The Path Forward
A case is substantiated that Terreplane can achieve metrics of 1/5th the cost, 1/5th to 1/25th the energy, 1/5th the environmental footprint, and reductions in travel time. Less ambitious first systems will target 1/3rd the cost, 1/3rd the energy, 1/3rd the environmental footprint, and reductions in travel time were achieve.
In engineering terms: "a path is chosen with less risk but adequate reward". Two criteria are set for the initial system:
Some of those details, estimated ranges, and initial guess include:
Comments on Upper Limits of Travel Speed:
High speed rail is limited to about 250 mph due to the amount of thrust wheels can provide (which is limited by practical limits on the vehicle weight). Terreplane's linear motor is not limited by this, and can ultimately attain speeds of 450 mph at atmospheric pressure, 550 mph in tunnels where tail wind is engineered to supplement vehicle velocity, and greater than 650 mph in tunnels operated at low pressure. However, during the vulnerable initial applications, these higher speeds are a detail that detracts from the windfall of cost, energy, time, and environmental benefits that can be attained without the risk of pursuing these higher speeds.
For Terreplane, initial applications will have upper speeds no greater than 250 mph so as to use existing technology for transfer of grid electricity form an overhead like parallel to the guideway (and likely about 6 inches to the side of the guideway). This both reduces risk and increases fuel economy (no weight of batteries). A priority is set on attaining the 1/5th the energy consumption relative to alternatives.
In engineering terms: "a path is chosen with less risk but adequate reward". Two criteria are set for the initial system:
- The guideway should be flexible with a combination of tension and supports so as to provide straight paths and smooth/gradual curves for high speed transit.The flexible criterion allows the guideway to be unrolled from reels during installation, so as to provide costs that are only moderately more costly than electrical power transmission lines which have well-documents costs of about $2M per mile.This holds firm to the 1/5th the cost metric and 1/5th the environmental footprint metric.
- The vehicles should be light weight through autonomous operation and no storage of fuel on board, translating to an initial system operation at less than 250 mph to allow grid electricity to continuously power the vehicle.This suggests use of linear motors which should have less chassis weight than rotary motors, and it should lock in at least 200% of the targeted 400% increase in energy efficiency.
Some of those details, estimated ranges, and initial guess include:
- Vehicle passenger capacities (2 to 96 [range], 20 [initial guess]).
- Vehicle median height (3 ft to 6.5 ft, 6.5).
- Wingspan / Spacing between cable guideways (no wings to 30 ft; 2-ft extension on both sides).
- Number of guideways where 2 one in each direction (2 to 6, 4).
- Cruising speeds of each guideway (70 to 300 mph, 100 and 250).
- Cable diameter (1.5 - 4 inch diameters, 1.5).
- Vehicle shape (should it be higher in center, shorter overall), shapes specific to service (parcel service, higher speed).
- Guideway composition.
- Guideway switching method.
- Connector/Hanger design and spacing.
Comments on Upper Limits of Travel Speed:
High speed rail is limited to about 250 mph due to the amount of thrust wheels can provide (which is limited by practical limits on the vehicle weight). Terreplane's linear motor is not limited by this, and can ultimately attain speeds of 450 mph at atmospheric pressure, 550 mph in tunnels where tail wind is engineered to supplement vehicle velocity, and greater than 650 mph in tunnels operated at low pressure. However, during the vulnerable initial applications, these higher speeds are a detail that detracts from the windfall of cost, energy, time, and environmental benefits that can be attained without the risk of pursuing these higher speeds.
For Terreplane, initial applications will have upper speeds no greater than 250 mph so as to use existing technology for transfer of grid electricity form an overhead like parallel to the guideway (and likely about 6 inches to the side of the guideway). This both reduces risk and increases fuel economy (no weight of batteries). A priority is set on attaining the 1/5th the energy consumption relative to alternatives.
1/5th the Time (more on the topic)
The following chart summarizes how Terreplane can attain total transit times of less than 20% of air transit and cars. The excellent performance stems from: a) highly accessible terminals due to use of the same system for commuter and trans-continental transit, b) non-stop service due to inexpensive guideways and high-speed switching, and c) high speed transit.
