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Maglev

March 19, 2023

This article is about transportation. For the phenomenon, see Magnetic levitation. For other uses, see Maglev (disambiguation).

Maglev (derived from magnetic levitation), is a system of train transportation that uses two sets of electromagnets: one set to repel and push the train up off the track, and another set to move the elevated train ahead, taking advantage of the lack of friction. Such trains rise approximately 10 centimetres (3.9 in) off the track.[1][2] There are both high speed, intercity maglev systems (over 400 km/h or 250 mph), and low speed, urban maglev systems (80–200 km/h or 50–124 mph) being built and under construction and development.

L0 Series on SCMaglev test track in Yamanashi Prefecture, Japan
Transrapid 09 at the Emsland test facility in Lower Saxony, Germany
A full trip on the Shanghai Transrapid maglev train
Example of low-speed urban maglev system, Linimo

With maglev technology, the train travels along a guideway of electromagnets which control the train's stability and speed. While the propulsion and levitation require no moving parts, the bogies can move in relation to the main body of the vehicle and some technologies require support by retractable wheels at low speeds under 150 kilometres per hour (93 mph). This compares with electric multiple units that may have several dozen parts per bogie. Maglev trains can therefore in some cases be quieter and smoother than conventional trains and have the potential for much higher speeds.[3]

Maglev vehicles have set several speed records, and maglev trains can accelerate and decelerate much faster than conventional trains; the only practical limitation is the safety and comfort of the passengers, although wind resistance at very high speeds can cause running costs that are four to five times that of conventional high-speed rail (such as the Tokaido Shinkansen).[4] The power needed for levitation is typically not a large percentage of the overall energy consumption of a high-speed maglev system.[5] Overcoming drag, which makes all open-air land transport more energy intensive at higher speeds, takes the most energy. Vactrain technology has been proposed as a means to overcome this limitation. Maglev systems have been much more expensive to construct than conventional train systems, although the simpler construction of maglev vehicles makes them cheaper to manufacture and maintain.[citation needed]

The Shanghai maglev train, also known as the Shanghai Transrapid, has a top speed of 430 km/h (270 mph). The line is the fastest operational high-speed maglev train, designed to connect Shanghai Pudong International Airport and the outskirts of central Pudong, Shanghai. It covers a distance of 30.5 km (19 mi) in just over 8 minutes. For the first time, the launch generated wide public interest and media attention, propelling the popularity of the mode of transportation.[6] It is also the only maglev train in the world that can be considered as high speed.[7]

Despite over a century of research and development, there are only six operational maglev trains today — three in China, two in South Korea, and one in Japan.[8][7] Maglev can be hard to economically justify for certain locations, however it has notable benefits over conventional railway systems, which includes lower operating and maintenance costs (with zero rolling friction its parts do not wear out quickly and hence less need to replace parts often), significantly lower odds of derailment (due to its design), an extremely quiet and smooth ride for passengers, little to no air pollution, and the railcars can be built wider and make it more comfortable and spacious for passengers. And also because it can travel up higher ascending grades (up to 10 percent), compared to conventional trains (up to 4 percent or less), maglev trains can also reduce the need to create new tunnels or to level the landscape to build its tracks.[9][10]

Development

In the late 1940s, the British electrical engineer Eric Laithwaite, a professor at Imperial College London, developed the first full-size working model of the linear induction motor. He became professor of heavy electrical engineering at Imperial College in 1964, where he continued his successful development of the linear motor.[11] Since linear motors do not require physical contact between the vehicle and guideway, they became a common fixture on advanced transportation systems in the 1960s and 1970s. Laithwaite joined one such project, the Tracked Hovercraft RTV-31, based near Cambridge, UK, although the project was cancelled in 1973.[12]

The linear motor was naturally suited to use with maglev systems as well. In the early 1970s, Laithwaite discovered a new arrangement of magnets, the magnetic river, that allowed a single linear motor to produce both lift and forward thrust, allowing a maglev system to be built with a single set of magnets. Working at the British Rail Research Division in Derby, along with teams at several civil engineering firms, the "transverse-flux" system was developed into a working system.

The first commercial maglev people mover was simply called "MAGLEV" and officially opened in 1984 near Birmingham, England. It operated on an elevated 600 m (2,000 ft) section of monorail track between Birmingham Airport and Birmingham International railway station, running at speeds up to 42 km/h (26 mph). The system was closed in 1995 due to reliability problems.[13]

History

First maglev patent

High-speed transportation patents were granted to various inventors throughout the world.[14] The first relevant patent, U.S. Patent 714,851 (2 December 1902), issued to Albert C. Albertson, used magnetic levitation to take part of the weight off of the wheels while using conventional propulsion.

Early United States patents for a linear motor propelled train were awarded to German inventor Alfred Zehden. The inventor was awarded U.S. Patent 782,312 (14 February 1905) and U.S. Patent RE12700 (21 August 1907). [note 1] In 1907, another early electromagnetic transportation system was developed by F. S. Smith.[15] In 1908, Cleveland mayor Tom L. Johnson filed a patent for a wheel-less "high-speed railway" levitated by an induced magnetic field.[16] Jokingly known as "Greased Lightning," the suspended car operated on a 90-foot test track in Johnson's basement "absolutely noiseless[ly] and without the least vibration."[17] A series of German patents for magnetic levitation trains propelled by linear motors were awarded to Hermann Kemper between 1937 and 1941.[note 2] An early maglev train was described in U.S. Patent 3,158,765, "Magnetic system of transportation", by G. R. Polgreen on 25 August 1959. The first use of "maglev" in a United States patent was in "Magnetic levitation guidance system"[18] by Canadian Patents and Development Limited.

New York, United States, 1968

In 1959, while delayed in traffic on the Throgs Neck Bridge, James Powell, a researcher at Brookhaven National Laboratory (BNL), thought of using magnetically levitated transportation.[19] Powell and BNL colleague Gordon Danby worked out a maglev concept using static magnets mounted on a moving vehicle to induce electrodynamic lifting and stabilizing forces in specially shaped loops, such as figure-of-8 coils on a guideway.[20] These were patented in 1968–1969.[21]

Japan, 1969–present

See also: Chūō Shinkansen

Japan operates two independently developed maglev trains. One is HSST (and its descendant, the Linimo line) by Japan Airlines and the other, which is more well known, is SCMaglev by the Central Japan Railway Company.

The development of the latter started in 1969. The first successful SCMaglev run was made on a short track at the Japanese National Railways' (JNR's) Railway Technical Research Institute in 1972.[22] Maglev trains on the Miyazaki test track (a later, 7 km long test track) regularly hit 517 km/h (321 mph) by 1979. After an accident which destroyed the train, a new design was selected. In Okazaki, Japan (1987), the SCMaglev was used for test rides at the Okazaki exhibition. Tests in Miyazaki continued throughout the 1980s, before transferring to a far longer test track, 20 km (12 mi) long, in Yamanashi in 1997. The track has since been extended to almost 43 km (27 mi). The current 603 km/h (375 mph) world speed record for crewed trains was set there in 2015.

Development of HSST started in 1974. In Tsukuba, Japan (1985), the HSST-03 (Linimo) became popular at the Tsukuba World Exposition, in spite of its low 30 km/h (19 mph) top speed. In Saitama, Japan (1988), the HSST-04-1 was revealed at the Saitama exhibition in Kumagaya. Its fastest recorded speed was 300 km/h (190 mph).[23]

Construction of a new high-speed maglev line, the Chuo Shinkansen, started in 2014. It is being built by extending the SCMaglev test track in Yamanashi in both directions. The completion date is currently unknown, with the most recent estimate of 2027 no longer possible following a local governmental rejection of a construction permit.[24]

Hamburg, Germany, 1979

Transrapid 05 was the first maglev train with longstator propulsion licensed for passenger transportation. In 1979, a 908 m (2,979 ft) track was opened in Hamburg for the first International Transportation Exhibition (IVA 79). Interest was sufficient that operations were extended three months after the exhibition finished, having carried more than 50,000 passengers. It was reassembled in Kassel in 1980.

Ramenskoye, Moscow, USSR, 1979

 
Experimental car TP-05 (ТП-05) in Ramenskoye built in 1986

In 1979 the USSR town of Ramenskoye (Moscow oblast) built an experimental test site for running experiments with cars on magnetic suspension. The test site consisted of a 60-metre ramp which was later extended to 980 metres.[25] From the late 1970s to the 1980s five prototypes of cars were built that received designations from TP-01 (ТП-01) to TP-05 (ТП-05).[26] The early cars were supposed to reach the speed up to 100 km/h.

The construction of a maglev track using the technology from Ramenskoye started in Armenian SSR in 1987[27] and was planned to be completed in 1991. The track was supposed to connect the cities of Yerevan and Sevan via the city of Abovyan.[28] The original design speed was 250 km/h which was later lowered to 180 km/h.[29] However, the Spitak earthquake in 1988 and the First Nagorno-Karabakh War caused the project to freeze. In the end the overpass was only partially constructed.[30]

In the early 1990s, the maglev theme was continued by the Engineering Research Center "TEMP" (ИНЦ "ТЭМП")[31] this time by the order from the Moscow government. The project was named V250 (В250). The idea was to build a high-speed maglev train to connect Moscow to the Sheremetyevo airport. The train would consist of 64-seater cars and run at speeds up to 250 km/h.[26] In 1993, due to the financial crisis, the project was abandoned. However, from 1999 the "TEMP" research center had been participating as a co-developer in the creation of the linear motors for the Moscow Monorail system.

