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Inventions in Rail Technology• Low Cost “ Zero Carbon Train ”

• Increasing the Speed of Conventional Train to any limit above 300km/h ( At very low cost )  

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Table of Contents

1 - My Background2 - Basic Principle of High Speed Train Powering By Magnetic Force of

Strong Neodymium ( NdFeB ) Magnets3 - Calculating the power of Neodymium Magnet in ( Kwh ) with the

help of an Experiment Performed in my Laboratory

4 - Zero Carbon Train Powering with ( 1hp to 32000hp ) A) The Quantity of magnets and alignment of magnets needed to power the 18-coaches Train ( with 32 000 hp ) by maintaining the distance ( 40mm ) between channel magnets and magnets fitted on Train B) Cost of Zero Carbon Train ( 18-coaches and Powering with 32000hp ) by maintaining the distance ( 40mm ) between channel magnets and magnets fitted on Train C) Cost of Zero Carbon Train ( 18- coaches ) Powering with ( 1hp to 32000hp ) D) Control and Balance of Train E ) Estimated speed of Train ( 18 coaches ) powering with32000 hp5 - Increasing the Speed of Conventional Train ( To any limit above

300km/h ) at very Low Cost

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6. Zero Carbon Train Powering with ( 1hp to 64000hp ) A) The Quantity of magnets and alignment of magnets needed to power the 18-coaches Train( with 64000 hp ) by maintaining the distance ( 40mm ) between channel magnets and magnets fitted on Train B) Cost of Zero Carbon Train ( 18-coaches and Powering with 64000hp ) by maintaining the distance ( 40mm ) between channel magnets and magnets fitted on Train C) Cost of Zero Carbon Train ( 18-coaches ) Powering with (1hp to 64000hp ) D) Estimated speed of Train ( 18 coaches ) powering with 64000 hp

7. Zero Carbon Train Powering with ( 1hp to 128000hp ) A) The Quantity of magnets and alignment of magnets needed to power the 18-coaches Train ( with 32 000 hp ) by maintaining the distance ( 40mm ) between channel magnets and magnets fitted on Train B) Cost of Zero Carbon Train ( 18-coaches and Powering with 128000hp ) by maintaining the distance ( 40mm ) between channel magnets and magnets fitted on Train C) Cost of Zero Carbon Train ( 18-coaches ) Powering with (1hp to 128000hp ) D) Estimated speed of Train ( 18 coaches ) powering with 128000 hp

8. Cost Comparison of Japans “Zero Carbon Train” with Newly Invented “Zero Carbon Train”

9. Reduced Carbon Train A) Half Carbon Train (Powering with 32000hp)

10. Life of Neodymium Iron Boron Magnet

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Before start reading the details of this New Technology, consider the following statements

. The magnets used in this New Technology are Neodymium Iron Boron

( NdFeB ) Permanent magnets ( Grade N 48 )• The north and south poles of magnets (are not shown) due to the technology rights• The force applied by Magnets to Power the Train is written as Power of Magnets . This is because we define the pulling force of Locomotive in terms of Power of Locomotive• The dimensions of magnets ( shown in this document ) is represented as = ( length * width * height )• Distance between magnets fitted in channels connecting inverted U ( these channels will be explained later ) is not zero but due to simplicity of calculations, this distance is considered zero. Also calculations ( by considering zero distance between channel magnets ) will not reduce the power given to train. • Four kinds of Patents ( related to this New Rail Technology ) have been submitted in different countries of world.• The estimated costs ( Given in this technology ) are average costs. In some countries, the actual costs will be more than these average costs . In other countries, the actual costs will be less than these average costs

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My Background

1. BS in Chemistry ( Pakistan )

2. Visiting Scholar in Energy and Power Engineering ( China )

 

After doing my BS, I went to china and worked in different Energy Technology Laboratories in School of Energy and Power Engineering ( Huazhong University of Science and Technology) China. There was a small group of researchers working in the field of using strong neodymium magnets to power the trains . I was most interested in trains running by magnetic force. The head of that group allowed me to join his group and I worked with that research group for nearly three years.

In 2011, I thought that I have learnt lot of experience related to magnetic force technology and now I am able to make something new in the field of powering the train by magnets. So I closed my research work in that university and came back to Pakistan. Then I made a small magnetic laboratory in one room of my house to make magnetic system for moving the Train. Money needed to make that laboratory and performing lot of experiments for three years was paid by myself . Main features of that laboratory were following

1. Simple methods of Cutting Neodymium Iron Boron ( NdFeB ) magnets, made by my own techniques. These simple methods were developed because all the other available methods of cutting neodymium magnets were very expensive and also not available in Pakistan.

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2. Discharge of dry powder produced ( which is very flammable ) during cutting of Neodymium magnets.

3. Making different shaped Neodymium magnets by cutting these magnets and testing these magnets to run train.

After two years of my individual research work in that laboratory. I felt tired and lonely. So I made an organization with the name of ‘Renewable Energy Technologies’ in 2013 . This Organization helped me in getting funds from different industries. This organization also helped me in creating links with different researchers in Universities. So after four years of my research work, I am successful to show you the Technological Parameters , other Parameters ( Speed, Cost and Life ) along with Prototype of Train Powering by magnetic force.

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Basic Principle of High Speed Train Powering By Magnetic Repulsion of Strong Neodynium Magnets

Figure 1

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Description of Figure 1Figure 1 shows that , magnets fitted on top of roof of train are at right down to magnets fitted in channel connecting inverted U. Distance between magnets fitted in channel ( connecting inverted U ) and magnets fitted on top of roof of train is almost 2 feet. So there is no force acting between them and train is at static motion. Now, consider figure 2.