TERREPLANE is a societal-transforming technology. It is faster than alternatives due to its high speed (500 mph for open-air systems) and its ability to network local commuter lines with inter-city lines. While slower than Hyperloop, total travel times tend to be less. Example travel times are:
42 minutes - New York - Washington D.C. (destination to destination, including walking time)
1:06 hr:min - San Francisco to LA
25-45 min. - Most locations in New York to most locations in Philadelphia
TERREPLANE vehicles will not have prominent wings. They will have "flaps" that are used for control and fine tuning of lift, but TERREPLANE vehicles will not have obvious wings unless they are designed for novel applications.
42 minutes - New York - Washington D.C. (destination to destination, including walking time)
1:06 hr:min - San Francisco to LA
25-45 min. - Most locations in New York to most locations in Philadelphia
TERREPLANE vehicles will not have prominent wings. They will have "flaps" that are used for control and fine tuning of lift, but TERREPLANE vehicles will not have obvious wings unless they are designed for novel applications.
1/5th the Energy (more on the topic)
During normal operation, the energy expended to operate Terreplane is the energy to overcome drag, where:
ENERGY = Weight / [Lift:Drag ratio]
1) Reducing Specific Weight: At the same L:D ratios as jet aircraft (about 18:1), Terreplane is able to attain 50% the specific weight of airliners due to elimination of fuel (use of grid electricity) and elimination of aircraft components like the cockpit, wing structures, landing gear, and redundant control hardware.
2) Increasing Fuel Efficiency: Another 44% reduction in fuel consumption is attributed to electrical power generation which is more efficient than the combustion engines of jet and propeller aircraft.
3) Reduced Distances and Less Waste: Finally, another 30% reduction is attributed to less energy expended going to the airport, non-stop transit rather than use of connecting flights, autonomous operation eliminating mass of pilots and flight attendants, and elimination of "hold patterns" in the queue for landing.
In total, there is an 80% reduction in energy resulting in a fuel economy of about 250 passenger-miles per GGE.
The 400% increase in fuel economy in unprecedented in history and should be applicable to several major transit corridors. Other corridors may have a mere 300% or 200% increase in fuel economy.
During normal operation, the energy expended to operate Terreplane is the energy to overcome drag, where:
ENERGY = Weight / [Lift:Drag ratio]
1) Reducing Specific Weight: At the same L:D ratios as jet aircraft (about 18:1), Terreplane is able to attain 50% the specific weight of airliners due to elimination of fuel (use of grid electricity) and elimination of aircraft components like the cockpit, wing structures, landing gear, and redundant control hardware.
2) Increasing Fuel Efficiency: Another 44% reduction in fuel consumption is attributed to electrical power generation which is more efficient than the combustion engines of jet and propeller aircraft.
3) Reduced Distances and Less Waste: Finally, another 30% reduction is attributed to less energy expended going to the airport, non-stop transit rather than use of connecting flights, autonomous operation eliminating mass of pilots and flight attendants, and elimination of "hold patterns" in the queue for landing.
In total, there is an 80% reduction in energy resulting in a fuel economy of about 250 passenger-miles per GGE.
The 400% increase in fuel economy in unprecedented in history and should be applicable to several major transit corridors. Other corridors may have a mere 300% or 200% increase in fuel economy.
1/5th the Cost (more on the topic)
Reductions in costs are annualized costs, with similar 80% reductions in capital, maintenance, and operating costs. The primary reason for the lower capital and maintenance costs are the inexpensive zipline-type guideways. The primary reason for lower operating costs are improved fuel economy and short transit times that allow rapid turnover of the vehicles.
Reductions in costs are annualized costs, with similar 80% reductions in capital, maintenance, and operating costs. The primary reason for the lower capital and maintenance costs are the inexpensive zipline-type guideways. The primary reason for lower operating costs are improved fuel economy and short transit times that allow rapid turnover of the vehicles.
Range of Vehicle Options
The below table summarizes example TERREPLANE vehicles including the two benchmark cases of the Wright Brothers first aircraft and a Cessna 150. The wingspan of the Cessna 150 is 33 feet, and simple calculations will illustrate how the "prominent" wing aspect of this vehicle disappears as the weight of the vehicle decreases and the velocities increase. The assumptions are that lift (including impact momentum) are proportional to the velocity squared and that the body of the vehicle contributes to 20% of the lift.
