can probably get away with just your phone and headphones for some of these audios, some will require a bit more. For instance, to record a good quality podcast, you will need a computer, microphones, audio interface, mixer, mic stands, and more [9]. Also, most audio content does require the work of a professional in a studio for the best results.
Create and market your audio content
At this point, all you've got to do is record your work and launch it on your website. Then, slowly build your audience. Advertise on social media. Reach out to influencers. Work with other audio enthusiasts to talk about you on their platform. You knowâ¦the whole shebang.
Monetise and sell audio content
There are several ways a content creator can monetize audio content. Firstly, they could charge directly for their content. For instance, people could pay to have access to an audiobook.
One could also sell merchandise or utilize ads for their podcast. Statistics show that 50% of listeners are likely to buy from brands that advertise via podcast [10].
Next, let's talk about affiliate links. This works best if the audience is interested in the type of deals being brought to them. Perhaps, do a market survey and then search out brands that fit into that to work with them.
Get sponsored. These sponsors can either help to attract a larger audience to make money from or give the content creator the help needed to promote their brand.
Sell audio content with Gurucan
Everything a digital business needs to succeed can be found on this ed-tech startup, Gurucan.
How can you use Gurucan to create/boost your audio content business?
For starters, this platform allows you to create and upload your content. A super advantage here is that Gurucan is a customized mobile app.
How many people have you seen connect their headphones to their laptops and listen to a podcast while walking down the road? Probably none. If you're going to create audio content, make sure itâs mobile-friendly.
That's perfect because Gurucan offers an all-in-one mobile platform that gives you all the tools you need to create and launch your app without having to be a tech guru.
They can also help you with a great marketing strategy. From email newsletters, which you can configure to be automatically sent out to your followers, to broadcast messages via push notifications.
On the subject of followers, Gurucan lets you import your existing followers from other platforms.
It's also very easy to monetize your content and accept payments with Gurucan using Stripe, which is excellent for international payments as well [11].
What's more?
Gurucan not only enables you to create and launch your content on a mobile platform, but it also lets you create a mobile app or use a white-label app. All in all, this is one of the best ways to leverage your new audio brand and get the most out of it.
FAQ
How do you monetize audio?
Charge for your content. Offer premium audio content on a subscription and membership model that people can pay to have access to. And of course, ad revenue, selling of merchandise, and sponsorships.
How do I sell audio recordings?
First, you can use digital platforms such as Gurucan to sell your recordings. You could also use ACX programs that let you sell audiobooks on Amazon, iTunes, and more. Secondly, you could set up shop on e-commerce platforms such as Shopify to sell your audio content. Also, you could use the good old way of delivering audio content on physical CDs.
Where can I sell my audiobooks?
You can sell them on e-commerce platforms such as Amazon or eBay. You could also create your own Shopify store and sell them. Also, on learning management software such as Gurucan where you can place a link to whatever store your audio is available on, so your audience can have access to downloading them.
Where can I sell my downloadable products?
Simpleâ¦e-commerce platforms! These platforms are excellent for the creation of all sorts of digital content. There are a ton of them out there including Shopify, Sellfy, Sellz, and Member press.
Can you sell back audible books?
This is possible with some e-commerce platforms. Just check the policies beforehand. It does help that the policies of âAudibleâ as regards their audiobooks are quite flexible.
How do you monetize a podcast?
There are numerous options here. Charge listeners for access to the channel, as well as premium episodes. Consider creating paid membership tiers or subscription options. Also, selling sponsorships, merchandise, ads, or even affiliate sales is a great way to monetize podcasts.
Is there money in podcasting?
Yes, there is! One of the most popular podcasts out there â The Joe Rogan Experience makes about $800,000 per episode. Podcast advertising costs came up to $678 million in 2019, and are expected to surpass $1 billion by 2021. Smaller-scale podcasters could earn $25 to $40 from advertisers for every 1,000 listeners. According to Advertise Cast, the average rate for podcast advertising is $18 CPM (cost per 1,000 listeners) for a 30-second ad and $25 CPM for a 60-second ad.
Ultimately, a diverse portfolio never hurt anyone. Having content in various formats, from audio to video and written, does help to launch your brand further than it might have otherwise gone.
Reach out to the Gurucan team for more information on how they can help you with this for successful integration into your brand â or even creation of an entirely new brandâ¦either way, you're covered!
References
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https://blog.scssoft.com/2014/04/interior-seat-position-adjustments.html
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SCS Software's blog: Interior seat position adjustments
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[
""
] | null |
[] | null |
SCS Software's official blog - information, screens & movies from our truck simulator games Euro Truck Simulator 2 and American Truck Simulator.
|
https://blog.scssoft.com/favicon.ico
|
https://blog.scssoft.com/2014/04/interior-seat-position-adjustments.html
| |||||||
3951
|
dbpedia
|
3
| 51 |
https://caraalvey.com/blog/improvised-art/
|
en
|
The Essence and Impact of Improvised Art
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2024-03-06T21:36:23+00:00
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Artists make this art based entirely on their instincts. This approach is used in many forms of art, including music, theater, dance, and visual arts
|
en
|
Cara Alvey’s Actors Workshop -
|
https://caraalvey.com/blog/improvised-art/
|
Improvised art is when artists create their work on the spot. It happens without pre-planned steps or scripts. Artists make this art based entirely on their instincts. This approach is used in many forms of art, including music, theater, dance, and visual arts.
Artists who make improvised art are clueless about the final outcome will be when they start. They make decisions in real-time. They do so by responding to their environment or other performers.
Improvised art highlights the artist’s ability to innovate and think quickly. It brings out the raw, unfiltered expression of the artist. The unexpected results are often what take people by surprise.
Sometimes, the most interesting creations come out when artists let go of their plans and respond to the moment.
The Value of Improvised Art
Improvisation in art prompts artists to be spontaneous. They act impulsively rather than following a set plan. This improvisation helps artists discover new ways of expressing themselves.
They learn new techniques they hadn’t thought of before. When artists improvise, they discover ideas that do not transpire in a more structured setting. Such artists come up with breakthroughs and inspire other artists to think outside the box.
Thus, improvised art shows that art can be dynamic and fluid. It can change from one moment to the next. But, the improvised art challenges artists to be present in the moment. They have to trust their skills to create a lasting impact.
Key Elements of Improvised Art
Improvised art includes a few key elements:
Spontaneity
It is about being present in the moment. It involves creating something without pre-planning. Artists rely on their immediate thoughts, feelings, and reactions to guide their creativity.
Responsiveness
In improvised art, you respond to external stimuli. The stimuli could be other artists, the audience, or the environment. This interaction influences the direction of the creative process.
Creativity
Improvised art drills the artists to use their creativity to the fullest. They learn to explore new ideas they wouldn’t have thought about in a structured setting.
Intuition and Instinct
These are the artist’s internal guides during the improvisation process. Artists count on their instincts to make decisions quickly. It is a wonderful way to keep the creative flow going.
Improvised Art in Various Domains
Music
In music, musicians often create spontaneous solos during performances. This is especially true in genres like jazz and blues Jazz. Musicians like Louis Armstrong and Miles Davis are renowned for their improvisational skills. Their live performances have thus kept the audience grooving for hours.
Classical music has a tradition of improvisation as well. However, it’s less common today. Historically, composers like Bach and Mozart have been improvising on pieces like cadenzas in concertos. In this improvised art form, musicians express their individuality without flouting the structure of the piece.
Theater
Theater is another domain where improvised art has had the audience awe-struck, particularly in improv comedy and drama.
Improv comedy has come to fame by actors creating scenes and dialogues on the spot. They are popularized by groups like The Second City and shows like “Whose Line Is It Anyway?”
This form of theater centers around storytelling, quick thinking, and collaboration among performers. Drama, too, uses improvisation as a tool for actors to explore characters and scenarios. It helps them deliver more authentic and responsive performances.
Visual Arts
In the visual arts, painters, sculptors, and other artists create improvised art on several counts. They let their intuition guide their work through and through.
Abstract expressionism, for instance, features artists like Jackson Pollock and Willem de Kooning. These artists created improvised art with their materials and techniques to be expressive. These artists often let the movement, color, and form flow without a predetermined plan. It resulted in pieces that are unique reflections of their momentary impulses.
Dance
Dance uses improvisation in both choreographed performances and freestyle. Performers who use improvisation interpret music or themes spontaneously. They, then, use their bodies to express emotions or tell stories without a set routine.
This form of improvised art ranges from contemporary to hip-hop. Dancers in their freestyle battles respond to the music and each other in real-time. Improvisation in dance reveals the dancers’ technical skills. It also exhibits their creativity to connect with the audience and the music on a deep level.
In each of these domains, improvised art offers a glimpse into the raw and unfiltered process of artistic creation.
The Creative Process in Improvised Art
Artists preparing for improvisation have to ensure they are mentally and physically ready. Mentally, they need to clear the mind, in the first instance. Meditation or visualization, helps artists stay present and responsive.
Physically, especially in performance arts like dance or theater, warm-ups prepare the body for responsiveness.
Musicians might practice scales or chord progressions. They, at times, experiment with different sounds to prime their creative faculties. Actors, through improvisation exercises, sharpen their listening and reacting skills. Visual artists set up their workspace with a variety of materials at hand for spontaneous reaction.
Technique vs. Freedom
In improvised art, there is a delicate balance between technique and freedom. Artists need a solid foundation in the technical aspects. This mastery allows them to explore new territories without the limitations of technical incompetence.
However, too much reliance on technique can stifle creativity. The magic of improvisation often happens in the space where structured technique gives way to unchecked creativity.
Benefits of Improvised Art
Personal Growth
Improvised art promotes personal growth by developing adaptability—artists learn to respond swiftly to unexpected changes. Confidence grows as artists trust their instincts. Expressive freedom is another significant benefit. Artists learn to articulate their inner feelings without the crutches of predetermination.
Artistic Impact
Improvised art makes one innovative. Artists learn to step out of their conventional boundaries. It nurtures authentic expression, where the raw, unfiltered essence of the artist’s vision comes to the forefront. This even leads to profound audience engagement. The real-time nature of improvised art creates an ephemeral experience for both the artist and the audience.
Improvised Art as a Tool for Education and Therapy
Educational Settings
Improvised art enhances students’ creativity and problem-solving skills. Activities based on improvised art encourage students to think on their feet. It trains them to make quick decisions and reach various outcomes for a given situation.
Improvised art education encourages students to trust their creative instincts. It instilled a sense of possibility that can be applied to other learning areas.
Furthermore, improvised art teaches collaboration. Students often build on each other’s ideas to hone their social skills.
Therapeutic Benefits
Improvised art has significant therapeutic benefits. It offers individuals a safe and expressive outlet for their emotions.
It can be particularly impactful in therapy settings, where clients may use improvisation to explore personal experiences. Improvised art enables individuals to express themselves authentically. Therapists can use improvised art to help individuals tap into suppressed emotions. It can improve their self-esteem. They may even develop coping mechanisms for stress and anxiety.
Conclusion
Join us at CAAW for improvised art. Explore creativity in new ways. Grow your skills in music, theater, dance, or visual arts.
