SUMMARY OF THE 2ND GENERATION MAGLEV 2000 SYSTEM Gordon Danby and James Powell Maglev 2000 August

15, 2006 Following the publication of Powell and Danbys work on a new mode of transport based on magnetically levitated and propelled vehicles, R&D efforts on Maglev (Magnetic Levitation) transport began in a number of countries around the World. As detailed in their publications in the 1960s and 70s, and in their original 1968 patent the first patent on superconducting Maglev the new mode of transport has many major advantages. Maglev is: Powered by electricity, not oil Clean and non-polluting Much more energy efficient that autos and airplanes Not a contributor to global warming, by using electricity from nuclear and renewable energy sources Not subject to delays due to weather and/or congestion Lower in travel cost than other modes of transport Much safer than highway travel Economically productive, through faster and cheaper transport, and elimination of delays due to congestion and weather In recognition of their contributions in Maglev, Danby and Powell were awarded the Franklin Medal for Engineering in April 2000 by the Franklin Institute. Previous recipients of the Franklin Medal have included Tesla, Steinmetz, and Einstein. Powell and Danbys Franklin Award lecture on Maglev given at the Institute is attached. U.S. development on Maglev stopped in the early 1970s, due to a government assessment that the existing U.S. transport modes autos, trucks, and airplanes would continue to be sufficient into the far future. Senator Daniel Patrick Moynihan attempted to restart U.S. Maglev development in 1990. At his request, Danby and Powell co-chaired a Maglev Task Force. The resultant legislation, which authorized a 900 million dollar R&D program for Maglev passed the Senate, but died in the House of Representatives due to lobbying by vested transport interests. Major development efforts on Maglev in Japan and Germany have culminated in commercially ready 1st generation systems. The Japanese Railways (JR) maglev system is based on the original superconducting Maglev inventions of Powell and Danby. At the JR guideway system in Yamanishi, Japan, Maglev vehicles operate at speeds up to 360 miles per hour and have carried a total of over 50, 5000 passengers. The German Transrapid Maglev system has operated for many years at its test guideway in Emsland, Germany. The Worlds first commercial Maglev route, using the Transrapid system began operation in Shanghai, China between the center of the city and its airport.

Unlike the JR. Maglev system, which uses powerful superconducting magnets, the Transrapid Maglev system uses conventional electromagnets with substantial electric power input to the magnet windings. JR Maglev operates with a large gap, approximately 4 inches (10 centimeters), between the high-speed vehicles and the guideway. Transrapid Maglev operates with a small gap, approximately 3/8 inch (1 centimeter), between the high-speed vehicles and the guideway. In contrast, Transrapid Maglev vehicles are inherently unstable. As the gap between the vehicle electromagnets and the iron rails located on the guideway above decreases from its 1-centimeter design value, the attractive upwards levitation force grows stronger. To prevent the vehicle from hitting the guideway, the current in the vehicles electromagnets is servo controlled on a very fast time scale, i.e., a few thousandths of a second. As the gap narrows, magnet current is decreased; as the gap increases, magnet current is increased. Implementation of the Japanese and German Maglev systems has been hindered by two major factors: 1. Guideway construction cost is very high, on the order of 50 to 60 million dollars per 2-way mile. 2. The systems can only carry passengers, substantially limiting revenue potential. Following the failure in 1992 to pass Maglev R&D legislation, Senator Moynihan succeeded in the mid 90s in passing legislation authorizing studies of potential routes for deployment of a Maglev system. 7 potential routes were selected for study. Six of these involved use of the Transrapid system. The 7th study involved study of a route in central Florida, using the 2nd generation Maglev 2000 system. The 2nd generation M-2000 system is based on the new patented Maglev inventions of Powell and Danby. Briefly, these include: 1. Quadrupole superconducting magnets 2. Prefabricated low cost narrow beam guideway 3. Transport of heavy trucks by Maglev 4. Use of existing railroad tracks for levitated Maglev vehicles Quadrupole superconducting magnets have several advantages over the simple dipole superconducting magnets used by the 1st generation Japanese Maglev systems, including the ability to: a) Travel on both narrow beam guideways and planar guideway, and to smoothly transition between the two configurations b) Lift much heavier loads than Japanese Maglev vehicles can, because the quadrupole magnets can be placed along the full length of the vehicles without subjecting passengers to excessively high magnetic fringe fields. The Japanese Maglev system locates their superconducting dipole loops at the ends of the vehicle, to reduce the strength of the Magnetic fringe fields experienced by passengers. This limits their lift capability.

