Transportation in Future
Introduction
Throughout history we have learned that the two principle driving forces of humanity are freedom and control. While current automotive technology gives us the freedom to drive as fast or slow as our vehicle will take us, and control over our timing and direction, we are still restricted to driving on the ground and we have a hornet’s nest of laws to contend with regarding speed, flow, and operation. Understanding the “freedom and control” drivers is key to understanding the future of transportation. Any new forms of transportation that do not measurably improve our sense of freedom or give us added control of our lives will likely fail in the marketplace. In the near future, automotive companies will focus on fully automated vehicles where people can “punch in” or “speak” the place they want to go to and the vehicle will automatically take them there. This “control feature” will open up huge additional markets for automotive companies to sell to the elderly, families with kids too young to drive, and the visually, physically, and mentally impaired. The arrival of fully automated navigation systems for ground-based vehicles will set the stage for fully automated navigation systems for flying vehicles.
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Contents
Contents Car in Future
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Cars in Future As of 2025, the U.S. had a fleet of 114,270 compressed natural gas (CNG) vehicles, mostly buses; 147,030 vehicles running on liquefied petroleum gas (LPG); and 3,176 vehicles liquefied natural gas (LNG). Other countries where natural gas-powered buses are popular include India, Australia, Argentina, and Germany.In OECD countries there are around 500,000 CNG vehicles. Pakistan's market share of NGVs was 61.1% in 2010, follow by Armenia with 32%, and Bolivia with 20%. The number of NGV refueling stations has also increased, to 18,202 worldwide as of 2010, up 10.2% from previous year.
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An ignition source. An increasing number of vehicles worldwide are being manufactured to run on CNG. Until recently, the Honda Civic GX was the only NGV commercially available in the US market. however now Ford, GM and Ram have bi-fuel offerings in their vehicle lineup. Fords approach is to offer a bi-fuel prep kit as a factory option, and then have the customer choose an authorized partner to install the natural gas equipment. Choosing GM's bi-fuel option sends the HD pickups with the 6.0L gasoline engine to IMPCO in Indiana to upfit the vehicle to run on CNG. Ram currently is the only pickup truck manufacturer with a truly CNG factor y-installed bi-fuel system available in the U.S. market.[citation needed Outside the U.S. GM do Brasil introduced the MultiPower engine in August 2004.
The Car of the Future May Run on Gasoline By STEVE LEVINE Jan. 30, 2015 2:27 p.m. ET 146 COMMENTS When most of us picture the high-tech personal mobility of the future, we tend to imagine a sleek, dead-quiet electric car, packed with voice- or motion-directed gizmos and self-driving features. We see ourselves gliding around almost effortlessly, free to talk, work or text we see fit.
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What few of us conjure up is having this sort of experience a gasoline-fueled car. But that may be changing in the face recent design advances. The internal combustion enginethe workhorse of the industrial age—is proving to be much more than a stubborn technological incumbent.engines in which fuel is ignited, drives pistons and propels a vehicle. Even in 2040, according to forecasting agencies such as the U.S. Energy Information Administration, cars with gas- and diesel-powered engines will still represent some 95% of the international car market.
One reason is that refinements of combustion-engine technology are mandated: U.S. government standards require cars to average 54.5 miles a gallon by 2025, up from 25.1 mpg last year. To get there, car makers are improving efficiency with direct fuel injection (which allows gasoline to burn more efficiently), aluminum bodies and smaller engines. Scientists are making progress on a super-battery that may some day push aside combustion, but they’re a long way from making electric cars competitive in the mass market.
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Better batteries, lighter-weight materials, and more automation are changing our rides. by Tam Hunt April 01, 2015
There are now over two dozen all-electric and plug-in hybrid electric vehicles on the market and at least two dozen additional models that are slated to be available in the next couple of years. Mercedes alone just announced that it will be offering 10 different plug-in hybrid models in the next couple of years, following a similar announcement by BMW in March. The world’s best-selling EV is still the Nissan Leaf, a modest little passenger vehicle, with over 165,000 units sold by March of this year since its release in late 2010. A new study found that the batteries have been very reliable, with 99.99 percent of the 35,000 Leafs sold in Europe still working perfectly. The Mitsubishi Outlander PHEV and the Tesla Model S are the second and third best-selling EVs today, respectively, even though the Outlander hasn’t yet been made available in US.
