Roger Highfield, Science Editor
It may take more than a nuclear-powered De Lorean or a spinning police box, but time travel could actually be a possibility for future generations, according to an eminent professor of physics.
Prof Stephen Hawking refutes the possibility of time travel
The way the machine would work rests on Einstein’s theory of general relativity, a theory of gravity that shows how time can be warped by the gravitational pull of objects.
Bend time enough and you can create a loop and the possibility of temporal travel.
Prof Ori’s theory, set out in the prestigious science journal Physical Review, rests on a set of mathematical equations describing hypothetical conditions that, if established, could lead to the formation of a time machine, technically known as “closed time-like curves.”
In the blends of space and time, or spacetime, in his equations, time would be able to curve back on itself, so that a person travelling around the loop might be able to go further back in time with each lap.
In the past, one of the major challenges has been the alleged need for an exotic material with strange properties - what physicists call negative density - to create these time loops.
“This is no longer an issue,” he told The Daily Telegraph.
“You can construct a time machine without exotic matter,” he said.
It is now possible to use any material, even dust, so long as there is enough of it to bend spacetime into a loop.
Even though Prof Ori, of the Technion-Israel Institute of Technology, believes his new work strengthens the possibility of a real Tardis, he would not speculate on when a time machine would be built, or even if it would ever be possible.
“There are still some open questions.”
The main remaining issue is the stability of space time, the very fabric of the cosmos, in time travel scenarios.
But overcoming this obstacle may require the next generation of theory under development, called quantum gravity, which attempts to blend general relativity with the ideas of the quantum theory, the mathematical ideas that rule the atomic world.
Time travel has long been a fascination, HG Wells grappled with the scientific issues in his 1895 science fiction classic, The Time Machine, Dr Who is still fighting the time war and Hollywood insisted all that was needed for time travel was a De Lorean and a good flash of lightning.
But more serious work on general relativity first raised the astonishing possibility of time travel in the 1940s.
In the half century since, many eminent physicists have argued against time travel because it undermines ideas of cause and effect to create paradoxes so that a time traveller could go back to kill his grandfather so that she is never born in the first place.
In 1990, the world’s best known scientist, Prof Stephen Hawking proposed a “chronology protection conjecture”, which flatly says the laws of physics disallow time machines.
Three years later, Prof Ori concluded that the possibility of constructing a time machine from conventional materials could not be ruled out.
Prof Hawking then fought back with his Cambridge University colleague Michael Cassidy and they concluded that time loops are extremely unlikely.
Tongue in cheek, Prof Hawking added that there is experimental evidence that time travel doesn’t exist: “We have no reliable evidence of visitors from the future. (I’m discounting the conspiracy theory that UFOs are from the future and that the government knows and is covering it up. Its record of cover-ups is not that good.)”
But now, in Physical Review, Prof Ori has provided some more advanced solutions to the problems of time travel outlined by the likes of Prof Hawking, helping to realise an idea that dates back millennia and appears in 18th century literature, Harry Potter, Dickens, sci-fi movies and much more besides.
Showing posts with label Future Transport. Show all posts
Showing posts with label Future Transport. Show all posts
Monday, February 18, 2008
Tuesday, February 12, 2008
Russians Plan New Space Platform
By Bill Christensen
posted: 15 January 2008
The Russian space agency stated that it intends to develop a space platform from which missions to the moon and to Mars could be launched. According to agency director Anatoly Perminov, the space platform project should be up and working after 2020. Russia plans its first moon mission for 2025.
The International Space Station will be decommissioned sometime between 2015 and 2025; by that time, the new space platform should be available.
As far as I know, the phrase "space platform" was first used in a scary short story by E. B. White. His short story,"The Morning of the Day They Did It," was published in The New Yorker magazine in 1950.
"We had arranged a radio hookup with the space platform, a gadget the Army had succeeded in establishing six hundred miles up, in the regions of the sky beyond the pull of gravity. The army, after many years of experimenting with rockets, had not only got the platform established but had sent two fellows there in a Spaceship, and also a liberal supply of the New Weapon."
(Read more about the space platform)
The concept of a space platform is at least several years older. In an annual report delivered by Secretary of Defense James Forrestal in 1948, an "earth satellite vehicle program" was mentioned. Forrestal remarked, "The earth-satellite vehicle program, which is being carried out independently by each military service, was assigned to the committee on guided missiles for coordination." It was specifically described as a platform from which missiles could be launched; it could function as an unmanned station.
The "earth satellite" was presented to the public in a great retro painting done by Frank Tinsely. Note the thoughtful details, including an astronomical observatory, cosmic ray traps, a sun power plant, rocket air lock, search radar and television sender. (See this more detailed drawing of the satellite base.)
Several years earlier, in 1946, General Curtis E. LeMay mentioned something similar in a research program announcement. He called for "flight and survival equipment for use above the atmosphere, including space vehicles, space bases and devices for use therein."
posted: 15 January 2008
The Russian space agency stated that it intends to develop a space platform from which missions to the moon and to Mars could be launched. According to agency director Anatoly Perminov, the space platform project should be up and working after 2020. Russia plans its first moon mission for 2025.
The International Space Station will be decommissioned sometime between 2015 and 2025; by that time, the new space platform should be available.
As far as I know, the phrase "space platform" was first used in a scary short story by E. B. White. His short story,"The Morning of the Day They Did It," was published in The New Yorker magazine in 1950.
"We had arranged a radio hookup with the space platform, a gadget the Army had succeeded in establishing six hundred miles up, in the regions of the sky beyond the pull of gravity. The army, after many years of experimenting with rockets, had not only got the platform established but had sent two fellows there in a Spaceship, and also a liberal supply of the New Weapon."
(Read more about the space platform)
The concept of a space platform is at least several years older. In an annual report delivered by Secretary of Defense James Forrestal in 1948, an "earth satellite vehicle program" was mentioned. Forrestal remarked, "The earth-satellite vehicle program, which is being carried out independently by each military service, was assigned to the committee on guided missiles for coordination." It was specifically described as a platform from which missiles could be launched; it could function as an unmanned station.
The "earth satellite" was presented to the public in a great retro painting done by Frank Tinsely. Note the thoughtful details, including an astronomical observatory, cosmic ray traps, a sun power plant, rocket air lock, search radar and television sender. (See this more detailed drawing of the satellite base.)
Several years earlier, in 1946, General Curtis E. LeMay mentioned something similar in a research program announcement. He called for "flight and survival equipment for use above the atmosphere, including space vehicles, space bases and devices for use therein."
Wednesday, February 6, 2008
Taxi of the Future (It might happen)
Written by: Redyam
One thing that politicians realised early on was that the current system of transport for the country was a mess, and needed dramatic change.
The rapid advancement of computers and Artificial Intelligence over the last few decades meant that a new form of computer controlled transport could be developed and would be far more efficient than the human controlled cars of the late 20th century.
The original concept of owning your own car had all but been disappeared, instead having been replaced with an A.I. controlled 'taxi' service for every individual.
One would arrange for a taxi via an internet-like control centre installed in every house and within a few minutes a pod would be available. Then the user inputs a destination into the transport pod, and they would be whisked away automatically.
Instead of using the old over-ground network of roads and motorways, the pods would instead move about underground using a network of tunnels. Using recent advancements in electricity and magnetism, the pod would be able to glide through the tunnels effortlessly, quickly and efficiently, only rising above the ground once the destination is reached.
The computer controlled A.I. of the system would ensure that any problems would immediately be dealt with, giving a smooth ride.
Even though the expense of the system was tremendous, the benefit of virtually eliminating noise or air pollution, road accidents and congestion was great.
The system also gave a shot in the arm to Britain's economy, rapidly accelerating the country's GDP which has come to a standstill in recent years due to congestion.
All the existing roads over the ground were turned into grassy areas and cycle lanes, and the damage caused to the earth’s ozone layer was dramatically reduced.
One thing that politicians realised early on was that the current system of transport for the country was a mess, and needed dramatic change.
