As moda transportation of this bullet trains has many excesses. The big haulage and most importantly with the same comfort, pollution yielded can one tenth smaller compared to with airplane. This cars between it still using conventional wheels but mechanically newest  and sophisticated applies technology superconducting magnetic levitation ( maglev train) which floats above rail.

in Japan

Tokaido Shinkansen – Japan

 Japan sets the river on fire by launching car quickly of Shinkansen ( ball car) in the year 1964 to serve route Tokyo-Nagoya-Kyoto-Osaka, and its(the speed " only" shifts 201 km/jam ( in that year udah which is fastest).



  


Every lane has names ( Tokaido, Toho, etc), and every  type is identified with an epithet ( Nozomi, Hikari, etc). Almost 40 years since launched first time, Shinkansen has transported 6 billion passenger  without there are accident means. Route Shinkansen also has a real frequency height, like route Tokyo and Shin-Osaka which able to be passed by six cars per-hour cars ( not per-day).








It Means " hope", cars Nozomi only require time 2,5 hours to pass through over Tokyo-Osaka, and 5 hours finite  to all purpose of in tip of very archipelago south in Hakata ( Fukuoka). Rails in Japan supports commercially mobilization of the massive of resident in this districts, even to implement it every car requires finite cost of $40 million.






This car is  superconducting magnetic levitation type - maglev ( floats above rail magnetically) and in testing it ready to reach speed of 581 km/h and so far untapped commercially. China went forward a step with lebh formerly operates this maglev type car in the year 2004.




Opened in the early of year 80-an, TGV serves route Lyon and Paris, The route is then is added to other town in French even to other state. This car built by Alstrom SA - the second biggest car maker company  in world. New generation car of TGV V-150 breaks a record speed for conventional beroda car at a speed of 515 km/jam. This car applies supercharged engine and meiliki big car wheel. Its new champion is now reachs 574,8 km/h












in Germany


In the beginning of year 90, Germany opens its super train to serve route Hannover, Wurzburg, Mannheim, and Stuttgart. This car built by Siemens and reachs speed of 280 km/h.










After a few years postponement, finally Taiwan High Speed Rail is opened its use on 5 January 2008.  This Speed train was built with Japan technology bases Shinkansen and shortens time to go through from Taipei towards Kaoshiung becomes 90 minutes from before all which 4 hours.


Itali opens its speed cars  for route Roma and Florensia with speed of 254 km/h.



 in England


This Speed cars operated  in the year 1994 and serves route from London to French and Belgia ( through tunnelling under sea). From London to Paris applies this car eats time 2 hours 35 minutes. with speed reachs 300 km/h.

No cruise ship that has ever been built can compare to the enormity of Freedom Ship. Imagine a mile-long stretch of 25-story-tall buildings in New York City; now imagine that floating on the water. If you can picture that, then you get the­ general idea of Freedom Ship's size. At 4,320 feet (1,317 meters) long, 725 feet (221 m) wide and 340 feet (103 m) tall, the ship is taller than the length of a football field and wider than two football fields put together. And not only can a ship that size float on water, but it may be navigating the world's oceans as early as 2005.

Freedom Ship will dwarf any ocean-going vessel operating today -- it will be more than four times longer than any current cruise ship.

This is ship Freedom, dream yacht futuristik which might possibly will become reality. Possibly You have ever seen conspecific illustration in medias iptek or scientific publications outside there. With all technological advanceses in century 21 likely nothing that not possibly to realized.







Freedom Ship will be built on top of 520 airtight steel cells that will be bolted together to form a sturdy base. Each cell will be 80 feet (24 meters) tall, between 50 and 100 feet (15 and 30 m) wide and between 50 and 120 feet (15 and 37 m) long. These cells will be assembled to form larger units that are about 300 x 400 feet (91 x 122 m). These larger units will then be taken out to sea, where they will be put together to form the ship's nearly mile-long base. The rest of the ship will be constructed on top of this base. Norman Nixon, who developed the idea of a floating city, has said that it will take about three years to finish the ship once construction begins.

It will take a tremendous amount of engine power to push the gigantic ship through the water. The vessel will be equipped with 100 diesel engines that can generate 3,700 horsepower each. Developers project the cost of each engine to be about $1 million. That may give you an idea of how expensive the project is, although the total cost of Freedom Ship has not been released. The ship's high construction cost will be passed on to residents, who will pay up to $11 million to purchase living space on the floating city. In the next section, you'll find out what these residents will get for such a price.
Source : howstuffworks.com

NASA recently presents its(the concept about future aeroplane, bigger, more efficient, and a few looked to be odd, but still not as odd and makes is vexed like other concepts, including here nuclear energetic planes and airport in atmosphere.

this NASA Concept based on design scramjet, and possibly will become reality of during 20 years which will come. But remain to only, some in drawing that is a few looked to be too are optimistic.


