JPRS ID: 10538 WEST EUROPE REPORT SCIENCE AND TECHNOLOGY

• Document Type: CREST
• Collection: JPRS
• Document Number (FOIA) /ESDN (CREST): CIA-RDP82-00850R000500060051-4
• Release Decision: RIF
• Original Classification: U
• Document Page Count: 18
• Document Creation Date: November 1, 2016
• Sequence Number: 51
• Content Type: REPORTS

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JPRS L/ 10538
24 M~y 1982
West Euro e Re ort
p ~
SCIEN~CE AND TECHNOLOGY
CFOUO 9/82)
. FBIS FOREIGN BROADCAST INFORMATION SERVICE
FOR OFFICIAL USE ONLY .
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NOTE
JPRS publications contain information primarilv from foreign
newspapers, periodicals and booka, but also f:om news agency
transmissions and broadcasts. Materials from ~�oreign-language
sources are tra^.slated; those from English-language sources
are tranacribed or reprinted, with the original phrasing and ~
o ther characteriatics retained.
Headlines, editorial reports, and material enclosed in brackets
[J are supplied by JPRS. Processing indicators such as [Text]
or [Excerpt] in the first line of each item, or following the
last line of a brief, indicate how the original information was
proEessed. Where no processing indicator is given, the infor-
mation was summarized or extracted.
Unfamiliar names ren~lered phonetically or tranaliterated are
enclosed in parenthe~ses. Words or names preceded by a ques-
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Other unattribut~d parenthetical notes within the body of an ~
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= The contents of this publication in no way repr~ae~~t the poli-
c ies, views or at.titudes of the U.S. Government.

~
COPYRI(~iT LAWS AND REGULATIONS GOVERNING OWNERSHIP OF
MATERLALS REPRODUCED H~:REIN YtEQUIRE THAT DISS~MINATION
OF THIS PUBLICATION BE RESTRICTEI) FOR OFFICIAL USE ONLY.
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JPRS L/10538
24 May~ 1982
WEST EUROt'E REPORT ~
SCIENCE AND TEGHNOLOGY
t~ovo 9/sa1
CONTENTS
ENERGY
Progreea Report: Thyasengae 'Comflt~x' Pilot Plant
(EFDOEL & RON~,E-ERDGA3-PE1'RC~HEMIE~ Mar 82) 1
Briefs
Solar Power Plant Operating 3
INDUSTRIAL TECHNOLOGY
Fully Automatic Flexibl~ Machining Center Developed
(VDI-~, No 3, 1982) 4
CNC Interconnection, Automated Machining
Wasino Machxnery, Parte Illustrations
TRANSPORTATION
Doubt Cast on Economic Feasibility of Magnetic Levitation
(Peter Thomsen; STERN, 1 Apr 82) ..............a......... 12
- [III -WE-1515&TFOUO]
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ENE RGY
PROGRESS REPORT; T"c.YSSENGAS 'COMFLUX~ PILOT P'LANT
Hamburg ERDO~L & KOHLE~ERDGAS-PETROCHEMIE in German Mar 82 p 108
[Article: "SNGz Thyssengases 'Comflux' Pil~t Plant"]
[TextJ Since 1975 TY~yssengas (~bH, Duisbur.g, :~as been working on the develop-
, ment of a process calle~ :Comf].ux for methanization of gases produced from
coal g~sification in a fluid-bed reactor. Following succesaful operation of
the first experimential atage, a pilot facility was built a:id put into oper-
ation. Didier Engine~ring GmbH, Eseen, was heavily involved in the develop-
ment of the process. The installatioas are located on the premisea of
Ruhrchemic AG in Oberhausen-Holten next to a Texaco coal gasificatior. facil-
ity which supplies the gas for methanization ae needed. The pilot fgcility
hss a capacity of 2,500 m3/h SNG. During th.: planned experimental period
extending to ~98~?, impartant design data relating to technical optimization
of equipment and procesaes wi11 be developed for a large-acale demonstration
inatallation. The Thyssen procese carries out the mathanization in a single
reactor. 1~ao basic featurea of the procesa make thia possible:
1. The Ni cata~lyst used here guides two reactione aimultaneously~ namely
methanization and conversion. Since in geaeral the gae from caal gasifica-
~ tion dazs not contain t~e r+equired percentage of hydrogen for methanization,
conversion of a part of the CO present in the gas with H2) to produce H2) and
Ca2 is required.