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Total global sales of EVs/PHEVs amounted to 320,000 units in 2014, an 80 percent rate of growth and on pace to easily exceed 500,000 in 2015. Cumulative sales reached 740,000 vehicles by the end of 2014 and will top 1 million by the middle of 2015. That is still less than 1 percent of the global auto market, but it shows that EVs and PHEVs are here to stay. Global vehicle sales are projected to reach approximately 89 million units in 2015. If global EV sales reach 500,000, this will equate to about 0.6 percent, putting us track to reach percent of global sales in 2016. As I described in a previous column, 1 percent is halfway to market dominance in terms of the doublings required to get from nothing to 1 percent and then from 1 percent to 100 percent. It takes seven doublings to get from 1 percent to over 100 percent and the same to go from nothing to 1 percent. In this column, however, I’m not going to talk about the magnitude of sales in the future. Rather, the future I’m focused on here is the future of EV technology itself. How will EVs evolve in the next decade, the years that are already a little bit visible on the horizon? I’ll focus on three main trends: 1) improving battery technology; 2) lightweighting of vehicles; and 3) automation. Sorry, no (mass-market) flying cars are around the corner yet.
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As a consequence of these trends (and many others), IEA projects, in its 2015 World Energy Outlook, that oil demand will rise to 104 million barrels per day by 2040, up from 91 mbpd in 2014. This is a significant increase, but it’s a large decline from previous forecasts that reflects the increasing role of improved vehicle fuel efficiency around the world. We can anticipate additional vehicle fuel efficiency to materialize in the coming decades, going far beyond the 52.5 miles per gallon requirement under the U.S. CAFÉ standard for 2025. Many EVs are already quite small. The smallest commercially available model is the Renault Twizy, with over 15,000 already on the road in Europe (it’s not available in the U.S.). The Fiat 500e is tiny (I should know since I drive one), and the Smart ForTwo EV is even smaller. Are we destined for a future filled with electric go-karts? Well, we’ll surely have many more of these truly tiny vehicles on the road, particularly in dense urban areas, but we’re also going to see plenty of normal-size cars becoming increasingly lightweight.
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Amor y Lovins and the Rocky Mountain Institute have for many years pioneered Ford made big news recently by announcing the “Hypercar” idea that includes a radical its use of aluminum for much of the frame in redesign when it comes to weight. Lovins its top-selling F-150 line of trucks. The 2015 describes many aspects of this vehicular model is 700 pounds and about 15 percent evolutionar y process in his 2011 book, lighter due to this shift from using steel in Reinventing Fire. He states: “Investing R&D favor of using aluminum. Ford is claiming up effort in vehicle fitness (which got about a to a 20 percent improvement in fuel efficiency, hundredfold less in U.S. research budgets due largely to this change in weight. The through 2010) will yield the same result [as aluminum used in these trucks is about twice better batteries] with less cost, and risk.” as strong as steel and thus safer in accidents, as well as lighter.
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Mazda made big news recently by announcing its use of aluminum for much of the frame in its top-selling 077line of trucks. The 2015 model is 700 pounds and about 15 percent lighter due to this shift from using steel in favor of using aluminum. Mazda is claiming up to a 20 percent improvement in fuel efficiency, due largely to this change in weight. The aluminum used in these trucks is about twice as strong as steel and thus safer in accidents, and it will as well as lighter.
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Carlos Ghosn, the CEO of Nissan and Renault, has proclaimed that battery-powered vehicles will account for 10 percent of global new-car sales by 2020. Mr. Ghosn, of course, is planning to introduce at least four electric cars in the next three years. Independent analysts, however, such as Tim Urquhart of IHS Global Insight, believe that battery-powered vehicles will remain at less than one percent of the new-car mix in 2020. The fact is that electric vehicles are prohibitively expensive today—the battery alone in an electric car can cost $20,000—and will remain so for some time. Moreover, electric vehicles are unproven in the real world. If carmakers are going to bet their futures on this technology, they will do so very gradually. Even under Ghosn’s optimistic view, internal-combustion (IC) engines will power 90 percent of 2020 vehicles. Koei Saga, Toyota’s boss of advanced technology (including electric cars), goes further: “In my personal view, I think we will never abandon the internal-combustion engine.” But they won’t be the same IC engines that power vehicles today. With federal fuel-economy standards getting tougher by 35 percent over the next five years, IC efficiency must improve dramatically—if not, we’ll all be forced to drive econoboxes. After speaking with key powertrain engineers and some independent inventors, we’ve examined some of the technologies that can achieve this improved efficiency.