Flight's first editor Stanley Spooner had little trouble deciding what story would be the lead in our inaugural issue 100 years ago - "A Second Englishman Flies" was our first headline. But back in those pioneering early days, what would Spooner have predicted for the top aerospace story a century later?

Even the most enthusiastic aeronauts and aviators in 1909 would have struggled to believe the way in which powered flight would evolve during the magazine's first 100 years: that the aeroplane would be "going to war" within five years that passengers would be travelling in shirtsleeve comfort across the Atlantic at twice the speed of sound within 70 years or that within 80 years a winged spaceplane would be regularly blasting into orbit and returning to earth as a glider.











There are some fundamental questions that must be answered when examining likely scenarios 50 to 100 years from now: how much oil will be left and how much will it cost? Will the green lobby - and any increasing evidence of serious climate change - have forced the way we travel by air to have to be reinvented? How will the threats to world security/peace influence military aircraft design? And how much of the space exploration dream will have become a reality?

CONSOLIDATION DRIVER

The driver for new airliners will be the shape of the industry that flies them. If today's drive for consolidation through alliances and mergers is allowed to run its course (assuming the regulatory environment is adjusted to permit it), then there could end up being just three major airline groups - perhaps one for each continent - "America Air", "Europe Air" and "Asia Air" - or three international global network carriers slugging it out through hubs in Europe, the Gulf and South-East Asia.

Extreme scenarios at each end could see passengers either travelling in ultra-fast and ultra-green jets, or facing a strict rationing of flying because of environmental concerns. The latter could also result in competition being eliminated and route duplication outlawed.

AIR TRAFFIC MANAGEMENT

Of course a vital element of future air transport will be a restructuring of air traffic management. While a globalised and seamless air traffic system might seem an unachievable dream, it has to be a target. The ongoing effort to create a "Single European Sky" should represent only the beginning, with new technology allowing a high degree of autonomy to enable individual aircraft make their own way through controlled airspace. Could this ultimately lead to pilotless airliners? Some airline chief executives would surely hope so.

The humans that get to keep their place at the controls can expect continuous improvements in the technology at their fingertips, even if the cockpit layout itself becomes much simpler thanks to greater automation. An obvious development would be for the head-up display to become standard, providing navigation data combined with synthetic and enhanced vision, while voice recognition will take care of switch inputs. Meanwhile, increasing automation of flight controls will see the pilot with less manual involvement in the flying - and taxiing - which should lead to an improvement in safety.

Ever-improving surveillance capability will enable satellite-based and real-time four-dimensional operations with constant dataflow between the air and the ground - the latter having the option to take control in an emergency. Such developments would pave the way for single-pilot operations of freighters and other non-passenger carrying flights.

ENGINE TARGETS

The development of engines in the near term will be targeted at lower fuel consumption and emissions, although achieving this in parallel with further significant noise reductions will be a challenge. Geared turbofans, advanced turbofans and open rotors may hold the answer in the shorter term, while efficiency could be improved through recuperation where heat energy is taken from the hot section.

But a clean-sheet approach to power will be needed eventually. The diminishing availability of oil will drive the development of engines compatible with non-fossil-based fuels - for example engines that are capable of direct burning of gaseous or liquid hydrogen derived from water.

Future engines could see on-board power generated directly from their shafts using electromagnets, eliminating the need for an accessory gearbox. However, in the medium term, fuel cells are more likely to provide an answer in the drive to reduce reliance on engines for all on-board power.

As part of the effort to reduce aircraft weight and boost efficiency, the more-electric concept will see electric actuators replace hydraulic systems throughout the airframe.

The JSF will make fifth-generation fighters a reality when it enters service in 2013, but it will still have a little pink body sat at the sharp end controlling it. The US Air Force is working on an "interim" next-generation bomber to augment the B-1B, B-2 and geriatric B-52, which will be also manned. This is notionally aimed for a 2018 debut, but it is more likely to arrive some time in the early 2020s.

As the successors to the Pentagon's original "black jet", the F-117A, the Raptor and F-35 represent the latest interpretation of stealth technology. Where this will go next is unclear - could the technology extend to areas like visual stealth, enabling the creation of 007-style "invisible" helicopters?

While no successor to the F-35 has yet been formally discussed, both the USAF and the US Navy have started talking about a "sixth-generation fighter" to replace F-15s and F/A-18s, starting around 2025. This could be a pilot­less concept, taking the shape of an unmanned combat air vehicle like the Boeing X-45 or Northrop Grumman X-47, or a more conventional piloted design, for example a development of the F-22.