CAAW is your space to learn and create freely. Start your improvised art journey with us today. Visit CAAW and let your creativity flourish.
|
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3951
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dbpedia
|
0
| 3 |
https://en.wikipedia.org/wiki/List_of_radio_stations_in_Florida
|
en
|
List of radio stations in Florida
|
https://en.wikipedia.org/static/favicon/wikipedia.ico
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[
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2004-10-16T20:48:48+00:00
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en
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/static/apple-touch/wikipedia.png
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https://en.wikipedia.org/wiki/List_of_radio_stations_in_Florida
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Call sign Frequency City of license [1][2] Licensee [1][2] Format [citation needed] Radio Martí 1180 AM Marathon U.S. Agency for Global Media Spanish talk WAAZ-FM 104.7 FM Crestview Crestview Broadcasting Company, Inc. Country WACC 830 AM Hialeah Radio Peace Catholic Broadcasting, Inc. Spanish Catholic WAFC 590 AM Clewiston Glades Media Company LLP Classic country WAFG-LP 107.1 FM Pompano Beach Calvary Chapel Pompano Beach, Inc. Religious Teaching WAFZ 1490 AM Immokalee Glades Media Company LLP Regional Mexican WAFZ-FM 92.1 FM Immokalee Glades Media Company LLC Regional Mexican WAIG-LP 106.3 FM Daytona Beach Rhema Broadcasting, Inc. Urban gospel WAIL 99.5 FM Key West Florida Keys Media, LLC Classic rock WAJD 1390 AM Gainesville Gillen Broadcasting Corporation Urban contemporary WAJP 107.7 FM Perry Hispanic Target Media, Inc. Country WAKJ 91.3 FM DeFuniak Springs First Baptist Church, Inc. Christian WAKU 94.1 FM Crawfordville Altrua Investments International Corp. Contemporary Christian WAKX 98.7 FM Palm Coast Flagler County Broadcasting, LLC Country WAMA 1550 AM Tampa Q Broadcasting Corporation Regional Mexican WAMR-FM 107.5 FM Miami [3] Univision Radio Illinois, Inc. Spanish AC and Tropical WAMT 1190 AM Pine Castle-Sky Lake Relevant Radio, Inc. Catholic WANM 90.5 FM Tallahassee Florida A & M University Urban WAOA-FM 107.1 FM Melbourne Cumulus Licensing LLC Top 40 (CHR) WAOC 1420 AM St. Augustine Good Tidings Trust, Inc. Christian talk WAPB 91.7 FM Madison Public Radio, Inc. Religious WAPE-FM 95.1 FM Jacksonville Cox Radio, LLC Top 40 (CHR) WAPN 91.5 FM Holly Hill Public Radio, Inc. Contemporary Christian WAPQ-LP 95.9 FM Avon Park Highlands Christian Education Station Religious (Radio 74 Internationale) WAQI 710 AM Miami [4] Latino Media Network, LLC Spanish WAQV 90.9 FM Crystal River Radio Training Network, Inc. Contemporary Christian WARO 94.5 FM Naples Sun Broadcasting Inc. Classic rock WASJ 105.1 FM Panama City Beach RoRo Investments, LLC Adult hits WAUC 1310 AM Wauchula Marvina Enterprises, Inc. Regional Mexican WAVK 97.7 FM Marathon Florida Keys Media, LLC Sports (ISN/FSR) WAVP 1390 AM Avon Park Walco Enterprises, LLC Adult hits WAVS 1170 AM Davie Alliance Broadcasting, Inc. Caribbean WAVV 101.1 FM Naples Park Fort Myers Broadcasting Company Soft adult contemporary WAVW 92.7 FM Stuart iHM Licenses, LLC Country WAVX-LP 107.1 FM Ormond Beach Reign Radio Ministries, Inc. Variety WAXY 790 AM South Miami Audacy License, LLC, as Debtor-in-Possession Spanish adult contemporary and conservative talk WAYF 88.1 FM West Palm Beach Hope Media Group Contemporary Christian WAYG-LP 104.7 FM Miami [3] Calvary Chapel Miami Religious Teaching WAYJ 89.5 FM Naples Hope Media Group Contemporary Christian WAYL 91.9 FM St. Augustine Delmarva Educational Association Contemporary Christian WAYP 88.3 FM Marianna Hope Media Group Contemporary Christian WAYR 550 AM Fleming Island Good Tidings Trust, Inc. Christian talk WBCG 98.9 FM Murdock iHM Licenses, LLC Classic rock WBCN 770 AM North Fort Myers Beasley Media Group, LLC Sports (ESPN) WBGC 1240 AM Chipley Arthur J. Collier, III, Executor Variety WBGF 93.5 FM Belle Glade Zoo Communications, LLC Dance WBGG-FM 105.9 FM Fort Lauderdale iHM Licenses, LLC Classic rock WBGY 88.1 FM Naples Kol Halev 2020 Corporation Country WBHQ 92.7 FM Beverly Beach Flagler County Broadcasting, LLC Adult hits WBHU 105.5 FM St. Augustine Beach Flagler Broadcasting, LLC Adult hits WBIY 88.3 FM La Belle Association des Haitiens Vivant a l'Etranger pour le Develop Religious WBOB 600 AM Jacksonville Chesapeake-Portsmouth Broadcasting Corporation Talk WBOF-LP 105.9 FM Fort Pierce Faith Baptist Church of Fort Pierce, Florida, Inc. Christian WBPC 95.1 FM Ebro Beach Radio, Inc. Classic hits WBPU-LP 96.3 FM St. Petersburg African People's Education and Defense Fund, Inc. Variety WBPV-LP 100.1 FM Bradenton Peace Education and Action Center, Inc. Variety WBRD 1420 AM Palmetto Birach Broadcasting Corporation Regional Mexican WBSR 1450 AM Pensacola Miracle Radio, Inc. Sports (FSR) WBTP 106.5 FM Sarasota iHM Licenses, LLC Classic hip hop WBTT 105.5 FM Naples Park iHM Licenses, LLC Rhythmic contemporary WBUJ-LP 99.5 FM Miami Shores Barry University Variety WBVL-LP 99.7 FM Kissimmee Sucremedia, Inc. Spanish adult contemporary WBVM 90.5 FM Tampa Bishop of the Diocese of St. Petersburg Catholic WBZE 98.9 FM Tallahassee Cumulus Licensing LLC Hot adult contemporary WBZT 1230 AM West Palm Beach iHM Licenses, LLC Sports gambling (VSIN) WCCF 1580 AM Punta Gorda iHM Licenses, LLC News/Talk WCFB 94.5 FM Daytona Beach Cox Radio, LLC Urban adult contemporary WCGL 1360 AM Jacksonville JBD Communications, Inc. Gospel WCIE 91.5 FM New Port Richey Radio Training Network, Inc. Contemporary Christian WCIF 106.3 FM Melbourne First Baptist Church, Inc. Christian WCIW-LP 107.7 FM Immokalee Interfaith Action of Southwest Florida, Inc. Spanish Religious/Pacifica WCJX 106.5 FM Five Points RTG Radio, LLC, Debtor-in-Possession Hot adult contemporary WCKP-LP 100.7 FM Ocala Musical Performance Group of Ocala, Inc. Religious Teaching WCKT 107.1 FM Lehigh Acres iHM Licenses, LLC Country WCMQ-FM 92.3 FM Hialeah WCMQ Licensing, Inc. Salsa music WCNK 98.7 FM Key West Florida Keys Media, LLC Country WCNO 89.9 FM Palm City National Christian Network, Inc. Religious WCNZ 1660 AM Marco Island Relevant Radio, Inc. Spanish Tropical/Hispanic Urban WCOA 1370 AM Pensacola Cumulus Licensing LLC News/Talk WCPL-LP 95.5 FM Merritt Island David Crawford Contemporary Christian WCRJ 88.1 FM Jacksonville Radio Training Network, Inc. Contemporary Christian WCTH 100.3 FM Plantation Key Florida Keys Media, LLC Country WCTQ 92.1 FM Venice iHM Licenses, LLC Classic country WCVC 1330 AM Tallahassee La Promesa Foundation Catholic WCVU 104.9 FM Solana iHM Licenses, LLC Soft oldies WCXS 1480 AM Arcadia Fiorini Broadcasting LLC Classic country WCYZ 99.7 FM Ocala RDA Broadcast Holdings Christian adult contemporary WCZR 101.7 FM Vero Beach iHM Licenses, LLC Talk WDAE 620 AM St. Petersburg iHM Licenses, LLC Sports (ESPN/FSR) WDBO 580 AM Orlando Cox Radio, LLC News/Talk WDBW-LP 97.3 FM Port Saint Joe Long Avenue Baptist Church Religious (Bible Broadcasting Network) WDCF 1350 AM Dade City Radio World, Inc. Talk WDIZ 1320 AM Venice iHM Licenses, LLC Oldies WDJA 1420 AM Delray Beach Radio Cristo Mi Redentor Universo 1420AM Inc. Talk WDJZ 1590 AM South Daytona Glenn Cherry Talk WDKK-LP 101.1 FM North Dade American Multi-Media Syndicate Inc Variety WDLN-LP 104.9 FM Dunnellon KKL Diversity Group Variety WDLV 88.7 FM Fort Myers Educational Media Foundation Contemporary Christian (K-Love) WDMC 920 AM Melbourne Divine Mercy Communications, Inc. Catholic WDNA 88.9 FM Miami [3] Bascomb Memorial Broadcasting Foundation Jazz WDOZ 91.7 FM Pierson Central Florida Educational Foundation, Inc. Contemporary Christian WDPI-LP 100.5 FM Palatka Downtown Palatka, Inc. Variety WDPT-LP 103.9 FM Panama City St. Dominic's Media Production Center, Inc. Catholic WDSR 1340 AM Lake City Newman Media, Inc. Country WDUV 105.5 FM New Port Richey Cox Radio, LLC Soft adult contemporary WDVH 980 AM Gainesville Marc Radio Gainesville, LLC Urban oldies WDVH-FM 101.7 FM Trenton Radio Training Network Contemporary Christian WDVS-LP 101.1 FM Miami South Florida FM Inc Variety WDWR 1230 AM Pensacola La Promesa Foundation Catholic WDXD-LP 101.9 FM Tallahassee Delta Star Radio of Florida, Inc. Christian, classic country WDYZ 660 AM Altamonte Springs JVC Mergeco, LLC Regional Mexican WDZP-LP 101.1 FM West Palm Beach WDZP Media Inc R&B WEAG-FM 106.3 FM Starke Dickerson Broadcasting, Inc. Country WEAT 107.9 FM West Palm Beach WPB FCC License Sub, LLC Classic hits WEBY 1330 AM Milton ADX Communications of Milton, LLC Sports (ESPN) WEBZ 99.3 FM Mexico Beach iHM Licenses, LLC Urban contemporary WECA-LP 105.7 FM Palm Bay New Birth F. Baptist Church, Inc. Religious Teaching WECQ 92.1 FM Destin JVC Mergeco, LLC Active rock WEDR 99.1 FM Miami [3] Cox Radio, LLC [5] Urban contemporary WEFA-LP 92.5 FM Ocala Marion Community Services, Assoc. Soft adult contemporary WEFL 760 AM Tequesta Good Karma Broadcasting, L.L.C. Spanish sports WEGI-LP 103.5 FM Immokalee Bethel Assembly of God, Inc Religious Teaching WEGS 91.7 FM Milton Florida Public Radio, Inc. Contemporary Christian WEHR-LP 100.7 FM Port St. Lucie Eternal Hope Radio Broadcasting Corporation Christian WEJF 90.3 FM Palm Bay Florida Public Radio, Inc. Contemporary Christian WEJZ 96.1 FM Jacksonville Renda Broadcasting Corporation of Nevada Adult contemporary WELE 1380 AM Ormond Beach Bethune-Cookman University News/Talk WENG 1530 AM Englewood Fiorini Broadcasting, LLC News/Talk WEOW 92.7 FM Key West Florida Keys Media, LLC Top 40 (CHR) WERF-LP 105.7 FM Gainesville Florida Educational Broadcasting, Inc. Top 40 WEWC 1160 AM Callahan Norsan Consulting And Management, Inc. Spanish Tropical WEXI-LP 102.3 FM Hallandale The Truth Will Set You Free Inc. Religious Teaching WEXY 1520 AM Wilton Manors Multicultural Radio Broadcasting Licensee, LLC Religious WEZI 102.9 FM Jacksonville Cox Radio, LLC Soft AC WFBB-LP 97.5 FM Glen St. Mary First Baptist Church Contemporary Christian WFBU-LP 94.7 FM Graceville The Baptist College of Florida, Inc. Contemporary Christian WFCF 88.5 FM St. Augustine Flagler College College WFCT 105.5 FM Apalachicola Williams Communications, Inc. Adult contemporary WFCX 100.5 FM Apalachicola East Bay Broadcasting, Inc. Tropical rock