Figure 1

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Figure 2

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Description of Figure 2In Figure 2, magnets fitted on top of roof of train will be lifted up ( by the power of locomotive ) and will be shifted very close ( approximately 40mm distance ) from magnets fitted in channel. The magnets ( fitted on top of roof of Train ) will be locked at that position and the power of locomotive will be removed. Now , the magnetic interaction will start operating between two sets of magnets will full magnitude. The resultant direction of force ( F = between two sets of magnets ) is shown by arrows and this force ( F ) has two components ( as shown in figure 2 ). x-component of force ( F ) is moving the train forward and y-component of force ( F ) is pushing the Train downward in order to stop the Train felling towards left or right ( at very high speed )

Figure 2

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Calculating the Power of Neodymium Magnet in ( Kwh ) with the help of an Experiment Performed in my Laboratory

This is most valuable experiment ( from lot of experiments ) which I performed in my Laboratory. In this experiment, I performed practically the mechanism which I showed in Figure 2.

Consider figure 3

Figure 3

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Description of figure 3 You can see in figure 3 , NeFeB magnets ( Grade N 48 ) are fitted in rectangular steel boxes. Magnets( Each = 2 * 2* 1 inch) are tightly packed in blue steel box ( with zero distance between two magnets ) and blue steel box is fixed ( like magnets fixed in channel connecting inverted U ; in Figure 1 ). Similarly a single magnet ( 2 * 2 * 2 inch ) is packed in brown steel box ( which is moveable and is just like Train Coach ; in Figure 1) right under ( and at straight angle ) to blue steel box. Both blue steel box and brown steel box are almost 2 feet from each other and there is no force acting between them. A rope is connected ( from its one end ) with brown steel box and other end of rope is rounded on the rotor of a 0.6kw Generator.

Figure 3

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Now consider Figure 4

Description of figure 4When brown steel box brought very close to blue steel box ( approximately 40mm distance between two boxes ). The brown steel box starting moving towards left due to the net magnetic force between magnets in blue steel box and magnet in brown steel box. This net magnetic force is shown by blue arrows and it shows that brown steel box is being pushed downward and left.

Figure 4

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Now consider Figure 5

Description of figure 5When the brown box starts moving towards left, it also stretches rope towards left . As the stretch on rope opens its rounds (on the rotor of Generator), it also rotates Generator rotor.

Figure 5

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Observation 1 The output of Generator ( used in this experiment ) was maximum at rpm 10/sec. And in this experiment, the moving brown box also rotated the Generator rotor ( through rope) at rpm 10/sec.

Observation 2The Generator is rotating at rpm (10/sec) due to the net magnetic interaction between magnets in both the boxes .We can say that magnets in blue box are applying the Power of 0.6 Kwh on magnet in brown box or we can say that magnet in brown box is experiencing the Power of 0.6 Kwh, or we can say that magnets in blue box are experiencing the Power of 0.6 kwh.

Observation 3

Observations of Experiments

The ratio between magnitude of x-component of force ( F ) and magnitude of y-component of force ( F ) is as following x-component of force ( F ) : y-component of force ( F ) 4 : 1This statement is also based on observations of experiments ( performed in my laboratory ). But this statement is not the final statement because this statement is based on observations and is not based on results of experiments ( performed in my laboratory ). However, the exact value of the magnitude of y-component of force ( F ) can be calculated very easily, when we will start this project. And I am sure that the ratio between the magnitude of x-component of force ( F ) and magnitude of y-component of force ( F ) will be round about the same as ratio calculated above.

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Results of Experiment

Result 1In terms of cost analysis, the magnets in blue box will be counted while the magnets in brown box will not be counted. This is because practically when we will make 500km long track, we will fit inverted U at every 5 feet distance of 500km long track. Similarly, we will extend the channel (connecting inverted U) throughout the length of 500km long track. We will fit magnets in fixed channel connecting inverted U ( like magnets fitted in fixed blue steel box ) and also on top of roof of Train coaches ( the moving brown box is just like moving Train coaches ).The length of Train coaches will be between 300—1200 feet ( depending upon the number of coaches in Train). So magnets fitted on top of roof of train coaches ( along the length 300—1200 feet) will be negligible as compared to magnets fitted in channel connecting U ( along the length of 500Km track ).Note We are assuming the result 1, in order to make our next calculations more easier

Result 2Practically I have observed in my experiments that increasing the size of magnets ( fitted in both the boxes ) increases the power experienced by magnet in brown box i.e.If we increase the size of magnets 2 times in both the boxes, then power experienced by magnet ( in brown box ) also increases 2 times i.e. If we double the size of magnets ( Each = 2 * 2 * 1 inch ) to size of magnets ( Each = 2 * 2 * 2 inch ) in blue box. And also double the size of magnet ( 2 * 2 * 2 inch ) to size of magnet ( 2 * 2 * 4 inch ) in brown box.

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The power experienced by magnet in brown box will be double i.e. 1.2Kwh. Similarly, If we increase the size of magnets 4 times in both the boxes, then power experienced by magnet ( in brown box ) also increases 4 times.Result 3Practically I have also observed in my experiments that increasing the no of magnets to two times ( from 1 to 2 = with zero distance between them ) in brown box , increases the power experienced by magnets in brown box to 2 times and the brown box rotates the Generator( 1.2kw ). Similarly, increasing the no of magnets to five times ( from 1 to 5 = with zero distance between them ) in brown box , increases the power experienced by magnets in brown box to 5 times and the brown box rotates the Generator of 3kw.

Figure 6

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Figure 6 shows that by increasing the no of magnets ( five times = from 1 to 5 ) in brown box , the brown box experiences the power of 3kw and rotates the Generator of 3kw.

