Sixty miles-per-hour (100 km/h) HSST Maglevs have transported over two million passengers at several Expos in Japan and the 1989 Canada Transport Expo in Vancouver. The HSST attraction system, developed by a consortium often identified with Japan Airlines, is actually a series of vehicles designed for 100, 200, and 300 km/h. The Japanese have spent over $1 billion developing both attraction and repulsion maglev systems. It is designed for cruise speeds of 311 mph (139 m/s). TR07 has demonstrated safe operation at 270 mph (121 m/s) on the Emsland track. Primary braking is regenerative through the LSM, with eddy-current braking and high-friction skids for emergencies. Centrally controlled wayside stations provide the requisite variable-frequency, variable-voltage power to the LSM. Guideway stator windings generate a traveling wave that interacts with the vehicle levitation magnets for synchronous propulsion. TR07 uses two or more non-tilting vehicles in a consist. The lift magnets also serve as the secondary or rotor of an LSM, whose primary or stator is an electrical winding running the length of the guideway. The attraction between a second set of vehicle magnets and the propulsion stator packs underneath the guideway generate lift. The attraction between vehicle magnets and edge-mounted guideway rails provide guidance. Control systems regulate levitation and guidance forces to maintain an inch gap (8 to 10 mm) between the magnets and the iron "tracks" on the guideway. The TR07 guideway uses steel or concrete beams constructed and erected to very tight tolerances. The vehicle wraps around a T-shaped guideway. It is a sophisticated EMS system, using separate conventional iron-core attracting electromagnets to generate vehicle lift and guidance. The TR07, which operates on 19.6 miles (31.5 km) of guideway at the Emsland test track in northwest Germany, is the culmination of nearly 25 years of German Maglev development, costing over $1 billion. TR05 functioned as a people mover at the International Traffic Fair Hamburg in 1979, carrying 50,000 passengers and providing valuable operating experience. After a decision was made to concentrate on attraction maglev in 1977, advancement proceeded in significant increments, with the system evolving from linear induction motor (LIM) propulsion with wayside power collection to the linear synchronous motor (LSM), which employs variable frequency, electrically powered coils on the guideway. In the early seventies, German firms, including Krauss-Maffei, MBB, and Siemens, tested full-scale versions of an air cushion vehicle (TR03) and a repulsion maglev vehicle using superconducting magnets. As the designation suggests, TR07 was preceded by at least six earlier models. The TR07 system is also under consideration for a high-speed link between Hamburg and Berlin and between downtown Pittsburgh and the airport. If financing can be obtained, groundbreaking will take place in Florida in 1993 for a 14-mile (23 km) shuttle between Orlando International Airport and the amusement zone at International Drive. The German TR07 is the high-speed Maglev system nearest to commercial readiness. railroad practice and, thus, can follow the gently rolling terrain of France without extensive and expensive viaducts and tunnels. Because of its high speed, high power, and anti wheel slip control, the TGV can climb grades that are about twice as great as normal in U.S. The TGV operates on pre-existing tracks, but at a substantially reduced speed. Its high-speed switch is a conventional swing-nose turnout. The track consists of continuous-welded rail on concrete/steel ties with elastic fasteners. The TGV track structure is that of a conventional standard-gauge railroad with a well-engineered base (compacted granular materials). Braking is by a combination of rheostat brakes and axle-mounted disc brakes. Although the operator controls the train speed, interlocks exist including automatic overspeed protection and enforced braking. The train is non-tilting and, thus, requires a reasonably straight route alignment to sustain high speed. Roof-mounted pantographs collect electric power from an overhead catenary. The Atlantique train consists of ten passenger cars with a power car at each end. The power cars use synchronous rotary traction motors for propulsion. The TGV has been in service for 12 years on the Paris-Lyon (PSE) route and for 3 years on an initial portion of the Paris-Bordeaux (Atlantique) route. The French National Railway's TGV is representative of the current generation of high-speed, steel-wheel-on-rail trains.
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