WFDA-LP 99.3 FM Live Oak WOLR 91.3 FM, Inc. Religious Teaching WFDZ 93.5 FM Perry Dockins Communications, Inc. Country WFEZ 93.1 FM Miami [3] Cox Radio, LLC [5] Soft adult contemporary WFFG 1300 AM Marathon The Great Marathon Radio Company News/Talk WFFL 91.7 FM Panama City Family Worship Center Church, Inc. Religious WFFY 98.5 FM San Carlos Park Sun Broadcasting Inc. Urban contemporary WFIT 89.5 FM Melbourne The Florida Institute of Technology Jazz WFKS 95.1 FM Melbourne iHM Licenses, LLC Rhythmic contemporary WFKZ 103.1 FM Plantation Key Florida Keys Media, LLC Classic rock WFLA 970 AM Tampa iHM Licenses, LLC News/Talk WFLA-FM 100.7 FM Midway iHM Licenses, LLC Talk WFLC 97.3 FM Miami [3] Cox Radio, LLC [5] Rhythmic hot adult contemporary WFLF 540 AM Pine Hills iHM Licenses, LLC News/Talk WFLF-FM 94.5 FM Parker iHM Licenses, LLC Mainstream rock WFLJ 89.3 FM Frostproof Radio Training Network, Inc. Contemporary Christian WFLL 1400 AM Fort Lauderdale International Church of the Grace of God, Inc. Caribbean WFLM 104.7 FM Palm Beach Shores Midway Broadcasting Company Urban contemporary WFLV 90.7 FM West Palm Beach Educational Media Foundation Contemporary Christian (K-Love) WFLZ-FM 93.3 FM Tampa iHM Licenses, LLC Top 40 (CHR) WFOY 1240 AM St. Augustine Local Matters Broadcasting News/Talk WFPF-LP 92.7 FM Frostproof Frostproof Christian Educational Radio, Inc. Religious (Radio 74 Internationale) WFRF 1070 AM Tallahassee Faith Radio Network, Inc. Contemporary Christian WFRF-FM 105.7 FM Monticello Faith Radio Network, Inc. Contemporary Christian WFRU 90.1 FM Quincy Faith Radio Network, Inc. Contemporary Christian WFSD-LP 107.9 FM Tallahassee Tallahassee First Seventh-Day Adventist Church Christian WFSQ 91.5 FM Tallahassee Florida State University Classical WFSU-FM 88.9 FM Tallahassee Florida State University Public radio WFSW 89.1 FM Panama City Florida State University Public radio WFSX-FM 92.5 FM Estero Sun Broadcasting Inc. News/Talk WFSY 98.5 FM Panama City iHM Licenses, LLC Adult contemporary WFTL 850 AM West Palm Beach WPB FCC License Sub, LLC News/Talk WFTW 1260 AM Fort Walton Beach Cumulus Licensing LLC News/Talk WFUG-LP 107.7 FM Lehigh Acres Ministerio Cristiano Principe de Paz Inc. Spanish religious WFUS 103.5 FM Gulfport iHM Licenses, LLC Country WFXJ 930 AM Jacksonville iHM Licenses, LLC Sports (FSR) WFYY 103.1 FM Windermere JVC Mergeco, LLC Spanish tropical WGAY 105.7 FM Sugarloaf Key Magnum Broadcasting, Inc. Dance WGCU-FM 90.1 FM Ft. Myers Board of Trustees, Florida Gulf Coast University Public Radio WGES 680 AM St. Petersburg Vision Communications Network, Inc. Spanish WGGF-LP 100.1 FM Sun City Center Community Radio of Sun City Center, Inc. Variety WGGM-LP 90.5 FM Fort Myers Dunbar Gospel Association of Southwest Florida, Inc. Urban Gospel/R&B WGGP-LP 106.7 FM Big Pine Key First Baptist Church Big Pine Key Religious Teaching WGHR 106.3 FM Spring Hill WGUL-FM, Inc. Classic hits WGLF 104.1 FM Tallahassee Cumulus Licensing LLC Classic hits WGLJ-LP 94.7 FM Gainesville Calvary Chapel Gainesville, Inc. Religious Teaching WGMX 94.3 FM Marathon The Great Marathon Radio Company Silent WGNE-FM 99.9 FM Middleburg Renda Broadcasting Corporation of Nevada Country WGNK 88.3 FM Pennsuco Genesis License Subsidiary LLC Religious WGRL-LP 95.9 FM Saint Cloud K & A Broadcasting Group Corp Spanish religious WGSG 89.5 FM Mayo Family Worship Center Church, Inc. Southern gospel WGSX 104.3 FM Lynn Haven Horizon Broadcasting Company, LLC Sports (ESPN/FSR) WGTT 91.5 FM Emeralda Bible Clarity Religious WGUF 98.9 FM Marco Renda Broadcasting Corporation of Nevada Talk WGUL 860 AM Dunedin Caron Broadcasting, Inc. News/Talk WGVC-LP 104.1 FM Gainesville Gainesville Seventh-Day Adventist Church Christian WGVR-LP 103.3 FM Gainesville Radio Gainesville, Inc. Oldies WGYL 93.7 FM Vero Beach Vero Beach Broadcasters, LLC Hot adult contemporary WHBO 1040 AM Pinellas Park Genesis Communications of Tampa Bay, Inc. Conservative talk WHBX 96.1 FM Tallahassee Cumulus Licensing LLC Urban adult contemporary WHEL 93.7 FM Sanibel Sun Broadcasting Inc. Top 40 (CHR) WHGN 91.9 FM Crystal River The Moody Bible Institute of Chicago Religious WHGV 99.5 FM La Crosse RDA Broadcast Holdings, LLC Christian adult contemporary WHHZ 100.5 FM Newberry Marc Radio Gainesville, LLC Alternative rock WHIF 91.3 FM Palatka Putnam Radio Ministries, Inc. Contemporary Christian WHIJ 88.1 FM Ocala Radio Training Network, Inc. Contemporary Christian WHIM-LP 99.5 FM Hialeah Gardens Iglesia Misionera Pregoneros de Justicia de Florida, Inc. Spanish religious WHJX 106.5 FM Ponte Vedra Beach Cox Radio, LLC Urban adult contemporary WHKR 102.7 FM Rockledge Cumulus Licensing LLC Country WHLG 101.3 FM Port St. Lucie Radio Training Network, Inc. Contemporary Christian WHMF 91.1 FM Marianna Radio 74 Internationale Religious (Radio 74 Internationale) WHNJ 95.7 FM Big Pine Key Multicare Foundation, Inc. Religious WHNR 1360 AM Cypress Gardens Walco Enterprises, LLC Urban adult contemporary WHNZ 1250 AM Tampa iHM Licenses, LLC Talk/Business WHOG-FM 95.7 FM Ormond-By-The-Sea Black Crow Radio, LLC, Debtor-in-Possession Classic rock WHOO 1080 AM Kissimmee Relevant Radio, Inc. Catholic religious WHOT 1590 AM Palm River-Clair Mel Tampa Radio, Inc. Haitian Creole WHPB-LP 98.5 FM Orlando Howell Family Consultant Inc. Urban WHPT 102.5 FM Sarasota Cox Radio, LLC Hot talk WHQT 105.1 FM Coral Gables Cox Radio, LLC [5] Urban adult contemporary WHTF 104.9 FM Havana ARG of Tallahassee LLC Top 40 (CHR) WHWY 98.1 FM Holt JVC Mergeco, LLC Country WHYI-FM 100.7 FM Fort Lauderdale iHM Licenses, LLC Top 40 (CHR) WHYZ 91.1 FM Palm Coast Central Florida Educational Foundation, Inc Contemporary Christian WIDT-LP 99.7 FM Winter Garden LLAAB Inc. Regional Mexican WIEB-LP 102.9 FM Ocala Institucion Educativa Bethel Spanish religious WIFL-LP 104.5 FM Weirsdale Lake Weir Chamber of Commerce Variety WIGW 90.3 FM Eustis Relevant Radio, Inc. Religious WIIS 106.9 FM Key West Keyed Up Communications Company Alternative rock WIKD-LP 102.5 FM Daytona Beach Embry–Riddle Aeronautical University Variety WIKX 92.9 FM Charlotte Harbor iHM Licenses, LLC Country WILA 100.1 FM Live Oak Learning Avenue, Inc. Religious (3ABN) WILN 105.9 FM Panama City Magic Broadcasting II, LLC Top 40 (CHR) WIME-LP 99.9 FM Orlando Musica Sublime Inc. Spanish adult contemporary WIMR-LP 96.5 FM Mcintosh Mcintosh Community Radio Assoc Country WINK-FM 96.9 FM Fort Myers Fort Myers Broadcasting Company Adult contemporary WINZ 940 AM Miami [4] iHM Licenses, LLC Sports (FSR) WIOD 610 AM Miami [4] iHM Licenses, LLC News/Talk WIPC 1280 AM Lake Wales Super W Media Group, Inc. Spanish WIPU-LP 106.3 FM Pembroke Pines The Rock Church of Hollywood Inc Religious Teaching WIRA 1400 AM Fort Pierce Caribbean Media Group, Inc. Spanish WIRK 103.1 FM Indiantown WPB FCC License Sub, LLC Country WITG-LP 104.7 FM Ocala Great God Gospel & Educational Station, Inc. Christian rock WITS 1340 AM Sebring Cohan Radio Group, Inc. Classic hits WIWA 1270 AM Eatonville Marc Radio Orlando, LLC Spanish WIXC 1060 AM Titusville Genesis Communications I, Inc. Spanish sports WIYD 1260 AM Palatka Natkim Radio, LLC Country WJAQ 100.9 FM Marianna MFR, Inc. Country WJBR 1010 AM Seffner Beasley Media Group Licenses, LLC All-podcasts WJBT 93.3 FM Green Cove Springs iHM Licenses, LLC Urban contemporary WJBW 1000 AM Jupiter WJBW LLC Haitian WJCC 1700 AM Miami Springs Multicultural Radio Broadcasting Licensee, LLC World Ethnic WJCM 1050 AM Sebring Cohan Radio Group, Inc. Sports (ESPN) WJCT-FM 89.9 FM Jacksonville WJCT, Inc. Public radio WJDS-LP 106.9 FM Palm Coast Hammock Educational and Environmental Community Services Spanish religious WJEW-LP 95.3 FM Miami [3] Ministerio Internacional Dios Te Ama Corp Spanish Religious WJFH 91.7 FM Sebring Radio Training Network, Inc. Contemporary Christian WJFR 88.7 FM Jacksonville Family Stations, Inc. Religious (Family Radio) WJFU-LP 105.5 FM White Springs People Network, Inc Variety WJGL 96.9 FM Jacksonville Cox Radio, LLC Classic hits WJGM 105.7 FM Baldwin West Jacksonville Baptist Church, Inc. Gospel WJGO 102.9 FM Tice Renda Broadcasting Corporation of Nevada Adult hits WJHC 107.5 FM Jasper Smalltown Broadcasting, LLC News/Talk WJHM 101.9 FM Daytona Beach Audacy License, LLC Classic hip hop WJIS 88.1 FM Bradenton Radio Training Network, Inc. Contemporary Christian WJKD 99.7 FM Vero Beach Vero Beach FM Radio Partnership Adult hits WJKV 90.9 FM Jacksonville Educational Media Foundation Contemporary Christian (K-Love) WJLF 91.7 FM Gainesville Radio Training Network, Inc. Contemporary Christian WJLH 90.3 FM Flagler Beach Cornerstone Broadcasting Corporation Contemporary Christian WJLN 88.7 FM White Springs Faith and Action Community Outreach, Inc. Urban gospel WJLU 89.7 FM New Smyrna Beach Cornerstone Broadcasting Corporation Contemporary Christian WJNJ 1320 AM Jacksonville Norsan Media And Consulting, Inc. Spanish AC WJNO 1290 AM West Palm Beach iHM Licenses, LLC News/Talk WJNX 1330 AM Fort Pierce Port St. Lucie Broadcasters, Inc. Regional Mexican WJNX-FM 106.1 FM Okeechobee BMZ Broadcasting, LLC Regional Mexican WJPP-LP 100.1 FM Palm City Prince of Peace Communications, Inc. Catholic WJPT 106.3 FM Fort Myers Beasley Media Group, LLC Soft adult contemporary WJRN-LP 95.9 FM Summerfield Hispanic-Multicultural Broadcasting Association Spanish WJRQ-LP 99.9 FM Poinciana Hispanic Women of Poinciana Corp Variety WJRR 101.1 FM Cocoa Beach iHM Licenses, LLC Active rock WJSB 1050 AM Crestview Crestview Broadcasting Company., Inc. Country WJTF 89.9 FM Panama City Family Life Broadcasting, Inc. Religious (Family Life Radio) WJTK 96.5 FM Columbia City Dockins Broadcast Group, LLC News/Talk WJTQ 100.7 FM Pensacola Cumulus Licensing LLC Classic hits WJUF 90.1 FM Inverness Board of Trustees, University of Florida News/Talk WJUP-LP 103.9 FM Jupiter Jupiter Community Radio, Inc. Adult standards WJVE-LP 97.1 FM Debary Ministerio R.M., Inc. Spanish Religious WJWY-LP 92.3 FM Wauchula Wauchula Educational Broadcasting Corporation Religious (Radio 74 Internationale) WJXL 1010 AM Jacksonville Beach Seven Bridges Radio, LLC Sports (VSiN) WJXL-FM 92.5 FM Jacksonville Beach River City Broadcasting, LLC Sports (ISN) WJXO 1580 AM Chattahoochee Mount Vernon Broadcasting LLC WJXR 92.1 FM Macclenny Norsan WJXR, LLC