c) Operate having passengers experience the same strength of magnetic field that they experience everyday from the Earths natural magnetic field. This is extremely important, particularly in the U.S., and is only possible using quadrupole magnets, which have much lower fringe magnetic fields than dipole magnets. Prefabricated Maglev 2000 Narrow Beam Guideways will be: a) Much cheaper than the very high tolerance and massive field construction guideways used by the 1st generation German and Japanese systems. Instead of costing 50 to 60 million dollars per 2 way mile, the Maglev 2000 guideway will use only 15 to 20 million dollars per 2-way mile. The M-2000 projected costs have been verified by fabrication of full-scale prototype guideway loop assemblies and the narrow beam. b) Very easy and quick to erect. The prefabricated beams and piers would be mass produced at low cost in factories, and trucked by road or shipped by rail or along already completed guideway to be quickly erected by conventional cranes on prepoured concrete footings. The beams would have all of the guideway loops, sensors, etc, pre-installed before shipping. A Maglev 2000 beam was trucked from its fabrication site in New Jersey to the M-2000 site in Florida without any problem. c) Easy to export to other countries. A single large container ship can carry 20 miles of prefabricated M-2000 guideway beams and piers, 10 trips would provide a Maglev route between New York City and Washington, D.C. Transport of Heavy Trucks is only possible with the 2nd generation Maglev-2000 system. The strong quadrupole magnets enable very strong lift capability, greatly increasing revenue potential by carrying trucks. In the U.S., the outlay for intercity trucks in 300 Billion dollars per year, compared to only 60 Billion dollars per year for intercity air passengers and 2 Billion dollars per year for intercity rail. A typical U.S. Interstate Highway carries 15,000 trucks daily; transporting just 3000 of these trucks by Maglev would yield revenues equal to those from 150,000 passengers per day. The 20 million dollar per mile guideway cost could be paid back in just 4 years, enabling private financing of Maglev routes. In addition to heavy trucks, the strong lift capability of the Maglev 2000 systems also enables carrying autos with their drivers, as well as very large amounts of fresh water. The Maglev 2000 water carrier which is also patented, caries 200 tons of water on each Maglev vehicle, with a delivery cost of ~ 1 dollar per 1000 gallons for a delivery distance of 300 miles (500 Kilometers). High-speed Electronic Switching is a patented important and unique capability of the Maglev 2000 system. The 1st generation Japanese and German systems switch Maglev vehicles from one guideway to another by moving very long sections of the guideway mechanically from one position to another. The rate of movement is very slow, and vehicles must slow down to switch. Mechanical switching and vehicle slowdowns

greatly restrict the number of Maglev stations that can be served and also slows down traffic. The Maglev 2000 system electronically switches vehicles at full speed from one guideway to another, on the planar guideway configuration. The planar guideway loops are located beneath the quadrupole magnets. The interaction between the loops and the bottoms of the quadrupole magnets levitate and stabilize the vehicle, both vertically and horizontally, and magnetically propel it along the guideway. The M-2000 planar switch section has 2 sets of guideway loops. Depending on which set is electronically activated, the vehicles can either proceed at full speed along the main guideway, or switch to a secondary guideway that leads to an off-line station for loading and unloading of passengers, trucks, autos, or freight. After unloading and loading operations are competed, the vehicle can accelerate back to full speed on the secondary guideway to rejoin the main guideway. The M-2000 electronic switch system enables Maglev stations to be closely spaced in densely populated urban/suburban regions without impeding Maglev traffic speed and flow capacity. Vehicles can employ skip-stop service, by-passing at high speed stations they are not scheduled to stop at. Passengers, trucks, etc can easily access a station near them to board a vehicle bound directly for their destination, without having to stop at intermediate stations. Finally, Magnetically levitated and propelled Maglev 2000 vehicles can travel along existing railroad tracks, using guideway loop panels that are attached to the existing cross ties. The patented M-2000 MERRI (Maglev Emplacement on Rail Road Infrastructure), allows Maglev 2000 vehicles to travel through built-up areas without having to tear down existing buildings, roads, etc, to build a new guideway system something that would be necessary with the 1st generation Japanese and German systems. The existing railroad trackage can still be used by conventional trains, with appropriate scheduling, even after the MERRI guideway panels have been installed. The cost of MERRI installation is very low, a few million dollars per mile, and is negligible compared to the many tens of million dollars per mile required if existing structures are torn down or modified. The MERRI capability of the Maglev 2000 system will allow it to be rapidly implemented in urban and suburban regions at very low cost, and with minimal concern from local civic groups. Once outside densely populated urban and suburban regions, Maglev 2000 vehicles would readily transition to high-speed elevated guideways. The next step: Testing the various full-size Maglev 2000 vehicles. It is proposed to do this in 3 stages. Stage 1 Testing of a full-scale urban type Maglev vehicle on a 2000 foot (300 meters) Maglev-2000 guideway. Both narrow beam & planar guideway configurations would be tested, together with a section that had MERRI panels on conventional railroad trackage.