Birmingham, United Kingdom, 1984–1995

 
The Birmingham International Maglev shuttle

The world's first commercial maglev system was a low-speed maglev shuttle that ran between the airport terminal of Birmingham International Airport and the nearby Birmingham International railway station between 1984 and 1995.[32] Its track length was 600 m (2,000 ft), and trains levitated at an altitude of 15 mm [0.59 in], levitated by electromagnets, and propelled with linear induction motors.[33] It operated for 11 years and was initially very popular with passengers,[34] but obsolescence problems with the electronic systems made it progressively unreliable[35] as years passed, leading to its closure in 1995. One of the original cars is now on display at Railworld in Peterborough, together with the RTV31 hover train vehicle. Another is on display at the National Railway Museum in York.

Several favourable conditions existed when the link was built:[citation needed]

  • The British Rail Research vehicle was 3 tonnes and extension to the 8-tonne vehicle was easy.
  • Electrical power was available.
  • The airport and rail buildings were suitable for terminal platforms.
  • Only one crossing over a public road was required and no steep gradients were involved.
  • Land was owned by the railway or airport.
  • Local industries and councils were supportive.
  • Some government finance was provided and because of sharing work, the cost per organization was low.

After the system closed in 1995, the original guideway lay dormant[36] until 2003, when a replacement cable-hauled system, the AirRail Link Cable Liner people mover, was opened.[37][38]

Emsland, Germany, 1984–2012

Main article: Emsland test facility

Transrapid, a German maglev company, had a test track in Emsland with a total length of 31.5 km (19.6 mi). The single-track line ran between Dörpen and Lathen with turning loops at each end. The trains regularly ran at up to 420 km/h (260 mph). Paying passengers were carried as part of the testing process. The construction of the test facility began in 1980 and finished in 1984.

In 2006, the Lathen maglev train accident occurred, killing 23 people. It was found to have been caused by human error in implementing safety checks. From 2006 no passengers were carried. At the end of 2011 the operation licence expired and was not renewed, and in early 2012 demolition permission was given for its facilities, including the track and factory.[39]

In March 2021 it was reported the CRRC was investigating reviving the Emsland test track.[40] In May 2019 CRRC had unveiled its 'CRRC 600' prototype which is designed to reach 600 km/h (370 mph).

Vancouver, Canada and Hamburg, Germany, 1986–88

 
HSST-03 at Okazaki Minami Park
Main article: High Speed Surface Transport

In Vancouver, Canada, the HSST-03 by HSST Development Corporation (Japan Airlines and Sumitomo Corporation) was exhibited at Expo 86,[41] and ran on a 400 m (0.25 mi) test track that provided guests with a ride in a single car along a short section of track at the fairgrounds.[42] It was removed after the fair. It was shown at the Aoi Expo in 1987 and is now on static display at Okazaki Minami Park.

Berlin, Germany, 1984–1992

Main article: M-Bahn

In West Berlin, the M-Bahn was built in 1984. It was a driverless maglev system with a 1.6 km (1.0 mi) track connecting three stations. Testing with passenger traffic started in August 1989, and regular operation started in July 1991. Although the line largely followed a new elevated alignment, it terminated at Gleisdreieck U-Bahn station, where it took over an unused platform for a line that formerly ran to East Berlin. After the fall of the Berlin Wall, plans were set in motion to reconnect this line (today's U2). Deconstruction of the M-Bahn line began only two months after regular service began and was completed during February 1992.

South Korea, 1993–present

Main article: Incheon Airport Maglev
 
South Korea's Incheon Airport Maglev, the world's fourth commercially operating maglev[43]

In 1993, South Korea completed the development of its own maglev train, shown off at the Taejŏn Expo '93, which was developed further into a full-fledged maglev capable of travelling up to 110 km/h (68 mph) in 2006. This final model was incorporated in the Incheon Airport Maglev which opened on 3 February 2016, making South Korea the world's fourth country to operate its own self-developed maglev after the United Kingdom's Birmingham International Airport,[44] Germany's Berlin M-Bahn,[45] and Japan's Linimo.[46] It links Incheon International Airport to the Yongyu Station and Leisure Complex on Yeongjong island.[47] It offers a transfer to the Seoul Metropolitan Subway at AREX's Incheon International Airport Station and is offered free of charge to anyone to ride, operating between 9 am and 6 pm with 15-minute intervals.[48]

The maglev system was co-developed by the South Korea Institute of Machinery and Materials (KIMM) and Hyundai Rotem.[49][50][51] It is 6.1 km (3.8 mi) long, with six stations and a 110 km/h (68 mph) operating speed.[52]

Two more stages are planned of 9.7 km (6 mi) and 37.4 km (23.2 mi). Once completed it will become a circular line.

Germany/China, 2010–present

Transport System Bögl (TSB) is a driverless maglev system developed by the German construction company Max Bögl since 2010. Its primary intended use is for short to medium distances (up to 30 km) and speeds up to 150 km/h for uses such as airport shuttles. The company has been doing test runs on an 820-meter-long test track at their headquarters in Sengenthal, Upper Palatinate, Germany, since 2012 clocking over 100,000 tests covering a distance of over 65,000 km as of 2018.

In 2018 Max Bögl signed a joint venture with the Chinese company Chengdu Xinzhu Road & Bridge Machinery Co. with the Chinese partner given exclusive rights of production and marketing for the system in China. The joint venture constructed a 3.5 km (2.2 mi) demonstration line near Chengdu, China, and two vehicles were airlifted there in June, 2020.[53] In April 2021 a vehicle on the Chinese test track hit a top speed of 169 km/h (105 mph).[54]

China, 2000-present

According to the International Maglev Board there are at least four maglev research programmes underway in China at the following institutions: Southwest Jiaotong University (Chengdu), Tongji University (Shanghai), CRRC Tangshan-Changchun Railway Vehicle Co. and Chengdu Aircraft Industry Group.[55] The latest high speed prototype, unveiled in July 2021, was manufactured by CRRC Qingdao Sifang.[56]

Low-to-medium speed

Development of the low-to-medium speed systems, that is, 100–200 km/h (62–124 mph),[57] by the CRRC has led to opening of operational lines such as the Changsha Maglev Express in 2016 and the Line S1 in Beijing in 2017. In April 2020 a new model capable of 160 km/h (99 mph) and compatible with the Changsha line completed testing. The vehicle, under development since 2018, has a 30 percent increase in traction efficiency and a 60 percent increase in speed over the stock in use on the line since.[58] The vehicles entered service in July 2021 with a top speed of 140 km/h (87 mph).[59] CRRC Zhuzhou Locomotive said in April 2020 it is developing a model capable of 200 km/h (120 mph).[58]

High speed

 
Maglev on the Tongji University test track

There are currently two competing efforts into high-speed maglev systems, i.e., 300–620 km/h (190–390 mph).

  • The first is based on the Transrapid technology used in the Shanghai maglev train and is developed by the CRRC under license from Thyssen-Krupp.[60]
    • In 2006 the 500 km/h (310 mph) CM1 Dolphin prototype was unveiled[61] and began testing on a new 1.5-kilometre (0.93 mi) test track at Tongji University, northwest of Shanghai.
    • A prototype vehicle of the 600 km/h (370 mph) CRRC 600 was developed in 2019 and tested from June 2020.[62]
    • In March 2021 a 300 km/h (190 mph) model began trials.[63]
    • In July 2021, the CRRC 600 maglev, capable of travelling up to 600 km/h (370 mph), was unveiled in Qingdao.[64] It was reported to be the world's fastest ground vehicle.[65]
    • A high speed test track is under development in China and also, in April 2021, there was consideration given to re-opening the Emsland test facility in Germany.[60]
  • A second, incompatible high-speed prototype was unveiled in January 2021. Developed at Southwest Jiaotong University in Chengdu, the design uses high-temperature superconducting magnets, is designed for 620 km/h (390 mph) and was demonstrated on a 165-metre (180 yd) test track.[66]

Technology

See also: SCMaglev § Technology, Transrapid § Technology, and Magnetic levitation

In the public imagination, "maglev" often evokes the concept of an elevated monorail track with a linear motor. Maglev systems may be monorail or dual rail—the SCMaglev MLX01 for instance uses a trench-like track—and not all monorail trains are maglevs. Some railway transport systems incorporate linear motors but use electromagnetism only for propulsion, without levitating the vehicle. Such trains have wheels and are not maglevs.[note 3] Maglev tracks, monorail or not, can also be constructed at grade or underground in tunnels. Conversely, non-maglev tracks, monorail or not, can be elevated or underground too. Some maglev trains do incorporate wheels and function like linear motor-propelled wheeled vehicles at slower speeds but levitate at higher speeds. This is typically the case with electrodynamic suspension maglev trains. Aerodynamic factors may also play a role in the levitation of such trains.

 
MLX01 Maglev train Superconducting magnet bogie

The two main types of maglev technology are:

  • Electromagnetic suspension (EMS), electronically controlled electromagnets in the train attract it to a magnetically conductive (usually steel) track.
  • Electrodynamic suspension (EDS) uses superconducting electromagnets or strong permanent magnets that create a magnetic field, which induces currents in nearby metallic conductors when there is relative movement, which pushes and pulls the train towards the designed levitation position on the guide way.

Electromagnetic suspension (EMS)

Main article: Electromagnetic suspension
 
Electromagnetic suspension (EMS) is used to levitate the Transrapid on the track, so that the train can be faster than wheeled mass transit systems.[67][68]

In electromagnetic suspension (EMS) systems, the train levitates above a steel rail while electromagnets, attached to the train, are oriented toward the rail from below. The system is typically arranged on a series of C-shaped arms, with the upper portion of the arm attached to the vehicle, and the lower inside edge containing the magnets. The rail is situated inside the C, between the upper and lower edges.