The rapid advancement of computers and Artificial Intelligence over the last few decades meant that a new form of computer controlled transport could be developed and would be far more efficient than the human controlled cars of the late 20th century.
The original concept of owning your own car had all but been disappeared, instead having been replaced with an A.I. controlled 'taxi' service for every individual.
One would arrange for a taxi via an internet-like control centre installed in every house and within a few minutes a pod would be available. Then the user inputs a destination into the transport pod, and they would be whisked away automatically.
Instead of using the old over-ground network of roads and motorways, the pods would instead move about underground using a network of tunnels. Using recent advancements in electricity and magnetism, the pod would be able to glide through the tunnels effortlessly, quickly and efficiently, only rising above the ground once the destination is reached.
The computer controlled A.I. of the system would ensure that any problems would immediately be dealt with, giving a smooth ride.
Even though the expense of the system was tremendous, the benefit of virtually eliminating noise or air pollution, road accidents and congestion was great.
The system also gave a shot in the arm to Britain's economy, rapidly accelerating the country's GDP which has come to a standstill in recent years due to congestion.
All the existing roads over the ground were turned into grassy areas and cycle lanes, and the damage caused to the earth’s ozone layer was dramatically reduced.
Tuesday, February 5, 2008
French Pilot Flies First Manned Electric Plane
Posted on Thu Jan 10 2008
By: Ianto Everett
Electric planes are nothing new - if you count remote control enthusiasts flying model aircraft around the local park, but in France in late December, pilot and test engineer Christian Vandamme successfully flew the first full size electric airplane.
The Electra F-WMDJ is built from wood and fabrics and powered by lithium polymer batteries and on December 23rd the aircraft took off from near the Southern Alp town of Gap and flew for 48 minutes around the Alps, achieving a flight distance of 50 kilometers (30 miles).
The French company APAME, who developed the aircraft, was launched only 18 months ago with finance from various French aerospace companies, and while this is still a fairly short distance it proves that the concept works, and APAME are committed to developing a commercially viable airplane for leisure pilots.
In the past the major hurdle for electric powered aircraft has been the weight of the battery, but with rapidly developing battery technology, electric aircraft look set to become a viable option; and as APAME state, as well as being environmentally friendly, a major advantage for pilots is the vast reduction in fuel costs. The company estimate that their engine, which costs around the same price as a standard engine, costs only one Euro per hour to run, compared to around 60 Euros per hour for a conventional airplane.
Earlier this year the company also successfully performed a test flight of a mono-wing microlight style aircraft, and have other designs in development. It's not just private aircraft that may soon be flying greener, however, as both NASA and Boeing are researching hydrogen fuel cell powered commercial passenger jets, and Richard Branson, owner of Virgin Airlines, has invested millions of dollars into researching greener fuel options.
And now ? There is a lot of work to be made before seeing of numerous ultralights and small planes flying with an electric engine ! But this flight shows that it's possible.
By: Ianto Everett
Electric planes are nothing new - if you count remote control enthusiasts flying model aircraft around the local park, but in France in late December, pilot and test engineer Christian Vandamme successfully flew the first full size electric airplane.
The Electra F-WMDJ is built from wood and fabrics and powered by lithium polymer batteries and on December 23rd the aircraft took off from near the Southern Alp town of Gap and flew for 48 minutes around the Alps, achieving a flight distance of 50 kilometers (30 miles).
The French company APAME, who developed the aircraft, was launched only 18 months ago with finance from various French aerospace companies, and while this is still a fairly short distance it proves that the concept works, and APAME are committed to developing a commercially viable airplane for leisure pilots.
In the past the major hurdle for electric powered aircraft has been the weight of the battery, but with rapidly developing battery technology, electric aircraft look set to become a viable option; and as APAME state, as well as being environmentally friendly, a major advantage for pilots is the vast reduction in fuel costs. The company estimate that their engine, which costs around the same price as a standard engine, costs only one Euro per hour to run, compared to around 60 Euros per hour for a conventional airplane.
Earlier this year the company also successfully performed a test flight of a mono-wing microlight style aircraft, and have other designs in development. It's not just private aircraft that may soon be flying greener, however, as both NASA and Boeing are researching hydrogen fuel cell powered commercial passenger jets, and Richard Branson, owner of Virgin Airlines, has invested millions of dollars into researching greener fuel options.
And now ? There is a lot of work to be made before seeing of numerous ultralights and small planes flying with an electric engine ! But this flight shows that it's possible.
Future Flyers: Pushing Forward for Personal Aircraft
By Tariq Malik
Ask science fiction fans about the future and no doubt they'll tell you it's full of flying cars.
The concept of personal flying machines seems to be as old as the aviation itself, yet cars, trucks and buses still claim the transportation throne.
However NASA researchers, as well as private aviation engineers, are working to develop the next step in personal air transportation.
The Personal Air Vehicle Exploration (PAVE) program at NASA's Langley Research Center in Hampton Virginia, for example, is working to develop easy-to-use aircraft that may one day take you from your garage to the airport and on to your destination, saving time - and hopefully dollars - otherwise be spent on a public flight.
"That's always been the dream," said Andrew Hahn, PAVE vehicle sector analyst at Langley, of flying cars. "Our plan is to have a flying demonstrator by [2009]."
While Hahn and PAVE manager Mark Moore work to develop roadable air vehicles, other Langley researchers in a separate project are hoping to streamline the interfaces between personal aircraft and the thousands of small airports across the country to serve future flyers.
Neither car, nor plane
The challenge of fusing cars with airplanes is that, in the end, the final vehicle tends to be inefficient on the road and in the air.
"It was heavier and costlier and not a particularly good car or airplane," Hahn said of the vehicular combination. "So at least with the foreseeable technology, it didn't look too attractive."
Meeting Department of Transportation regulations for road vehicles, he told SPACE.com, also adds a 1,000 pounds of weight to a vehicle.
PAVE is aimed at developing a small aircraft capable of short jaunts on city streets, enough to get to a nearby airport and back, researchers said.
The first step is a demonstrator aircraft, called TailFan and expected to fly by the 2009 fiscal year, to tackle some of the biggest challenges to personal air vehicles. Among them are ease-of-use, environmental issues like noise and pollution, as well as affordability.
"Airplanes are just not affordable to the bulk of people," Hahn said. "And those who can afford them aren't buying them in droves."
For TailFan, PAVE researchers are taking a horse-like approach to navigation, building a system smart enough know where to fly but allowing human aviators enough control to stay attentive in case of an emergency.
"It's sort of like this interesting middle ground...like having a robotic copilot," Hahn said. "Full autonomy is not going to be reliable enough for people to trust their lives to."
A roadable vehicle like the Gridlock Commuter is still about 10 years away, he added.
Smaller airport alternative
Another, potentially nearer-term flight alternative is also under study by LARC researchers.
Dubbed the Small Aircraft Transportation System (SATS) program, the project is developing some of the basic technologies to make use of the more than 5,000 small airports across as a greater means of point-to-point transport.
"Nearly all of the people in this country live in a 30 minutes of a small airport," said Jerry Hefner, SATS project manager at Langley, in a telephone interview. "We're working to move general aviation and small aircraft from enthusiasts to a mode of transportation."
SATS is primarily aimed at boosting volume operations at small airports without towers or radar, as well developing new technologies and operating procedures to help pilots land in low-visibility at minimally equipped airports. Increasing single-pilot crew safety, with systems such as synthetic vision, heads-up displays, and integrating those small aircraft into the larger national airspace are also project goals.
"The idea is that you won't have to leave home an hour early to get to the airport, then spend two hours waiting for security and check-in," Hefner said."
Developing that navigation and airport infrastructure is a vital component for the future of personal air travel, according to aircraft developers.
"Without it, the vehicle will be primarily a novelty," said Paul Moller, an aeronautical engineer spearheading development of the Skycar vertical takeoff and landing aircraft at Moller International in Davis, California. "A highway in the sky is a really critical tool."