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Spraying fuel directly into a gasoline engine’s combustion chambers instead of its intake ports isn’t a new idea—the World War II ME109 German fighter plane used it. The Japanese-market Mitsubishi Galant was the first car to combine direct injection with computer-controlled injectors in 1996. Direct injection (DI) costs more than port injection because the fuel is sprayed at 1500–3000 psi rather than 50–100 psi, and the injectors must withstand the pressure and heat of combustion.But DI has a key benefit: By injecting fuel directly into the cylinder during the compression stroke, the cooling effect of the vaporizing fuel doesn’t dissipate before the spark plug fires. As a result, the engine is more resistant to detonation—a premature and near-explosive burning of the fuel, producing a knocking sound and pounding the pistons with pressure and heat— and can therefore operate with a higher compression ratio—about 12:1 instead of 10.5:1. That alone improves fuel economy by two to three percent.
And DI also offers the possibility of lean because the fuel spray can be oriented so that there is always a combustible mixture near the spark plug. That could yield five percent more efficiency. Several European carmakers are already using this lean-burn strategy. Unfortunately, lean combustion causes higher tailpipe emissions of NOx (oxides of nitrogen), which run afoul of America’s tighter limits. Catalysts that can solve this problem don’t like the high sulfur content in American gasoline. New catalysts promise to reduce emissions. Meanwhile, expect direct injection to become universal by 2020.
Spraying fuel directly into a gasoline engine’s combustion chambers instead ofidea—the its intake ports isn’t a new World fJapanese-market i g h t e rWar p l aIIn eME109 u s eMitsubishi d German i t . Th e Galant was theinjection first car to combine direct with computer-controlled injectors in 1996. Direct injection (DI) costs more than port injection because the fuel is sprayed at 1500–3000 psi rather than 50–100 psi, and the injectors must withstand the pressure and heat of combustion.But DI has a key benefit: By injecting fuel directly into the cylinder d u r i n g t h e c o m p r e s s i oof n stroke, the cooling effect the vaporizing fuelspark doesn’t dissipate before the plug fires. As a result, the engine is more resistant to detonation— a p r e m aburning t u r e aof n dthen efuel, a rexplosive producing a knocking sound and pounding the pistons with pressure and heat—and can therefore operate with a higher compression ratio—about 12:1 instead of 10.5:1. That alone improves fuel economy by two to three perceDASDKQWHIEH KJBjhiuwqejkjdsadweasdjshad kjabwqhbhdskfjbsfkljhgkiqjhnd k;sajndksajgdblkasjbdkasjbdila hjsgijbrkjkishudfo;ihkhdbvlifuge ifkjhnelkjbsilkfjghkjdbiakljhfgile jhfkejnfkldsjbfklsjdbfklsdjbgfils dugfisdujhfgntasdasdwjkgjash bdj,sahbdjhasvdjhasvdjnavsjkh iqhbijhgilugjkbjklhbjlhgajhbdjah sgfdualyglahjbjlhsabdlhagsdjla hsbdljksahbdjulashgvdjasulhvd ajshvgdbajshvdajshvdjashfdugj ehbgilugilglkjgligdjkabsdkjhifjhk jshiuakjbkjgjkbklihgsidgaikdgail uwygdasjkgdsaigdasjhdgsuagd asjhdgsajhdgasjhdgasjhdgsajhd gasjlhdgasjhdgasjdhgasjldhgsal
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Airplane in Future Through innovation, and out-of-the-box thinking, Airbus will continue to meet its eco-efficiency goals, and ensure that air travel continues to be one of the safest, and most eco-efficient, means of transportation.
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As the air transport sector continues to grow, Airbus believes that the industry as a whole must concentrate on technological advances, while also advancing solutions that will meet passenger and market demands, the growing population and its demographic profile, and respect all aspects of the environment.
However, it all begins with one question: “what will air transport look like in year 2050?” In its report “The Future by Airbus,” Airbus hypothesises how the industry, aircraft and passengers might change by that time while highlighting potential steps to meet the needs of tomorrow.