Magnetic attraction varies inversely with the square of distance, so minor changes in distance between the magnets and the rail produce greatly varying forces. These changes in force are dynamically unstable—a slight divergence from the optimum position tends to grow, requiring sophisticated feedback systems to maintain a constant distance from the track, (approximately 15 mm [0.59 in]).[69][70]

The major advantage to suspended maglev systems is that they work at all speeds, unlike electrodynamic systems, which only work at a minimum speed of about 30 km/h (19 mph). This eliminates the need for a separate low-speed suspension system, and can simplify track layout. On the downside, the dynamic instability demands fine track tolerances, which can offset this advantage. Eric Laithwaite was concerned that to meet required tolerances, the gap between magnets and rail would have to be increased to the point where the magnets would be unreasonably large.[71] In practice, this problem was addressed through improved feedback systems, which support the required tolerances.

Electrodynamic suspension (EDS)

Main article: Electrodynamic suspension
 
The Japanese SCMaglev's EDS suspension is powered by the magnetic fields induced either side of the vehicle by the passage of the vehicle's superconducting magnets.
 
EDS maglev propulsion via propulsion coils

In electrodynamic suspension (EDS), both the guideway and the train exert a magnetic field, and the train is levitated by the repulsive and attractive force between these magnetic fields.[72] In some configurations, the train can be levitated only by repulsive force. In the early stages of maglev development at the Miyazaki test track, a purely repulsive system was used instead of the later repulsive and attractive EDS system.[73] The magnetic field is produced either by superconducting magnets (as in JR–Maglev) or by an array of permanent magnets (as in Inductrack). The repulsive and attractive force in the track is created by an induced magnetic field in wires or other conducting strips in the track.

A major advantage of EDS maglev systems is that they are dynamically stable—changes in distance between the track and the magnets creates strong forces to return the system to its original position.[71] In addition, the attractive force varies in the opposite manner, providing the same adjustment effects. No active feedback control is needed.

However, at slow speeds, the current induced in these coils and the resultant magnetic flux is not large enough to levitate the train. For this reason, the train must have wheels or some other form of landing gear to support the train until it reaches take-off speed. Since a train may stop at any location, due to equipment problems for instance, the entire track must be able to support both low- and high-speed operation.

Another downside is that the EDS system naturally creates a field in the track in front and to the rear of the lift magnets, which acts against the magnets and creates magnetic drag. This is generally only a concern at low speeds, and is one of the reasons why JR abandoned a purely repulsive system and adopted the sidewall levitation system.[73] At higher speeds other modes of drag dominate.[71]

The drag force can be used to the electrodynamic system's advantage, however, as it creates a varying force in the rails that can be used as a reactionary system to drive the train, without the need for a separate reaction plate, as in most linear motor systems. Laithwaite led development of such "traverse-flux" systems at his Imperial College laboratory.[71] Alternatively, propulsion coils on the guideway are used to exert a force on the magnets in the train and make the train move forward. The propulsion coils that exert a force on the train are effectively a linear motor: an alternating current through the coils generates a continuously varying magnetic field that moves forward along the track. The frequency of the alternating current is synchronized to match the speed of the train. The offset between the field exerted by magnets on the train and the applied field creates a force moving the train forward.

Tracks

The term "maglev" refers not only to the vehicles, but to the railway system as well, specifically designed for magnetic levitation and propulsion. All operational implementations of maglev technology make minimal use of wheeled train technology and are not compatible with conventional rail tracks. Because they cannot share existing infrastructure, maglev systems must be designed as standalone systems. The SPM maglev system is inter-operable with steel rail tracks and would permit maglev vehicles and conventional trains to operate on the same tracks.[71]MAN in Germany also designed a maglev system that worked with conventional rails, but it was never fully developed.[citation needed]

Evaluation

Each implementation of the magnetic levitation principle for train-type travel involves advantages and disadvantages.

Technology Pros Cons
EMS[74][75] (electromagnetic suspension) Magnetic fields inside and outside the vehicle are less than EDS; proven, commercially available technology; high speeds (500 km/h or 310 mph); no wheels or secondary propulsion system needed. The separation between the vehicle and the guideway must be constantly monitored and corrected due to the unstable nature of electromagnetic attraction; the system's inherent instability and the required constant corrections by outside systems may induce vibration.
EDS[76][77]
(electrodynamic suspension) 		Onboard magnets and large margin between rail and train enable highest-recorded speeds (603 km/h or 375 mph) and heavy load capacity; demonstrated successful operations using high-temperature superconductors in its onboard magnets, cooled with inexpensive liquid nitrogen.[citation needed] Strong magnetic fields on the train would make the train unsafe for passengers with pacemakers or magnetic data storage media such as hard drives and credit cards, necessitating the use of magnetic shielding; limitations on guideway inductivity limit maximum speed;[citation needed] vehicle must be wheeled for travel at low speeds.
Inductrack system[78][79] (permanent magnet passive suspension) Failsafe suspension—no power required to activate magnets; Magnetic field is localized below the car; can generate enough force at low speeds (around 5 km/h or 3.1 mph) for levitation; given power failure cars stop safely; Halbach arrays of permanent magnets may prove more cost-effective than electromagnets. Requires either wheels or track segments that move for when the vehicle is stopped. Under development as of 2008; no commercial version or full-scale prototype.

Neither Inductrack nor the Superconducting EDS are able to levitate vehicles at a standstill, although Inductrack provides levitation at much lower speed; wheels are required for these systems. EMS systems are wheel-free.

The German Transrapid, Japanese HSST (Linimo), and Korean Rotem EMS maglevs levitate at a standstill, with electricity extracted from guideway using power rails for the latter two, and wirelessly for Transrapid. If guideway power is lost on the move, the Transrapid is still able to generate levitation down to 10 km/h (6.2 mph) speed,[citation needed] using the power from onboard batteries. This is not the case with the HSST and Rotem systems.

Propulsion

EMS systems such as HSST/Linimo can provide both levitation and propulsion using an onboard linear motor. But EDS systems and some EMS systems such as Transrapid levitate but do not propel. Such systems need some other technology for propulsion. A linear motor (propulsion coils) mounted in the track is one solution. Over long distances coil costs could be prohibitive.

Stability

Earnshaw's theorem shows that no combination of static magnets can be in a stable equilibrium.[80] Therefore a dynamic (time varying) magnetic field is required to achieve stabilization. EMS systems rely on active electronic stabilization that constantly measures the bearing distance and adjusts the electromagnet current accordingly. EDS systems rely on changing magnetic fields to create currents, which can give passive stability.

Because maglev vehicles essentially fly, stabilisation of pitch, roll and yaw is required. In addition to rotation, surge (forward and backward motions), sway (sideways motion) or heave (up and down motions) can be problematic.

Superconducting magnets on a train above a track made out of a permanent magnet lock the train into its lateral position. It can move linearly along the track, but not off the track. This is due to the Meissner effect and flux pinning.

Guidance system

Some systems use Null Current systems (also sometimes called Null Flux systems).[72][81] These use a coil that is wound so that it enters two opposing, alternating fields, so that the average flux in the loop is zero. When the vehicle is in the straight ahead position, no current flows, but any moves off-line create flux that generates a field that naturally pushes/pulls it back into line.

Proposed technology enhancements

Evacuated tubes

Main article: Vactrain

Some systems (notably the Swissmetro system and the Hyperloop) propose the use of vactrains—maglev train technology used in evacuated (airless) tubes, which removes air drag. This has the potential to increase speed and efficiency greatly, as most of the energy for conventional maglev trains is lost to aerodynamic drag.[82]

One potential risk for passengers of trains operating in evacuated tubes is that they could be exposed to the risk of cabin depressurization unless tunnel safety monitoring systems can repressurize the tube in the event of a train malfunction or accident though since trains are likely to operate at or near the Earth's surface, emergency restoration of ambient pressure should be straightforward. The RAND Corporation has depicted a vacuum tube train that could, in theory, cross the Atlantic or the USA in around 21 minutes.[83]

Rail-maglev hybrid

The Polish startup Nevomo (previously Hyper Poland) is developing a system for modifying existing railway tracks into a maglev system, on which conventional wheel-rail trains, as well maglev vehicles can travel.[84] Vehicles on this so-called ‘magrail’ system will be able to reach speeds of up to 300 km/h at significantly lower infrastructure costs than stand-alone maglev lines. Similar to proposed Vactrain systems, magrail is designed to allow a later-stage upgrade with a vacuum cover which will enable vehicles to reach speeds of up to 600 km/h due to reduced air pressure, making the system similar to a hyperloop, but without the necessity for dedicated infrastructure corridors.[85]

Energy use

Energy for maglev trains is used to accelerate the train. Energy may be regained when the train slows down via regenerative braking. It also levitates and stabilises the train's movement. Most of the energy is needed to overcome air drag. Some energy is used for air conditioning, heating, lighting and other miscellany.

At low speeds the percentage of power used for levitation can be significant, consuming up to 15% more power than a subway or light rail service.[86] For short distances the energy used for acceleration might be considerable.

The force used to overcome air drag increases with the square of the velocity and hence dominates at high speed. The energy needed per unit distance increases by the square of the velocity and the time decreases linearly. However power increases by the cube of the velocity. For example, 2.37 times as much power is needed to travel at 400 km/h (250 mph) than 300 km/h (190 mph), while drag increases by 1.77 times the original force.[87]

Aircraft take advantage of lower air pressure and lower temperatures by cruising at altitude to reduce energy consumption but unlike trains need to carry fuel on board. This has led to the suggestion of conveying maglev vehicles through partially evacuated tubes.