SATS researchers are planning a flight demonstration of their technologies in 2005 at Danville Regional Airport in Danville, Virginia. The effort is a joint project with the Federal Aviation Administration (FAA), U.S. Department of Transportation and the National Consortium for Aviation Mobility.
Automobile aviators
The U.S. government has only approved two vehicles that could both drive on city streets and take to the air.
The first was Airphibian, a 150-horsepower vehicle with detachable tail and wings that could be removed for street driving. Developed by Robert Fulton in 1946 and approved by the FAA's precursor - the Civil Aeronautics Administration. Moulton Taylor's Aerocar, with a body covered in fiberglass, also gained FAA certification and could fly at 120 miles (194 kilometers) per hour.
While both vehicles were flyable, they failed to find enough support to get off the ground commercially. Hahn even doubts the true roadability of both vehicles.
"The Airphibian is a three-wheeled concept - only needs to meet motorcycle regulations - which did work, but I doubt was fully roadable [at] 65 mph on a highway for hours on end," he said. "The Taylor Aerocar is fully roadable, but is not compliant with the [Department of Transportation's] regulations for cars."
Flying in your future
Many researchers and engineers see robust personal air transportation as an inevitable alternative to congested airport hubs and freeways frozen by traffic.
"People are going to stop driving if they can't get anywhere," Moller told SPACE.com.
In addition to Moller's Skycar, a number of private groups are pursuing their own versions of a personal flying machine. Engineers at Israel's Urban Aeronautics Ltd. are developing an aerial utility vehicle dubbed X-Hawk while Hunstville, Alabama's MACRO Industries are hard at work on the SkyRider X2R.
If those vehicles catch on, Hahn said, they could even drive a wedge between rural and urban lifestyles, with people living on small airports and flying to their urban workplace a hundred miles away or more.
Many people already live in airport communities where aircraft taxiways start at the end of their driveways. In Florida's Spruce Creek community just south of Daytona Beach, for example, 4,500 people and 600 aircraft live in close quarters, with 1,500 people parked off nearby taxiways.
"There's just a lot of advantages to it," said Peter Rouse, Spruce Creek's airport manager and a longtime resident. "And it's a pleasant place to be, that's the main thing."
Ask science fiction fans about the future and no doubt they'll tell you it's full of flying cars.
The concept of personal flying machines seems to be as old as the aviation itself, yet cars, trucks and buses still claim the transportation throne.
However NASA researchers, as well as private aviation engineers, are working to develop the next step in personal air transportation.
The Personal Air Vehicle Exploration (PAVE) program at NASA's Langley Research Center in Hampton Virginia, for example, is working to develop easy-to-use aircraft that may one day take you from your garage to the airport and on to your destination, saving time - and hopefully dollars - otherwise be spent on a public flight.
"That's always been the dream," said Andrew Hahn, PAVE vehicle sector analyst at Langley, of flying cars. "Our plan is to have a flying demonstrator by [2009]."
While Hahn and PAVE manager Mark Moore work to develop roadable air vehicles, other Langley researchers in a separate project are hoping to streamline the interfaces between personal aircraft and the thousands of small airports across the country to serve future flyers.
Neither car, nor plane
The challenge of fusing cars with airplanes is that, in the end, the final vehicle tends to be inefficient on the road and in the air.
"It was heavier and costlier and not a particularly good car or airplane," Hahn said of the vehicular combination. "So at least with the foreseeable technology, it didn't look too attractive."
Meeting Department of Transportation regulations for road vehicles, he told SPACE.com, also adds a 1,000 pounds of weight to a vehicle.
PAVE is aimed at developing a small aircraft capable of short jaunts on city streets, enough to get to a nearby airport and back, researchers said.
The first step is a demonstrator aircraft, called TailFan and expected to fly by the 2009 fiscal year, to tackle some of the biggest challenges to personal air vehicles. Among them are ease-of-use, environmental issues like noise and pollution, as well as affordability.
"Airplanes are just not affordable to the bulk of people," Hahn said. "And those who can afford them aren't buying them in droves."
For TailFan, PAVE researchers are taking a horse-like approach to navigation, building a system smart enough know where to fly but allowing human aviators enough control to stay attentive in case of an emergency.
"It's sort of like this interesting middle ground...like having a robotic copilot," Hahn said. "Full autonomy is not going to be reliable enough for people to trust their lives to."
A roadable vehicle like the Gridlock Commuter is still about 10 years away, he added.
Smaller airport alternative
Another, potentially nearer-term flight alternative is also under study by LARC researchers.
Dubbed the Small Aircraft Transportation System (SATS) program, the project is developing some of the basic technologies to make use of the more than 5,000 small airports across as a greater means of point-to-point transport.
"Nearly all of the people in this country live in a 30 minutes of a small airport," said Jerry Hefner, SATS project manager at Langley, in a telephone interview. "We're working to move general aviation and small aircraft from enthusiasts to a mode of transportation."
SATS is primarily aimed at boosting volume operations at small airports without towers or radar, as well developing new technologies and operating procedures to help pilots land in low-visibility at minimally equipped airports. Increasing single-pilot crew safety, with systems such as synthetic vision, heads-up displays, and integrating those small aircraft into the larger national airspace are also project goals.
"The idea is that you won't have to leave home an hour early to get to the airport, then spend two hours waiting for security and check-in," Hefner said."
Developing that navigation and airport infrastructure is a vital component for the future of personal air travel, according to aircraft developers.
"Without it, the vehicle will be primarily a novelty," said Paul Moller, an aeronautical engineer spearheading development of the Skycar vertical takeoff and landing aircraft at Moller International in Davis, California. "A highway in the sky is a really critical tool."
SATS researchers are planning a flight demonstration of their technologies in 2005 at Danville Regional Airport in Danville, Virginia. The effort is a joint project with the Federal Aviation Administration (FAA), U.S. Department of Transportation and the National Consortium for Aviation Mobility.
Automobile aviators
The U.S. government has only approved two vehicles that could both drive on city streets and take to the air.
The first was Airphibian, a 150-horsepower vehicle with detachable tail and wings that could be removed for street driving. Developed by Robert Fulton in 1946 and approved by the FAA's precursor - the Civil Aeronautics Administration. Moulton Taylor's Aerocar, with a body covered in fiberglass, also gained FAA certification and could fly at 120 miles (194 kilometers) per hour.
While both vehicles were flyable, they failed to find enough support to get off the ground commercially. Hahn even doubts the true roadability of both vehicles.
"The Airphibian is a three-wheeled concept - only needs to meet motorcycle regulations - which did work, but I doubt was fully roadable [at] 65 mph on a highway for hours on end," he said. "The Taylor Aerocar is fully roadable, but is not compliant with the [Department of Transportation's] regulations for cars."
Flying in your future
Many researchers and engineers see robust personal air transportation as an inevitable alternative to congested airport hubs and freeways frozen by traffic.
"People are going to stop driving if they can't get anywhere," Moller told SPACE.com.
In addition to Moller's Skycar, a number of private groups are pursuing their own versions of a personal flying machine. Engineers at Israel's Urban Aeronautics Ltd. are developing an aerial utility vehicle dubbed X-Hawk while Hunstville, Alabama's MACRO Industries are hard at work on the SkyRider X2R.
If those vehicles catch on, Hahn said, they could even drive a wedge between rural and urban lifestyles, with people living on small airports and flying to their urban workplace a hundred miles away or more.
Many people already live in airport communities where aircraft taxiways start at the end of their driveways. In Florida's Spruce Creek community just south of Daytona Beach, for example, 4,500 people and 600 aircraft live in close quarters, with 1,500 people parked off nearby taxiways.
"There's just a lot of advantages to it," said Peter Rouse, Spruce Creek's airport manager and a longtime resident. "And it's a pleasant place to be, that's the main thing."
Trains of the future
The MAGLEV
There's something very unusual about these futuristic trains. They don't have any wheels! Instead, they float above the track. Maglev is short for magnetic levitation [mag-NET-ick lev-ee-TAY-shun] which means using magnets to make the train rise up from the track, and it means they can go faster. Some Maglevs have already been built in Germany and Japan, where trains have already run at an incredible 552kph (343 mph) on a test track. It is expected that Maglev trains will reach speeds of up to 800 kph (500 mph) by 2020.