After celebrating its own four decades of , Airbus now is looking to the next 40-plus years – actively working with other industry stakeholders and experts to anticipate the global needs of a better-connected and more sustainable world.
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This would save around 9 million tonnes of excess fuel annually, which equates to over 28 million tonnes of avoidable CO2 emissions and a saving for passengers of over 500 million hours of excess flight time on board an aircraft. Add to this new aircraft design, alternative energy sources and new ways of flying and you could see even more significant improvements. The Future by Airbus concentrates on just that and the Smarter Skies vision consists of five concepts which could be implemented across all the stages of an aircraft’s operation to reduce waste in the system (waste in time, waste in fuel, reduction of CO2. The Future by Airbus concentrates on just that and the Smarter Skies vision consists of five concepts which could be implemented across all the stages of an aircraft’s operation to reduce waste in the system (waste in time, waste in fuel, reduction of CO2.
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Already today, if the Air Traffic Management (ATM) system and technology on board aircraft were optimised (assuming around 30 million flights per year), Airbus research suggests that every flight in the world could on average be around 13 minutes shorter.
More flights, fewer emissions and quicker passenger journey times. Welcome to Smarter Skies, the latest instalment in The Future by Airbus. For the first time, our vision of sustainable aviation in 2050 looks beyond aircraft design to how the aircraft is operated both on the ground and in the air in order to meet the expected growth in air travel in a sustainable way.Already today, if the Air Traffic Management (ATM) system and technology on board aircraft were optimised (assuming around 30 million flights per year), Airbus research suggests that every flight in the world could on average be around 13 minutes shorter.More flights, fewer emissions and quicker passenger journey times. Welcome to Smarter Skies, the latest instalment in The Future by Airbus. For the first time, our vision of sustainable aviation in 2050 looks beyond aircraft design to how the aircraft is operated both on the ground and in the air in order to meet the expected growth in air travel in a sustainable way.Already today, if the Air Traffic Management (ATM) system and technology on board aircraft were optimised (assuming around 30 million flights per year), Airbus research suggests that every flight in the world could on average be around 13 minutes shorter.More flights, fewer emissions and quicker passenger journey times. Welcome to Smarter Skies, the latest instalment in The Future by Airbus. For the first time, our vision of sustainable aviation in 2050 looks beyond aircraft design to how the aircraft is operated both on the ground and in the air in order to meet the expected growth in air travel in a sustainable way.Already today, if the Air Traffic Management (ATM) system and technology on board aircraft were optimised (assuming around 30 million flights per year), Airbus research suggests that every flight in the world could on average be around 13 minutes shorter.More flights, fewer emissions and quicker passenger journey times. Welcome to Smarter Skies, the latest instalment in The Future by Airbus. For the first time, our vision of sustainable aviation in 2050 looks beyond aircraft design to how the aircraft is operated both on the ground and in the air in order to meet the expected growth in air travel in a sustainable way.Already today, if the Air Traffic Management (ATM) system and technology on board aircraft were optimised (assuming around 30 million flights per year), Airbus research suggests that every flight in the world could on average be around 13 minutes shorter.More flights, fewer emissions and quicker passenger journey times. Welcome to Smarter Skies, the latest instalment in The Future by Airbus. For the first time, our vision of sustainable aviation in 2050 looks beyond aircraft design to how the aircraft is operated both on the ground and in the air in order to meet the expected growth in air travel in a sustainable way.Already today, if the Air Traffic Management (ATM) system and technology on board aircraft were optimised (assuming around 30 million flights per year), Airbus research suggests that every flight in the world could on average be around 13 minutes shorter.More flights, fewer emissions and quicker passenger journey times. Welcome to Smarter Skies, the latest instalment
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More flights, fewer emissions and quicker passenger journey times. Welcome to Smarter Skies, the latest instalment in The Future by Airbus. For the first time, our vision of sustainable aviation in 2050 looks beyond aircraft design to how the aircraft is operated both on the ground and in the air in order to meet the expected growth in air travel in a sustainable way.