In the next section, we will calculate the power of Train and cost of Train ( by applying this new technology of powering the Train with magnetic repulsion ) .Both ( the power and cost of Train) will depend upon the quantity of magnets and alignment of magnets fitted on both ( magnets fitted on the top of roof of Train and magnets fitted in channels connecting inverted U ). As I am not expert of calculating the Train speed with respect to power given to Train ( specially for high speed Trains ).So here we will only calculate the power given to Train by applying this new technology in different ways and will give only the estimated speed . But for reference, we can consider the following data given by Euro star Train set

Figure 6

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The Eurostar TrainsetThe Eurostar TGV was arguably the most complicated and sophisticated train ever to ride the rails when it was introduced. From the outside, the train set looks distinctly different from other TGVs, but retains a subtle air of familiarity. Quoted from the TGV Spotter's Guide, some basic specifications:

Build Dates: 1993-1995Territory: LGV Nord-Europe and points northTop Speed: 300 km/h (186 mph)Number in Service: 31 (see fleet list for numbering)Supply Voltages: 25kV 50Hz AC, 3kV DC, 750V DC third rail (1.5kV DC for some)Traction:12 3-phase AC asynchronous motors, total power 12200 kW (16300 hp) under 25kV supplyLength and Weight: 394 m / 752 tonnesConfiguration: 1 power car + 18 trailers + 1 power car, 794 seats (see formations)Performance Metrics: 16 kW/tonne / 0.98 tonnes/seat / 15.90 kW/seatPressure Sealed: YesSpotting Features: yellow duckbill nose, low profile.Images: [TGVweb] [ERS Picture Gallery]Special Notes: International (40/40/20) cooperation between France, Britain and Belgium.

Eurostar train sets come in two kinds: long and short. 31 train sets are long, with 18 trailers between two power units. The remaining 7 are short, with only 14 trailers. The short train sets are for service north of London, to destinations such as Manchester and Glasgow, where platform lengths are insufficient to accommodate longer trains.

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In the data given above, the Train ( with 18 coaches ) is being powered by 16300hp and the Train can move at the speed of 300km/h.

Zero Carbon Train Powering with (1hp to 32000hp)

The Quantity of magnets and alignment of magnets needed to Power the 18-coaches Train ( with 32000 hp ) by maintaining the distance ( 40mm ) between channel magnets and magnets fitted on Train

Consider the Figure 7 , in which we have fitted Magnets ( Each = 6 * 4 * 4 inch ) on the top of roof of Train Coach in lines.

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Figure 7

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Figure 7 is view of Train Coach from the top of the Train . Magnets ( Each = 6 * 4 * 4 inch ) are fitted in 2 lines on the top of roof of Train. In line 1, the length of each Magnet ( 6 inch ) is along the length of Train Coach ( with zero distance between two magnets ). So in line 1, two Magnets ( Each = 6 * 4 * 4 inch ) can be fitted in 1 feet length of Train Coach. Similarly, in line 2, the length of each Magnet ( 6 inch ) is along the length of Train Coach ( with zero distance between two magnets ). So in line 2, two Magnets ( Each = 6 * 4 * 4 inch ) can be fitted in 1 feet length of Train Coach.Suppose length of one Coach is 60 feet. Then 120 Magnets ( Each = 6 * 4 * 4 inch ) can be fitted in line 1 and 120 Magnets ( Each = 6 * 4 * 4 inch ) can be fitted in line 2 ( on top of roof of Train Coach ).

Now consider figure 8, in which two channels are fixed ( between inverted U ) right above two lines of magnets ( fitted on top of roof of Train ) as shown in figure 7. Channel 1 is right above ( and straight angle ) to magnets of line 1( magnets in line 1 are shown in figure 7 ). The alignment of magnets ( fixed in channel 1 ) is same as alignment of magnets in line 1. Similarly, Channel 2 is right above ( and straight angle ) to magnets of line 2( magnets in line 2 are shown in figure 7 ). The alignment of magnets ( fixed in channel 2 ) is same as alignment of magnets in line 2

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Figure 8

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In figure 8, we have fitted Magnets ( Each = 6 * 4 * 1 inch ) in channel 1 ( with alignment of magnets just like alignment of magnets in Line 1 ) with zero distance between two Magnets ( channel 1 is at right above Line 1 ). Similarly, we have fitted Magnets ( Each = 6 * 4 * 1 inch ) in channel 2 ( with alignment of magnets just like alignment of magnets in Line 2 ) with zero distance between two Magnets ( channel 2 is at right above Line 2 ).

According to Result 2 of experiment shown above ( page 16 ), we can say that if we fix magnets ( Each = 2 * 2 * 2 inch ) in channel connecting inverted U ( with no distance between Magnets ) and fix single Magnet ( 2 * 2 * 4 inch ) on top of roof of Train Coach. The power experienced by Magnet on the top of roof of Train Coach will be 1.2kwh.

If we increase the size of Magnets ( Each = 2 * 2 * 2 inch ) fitted in channel to size ( Each = 6 * 4 * 1 inch ). The increase in size will be 3 times to original size. Similarly we increase the size of magnet ( 2 * 2 * 4 inch = fitted on top of roof of train) to size ( 6 * 4 * 4 inch ).The increase in size will be 6 times to original size. So overall increase in size of Magnets fitted in channels and Magnet fitted on top of roof of Train will be 4.5 times. Mathematically, the overall increase in size of Magnets can be written as

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Increase in size of Magnets fitted in channel + increase in size of magnets fitted on top of roof of train / 2= 3 times + 6 times / 2 = 4.5 times

According to Result 2 of experiment shown above ( page 16 ), Overall increase in size of Magnets ( 4.5 times ) will increase the power experienced by Magnet ( 6 * 4 * 4 inch = fitted on top of roof of Train ) 4.5 times i.e. ( 1.2 * 4.5 = 5.4 kwh ).Similarly, according to Result 3 of experiment shown above ( page 17 ) . If we increase the number of Magnets ( Each = 6 * 4 * 4 inch ) fitted on top of roof of Train ( from 1 to 2 ) with zero distance between them, the power experienced by Magnets fitted on top of roof of Train will be double i.e. ( 5.4 * 2 = 10.8 kwh ). According to Figure 7 ( page 21 ) , Magnets ( Each = 6 * 4 * 4 inch ) fitted in line 1 ( on top of roof of Train ) are 120 and Magnets ( Each = 6 * 4 * 4 inch ) fitted in line 2 ( on top of roof of Train ) are also 120. This counts total Magnets ( 120 + 120 = 240 ) fitted on top of roof of Train. While, Magnets ( Each = 6 * 4 * 1 inch ) fitted in channel 1 ( which is right above line 1) are along the whole length of track and Magnets ( Each = 6 * 4 * 1 inch ) fitted in channel 2 ( which is right above line 2 ) are also along the whole length of track.