Train experts are proposing an even more futuristic development of Maglevs. It is envisaged that these 'floating' trains would run through vacuum tubes. A vacuum is a space without any air in it. It would mean trains could go faster - up to 3,000 kph (1,684 mph). Not only is it super-fast, but it means it wouldn't take as much energy as other kinds of transport.
Vacuum tubes could be built all over the world - under the sea and across continents. A tube could be built under the Atlantic Ocean, and that would mean you could get from England to America in less than two hours (it takes 6 or 7 hours by plane). It would cost about £20 billion to build a tube like that.
Tony Roche, who is the president of the Institution of Mechanical Engineers said "Some might see this as a pie-in-the-sky idea, but a lot can happen in 50 years."
This was written by Robin Gray of the National Railway Museum.
There's something very unusual about these futuristic trains. They don't have any wheels! Instead, they float above the track. Maglev is short for magnetic levitation [mag-NET-ick lev-ee-TAY-shun] which means using magnets to make the train rise up from the track, and it means they can go faster. Some Maglevs have already been built in Germany and Japan, where trains have already run at an incredible 552kph (343 mph) on a test track. It is expected that Maglev trains will reach speeds of up to 800 kph (500 mph) by 2020.
Train experts are proposing an even more futuristic development of Maglevs. It is envisaged that these 'floating' trains would run through vacuum tubes. A vacuum is a space without any air in it. It would mean trains could go faster - up to 3,000 kph (1,684 mph). Not only is it super-fast, but it means it wouldn't take as much energy as other kinds of transport.
Vacuum tubes could be built all over the world - under the sea and across continents. A tube could be built under the Atlantic Ocean, and that would mean you could get from England to America in less than two hours (it takes 6 or 7 hours by plane). It would cost about £20 billion to build a tube like that.
Tony Roche, who is the president of the Institution of Mechanical Engineers said "Some might see this as a pie-in-the-sky idea, but a lot can happen in 50 years."
This was written by Robin Gray of the National Railway Museum.
Saturday, February 2, 2008
Honda's vision of the future -- a car powered by hydrogen
Michael Taylor,
The future of driving, if Honda has anything to say about it, came to a Monterey County race track Tuesday in the form of a dark red sedan that is slated to be the first fuel cell car on the planet to come off a production line.
The Honda FCX looks like a slightly futuristic version of a blend of cars, especially those made by Honda Motor Co. But by one particular yardstick, the car is special -- it doesn't run on fossil fuel. Instead, a fuel cell car uses hydrogen.
"This is the first purpose-built fuel cell vehicle to be put on the road in the hands of retail customers," said Stephen Ellis, fuel cell marketing manager for American Honda Motor Co. "It's not a car that is remade from some other platform."
Fuel cell cars have been made by several of the world's biggest carmakers, but by and large they were cobbled together from an existing gas- or electric-powered vehicle. Honda itself earlier made a homely looking fuel cell car, one of which has been in use by a Los Angeles family for more than a year.
Honda says that within two years it plans to produce and lease to the public an untold number of cars based on the concept car the company put on display Tuesday. Tentative plans call for leasing the car for perhaps $600 or $700 a month. Automakers typically lease experimental cars to the public rather than sell them outright as a way of retaining control of them.
On Tuesday, Honda rented Laguna Seca Raceway to show off the only two FCX cars the company says exist in the world. Reporters were allowed to take the cars -- each is worth as much as $2 million, according to industry insiders -- around a portion of the race track, past signs encouraging "acceleration," "braking" and other exhortations.
The car performed like any moderately sporty sedan. It is quiet, it has a low center of gravity, and it's relatively fast.
What makes the car unlike any other sedan is its fuel cell stack, a sandwich of plates that generate electricity through an electro-chemical process using a combination of hydrogen and oxygen. The front wheels are driven by an electric motor. The only emission is water vapor.
The hydrogen can be refined from a number of sources, including coal, natural gas and methane.
Being a concept car, the FCX at the race track was far from the finished product. Every time a driver mentioned a possible problem, the reply was that it's a concept car and the problem will be fixed when it's in regular production.
A fuel cell car in regular production? Honda knows it faces enormous barriers as it tries to introduce a completely new way to propel a car.
The biggest problem is where to fuel it. Gov. Arnold Schwarzenegger's long-touted "hydrogen highway" is behind schedule, said Honda's FCX product planner, Christine Ra.
Still, a few stations accommodate fuel cell cars, and more are planned, said Catherine Dun- woody, executive director of the California Fuel Cell Partnership, a group of companies that promotes the technology.
"There are 23 in California, mostly in Southern California," Dunwoody said Tuesday, "and 14 more are on the way. Most fuel cell cars fuel at one or two stations, and we need to move to the point where any car can find a station."
UC Davis environmental science Professor Joan Ogden, who specializes in fuel cells, said a study she has seen says that in the next 10 years, there will be a "roll-out of hydrogen cars and stations" in California.
Others think it will take longer.
"Fuel cell cars have real promise to do double duty -- help the climate and end our oil addiction," said David Friedman, research director for vehicle programs at the Union of Concerned Scientists in Washington, D.C. "But that future is 20 to 30 years away. All the car companies are working really hard to make fuel cell vehicles a reality, and they deserve praise. Yet there are real hurdles to overcome."
Friedman cited problems of making a fuel cell system start in minus-40 degree weather and making the systems as durable as possible.
"We have to get a fuel cell vehicle that is durable and cheap enough," Friedman said, "and make sure the hydrogen is clean enough. No one will cheer if, at the end of the day, we make all our hydrogen from coal and melt the planet."
As for the economics, Honda Vice President Ben Knight said a fuel cell car can get the equivalent of a gasoline-powered car's 65 miles per gallon. An FCX filled with 8.8 pounds of hydrogen can go about 270 miles, he said.
One unknown is how much a hydrogen retailer -- probably one of the big oil companies -- would charge for hydrogen. Honda also is developing a home refueling station that draws natural gas from a home's utility supply and processes it for hydrogen use.
Then there is the real-world question of what a fuel cell car is like when you have one, day in and day out. Jon Spallino knows.
In June 2005, American Honda began leasing a 2005 Honda FCX to Spallino, a 41-year-old Redondo Beach businessman with a wife and two daughters. The Spallinos became what apparently is the only American family to use a fuel cell car every day, for such things, Spallino says, as "going to the shopping center, to the soccer field and to ballet lessons."
Asked what stood out, Spallino said, "the lack of trouble. I expected technical problems. All that happened was one flat tire."
He said he fills up the car about once a week at Honda's U.S. headquarters in Torrance, and otherwise it behaves like a normal car. Except that he does get a lot of attention, given that "Honda Fuel Cell Powered FCX" is written in giant letters on the side of the car.
"I finally ended up carrying a stack of brochures explaining the car," Spallino said. "All of that was part of the fun."
Fuel cells: electric power from hydrogen fuel
Fuel cells create electricity through an electrochemical process that combines hydrogen and oxygen. Vehicles running on fuel cells would need to be supplied with gaseous hydrogen extracted from a hydrocarbon fuel, such as coal, natural gas, or methane. Honda is developing a home refueling station that draws gas from the home's utility supply and processes it for hydrogen use.
How fuel cells work
Hydrogen fuel is fed into the anode of the fuel cell. Helped by a catalyst, hydrogen atoms are split into electrons and protons.
Electrons are channeled through a circuit to produce electricity.
Protons pass through the proton exchange membrane.
Oxygen enters the cathode and combines with the electrons and protons to form water.
Water vapor and heat are released as byproducts of the reaction.
The future of driving, if Honda has anything to say about it, came to a Monterey County race track Tuesday in the form of a dark red sedan that is slated to be the first fuel cell car on the planet to come off a production line.