If the unmanned route is followed, could this ultimately lead to an autonomous aircraft controlled by an on-board computer that can mimic human cognitive reasoning? If that sounds too far-fetched, then perhaps at least consider that the stores the UCAV carries will be "intelligent munitions" with independent "loiter, search and destroy" capability.

RADICAL BOMBER

A more radical bomber design beyond the interim plan is proposed for 2037. So far there have been few clues on how it will be controlled and what it will look like, although hypersonic performance is clearly among the candidate capabilities.

At the other extreme, work is intensifying on the development of tiny "nano-technology" aircraft that can fly surveillance missions undetected to previously inaccessible locations. Lockheed Martin is already working on a remote-controlled nano air vehicle design under a $1.7 million contract from the US Department of Defense's DARPA research arm.

Beyond the horizon, military concepts could close the gap to spacecraft designs - as they did in the "Right Stuff" era of the X-15 back in the 1960s - leading to the creation of aircraft with hypersonic performance capable of sub-orbital flights. Such aircraft could use air-breathing hypersonic-cruise engines - possibly of all-composite structure - although such performance and technology is more likely to find an initial application on the next generation of air-launched missiles.

Back in the last century, the dawn of space weaponisation came close with US President Ronald Reagan's "Star Wars" plan. The prospect of such capability arriving in the next 100 years must be considered strong, perhaps in the form of a "directed-energy" weapon like a particle beam or laser - pure science fiction or future science fact?

In the military support arena, there may be some radical ideas for mega transports to succeed aircraft like the C-5 Galaxy in the troop transport role. These could take the form of huge blimps or aircraft - for example, a blended wing body design - capable of transporting hundreds of troops and their vehicles and equipment.

General aviation - as we would define it today - was where powered flight originated early in the 20th century, and the next 100 years should see increasing numbers of people being able to enjoy the pleasure of "personal aviation", thanks to the ever greater availability of small, inexpensive and flexible aircraft.

Flying cars transporting people along dedicated "highways in the sky" at low cost on high-volume routes similar to the railway networks operated today, could be the answer to growing road congestion. The new generation of very light and personal jets will become an increasingly viable alternative to the strict regime of commercial flying, at a fraction of the cost of today's business jets. This could fuel the growth of air taxi operations, which would become an integral part of the transport system and open remote and formerly inaccessible areas to businesses and individuals.

At the top end of the market supersonic business travel could become the norm for high net worth customers, as all the major corporate jet airframers develop designs capable of long range and very fast cruise speeds beyond the speed of sound.

Given that the space age was two years old when Flight celebrated its 50th anniversary in 1959, at that time our team of journalists could have been forgiven for making some quite ambitious predictions for interplanetary achievements through the next half century. But the reality has been that after a momentous start - man walked on the Moon the year we reached our 60th birthday - they would probably have expected much more than we have achieved since then.

Having made spaceplanes a reality in 1981 with the Space Shuttle, NASA has decided to return to Apollo technology for its replacement. Sir Richard Branson's efforts apart - he aims to operate his first Virgin Galactic space tourism flights this year - further progress in manned spaceflight will depend on what US president-elect Obama decides to do once he reaches office.

Among the decisions to be made are how and whether to continue with plans to return to the Moon - could an international lunar outpost become a reality in the next 20 years.

The International Space Station is likely to see another decade of service before it is de-orbited. Will its replacement - or the lunar outpost - be built with as much emphasis on commercial tourist flights as on scientific research? And could a manned mission to Mars be nearing reality by the middle of the century?

Longer-term space exploration will depend much on new propulsion technology, such as nuclear-electric "plasma" engines (also known as impulse drives) that could power robotic missions to the outer planets in the solar system. Using fission systems as their basis, such engines could reduce the travel time between Earth and Mars from the six months envisaged.

NEW ROCKET TECHNOLOGY

The xenon gas-powered plasma thrusters used on the latest satellites and interplanetary probes will gain increased power and specific impulse durations as their power source changes from today's solar panels to a simple nuclear device using the heat from a radioactive material, and eventually a fission nuclear reactor. New rocket technology to place spacecraft into orbit will see the slow phasing out of hypergolic propellants and replacement by a liquid oxygen/kerosene for the main engines (or LOx/liquid hydrogen where higher specific impulse is needed).

And lurking in the background throughout all this development will be the possibility that NASA and its partners may one day be called upon to develop a robotic mission to divert an asteroid on a collision course with Earth.

Much of these thoughts for the next 100 years of Flight may appear to be little more than science fiction. But then the same would have been true of the aviation feats that became realities during our first century, to the readers who picked up our inaugural issue in January 1909.

Source : www.flightglobal.com