2. The reaction takes place in a fluid-bed reactor which permixs an especial-
ly large heat exchange during isothermic operation.
The heat of reaction can be transformed almost without I.oss into higt.-grade
process steam (120 bat, 380 degreea C). Utilization of this steam malcea the
Comflux process about 97 percent energy effic:ient.
The public gas supply is etandardized on natural~gae with a heating value of
10 kWh/m3. The gas generated with Comflux exhibits a heating value between
9.5 and 11 k41h/m3. It can thus--depending on requirementa--be produced in L
or H ~uality gas.
Independent of the present competitive capability of SNG for the heating mar-
ket, the development is being pursued with the following in view:
1
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--A mature technology shall be ready for immed~ate aervice when coal gasifi-
cation pro~ecta make SNG economically profitable.
--The development work shall enable Thyssengas and the German facilitie~ con-
eCruction cc~apanies to offer the world market a service-ready process; Local-
ities with favorable coal pricee and corresponding gas demand can make econom-
ical use of SNG before the FRG can.
--The fluid-bed reactc,r process developed by Thysaengas ahall bQ researched .
relative to technological suitability for other chemical processes.
The Thyssengas development pro~ects are being supported by the Federal l~:inis-
try for Research and Technology: the semitechnical stage at about 67 per-
cent (cos ts of about DM 210 millioa); the pilot stage at about 60 p~ercent
(costs of about DM 50 million).
COPYRIGHT: Industrieverlag von Herahaussen KG, Hamburg 1982.
9160
CSO; 3102/231
2
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ENERGY
BRIEFS
SOLAR POwER PLANT OP~RATING--A 50-yea~old French power plant concept--the '
generation of electricity from riaing air currents produced by solar heat-
ing- is getting a new booet on Sp~in's Mancha high plain with Germaa technol-
ogy and financiai aid. The Spanish Nanzanares updraft power plant, a pilot
facility sup~orted by the Bonn reaearch minietry and designed by the Stutt-
gart engineering bureau Schlaich and Parrner, ia presently going into oper-
ation. It combires well known energy technologies such as wind wheel power,
the green-house effec: and chimney sucti~n. An expanaive plastic-foil col-
' lector canopy with a diameter of 250 m standing 8 m above the ground conducta
the solar heated air into a 10-m-diameter and 200-m-tall. inaulated sheet
metal tower. The pressure differential of the heated air in the tower pro-
duces a strong updraft which drives a turbine and connected generators in
the tower. For areas bardering on deserts, Sch3aich and Partner rredict
that, "Electricity produced from solar energy can be available s~:~n frc~m
large-scale, low-priced facilities." Requirements for a 100-1~1 powsr plant
include a tawer with a diameter of 100 m and a height of 600 m plue a collec-
tor canopy with a diameter of 4.3 km. The idea etems fram the Frenchtaan
Bernard Dubos wh~ in 1920 wanted to generate electricity on th~e steep slopea
of the North African mountains bordering on the Sahara. A greenhouse at
ground level heated by burning hot deaert air ~~ae to induce a flaw through
an insulate d riser to the mounta3n top at 2C0 km/h, driving a turb ine in
the process. [Text ] [Hambui~g Capital ia Ge-rman Mar t~2 p 37 ] (COPYRIGHTs
1982 Gruner + Jahr AG & Co.] 9160
CSO: 3102/231
3
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INDUSTRIAL TE~BNOLOGY
FULLY AlJ'POMATIC FLEXIBLE MACHINING CENTER DEVELOPED �
CNC Interconnection, Automated Machining
Duesseldorf VDI-Z in German No 3, 1982 pp 101-102
[Article: "Fully Automatic Manufacturing Cel~ for Machined Parts"]
[Text] I. CNC Contro'lled Machine Complex for Sawing, Turning and Ga~ging
A joint program between the sister firms Amada GmbH and Wasino GmbH, P.O.