The Honda FCX looks like a slightly futuristic version of a blend of cars, especially those made by Honda Motor Co. But by one particular yardstick, the car is special -- it doesn't run on fossil fuel. Instead, a fuel cell car uses hydrogen.
"This is the first purpose-built fuel cell vehicle to be put on the road in the hands of retail customers," said Stephen Ellis, fuel cell marketing manager for American Honda Motor Co. "It's not a car that is remade from some other platform."
Fuel cell cars have been made by several of the world's biggest carmakers, but by and large they were cobbled together from an existing gas- or electric-powered vehicle. Honda itself earlier made a homely looking fuel cell car, one of which has been in use by a Los Angeles family for more than a year.
Honda says that within two years it plans to produce and lease to the public an untold number of cars based on the concept car the company put on display Tuesday. Tentative plans call for leasing the car for perhaps $600 or $700 a month. Automakers typically lease experimental cars to the public rather than sell them outright as a way of retaining control of them.
On Tuesday, Honda rented Laguna Seca Raceway to show off the only two FCX cars the company says exist in the world. Reporters were allowed to take the cars -- each is worth as much as $2 million, according to industry insiders -- around a portion of the race track, past signs encouraging "acceleration," "braking" and other exhortations.
The car performed like any moderately sporty sedan. It is quiet, it has a low center of gravity, and it's relatively fast.
What makes the car unlike any other sedan is its fuel cell stack, a sandwich of plates that generate electricity through an electro-chemical process using a combination of hydrogen and oxygen. The front wheels are driven by an electric motor. The only emission is water vapor.
The hydrogen can be refined from a number of sources, including coal, natural gas and methane.
Being a concept car, the FCX at the race track was far from the finished product. Every time a driver mentioned a possible problem, the reply was that it's a concept car and the problem will be fixed when it's in regular production.
A fuel cell car in regular production? Honda knows it faces enormous barriers as it tries to introduce a completely new way to propel a car.
The biggest problem is where to fuel it. Gov. Arnold Schwarzenegger's long-touted "hydrogen highway" is behind schedule, said Honda's FCX product planner, Christine Ra.
Still, a few stations accommodate fuel cell cars, and more are planned, said Catherine Dun- woody, executive director of the California Fuel Cell Partnership, a group of companies that promotes the technology.
"There are 23 in California, mostly in Southern California," Dunwoody said Tuesday, "and 14 more are on the way. Most fuel cell cars fuel at one or two stations, and we need to move to the point where any car can find a station."
UC Davis environmental science Professor Joan Ogden, who specializes in fuel cells, said a study she has seen says that in the next 10 years, there will be a "roll-out of hydrogen cars and stations" in California.
Others think it will take longer.
"Fuel cell cars have real promise to do double duty -- help the climate and end our oil addiction," said David Friedman, research director for vehicle programs at the Union of Concerned Scientists in Washington, D.C. "But that future is 20 to 30 years away. All the car companies are working really hard to make fuel cell vehicles a reality, and they deserve praise. Yet there are real hurdles to overcome."
Friedman cited problems of making a fuel cell system start in minus-40 degree weather and making the systems as durable as possible.
"We have to get a fuel cell vehicle that is durable and cheap enough," Friedman said, "and make sure the hydrogen is clean enough. No one will cheer if, at the end of the day, we make all our hydrogen from coal and melt the planet."
As for the economics, Honda Vice President Ben Knight said a fuel cell car can get the equivalent of a gasoline-powered car's 65 miles per gallon. An FCX filled with 8.8 pounds of hydrogen can go about 270 miles, he said.
One unknown is how much a hydrogen retailer -- probably one of the big oil companies -- would charge for hydrogen. Honda also is developing a home refueling station that draws natural gas from a home's utility supply and processes it for hydrogen use.
Then there is the real-world question of what a fuel cell car is like when you have one, day in and day out. Jon Spallino knows.
In June 2005, American Honda began leasing a 2005 Honda FCX to Spallino, a 41-year-old Redondo Beach businessman with a wife and two daughters. The Spallinos became what apparently is the only American family to use a fuel cell car every day, for such things, Spallino says, as "going to the shopping center, to the soccer field and to ballet lessons."
Asked what stood out, Spallino said, "the lack of trouble. I expected technical problems. All that happened was one flat tire."
He said he fills up the car about once a week at Honda's U.S. headquarters in Torrance, and otherwise it behaves like a normal car. Except that he does get a lot of attention, given that "Honda Fuel Cell Powered FCX" is written in giant letters on the side of the car.
"I finally ended up carrying a stack of brochures explaining the car," Spallino said. "All of that was part of the fun."
Fuel cells: electric power from hydrogen fuel
Fuel cells create electricity through an electrochemical process that combines hydrogen and oxygen. Vehicles running on fuel cells would need to be supplied with gaseous hydrogen extracted from a hydrocarbon fuel, such as coal, natural gas, or methane. Honda is developing a home refueling station that draws gas from the home's utility supply and processes it for hydrogen use.
How fuel cells work
Hydrogen fuel is fed into the anode of the fuel cell. Helped by a catalyst, hydrogen atoms are split into electrons and protons.
Electrons are channeled through a circuit to produce electricity.
Protons pass through the proton exchange membrane.
Oxygen enters the cathode and combines with the electrons and protons to form water.
Water vapor and heat are released as byproducts of the reaction.
Electric Cars
VOLT FROM THE BLUE General Motors made a huge splash at the Detroit auto show in January when it unveiled its Chevy Volt concept. The car is designed to run on electricity alone, with batteries that can recharge either via an external outlet or an onboard gasoline engine, delivering 150 liles per gallon for drivers who commute up to 60 miles a day.
TECH Hybrid cars, which mate battery-powered electric motors with internal-combustion engines, are available now from Honda, Toyota and Ford, and most other manufacturers have models on the way. All-electric cars, including the Tesla Roadster, are having a harder go of it, mostly because of the limitations of current battery technology. The Chevy Volt concept, unveiled this year, cleverly straddles the fence between hybrid and all-electric cars. The Volt uses a 1.0-liter, three-cylinder gasoline engine only to charge a lithium-ion battery pack (yet to be developed) that powers the 120-kilowatt (160-horsepower) motor. Owners could also charge the Volt using a household outlet.
GREEN BENEFITS The Toyota Prius, a conventional hybrid, gets between 45 and 50 miles per gallon and produces half the amount of greenhouse-gas emissions of 30mpg sedans. If GM's Volt happens (battery technology won't be ready until at least 2010), it could drive on electricity alone for about 40 miles. That 40-mile-or-less drive describes 78 percent of American commuters. Even if the Volt drew its power from the dirtiest coal-fired plants, it would still produce less than half the emissions of a typical new car.
ECONOMICS Over 15,000 miles, the Prius costs an estimated $650 to fuel, compared with $1,300 for the 27mpg Toyota Camry. Driving the Volt 15,000 miles on electricity alone would cost only about $300 on the electric bill. Owners who drove 60 miles a day would see 150 miles per gallon and an average annual fuel cost of $116. But delivering a family car like the Volt at a price people could swallow—figure $25,000 in today's dollars—will be an enormous challenge.
OUTLOOK The first plug-in hybrids won't arrive before 2011; lithium-ion batteries have to get stronger, smaller and much cheaper to make the Volt viable and affordable for the masses. In the meantime, conventional hybrids will continue to dominate the alt-fuel market.
EST. MARKET SHARE IN 2027: 30%
TECH Hybrid cars, which mate battery-powered electric motors with internal-combustion engines, are available now from Honda, Toyota and Ford, and most other manufacturers have models on the way. All-electric cars, including the Tesla Roadster, are having a harder go of it, mostly because of the limitations of current battery technology. The Chevy Volt concept, unveiled this year, cleverly straddles the fence between hybrid and all-electric cars. The Volt uses a 1.0-liter, three-cylinder gasoline engine only to charge a lithium-ion battery pack (yet to be developed) that powers the 120-kilowatt (160-horsepower) motor. Owners could also charge the Volt using a household outlet.