Peak vehicle speed would be 70 mph (25 meters/sec). The 60 foot (20 meter) long vehicle body has already been fabricated. It would carry 60 passengers on urban/suburban service. It has the same type of magnets and cross section as the full length 120 feet (40 meter), 120 passengers vehicle intended for intercity service. Stage 2 Construction of a 3-mile guideway to test full-length intercity Maglev 2000 vehicles at speeds up to 300 mph (135 meters/second). Both passenger and truck carrying types of vehicles would be tested. Stage 3 Construction of an operational guideway, 20 to 30 miles in length for extended, longer term testing of vehicles, leading to certification for passenger and freight transport. Initial operation of the 20 to 30 mile route would be for certification; after certification, the route would form part of a commercial route system and receive revenues. 2. TECHNOLOGY STATUS OF THE 2ND GENERATION MAGLEV SYSTEM The 2nd generation Maglev 2000 system uses the same basic Maglev scientific principles originated by Powell and Danby in 1966, which have been demonstrated in the technically very successful 1st generation Japanese superconducting Maglev Systems. The new Danby-Powell inventions for the 2nd generation Maglev 2000 system involve more efficient and more capable ways of levitating and propellijng Maglev vehicles, at lower cost. All of the major components for the new 2nd generation Maglev System have been fabricated and satisfactorily tested at full scale to validate projected performance and cost. Brief summaries of the results are given below and in the attached Appendices. 1. Quadrupole Magnets. 4 full size prototype superconducting quadrupole magnets were fabricated and tested, at their operating temperature of 4 K and their full current of 600,000 amp turns. The magnetic forces between the quadrupole magnet and a set of guideway loops that carried an applied DC current were measured as a function of vertical, horizontal, and longitudinal (i.e., along the guideway) position of the quadruple magnet relative to the guideway loops. The measured forces agreed closely with 3-D computer calculations of the forces, validating the expected performance for the magnetic levitation and propulsion of the vehicles. The validated computer models can then be used to optimize the design and operating parameters for the Maglev 2000 systems to be constructed. Photos and details of the fabrication of the quadrupole magnets are given in Appendix A. 2. Guideway Loop Assemblies. Full size guideway loop assemblies were fabricated and tested. The assemblies have 3 independent sets of aluminum wire loops. One set magnetically levitates the vehicle as it passes overhead, using the induced current in the sequence of loops on the assembly. In addition to levitating the vehicle, the set of loops also provides strong inherent and automatic vertical stability against any external force, maintaining the vehicle at its equilibrium levitation position.