Box 17 13, D-5657 Haan 1, which invol~ved linking various machines resulted
in the sobot supported system shown in Figure 1. All required processea
for center worxing, from uncut bar a~ock to the finiahed turned part, can be
caz�ried out automatically in a single cycle with the new production unit.
The flexible machining system conaiats of the following elements:
--A HA-250 autoiaatic band saw, a production saw with the following features.:
cutting diameters up to 250 mm; automatic height adjustment; fast material
_ feed; patented feed-pressure regulator and hydraulic pull-in gripper with
hydraulic centering un~t. The start button initiates a complete cam-
controlled cycle including centering, squaring and clamping, Figure 2.
--7.tao high-performance lathes of types L4-J and LS-J with the following
features: integrated gaugizg syetem; revolving disc witti 12 tool atations;
length between centers, 800 mm; machinal~le l~ngth between centera, 635 mm;
swing over bed, 580 mm; machinable diameter, 260 ma; turning apeed, 10 to
3500 rpm. The automatic two-stage reduction gear is p rogram controlled.
--A Fanuc 6-axit;, CNC path controlled robota serves as a connecting link
between the indi.vidual system components and aseumes all loading and unload-
ing functions .
An interface unit coordinates the execution of all commande between the saw
and robot, CNC lathe and robot, robot and gauging station and gauging stat~on
and CNC lathe. Final inspection ia accompliahed by an external, independen~
measuring unit.
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ThP individual phases of the overall operation are precisely synchronized
to eliminate idle time. A signal from the interface to the saw starts a
- cycle. After the end cut is made, the established length to be cut is
automatically advanced; the material is rotated and centered l~y the center-
ing unit and then cut by the saw. A1'i steps are ex~cuted in dialog with the
interface unit. At the start of a new cycle, the robot takea the material
from the saw and positions it in the first lathe. The next several steps
proceed with continuous communication between the robot and the lathe:
removal of the machined part from the lathe; insertion of the new material
stock and start of machining. If this sequence is prevented at the first
lathe, the robot goes to the second lathe and executes the same sequence of
steps: The robot removes the finished piece, reloads the machine and m~ves
the finished part to fi.nal inspection according to program. The psrt ia
gaugpd with respect to contour (see also section 2); and if it passes, it is
placed on the parts delivery conveyor. If it does not pass, the piece is
laid aside and the system is shut down. The system triggers an optical and
an acoustical alarm.
During the turning operation, the material feed system (band saw and center-
ing unit) has prepared another part. The overall work cycle in~~olving the
individual system components is repeated with no idle time. In order to
eliminate ~crap, the individual turning operations in the roachine are moni-
tored by measuring sensors. Dim~nsional deviations are au~omatically compen-
sated via the correction memory of the particular lathe. The tool-break
monitor is an additional safety device which helps to ensure smooth produc-
tion flow without human operators. The combination of tool condition cwni-
toring and automatic error compensation provides a high degree of quality
assurance.
_ II. Automated Machining of Bar Stock With Path Related Tool-Break M~onitoring
With the robot-supported Wasino LG 81 lathe system, Figure 3, the wor~c flow
from bar stock to the finished part is highly systemized. Preparation and
machining times ars significantly shortened and production control is greatly
simplified. The flexible system makes possible complex machining involving
boring, milling and turning. For the problem of reverse machining, Wasino
offers the following solution. After the bar stock has been automati,cally
advanced and machined from the front with appropriate tools, a gripper ,
spindel which is synchronized with the chuck rotates the part end for end
and machining continues to the butt end.