GREEN BENEFITS The Toyota Prius, a conventional hybrid, gets between 45 and 50 miles per gallon and produces half the amount of greenhouse-gas emissions of 30mpg sedans. If GM's Volt happens (battery technology won't be ready until at least 2010), it could drive on electricity alone for about 40 miles. That 40-mile-or-less drive describes 78 percent of American commuters. Even if the Volt drew its power from the dirtiest coal-fired plants, it would still produce less than half the emissions of a typical new car.
ECONOMICS Over 15,000 miles, the Prius costs an estimated $650 to fuel, compared with $1,300 for the 27mpg Toyota Camry. Driving the Volt 15,000 miles on electricity alone would cost only about $300 on the electric bill. Owners who drove 60 miles a day would see 150 miles per gallon and an average annual fuel cost of $116. But delivering a family car like the Volt at a price people could swallow—figure $25,000 in today's dollars—will be an enormous challenge.
OUTLOOK The first plug-in hybrids won't arrive before 2011; lithium-ion batteries have to get stronger, smaller and much cheaper to make the Volt viable and affordable for the masses. In the meantime, conventional hybrids will continue to dominate the alt-fuel market.
EST. MARKET SHARE IN 2027: 30%
Future Fuel (Bio Diesel)
TECH Cleaner-burning than ethanol, with vastly better fuel economy, biodiesel could soon move beyond the fryer-grease fringe it's often associated with. Made largely from soybean oil or recycled cooking oil, biodiesel runs fine in unmodified diesel engines at up to a 20 percent blend with 80 percent petroleum diesel, a combination known as B20. Mercedes is conservative with its warrantied vehicles, recently announcing that drivers of Bluetec and CDI diesels could run B5; the same is true for Jeep's Liberty and the upcoming Grand Cherokee diesel. (In Europe, Citroën and Peugeot diesels can run up to B30.) Pure liquid biodiesel thickens at low temperatures, however, creating challenges for cold-climate storage and operation.
GREEN BENEFITS Biodiesel's greenhouse-gas emissions are about one third lower than gasoline. A University of Minnesota study found that biodiesel creates 93 percent more energy than is used to produce it, compared with just 25 percent for ethanol.
ECONOMICS B20 fuel contains only 2 percent less energy than regular diesel, so it delivers terrific mileage: 20 to 40 percent better than gasoline. Prices vary by region because of the limited supply sources, and it costs more than either gasoline or petroleum diesel.
OUTLOOK Despite efforts toward large-scale biodiesel production, for now it's a mere drop in a huge national reservoir of gasoline. Just 225 million gallons were produced in the U.S. last year, about as much gasoline as the nation guzzles in a day. There are only about 1,000 pumps nationwide, and any growth in that number depends on a rise in diesel usage. Biodiesel has better prospects in Europe, where diesel holds half the car market and the European Union produces nearly 90 percent of the world's biodiesel.
EST. MARKET SHARE IN 2027: 4% (B20)
GREEN BENEFITS Biodiesel's greenhouse-gas emissions are about one third lower than gasoline. A University of Minnesota study found that biodiesel creates 93 percent more energy than is used to produce it, compared with just 25 percent for ethanol.
ECONOMICS B20 fuel contains only 2 percent less energy than regular diesel, so it delivers terrific mileage: 20 to 40 percent better than gasoline. Prices vary by region because of the limited supply sources, and it costs more than either gasoline or petroleum diesel.
OUTLOOK Despite efforts toward large-scale biodiesel production, for now it's a mere drop in a huge national reservoir of gasoline. Just 225 million gallons were produced in the U.S. last year, about as much gasoline as the nation guzzles in a day. There are only about 1,000 pumps nationwide, and any growth in that number depends on a rise in diesel usage. Biodiesel has better prospects in Europe, where diesel holds half the car market and the European Union produces nearly 90 percent of the world's biodiesel.
EST. MARKET SHARE IN 2027: 4% (B20)
Wednesday, January 30, 2008
Are Wind-Assisted Ships in our Future?
Several companies around the world are experimenting with wind-assisted ships, which would reduce fuel consumption at a time where fuel can represent up to 60 percent of the running costs of operating a ship. But another goal is to reduce pollution: the toxic emission volume of the world trade fleet is roughly equivalent to the U.S. one today. In "The new age of sail," New Scientist describes a ship that will be partially pulled by a high-tech kite flying at an altitude of up to 500 meters where winds are more stable than at sea level. The German designers, who tested a prototype last year, estimate that such a hybrid sailing ship would see a 50 percent reduction of its fuel consumption. Danish and Japanese companies are also designing wind-assisted ships. Read more...
So let's look at this ship -- partially -- pulled by a kite.
For several weeks last summer, a team of German engineers sailed back and forth across the Baltic Sea playing with a large inflatable kite. The engineers, from the Hamburg company SkySails, were testing the potential of high-tech kites to pull a ship across the ocean by hitching a ride on winds high above the waves.
But will such a ship be more efficient than today's ships?
Last year's trials in the Baltic, aboard an 8-metre model of a cargo vessel, were mostly carried out in unfavourable conditions of weak and variable winds. Nevertheless, they showed that the SkySails kite can generate 1 to 1.15 kilowatts for every square metre of aerofoil. "In favourable winds it would generate a lot more thrust," says Stephan Wrage, founder of the company. The kite is designed to be retrofitted to ships of almost any size, but SkySail's largest version, with an area of 2000 to 5000 square metres, will generate propulsive power equivalent to a large ship's engine, he says.
And of course, this will contribute to reduce fuel operating costs.
The SkySails wind-assisted ship's technical advantages As shown in this chart, "cargo vessels can increase their speed by a minimum of 10% -- in the example given speed is increased yet by 2.25 bends, equaling 15%. Alternatively by using the SkySails propulsion fuel savings of up to 50% can be implemented." (Credit: SkySails GmbH).
For its part, the Danish company of naval architects Knud E. Hansen started another kind of wind-assisted ship back in 1995. You'll find more details by reading the "Modern Windship Phase II" section on this page.
The Windship proposed by Knud E. Hansen Here is a rendering of the proposed Windship (Credit: Knud E. Hansen).
The company confirms the SkySails's findings about fuel savings.
Where the weather/wind conditions are reasonable - e.g. on Atlantic routes - fuel savings of about 27% can be achieved. On routes where the superior internal volume capacity of the WindShip can be properly utilised, 50% fuel savings are possible.
And here is what New Scientist adds about the Danish effort.
Could this signal a sea change for sail? "It will now be profitable both environmentally and economically to build the windship," says Anders Carlberg of Knud E. Hansen. Other new sailing ship projects are already in the works, one in Germany and one in Japan. Carlberg and his team estimate that full-scale trials of their design will start within three years.
It is not just the oil price that has moved in the windships' favour. The Danish team is confident that it will be able to design a more efficient vessel. Jesper Kanstrup, Knud E. Hansen's senior naval architect, says that the original designs concentrated on minimising the amount of space the engine and sails took up to maximise cargo space. "They weren't designed for fuel economy."
Will these wind-assisted ships be part of the future of sea commerce? I really don't know. What do you think about these projects?
So let's look at this ship -- partially -- pulled by a kite.
For several weeks last summer, a team of German engineers sailed back and forth across the Baltic Sea playing with a large inflatable kite. The engineers, from the Hamburg company SkySails, were testing the potential of high-tech kites to pull a ship across the ocean by hitching a ride on winds high above the waves.
But will such a ship be more efficient than today's ships?
Last year's trials in the Baltic, aboard an 8-metre model of a cargo vessel, were mostly carried out in unfavourable conditions of weak and variable winds. Nevertheless, they showed that the SkySails kite can generate 1 to 1.15 kilowatts for every square metre of aerofoil. "In favourable winds it would generate a lot more thrust," says Stephan Wrage, founder of the company. The kite is designed to be retrofitted to ships of almost any size, but SkySail's largest version, with an area of 2000 to 5000 square metres, will generate propulsive power equivalent to a large ship's engine, he says.