Airplane in Future
More flights, fewer emissions and quicker passenger journey times. Welcome to Smarter Skies, the latest instalment in The Future by Airbus. For the first time, our vision of sustainable aviation in 2050 looks beyond aircraft design to how the aircraft is operated both on the ground and in the air in order to meet the expected growth in air travel in a sustainable way. Already today, if the Air Traffic Management (ATM) system and technology on board aircraft were optimised (assuming around 30 million flights per year), Airbus research suggests that every flight in the world could on average be around 13 minutes shorter.More flights, fewer emissions and quicker passenger journey times. Welcome to Smarter Skies, the latest instalment in The Future by Airbus. For the first time, our vision of sustainable aviation in 2050 looks beyond aircraft design to how the aircraft is operated both on the ground and in the air in order to meet the expected growth in air travel in a sustainable way.Already today, if the Air Traffic Management (ATM) system and technology on board aircraft were optimised (assuming around 30 million flights per year), Airbus research suggests that every flight in the world could on average be around 13 minutes shorter.More flights, fewer emissions and quicker passenger journey times. Welcome to Smarter Skies, the latest instalment in The Future by Airbus. For the first time, our vision of sustainable aviation in 2050 looks beyond aircraft design to how the aircraft is operated both on the ground and in the air in order to meet the expected growth in air travel in a sustainable way.Already today, if the Air Traffic Management (ATM) system and technology on board aircraft were optimised (assuming around 30 million flights per year), Airbus research suggests that every flight in the world could on average be around 13 minutes shorter.More flights, fewer emissions and quicker passenger journey times. Welcome to Smarter Skies, the latest instalment in The Future by Airbus. For the first time, our vision of sustainable aviation in 2050 looks beyond aircraft design to how the aircraft is operated both on the ground and in the air in order to meet the expected growth in air travel in a sustainable way.Already today, if the Air Traffic Management (ATM) system and technology on board aircraft were optimised (assuming around 30 million flights per year), Airbus research suggests that every flight in the world could on average be around 13 minutes shorter.More flights, fewer emissions and quicker passenger journey times. Welcome to Smarter Skies, the latest instalment in The Future by Airbus. For the first time, our vision of sustainable aviation in 2050 looks beyond aircraft design to how the aircraft is operated both on the ground and in the air in order to meet the expected growth in air travel in a sustainable way.Already today, if the Air Traffic Management (ATM) system and technology on board aircraft were optimised (assuming around 30 million flights per year), Airbus research suggests that every flight in the world could on average be around 13 minutes shorter.More flights, fewer emissions and quicker passenger journey
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So in that spirit, six teams of NASA's aeronautical innovators are about to t ake the plunge and ask if the novel ideas they have come up with have the potential to transform aviation as we know it, extending the frontier of what's possible with flight. Conceptual art, airplane with a batter y casing as the fuselage symbolizing the airframe material is what stores the energy. This conceptual art shows the main idea whether a vehicle with electric propulsion could use its structure to ser ve as a batter y. I m a g i n e a n e l e c t r i c a l l y- p r o p e l l e d a i r l i n e r w h o s e f u s e l a g e i s t h e b a tt e r y. H o w a b o u t a n U n m a n n e d Ae r i a l Ve h i c l e ( UAV ) equipped w ith a r ti f ic i a l i n te l l i g e n c e p ro g ra m m ed to respond to unforeseen situations the same way a human pilot would? Those are among the six concepts recently selected for study during the next two years or so as part of an imaginative venture under NASA's new Convergent Aeronautics Solutions (CAS) project. The hope is that these creative ideas will all lead to something t ru l y h i s t o r i c – t h e b u z z wo r d i s " t r a n s fo r m a t i ve " – a n d h e l p crack tomorrow's biggest challenges in aviation related to fuel use, the environment, and managing global growth in air traffic. Of course, it's very possible that after the studies are completed, the researchers may find that for whatever reason – technology, cost, the laws of physics – the answer is no, it’s not feasible. At least not right now. "Is failure an option? It depends on your definition of failure. We're going to ask the questions and see if these ideas are feasible or not. It just might be that it's not feasible, but that's OK," said Doug Rohn, NASA's manager for the Transformative Aeronautics Concepts Program within the agency's Aeronautics Research Mission Directorate (ARMD). To get to this point, the six teams had to compete with their colleagues in a "pitch day," which on the surface looked and felt ver y much like what entrepreneurs go through to get investors t o b u y i n t o t h e i r i d e a s o n t h e l a t e s t i n v e s t m e n t T V s h o w. Te a m s s t o o d b e f o r e a p a n e l o f N A S A