High-speed maglev comparison with conventional high speed trains

Maglev transport is non-contact and electric powered. It relies less or not at all on the wheels, bearings and axles common to wheeled rail systems.[88]

  • Speed: Maglev allows higher top speeds than conventional rail. While experimental wheel-based high-speed trains have demonstrated similar speeds, conventional trains will suffer from friction between wheels and track and thus elevating the maintenance cost if operating at such speed, unlike levitated maglev trains.
  • Maintenance: Maglev trains currently in operation have demonstrated the need for minimal guideway maintenance. Vehicle maintenance is also minimal (based on hours of operation, rather than on speed or distance traveled). Traditional rail is subject to mechanical wear and tear that increases rapidly with speed, also increasing maintenance.[88] For example: the wearing down of brakes and overhead wire wear have caused problems for the Fastech 360 rail Shinkansen. Maglev would eliminate these issues.
  • Weather: In theory, maglev trains should be little affected by snow, ice, severe cold, rain or high winds. However, as of yet no maglev system has been installed in a location with such a harsh climate.
  • Acceleration: Maglev vehicles accelerate and decelerate faster than mechanical systems regardless of the slickness of the guideway or the slope of the grade because they are non-contact systems.[88]
  • Track: Maglev trains are not compatible with conventional track, and therefore require custom infrastructure for their entire route. By contrast conventional high-speed trains such as the TGV are able to run, albeit at reduced speeds, on existing rail infrastructure, thus reducing expenditure where new infrastructure would be particularly expensive (such as the final approaches to city terminals), or on extensions where traffic does not justify new infrastructure. John Harding, former chief maglev scientist at the Federal Railroad Administration, claimed that separate maglev infrastructure more than pays for itself with higher levels of all-weather operational availability and nominal maintenance costs. These claims have yet to be proven in an intense operational setting and they do not consider the increased maglev construction costs. However, in countries like China, there are discussion of building some key conventional high speed rail tunnels/bridges to a standard that would allow them upgrading to maglev.
  • Efficiency: Conventional rail is probably[citation needed] more efficient at lower speeds. But due to the lack of physical contact between the track and the vehicle, maglev trains experience no rolling resistance, leaving only air resistance and electromagnetic drag, potentially improving power efficiency.[89] Some systems, however, such as the Central Japan Railway Company SCMaglev use rubber tires at low speeds, reducing efficiency gains.[citation needed]
  • Weight: The electromagnets in many EMS and EDS designs require between 1 and 2 kilowatts per ton.[90] The use of superconductor magnets can reduce the electromagnets' energy consumption. A 50-ton Transrapid maglev vehicle can lift an additional 20 tons, for a total of 70 tons, which consumes 70–140 kW (94–188 hp).[citation needed] Most energy use for the TRI is for propulsion and overcoming air resistance at speeds over 100 mph (160 km/h).[citation needed]
  • Weight loading: High-speed rail requires more support and construction for its concentrated wheel loading. Maglev cars are lighter and distribute weight more evenly.[91]
  • Noise: Because the major source of noise of a maglev train comes from displaced air rather than from wheels touching rails, maglev trains produce less noise than a conventional train at equivalent speeds. However, the psychoacoustic profile of the maglev may reduce this benefit: a study concluded that maglev noise should be rated like road traffic, while conventional trains experience a 5–10 dB "bonus", as they are found less annoying at the same loudness level.[92][93][94]
  • Magnet reliability: Superconducting magnets are generally used to generate the powerful magnetic fields to levitate and propel the trains. These magnets must be kept below their critical temperatures (this ranges from 4.2 K to 77 K, depending on the material). New alloys and manufacturing techniques in superconductors and cooling systems have helped address this issue.
  • Control systems: No signalling systems are needed for high-speed maglev, because such systems are computer controlled.[citation needed] Human operators cannot react fast enough to manage high-speed trains. High-speed systems require dedicated rights of way and are usually elevated. Two maglev system microwave towers are in constant contact with trains. There is no need for train whistles or horns, either.
  • Terrain: Maglevs are able to ascend higher grades, offering more routing flexibility and reduced tunneling.[95]

High-speed maglev comparison with aircraft

Differences between airplane and maglev travel:

  • Efficiency: For maglev systems the lift-to-drag ratio can exceed that of aircraft (for example Inductrack can approach 200:1 at high speed, far higher than any aircraft). This can make maglevs more efficient per kilometer. However, at high cruising speeds, aerodynamic drag is much larger than lift-induced drag. Jet-powered aircraft take advantage of low air density at high altitudes to significantly reduce air drag. Hence despite their lift-to-drag ratio disadvantage, they can travel more efficiently at high speeds than maglev trains that operate at sea level.[citation needed]
  • Routing: Maglevs offer competitive journey times for distances of 800 km (500 mi) or less. Additionally, maglevs can easily serve intermediate destinations.
  • Availability: Maglevs are little affected by weather.[citation needed]
  • Travel time: Maglevs do not face the extended security protocols faced by air travelers nor is time consumed for taxiing, or for queuing for take-off and landing.[citation needed]

Economics

As more maglev systems are deployed, experts expect construction costs to drop by employing new construction methods and from economies of scale.[96]

High speed systems

The Shanghai maglev demonstration line cost US$1.2 billion to build in 2004.[97] This total includes capital costs such as right-of-way clearing, extensive pile driving, on-site guideway manufacturing, in-situ pier construction at 25 m (82 ft) intervals, a maintenance facility and vehicle yard, several switches, two stations, operations and control systems, power feed system, cables and inverters, and operational training. Ridership is not a primary focus of this demonstration line, since the Longyang Road station is on the eastern outskirts of Shanghai. Once the line is extended to South Shanghai Train station and Hongqiao Airport station, which may not happen because of economic reasons, ridership was expected to cover operation and maintenance costs and generate significant net revenue.[according to whom?]

The South Shanghai extension was expected to cost approximately US$18 million per kilometre. In 2006, the German government invested $125 million in guideway cost reduction development that produced an all-concrete modular design that is faster to build and is 30% less costly. Other new construction techniques were also developed that put maglev at or below price parity with new high-speed rail construction.[98]

The United States Federal Railroad Administration, in a 2005 report to Congress, estimated cost per mile of between US$50 million and US$100 million.[99] The Maryland Transit Administration (MTA) Environmental Impact Statement estimated a pricetag at US$4.9 billion for construction, and $53 million a year for operations of its project.[100]

The proposed Chuo Shinkansen maglev in Japan was estimated to cost approximately US$82 billion to build, with a route requiring long tunnels. A Tokaido maglev route replacing the current Shinkansen would cost 1/10 the cost, as no new tunnel would be needed, but noise pollution issues made this infeasible.[citation needed][neutrality is disputed]

Low speed systems

The Japanese Linimo HSST, cost approximately US$100 million/km to build.[101] Besides offering improved operation and maintenance costs over other transit systems, these low-speed maglevs provide ultra-high levels of operational reliability and introduce little noise and generate zero air pollution into dense urban settings.

Records

The highest-recorded maglev speed is 603 km/h (375 mph), achieved in Japan by JR Central's L0 superconducting maglev on 21 April 2015,[102] 28 km/h (17 mph) faster than the conventional TGV wheel-rail speed record. However, the operational and performance differences between these two very different technologies is far greater. The TGV record was achieved accelerating down a 72.4 km (45 mi) slight decline, requiring 13 minutes. It then took another 77.25 km (48 mi) for the TGV to stop, requiring a total distance of 149.65 km (93 mi) for the test.[103] The MLX01 record, however, was achieved on the 18.4 km (11.4 mi) Yamanashi test track – 1/8 the distance.[104] No maglev or wheel-rail commercial operation has actually been attempted at speeds over 500 km/h (310 mph).

History of maglev speed records

List of speed records set by maglev vehicles, by date, sortable
Year Country Train Speed Notes
1971 West Germany Prinzipfahrzeug 90 km/h (56 mph)
1971 West Germany TR-02 (TSST) 164 km/h (102 mph)
1972 Japan ML100 60 km/h (37 mph) crewed
1973 West Germany TR04 250 km/h (160 mph) crewed
1974 West Germany EET-01 230 km/h (140 mph) uncrewed
1975 West Germany Komet 401 km/h (249 mph) by steam rocket propulsion, uncrewed
1978 Japan HSST-01 308 km/h (191 mph) by supporting rockets propulsion, made in Nissan, uncrewed
1978 Japan HSST-02 110 km/h (68 mph) crewed
1979-12-12 Japan ML-500R 504 km/h (313 mph) (uncrewed) It succeeds in operation over 500 km/h for the first time in the world.
1979-12-21 Japan ML-500R 517 km/h (321 mph) (uncrewed)
1987 West Germany TR-06 406 km/h (252 mph) (crewed)
1987 Japan MLU001 401 km/h (249 mph) (crewed)
1988 West Germany TR-06 413 km/h (257 mph) (crewed)
1989 West Germany TR-07 436 km/h (271 mph) (crewed)
1993 Germany TR-07 450 km/h (280 mph) (crewed)
1994 Japan MLU002N 431 km/h (268 mph) (uncrewed)
1997 Japan MLX01 531 km/h (330 mph) (crewed)
1997 Japan MLX01 550 km/h (340 mph) (uncrewed)
1999 Japan MLX01 552 km/h (343 mph) (crewed/five-car formation) Guinness authorization.
2003 Japan MLX01 581 km/h (361 mph) (crewed/three formation) Guinness authorization.[105]
2015 Japan L0 590 km/h (370 mph) (crewed/seven-car formation)[106]
2015 Japan L0 603 km/h (375 mph) (crewed/seven-car formation)[102]