So, mathematically the power experienced by 60 meters long Train Coach can be calculated as

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The power experienced by Train Coach fitted with 2 Magnets ( Each = 6 * 4 * 4 inch ) on top of the roof of Train Coach = 10.8 kwhThe power experienced by Train Coach fitted with 240 Magnets ( Each = 6 * 4 * 4 inch ) with 120 Magnets in line 1 and 120 Magnets in line 2 ( on top of the roof of Train Coach) = 240/2 * 10.8 = 1296 kwhIf there are 18 coaches of Train, then power experienced by whole Train can be calculated as 1 Train Coach experience the Power = 1296 kwh18 Train Coaches experience the Power = 1296 * 18 = 23328 kwh = 31259 horsepower = 32000hp Note we have equalized (31259hp to 32000hp) . This will simplify calculations on next pages.

Doubling the Power of Train ( without changing the quantity of magnets and Alignment of magnets ) by decreasing distancebetween channel magnets and Train magnetsWe have calculated the power given to train ( 32000hp ), by keeping the distance ( nearly 40mm ) between Channel magnets and magnets fitted on the top of the roof of train. Practically I have observed in lot of Experiments ( which I performed in my laboratory ) that by decreasing the distance ( from 40mm to 30mm ) between two set of magnets, the power experienced by train willbe increased 2 times

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Cost of Zero Carbon Train ( 18-coaches and Powering with 32000hp ) by maintaining the distance ( 40mm ) between channel magnets and magnets fitted on Train

Cost of 500km double Rail Line TrackAccording to information given on internet by rail line track companies. Cost of 1km high speed ( 300km/h )double rail line track = 30 million $Cost of 1000km high speed ( 300km/h ) double rail line track = 30 * 1000 = 30000 million $ = 30 Billion $Cost of 500km high speed ( 300km/h ) double rail line track = 30/2 = 15 billion $

So we can conclude the following two points 1) If we are successful by maintaining the distance ( 30mm ) between channel magnets and magnets fitted on top of roof of train ( at such a high speed of train ), the train ( 18 coaches ) will experience the power of 64000hp. ) 2) If we are successful by maintaining the distance ( 30mm ) between channel magnets and magnets fitted on top of roof of train ( at such a high speed of train ), the train ( 9 coaches ) will experience the power of 32000hp

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We will add 8 billion $ in 15 billion $ ( to increase the strength of rail line track for making it suitable of Train speed nearly equal to 600km/h. SoCost of 500km high speed double rail line track ( suitable of Train speed at 600km/h ) = 15 billion $ + 8 billion $ = 23 billion $Cost of Magnets fitted in channels connecting inverted U ( for 500 km double Rail Track )As we have described before that the cost of Magnets fitted on top of roof of Train will not be counted in terms of cost analysis while the cost of Magnets fitted in channels will be counted in terms of cost analysis. For 500km single track, we will have to extend the channels ( shown in Figure 8 ) up to 500km length and also fit Magnets ( Each = 6 * 4 * 1 inch ) in each channel ( for up to 500km length ) in such a way that the length of each Magnet ( 6 inch ) is along the length of track ( with zero distance between 2 Magnets ). By this alignment of Magnets, two Magnets ( Each = 6 * 4 * 1 inch ) will be fitted on 1 foot length of channel 1 . Now mathematically, we can writeNo of feet in 1km length of channel 1 = 3280No of feet in 500km length of channel 1 = 3280 * 500 = 1640000 No of Magnets ( Each = 6 * 4 * 1 inch ) fitted on 1 foot length of channel 1 = 2 No of Magnets ( Each = 6 * 4 * 1 inch ) fitted on 1640000 feet ( 500 km ) length of channel 1 = 1640000 * 2 = 3280000Similarly, No of Magnets ( Each = 6 * 4 * 1 inch ) fitted on 1640000 feet ( 500 km ) length of Channel 2 = 3280000

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Total No of Magnets ( Each = 6 * 4 * 1 inch ) fitted in channel 1 ( 500 km long ) and channel 2 ( 500 km long ) = 3280000 + 3280000 = 6560000 According to information taken from NdFeB Magnet manufacturing companies. If we buy large quantity of Magnets Price of 1 piece of NdFeB Magnet ( Grade N48 ) and size( 6 * 4 * 1 inch ) = 250 $ Price of 6560000 pieces of NdFeB Magnets ( Grade N48 ) and size( Each = 6 * 4 * 1 inch ) = 1640000000 $ = 1.64 Billion $So, to power the 18 coaches Train ( with Magnets ) at 32000 horsepower. The price of Magnets fitted in channels connecting inverted U ( for 500 km long Single Rail track ) is 1640000000 $ = 1.64 Billion $Similarly, if we make 500km long double Rail track. The No of channels will be double. So quantity of magnets will also be double and also price of Magnets will be double = 1640000000 $ + 1640000000 $ = 3280000000 $ = 3.28 billion $

Cost of Inverted U and Channels connecting Inverted U Inverted U will be made of very strong iron material. Inverted U will be fitted at every 5 feet ( through out 500 km long double rail track ). In between every inverted U, two trains can be pass on double track of rail lines ( as shown below in Figure 9 )

