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Hugh, thanks for your response. Regarding fly wheels, years ago one was tested on a transit car that toured various cities in the U.S. It was either a failure or its other features were incorporated separately into other designs. Furthermore, years ago there was an article in Scientific American where some of the problems with fly wheels were addressed. The mass was placed at the outer edge and the materials proposed where relatively light weight. Moreover, being composites a catastrophic failure would not require as much sheilding due to the tendency to unravel into relatively light weight pieces rather than a massive projectile breaking loose and striking the enclosure. Regarding the ability to destablize a vehicle - on a rail unit the fly wheels could be put on in pairs with counter rotations. Of course, they would have to be powered up and tapped in tandem. With regards to the ceramic coatings of combusion chambers engines, I view the coating as both a problem in manufacturing (meeting precise dimensions) and causing excess friction. The temperatures these engines would run at would preclude all but the silicone liquids. From experience in other research I know that many would degrade at much lower temperatures. Another problem is that these fluids are extemely viscous, hence, what lubricant can be used on warm up? This could be problematic too if we wished to shut down when not is use. Regarding stripping the excess energy content: as with any engine input/output it would be a trade off with exhaust tubing diameter size to limit back pressure. Regarding thermodynamic modeling of maximum theoreticlal efficiency - I am well aware of the limits. Nonetheless, we are talking about an exhaust in the region of 1000 degrees certainly (probably f.) cannot be released without cooling. Turbocharging strictly from the exhaust is probably not the best use, given the lag time, however, some effort should be made to use the exhaust gases. There are other options beside gaining mechanical engergy, e.g. preheating and presurizing air intake. With all the talk, in this country at least, about fuel cells for cars. It is much more rational to start with small scale utilty power plants and backup power for larger institutions, e.g. hospitals. When fuel cells could go mobile, it would seem to me wiser to consider railway power units. Right now this appears too far in the future to be of any near term use. One issue you kept bringing up was added weight, which I do not think is quite an impediment as you imply. In the U.S. freight units are loaded with excess sand or extra metal to add to their traction. Sorry for the excess verbage, but I think despite railway's fear of the new the changes are long overdue. Again thanks the points you raised.
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