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J.w. Vigrass - One of the best experts on this subject based on the ideXlab platform.

  • ALTERNATIVE FORMS OF Motive Power FOR SUBURBAN RAIL RAPID TRANSIT
    Transportation Research Record, 1990
    Co-Authors: J.w. Vigrass
    Abstract:

    Unconventional modes of rail Motive Power are considered. High capital costs of extending existing or new rail rapid transit lines into the more distant suburbs may have been a deterrent to implementation of some proposed extensions. Such high costs are caused, in part, by use of third-rail electrification with the perceived need for full grade separation. The longer the extension, the less the traffic on its outer extremities is a general condition that works against extension of full grade-separated rail transit into the far suburbs. Several forms of Motive Power are described that could offer much lower implementation costs for suburban rail rapid transit. The same concepts could apply to suburban electrified commuter railroads where electric operation is mandatory on critical center city terminal portions of a system. The proposed alternatives for heavy (i.e., high-platform) rapid transit ought to have costs on the order of those usually associated with light-rail transit, and yet would provide the spaciousness and comfort associated with suburban heavy-rail rapid transit. The unconventional Motive Power units described herein are intended to allow extension of existing (or proposed) electric rail transit into distant suburbs using nonelectrified railroad track that may be abandoned or used by an occasional freight train. Such existing rapid transit or commuter railroad lines are electrified because of underground operation in center cities. They generally have a roster of existing rolling stock that would have to be modified for use on nonelectrified extensions, and such modifications are described. A moderately deep discussion of technology is necessary to explain what is feasible and why. Precedent is cited in which transit trains have shared track with railroad freight trains.

  • Alternative forms of Motive Power for suburban rail rapid transit
    ASME IEEE Joint Conference on Railroads, 1990
    Co-Authors: J.w. Vigrass
    Abstract:

    Several forms of Motive Power are described that could offer much lower implementation costs for suburban rail rapid transit. The same concepts could apply to suburban electrified commuter railroads where electric operation is mandatory on critical center city terminal portions of a system. The proposed alternatives for heavy (i.e., high platform) rapid transit ought to have costs on the order of those usually associated with light rail transit while still providing the spaciousness and comfort associated with suburban heavy rail rapid transit. The unconventional Motive Power units described are intended to allow extension of existing (or proposed) electric rail transit into distant suburbs using nonelectrified railroad tract that may be abandoned or occasionally used by a freight train.

Bruce A. Smith - One of the best experts on this subject based on the ideXlab platform.

Askin T. Isikveren - One of the best experts on this subject based on the ideXlab platform.

  • Pre-design of a commuter transport utilising Voltaic-Joule/Brayton Motive Power systems
    Aeronautical Journal, 2018
    Co-Authors: Askin T. Isikveren, Yann Fefermann, Christophe Maury, Clélia Level, Khaled Zarati, Clément Pornet, Jean-philippe Salanne, Bruno Thoraval
    Abstract:

    This investigation surveyed the potential and established outcomes for future 19-passenger fixed-wing commuter transport aircraft concepts employing battery-based Voltaic-Joule/Brayton Motive Power systems with no additional electrical energy drawn from generators mechanically coupled to thermal engines. The morphological approach was that of a tri-prop (two on-wing podded turbo-props and one aft-fuselage mounted electric motor configured as a pusher-on-pylon installation). A Battery System-level Gravimetric Specific Energy (referred to as “battery energy density”) of at least 500 Wh/kg yielded 39%, 25% and 10% block fuel reductions for 150-nm (Design Service Goal), 430-nm (85th percentile) and 700-nm (maximum range) stage lengths, respectively. All quoted comparisons are against a suitably projected turbo-prop only year-2030 aircraft. In contrast to the reference Beech 1900D, block fuel reductions of up to 44-49% were predicted, which could facilitate a significantly lower deficit in relation to the Advisory Council for Aviation Research and Innovation in Europe (ACARE) Strategic Research and Innovation Agenda (STRIA) 55% target for year 2030. This investigation also indicated that, in the future, suitably flexible hybrid-electric architectures could be fashioned allowing possibility for the aircraft to complete any required city-pair operations (within the legitimate payload-range working capacity) irrespective of exchangeable batteries being available at a given station. Finally, it was also established, assuming such a tri-prop morphology, Normal conducting machines delivering maximum shaft Power output of 1.1 MW would be required.

  • Hybrid-Electric Motive Power Systems for Commuter Transport Applications
    30th Congress of the International Council of the Aeronautical Sciences, 2016
    Co-Authors: Yann Fefermann, Bruno Thoraval, Christophe Maury, Clélia Level, Khaled Zarati, Clément Pornet, Jean-philippe Salanne, Askin T. Isikveren
    Abstract:

    This investigation surveyed the potential and established outcomes for future 19-passenger fixed-wing commuter transport aircraft concepts employing battery based Voltaic- Joule/Brayton Motive Power systems with no additional electrical energy drawn from generators mechanically coupled to thermal engines. The morphological approach was that of a tri-prop (two on-wing podded turbo-props and one aft-fuselage mounted electric motor configured as a pusher-on-pylon installation). A Battery System-level Gravimetric Specific Energy (referred to as “battery energy density”) of at least 500 Wh/kg yielded 39%, 25% and 10% block fuel reductions for 150 nm (Design Service Goal), 430 nm (85-percentile) and 700 nm (maximum range) stage lengths respectively. All quoted comparisons are against a suitably projected turbo-prop only year-2030 aircraft. In contrast to the reference Beech 1900D, block fuel reductions of up to 44- 49% were predicted, which could facilitate a significantly lower deficit in relation to the ACARE Strategic Research and Innovation Agenda 55% target for year 2030. This investigation also indicated that, in future, suitably flexible hybrid-electric architectures could be fashioned allowing possibility for the aircraft to complete any required city-pair operations (within the legitimate payload-range working capacity) irrespective of exchangeable batteries being available at a given station. Finally, it was also established assuming such a tri-prop morphology Normal Conducting Machines delivering maximum shaft Power output of 1.1 MW would be required.

Luo Yu-ting - One of the best experts on this subject based on the ideXlab platform.

  • On Conformity of Spiritual Motive Power
    Wuhan University Journal, 2020
    Co-Authors: Luo Yu-ting
    Abstract:

    In the realistic society, different individual and group's spiritual Motive Power is different and various. Only with command conformity, development conformity and communication conformity can be various, dispersive and differentiate spiritual Motive Power conformed and make for unification from multiplicity, centralization from decentralization, amalgamation from differentiation, and come into being a kind of new social spiritual Motive Power, the composition of social spiritual forces, which is stronger than the summation of spiritual Motive Power of individual and society.

J Mcwhinnie - One of the best experts on this subject based on the ideXlab platform.

  • HIGH DENSITY TUBULAR PLATE, Motive Power BATTERIES FOR ADVANCED ELECTRIC ROAD VEHICLES
    1991
    Co-Authors: J M Stevenson, J Mcwhinnie
    Abstract:

    The applications for high energy density tubular Motive Power batteries, range from conventional material handling with intensive working patterns, to electric road vehicles. Electric road vehicle categories include the UK milk delivery fleet, the payload carrier van and, perhaps more futuristically, the electric car. Arguably, the most critical part of the vehicle drive train is the battery. It is the aim of this paper to discuss some aspects of the characteristics of advanced, tubular plate, lead acid Motive Power batteries in relation to use in electric vehicles; the reference point being the development and application of CMP's 6 volt 205 ampere hour battery. For the covering abstract of the conference see IRRD 851144.

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