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Figure 9

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According to Figure 9 , four channels are fitted on each inverted U. These channels will be made of Non-Magnetic Stainless Steel. As distance between two inverted U is 5 feet, so length of each channel ( from four channels ) between two inverted U is also 5 feet. The magnets ( Each = 6 * 4 * 1 inch ) are fitted in each channel in such a way that length of each magnet ( 6 inch ) is along the length of channel and distance between two magnets is zero. So in 1 foot length of each channel, two magnets ( Each = 6 * 4 * 1 inch ) will be fitted. Similarly, in 5 feet length of each channel ( between two inverted U ), 10 magnets will be fitted. So total magnets fitted on all the four channels ( between two inverted U ) will be 40. Power experienced by 1 magnet ( Each = 6 * 4 * 1 inch ) fitted in channel = 5.4 kwhPower experienced by 10 magnets ( Each = 6 * 4 * 1 inch ) fitted on 5 feet long single channel ( between two inverted U ) = 10 * 5.4 = 54 kwhPower experienced by 40 magnets ( Each = 6 * 4 * 1 inch ) fitted on four channels ( between two inverted U ) = 54 * 4 = 216 kwhSo, 216 kwh is the force acting on two inverted U and four channels ( connecting these two inverted U ).According to information taken from engineers of heavy mechanical complex of Pakistan and engineers of different companies ( making iron poles of different strength ), the price of such inverted U ( which can with stand at power 180 kwh acting on it ) is 15000 $. Total no of inverted U fitted through out the length of 500 km ( 1640000 feet ) long double rail track ( with distance of 5 feet between two inverted U ) will be 328000. So mathematically, we can writeCost of 1 inverted U = 15000 $Cost of 328000 inverted U = 15000 * 328000 = 4920000000 $ = 5 Billion $

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Similarly, cost of one of the channel ( 5 feet long and fitted between 2 inverted U ) which can with stand at the force of 54 kwh and made of Non- Magnetic Stainless Steel ) is 3550 $. So mathematically, we can write cost of one of the channel ( 5 feet long and fitted between 2 inverted U ) = 3500 $ cost of four channels ( each 5 feet long and fitted between 2 inverted U ) = 3500 * 4 = 14000 $ cost of four channels ( fitted on inverted U ) extending through out the length of 500 km ( 1640000 feet ) = 328000 * 14000 = 4592000000 $ = 4.5 Billion $

Cost of Concrete Blocks in which inverted U are fixed from basementAccording to Figure 9, each inverted U is fixed in ground on three points. At all these three points, each inverted U is fixed in three concrete blocks on double rail track. According to information taken from concrete block builders, the price of each concrete block ( which has the strength to hold such a high pressure inverted U ) should be 3000$. Mathematically, we can writeFor 1 inverted U, no of concrete blocks = 3For 328000 inverted U, No of concrete blocks = 3 * 328000 = 984000Price of 1 concrete block = 3000 $Price of 984000 concrete blocks = 3000 * 984000 = = 2952000000 $ = 3 Billion $

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Total Cost = Cost of 500km double Rail Line Track + Cost of Magnets fitted in channels connecting U + Cost of Inverted U + Cost of Channels connecting U + Cost of Concrete Blocks in which inverted U are fixed from basement = 23 Billion $ + 3.28 Billion $ + 5 Billion $ + 4.5 Billion $ + 3 Billion $ = 38.78 Billion $

Note 1 Out of this 38.78 Billion $, 23 Billion $ ( 59 % ) is for Rail Line Track and remaining 15.78 Billion $ ( 41 % ) is for magnetic system which will power the Train ( with 32000hp ).

Cost of Zero Carbon Train(18-coaches ) Powering with ( 1hp to 32000hp )We have calculated the Cost of powering the Train with 32000hp. Now, how much we want to decrease the power of Train and cost of Train. It all depends upon decreasing ( the size of magnets fitted in channels connecting inverted U and the size of magnets fitted on top of roof of Train )

Note 2 Decreasing the size of magnets ( magnets fitted on top of roof of Train and magnets fitted in channels connecting inverted U ) is directly proportional to decreasing of both ( decreasing the Power of Train and decreasing the cost of Train ). 25% decrease in size of magnets ( magnets fitted on top of roof of Train and magnets fitted in channels connecting inverted U ) which are Powering the Train with 32000hp , will decrease 25% in Power of Train ( decreasing from 32000hp to 24000hp ) and also will decrease 25% in cost of Train ( decreasing from 36.78 Billion $ to 27.59 Billion $).

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50% decrease in size of magnets ( magnets fitted on top of roof of Train and magnets fitted in channels connecting inverted U ) which are Powering the Train with 32000hp , will decrease 50% in Power of Train ( decreasing from 32000hp to 16000hp ) and also will decrease 50% in cost of Train ( decreasing from 36.78 Billion $ to 18.39 Billion $). 75% decrease in size of magnets ( magnets fitted on top of roof of Train and magnets fitted in channels connecting inverted U ) which are Powering the Train with 32000hp , will decrease 75% in Power of Train ( decreasing from 32000hp to 8000hp ) and also will decrease 75% in cost of Train ( decreasing from 36.78 Billion $ to 9.20 Billion $).

Control and Balance of Train The problem with train moving at such a high power ( or such a high speed ) is the train can fell towards left or right. This problem is solved by this new technology of Powering the Train by Magnets.

Consider (figure 2) again,

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Now if we consider only y-component of force ( F ), then Figure 8 can can be modified as Figure shown below

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Figure 10

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Figure 10

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According to Figure 10, at such a high speed. If the Train try to fell towards left side, It has to be lifted up from right side. But the magnets ( C 2 ) are pushing magnets ( M 2 = fitted on right side of top of roof of Train ) downward and Train cannot be lifted up from the right side. Similarly, if the Train try to fell towards right side. It has to be lifted up from left side. But the Magnets ( C 1 ) are pushing Magnets ( M 1 = fitted on the left side of top of roof of Train ) downward and Train cannot be lifted up from the left side.In this way, Train can move at high speed ( without felling left or right side ) and Train Coaches can also be increased.Estimated speed of Train ( 18 coaches ) powering with32000 hp

Consider the following point.1) According to data ( given above ) by Eurostar Train, the speed of Train ( 18 coaches and Powering with 16000hp ) is 300km/h.

So we can conclude ( from the above point ) the following

1) if we Power the Train( 18 coaches ) with 32000hp, the speed of Train should be, at least 600km/h.

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The Train ( with more No of Coaches than normal )to move at speed above 300km/h , suffers the problem of its balance. This problem can be solved by this new technology.