Spanish Tropical WJYO 91.5 FM Fort Myers Airwaves For Jesus, Inc. Christian WJZK-LP 97.3 FM Ft. Walton Beach Thunderbolt Broadcasting Company Smooth jazz WJZS 106.1 FM Live Oak Southern Communications, LLC Contemporary Christian WKAT 1450 AM Miami [4] Radio Piment Zouk, Inc. Spanish WKDW-LP 97.5 FM North Port Community Broadband Radio Association, Inc. Variety WKES 91.1 FM Lakeland The Moody Bible Institute of Chicago Contemporary Christian WKEY-FM 93.7 FM Key West Radio One Key West, LLC Yacht rock WKEZ-FM 96.9 FM Tavernier Magnum Broadcasting, Inc. Conservative talk WKFA 89.3 FM St. Catherine Florida Public Radio, Inc. Christian talk WKFL 1170 AM Bushnell Walco Enterprises, LLC Classic country WKGC-FM 90.7 FM Panama City Gulf Coast Community College Classical WKGR 98.7 FM Fort Pierce/Wellington iHM Licenses, LLC Classic rock WKIQ 1240 AM Eustis Unity Broadcasting LLC Talk WKIS 99.9 FM Boca Raton Audacy License, LLC Country WKLG 102.1 FM Rock Harbor WKLG, Inc. Adult contemporary WKNK 103.5 FM Callaway RoRo Investments, LLC Country WKOT-LP 102.1 FM Winauma New Beginning Baptist Temple Religious Teaching WKPX 88.5 FM Sunrise School Board of Broward County, Florida Adult album alternative WKQK 1300 AM Cocoa Beach 321 Corporation News/Talk WKRO-FM 93.1 FM Port Orange Southern Stone Communications of Florida, LLC Country WKSL 97.9 FM Neptune Beach iHM Licenses, LLC Top 40 (CHR) WKSM 99.5 FM Fort Walton Beach Cumulus Licensing LLC Mainstream rock WKTK 98.5 FM Crystal River Audacy License, LLC Adult contemporary WKTO 88.9 FM Edgewater Mims Community Radio, Inc. Contemporary Christian WKTZ 1220 AM Jacksonville American Family Association Religious Teaching (AFR) WKVH 91.9 FM Monticello Educational Media Foundation Contemporary Christian (K-Love) WKWF 1600 AM Key West Spottswood Partners II, Ltd. Classic jazz standards WKWJ 91.9 FM Key West Christian Radio Fellowship, Inc. Contemporary Christian WKWM 91.5 FM Marathon The School Board of Miami – Dade County, Florida Public radio WKWR 89.9 FM Key West Educational Media Foundation Contemporary Christian (K-Love) WKYZ 101.7 FM Key Colony Beach Keys Media Company, Inc. Classic rock WKZM 104.3 FM Sarasota The Moody Bible Institute of Chicago Religious WLAA 1600 AM Winter Garden Unity Broadcasting LLC Regional Mexican WLAZ 89.1 FM Kissimmee Caguas Educational TV, Inc. Spanish Contemporary Christian WLBE 790 AM Leesburg-Eustis Q-Broadcasting Corporation Full service/Classic country WLCC 760 AM Brandon Salem Communications Holding Corporation Catholic WLDI 95.5 FM Fort Pierce iHM Licenses, LLC Top 40 (CHR) WLFE 90.9 FM Cutler Bay Hope Media Group Contemporary Christian WLGM-LP 93.9 FM Edgewater Edgewater Alliance Church Religious WLJM-LP 95.3 FM Miami Beach Calvary Chapel of Miami Beach, Inc. Religious Teaching WLKF 1430 AM Lakeland Hall Communications, Inc. Talk WLLD 94.1 FM Lakeland Beasley Media Group Licenses, LLC Rhythmic contemporary WLLJ-LP 107.7 FM Cape Coral Radio 1077 WLLJ, Inc. Christian WLLY-FM 99.5 FM Palm Beach Gardens Glades Media Company LLP Regional Mexican WLML-FM 100.3 FM Lake Park Robinson Entertainment LLC Adult standards WLOV-FM 99.5 FM Daytona Beach Shores Southern Broadcasting of Pensacola, Inc. Classic hits WLPM-LP 95.7 FM Christmas Orange Blossom Community Media Association Religious WLQH 940 AM Chiefland Suncoast Radio, Inc. Classic country WLQY 1320 AM Hollywood Entravision Holdings, LLC Ethnic WLRN-FM 91.3 FM Miami [3] The School Board of Miami-Dade County, Florida Public radio WLRQ-FM 99.3 FM Cocoa iHM Licenses, LLC Adult contemporary WLSF 88.3 FM Starke Educational Media Foundation Contemporary Christian (K-Love) WLSL-LP 92.7 FM Saint Leo Saint Leo University Incorporated Variety WLSS 930 AM Sarasota Caron Broadcasting, Inc. Talk WLTG 1430 AM Upper Grand Lagoon Hour Group Broadcasting, Inc. Spanish Christian WLVF-FM 90.3 FM Haines City Landmark Baptist Church, Inc. Southern gospel WLVJ 1020 AM Boynton Beach Actualidad Licensee 1020AM, LLC Caribbean WLYF 101.5 FM Miami [3] Audacy License, LLC Adult contemporary WLZR 1560 AM Melbourne Cumulus Licensing LLC Sports (ISN) WMAF 1230 AM Madison Dockins Communications, Inc. Silent WMBM 1490 AM Miami Beach New Birth Broadcasting Corp. Inc. Urban gospel WMBT-LP 90.1 FM Gainesville Come Together Productions, Inc. Urban WMBX 102.3 FM Jensen Beach WPB FCC License Sub, LLC Rhythmic contemporary WMCW-LP 97.7 FM Astor Astor Community Radio, Inc. Variety WMEN 640 AM Royal Palm Beach WPB FCC License Sub, LLC Sports (FSR) WMEZ 94.1 FM Pensacola Cumulus Licensing LLC Rhythmic contemporary WMFE-FM 90.7 FM Orlando Community Communications, Inc. Public radio WMFJ 1450 AM Daytona Beach Cornerstone Broadcasting Corporation Christian Talk WMFL 88.5 FM Florida City Call Communications Unknown WMFM 107.9 FM Key West South Broadcasting System, Inc. Spanish hits WMFQ 92.9 FM Ocala JVC Mergeco, LLC Top 40 (CHR) WMFV 89.5 FM Cedar Creek Community Communications, Inc. News/Talk WMGF 107.7 FM Mount Dora iHM Licenses, LLC Adult contemporary WMGG 1470 AM Egypt Lake DRC Broadcasting, Inc. Spanish tropical WMIA-FM 93.9 FM Miami Beach iHM Licenses, LLC Bilingual adult contemporary WMIB 103.5 FM Fort Lauderdale iHM Licenses, LLC Urban contemporary WMIE-FM 91.5 FM Cocoa National Christian Network, Inc. Christian WMKJ 88.1 FM Tavernier Call Communications Group, Inc. Christian CHR WMKL 91.9 FM Hammocks Radio Maria, Inc. Christian CHR WMKO 91.7 FM Marco Board of Trustees, Florida Gulf Coast University Public radio WMLO-LP 97.1 FM Live Oak Melody Christian Radio, Inc. Religious WMLV 89.7 FM Miami [3] Educational Media Foundation Contemporary Christian (K-Love) WMMB 1240 AM Melbourne iHM Licenses, LLC News/Talk WMMO 98.9 FM Orlando Cox Radio, LLC Classic hits WMMV 1350 AM Cocoa iHM Licenses, LLC News/Talk WMNF 88.5 FM Tampa Nathan B. Stubblefield Foundation Community radio WMOF-LP 98.7 FM Live Oak Charles F. Martin Ministry, Inc. Urban gospel WMOP 900 AM Ocala Urban One Broadcasting Network, LLC Sports (FSR) WMQV-LP 102.3 FM Kissimmee Iglesia Cristiana Renuevo Inc. Spanish Religious WMSF-LP 97.1 FM Mayo Doonie and Deb Chevy, God's Miracle Chariot, Inc. Urban Gospel WMTB-LP 96.7 FM St. Petersburg 96.7 FM RadioStPete, Inc. Variety WMTX 100.7 FM Tampa iHM Licenses, LLC Adult contemporary WMXJ 102.7 FM Pompano Beach Audacy License, LLC Classic hits WMXR-LP 92.7 FM Miami Vibe Community Radio, Inc. R&B/Hip-Hop WMYE 91.9 FM Fort Myers Call Communications Group, Inc. Christian CHR WMYM 990 AM Kendall [4] Hispanos Communications LLC Spanish Christian WMYR 1410 AM Fort Myers Relevant Radio, Inc. Country WMYZ 88.7 FM The Villages Central Florida Educational Foundation, Inc Contemporary Christian WNCV 93.3 FM Shalimar Cumulus Licensing LLC Adult contemporary WNDB 1150 AM Daytona Beach Black Crow Radio, LLC, Debtor-in-Possession News/Talk/Sports (FSR) WNDD 92.5 FM Alachua Saga South Communications, LLC Classic rock WNDO 1520 AM Apopka Orlando Radio Marketing, Inc. Haitian Creole WNEE-LP 107.5 FM Tallahassee Tallahassee Public Radio Inc. Christian WNFB 94.3 FM Lake City Newman Media, Inc. Classic hits WNGK-LP 102.1 FM Fort Lauderdale American Network Media Inc Variety WNKQ-LP 93.7 FM Kissimmee KQ Media Group Tropical WNMA 1210 AM Miami Springs Multicultural Radio Broadcasting Licensee, LLC Spanish and English classic hits WNNR 970 AM Jacksonville Norsan Consulting And Management, Inc. Spanish talk WNRP 1620 AM Gulf Breeze ADX Communications of Escambia Classic country WNSS 89.3 FM Palm Coast Houston Christian Broadcasters, Inc. Religious WNTF 1580 AM Bithlo Unity Broadcasting LLC Spanish WNUE-FM 98.1 FM Titusville Radio Training Network, Inc. Contemporary Christian WNVY 1090 AM Cantonment Pensacola Radio Corporation Christian WNZF 1550 AM Bunnell Flagler County Broadcasting, LLC News/Talk WOCA 1370 AM Ocala Generations Broadcasting Corporation News/Talk WOCL 105.9 FM DeLand Audacy License, LLC Classic hits WOEX 96.5 FM Orlando Cox Radio, LLC Spanish contemporary WOGJ-LP 99.9 FM Orlando Haitian Relief Radio and Community Services, Inc. Haitian WOGK 93.7 FM Ocala Saga South Communications, LLC Country WOIB-LP 101.9 FM Oakland Park The Omega Church International Ministry Religious Teaching WOIR 1430 AM Homestead ERJ Media LLC Spanish WOKB 1680 AM Winter Garden Unity Broadcasting LLC Gospel WOKC 1570 AM Okeechobee Glades Media Company LLC Country WOKE-LP 94.9 FM Fort Myers Radio Free Fort Myers, Inc. Variety WOKV 690 AM Jacksonville Cox Radio, LLC Sports (ESPN) WOKV-FM 104.5 FM Atlantic Beach Cox Radio, LLC News/Talk WOLL 105.5 FM Hobe Sound iHM Licenses, LLC Adult contemporary WOLR 91.3 FM Lake City Faith Radio Network, Inc. Contemporary Christian WOLZ 95.3 FM Fort Myers iHM Licenses, LLC Classic hits WOMX-FM 105.1 FM Orlando Audacy License, LLC Hot adult contemporary WONN 1230 AM Lakeland Hall Communications, Inc. Sports (FSR) WONQ 1030 AM Oviedo Florida Broadcasters Spanish WOPC-LP 102.1 FM Bradenton Providence Presbyterian Church, OPC, Inc. Religious Teaching WORL 950 AM Orlando Caron Broadcasting, Inc. Conservative talk WOSN 97.1 FM Indian River Shores Vero Beach Broadcasters, LLC Soft adult contemporary WOTS 1220 AM Kissimmee J & V Communications, Inc. Spanish WOYS 106.5 FM Carrabelle East Bay Broadcasting, Inc. Classic rock/Blues/Beach music WPAP 92.5 FM Panama City iHM Licenses, LLC Country WPBB 98.7 FM Holmes Beach Beasley Media Group Licenses, LLC Classic rock WPBE-LP 98.3 FM West Palm Beach Centro de Vida Inc Spanish religious WPBR 1340 AM Lantana Palm Beach Radio Group LLC Talk WPBV-LP 98.3 FM Palm Beach Coastal Frequencies Inc. Catholic WPBW-LP 102.1 FM St. Petersburg Peace Be With You Media, Inc. Catholic WPCF 1290 AM Panama City Beach Faith Radio Network, Inc. Silent WPCS 89.5 FM Pensacola Pensacola Christian College, Inc. Christian WPCV 97.5 FM Winter Haven Hall Communications, Inc. Country WPFL 105.1 FM Century Tri-County Broadcasting, Inc. Classic country WPFM 107.9 FM Panama City Educational Media Foundation Contemporary Christian (K-Love) WPGS 840 AM Mims WPGS, Inc. Talk WPGT 90.1 FM Lake City Grace Church of Lake City Inc. Religious WPHC-LP 107.9 FM Spring Hill Nature Coast Community Radio Variety WPHK 102.7 FM Blountstown La Promesa Foundation Catholic WPHR-FM 94.7 FM Gifford R&S Radio LLC Country WPHX-LP 101.9 FM Ruskin Firehouse Cultural Center Inc. Variety WPIK 