The second set of loops provides inherent and automatic horizontal stability against any external force, maintaining the vehicles at its equilibrium horizontal position. The Third set of loops is connected to an AC electric power line when the vehicle passes. The AC electric power lie when the vehicle passes. The AC current in the third set of loops magnetically propels the vehicle at a speed controlled by the frequency of the AC power. Vehicle speed can be increased by increasing the frequency of the AC power, and decreased by decreasing the AC frequency. The guideway loop assemblies are fabricated as thin (7.5 centimeters in thickness) flat panels, with a length of 2 meters and a width of 1 meter. The loops are encased in strong, rigid, weatherproof polymer concrete to form the finished panel. The panels can be mass-produced at low cost in factories and attached to the guideway beams before being shipped to the Maglev construction site. When used with the narrow beam guideway, the flat panels are attached to the vertical sides of the narrow beam. When used with the planar guideway the flat panels are laid on the horizontal surface of the guideway. The same panels are also used for the MERRI system where they are attached to the RR cross ties. Photos and details of the fabrication of the guideway loop panels are given in Appendix B. 3. Guideway Beam. A full size guideway narrow beam, 72 feet in length was fabricated in New Jersey and transported by truck to the Maglev 2000 site in Florida, a distance of almost 1500 miles. The beam was a hollow reinforced concrete box beam, with post tensioning cables that allow periodic tightening if necessary. Total weight of the beam was 78,000 lbs. First of a kind fabrication cost was 45,000 dollars, produced in larger quantities, the unit cost would be approximately 25,000 dollars. The Maglev 2000 system requires 144 narrow beams per 2-way mile, corresponding to a beam cost of approximately 3 million dollars per mile. Details of the guideway beam and photos are given in Appendix C. 4. Maglev 2000 Vehicle. Components for a full cross section vehicle, i.e. an aluminum undercarriage and an aerodynamic fuselage were fabricated. The vehicles length is 60 feet, with a capacity of 60 passengers, and is suitable for urban/suburban Maglev service. The Maglev 2000 vehicles for high speed intercity service would have the same cross section, but twice the length, with a capacity for 120 passengers or 2 tractor trailer trucks. Details of the vehicles and photos are given in Appendix D.

3. DANBY POWELL MAGLEV PATENTS The original U.S. patent on Superconducting Maglev (Patent 3,470,828) was granted to Powell and Danby in 1968. The Patent described the use of superconducting magnets on a moving vehicles to induce currents in a sequence of ordinary ambient temperature conducting loops located on a guideway beneath the vehicle, so that the magnetic interaction between the vehicles superconducting magnets and the induced currents in the guideway loops would levitate and stabilize the vehicle, both vertically and horizontally, as long as the vehicle was moving. The Patent described how to alternate the magnetic polarity of the superconducting magnets along the vehicle so as to maintain the flow of the induced currents the guideway loops, even though they had non-zero electrical resistance. This alternation of magnetic polarity and the continued maintenance of current flow enabled the moving vehicle to stay stably levitated, even when moving at low speed. A key feature of the Danby-Powell 1968 Patent was the invention of the null-flux geometry for the magnetic interaction between the superconducting magnets on the vehicle and the ambient temperature conductor loops on the guideway. The null-flux invention configured the guideway loops so that when the vehicles superconducting magnet was at the center of symmetry for the guideway loop circuit, the net magnetic flux in the loop circuit from the superconducting magnet was zero. When the vehicle moved in any direction away from this center of symmetry point, the net magnetic flux through the null flux guideway loop circuit because non-zero, causing an induced current to flow in the guideway loop circuit. The direction of current flow in the guideway circuit was such that the resultant magnetic force between the guideway loop and the superconducting magnet on the vehicle would always oppose and counteract the motion of the vehicle, and act to push it back towards the center of symmetry location. Using this null-flux geometry, the vehicle could be made strongly magnetically stable against any motion away from its equilibrium point of levitation, whether vertically or horizontally, or in the pitch, yaw, and roll directions. However, for the longitudinal direction, i.e., along the guideway, the null flux geometry was configured so that the vehicle was not magnetically impeded and could travel along it without any resistance. In addition to providing strong inherent stability in all directions other than along the guideway, which it could move along without resistance, the null flux geometry also enables the magnetic levitation process to be very energy efficient. In contrast to simple induction between a magnet and a conducting sheet or a set of single dipole guideway loops, where the induced current is an appreciable fraction of the superconducting magnet current, in the null flux configuration, the induced current can be made very small compared to the superconducting current by simply increasing the field strength of the superconducting magnets.