Increasing the Speed of Conventional Train ( aboveIncreasing the Speed of Conventional Train ( To any limit above 300km/h ) at very Low Cost

If we move the Train by diesel or electric locomotive and increase its speed above 3o0km/h. To gain its balance at this speed, we will have to give some power to Train ( by this new technology ) which will keep the Train pushing it downward and forward ( while moving at speed of above 300km/h ).Suppose we give 4000hp to Train by this new technology. According to Observation 3 ( page 15 ), if we give 4000hp to Train by this new technology. Then 4000hp will move this Train forward and 1000hp will push this Train downward.

From the analogy described in Note 2 ( Page 34 ), 88% decrease in size of magnets ( magnets fitted on top of roof of Train and magnets fitted in channels connecting inverted U ) which are Powering the Train with 32000hp , will decrease 88% in Power of Train ( decreasing from 32000hp to 4000hp ) and also will decrease 88% in cost of Train ( decreasing from 38.78 Billion $ to 4.68 Billion $). From the analogy described in Note 1( Page 34 ). Out of this 4.6 Billion $, 59% ( 2.7 Billion ) is for rail line track and 41% ( 1.8 Billion ) is for making the magnetic repulsion system which will give 4000hp ( acting on the top roof of Train to push it downward and forward )

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to Train ( while moving at the speed above 300km/h ). Here we have only concern with the price ( 1.8 Billion $ ) for making magnetic repulsion system which will give 4000hp ( acting on the top roof of Train to push it downward and forward ) to Train for moving it with proper balance at speed ( above 300km/h ) and we do not have concern whatever is the cost of rail line track.Similarly, No of coaches of Train can also be increased because we can get full balance and control of Train at high speed

In general, the above discussion can be summarized as. With the application of this new technology of Powering the Train with Magnetic force, the Conventional Train can be upgraded as following

1) Speed of Conventional Train can be increased ( to any limit above 300km/h)

2) Very small cost of increasing the Speed of Conventional Train ( above 300km/h ) and this cost will be added in cost of Rail Line Track.

3) Full balance and control of Train at such a high Speed

4) No of Coaches can be increased because of control and balance of Train

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Zero Carbon Train Powering with ( 1hp to 64000hp )

The Quantity of magnets and alignment of magnets needed to Power the 18-coaches Train ( with 64000 hp) by maintaining the distance ( 40mm ) between channel magnets and magnets fitted on Train

For powering the Train with 64000hp, we will have to double the quantity of magnets ( magnets fitted on the top of roof of Train and magnets fitted on channels connecting inverted U ) as compared to quantity of magnets required for powering the Train with 32000hp. Consider figure 11

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Figure 11

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In Figure 11, magnets ( Each = 6 * 4 * 4 inch ) are fitted in four lines ( on the top of roof of Train Coach ) as compared to Figure 9, in which magnets ( Each = 6 * 4 * 4 inch ) are fitted in two lines ( on the top of roof of Train Coach ). The quantity and alignment of magnets fitted in each line ( on the top of roof of Train Coach ) in Figure 9, is same as quantity and alignment of magnets fitted in each line ( on the top of roof of Train Coach ) in Figure 11. So quantity of magnets fitted in four lines ( on the top of roof of Train Coach ) in Figure 11, is double than quantity of magnets fitted in two lines ( on the top of roof of Train Coach ) in Figure 9.

Similarly, magnets ( Each = 6 * 4 * 1 inch ) are fitted in four channels ( connecting inverted U ) in Figure 11 as compared to Figure 9, in which magnets ( Each = 6 * 4 * 1 inch ) are fitted in two channels ( connecting inverted U ). The quantity and alignment of magnets fitted in each channel in Figure 11, is same as the quantity and alignment of magnets fitted in each channel in Figure 9. So quantity of magnets fitted in four channels ( connecting inverted U ) in Figure 11, is double than quantity of magnets fitted in two channels ( connecting inverted U ) in figure 9.

Doubling the quantity of both ( magnets fitted in channels connecting inverted U and magnets fitted in lines on the top of roof of Train ) will double the Power experience by Train i.e. increase in Power from 32000hp to 64000hp

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Doubling the Power of Train ( without changing the quantity of Magnets and Alignment of Magnets ) by decreasing distance Between channel magnets and Train magnets

We have calculated the power given to train ( 64000hp ), by keeping the distance ( nearly 40mm ) between Channel magnets and magnets fitted on the top of the roof of train. Now, if we decrease the distance ( from 40mm to 30 mm ) between channel magnets andTrain magnets. We will get the following results 1) If we are successful by maintaining the distance ( 30mm ) between channel magnets and magnets fitted on top of roof of train ( at such a high speed of train ), the train ( 18 coaches ) will experience the power of 128000hp. ) 2) If we are successful by maintaining the distance ( 30mm ) between channel magnets and Train magnets ( at such a high speed of train ), the train ( 9 coaches ) will experience the power of 64000hp

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Cost of Zero Carbon Train ( 18-coaches and Powering with 64000hp ) by maintaining the distance ( 40mm ) between channel magnets and magnets fitted on Train

Doubling the quantity of magnets ( magnets fitted in channels connecting inverted U and magnets fitted in lines on the top of roof of Train ) as compared to magnets (powering the train with 32000 hp ) will result in following

1. Price of magnets will be double ( from 3.28 Billion $ to 6.56 Billion $ ) because the quantity of magnets will be double

2. Cost of all inverted U will be double ( from 5 Billion $ to 10 Billion $ ) because the strength of each inverted U should be double

3. Cost of channels ( connecting inverted U ) will be double ( from 4.5 Billion $ to 9 Billion $ ) because the no of channels will be double

4. Cost of concrete blocks ( in which inverted U are fixed ) will be double ( from 3 Billion $ to 6 Billion $ ) because the strength of concrete blocks will have to double

5. For increasing the strength of rail line track ( 8 Billion $ for increasing speed from 600km/h to 900km/h + 8 Billion $ for increasing speed from 900km/h to 1200km/h = 16 Billion $ ). This 16 Billion $ will be added to further increase the strength of high speed rail line track and resultant cost will be increased ( from 23 Billion $ to 39 Billion $ )

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So total cost of Zero Carbon Train ( with 18 Coaches and Powering with 64000hp )= 6.56 Billion $ + 10 Billion $ + 9 Billion $ + 6 Billion $ + 39 Billion $ = 70 Billion $

Cost of Zero Carbon Train (18-coaches )Powering with ( 1hp to 64000hp )

We have calculated the Cost of powering the Train with 64000hp. Now, the No of percent decrease in size of magnets ( magnets fitted on top of roof of Train and magnets fitted in channels connecting inverted U ) which are powering the Train with 64000hp, is directly proportional to decrease in same no of percent of both ( the power of Train and cost of Train ) e.g.