The LG $1 lathe specially designed for machining small parts is offered with
standard or collet chucking. The maximum machinable bar-stock dimensions
are a diameter of 42 mm and a length of 120 ~n. In general, the machine is
designed for chuck work up to 120 ~n x 120 mm. It is equipped with a hori-
zontal tool carrier slide (linear revolver) which provides for a u?aximum of
4 milling or boring tools among the total tool complement. A special tech-
nical feature is the heat-removing oil bath which prevents expansion of the
axes by maintaining con~tant thermal conditions during the entire machining
operation. The result is uniform accuracy with high surface quality. The
minimal slide movements required for tool changing eliminate dwel:is. Thia
6
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is a criterion of overriding importance in machining amall parts. Attached
to the lathe are a bar feed and a CNC controlled Fanuc robot which fur~ctione
as a mechanical arm. Added to this is an external ga~iging system which
controls all deviations from a prescribed value.
The sorting unit of the LG 81 system employs 4 selection criteria: good,
plus tolerance, minus tolerance and unacceptable. The interface unit
- coordinatea all information exchange between the gauging atation and the
robot. A1.1 reports from the gauging station are transmitted to the robot
and the ma~:hine control, enabling the lathe to correct to zero all values
which lie below the programmed target values. This leads to a tighter
tolerance band.
The LG 81 flexible machining system is equipped with a special tool-break
monitor which automatical?y Qisplaya any deviatio.i from a prescribed value.
Before pro~iuction machining, a sample part is test machined under optimal
cutting conditions. During this operation, lathe motor power is recorded
an~ plotted, and a characteristic envelope is drawn which providea a power-
limit curve for the production runs. If the envelope is exceeded, the
machine stops and a fault address is immediately displayed on the CRT which
instantly pinpoints the cause of failure. The special advantage of this ~
tool-break monitoring metho~ is precise control of the entire machining
process down to the lowest power levels. This differs from the usual case
_ where.in monitoring is on certain peak values; here the machining procesa is
controlled in all phases.
. A Start of tool-break monitoring
eo B End af tool-break monitoring
~ o C Main motor power consumption
~
e�
~ PO
P5
O
V 40
~ 3o q
~ P3
~ zo /F'2 P6 P~ e
~ ~ / P9
PI C
2 4 6 d l0 12 ~4 16 1B 20 21 2a 26 S �
f~9 PS
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F'6 P?
F' 7
PI

, ~ _ ~ ~ ~ ~ ~ �
Figure 4. Path related tool-break monitoring. Power as a function of time
is determined while machining a sample part and an envelope of thia curve ia
- used as the expected value for tool-break monitoring.
(Article prepared using manufacturer's data)
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Wasino Machinery, Parts Illustrations
D~,~esseldorf VDI-Z in German No 3, 1982 pp A1, A2
[fhe following are examples of Wasino products. Note that the format of all
capti.ons is the same. The first line is machining time; the second is
material and the third is diameCer x length. For nonround parts, such as
hexagonal, diameter is measured acroas opposite flats.J
[Text)
' .
r ~
~ ~a~ .
: 'J
_
;.s`:. i=3.~i
i.'c,~~M'i~~fl t~s~,~:. :s@~f ~P'L~~j57Eti"i i.it? :~tlL e ~l;
; i;:~ .:'r;~n.:; ;:(e i .
Material C45~ M~erfal Alu Meterial C45 Materiel C60
022mmx35mm 055mmx25mm $13mmx34mm 030mmx35mm
~
w/�~AI /
"
; . ~ ~
~ ~ ~ ; r,
. :.:i;.,t.
,
~ ' 4;..
d i." i
. .l r..:'.. . , ~ilti. �;ry~::u~~t ~~i? ?iu:;. � !^3f?~~'y3::s~"i:i.ieX ~'r ~3c�x./~~~ ;Sf~.L i'Uf:~~~~1~:~'s~:~ i.c'.~ , ~ .