102.5 FM Summerland Key Magnum Broadcasting, Inc. Conservative talk WPIO 89.3 FM Titusville Florida Public Radio, Inc. Christian WPJM-LP 101.1 FM Palatka Minority Educational Broadcasting, Inc. Religious Teaching WPKA-LP 99.9 FM Apopka VJIL Inc. Regional Mexican WPLA 107.3 FM Green Cove Springs iHM Licenses, LLC Active rock WPLK 800 AM Palatka Natkim Radio, LLC Soft oldies WPLL 106.9 FM Cross City Marc Radio Gainesville, LLC Classic country WPLV 95.7 FM Navarre Educational Media Foundation Contemporary Christian (K-Love) WPNN 790 AM Pensacola Miracle Radio, Inc. News/Talk WPNS 1140 AM Destin Andala Enterprises, Inc. Silent WPOM 1600 AM Riviera Beach Caribbean Media Group, Inc. Ethnic WPOW 96.5 FM Miami [3] Audacy License, LLC Classic hip hop WPOZ 88.3 FM Orlando Central Florida Educational Foundation, Inc. Contemporary Christian WPRD 1440 AM Winter Park J & V Communications, Inc. Spanish WPRK 91.5 FM Winter Park Rollins College College WPRY 1400 AM Perry Dockins Communications, Inc. Silent WPRY-FM 92.1 FM Perry Dockins Communications, Inc. Classic rock WPSF 91.5 FM Clewiston Call Communications Group, Inc. Christian CHR WPSI-LP 98.7 FM Miami [3] Radio Voz Mundial Inc Haitian WPSL 1590 AM Port St. Lucie Port St. Lucie Broadcasters, Inc. Talk WPSM 91.1 FM Fort Walton Beach Destiny Worship Center Inc. Contemporary worship music WPSO 1500 AM New Port Richey Akma Broadcast Network, Inc. Ethnic/Greek WPSP 1190 AM Royal Palm Beach George M. Arroyo Spanish WPYO 95.3 FM Maitland WPYO Licensing, Inc. Spanish Top 40 (CHR) WPZM-LP 107.5 FM Gainesville Community Praise Center Black gospel WQAM 560 AM Miami [4] Audacy License, LLC Sports (ISN/BetQL) WQBA 1140 AM Miami [4] Latino Media Group, LLC Spanish talk/sports WQBN 1300 AM Temple Terrace Crisbeto Enterprises Corp. Spanish WQBQ 1410 AM Leesburg Floyd Media Radio, Inc. News/Talk WQCP 91.1 FM Fort Pierce Indian River State College Urban adult contemporary WQCS 88.9 FM Fort Pierce Indian River State College NPR News/Talk WQFB-LP 97.3 FM Flagler Beach Save the Surf, Inc. Classic hits/Variety WQHL 1250 AM Live Oak RTG Radio, LLC, Debtor-in-Possession Classic hits WQHL-FM 98.1 FM Live Oak RTG Radio, LLC, Debtor-in-Possession Country WQIK-FM 99.1 FM Jacksonville iHM Licenses, LLC Country WQJS 88.5 FM Clewiston Indian River State College Classical WQLC 102.1 FM Watertown Dockins Broadcast Group, LLC Country WQNB-LP 100.3 FM Miami Beware Inc. Urban WQOL 103.7 FM Vero Beach iHM Licenses, LLC Classic hits WQOP 1460 AM Jacksonville Relevant Radio, Inc. Catholic WQOS 1080 AM Coral Gables Relevant Radio, Inc. Catholic WQPN-LP 94.3 FM Miami Multimedia America Inc Rap/Hip-Hop WQTA-LP 106.9 FM Tampa North Tampa Community Radio Adult contemporary/Adult album alternative/College WQTL 106.1 FM Tallahassee ARG of Tallahassee LLC Rhythmic Hot AC WQVN 1360 AM North Miami Radio Piment Bouk Haitian WQXM 1460 AM Bartow DRC Broadcasting, Inc. Classic country WQXY-LP 99.7 FM Fort Myers Premiere International Cares, Inc. Easy listening WQYK-FM 99.5 FM St. Petersburg Beasley Media Group Licenses, LLC Country WRAZ-FM 106.3 FM Leisure City South Broadcasting System, Inc. Salsa music WRBA 95.9 FM Springfield RoRo Investments, LLC Classic rock WRBD 1230 AM Gainesville Urban One Broadcasting Network, LLC Urban contemporary WRBQ-FM 104.7 FM Tampa Beasley Media Group Licenses, LLC Classic hits WRDJ-LP 93.5 FM Merritt Island Calvary Chapel of Merritt Island, Inc. Religious WRGE-LP 97.9 FM Ocala Life Legacy Ocala, Inc. Christian WRGP 88.1 FM Homestead Florida International University Board of Trustees Variety WRGV 107.3 FM Pensacola iHM Licenses, LLC Urban contemporary WRHC 1550 AM Coral Gables Hispanic Communications, LLC Spanish talk WRIZ-LP 101.1 FM Boca Raton All Media Services of America Inc Rap/Hip-Hop WRLE-LP 94.9 FM Dunnellon Power Ministries Urban contemporary WRLX 94.3 FM Riviera Beach iHM Licenses, LLC Spanish adult contemporary WRLZ 1160 AM St. Cloud Radio Luz, Inc. Spanish Christian WRMA 95.7 FM North Miami Beach WXDJ Licensing, Inc. Cubatón WRMB 89.3 FM Boynton Beach The Moody Bible Institute of Chicago Religious WRMF 97.9 FM Palm Beach WPB FCC License Sub, LLC Hot AC WRNE 980 AM Gulf Breeze Media One Communications, Inc. Urban contemporary WROD 1340 AM Daytona Beach Miracle Media Group, LLC Active rock WROK-FM 95.9 FM Sebastian Cumulus Licensing LLC Classic rock WROS 1050 AM Jacksonville WROS, The Rose of Jacksonville, LLC Religious WRPE-LP 98.5 FM Jacksonville Amor y Misericordia la Estacion Spanish religious WRRJ 89.7 FM Cocoa Beach Black Media Works, Inc. Reggae/Island music WRRQ-LP 96.9 FM Cocoa Living Free in Christ Church, Inc. Religious Teaching WRRX 106.1 FM Gulf Breeze Cumulus Licensing LLC Urban contemporary WRSO 810 AM Orlovista Star Over Orlando, Inc. Sports (FSR) WRTO-FM 98.3 FM Goulds Univision Radio Illinois, Inc. Spanish Tropical WRUB 95.7 FM Clearwater iHM Licenses, LLC Spanish hits WRUF 850 AM Gainesville University of Florida Sports (ESPN) WRUF-FM 103.7 FM Gainesville The University of Florida Country WRUM 100.3 FM Orlando iHM Licenses, LLC Spanish Tropical WRWS-LP 99.1 FM Daytona Beach Bethune-Cookman College, Inc. Urban WRXK-FM 96.1 FM Bonita Springs Beasley Media Group, LLC Mainstream rock WRXW-LP 92.7 FM Winter Park 92.7 FM WRXW Inc Soft adult contemporary WRZN 720 AM Hernando Marc Radio Gainesville, LLC Talk WSBB 1230 AM New Smyrna Beach Diegel Communications, LLC Adult standards WSBH 98.5 FM Satellite Beach MARC Radio Orlando, LLC Oldies WSBZ 106.3 FM Miramar Beach Carter Broadcasting, Inc. Smooth jazz WSCF-FM 91.9 FM Vero Beach Treasure Coast Educational Media, Inc. Contemporary Christian WSCQ-LP 96.3 FM Sun City Center Sun City Center Radio, Inc. Classic hits WSDO 1400 AM Sanford J & V Communications, Inc. Spanish WSDV 1450 AM Sarasota iHM Licenses, LLC Hot adult contemporary WSDX-LP 101.9 FM Brandon Brandon Community Broadcasting Inc Christian WSEB 91.3 FM Englewood Suncoast Educational Broadcasting Corp. Christian WSEU-LP 93.7 FM Lakeland Southeastern University, Inc. Contemporary Christian WSFS 104.3 FM Miramar Audacy License, LLC Alternative rock WSGD-LP 95.7 FM Lehigh Acres Sumarrase, Inc. R&B/Reggae WSGL 104.7 FM Naples Renda Broadcasting Corporation of Nevada Hot adult contemporary WSIR 1490 AM Winter Haven Walco Enterprises LLC Spanish WSKR-LP 95.5 FM Jacksonville University of North Florida Board of Trustees Variety WSKY-FM 97.3 FM Micanopy Audacy License, LLC News/Talk WSLR-LP 96.5 FM Sarasota New College Student Alliance Talk WSMR 89.1 FM Sarasota University of South Florida Board of Trustees Classical WSOL-FM 101.5 FM Yulee iHM Licenses, LLC Urban adult contemporary WSOR 90.9 FM Naples The Moody Bible Institute of Chicago Contemporary Christian WSOS 1170 AM St. Augustine Beach WSOS Radio LLC Classic hits WSOS-FM 94.1 FM Fruit Cove Chesapeake-Portsmouth Broadcasting Corporation Classic country WSQF-LP 94.5 FM Key Biscayne Square Foot Community Radio Corp. Variety WSRF 1580 AM Fort Lauderdale Niche Radio, Inc. Caribbean WSRQ 1220 AM Sarasota Lake Erie College of Osteopathic Medicine, Inc. Oldies WSRQ-FM 106.9 FM Zolfo Springs Lake Erie College of Osteopathic Medicine, Inc. Oldies WSRZ-FM 107.9 FM Coral Cove iHM Licenses, LLC Classic hits WSSJ-LP 92.3 FM White Springs White Springs Public Radio, Inc. Variety WSTU 1450 AM Stuart Treasure Coast Broadcasters, Inc. News/Talk WSUA 1260 AM Miami [4] WSUA Broadcasting Corporation Spanish WSUN 97.1 FM Holiday WSUN Licensing, Inc. Spanish Tropical WSVB-LP 95.1 FM Chiefland Trinity Baptist Church Religious WSVJ-LP 93.7 FM Titusville Greater Blessed Assurance Apostolic Temple, Inc. Religious Teaching WSVU 960 AM North Palm Beach United Group Elite Agency Investment LLC Haitian Creole WSWN 900 AM Belle Glade Sugar Broadcasting, Inc. Talk WTAL 1450 AM Tallahassee Live Communications, Inc. News/Talk WTAN 1340 AM Clearwater Radio World Inc. Talk WTBH 91.5 FM Chiefland Long Pond Baptist Church Religious WTBN 570 AM Pinellas Park Caron Broadcasting, Inc. Religious WTBV 101.5 FM St. Petersburg Cox Radio, LLC Urban adult contemporary WTEC-LP 101.1 FM Sarasota School District of Manatee County, FL Spanish WTGF 90.5 FM Milton Faith Bible College, Inc. Southern gospel WTID 101.7 FM Graceville Radio Training Network, Inc. Contemporary Christian WTIR 91.9 FM Brighton Reservation Seminole Tribe of Florida Classic country WTIS 1110 AM Tampa Q-Broadcasting Corporation, Inc. Religious WTJT 90.1 FM Baker Florala Radio Group Christian WTJV 1490 AM DeLand J & V Communications, Inc. Adult standards WTKE 1490 AM Milton T O V Group Inc. Sports (FSR) WTKE-FM 100.3 FM Niceville Omni Broadcasting, LLC Classic rock WTKS-FM 104.1 FM Cocoa Beach iHM Licenses, LLC Talk WTKX-FM 101.5 FM Pensacola iHM Licenses, LLC Active rock WTLN 990 AM Orlando Caron Broadcasting, Inc. Christian talk WTLQ-FM 97.7 FM Punta Rassa Fort Myers Broadcasting Company Spanish CHR WTLY 1270 AM Tallahassee iHM Licenses, LLC Sports (FSR) WTMG 101.3 FM Williston Marc Radio Gainesville, LLC Rhythmic contemporary WTMN 1430 AM Gainesville Marc Radio Gainesville, LLC Gospel WTMP 1150 AM Egypt Lake NIA Broadcasting, Inc. Spanish Tropical WTMP-FM 96.1 FM Dade City NIA Broadcasting, Inc. Regional Mexican WTMS-LP 105.5 FM Kissimmee Tvmision Corporation Spanish religious WTMY 1280 AM Sarasota Solmart Media, LLC Regional Mexican WTNT-FM 94.9 FM Tallahassee iHM Licenses, LLC Country WTOT 980 AM Marianna MFR, Inc. Oldies WTPA 980 AM Pompano Beach HMDF, LLC Haitian Creole WTRJ-FM 91.7 FM Orange Park Delmarva Educational Association Contemporary Christian WTSM 97.9 FM Woodville Radio Training Network, Inc. Contemporary Christian WTTB 1490 AM Vero Beach Vero Beach Broadcasters, LLC News/Talk WTWB 1570 AM Auburndale La Raza Media Group, LLC Talk WTWD 910 AM Plant City Salem Communications Holding Corporation Religious WTYG 91.5 FM Sparr Central Baptist Church of Ocala Inc. Religious WTYS 1340 AM Marianna James L. Adams, Jr. Country WTYS-FM 94.1 FM Marianna James L. Adams, Jr. Gospel WTYX-LP 97.1 FM Titusville Pathway Public Radio, Inc. Religious Teaching WTZB 105.9 FM Englewood iHM Licenses, LLC Mainstream rock WUAF-LP 107.9 FM Lake City Angel Ministries of Lake City Inc. Gospel WUBA 88.1 FM High Springs Neighborhoods United for a Better Alachua, Inc. Variety WUBP-LP 100.1 FM St. Petersburg All African People's Development