By reducing the weight of an aircraft by 50% through removing the engine and fuel, the needed wingspan is decreased from 33 feet to 14 feet. A doubling of the velocity would further decrease the needed lift to 25% of the lift for the 63 mph takeoff velocity with a wing span of 3.7 feet. Hence, at about 75 mph, a 2-seater TERREPLANE vehicle would not need obvious wings. The addition of a spoiler would allow an 8-seater to fly at 90 mph.
The below table summarizes example TERREPLANE vehicles including the two benchmark cases of the Wright Brothers first aircraft and a Cessna 150. The wingspan of the Cessna 150 is 33 feet, and simple calculations will illustrate how the "prominent" wing aspect of this vehicle disappears as the weight of the vehicle decreases and the velocities increase. The assumptions are that lift (including impact momentum) are proportional to the velocity squared and that the body of the vehicle contributes to 20% of the lift.
By reducing the weight of an aircraft by 50% through removing the engine and fuel, the needed wingspan is decreased from 33 feet to 14 feet. A doubling of the velocity would further decrease the needed lift to 25% of the lift for the 63 mph takeoff velocity with a wing span of 3.7 feet. Hence, at about 75 mph, a 2-seater TERREPLANE vehicle would not need obvious wings. The addition of a spoiler would allow an 8-seater to fly at 90 mph.
Here is a prototype design for the 24-passenger TERREPLANE Liner. Terreplane will set new standards in convenience and the no-worries approach to travel, and it is capable of delivering all the luxuries available with current travel ... such as lounge cars, sleepers, diners. Imagine a personal/family sleeper car that is automatically routed to park in your reserved hotel room ... where you wake up the next day at the final destination, in your hotel room, .... (you name it). Imagine leaving your office/home/hotel 30 minutes before your trans-Atlantic flight departs ... with arrival 40 feet from the gate three minutes before the gate closes with "no worries".
Cell phone Apps will provide travel options (non-stop and personal vehicle vs ride share vs connecting with a train ...), arrival time alternatives, and price alternatives. Commuter vehicles can have all the essentials of an office, so that a 400 mile commute which takes an hour to complete is both productive and easy to take.
The back-of-the-envelope calculations are just the starting point for what is possible. Great things are indeed possible. In many applications it would be "cost optimal" to allow the Propulsion Line to support part of the vehicle weight during travel.
This is the starting point. Optimal pressures in Vactunnels, optimal fractions of the weight to be supported by the Propulsion Line, and novel approaches to create lift lead to an entire new technology specialty with years of great work to be performed.
Cell phone Apps will provide travel options (non-stop and personal vehicle vs ride share vs connecting with a train ...), arrival time alternatives, and price alternatives. Commuter vehicles can have all the essentials of an office, so that a 400 mile commute which takes an hour to complete is both productive and easy to take.
The back-of-the-envelope calculations are just the starting point for what is possible. Great things are indeed possible. In many applications it would be "cost optimal" to allow the Propulsion Line to support part of the vehicle weight during travel.
This is the starting point. Optimal pressures in Vactunnels, optimal fractions of the weight to be supported by the Propulsion Line, and novel approaches to create lift lead to an entire new technology specialty with years of great work to be performed.
Environmental Impact
ENVIRONMENT:
The vast majority of people want to preserve natural environments and want to end global warming. But the costs for past, effective solutions have been high. At times, the solutions have been too single-issue and have ignored the bigger picture. The TERREPLANE System changes this. A transportation system with substantially reduced environmental impact is able to provide lower cost, faster, and superior service that produces jobs locally.
The TERREPLANE System is able to directly use grid electricity as a power source, overcoming inefficiencies associated with the charging and use of batteries. Being based on grid electricity, a diverse and versatile number of sources are available to provide power, including some of the most efficient and "green" sources available. The TERREPLANE System also uses less energy per passenger-mile and has an absolute minimal footprint on the terrain.
The vast majority of people want to preserve natural environments and want to end global warming. But the costs for past, effective solutions have been high. At times, the solutions have been too single-issue and have ignored the bigger picture. The TERREPLANE System changes this. A transportation system with substantially reduced environmental impact is able to provide lower cost, faster, and superior service that produces jobs locally.
The TERREPLANE System is able to directly use grid electricity as a power source, overcoming inefficiencies associated with the charging and use of batteries. Being based on grid electricity, a diverse and versatile number of sources are available to provide power, including some of the most efficient and "green" sources available. The TERREPLANE System also uses less energy per passenger-mile and has an absolute minimal footprint on the terrain.