Matedel Stehigu6 ~ . Metetiel C45 Material C45 . Materfal Alu
l.~npe 35 mm 0 30 mm x 52 mm . 0 22 x 20 mm /~0'13 x 20 mm 0 35 mm x 28 rnm
. .
. . - ~ .
~
ss~"'�19aC. 4ii3~Yt'~3,:t:.'1.{)b4lOS. ~Cld4~gtltl~t~lu,iF~3 ~~L. ~'~IyL1tM,'~:~',;;; "
Mate~ial C45 Schn~edestehir DIN 2346 AAdteriel Alu ' MMeriel C45
0 28 mm x 50 mm 0 38 mm x 40 mm 0 48 mtn x 48 rttm 0 35 mm x 48 mm
'
. . ,
` .
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E
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,
l ;,1 't~~~
~t'a;~h ti` ~t .
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4
n~ - .x' ~ + ~e: h 41' ~ . M~IOII'MV
~ 0 Z5 Rf"n1 x 22a a~n"~~~~' . . 1~ , 017 mm x 30 i nm
8
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Key:
Row 1:
96 seconds 83.3 seconds 69 seconds 122 seconde
C45 Alu C45 C60
22mmx 35mm SSmmx25m4n 13mmx34mm 30mmx35mm
- Row 2:
113 seconds 92 seconds 94 sec/69 sec 53 seconds
cast steel C45 C45 Alu
length 35 m~ 30 mm x 52 mm 22x20 mm/13x20 ~n 35 mm x`L8 mm
Row 3:
87 seconds 220 seconds 184 seconds 132 seconds
C34 DIN 2345 steel Alu C45
28 mm x 50 mm 38 mm x 40 mm 48 mm x 48 ~ 35 mm x 48 mm
Row 4:
80 seconds 78 seconds 73 seconds 55 eeconds
C45 C35 C45 Alu
25 mm x 22 mm 11 man x 20 mm 18 mm x 30 mm 17 m~ x 30 mm
9
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We offer you a turning system with which you can machine your small parts
about 30 percent faster, and we would li:ce to see anybody beat aur speed.
~ ~r: a
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a . . . , >+"n
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, `k , . p~ I t
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A ~ � � ~
L~.-94 . � ~ ? ~ � ~ ~ ` ~ � .
I~x�~~ i '.!'i
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~
Top left photo:
With our LG 70 and LG 81 CNC lathes, you lose no time with idle time. The
linear revolver takes care of this. It brings the tool to the work by the
~ shortest path. Instead of large motions, the slider requires minimal motion,
and this saves time.
- 10
,
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Top right photo:
While a disc revolver requires a rotary motion to bring up a new tool, the
. slider often requires only an infiniteaimal motion. In fractions of a
~econd, a new tool is in operation. You can't get any m~re economical than
this in turning small parts.
_ Center left photo:
A constant operating temperature from the start is a prerequisite for uniform
precision lathe work. Our heat-removing oil bath establishe~ thia condition.
It assures high thermal stability and thus prevents expansion of the axes due
to heat. The result is a top quality surface: 0.001 mm roughnesa for steel
and 0.0006 mm for aluminum from the first part to the last. And this is
guaranteed!
Center right photo:
The Fanuc 6 T CNC control is distinguished by its reliability and ease of
operation.