20% decrease in size of magnets ( magnets fitted on top of roof of Train and magnets fitted in channels connecting inverted U ) which are Powering the Train with 64000hp , will decrease 20% in Power of Train ( decreasing from 64000hp to 51200hp ) and also will decrease 20% in cost of Train ( decreasing from 70 Billion $ to 56 Billion $).

Estimated speed of Train ( 18 coaches ) powering with 64000hp

As we have concluded above that a Train ( 18 coaches ) powering with 32000hp, can move at the Speed of 600km/h.But, if we double the power given to Train ( 18 coaches ). The speed of train will almost be double. So, a Train ( 18 coaches ) powering with 64000hp,will move at the speed of 1200km/h

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Zero Carbon Train Powering with ( 1hp to 128000hp )

The Quantity of magnets and alignment of magnets needed to Power the 18-coaches Train ( with 128000 hp ) by maintaining the distance ( 40mm ) between channel magnets and magnets fitted on Train

For powering the Train with 128000hp, we will have to double the quantity of magnets ( magnets fitted on the top of roof of Train and magnets fitted in channels connecting inverted U ) as compared to quantity of magnets required for powering the Train with 64000hp.

Consider Figure 12

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Figure 12

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In Figure 12, magnets ( Each = 6 * 4 * 4 inch ) are fitted in eight lines ( on the top of roof of Train Coach ) as compared to Figure 11, in which magnets ( Each = 6 * 4 * 4 inch ) are fitted in four lines ( on the top of roof of Train Coach ). The quantity and alignment of magnets fitted in each line ( on the top of roof of Train Coach ) in Figure 11, is same as quantity and alignment of magnets fitted in each line ( on the top of roof of Train Coach ) in Figure 12. So quantity of magnets fitted in eight lines ( on the top of roof of Train Coach ) in Figure 12, is double than quantity of magnets fitted in two lines ( on the top of roof of Train Coach ) in Figure 11.

Similarly, magnets ( Each = 6 * 4 * 1 inch ) are fitted in eight channels ( connecting inverted U ) in Figure 12, as compared to Figure 11, in which magnets ( Each = 6 * 4 * 1 inch ) are fitted in four channels ( connecting inverted U ). The quantity and alignment of magnets fitted in each channel in Figure 12, is same as the quantity and alignment of magnets fitted in each channel in Figure 11. So quantity of magnets fitted in eight channels ( connecting inverted U ) in Figure 12, is double than quantity of magnets fitted in four channels ( connecting inverted U ) in figure 11.

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Doubling the quantity of both ( magnets fitted in channels connecting inverted U and magnets fitted in lines on the top of roof of Train ) will double the Power experience by Train i.e. increase in Power from 64000hp to 128000hp.

Doubling the Power of Train ( without changing the quantity of Magnets and Alignment of Magnets ) by decreasing distance between channel magnets and Train magnets

We have calculated the power given to train ( 128000hp ), by keeping the distance ( nearly 40mm ) between Channel magnets and magnets fitted on the top of the roof of train. Now, if we decrease the distance ( from 40mm to 30 mm ) between channel magnets andTrain magnets. We will get the following results 1) If we are successful by maintaining the distance ( 30mm ) between channel magnets and magnets fitted on top of roof of train ( at such a high speed of train ), the train ( 18 coaches ) will experience the power of 256000hp. ) 2) If we are successful by maintaining the distance ( 30mm ) between channel magnets and Train magnets ( at such a high speed of train ), the train ( 9 coaches ) will experience the power of 128000hp

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Cost of Zero Carbon Train ( 18-coaches and Powering with 128000hp ) by maintaining the distance ( 40mm ) between channel magnets and magnets fitted on Train Doubling the quantity of magnets ( magnets fitted in channels connecting inverted U and

magnets fitted in lines on the top of roof of Train ) as compared to magnets ( powering the train with 64000hp ) will result in following

1. Price of magnets will be double ( from 6.56 Billion $ to 13.12 Billion $ ) because the quantity of magnets will be double

2. Cost of all inverted U will be double ( from 10 Billion $ to 20 Billion $ ) because the strength of each inverted U should be double

3. Cost of channels ( connecting inverted U ) will be double ( from 9 Billion $ to 18 Billion $ ) because the No of channels will be double

4. Cost of concrete blocks ( in which inverted U are fixed ) will be double ( from 6 Billion $ to 12 Billion $ ) because the strength of concrete blocks will have to double

5. For increasing the strength of rail line track ( 8 Billion $ for increasing speed from 1200km/h to 1500km/h + 8 Billion $ for increasing speed from 1500km/h to 1800km/h + 8 Billion $ for increasing speed from 1800km/h to 2100km/h + 8 Billion $ for increasing speed from 2100km/h to 2400km/h = 32 Billion $ ). This 32 Billion $ will be added to further increase the strength of high speed rail line track and resultant cost will be increased ( from 39 Billion $ to 71 Billion $ )

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So total Cost of Zero Carbon Train ( with 18 Coaches and Powering with 128000hp ) = 13.12 Billion $ + 20 Billion $ + 18 Billion $ + 12 Billion $ + 71 Billion $ = = 134 Billion $

Cost of Zero Carbon Train (18-coaches) Powering with ( 1hp to 128000hp )

We have calculated the Cost of powering the Train with 128000hp. Now, the No of percent decrease in size of magnets ( magnets fitted on top of roof of Train and magnets fitted in channels connecting inverted U ) which are powering the Train with 128000hp, is directly proportional to decrease in same No of percent of both ( the power of Train and cost of Train ). e.g. 20% decrease in size of magnets ( magnets fitted on top of roof of Train and magnets fitted in channels connecting inverted U ) which are Powering the Train with 128000hp , will decrease 20% in Power of Train ( decreasing from 128000hp to 102400hp ) and also will decrease 20% in cost of Train ( decreasing from 134 Billion $ to 107 Billion $).