and Empowerment Project Variety WUCF-FM 89.9 FM Orlando University of Central Florida Jazz WUCR-LP 107.9 FM Lake Butler Synewave Communications, Inc Variety WUFQ 88.5 FM Cross City University of Florida Board of Trustees Contemporary Christian WUFR-LP 102.7 FM Umatilla Communication Arts Center, Inc. Classic country WUFT-FM 89.1 FM Gainesville Board of Trustees, University of Florida Public radio (NPR) WUGR-LP 103.1 FM Miaramar Miami Multi-Media Association Corp Variety WUJC 91.1 FM St. Marks CSN International Religious (CSN International) WUJM-LP 99.1 FM St. Petersburg Caribbean Festival Association (Carifesta), Inc. Reggae WULB-LP 96.3 FM Long Boat Key M & M Community Development Inc., Longboat Key Branch Classic hits WUNA 1480 AM Ocoee J & V Communications Inc. Spanish WUOH-LP 100.7 FM Orlando Voz Latina Broadcasting Inc. Spanish adult contemporary WURK-LP 96.3 FM Tampa Rainbow Heights Neighborhood Association and Crime Watch, Inc R&B/Variety WURN 1040 AM Miami[4] Actualidad 1040AM Licensee, LLC Spanish News/Talk WURN-FM 107.1 FM Key Largo Actualidad Key Largo FM Licensee, LLC Spanish CHR WUSF 89.7 FM Tampa University of South Florida News/Jazz WUUB 106.3 FM Jupiter Good Karma Broadcasting, LLC Sports (ESPN) WUWF 88.1 FM Pensacola The University of West Florida Variety WVDV-LP 104.9 FM Sebring Highlands County Community Broadcasting, Inc. Spanish WVET-LP 92.1 FM Fort McCoy Eureka Community Education Services, Inc. Oldies WVFP-LP 94.7 FM Gainesville Faith Presbyterian Church of Gainesville, Inc. Religious WVFS 89.7 FM Tallahassee Florida State University Alternative WVFT 93.3 FM Gretna Magic Broadcasting II, LLC Talk WVGK-LP 94.5 FM Miami [3] Llamados Para Triunfar Inc Spanish Religious WVGT-LP 97.1 FM Mount Dora Seminole County Community Broadcasters, Inc. Oldies WVIJ 91.7 FM Port Charlotte Lake Erie College of Osteopathic Medicine, Inc. Contemporary Christian WVLG 640 AM Wildwood Villages Communications, Inc. Classic hits WVLQ 101.9 FM Port St. Joe Gold Standard Broadcasting Inc Religious WVOI 91.5 FM Everglades City Newland Broadcasters Incorporated WVOJ 1570 AM Fernandina Beach Norsan Consulting And Management, Inc. Regional Mexican WVRO-LP 105.3 FM Vero Beach Flowing Streams Church Contemporary Christian WVTJ 610 AM Pensacola Pensacola Radio Corporation Gospel WVUM 90.5 FM Coral Gables WVUM, Inc. Variety WVVD-LP 99.1 FM Seffner Iglesia Cristiana La Nueva Jerusalem Inc. Spanish/Catholic WVVF-LP 100.1 FM Town N' Country Hispanic Arts of Tampa Spanish WVVO 1140 AM Orlando Florida Broadcasters Spanish urban WVXE-LP 95.5 FM Orange Park Calvary Chapel of Orange Park, Inc. Religious Teaching WVYB 103.3 FM Holly Hill Black Crow Media, LLC, Debtor-in-Possession Top 40 (CHR) WWAB 1330 AM Lakeland Walco Enterprises, LLC Urban contemporary WWAV 102.1 FM Santa Rosa Beach JVC Mergeco, LLC Adult hits WWBA 820 AM Largo Genesis Communications of Tampa Bay, Inc. Talk/Sports (CBS) WWBC 1510 AM Cocoa Astro Enterprises, Inc. News/Talk WWBF 1130 AM Bartow Thornburg Communications, Inc. Classic hits WWCD 1070 AM Solana iHM Licenses, LLC Sports (FSR) WWCL 1440 AM Lehigh Acres Radio Vision Cristiana Management Talk WWCN 99.3 FM Fort Myers Beach Beasley Media Group, LLC Tropical WWCQ 107.9 FM Chiefland Suncoast Radio Classic rock WWDH-LP 93.3 FM Fort Myers WWDH-LPFM, Inc. Variety WWEO-LP 103.9 FM DeFuniak Springs Emanuel Communications Religious WWFE 670 AM Miami [4] Hispanos Communications, LLC Spanish talk WWFH-LP 102.1 FM Land O' Lakes Mason Dixon Christmas Wish Fund, Inc. Christian Contemporary WWFL 1340 AM Clermont Onda Mexicana Radio Group, Inc. Regional Mexican WWFR 91.7 FM Stuart Family Stations, Inc. Religious (Family Radio) WWGR 101.9 FM Fort Myers Renda Broadcasting Corporation of Nevada Country WWID-LP 96.1 FM Orlando La Mision, Inc. Spanish Contemporary Christian WWJB 1450 AM Brooksville Hernando Broadcasting Company, Inc. Country WWJJ 91.7 FM Jasper Florida Educational Radio, Inc. Oldies WWKA 92.3 FM Orlando Cox Radio, LLC Country WWLL 105.7 FM Sebring Cohan Radio Group, Inc. Adult contemporary WWLY 100.1 FM Panama City Beach Magic Broadcasting II, LLC Classic country WWMA-LP 107.9 FM Avon Park Highlands County Chapter of Asi, Inc. Religious WWMI 1380 AM St. Petersburg Relevant Radio, Inc. Catholic WWNN 1470 AM Pompano Beach Vic Canales Media Group, LLC Talk/Oldies WWOF 103.1 FM Tallahassee ARG of Tallahassee LLC Country WWOJ 99.1 FM Avon Park Cohan Radio Group, Inc. Country WWPP-LP 97.7 FM Homestead We Count Variety WWPR 1490 AM Bradenton Vidify Media, Inc. Talk WWRF 1380 AM Lake Worth Radio Fiesta, Inc. Spanish WWRG-LP 99.7 FM Lake Mary Youth Broadcasting in Radio Soft AC/Adult standards WWRM 94.9 FM Tampa Cox Radio, LLC Adult contemporary WWRZ 98.3 FM Fort Meade Hall Communications, Inc. Adult hits WWSH-LP 97.7 FM Vero Beach Calvary Chapel of Vero Beach, Inc. Religious Teaching WWTK 730 AM Lake Placid Cohan Radio Group, Inc. News/Talk WWUS 104.1 FM Big Pine Key Florida Keys Media, LLC Classic hits WWWK 105.5 FM Islamorada Universal Broadcasting Network LLC Spanish/Oldies WWWO-LP 96.9 FM Miami [3] Power One Ministries, Inc. Spanish Contemporary Christian WWZT-LP 105.1 FM Tampa Latino Heritage Organization, Inc. Contemporary Christian WXBM-FM 102.7 FM Milton Cumulus Licensing LLC Country WXBN 880 AM Sweetwater iHM Licenses, LLC Black-oriented news WXCV 95.3 FM Homosassa Springs WGUL-FM, Inc. Top 40 (CHR) WXCZ 103.3 FM Cedar Key WGUL-FM, Inc. Country WXDJ 106.7 FM Fort Lauderdale WRMA Licensing, Inc. Spanish Tropical WXEI-LP 95.3 FM Crestview X-Static Enterprises Inc. Talk WXGL 107.3 FM St. Petersburg Cox Radio, LLC Classic hits WXHT 102.7 FM Madison RTG Radio, LLC, Debtor-in-Possession Top 40 (CHR) WXJB 99.9 FM Homosassa George S. Flinn, Jr. Talk WXJZ 100.9 FM Gainesville Marc Radio Gainesville, LLC Classic hits WXKB 103.9 FM Cape Coral Beasley Media Group, LLC Top 40 (CHR) WXKW 104.9 FM Key West Sunny Days Radio, LLC Adult hits WXOF 96.7 FM Yankeetown WGUL-FM, Inc Classic hits WXRA 99.3 FM Inglis Educational Media Foundation Worship music (Air 1) WXSR 101.5 FM Quincy iHM Licenses, LLC Mainstream rock WXTB 97.9 FM Clearwater iHM Licenses, LLC Active rock WXTY 99.9 FM Lafayette ARG of Tallahassee LLC Adult hits WXUS 102.3 FM Dunnellon JVC Mergeco, LLC Country WXXL 106.7 FM Tavares iHM Licenses, LLC Top 40 (CHR) WXYB 1520 AM Indian Rocks Beach Asa Broadcasting, Inc Ethnic/Greek & Spanish WXZC 104.3 FM Inglis WGUL-FM, Inc. Country WYBP 90.3 FM Fort Lauderdale Bible Broadcasting Network, Inc. Conservative religious (Bible Broadcasting Network) WYBT 1000 AM Blountstown La Promesa Foundation Oldies WYBW 88.7 FM Key Colony Beach Bible Broadcasting Network, Inc. Conservative religious (Bible Broadcasting Network) WYBX 88.3 FM Key West Bible Broadcasting Network, Inc. Conservative religious (Bible Broadcasting Network) WYCT 98.7 FM Pensacola Mary Elizabeth Hoxeng Revocable Trust Country WYDD-LP 107.5 FM Youngstown Bear Creek Feline Center, Inc. Country/Rock WYFB 90.5 FM Gainesville Bible Broadcasting Network, Inc. Conservative religious (Bible Broadcasting Network) WYFE 88.9 FM Tarpon Springs Bible Broadcasting Network, Inc. Conservative religious (Bible Broadcasting Network) WYFO 91.9 FM Lakeland Bible Broadcasting Network, Inc. Conservative religious (Bible Broadcasting Network) WYFZ 91.3 FM Belleview Bible Broadcasting Network, Inc. Conservative religious (Bible Broadcasting Network) WYGC 104.9 FM High Springs JVC Mergeco, LLC Hot talk WYGM 740 AM Orlando iHM Licenses, LLC Sports (FSR/ESPN) WYHJ-LP 107.9 FM Gulf Breeze Calvary Chapel Gulf Breeze d/b/a Coastline Calvary Chapel Christian WYJC 90.3 FM Greenville CSN International Christian rock (Effect Radio) WYKB 105.3 FM Fernandina Beach Norman Media, LLC Spanish rhythmic WYKS 105.3 FM Gainesville Gillen Broadcasting Corporation Top 40 (CHR) WYMM 1530 AM Jacksonville AVM Broadcasting LLC Haitian WYND 1310 AM DeLand Proclaim Media Group LLC Christian WYND-FM 95.5 FM Silver Springs Saga South Communications, LLC Classic rock WYOO 101.1 FM Springfield Magic Broadcasting II, LLC Talk WYPW-LP 90.1 FM Brandon New Media Humanity Association, Inc. Top 40 (CHR) WYUN-LP 104.7 FM Coconut Creek Uno Mision, Inc. Spanish religious WYUU 92.5 FM Safety Harbor Beasley Media Group Licenses, LLC Rhythmic Latin WYYX 97.7 FM Bonifay Magic Broadcasting II, LLC Active rock WYZB 105.5 FM Mary Esther Cumulus Licensing LLC Country WZAY-LP 92.9 FM Rockledge Rockledge Church of Christ Religious Teaching WZAZ 1400 AM Jacksonville Titus Harvest Dome Spectrum Church, Inc. Gospel WZCC 1240 AM Cross City Suncoast Radio, Inc. Classic country WZDF-LP 103.3 FM Merritt Island East Coast Christian Center Inc. Religious Teaching WZEP 1460 AM DeFuniak Springs Fleetwood Communications, Inc. Variety WZEU-LP 102.9 FM Weeki Wachee Weeki Wachee Community Radio Inc Hot Adult Contemporary WZFL 93.5 FM Islamorada Zoo Communications, LLC Dance WZFR 104.5 FM Eastpoint Faith Radio Network, Inc. Religious WZHR 1400 AM Zephyrhills Walco Enterprises, Inc. Talk WZIG-LP 104.1 FM Palm Harbor Palm Harbor Radio Inc. Extreme variety [6] WZJZ 100.1 FM Port Charlotte iHM Licenses, LLC Latin pop/Adult contemporary WZKO 1350 AM Fort Myers Genesis Multimedia Group, LLC Religious WZLB 103.1 FM Valparaiso JVC Mergeco, LLC Talk WZNS 96.5 FM Fort Walton Beach Cumulus Licensing LLC Top 40 (CHR) WZNZ 1600 AM Atlantic Beach Relevant Radio, Inc. Catholic WZOP-LP 92.7 FM Fort Lauderdale Hollywood Brothers Helping Others, Inc. Caribbean WZPH-LP 96.7 FM Dade City Pasco County Educational Corporation Contemporary Christian WZPP-LP 96.1 FM Hollywood Broward Jewish Alliance, Inc. Caribbean WZQR-LP 100.7 FM Bokeelia Pine Island Community Radio Corporation Classic country [7] WZRE-LP 99.3 FM Perry Big Bend Heritage Music Association, Inc. Variety WZSP 105.3 FM Nocatee Solmart Media, LLC Mexican WZTA 1370 AM Vero Beach iHM Licenses, LLC Conservative talk WZTU 94.9 FM Miami Beach iHM Licenses, LLC Spanish CHR
|
||||
3951
|
dbpedia
|
3
| 8 |
https://blog.brittanybekas.com/for-photographers/why-i-stopped-giving-my-photography-clients-a-sneak-peek-and-what-i-do-instead/
|
en
|
I Stopped Giving Wedding Photography Sneak Peeks.
|
[
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[] |
[] |
[
""
] | null |
[
"brittanybekas"
] |
2020-01-08T14:36:54+00:00
|