Lower left caption:
Specification for the LG 70 CNC lathe:
Maximum dimensions of machinable part: 100 mm diameter, 100 mm length
Swing over bEd: 320 mm
_ Spindle turning speed range: 40 to 4,000 rpm, stepless control
_ Longitudinal slider motion: 250 mm (Z axis)
Transverse slider motion: 480 mm (X axie,)
Spindle drive power: 5.5 kW DC (bed slider)
L~wer right caption:
Specification for the LG 81 CNC lathe:
Maximum dimensions of machinable part: 120 mm diameter, 120 mm length
Swing over bed: 460 mm
Spindle turning speed range: 40 to 4,000 rpm, stepless control
Longitudinal slider motion: 240 mm (Z axis)
Transverse slider motion: 550 mm (X axis)
Spindle drive power: 11 kW DC (bed slider)
COPYRIGHT: VDI-Verlag GmbH, Duesseldorf 1982
9160
CSO: 3102/201
11
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- TRANSPORTATION ~
DOUBT CAST ON ECONOMIC FEASIBILITY OF MAGNETIC LEVITATION
Hamburg STERN in German 1 Apr 82 pp 37-38
- [Article by Peter Thomsen: "A Train Without A Future"J
[Text] In the middle of the uninhabited waste between the abandoned secondary Ems
canal and the Bundeswehr training ground at Meppen, an endless concrete beam
crosses the billiard table-smooth Emsland. Like a larger than life-size windowbox,
it rests on massive supports 6 meters in the air and disappears in the hazy distance
on the horizon. Occasionally, a group of workers appears, climbs the siry
structure and performs some task on the supports. "Fine tuning," conatruction
supervisor Peter Wurm says. "We are ad,justing the beam to exactly or?e-tenth of a
millimeter." .
Accuracy like this is mandatory, because in 1 year the concrete strip is supposed
to carry a special type of high-speed train: The "Transrapid 06," which is
supposed to reach speeds of 400 kms/hour and, in the distant future, compete with
airplanes.
Transrapid 06 is a railroad without rails and wheels. Powerful electromagnets on
the unders~~ies of the concrete beam exert a pull on the chassis of the railroad car
and keep it in suspension. A complicated system of electronics regulates the mag-
netic f~rce in such a way that the train and the beam do not make contact with each
other and always remain at a distance of approximately 1 cm.
Leading German industrial companies have working on the "railroad of the 21st
century" for 13 years: The aircraft constructor Messerschmitt-Boelkow-Blohm, the
locomotive and tank builder Krauss-Maffei, the electrical companies Siemens and
AEG-Telefunken, as well as Thyssen-Henschel and Brown Boveri. "Transrapid 06" is
supposed to prove that magnetic levitation technology can function reliably in
continuous operation at maximum speed, in heat, rain and ice. "That will be our
greatest hour," enthuses Juergen Borchert, the Krauss-Maffei engineer who heads
the project in Munich.
One-quarter of the 32-kilometer long test track in Fmsland in already finished.
The 54-meter long power unit, which has 200 seats, is now being completed in
Munich and will bQgin operation in the spring of next year. Following a 10-year
test program, the operators of the magnetic railroad plan to submit a report of
their experiences to th~ government. After that, ths facility, which cost DM 440
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million and was financed with tax money, will be torn down, since there is no
"transportation need," as the bureaucrats call it, in thiA remntc~ r~p,i~n.
It is extremely doubtful whether there is any chance at all for magnetic rail tech-
nology. The Bundesbahn, at least, is keeping its distance very obviously from this
novel form of transportation. "We are certainly not opposed to mags?etic levitation
technology," is the assuranc~~ ilf Diet~ar Luebke, president of the Development
Planning Department in the c~ntral office in Munich. "But there has been no sign so
far that it is profitable." These are the ma~or ob~ections of the Bundesbahn to
fashionable magnetic levitation:
--The magnetic railroad requires its own "rails" and it cannot be integrated into
the existing network. This contradicts one of the basic requirements of the Bundea-
bahn for any new method of rail transportation.
--The magnetic railroad train must be light in order to levitate. Like an airplane,
it is only suited to carrying people or light objects. Carrying freight is the
most important source of revenue for any railroad.
--The magnetic railroad requires more energy than traditional wheel-to-rail techno-
logy. At high speeds, energy is used mostly to overcome wind resistance. That is
the same for both systems. In the case of the magnetic railroad, there is the
additional current required to lift the vehicle.
--The magnetic railroad is not, as is claimed, quieter than the cunventional rail-
road. At high speeds, wind noise conceals all other sources of noise. The slip-
stream is equally strong for both systems.