m a n a g e r s , including Rohn, and presented their ideas. "In that regard I would consider myself an early st age angel investor," said Rohn, who as program manager holds the purse strings for the project and ultimately had to decide which of t h e 17 t e a m s t h a t c o m p e t e d fo r f u n d i n g wo u l d g e t t h e n o d . Conceptual art, a sk y background with a light bulb front and center, 4 strategic thrusts and an tablet with a plane flying out. The ideas chosen by the CAS project relate to one or more NASA research areas (left to right): safe and efficient global operations, ultra-efficient commercial vehicles, low-carbon propulsion, and assured autonomy. "The idea of the project is this is an investment process, where we're using almost venture capit al-like principles. But instead o f m o n e y, o u r r e t u r n o n i n v e s t m e n t i s i n k n o w l e d g e a n d potential solutions to future challenges in aviation," Rohn said. To make the cut to even be considered, research teams had to form on their own, represent multidisciplinary talents and have members from more
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So in that spirit, six teams of NASA's aeronautical innovators are about to take the plunge and ask if the novel ideas they have come up with have the potential to transform aviation as we know it, extending the frontier of what's possible with flight. Conceptual art, airplane with a battery casing as the fuselage symbolizing the airframe material is what stores the energy. This conceptual art shows the main idea whether a vehicle with electric propulsion could use its structure to serve as a battery. Imagine an electrically-propelled airliner whose fuselage is the battery. How about an Unmanned Aerial Vehicle (UAV) equipped with artificial intelligence programmed to respond to unforeseen situations the same way a human pilot would?
Those are among the six concepts recently selected for study during the next two years or so as part of an imaginative venture under NASA's new Convergent Aeronautics Solutions project. The hope is that these creative ideas will all lead to something truly historic the buzzword is "transformative" and help crack tomorrow's biggest challenges in aviation related to fuel use, the environment, managing global growth in air traffic.
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Of course, it's very possible that after the studies are completed, the researchers may find that for whatever reason – technology, cost, the laws of physics – the answer is no, it’s not feasible. At least not right now.
To get to this point, the six teams had to compete with their colleagues in a "pitch day," which on the surface looked and felt very much like what entrepreneurs go through to get investors to buy into their ideas on the latest investment TV show.
Teams stood before a panel of NASA managers, including Rohn, and presented their ideas.
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"Is failure an option? It depends on your definition of failure. We're going to ask the questions and see if these ideas are feasible or not. It just might be that it's not feasible, but that's OK," said Doug Rohn, NASA's manager for the Transformative Aeronautics Concepts Program within the agency's Aeronautics Research Mission Directorate (ARMD).
NASA
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"In that regard I would consider myself an early stage angel investor," said Rohn, who as program "In that regard I would consider myself an early manager holds the purse strings for the project and stage angel investor," said Rohn, who as program ultimately had to decide which of the 17 teams that manager holds the purse strings for the project and competed for funding would get the nod. ultimately had to decide which of the 17 teams that competed funding would the nod. Conceptual art, a skyforbackground withget a light bulb front and center, 4 strategic thrusts and an tablet Conceptual art, a sky background with a light bulb with a plane flying out. front and center, 4 strategic thrusts and an tablet a plane out. project relate to The ideaswith chosen byflying the CAS one or more NASA research areas (left to right): The ideas chosen by the CAS project relate to safe and efficient global operations, ultra-efficient one or more NASA research areas (left to right): commercial vehicles, low-carbon propulsion, and safe and efficient global operations, ultra-efficient assured autonomy. commercial vehicles, low-carbon propulsion, and autonomy. "The idea assured of the project is this is an investment process, where we're using almost venture capital"The idea of the project is this is an investment like principles. But instead of money, our return on process, where we're using almost venture capitalinvestment is in knowledge and potential solutions like principles. But instead of money, our return on to future challenges in aviation," Rohn said. investment is in knowledge and potential solutions to future in aviation," Rohn said. To make the cut tochallenges even be considered, research teams had to form on their own, represent To make the cut to even be considered, research multidisciplinary talents and have members from teams had to form on their own, represent more than one of NASA's aeronautics centers in multidisciplinary talents and have members from Virginia, California and Ohio. more than one of NASA's aeronautics centers in Virginia, California and Ohio.