Systems

Operational systems

High speed

Shanghai Maglev (2003)
 
A maglev train coming out of the Pudong International Airport
Main article: Shanghai Maglev Train

The Shanghai Maglev Train, also known as the Transrapid, has a top speed of 430 km/h (270 mph). The line is the fastest, first commercially successful, operational Maglev train designed to connect Shanghai Pudong International Airport and the outskirts of central Pudong, Shanghai. It covers a distance of 30.5 km (19.0 mi) in 7 or 8 minutes.[6]

In January 2001, the Chinese signed an agreement with Transrapid to build an EMS high-speed maglev line to link Pudong International Airport with Longyang Road Metro station on the southeastern edge of Shanghai. This Shanghai Maglev Train demonstration line, or Initial Operating Segment (IOS), has been in commercial operations since April 2004[107] and now operates 115 daily trips (up from 110 in 2010) that traverse the 30 km (19 mi) between the two stations in 7 or 8 minutes, achieving a top speed of 431 km/h (268 mph) and averaging 266 km/h (165 mph).[108] On a 12 November 2003 system commissioning test run, it achieved 501 km/h (311 mph), its designed top cruising speed. The Shanghai maglev is faster than Birmingham technology and comes with on-time—to the second—reliability greater than 99.97%.[109]

Plans to extend the line to Shanghai South Railway Station and Hongqiao Airport on the northwestern edge of Shanghai are on hold. After the Shanghai–Hangzhou Passenger Railway became operational in late 2010, the maglev extension became somewhat redundant and may be cancelled.

Low speed

Linimo (Tobu Kyuryo Line, Japan) (2005)
 
Linimo train approaching Banpaku Kinen Koen, towards Fujigaoka Station in March 2005
Main article: Linimo

The commercial automated "Urban Maglev" system commenced operation in March 2005 in Aichi, Japan. The Tobu Kyuryo Line, otherwise known as the Linimo line, covers 9 km (5.6 mi). It has a minimum operating radius of 75 m (246 ft) and a maximum gradient of 6%. The linear-motor magnetically levitated train has a top speed of 100 km/h (62 mph). More than 10 million passengers used this "urban maglev" line in its first three months of operation. At 100 km/h, it is sufficiently fast for frequent stops, has little or no noise impact on surrounding communities, can navigate short radius rights of way, and operates during inclement weather. The trains were designed by the Chubu HSST Development Corporation, which also operates a test track in Nagoya.[110]

Daejeon Expo Maglev (2008)

The first maglev test trials using electromagnetic suspension opened to public was HML-03, made by Hyundai Heavy Industries for the Daejeon Expo in 1993, after five years of research and manufacturing two prototypes, HML-01 and HML-02.[111][112][113] Government research on urban maglev using electromagnetic suspension began in 1994.[113] The first operating urban maglev was UTM-02 in Daejeon beginning on 21 April 2008 after 14 years of development and one prototype; UTM-01. The train runs on a 1 km (0.6 mi) track between Expo Park and National Science Museum[114][115] which has been shortened with the redevelopment of Expo Park. The track currently ends at the street parallel to the science museum. Meanwhile, UTM-02 conducted the world's first-ever maglev simulation.[116][117] However, UTM-02 is still the second prototype of a final model. The final UTM model of Rotem's urban maglev, UTM-03, was used for a new line that opened in 2016 on Incheon's Yeongjong island connecting Incheon International Airport (see below).[118]

Incheon Airport Maglev (2016)
Main article: Incheon Airport Maglev

The Incheon Airport Maglev began commercial operation on 3 February 2016.[43] It was developed and built domestically. Compared to Linimo, it has a more futuristic design thanks to it being lighter with construction costs cut to half.[119] It connects Incheon International Airport with Yongyu Station, cutting journey time.[120] It covers a distance of 6.1 km.

Changsha Maglev (2016)
 
Changsha Maglev Train arriving at Langli Station
Main article: Changsha Maglev

The Hunan provincial government launched the construction of a maglev line between Changsha Huanghua International Airport and Changsha South Railway Station, covering a distance of 18.55 km. Construction started in May 2014 and was completed by the end of 2015.[121][122] Trial runs began on 26 December 2015 and trial operations started on 6 May 2016.[123] As of 13 June 2018 the Changsha maglev had covered a distance of 1.7 million km and carried nearly 6 million passengers. A second generation of these vehicles has been produced which have a top speed of 160 km/h (99 mph).[124] In July 2021 the new model entered service operating at a top speed of 140 km/h (87 mph), which reduced the travel time by 3 minutes.[125]

Beijing Line S1 (2017)
Main article: Line S1 (Beijing Subway)

Beijing has built China's second low-speed maglev line, Line S1, Beijing Subway, using technology developed by National University of Defense Technology. The line was opened on 30 December 2017. The line operates at speeds up to 100 km/h.[126]

Fenghuang Maglev (2022)

Main article: Fenghuang Maglev

Fenghuang Maglev (凤凰磁浮) is a medium- to low-speed maglev line in Fenghuang County, Xiangxi, Hunan province, China. The line operates at speeds up to 100 km/h. The first phase is 9.12 km with 4 stations (and 2 more future infill stations). The first phase opened on 30 July 2022[127] and connects the Fenghuanggucheng railway station on the Zhangjiajie–Jishou–Huaihua high-speed railway with the Fenghuang Folklore Garden.[128]

Maglevs under construction

Chūō Shinkansen (Japan)

Main article: Chūō Shinkansen
 
The Chūō Shinkansen route (bold yellow and red line) and existing Tōkaidō Shinkansen route (thin blue line)

The Chuo Shinkansen is a high-speed maglev line in Japan. Construction began in 2014, commercial operations was expected to start by 2027.[129] The 2027 target was given up in July 2020.[130] The Linear Chuo Shinkansen Project aims to connect Tokyo and Osaka by way of Nagoya, the capital city of Aichi, in approximately one hour, less than half the travel time of the fastest existing bullet trains connecting the three metropolises.[131] The full track between Tokyo and Osaka was originally expected to be completed in 2045, but the operator is now aiming for 2037.[132][133][134]

The L0 Series train type is undergoing testing by the Central Japan Railway Company (JR Central) for eventual use on the Chūō Shinkansen line. It set a crewed world speed record of 603 km/h (375 mph) on 21 April 2015.[102] The trains are planned to run at a maximum speed of 505 km/h (314 mph),[135] offering journey times of 40 minutes between Tokyo (Shinagawa Station) and Nagoya, and 1 hour 7 minutes between Tokyo and Osaka (Shin-Ōsaka Station).[136]

Qingyuan Maglev (China)

Main article: Qingyuan Maglev

Qingyuan Maglev (清远磁浮旅游专线) is a medium- to low-speed maglev line in Qingyuan, Guangdong province, China. The line will operate at speeds up to 100 km/h.[137] The first phase is 8.1 km with 3 stations (and 1 more future infill station).[137] The first phase was originally schedule to open in October 2020[138] and will connect the Yinzhan railway station on the Guangzhou–Qingyuan intercity railway with the Qingyuan Chimelong Theme Park.[139] In the long term the line will be 38.5 km.[140]

Test tracks

AMT test track – Powder Springs, Georgia, USA

A second prototype system in Powder Springs, Georgia, USA, was built by American Maglev Technology, Inc. The test track is 610 m (2,000 ft) long with a 168.6 m (553 ft) curve. Vehicles are operated up to 60 km/h (37 mph), below the proposed operational maximum of 97 km/h (60 mph). A June 2013 review of the technology called for an extensive testing program to be carried out to ensure the system complies with various regulatory requirements including the American Society of Civil Engineers (ASCE) People Mover Standard. The review noted that the test track is too short to assess the vehicles' dynamics at the maximum proposed speeds.[141]

FTA's UMTD program, USA

In the US, the Federal Transit Administration (FTA) Urban Maglev Technology Demonstration program funded the design of several low-speed urban maglev demonstration projects. It assessed HSST for the Maryland Department of Transportation and maglev technology for the Colorado Department of Transportation. The FTA also funded work by General Atomics at California University of Pennsylvania to evaluate the MagneMotion M3 and of the Maglev2000 of Florida superconducting EDS system. Other US urban maglev demonstration projects of note are the LEVX in Washington State and the Massachusetts-based Magplane.

San Diego, California USA

General Atomics has a 120 m (390 ft) test facility in San Diego, that is used to test Union Pacific's 8 km (5 mi) freight shuttle in Los Angeles. The technology is "passive" (or "permanent"), using permanent magnets in a Halbach array for lift and requiring no electromagnets for either levitation or propulsion. General Atomics received US$90 million in research funding from the federal government. They are also considering their technology for high-speed passenger services.[142]

SCMaglev, Yamanashi Japan

Main article: SCMaglev

Japan has a demonstration line in Yamanashi prefecture where test train SCMaglev L0 Series Shinkansen reached 603 km/h (375 mph), faster than any wheeled trains.[102] The demonstration line will become part of the Chūō Shinkansen linking Tokyo and Nagoya which, is currently under construction.