As a result, the I2 R losses in the null flux guideway loops can be made extremely small, reducing the electric power required to propel the vehicle. Using the null flux suspension the magnetic lift to drag ratio for the maglev vehicle can be easily made very large, e.g. 100/1 or higher. By comparison, passenger airplanes have aerodynamic lift to drag ratios of only about 15/1, requiring them to expend much more energy per passenger carried. Besides being extremely energy efficient, the null flux geometry results in a very strong and stable suspension, in which a displacement of an inch or two from the equilibrium levitation position would require an external force wind, curve, etc. equal to the weight of the vehicle. Figure 1 lists the patent numbers for the new 2nd generation Danby-Powell Maglev System. There are five groups of Patents: Group 1 (Patents 5511488, 5649489, and 5809897) covers the invention of the Maglev 2000 Quadrupole magnet and its use for the narrow beam and planar guideway configurations. Before this invention, only superconducting dipole magnets, which were disclosed in 1968 Danby-Powell patent and which were used in the Japanese Maglev system, had been considered. The Quadrupole magnets enable Maglev vehicles to smoothly transition back and forth between narrow beam and planar guideway configurations. It also has much lower strength magnetic fringe fields, which enables multiple magnets to be located along the full length of the vehicle without causing objectionably strong fringe magnetic fields in the passenger compartment. In the 1st generation Japanese Maglev system, its superconducting dipole magnets are located at the ends of the vehicles so as to limit the magnetic field strength in the passenger compartment. This constraint greatly restricts the load lifting capability of the Japanese Maglev vehicle. Group 2 (Patents 5503083, 5655458, 5669310 and 5865123) covers the high speed electronic switching invention of te Maglev 2000 system. The M-2000 switching is carried out ojn a planar guideway configuration in which two overlapping lines of guideway loops are located. Both lines of loops have electronic switches that operate in either a closed circuit or as open circuit condition. At any given time, one line operates in the closed circuit condition, while the other operates in the open circuit condition. Depending on which line is closed and which line is open circuited, the high speed Maglev vehicle can either proceed along the main guideway, or switch to a secondary guideway that leads to an off-line station. The two lines of guideway loops gradually separate horizontally so that at the end of the switch section these are two distinct and separate guideways one is the main guideway along which most vehicles are traveling and the other is the secondary guideway leading to the off-line station where the vehicle is scheduled to stop. The length of the switch section is determined by the vehicle speed and the values of the horizontal acceleration which is related to passenger comfort. At a mild or 1 g lateral acceleration, comparable to an auto and airplane travel, the switch section would be approximately 300 meters in length at 300 mph. The patents cover the

electronic method of switching, the planar guideway configurations, and the use of the quadrupole magnets for the switching operation. Group 3. (Patent 5953996) covers the MERRI (Maglev Emplacement on Rail Road Infrastructure) invention in which thin panels that hold Maglev 2000 guideway loops assemblies can be attached to the cross-ties of existing railroad trackage, so that magnetically levitated and propelled M-2000 vehicles can travel along the tracks. The panels do not interfere with te operation of conventional trains, which can continue using the same trackage, with appropriate scheduling to prevent accidents. Group 4. (Patent 6152045) covers the Water Train application of Maglev 2000 technology. The patent describes how the Maglev 2000 vehicle and guideway can be designed to carry extremely heavy toads, e.g., 200 metric tons per vehicle, of fresh water in tanks attached to the levitated vehicle, over very long distances at low cost. For example, the water train can deliver hundreds of millions of gallons of fresh water per day from the Columbia River to California, a distance of hundreds of miles, at a cost of approximately 1 dollar per thousand gallons. Group 5. (Patent 69900906) covers the Maglev 2000 System for storage of large amounts of electrical energy at high efficiency and low cost. The Maglev 2000 energy storage inventions describes how Maglev 2000 vehicles can be used to transport heavy concrete blocks, or other solid masses, from a lower to a higher elevation, to store the electric energy used for the transport of the masses as gravitational potential energy. In this operation the Maglev 2000 system functions as an electdric motor, converting electrical energy to stored mechanical energy, at periods when there is a surplus of electrical power generators. At periods of high electrical power demand, when the available electrical generation facilities are insufficient to meet demand, the Maglev 2000 system, transports the stored mass from its higher elevation to the lower elevation, converting the stored gravitational energy to electric power. The Maglev 2000 system then functions as an electric generator to meet the peak demand. The wall plug efficiency of the Maglev electrical storage/generation system, which is the ratio of output electric power to input power used for storage, is extremely high for the Maglev 2000 system, i.e. greater than 90%. This is much greater than for pumped hydro, which has a wall plug efficiency of ~60%. Moreover, the Maglev 2000 system has much fewer environmental restrictions than pumped hydro. Movement of a 100-ton mass up a 2-kilometer distance stores 500-kilowatt hours of electrical power. The difference in elevation can be provided by natural terrain, i.e. hills and mountains, or by a vertical or inclined shaft below ground. The Maglev 2000 system can store millions of kilowatt-hours of electrical energy over low power periods and delivers, it rapidly at high power periods for a cost of less tan 2 cents per kilowatt-hour.