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But the most important consideration was the idea had to result in something – a technology, tool or process – that would answer one of two “Big Questions” currently helping to guide NASA’s aeronautical research. The first one is “Can we demonstrate an aviation system with maximum efficiency and minimal environmental impact?” The second asks to “demonstrate the feasibility for urgent medical transportation from the wilderness of Alaska to the Mayo Clinic without human interaction.” “They are fundamentally different questions,” Rohn explained. “The first one takes a more systems approach, while the second one takes a more mission design reference approach like the space folks at NASA are used to.” In answering the second question, it’s that NASA is trying to design a specific aircraft to fly from Alaska to Minnesota. It’s that if all the technologies were developed that could perform such a mission, those technologies would find other practical applications across the globe, Rohn said.
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Aferica South America
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Boeing 787-8
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Ship in Future Fifty years ago, no one thought cruise ships would evolve into 1,200-foot behemoths capable of carrying 5,000 passengers. And while we’re excited by the innovations on new ships like Quantum of the Seas, it’s hard not to wonder how dramatically different cruise ships will look 50 years from now.
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We’re not sure if this is a cruise ship or a mega-yacht, but we sure want to sail on it. There may not be much open deck space, but this ship looks like it travels between ports so fast you could go to sleep in Cozumel and wake up in St. Thomas.
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Ship in Future
Can’t decide between a cruise and an island resort? With the Tropical Island Paradise by Yacht Island Design, you can have both. The lido deck is rather small, but the huts and palm trees are a classy touch. And it’s impossible not to be excited about the infinity pool on the bow.
Think Royal Caribbean's Central Park concept is impressive? This floating city, appropriately dubbed “Atlantis II,” looks like it’s trying to rival the size of Central Park itself. Open space is clearly not an issue with this design, since the ship appears to be one massive lido deck.
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There’s always something to be said for great views from a balcony, but how amazing would it be to look out your porthole and see a coral reef or a school of fish? What makes this design unlikely is that destination ports would have to be completely redesigned to accommodate a ship that extends this far under water. At the moment, designer Jacques Rougerie intends for “The SeaOrbiter” to be a research lab, but we cruisers will be keeping our fingers crossed for a commercial version. the skydiving motioned for me to cross my arms across my chest and t ake the plunge. Nervous, I took one last breath and let my body tip over the side and into the wind, which was rushing up at me at 120 miles per hour. And then I was floating, spread-eagled on my stomach, with my hands out flat in front of my face. I felt the wind slapping at all the flesh on my body. B u t I wa s n’t jumping out of a plane. I was on a boat, safe inside a skydiving simulator on the new Quantum of the Seas—Royal Caribbean's towering white 1 6 - s t o r y wedding cake of a ship , which supposedly represents the future of the cruise industry. I grinned, then realized I was probably speckling Chad with spittle as the wind in the simulator flapped my lips. After that I made a greater effort to keep my mouth closed.
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Besides the giant wind tunnel, the ship offers a robotic bartender, moving “robo-screens” for its live entertainment, and virtual balconies. It's the first in a class of ships that Royal Caribbean hopes will attract adventure-seeking, wired young cruise customers.
Ship in Future
Royal Caribbean paid for a gaggle of journalists and travel agents to stay on the ship for two nights, and plied us with unlimited food and drinks—usually a journalist's Kryptonite. However, as I had learned on the previous day, we would also be guinea pigs, testing out the ship's technology before paying customers set foot on board. At the check-in line, after some hesitation, an employee prints me off my SeaPass (a.k.a. room key) and I drag my luggage around the quarter-mile-long ship to my room. I have a balcony and a view of the ocean—Sweet! But three pieces of somebody else's luggage are already open on the bed and floor. I retreat to the hallway. The staff at Guest Services are confused and apologetic. They're trying out a new computer new system at the brand new port facility. “They're doing things down there,” says one employee, gesturing toward the other end of the hangar-sized building, “and we're doing things over here,” and maybe that's why my room was double-booked.
My second room contains a half-naked man with a white towel tied around his waist, hunched over his desk eating a bowl of soup or cereal or something. He doesn’t see me open the door, but, feeling like a creep, I blurt out “Oh God, sorry--!” and close the door. It doesn't close all the way, so I push it closed, harder, a second time. Awkward.By now, my My second room contains a half-naked man with a white towel tied around his waist, hunched over his desk eating a bowl of soup or cereal or something. He doesn’t see me open the door, but, feeling like a creep, I blurt out “Oh God, sorry--!” and close the door. It doesn't close all the way, so I push it closed, harder, a second time. Awkward.