These trains use superconducting magnets, which allow for a larger gap, and repulsive/attractive-type electrodynamic suspension (EDS).[72][143] In comparison, Transrapid uses conventional electromagnets and attractive-type electromagnetic suspension (EMS).[144][145]

On 15 November 2014, The Central Japan Railway Company ran eight days of testing for the experimental maglev Shinkansen train on its test track in Yamanashi Prefecture. One hundred passengers covered a 42.8 km (26.6 mi) route between the cities of Uenohara and Fuefuki, reaching speeds of up to 500 km/h (310 mph).[146]

Sengenthal, Germany and Chengdu, China

Transport System Bögl, a division of German construction company Max Bögl, has built a test track in Sengenthal, Bavaria, Germany. In appearance, it's more like the German M-Bahn than the Transrapid system.[147] The vehicle tested on the track is patented in the US by Max Bögl.[148] The company is also in a joint venture with a Chinese firm. A 3.5 km (2.2 mi) demonstration line has been built near Chengdu, China and two vehicles were airlifted there in June, 2000.[53] In April 2021 a vehicle on the Chinese test track hit a top speed of 169 km/h (105 mph).[54]

Southwest Jiaotong University, China

On 31 December 2000, the first crewed high-temperature superconducting maglev was tested successfully at Southwest Jiaotong University, Chengdu, China. This system is based on the principle that bulk high-temperature superconductors can be levitated stably above or below a permanent magnet. The load was over 530 kg (1,170 lb) and the levitation gap over 20 mm (0.79 in). The system uses liquid nitrogen to cool the superconductor.[149][150][151]

Jiading Campus of Tongji University, China

Main article: CRRC Maglev

A 1.5 km (0.93 mi) maglev test track has been operating since 2006 at the Jiading Campus of Tongji University, northwest of Shanghai. The track uses the same design as the operating Shanghai Maglev. Top speed is restricted to 120 km/h (75 mph) due to the length of track and its topology.

Proposed maglev systems

Main article: List of maglev train proposals

Many maglev systems have been proposed in North America, Asia and Europe.[152] Many are in the early planning stages or were explicitly rejected.

Australia

Sydney-Illawarra

A maglev route was proposed between Sydney and Wollongong.[153] The proposal came to prominence in the mid-1990s. The Sydney–Wollongong commuter corridor is the largest in Australia, with upwards of 20,000 people commuting each day. Current trains use the Illawarra line, between the cliff face of the Illawarra escarpment and the Pacific Ocean, with travel times about 2 hours. The proposal would cut travel times to 20 minutes.

Melbourne
 
The proposed Melbourne maglev connecting the city of Geelong through Metropolitan Melbourne's outer suburban growth corridors, Tullamarine and Avalon domestic in and international terminals in under 20 min. and on to Frankston, Victoria, in under 30 min.

In late 2008, a proposal was put forward to the Government of Victoria to build a privately funded and operated maglev line to service the Greater Melbourne metropolitan area in response to the Eddington Transport Report that did not investigate above-ground transport options.[154][155] The maglev would service a population of over 4 million[citation needed] and the proposal was costed at A$8 billion.

However, despite road congestion and Australia's highest roadspace per capita,[citation needed] the government dismissed the proposal in favour of road expansion including an A$8.5 billion road tunnel, $6 billion extension of the Eastlink to the Western Ring Road and a $700 million Frankston Bypass.

Canada

Toronto Zoo: Edmonton-based Magnovate has proposed a new ride and transportation system at the Toronto Zoo reviving the Toronto Zoo Domain Ride system, which was closed following two severe accidents in 1994. The Zoo's board unanimously approved the proposal on 29 November 2018.

The company will construct and operate the $25 million system on the former route of the Domain Ride (known locally as the Monorail, despite not being considered one) at zero cost to the Zoo and operate it for 15 years, splitting the profits with the Zoo. The ride will serve a single-directional loop around Zoo grounds, serving five stations and likely replacing the current Zoomobile tour tram service. Planned to be operational by 2022 at the earliest, this will become the first commercially operating maglev system in North America should it be approved.[156]

China

Beijing – Guangzhou line

A maglev test line linking Xianning in Hubei Province and Changsha in Hunan Province will start construction in 2020. The test line is about 200 km (120 mi) in length and might be part of Beijing – Guangzhou maglev in long-term planning.[157][158] In 2021, the Guangdong government proposed a Maglev line between Hong Kong and Guangzhou via Shenzhen and beyond to Beijing.[159][160]

Other proposed lines

Shanghai – Hangzhou

China planned to extend the existing Shanghai Maglev Train,[161] initially by around 35 km (22 mi) to Shanghai Hongqiao Airport and then 200 km (120 mi) to the city of Hangzhou (Shanghai-Hangzhou Maglev Train). If built, this would be the first inter-city maglev rail line in commercial service.

The project was controversial and repeatedly delayed. In May 2007 the project was suspended by officials, reportedly due to public concerns about radiation from the system.[162] In January and February 2008 hundreds of residents demonstrated in downtown Shanghai that the line route came too close to their homes, citing concerns about sickness due to exposure to the strong magnetic field, noise, pollution and devaluation of property near to the lines.[163][164] Final approval to build the line was granted on 18 August 2008. Originally scheduled to be ready by Expo 2010,[165] plans called for completion by 2014. The Shanghai municipal government considered multiple options, including building the line underground to allay public fears. This same report stated that the final decision had to be approved by the National Development and Reform Commission.[166]

In 2007 the Shanghai municipal government was considering building a factory in Nanhui district to produce low-speed maglev trains for urban use.[167]

Shanghai – Beijing

A proposed line would have connected Shanghai to Beijing, over a distance of 1,300 km (800 mi), at an estimated cost of £15.5 billion.[168] No projects had been revealed as of 2014.[169]

Germany

On 25 September 2007, Bavaria announced a high-speed maglev-rail service from Munich to its airport. The Bavarian government signed contracts with Deutsche Bahn and Transrapid with Siemens and ThyssenKrupp for the €1.85 billion project.[170]

On 27 March 2008, the German Transport minister announced the project had been cancelled due to rising costs associated with constructing the track. A new estimate put the project between €3.2–3.4 billion.[171]

Hong Kong

In March 2021 a government official said Hong Kong would be included in a planned maglev network across China, planned to operate at 600 km/h (370 mph) and begin opening by 2030.[172]

Hong Kong is already connected to the Chinese high speed rail network by the Guangzhou–Shenzhen–Hong Kong Express Rail Link, which opened on Sunday 23 September 2018.

India

Mumbai – Delhi: A project was presented to then Indian railway minister (Mamata Banerjee) by an American company to connect Mumbai and Delhi. Then Prime Minister Manmohan Singh said that if the line project was successful the Indian government would build lines between other cities and also between Mumbai Central and Chhatrapati Shivaji International Airport.[173]

Mumbai – Nagpur: The State of Maharashtra approved a feasibility study for a maglev train between Mumbai and Nagpur, some 1,000 km (620 mi) apart.[174]

Chennai – Bangalore – Mysore: A detailed report was to be prepared and submitted by December 2012 for a line to connect Chennai to Mysore via Bangalore at a cost $26 million per kilometre, reaching speeds of 350 km/h.[175]

Iran

In May 2009, Iran and a German company signed an agreement to use maglev to link Tehran and Mashhad. The agreement was signed at the Mashhad International Fair site between Iranian Ministry of Roads and Transportation and the German company. The 900 km (560 mi) line possibly could reduce travel time between Tehran and Mashhad to about 2.5 hours.[citation needed] Munich-based Schlegel Consulting Engineers said they had signed the contract with the Iranian ministry of transport and the governor of Mashad. "We have been mandated to lead a German consortium in this project," a spokesman said. "We are in a preparatory phase." The project could be worth between €10 billion and €12 billion, the Schlegel spokesman said.[176]

Italy

A first proposal was formalized in April 2008, in Brescia, by journalist Andrew Spannaus who recommended a high-speed connection between Malpensa airport to the cities of Milan, Bergamo and Brescia.[177]

In March 2011, Nicola Oliva proposed a maglev connection between Pisa airport and the cities of Prato and Florence (Santa Maria Novella train station and Florence Airport).[178][179] The travelling time would be reduced from the typical 1 hour 15 minutes to around 20 minutes.[180] The second part of the line would be a connection to Livorno, to integrate maritime, aerial and terrestrial transport systems.[181][182]

Malaysia/Singapore

A Consortium led by UEM Group Bhd and ARA Group, proposed maglev technology to link Malaysian cities to Singapore. The idea was first mooted by YTL Group. Its technology partner then was said to be Siemens. High costs sank the proposal. The concept of a high-speed rail link from Kuala Lumpur to Singapore resurfaced. It was cited as a proposed "high impact" project in the Economic Transformation Programme (ETP) that was unveiled in 2010.[183] Approval has been given for the Kuala Lumpur–Singapore high-speed rail project, but not using maglev technology.[citation needed]

Philippines

Philtram Consortium's Cebu Monorail project will be initially built as a monorail system. In the future, it will be upgraded to a patented maglev technology named Spin-Induced Lenz's Law Magnetic Levitation Train.[184]

Switzerland

SwissRapide: The SwissRapide AG together with the SwissRapide Consortium was planning and developing the first maglev monorail system for intercity traffic between the country's major cities. SwissRapide was to be financed by private investors. In the long-term, the SwissRapide Express was to connect the major cities north of the Alps between Geneva and St. Gallen, including Lucerne and Basel. The first projects were Bern – Zurich, Lausanne – Geneva as well as Zurich – Winterthur. The first line (Lausanne – Geneva or Zurich – Winterthur) could go into service as early as 2020.[185][186]