Figure 1 U.S. PATENT LOG TITLE Electromagnetic induction ground vehicle levitation guideway Electromagnetic induction suspension and horizontal switching system for a vehicle on a planar guideway System and method for magnetic levitation guideway emplacement on conventional railroad lines installations Magnetic levitation system for long distance delivery of water Electrical power storage and delivery using Magnetic levitation technology PATENT NUMBER 5511488 5649489 5809897 5503083 5655458 5669310 5865123 5953996 ISSUE DATE April 30, 1996 July 22, 1997 September 22, 1998 April 2, 1996 August 12, 1997 September 23, 1997 February 2, 1999 September 21, 1999 March 9,2000

6152045 6990906

November 28,2000 March 26, 2001

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Appendix A: Fabrication of Full Size Prototype Superconducting Quadrupole Magnets Figure A-1 shows a cross section of the quadrupole magnet. It has 2 superconducting loops, which are arranged at the corners of a square 18 inches (0.28 meter) on a side. The direction of the currents in the 2 loops is in opposition, so that the DC currents in the 4 superconductors at the corners have alternating direction that is, current flows inwards at one of the corners of the square, as well as the 2nd corner that is diagonally opposite to it, and outwards at the other 2 corners. The superconducting loops are held by a graphite epoxy structure, inside the high vacuum (<10-5 Torr) square box enclosure. The 2 superconducting loops are inclosed in separate vacuum tight jackets and cooled by liquid helium at 4 K. Figure A-2 shows one of the 2 superconducting loops wound for the quadrupole magnets. It is wound from 600 turns of superconducting wire. Liquid helium flows in the spaces between the NbTi wires making up the bundle, to remove the very small amount of heat (~ 1 watt) that leaks through the very low conductivity insulation that encloses the superconducting (SC) loop. There are 600,000 total amp turns in the SC loop. Figure A-3 shows the SC NbTi loop enclosed in its vacuum tight stainless steel jacket. Liquid Helium coolant flows into the jacket at one corner, and flows out from the diagonally opposite corner. Figure A-4 is a CAD-CAM drawing of the superconducting quadrupole magnet assembly, illustrating how the SC loops are supported and cooled in the cryogenic pod, with the magnet in the front half of the pod having an opposite magnetic polarity than the magnet in the rear half. Figure A-5 shows the 2 SC NbTi loops assembled with their support structure for the quadrupole magnet. Figure A-6 shows the completed Quadrupole magnet vacuum tight box that has the superconducting loops, support structure, between coolant lines, sensors, inside it. 4 complete functioning superconducting quadrupole magnets have been constructed and tested. The urban/suburban maglev vehicle would have 8 quadrupole magnets. The intercity Maglev vehicle for 120 passengers or an 80,000 pound tractor trailer truck would have 16 quadrupole magnets.

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Figure A-1

Figure A-2

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Figure A-3

Figure A-4

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Figure A-5

Figure A-6

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Appendix B: Fabrication of Full Size Guideway Loop Assemblies Figure B-1 shows a schematic drawing of the guideway loop assembly. There are 3 types of loops in the thin panel assembly: Short independent figure of 8 loops Short independent dipole loops Long dipole loops that are part of a sequence of connected loops along the guideway. The loops are wound of multiple turns of conducting wire with an electrical insulation coating on the wire. Figure B-2 shows a wound short dipole loop made with aluminum conductor coated with nylon plastic insulation. Aluminum is favored as the guideway loop conductor because it is much lighter and cheaper than copper. The short figures of 8 loops are electrically independent shorted loops, with no electrical connections to adjacent loops or any power source. When used on the narrow beam guideway, the currents that are induced in them by the quadrupole superconducting magnets of the passing Maglev vehicle act to levitate and stabilize the vehicle. When used on the planar guideway or in the MERRI panels on the railroad tracks, the Figure of 8 loops act to horizontally stabilize the vehicle. The short dipole loops are also electrically independent electrically shorted loops, with no electrical connections to adjacent loops or any power service. When used on the narrow beam guideway, the short dipole loops on each side of the beam are connected together into a null flux circuit. When the Maglev vehicle is centered on the narrow beam, the net magnetic flux through the null flux circuit is zero. If the maglev is horizontally displaced to the left or right of its centered position, a net flux is developed in the null flux circuit, causing an induced current to flow that acts to push the vehicles back to its centered position. When used on the planar guideway or in the MERRI panels on railroad trackage, the short dipole loops are electrically independent of all of the other loops in the guideway, and function to levitate and vertically stabilize the vehicle by the magnetic interaction between the currents induced in them and the superconducting magnets on the maglev vehicle passing overhead. The long dipole loops are used to magnetically propel the Maglev vehicle. The loops are electrically connected along the guideway to form a long multi-loop circuit, with a block length of several hundred meters. When the Maglev vehicle enters the block, it is electrically connected by electronic switching to a AC power line that runs along the guideway. AC current then flows in the block circuit, magnetically interacting with the vehicle as a linear synchronous Motor (LSM) propelling at a speed along the guideway that is controlled by the frequency of the AC current fed to the block. When the Maglev vehicle leaves a given block, the AC current to the block is cut-off and switched into the next block that is being traversed by the Maglev vehicle.