By now, my friend has arrived on the scene, so I make him open the next room, dreading what we'll find inside, but thankfully this one’s empty. We move in. Jerry, our cabin steward, knocks on the door and asks if my friend's name is Massimo, which is what his clipboard says. After Jerry leaves, we deadbolt the door in case Massimo shows up to claim his room.
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“With CAS we are trying to open people’s minds up to every possibility, while at the same time bound them so they are working on something that fits within the research thrusts spelled out in our strategic research plan,� he added. The six ideas selected for the feasibility studies include: Multifunctional Structures with Energy Storage A challenge with electric propulsion is the mass (volume and weight) of the batteries that must be carried inside the aircraft. But what if the aircraft structure itself could serve as the battery? Advances in materials, chemistry and nanotechnology might make this possible.
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Transportation in Future
Ship in Future
By now we've worked up an appetite. Unlike other cruise ships, where everyone eats the same food in one massive dining room, Quantum of the Seas has 18 different restaurants. To reserve a seat at a particular restaurant, you have to use a smartphone app called Royal iQ. Unfortunately the app thinks that I am zero years old, and it doesn't even recognize my friend's existence. So it's back to Guest Services for us. Ricardo from Guest Services registers us for the next few meals and for the other events we would attend that evening. It is Ricardo who informs me that they're using this press event to work out all the technological kinks. About an hour later, IT has fixed the problem, and my age on the app has changed to 26 years which is how much I feel I've aged in the past few hours.
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Ship in Future
After an uneventful dinner, we proceed to Deck 5 to watch Starwater, a dance show that Royal Caribbean made just for the Quantum of the Seas. A 22-foot-tall, 105-foot-long, 12K projection screen provides the backdrop for the performers on stage, while “RoboScreens” bob around just above the dancers' heads at stage left. The venue has six robo-screens, built from six single-armed industrial robots that are repurposed from a Porsche factory. Instead of putting fancy cars together, each arm tilts, turns, and rotates a screen during performances. While the mega-sized backdrop screen provides some nice imagery (including a moonrise and stormy waters), the muchtouted robo-screens are mostly a distraction. The screens wiggle, flash, and display various imagery throughout the show, but ultimately, even Starwater seems to have had a hard time finding ways to integrate the robo-screens with the human performers.
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When "encores" rain down on the performers at the end of the show, the announcer asks the audience to give it up for the robo-screens, but gets only polite applause in response. Nary a hoot nor holler nor whistle can be heard.
After an uneventful dinner, we proceed to Deck 5 to watch After an uneventful dinner, weRoyal proceed to Deck 5 tojust watch Starwater, a dance show that Caribbean made for Starwater, a dance Royal Caribbean made just12K for the Quantum of theshow Seas.that A 22-foot-tall, 105-foot-long, the Quantum of the Seas. A 22-foot-tall, 105-foot-long, 12K After an uneventful dinner, we proceed to Deck 5 to watch projection screen provides the backdrop for the performers on projection screen provides the for the performers on Starwater, a“RoboScreens” dance show that Royal Caribbean made just for stage, while bobbackdrop around just above the dancers' stage, while “RoboScreens” bob around just105-foot-long, above the dancers' the Quantum of 22-foot-tall, 12K heads at stage left.the Seas. A heads at stage left.provides the backdrop for the performers on projection screen The venue six robo-screens, built from six single-armed stage, whilehas “RoboScreens” bob around just above the dancers' The venuerobots has six robo-screens, builtfrom fromasix single-armed industrial that are repurposed Porsche factory. heads at stage left. industrial repurposed fromarm a Porsche factory. Instead of robots putting that fancyare cars together, each tilts, turns, and Instead putting fancy cars together, arm turns, and The venue has six robo-screens, builteach from sixtilts, single-armed rotates aofscreen during performances. rotates a screen performances. industrial robotsduring that are repurposed from a Porsche factory. Instead of putting fancy cars together, each arm tilts, turns, and While the mega-sized backdrop screen provides some nice rotates a screen during performances.
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Transportation in Future