Officials of the Bundesbahn are not even willing to concede the main drawing point,
- superior speed, to the magnetic levitation railroad. The principle of propulsion
used in Emsland, they argue, cannot be employed on a large scale: The zig-zag
cables laid in the concrete beam, which pull the train forward by means of mobile
magnetic fields ("linear propulsion"), require huge amounts of copper and make
long distances prohibitively expensive. If the propulsion unit is moved into the
vehicle, the track becomes less expensive, but the vehicle has to be supplied wirh
current from the outside. The Bundesbahn knows from its own experience that the
sustained maximum speed is limited to 300 kms/hour with the pantographs now in use.
When the crack new French train "Train a Grande Vitesse" (TGV) established the
current world record of 380 kms/hour in February 1981, it was accompanied by an
enormous shower of sparks.
Railroad engineers confidently believe that they can easily achieve 300 kms/hour
with wheels and rails--without the drawbacks and developmental risks associated
with the new levitation technology. They plan to prove it in the next few years
with a driving unit on a 23-kilometer long arrow-straight test tracks, also in
Emsland.
The French have been reaching a speed of 260 kms/hour on scheduled routes since
September 1981 with the TGV. They laid the track for their supertrain in a
straight line across hills and valleys. Freight trains continue to use the old
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tracks from the 19th century, which heve few gradienr~ bur. man.y ~urv~A. l~pt�~t ~l~tp
method, the new track for the TGV cost only DM 6 million per kilometer.
7'he gLYidesbahn, however, ia paying up to DM 37 million per kilometer for its new
tracks--because it is clinging obstinately to the idea of "mixed traffic," freight
and passenger trains on the same line. As a ~onsequence, new lines have to avoid
curves (because of the high-speed trains) and have to be built without steep grad-
ients (because of the freight trains). This method of construction requires
expenaive viaducts and tunnels.
Critics accuse the Bundesbahn of having trapped itself in a blind alley with this
idea. In spite of this, it wants nothir~g to do with "pure passenger traffic."
Dietmar Luebke, the planner of the railroad's future, states, "New routes without
freight traffic are not prafitable."
At the Ministry for Research in Bonn a study is currently in progress on an
imaginary magnetic levitation railroad from Paris to Frankfurt. In the study, the
cost per kilometer ia estimated at DM 17 million--almost three times as much as
the French TGV technology. A complete magnetic railroad network, linlcing the
principal central European cities, would cost about DM 70 billion. In view of the
horrendous Bundesbahn deficit and depleted European treasuries, plans like this
appear totally unrealistic at the moment.
"Let us be honest," says Karl Schmidt, marketing head at Krauss-Maffei, "the
opportunities for a magnetic railroad are poorer in the FRG and they are much
better abroad." His company is campaigning in Saudi Arabian daily newspapers
for a high-speed magr.etic rail link between Jedda and Mecca--so far without
success.
Magnets Instesd of Wheels
Magnetic traina are regarded as absolutely impossible to derail, because the
vehicle wraps around the guide rail. Magnets move the vehicle without the car
and rail touching each other. CoMplex windings in the guide beam (lawer picture)
create a mobile magnetic field when current is passed through them and pull the
train forward.
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; - -
i O~+~IIt F~Il~elq (1) ,
w~Qenwscen ( 2 )
. I
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i 4~ ~ 'Po~~.
~ w,~M. ~w~,.
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I
~ Key:
~ 1. Cross section of the vehicle
2. Vehicle body
3. Guide magnets. They keep the vehicle on course
4. Support magnets. They keep the vehicle in suspension
5. Skid. The vehicle comes down on it if the magnets~fail
' 6. Pillar
7. Concrete guide beam, the magnetic train's "rail'
8. Longitudinal section of the rail
9. Iron cores increase the magnetic field
10. Windings in the guide beam
~
i COPYRIGHT: 1982 Gruner + Jahr AG & Co
I
j 9581
~ CSO: 3102/233
~
;
i
i
I
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