And of course, this will contribute to reduce fuel operating costs.
The SkySails wind-assisted ship's technical advantages As shown in this chart, "cargo vessels can increase their speed by a minimum of 10% -- in the example given speed is increased yet by 2.25 bends, equaling 15%. Alternatively by using the SkySails propulsion fuel savings of up to 50% can be implemented." (Credit: SkySails GmbH).
For its part, the Danish company of naval architects Knud E. Hansen started another kind of wind-assisted ship back in 1995. You'll find more details by reading the "Modern Windship Phase II" section on this page.
The Windship proposed by Knud E. Hansen Here is a rendering of the proposed Windship (Credit: Knud E. Hansen).
The company confirms the SkySails's findings about fuel savings.
Where the weather/wind conditions are reasonable - e.g. on Atlantic routes - fuel savings of about 27% can be achieved. On routes where the superior internal volume capacity of the WindShip can be properly utilised, 50% fuel savings are possible.
And here is what New Scientist adds about the Danish effort.
Could this signal a sea change for sail? "It will now be profitable both environmentally and economically to build the windship," says Anders Carlberg of Knud E. Hansen. Other new sailing ship projects are already in the works, one in Germany and one in Japan. Carlberg and his team estimate that full-scale trials of their design will start within three years.
It is not just the oil price that has moved in the windships' favour. The Danish team is confident that it will be able to design a more efficient vessel. Jesper Kanstrup, Knud E. Hansen's senior naval architect, says that the original designs concentrated on minimising the amount of space the engine and sails took up to maximise cargo space. "They weren't designed for fuel economy."
Will these wind-assisted ships be part of the future of sea commerce? I really don't know. What do you think about these projects?
Sunday, January 27, 2008
Future Travel 2004
Future travel:
By Duncan Walker
Nasa's scramjet powered plane could change flying
The prospect of a revolution in air travel has been raised by Nasa's successful test of a 5,000mph plane. But are we likely to see similar advances in other forms of transport?
The way we get about has a profound impact on the way we live - affecting where we set up home, work and holiday.
Nasa scientists say their experimental X-43A jet has the potential to make the world a much smaller place. It has already led to predictions that passenger planes will one day fly from the UK to Australia in two hours.
But apart from the huge cost implications, governments are increasingly sensitive to environmental concerns and may resist the use of technology that could harm the planet.
So, dusting off the crystal ball, what changes might come in the way we get around? What big ideas are out there, and do they have any chance of seeing the light of day?
PERSONAL AIR TRAVEL
The idea: Flying cars
Developments in microlight technology will make it possible for everyone to own what are, in effect, flying cars. They will have closed cabins, heating, stereos and room for two people.
Microlight wings could be removed, to make them like cars
You will take off from a field or runway near your home and fly to towns and cities across the UK, or mainland Europe.
After landing, you will detach the fixed wing from your vehicle and continue your journey by road - right up to your final destination - just as if you were travelling by car.
Fuel efficient engines and the advantage of being able to travel as the crow flies - rather than by winding roads - will keep costs and the environmental impact down.
Will it happen?
It's not that far fetched. Microlight firm Pegasus is already building closed cabin vehicles, while some aircraft can travel at speeds of up to 130mph and fly for up to four hours.
Pegasus boss Bill Brooks says a combined three wheel car and microlight could cost about £30,000.
The downsides
The prospect of horrific crashes and air rage spring to mind.
The British weather often prevents microlight flying, and you can only travel during daylight hours. You need an airfield and learning to fly isn't easy.
There is also the question of developing propellers that can safely power cars.
"Whilst taxiing up the road under propeller power, I met a group of cycling proficiency children who I thought I'd chop up, so stopped and pushed the rest of the way," says Bill Brooks of an early test run.
FLYING FOR FUN
The idea: Jet Packs
James Bond used a jet pack to escape a French chateau after killing his enemy Jacques Boiter in Thunderball.
The idea of jet packs has been around for years
The idea was also a hit when a stuntman flew around on one during the opening ceremony of the 1984 Los Angeles Olympics.
You will be able to use the device - roughly the size of two scuba tanks strapped to your back - on short journeys. Perhaps for going to the shops.
They will be handy for retrieving cats from trees, cleaning hard-to-reach windows and arriving in style at a party.
Will it happen?
It's looking increasingly unlikely - despite the fact we have already seen early prototypes in action.
It remains difficult to build a cheap, reliable version which has a practical use.
The downsides
"Lots of people set their pants on fire and went off in funny directions when they tried them out," says Austin Williams of the independent Transport Research Group.
And there's always the issue of whether you really need one.
TAXIS
The idea: Driverless cabs
These computer-controlled pods will take you wherever you want along a fixed route, whenever you want to go.
Computer-controlled driverless cabs could soon be in Cardiff
For the price of one person's bus fare, several people can ride at speeds of up to 25mph, with fences and elevated sections used to guard against accidents.
There will be little, if any, wait for use of the cabs, which will leave from stations and will be accessed by pre-paid smartcards.
The cabs, which will travel on a 1.5m-wide track, will use 75% less energy per passenger than a car and 50% less than a bus.
Will it happen?
There's a good chance it will. Testing has taken place in Cardiff, where developers hope to have 160 driverless cabs running by 2006.
"We have had a lot of interest from elsewhere in the country," says ULTra chief executive Martin Lowson. He says Corby and Daventry are both looking at the idea, as are Heathrow and East Midlands airports.
The downsides
Persuading investors and politicians to back the scheme. The possibility of vandalism against the cabs.
There's also the visual impact of elevated sections and possible disruption installing the tracks.
CARS
The idea: Safe, environmentally friendly cars
Cars of the future will do far less damage to the environment and will be equipped with futuristic safety devices to minimise the number of accidents and deaths.
With hydrogen power, nothing comes from the tailpipe but water
Society of Motor Manufacturers and Traders
Engines could be powered by a rubbish-fuelled reactor - to make use of all the waste we produce. Alternatively, petrol may be replaced by fuel cells which separate hydrogen from oxygen in water.
Rounder and softer vehicles will appear as safety laws shape vehicle design. They will have sensors to detect pedestrians and other cars and will have air cushions inside and out.
They may also run along invisible tracks, via satellite technology. Traffic flow could even be controlled with vehicles "talking" to each other to regulate flow - meaning the end of traffic jams.
Will it happen?
Cars powered by fuel cells are already being developed, says the Society of Motor Manufacturers and Traders.
"Twenty years from now expect to see examples on our roads," it predicts. "With hydrogen power, nothing comes from the tailpipe but water."
The downsides
So many millions of people own cars that it will be years before environmental and safety improvements become commonplace.
The technology is still experimental and it remains to be seen whether car firms have the ability and commitment necessary.
RAILWAYS
The idea: Magnetically levitated trains
Maglev trains already run in China
Trains using "Maglev" technology will zip between cities at 260mph - twice the maximum speed British passengers are accustomed to.
The system uses a combination of magnetic attraction and repulsion for lift and forward movement on specially built tracks.
In effect the trains float on an electromagnetic cushion, which minimises friction.
Because journey times are significantly shorter, people will be encouraged to leave their cars at home.
Will it happen?
The first commercial Maglev train line is already in operation between Shanghai city centre and Pudong airport.
The technology was invented in Britain and a Maglev shuttle was actually built between Birmingham International Airport and the nearby railway terminal.
But it was abandoned in 1995 because it was unreliable.
The downsides
The costs. Chinese authorities were forced to abandon a Maglev line between Shanghai and Beijing because of the phenomenal price tag attached to the project.
High-speed trains already in use in Japan and Europe can travel nearly as fast as maglev trains, but on standard tracks.
By Duncan Walker
Nasa's scramjet powered plane could change flying
The prospect of a revolution in air travel has been raised by Nasa's successful test of a 5,000mph plane. But are we likely to see similar advances in other forms of transport?
The way we get about has a profound impact on the way we live - affecting where we set up home, work and holiday.