Estimated speed of Train ( 18 coaches ) powering with 128000hpAs we have concluded above that a Train ( 18 coaches ) powering with 64000hp, can move at the Speed of 1200km/h.But, if we double the power given to that Train. The speed of train will almost be double. So, a Train ( 18 coaches ) powering with 128000hp,will move at the speed of 2400km/h

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Cost Comparison of Japans ‘Zero Carbon Train’ with Newly Invented ‘Zero Carbon Train’ Japans Newly Invented (Maglev Train) (Conventional Train) ( Zero Carbon Train ) ( Zero Carbon Train )

Powering Magnetic force Magnetic force Source

Track Length ( km ) 500 500

Speed ( km/h ) 500 2400

Cost ( Billion $ ) 100 134Another point ( in the comparison above ) is that the track formation ( for maglev train ) requires totally new companies ( with new technology of track formation ).But the track formation ( for running the train by this new technology ) does not requires new companies and the existing track formation companies can use their same previous technology with following additions1) Adding Inverted U and Channels ( connecting inverted ) on Track.2) Automatic control system for lifting magnets ( fitted on top of roof of train ) up ( by the power of locomotive ) and locking these magnets ( while they are lifted up ). Similarly opening the lock of

magnets ( which are lifted up ) and shift them down to same position.

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Train which is being powered by both ( fossil fuel energy and Renewable energy ) is called Reduced Carbon Train.

By this new technology, carbon emissions from diesel locomotive can be reduced to any level if we cut down some percent of power from locomotive and supply the same percent of power by this new technology of magnetic force.

Half Carbon Train ( Powering with 32000hp )

According to Eurostar Train data, the 18 Coaches Train ( powering with 16000hp ) with two conventional power cars, moves at speed of 300km/h. Now, if we additionally provide 16000hp to this Train by this New Technology ( powering the Train by Magnetic force ). Then total power with which this half carbon Train ( is being pulled) is 32000hp.

Reduced Carbon Train

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Cost of this half carbon Train ( Powering with 32000hp ) can be calculated as followingCost of double rail line track suitable for powering the Train with 32000hp = 21 Billion $ ( according to Note 1, on page 33 )Cost of powering the Train ( with 16000hp ) by this new technology = 6.64 Billion $ ( according to Note 1, on page 33 )

Total cost of powering half carbon Train with 32000hp ( 16000hp by this new technology + 16000hp by conventional power cars ) = Cost of double rail line track ( 21 Billion $ ) + Cost of powering the Train ( with 16000hp ) by this new technology ( 6.64 Billion $ ) = 21 Billion $ + 6.64 Billion $ = 27.64 Billion $ ( note = cost of 16000hp by conventional power cars is not added here )

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Life of Neodymium Iron Boron Magnet

Life of Neodymium Iron Boron Magnet can be calculated by the following two steps

Calculation of Time for the Magnetic Interaction of Magnets fitted on channels with Magnets fitted on Trains ( passing through Track ) in 50 years

1 -

Suppose we make 1000km long track ( equipped with this new technology). Also suppose that 20 trains pass through this track everyday. We focus on a specific magnet ( fitted in channel connecting inverted U ). Magnets fitted on top of roof of each Train will interact with that specific Magnet ( when each Train will run and pass through that magnet) just for nearly 6 seconds. Now if 20 trains pass through this track ( every day ). Then interaction of that specific magnet with magnets of all the 20 trains ( passing through that specific magnet ) can be calculated as Time for magnetic interaction of that specific magnet with magnets of one train ( passing through that specific magnet ) = 6 secondsTime for magnetic interaction of that specific magnet with magnets of 20 trains ( passing through that specific magnet ) in 1 day = 6 * 20 = 120 seconds = 2 minutes

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Time for magnetic interaction of that specific magnet with magnets of 20 trains ( passing through that specific magnet ) in 50 years ( 18000 days ) = 18000 * 2 = = 36000 minutes = 24 daysSimilarly, time for the magnetic interaction of each magnet fitted in channels ( throughout the track ) with magnets of 20 trains in 50 years = 36000 minutes ( 24 days )

Calculation of Time for the Magnetic Interaction of Magnets fitted on Trains ( passing through Track ) with Magnets fitted on channels ( in 50 years )

2 -

Suppose one train runs on that track and covers whole distance in 3 hours. If this train moves for only 3 hours ( in 1 day = 24 hours ). Then magnets fitted on top of roof of that train will remain in magnetic interaction with magnets fitted in channels for 3 hours ( in 1 day = 24 hours ).Mathematically, we can writeTime for magnetic interaction ( in 1 day ) between magnets of train and magnets of channels = 3 hoursTime for magnetic interaction ( in 50 years = 18000 days) between magnets of train and magnets of channels = 18000 * 3 = 54000 hours = 2250 days = 6.25 years According to information taken from different magnet ( NdFeB ) manufacturing companies in China. The NdFeB magnets can maintain their magnetic properties ( with such kind of magnetic interaction ) for at least 10 years.

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Now suppose, one train runs through that track 5 times in a day. This means that one train magnets will remain in magnetic interaction with magnets fitted in channels for 15 hours ( in 1 day ).Mathematically, we can writeTime for magnetic interaction ( in 50 years = 18000 days) between magnets of train and magnets of channels = 18000 * 15 = 270000 hours = 11250 days = 31.25 yearsAs life of magnets ( in such case ) is at least 10 years. So we will have to change the train magnets nearly three times in 50 years. According to Result 1 ( on page 16 ), the cost of train magnets is negligible as compared to magnets fitted on channels ( throughout the track ).So changing magnets ( three times in 50 years ), will not cost much.

End