Swissmetro: An earlier project, Swissmetro AG envisioned a partially evacuated underground maglev (a vactrain). As with SwissRapide, Swissmetro envisioned connecting the major cities in Switzerland with one another. In 2011, Swissmetro AG was dissolved and the IPRs from the organisation were passed onto the EPFL in Lausanne.[187]

United Kingdom

Main article: UK Ultraspeed

London – Glasgow: A line[188] was proposed in the United Kingdom from London to Glasgow with several route options through the Midlands, Northwest and Northeast of England. It was reported to be under favourable consideration by the government.[189] The approach was rejected in the Government White Paper Delivering a Sustainable Railway published on 24 July 2007.[190] Another high-speed link was planned between Glasgow and Edinburgh but the technology remained unsettled.[191][192][193]

United States

Washington, D.C. to New York City: Using Superconducting Maglev (SCMAGLEV) technology developed by the Central Japan Railway Company, the Northeast Maglev would ultimately connect major Northeast metropolitan hubs and airports traveling more than 480 kilometers per hour (300 miles per hour),[194] with a goal of one-hour service between Washington, D.C. and New York City.[195] The Federal Railroad Administration and Maryland Department of Transportation are currently preparing an Environmental Impact Statement (EIS) to evaluate the potential impacts of constructing and operating the system's first leg between Washington, DC and Baltimore, Maryland with an intermediate stop at BWI Airport.[196]

Union Pacific freight conveyor: Plans are under way by American railroad operator Union Pacific to build a 7.9 km (4.9 mi) container shuttle between the Ports of Los Angeles and Long Beach, with UP's intermodal container transfer facility. The system would be based on "passive" technology, especially well-suited to freight transfer as no power is needed on board. The vehicle is a chassis that glides to its destination. The system is being designed by General Atomics.[142]

California-Nevada Interstate Maglev: High-speed maglev lines between major cities of southern California and Las Vegas are under study via the California-Nevada Interstate Maglev Project.[197] This plan was originally proposed as part of an I-5 or I-15 expansion plan, but the federal government ruled that it must be separated from interstate public work projects.

After the decision, private groups from Nevada proposed a line running from Las Vegas to Los Angeles with stops in Primm, Nevada; Baker, California; and other points throughout San Bernardino County into Los Angeles. Politicians expressed concern that a high-speed rail line out of state would carry spending out of state along with travelers.

The Pennsylvania Project: The Pennsylvania High-Speed Maglev Project corridor extends from the Pittsburgh International Airport to Greensburg, with intermediate stops in Downtown Pittsburgh and Monroeville. This initial project was claimed to serve approximately 2.4 million people in the Pittsburgh metropolitan area. The Baltimore proposal competed with the Pittsburgh proposal for a US$90 million federal grant.[198]

San Diego-Imperial County airport: In 2006, San Diego commissioned a study for a maglev line to a proposed airport located in Imperial County. SANDAG claimed that the concept would be an "airports [sic] without terminals", allowing passengers to check in at a terminal in San Diego ("satellite terminals"), take the train to the airport and directly board the airplane. In addition, the train would have the potential to carry freight. Further studies were requested although no funding was agreed.[199]

Orlando International Airport to Orange County Convention Center: In December 2012, the Florida Department of Transportation gave conditional approval to a proposal by American Maglev to build a privately run 14.9 mi (24 km), 5-station line from Orlando International Airport to Orange County Convention Center. The Department requested a technical assessment and said there would be a request for proposals issued to reveal any competing plans. The route requires the use of a public right of way.[200] If the first phase succeeded American Maglev would propose two further phases (of 4.9 and 19.4 mi [7.9 and 31.2 km]) to carry the line to Walt Disney World.[201]

San Juan – Caguas: A 16.7 mi (26.9 km) maglev project was proposed linking Tren Urbano's Cupey Station in San Juan with two proposed stations in the city of Caguas, south of San Juan. The maglev line would run along Highway PR-52, connecting both cities. According to American Maglev project cost would be approximately US$380 million.[202][203][204]

Incidents

Two incidents involved fires. A Japanese test train in Miyazaki, MLU002, was completely consumed by a fire in 1991.[205]

On 11 August 2006, a fire broke out on the commercial Shanghai Transrapid shortly after arriving at the Longyang terminal. People were evacuated without incident before the vehicle was moved about 1 kilometre to keep smoke from filling the station. NAMTI officials toured the SMT maintenance facility in November 2010 and learned that the cause of the fire was "thermal runaway" in a battery tray. As a result, SMT secured a new battery vendor, installed new temperature sensors and insulators and redesigned the trays.[citation needed]

On 22 September 2006, a Transrapid train collided with a maintenance vehicle on a test/publicity run in Lathen (Lower Saxony / north-western Germany).[206][207] Twenty-three people were killed and ten were injured; these were the first maglev crash fatalities. The accident was caused by human error. Charges were brought against three Transrapid employees after a year-long investigation.[208]

Safety becomes an ever greater concern with high-speed public transport due to the potentially large impact force and number of casualties. In the case of maglev trains and conventional high-speed rails, an incident could result from human error, including loss of power, or factors outside human control, such as ground movement, for example, caused by an earthquake.

See also

Notes

  1. ^ Zehden describes a geometry in which the linear motor is used below a steel beam, giving partial levitation of the vehicle. These patents were later cited by Electromagnetic apparatus generating a gliding magnetic field by Jean Candelas (U.S. Patent 4,131,813), Air cushion supported, omnidirectionally steerable, traveling magnetic field propulsion device by Harry A. Mackie (U.S. Patent 3,357,511) and Two-sided linear induction motor especially for suspended vehicles by Schwarzer et al. (U.S. Patent 3,820,472)
  2. ^ These German patents would be GR643316 (1937), GR44302 (1938), GR707032 (1941).
  3. ^ This is the case with the Moscow Monorail—currently the only non-maglev linear motor-propelled monorail train in active service.

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Further reading

  • Heller, Arnie (June 1998). "A New Approach for Magnetically Levitating Trains—and Rockets". Science & Technology Review.
  • Henry H. Kolm; Richard D. Thornton (October 1973). "Electromagnetic Flight". Scientific American. Springer Nature. 229 (4): 17–25. Bibcode:1973SciAm.229d..17K. doi:10.1038/scientificamerican1073-17.
  • Hood, Christopher P. (2006). Shinkansen – From Bullet Train to Symbol of Modern Japan. Routledge. ISBN 0-415-32052-6.
  • Liu, Zhigang (2015). Maglev Trains: Key Underlying Technologies. Springer. ISBN 978-3-662-45672-9.
  • Moon, Francis C. (1994). Superconducting Levitation Applications to Bearings and Magnetic Transportation. Wiley-VCH. ISBN 0-471-55925-3.
  • Rossberg, Ralf Roman (1983). Radlos in die Zukunft? Die Entwicklung neuer Bahnsysteme. Orell Füssli Verlag. ASIN B002ROWD5M.
  • Rossberg, Ralf Roman (1993). Radlos in die Zukunft? Die Entwicklung neuer Bahnsysteme. Orell Fuessli Verlag. ISBN 978-3-280-01503-2.
  • Simmons, Jack; Biddle, Gordon (1997). The Oxford Companion to British Railway History: From 1603 to the 1990s. Oxford: Oxford University Press. p. 303. ISBN 0-19-211697-5.

External links

  •   Media related to Magnetic levitation trains at Wikimedia Commons
  •   The dictionary definition of maglev at Wiktionary
  • US MagneticGlide
  • The International Maglev Board Maglev professionals' info platform for all maglev transport systems and related technologies.
  • Maglev Net – Maglev News and Information
  • Magnetic Levitation at Curlie
  • Magnetic Levitation for Transportation