Nasa scientists say their experimental X-43A jet has the potential to make the world a much smaller place. It has already led to predictions that passenger planes will one day fly from the UK to Australia in two hours.
But apart from the huge cost implications, governments are increasingly sensitive to environmental concerns and may resist the use of technology that could harm the planet.
So, dusting off the crystal ball, what changes might come in the way we get around? What big ideas are out there, and do they have any chance of seeing the light of day?
PERSONAL AIR TRAVEL
The idea: Flying cars
Developments in microlight technology will make it possible for everyone to own what are, in effect, flying cars. They will have closed cabins, heating, stereos and room for two people.
Microlight wings could be removed, to make them like cars
You will take off from a field or runway near your home and fly to towns and cities across the UK, or mainland Europe.
After landing, you will detach the fixed wing from your vehicle and continue your journey by road - right up to your final destination - just as if you were travelling by car.
Fuel efficient engines and the advantage of being able to travel as the crow flies - rather than by winding roads - will keep costs and the environmental impact down.
Will it happen?
It's not that far fetched. Microlight firm Pegasus is already building closed cabin vehicles, while some aircraft can travel at speeds of up to 130mph and fly for up to four hours.
Pegasus boss Bill Brooks says a combined three wheel car and microlight could cost about £30,000.
The downsides
The prospect of horrific crashes and air rage spring to mind.
The British weather often prevents microlight flying, and you can only travel during daylight hours. You need an airfield and learning to fly isn't easy.
There is also the question of developing propellers that can safely power cars.
"Whilst taxiing up the road under propeller power, I met a group of cycling proficiency children who I thought I'd chop up, so stopped and pushed the rest of the way," says Bill Brooks of an early test run.
FLYING FOR FUN
The idea: Jet Packs
James Bond used a jet pack to escape a French chateau after killing his enemy Jacques Boiter in Thunderball.
The idea of jet packs has been around for years
The idea was also a hit when a stuntman flew around on one during the opening ceremony of the 1984 Los Angeles Olympics.
You will be able to use the device - roughly the size of two scuba tanks strapped to your back - on short journeys. Perhaps for going to the shops.
They will be handy for retrieving cats from trees, cleaning hard-to-reach windows and arriving in style at a party.
Will it happen?
It's looking increasingly unlikely - despite the fact we have already seen early prototypes in action.
It remains difficult to build a cheap, reliable version which has a practical use.
The downsides
"Lots of people set their pants on fire and went off in funny directions when they tried them out," says Austin Williams of the independent Transport Research Group.
And there's always the issue of whether you really need one.
TAXIS
The idea: Driverless cabs
These computer-controlled pods will take you wherever you want along a fixed route, whenever you want to go.
Computer-controlled driverless cabs could soon be in Cardiff
For the price of one person's bus fare, several people can ride at speeds of up to 25mph, with fences and elevated sections used to guard against accidents.
There will be little, if any, wait for use of the cabs, which will leave from stations and will be accessed by pre-paid smartcards.
The cabs, which will travel on a 1.5m-wide track, will use 75% less energy per passenger than a car and 50% less than a bus.
Will it happen?
There's a good chance it will. Testing has taken place in Cardiff, where developers hope to have 160 driverless cabs running by 2006.
"We have had a lot of interest from elsewhere in the country," says ULTra chief executive Martin Lowson. He says Corby and Daventry are both looking at the idea, as are Heathrow and East Midlands airports.
The downsides
Persuading investors and politicians to back the scheme. The possibility of vandalism against the cabs.
There's also the visual impact of elevated sections and possible disruption installing the tracks.
CARS
The idea: Safe, environmentally friendly cars
Cars of the future will do far less damage to the environment and will be equipped with futuristic safety devices to minimise the number of accidents and deaths.
With hydrogen power, nothing comes from the tailpipe but water
Society of Motor Manufacturers and Traders
Engines could be powered by a rubbish-fuelled reactor - to make use of all the waste we produce. Alternatively, petrol may be replaced by fuel cells which separate hydrogen from oxygen in water.
Rounder and softer vehicles will appear as safety laws shape vehicle design. They will have sensors to detect pedestrians and other cars and will have air cushions inside and out.
They may also run along invisible tracks, via satellite technology. Traffic flow could even be controlled with vehicles "talking" to each other to regulate flow - meaning the end of traffic jams.
Will it happen?
Cars powered by fuel cells are already being developed, says the Society of Motor Manufacturers and Traders.
"Twenty years from now expect to see examples on our roads," it predicts. "With hydrogen power, nothing comes from the tailpipe but water."
The downsides
So many millions of people own cars that it will be years before environmental and safety improvements become commonplace.
The technology is still experimental and it remains to be seen whether car firms have the ability and commitment necessary.
RAILWAYS
The idea: Magnetically levitated trains
Maglev trains already run in China
Trains using "Maglev" technology will zip between cities at 260mph - twice the maximum speed British passengers are accustomed to.
The system uses a combination of magnetic attraction and repulsion for lift and forward movement on specially built tracks.
In effect the trains float on an electromagnetic cushion, which minimises friction.
Because journey times are significantly shorter, people will be encouraged to leave their cars at home.
Will it happen?
The first commercial Maglev train line is already in operation between Shanghai city centre and Pudong airport.
The technology was invented in Britain and a Maglev shuttle was actually built between Birmingham International Airport and the nearby railway terminal.
But it was abandoned in 1995 because it was unreliable.
The downsides
The costs. Chinese authorities were forced to abandon a Maglev line between Shanghai and Beijing because of the phenomenal price tag attached to the project.
High-speed trains already in use in Japan and Europe can travel nearly as fast as maglev trains, but on standard tracks.
Thursday, January 24, 2008
Future Space Flight?
Virgin Galactic founder, Sir Richard Branson, unveiled the new spaceflight system, composed of the WhiteKnightTwo carrier plane and the SpaceShipTwo spacecrafts.
“2008 really will be the year of the spaceship,” said Branson when he unveiled the 1/16th-scale model spacecraft at the American Museum of Natural History. “We’re truly excited about our new system and what our new system will be able to do.”
Both crafts were designed and built by aerospace pioneer Burt Rutan and his firm Scaled Composites. The first spaceflights are star-dated for 2009, tickets aboard the SpaceShipTwo space liners are available from Virgin Galactic for an initial price of about $200,000.
Based on Rutan's SpaceShipOne, a piloted and reusable spacecraft that won the $10 million Ansari X Prize for suborbital spaceflight in 2004, SpaceShipTwo is an air-launched vehicle designed to carry six passengers and two pilots to suborbital space and back. But unlike SpaceShipOne, which launched from beneath its single-cabin WhiteKnight carrier, the new craft will drop from a twin-cabin high-altitude jet that can double as a space tourist training craft. WhiteKnightTwo carries four engines and a wingspan of about 140 feet (42 meters), rivaling a B-29 bomber, and is built to handle unmanned rockets capable of launching small satellites into orbit, Virgin Galactic officials said.
“2008 really will be the year of the spaceship,” said Branson when he unveiled the 1/16th-scale model spacecraft at the American Museum of Natural History. “We’re truly excited about our new system and what our new system will be able to do.”
Both crafts were designed and built by aerospace pioneer Burt Rutan and his firm Scaled Composites. The first spaceflights are star-dated for 2009, tickets aboard the SpaceShipTwo space liners are available from Virgin Galactic for an initial price of about $200,000.
Based on Rutan's SpaceShipOne, a piloted and reusable spacecraft that won the $10 million Ansari X Prize for suborbital spaceflight in 2004, SpaceShipTwo is an air-launched vehicle designed to carry six passengers and two pilots to suborbital space and back. But unlike SpaceShipOne, which launched from beneath its single-cabin WhiteKnight carrier, the new craft will drop from a twin-cabin high-altitude jet that can double as a space tourist training craft. WhiteKnightTwo carries four engines and a wingspan of about 140 feet (42 meters), rivaling a B-29 bomber, and is built to handle unmanned rockets capable of launching small satellites into orbit, Virgin Galactic officials said.
Subscribe to:
Posts (Atom)