Are you giving your wedding couples a wedding day sneak peek? Here is why I stoppped giving sneak peeks to my couples and what I do instead.
|
en
|
https://blog.brittanybekas.com/for-photographers/why-i-stopped-giving-my-photography-clients-a-sneak-peek-and-what-i-do-instead/
| |||||||
3951
|
dbpedia
|
1
| 64 |
https://www.cbc.ca/music/concert-ticket-prices-2024-1.7087537
|
en
|
Music fans won't get a break on concert ticket prices in 2024, according to experts
|
[
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[
"https://www.youtube.com/embed/VFL762qpB_w"
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[] |
[
""
] | null |
[
"Natalie Harmsen",
"CBC Music"
] |
2024-01-19T14:19:00+00:00
|
Economists and industry executives say costs will remain high, as a result of inflation and the pandemic.
|
en
|
/a/apple-touch-icon.png
|
CBC
|
https://www.cbc.ca/music/concert-ticket-prices-2024-1.7087537
|
When the World Health Organization ended the global COVID-19 emergency nearly a year ago, 2023 became the first official post-pandemic year for concerts. With a number of artists' tours in full swing, ticket prices for shows to see Taylor Swift, Beyoncé and Drake soared, ranging from hundreds to thousands of dollars.
In August, when Swift announced Canadian dates for her Eras tour, prices for tickets in the upper bowl of Toronto's Rogers Centre ranged from $160 to $200, according to the Toronto Star. Resale prices for the stadium shows are much higher, with companies such as StubHub now selling upper bowl seats for upwards of $2,000.
For floor tickets to Beyoncé's Formation tour at the Rogers Centre in 2016, the resale price was around $330. But seven years and a pandemic later, for a floor seat in the same venue during her Renaissance tour stops, the resale cost was more than $1,000.
This year, music fans can expect similarly high pricing for shows from established artists.
Inflation, pent-up demand factor into higher costs
"Ticket prices are no exception when it comes to [the] inflation that we're seeing," said Trevin Stratton, an economic advisory leader at Deloitte Canada.
Canada's annual inflation rate came in at 3.1 per cent in November 2023, with high mortgage interest rates and rent costs being two of the major contributors. In December, it rose to 3.4 per cent. By comparison, in 2019, Canada's annual inflation rate was 1.9 per cent, and the average price of concert tickets has risen by 17.8 per cent since then, according to a 2022 Pollstar report.
"Considering the fact that households are feeling the pinch of higher interest rates, I think it's more likely that [consumers] are picking and choosing to spend on experiences at the expense of another category of spending," said RBC economist Carrie Freestone. "Canadians are very obviously still willing to spend on entertainment," she said, adding that they might "pull back" in other areas to put money aside for events such as concerts.
"Canadians have been, since lockdowns were lifted, prioritizing discretionary service sector spending and obviously events and concert tickets fall into that," she said. "And, when you see things like very expensive concert tickets all selling out immediately, you know, there's that pent-up demand."
That demand has put a "kind of upward pressure on concert prices" that has not yet subsided, Stratton said.
Trucking costs, fuel costs are up, venue costs are up. Everything is more expensive than it's ever been.- Paul Biro
"There are a lot of artists that were unable to tour during the pandemic as well, and they all wanted to start touring again at the same time," he said. "But of course, there was limited venue space, at least in large arenas and stadiums, and so that caused prices to go up as well in terms of venues [experiencing] higher demand for artists to use their spaces. And so they were able to charge higher prices because of that, too."
Paul Biro is the president and operating partner of Sakamoto Agency, a company that does booking, promotion and artist representation in Canada. He said he does not think that high-end ticket prices will drop this year because live shows generate more engagement with artists' music than any other method.
"So, the more people they can get in front of, the better, and ticket prices relate to that," he said. "I think that you're going to see the bigger artists that have the ability to sell, maximize their revenue return [because they're] still trying to make up for [their] loss during COVID."
"We can't believe how much, post-COVID, our production costs are," Biro said. "Trucking costs, fuel costs are up, venue costs are up. Everything is more expensive than it's ever been."
Aaron Goodvin, a Juno-nominated country singer on Sakamoto's roster, said that current ticket prices are reflective of a higher cost of living. Before the pandemic, a tour bus could be rented for around $1,500 a day. Now, he says, the cost is closer to $2,500, meaning ticket prices have to be higher, too. "So, then what ends up happening is we have to jack the ticket prices just to get a guarantee that there's a good enough [profit] for us to make it worthwhile."
Stratton said artists typically need to fill at least 80 per cent of a venue to break even, which means "sometimes their hands are tied in terms of how low they can actually charge for tickets."
Goodvin adds that ticket prices are also reflective of paying touring band members and crew properly. "I think the hardest part of it is, it's not just me."
Biro said that ultimately, artists set the ticket prices, and the total cost of a concert ticket can be broken down as follows: the artist (and by extension, their crew, dancers, etc.) takes a cut; the venue takes a cut; and the promoter takes a cut. For an established artist, the standard for a promoter to take is 10 per cent, which Biro said is only a small portion of the overall ticket price.
"So, really, sometimes on some of these big shows, our take-home as promoters isn't outrageously huge either," Biro adds. "And it's a lot of work to put on one show, let alone a tour of 25 or 30 dates. So I don't think that's where the money's going and I think that ticketing fees take up a lot of it."
Ticket fees and dynamic pricing also to blame
In 2019, the Canadian Competition Bureau penalized Ticketmaster, a subsidiary of Live Nation, the largest concert promoter in the world, after finding that the additional fees (including the service, order processing and delivery fees) often added more than 20 per cent — and in certain cases, more than 65 per cent — to the cost of a ticket compared to its advertised price.
In a November 2023 statement, Ticketmaster told CBC News that the company typically only keeps about five per cent of a ticket's overall value. In June of the same year, Ticketmaster announced it would be unveiling all-in pricing in the U.S., which displays all the fees upfront. The company has had all-in pricing in Canada since 2018.
The company also uses a dynamic pricing model under which ticket prices fluctuate based on demand. However, it's artists and their teams who decide if they want to use dynamic pricing for their ticket sales.
Some artists, such as Pearl Jam, Zach Bryan and the Cure, have been critical of the company's extra fees and dynamic pricing structure. Last March, the Cure's frontman, Robert Smith, called out Ticketmaster after finding out fans paid high fees on top of their original ticket price, after the band refused to use dynamic pricing and kept ticket prices as low as $20. Ticketmaster eventually refunded some of the fees.
"Overall demand for concerts and live events continues to soar," Ticketmaster told CBC Music in a statement. "While Ticketmaster does not set prices, we know that artists consistently price tickets to make them more accessible for fans — with the majority under $100 and only two per cent over $500. That's far below what scalpers are charging, as resale is commonly two times the original price."
Art and creativity should be for everybody, it shouldn't just be for those people that can see [a] show because they've got a lot of money.- Paul Biro
"In some ways, you know, people that are trying to buy tickets to go to a concert are competing with resellers to buy tickets when it comes to the initial release of tickets as well, and then those resellers are able to sell them at a higher price when it comes to dynamic pricing," Stratton said. "And that's obviously increasing demand for tickets and also changing the pricing structure for tickets as well, which is having an impact."
"At the end of the day, the artist makes a decision and artist management makes a decision: 'This is what we'll play for,'" Biro said. "And then it's presented to us as a promoter and we either do it or don't, and the reason why we don't sometimes is because we think that the asking price is so high, that the ticket price will have to be so high that the average consumer can't do it."
"Art and creativity should be for everybody," he added, "it shouldn't just be for those people that can see [a] show because they've got a lot of money."
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dbpedia
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https://www.omnipacs.com/2024/01/11/dicom-routing/
|
en
|
DICOM Routing in Healthcare through Cloud Computing: A Comprehensive Guide to Cloud PACS Enablement
|
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[] |
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[
""
] | null |
[
"Cisco Perin"
] |
2024-01-11T00:00:00
|
Discover how cloud-based DICOM routing is transforming healthcare imaging. Learn about the integration with Amazon Web Services.
|
en
|
OmniPACS - Cloud PACS for All
|
https://www.omnipacs.com/2024/01/11/dicom-routing/
|
Abstract
This article delves into the transformative impact of cloud computing on Digital Imaging and Communications in Medicine (DICOM) routing within the healthcare industry. It highlights the crucial role of cloud-based data transfer in advancing medical care, particularly in handling the extensive datasets typical in medical imaging. By offering an introduction to the fundamentals of networking and cloud computing, this article sets the stage for a deeper understanding of cloud-based DICOM routing and its potential to drive future innovations in healthcare.