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Figure B-3 shows the fabricated guideway loop assembly. The assembly is 1 meter in width, 2 meters in length, and 7.5 centimeters in thickness. When used on the narrow beam guideway, the mounting is vertical, as in Figure B-3, with assemblies positioned on each side of the narrow beam, and running along its length. When used on the planar guideway or the MERRI panels, the assemblies are horizontal, with a line of assemblies under each side of the vehicle. The guideway loop assemblies are encapsulated in polymer concrete, as shown in Figure B-4, to form strong rigid thin panels, which can be attached to the sides of the narrow beam guideway or laid flat on the horizontal surface of the planar guideway. The panels can also be attached directly to the cross-ties of railroad tracks to form the MERRI Maglev system. Polymer concrete is a very strong, high integrity material. Its tensile and compressive strengths are approximately 5 times greater than ordinary concrete; it is not affected by freeze-thaw cycling and is weather proof. Figure B-5 shows a half-length guideway loop panel with the layers encased in polymer concrete. The panel was stored outdoors for 2 years on Long Island, NY, where it was subjected to storms, snow, high and low (freezing) temperatures without damage or degradation. Figure B-1

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Figure B-2

Figure B-3

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Figure B-4

Figure B-5

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Appendix C: Fabrication of Narrow Beams for the Maglev 2000 Guideway To validate the construction feasibility, cost, and transport capability of the Maglev 2000 narrow beam design, a full size prototype beam was fabricated at a factor in New Jersey. The design of the hollow box beam is shown in Figure C-1. The beam was 72 feet (22 meters) in length and weighted 78,000 pounds (35 metric tons). The beam used post-tensioning construction from cables in its base, allowing it to be periodically adjusted if there was any long term creep. The beam was designed with a slight upward camber of 0.5 centimeter at the middle of the beam when it was not carrying a Maglev-2000 vehicle. When the M-2000 vehicle was on the beam, the beam would be perfectly horizontal. Figure C-2 shows a photo of the fabricated beam as it was being unloaded at the Maglev2000 test site in Titusville, Florida, after being trucked form New Jersey. There was no problems or delays in transporting it almost 1500 miles. When constructing an actual Maglev route, the beam factory will probably considerably closer to the Maglev construction site, with a maximum transport distance of only a few hundred miles. The fabrication cost for the 1st of a kind beam was $45,000. For larger scale production, the projected cost per beam was approximately $25,000. Per mile of 2 way guideway, the Maglev 2000 system would require approximately 144 beams for a total beam cost of only 3 million dollars per mile.

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Figure C-1

Figure C-2

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Appendix D: Fabrication of a Full Size Maglev 2000 Vehicle for Urban/Suburban Service The aluminum undercarriage and plywood fuselage shell for a full cross section Maglev 2000 vehicle have been fabricated. The 60-foot (18 meters) long vehicle is full length for urban/suburban service, and would carry 60 passengers. The same construction methods would be used for a full length, 120-foot (36 meters) long Maglev 2000 vehicles for highspeed intercity service, which would carry 120 passengers. Figure D-1 shows a CAD-CAM drawing of the aluminum undercarriage. The fabricated undercarriage is essentially the same as the CAD-CAM design. Figure D-2 shows a photo of the fabricated fuselage shell. With further funding, the shell and undercarriage will be joined and the quadrupole magnets and cooling system installed, making the M2000 vehicle ready for testing on a guideway. Figure D-1

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Figure D-2

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