Introduction
Imagine a world where medical diagnoses are swift, precise, and less burdensome for patients. This is swiftly becoming a reality as medical imaging and image post-processing undergo transformative advancements powered by AI and cloud computing. These technologies, particularly through Software as a Service (SaaS) models, are revolutionizing the acquisition and routing of Digital Imaging and Communications in Medicine (DICOM) data over the Internet. This shift heralds a new era in healthcare, enhancing efficiency, accuracy, and ultimately, patient outcomes.
Historical Perspective on Medical Imaging
The standardization of network connectivity in medical imaging modalities marks a pivotal shift in healthcare technology. Historically, the inclusion of Ethernet ports and networking capabilities in medical imaging devices began to proliferate with the adoption of the DICOM standard in the early 1990s, facilitated by efforts from organizations like the National Electrical Manufacturers Association (NEMA) and the American College of Radiology (ACR). This standardization has enabled seamless data transfer and interoperability across diverse healthcare systems.
Cloud Computing: A Basic Primer
The introduction of networking capabilities in radiological devices, particularly the inclusion of ethernet ports for DICOM routing, marks a significant milestone in medical imaging technology. This innovation facilitates the transmission of large imaging datasets across connected devices, setting the stage for the adoption of cloud computing in healthcare. This paper posits that leveraging cloud solutions for DICOM data transfer is pivotal for enhancing efficiency, scalability, and reliability in medical imaging.
Understanding IP Addresses, Ports, and Protocols
IP Address: A unique identifier for each device on a network, enabling devices to find and communicate with each other. Example:
Private IP: 193.168.2.1
Public IP: 64.23.44.5
Port: A numerical label in networking used to specify specific applications or processes on a device, allowing for multiple services to run simultaneously.
Protocol: A set of rules and standards that dictate how data is transmitted over a network. DICOM is an example of a protocol specifically designed for medical imaging data.
DNS: Domain Name Service – A services that registers domain names like www.omnipacs.com to an IP like 64.23.44.5
Routers, Firewalls, and Network Layers
Router: A device that forwards data packets between computer networks, operating at the network layer of the OSI model.
Firewall: A network security system that monitors and controls incoming and outgoing network traffic based on predetermined security rules, operating at various layers of the OSI model, primarily at the network and transport layers.
Switch: The switch is like a (electric power strip) it allows you to connect multiple network connections to one port.
Imaging Modality to Cloud PACS Connectivity
The seamless connectivity between imaging modalities and cloud-based Picture Archiving and Communication Systems (PACS) is a cornerstone of modern radiology, enabling efficient, scalable, and secure management of medical imaging data. This integration not only streamlines the workflow for radiologists and healthcare providers but also significantly enhances the accessibility and utility of medical images, facilitating timely and accurate diagnosis and treatment planning.
Understanding Modality to Cloud PACS Connectivity
Connectivity between imaging modalities (such as CT, MRI, X-ray machines) and cloud PACS involves several key components and steps. First, imaging modalities capture the medical images and then, using the Digital Imaging and Communications in Medicine (DICOM) standard, send these images to a local gateway or directly to a cloud-based PACS. This process requires careful configuration of network settings, including the assignment of unique IP addresses and AE Titles to ensure accurate and secure transmission of imaging data.
The local gateway or server, often equipped with DICOM routing software, acts as an intermediary, facilitating the compression, encryption, and transfer of DICOM files from the modalities to the cloud PACS. This setup leverages cloud computing’s scalability and flexibility, allowing healthcare organizations to manage storage and computational resources efficiently, adapting to the varying demands of medical imaging workloads.
The Transformative Role of Cloud Computing in DICOM Routing
The integration of cloud computing into the realm of Digital Imaging and Communications in Medicine (DICOM) routing signifies a monumental shift in the management, storage, and dissemination of medical imaging data. This transformation is driven by the need for scalable, efficient, and accessible medical imaging solutions that can adapt to the burgeoning demands of modern healthcare systems. As we delve into the transformative role of cloud computing in DICOM routing, it becomes evident how this technology is reshaping the landscape of medical imaging and, by extension, patient care.
Enhanced Scalability and Flexibility
Cloud computing offers unparalleled scalability and flexibility for DICOM data management. Traditional on-premise DICOM storage solutions are limited by physical hardware capacities and require significant capital investment for expansion. In contrast, cloud services allow healthcare organizations to scale their storage resources on demand, accommodating growing imaging data volumes without the need for upfront investment in additional hardware. This scalability ensures that healthcare providers can manage an increasing number of imaging studies efficiently, supporting the delivery of timely and effective patient care.
Improved Accessibility and Collaboration
The cloud-based routing of DICOM images facilitates enhanced accessibility, enabling healthcare professionals to access critical imaging data from anywhere, at any time. This accessibility is pivotal for supporting remote diagnostics, telemedicine, and collaborative care models, where specialists from different locations can review and discuss imaging studies in real-time. By breaking down geographical barriers, cloud computing fosters a more integrated and collaborative approach to patient care, enhancing the quality of diagnostics and treatment planning.
Cost-Effective Data Management
Migrating DICOM routing to the cloud also presents a cost-effective solution for healthcare organizations. By leveraging cloud services, institutions can reduce their reliance on expensive on-premise servers and data storage systems, lowering maintenance and operational costs. Furthermore, cloud providers typically offer pay-as-you-go pricing models, allowing healthcare providers to only pay for the storage and computing resources they actually use. This cost efficiency enables even smaller healthcare facilities to access advanced DICOM routing and storage capabilities, democratizing access to high-quality medical imaging solutions.
Enhanced Security and Compliance
Security and compliance are paramount concerns in the handling of medical imaging data. Cloud computing platforms have made significant strides in offering robust security features that meet or exceed the regulatory standards set forth by healthcare authorities, such as the Health Insurance Portability and Accountability Act (HIPAA) in the United States. Through advanced encryption, secure data transfer protocols, and comprehensive compliance frameworks, cloud providers ensure that DICOM data is securely managed and protected against unauthorized access, loss, or breaches.
Accelerating Innovation in Medical Imaging
Finally, cloud computing is a catalyst for innovation in medical imaging. The cloud ecosystem provides a fertile ground for the development and deployment of advanced imaging analytics, artificial intelligence (AI), and machine learning (ML) models. These technologies can be integrated into the DICOM routing process, offering sophisticated tools for image analysis, anomaly detection, and predictive diagnostics. By harnessing the computational power and flexibility of the cloud, healthcare organizations can leverage these cutting-edge technologies to enhance diagnostic accuracy, improve patient outcomes, and streamline imaging workflows.
The Impact of Cloud Computing on Medical Imaging Post-Processing
Cloud computing offers a flexible and efficient platform for handling the computationally intensive tasks associated with medical image post-processing. By utilizing cloud resources, healthcare organizations can access advanced processing tools without the need for significant upfront investments in IT infrastructure. This capability is particularly beneficial for applying complex algorithms and AI models that require substantial computational power. Moreover, cloud-based post-processing facilitates collaborative efforts, enabling specialists from various locations to work together seamlessly, thus enhancing the quality of patient care.
Key Medical Imaging Post-Processing Procedures and Techniques
Post-processing of medical images in the cloud represents a significant advancement in the field of radiology, offering powerful tools for enhancing diagnostic accuracy and efficiency. By leveraging cloud computing, healthcare organizations can implement advanced imaging analysis techniques and AI-driven algorithms, thus improving the quality of patient care. As technology continues to evolve, the role of cloud-based post-processing in medical imaging is expected to grow, further transforming the landscape of diagnostic radiology.
Introduction to Amazon Web Services (AWS)
Amazon Web Services (AWS) stands at the forefront of cloud computing, offering a robust, scalable, and secure platform that powers applications across various industries worldwide. AWS provides a broad set of infrastructure services, such as computing power, storage options, and networking capabilities, delivered as pay-as-you-go services. It enables businesses and organizations to run web and application servers in the cloud to host dynamic websites, store all types of data, manage databases, and support a myriad of other functionalities. For healthcare and medical imaging, AWS offers tailored solutions that address specific industry needs, including compliance with regulatory standards, data privacy, and security measures.
AWS’s Focus on Healthcare
AWS is deeply invested in transforming the healthcare industry by providing cloud services that enhance patient care, improve operational efficiencies, and foster innovation in medical research. By leveraging AWS, healthcare organizations can securely manage vast amounts of health data, deploy telehealth solutions, and accelerate the development of new healthcare applications. AWS’s commitment to healthcare is evident in its compliance with HIPAA and other regulatory standards, ensuring that sensitive health information is protected across all its services.
Top 3 AWS Services Used for Medical Imaging
Amazon Web Services (AWS) is revolutionizing the healthcare industry by offering cloud solutions that enhance the management and analysis of medical imaging. Through its comprehensive suite of services, AWS enables healthcare organizations to store vast amounts of medical imaging data securely, leverage advanced machine learning models for image analysis, and ensure compliance with health data regulations. As the healthcare sector continues to evolve, AWS’s cloud services are set to play a crucial role in driving innovations that improve patient care and outcomes.
Opportunity Areas
As the healthcare landscape continues to evolve under the influence of digital and AI-enabled advancements, the integration of cloud computing, SaaS, and DICOM data routing stands out as a revolutionary force, particularly for small healthcare specialty clinics like orthopedic, pain management, and spinal care. This article has traversed the journey from the historical roots of network connectivity in medical imaging modalities to the transformative potential of cloud computing and AWS services in redefining medical imaging and post-processing.
For owner-operators of small healthcare clinics, this evolution is not just a testament to technological innovation but a beacon of operational transformation. The shift towards cloud-based PACS and DICOM routing embodies a leap towards efficiency, scalability, and enhanced patient outcomes. It democratizes access to sophisticated medical imaging technologies, once the exclusive domain of larger institutions, and lays the groundwork for small clinics to offer state-of-the-art patient care.
The adoption of cloud computing and AWS services translates into tangible benefits for these clinics. It enables them to manage and analyze vast amounts of imaging data with unprecedented ease and security, leverage AI for diagnostic accuracy, and participate in a collaborative healthcare ecosystem without the burden of significant infrastructure investments. This not only elevates the standard of care provided but also positions these clinics as pioneers in the adoption of digital healthcare solutions.
Conclusion
As we look ahead, the key questions for owner-operators of small healthcare clinics revolve around how to strategically implement these technologies to maximize their benefits. How can they ensure data security and compliance in the cloud? What are the best practices for integrating AI into their diagnostic processes? And how can they leverage cloud scalability to adapt to the growing demands of medical imaging data? The answers to these questions will define the next steps in their journey towards becoming agile, efficient, and patient-centered healthcare providers in the digital age.
This digital transformation, underscored by the advancements in cloud computing and AWS services, is not just a trend but a strategic imperative for small healthcare clinics aiming to thrive in the rapidly evolving healthcare sector. By navigating this transition thoughtfully and proactively, small clinics can unlock new horizons of patient care, setting a new standard for excellence in healthcare.
References
“Digital Imaging and Communications in Medicine (DICOM): A Practical Introduction and Survival Guide” by Oleg S. Pianykh. This book provides an extensive overview of the DICOM standard and its application in medical imaging.
“Cloud Computing: Principles, Systems and Applications” edited by Nick Antonopoulos and Lee Gillam. This book offers insights into the workings of cloud computing and its applications across various sectors, including healthcare.
“Networking Basics: What You Need to Know” by Cisco. Available online, this resource explains the fundamentals of networking, including IP addresses, ports, and protocols.
“AWS in Healthcare and Life Sciences.” AWS Official Website. This page outlines the services and capabilities of AWS for healthcare applications, including medical imaging.
“Advancements in Medical Imaging Technology: The Role of Cloud Computing” published in the Journal of Medical Imaging and Health Informatics. This article explores how cloud computing is driving innovations in medical imaging, including post-processing techniques.
“Artificial Intelligence in Radiology: Cloud-Based Solutions for Advanced Imaging Analysis” ., featured in Radiology Today. The paper discusses the integration of AI with cloud computing for improving diagnostic procedures in radiology.
|
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