March 19, 2023
maglev, this, article, about, transportation, phenomenon, magnetic, levitation, other, uses, disambiguation, derived, from, magnetic, levitation, system, train, transportation, that, uses, sets, electromagnets, repel, push, train, track, another, move, elevate. This article is about transportation For the phenomenon see Magnetic levitation For other uses see Maglev disambiguation Maglev derived from magnetic levitation is a system of train transportation that uses two sets of electromagnets one set to repel and push the train up off the track and another set to move the elevated train ahead taking advantage of the lack of friction Such trains rise approximately 10 centimetres 3 9 in off the track 1 2 There are both high speed intercity maglev systems over 400 km h or 250 mph and low speed urban maglev systems 80 200 km h or 50 124 mph being built and under construction and development L0 Series on SCMaglev test track in Yamanashi Prefecture Japan Transrapid 09 at the Emsland test facility in Lower Saxony Germany source source source source source source source source source source source source source source track track A full trip on the Shanghai Transrapid maglev train Example of low speed urban maglev system Linimo With maglev technology the train travels along a guideway of electromagnets which control the train s stability and speed While the propulsion and levitation require no moving parts the bogies can move in relation to the main body of the vehicle and some technologies require support by retractable wheels at low speeds under 150 kilometres per hour 93 mph This compares with electric multiple units that may have several dozen parts per bogie Maglev trains can therefore in some cases be quieter and smoother than conventional trains and have the potential for much higher speeds 3 Maglev vehicles have set several speed records and maglev trains can accelerate and decelerate much faster than conventional trains the only practical limitation is the safety and comfort of the passengers although wind resistance at very high speeds can cause running costs that are four to five times that of conventional high speed rail such as the Tokaido Shinkansen 4 The power needed for levitation is typically not a large percentage of the overall energy consumption of a high speed maglev system 5 Overcoming drag which makes all open air land transport more energy intensive at higher speeds takes the most energy Vactrain technology has been proposed as a means to overcome this limitation Maglev systems have been much more expensive to construct than conventional train systems although the simpler construction of maglev vehicles makes them cheaper to manufacture and maintain citation needed The Shanghai maglev train also known as the Shanghai Transrapid has a top speed of 430 km h 270 mph The line is the fastest operational high speed maglev train designed to connect Shanghai Pudong International Airport and the outskirts of central Pudong Shanghai It covers a distance of 30 5 km 19 mi in just over 8 minutes For the first time the launch generated wide public interest and media attention propelling the popularity of the mode of transportation 6 It is also the only maglev train in the world that can be considered as high speed 7 Despite over a century of research and development there are only six operational maglev trains today three in China two in South Korea and one in Japan 8 7 Maglev can be hard to economically justify for certain locations however it has notable benefits over conventional railway systems which includes lower operating and maintenance costs with zero rolling friction its parts do not wear out quickly and hence less need to replace parts often significantly lower odds of derailment due to its design an extremely quiet and smooth ride for passengers little to no air pollution and the railcars can be built wider and make it more comfortable and spacious for passengers And also because it can travel up higher ascending grades up to 10 percent compared to conventional trains up to 4 percent or less maglev trains can also reduce the need to create new tunnels or to level the landscape to build its tracks 9 10 Contents 1 Development 2 History 2 1 First maglev patent 2 2 New York United States 1968 2 3 Japan 1969 present 2 4 Hamburg Germany 1979 2 5 Ramenskoye Moscow USSR 1979 2 6 Birmingham United Kingdom 1984 1995 2 7 Emsland Germany 1984 2012 2 8 Vancouver Canada and Hamburg Germany 1986 88 2 9 Berlin Germany 1984 1992 2 10 South Korea 1993 present 2 11 Germany China 2010 present 2 12 China 2000 present 2 12 1 Low to medium speed 2 12 2 High speed 3 Technology 3 1 Electromagnetic suspension EMS 3 2 Electrodynamic suspension EDS 3 3 Tracks 3 4 Evaluation 3 4 1 Propulsion 3 4 2 Stability 3 4 3 Guidance system 3 5 Proposed technology enhancements 3 5 1 Evacuated tubes 3 5 2 Rail maglev hybrid 3 6 Energy use 3 7 High speed maglev comparison with conventional high speed trains 3 8 High speed maglev comparison with aircraft 4 Economics 4 1 High speed systems 4 2 Low speed systems 5 Records 5 1 History of maglev speed records 6 Systems 6 1 Operational systems 6 1 1 High speed 6 1 1 1 Shanghai Maglev 2003 6 1 2 Low speed 6 1 2 1 Linimo Tobu Kyuryo Line Japan 2005 6 1 2 2 Daejeon Expo Maglev 2008 6 1 2 3 Incheon Airport Maglev 2016 6 1 2 4 Changsha Maglev 2016 6 1 2 5 Beijing Line S1 2017 6 1 3 Fenghuang Maglev 2022 6 2 Maglevs under construction 6 2 1 Chuō Shinkansen Japan 6 2 2 Qingyuan Maglev China 6 3 Test tracks 6 3 1 AMT test track Powder Springs Georgia USA 6 3 2 FTA s UMTD program USA 6 3 3 San Diego California USA 6 3 4 SCMaglev Yamanashi Japan 6 3 5 Sengenthal Germany and Chengdu China 6 3 6 Southwest Jiaotong University China 6 3 7 Jiading Campus of Tongji University China 7 Proposed maglev systems 7 1 Australia 7 2 Canada 7 3 China 7 3 1 Beijing Guangzhou line 7 3 2 Other proposed lines 7 4 Germany 7 5 Hong Kong 7 6 India 7 7 Iran 7 8 Italy 7 9 Malaysia Singapore 7 10 Philippines 7 11 Switzerland 7 12 United Kingdom 7 13 United States 8 Incidents 9 See also 10 Notes 11 References 12 Further reading 13 External linksDevelopment EditIn the late 1940s the British electrical engineer Eric Laithwaite a professor at Imperial College London developed the first full size working model of the linear induction motor He became professor of heavy electrical engineering at Imperial College in 1964 where he continued his successful development of the linear motor 11 Since linear motors do not require physical contact between the vehicle and guideway they became a common fixture on advanced transportation systems in the 1960s and 1970s Laithwaite joined one such project the Tracked Hovercraft RTV 31 based near Cambridge UK although the project was cancelled in 1973 12 The linear motor was naturally suited to use with maglev systems as well In the early 1970s Laithwaite discovered a new arrangement of magnets the magnetic river that allowed a single linear motor to produce both lift and forward thrust allowing a maglev system to be built with a single set of magnets Working at the British Rail Research Division in Derby along with teams at several civil engineering firms the transverse flux system was developed into a working system The first commercial maglev people mover was simply called MAGLEV and officially opened in 1984 near Birmingham England It operated on an elevated 600 m 2 000 ft section of monorail track between Birmingham Airport and Birmingham International railway station running at speeds up to 42 km h 26 mph The system was closed in 1995 due to reliability problems 13 History EditFirst maglev patent Edit High speed transportation patents were granted to various inventors throughout the world 14 The first relevant patent U S Patent 714 851 2 December 1902 issued to Albert C Albertson used magnetic levitation to take part of the weight off of the wheels while using conventional propulsion Early United States patents for a linear motor propelled train were awarded to German inventor Alfred Zehden The inventor was awarded U S Patent 782 312 14 February 1905 and U S Patent RE12700 21 August 1907 note 1 In 1907 another early electromagnetic transportation system was developed by F S Smith 15 In 1908 Cleveland mayor Tom L Johnson filed a patent for a wheel less high speed railway levitated by an induced magnetic field 16 Jokingly known as Greased Lightning the suspended car operated on a 90 foot test track in Johnson s basement absolutely noiseless ly and without the least vibration 17 A series of German patents for magnetic levitation trains propelled by linear motors were awarded to Hermann Kemper between 1937 and 1941 note 2 An early maglev train was described in U S Patent 3 158 765 Magnetic system of transportation by G R Polgreen on 25 August 1959 The first use of maglev in a United States patent was in Magnetic levitation guidance system 18 by Canadian Patents and Development Limited New York United States 1968 Edit In 1959 while delayed in traffic on the Throgs Neck Bridge James Powell a researcher at Brookhaven National Laboratory BNL thought of using magnetically levitated transportation 19 Powell and BNL colleague Gordon Danby worked out a maglev concept using static magnets mounted on a moving vehicle to induce electrodynamic lifting and stabilizing forces in specially shaped loops such as figure of 8 coils on a guideway 20 These were patented in 1968 1969 21 Japan 1969 present Edit See also Chuō ShinkansenJapan operates two independently developed maglev trains One is HSST and its descendant the Linimo line by Japan Airlines and the other which is more well known is SCMaglev by the Central Japan Railway Company The development of the latter started in 1969 The first successful SCMaglev run was made on a short track at the Japanese National Railways JNR s Railway Technical Research Institute in 1972 22 Maglev trains on the Miyazaki test track a later 7 km long test track regularly hit 517 km h 321 mph by 1979 After an accident which destroyed the train a new design was selected In Okazaki Japan 1987 the SCMaglev was used for test rides at the Okazaki exhibition Tests in Miyazaki continued throughout the 1980s before transferring to a far longer test track 20 km 12 mi long in Yamanashi in 1997 The track has since been extended to almost 43 km 27 mi The current 603 km h 375 mph world speed record for crewed trains was set there in 2015 Development of HSST started in 1974 In Tsukuba Japan 1985 the HSST 03 Linimo became popular at the Tsukuba World Exposition in spite of its low 30 km h 19 mph top speed In Saitama Japan 1988 the HSST 04 1 was revealed at the Saitama exhibition in Kumagaya Its fastest recorded speed was 300 km h 190 mph 23 Construction of a new high speed maglev line the Chuo Shinkansen started in 2014 It is being built by extending the SCMaglev test track in Yamanashi in both directions The completion date is currently unknown with the most recent estimate of 2027 no longer possible following a local governmental rejection of a construction permit 24 Hamburg Germany 1979 Edit Transrapid 05 was the first maglev train with longstator propulsion licensed for passenger transportation In 1979 a 908 m 2 979 ft track was opened in Hamburg for the first International Transportation Exhibition IVA 79 Interest was sufficient that operations were extended three months after the exhibition finished having carried more than 50 000 passengers It was reassembled in Kassel in 1980 Ramenskoye Moscow USSR 1979 Edit Experimental car TP 05 TP 05 in Ramenskoye built in 1986 In 1979 the USSR town of Ramenskoye Moscow oblast built an experimental test site for running experiments with cars on magnetic suspension The test site consisted of a 60 metre ramp which was later extended to 980 metres 25 From the late 1970s to the 1980s five prototypes of cars were built that received designations from TP 01 TP 01 to TP 05 TP 05 26 The early cars were supposed to reach the speed up to 100 km h The construction of a maglev track using the technology from Ramenskoye started in Armenian SSR in 1987 27 and was planned to be completed in 1991 The track was supposed to connect the cities of Yerevan and Sevan via the city of Abovyan 28 The original design speed was 250 km h which was later lowered to 180 km h 29 However the Spitak earthquake in 1988 and the First Nagorno Karabakh War caused the project to freeze In the end the overpass was only partially constructed 30 In the early 1990s the maglev theme was continued by the Engineering Research Center TEMP INC TEMP 31 this time by the order from the Moscow government The project was named V250 V250 The idea was to build a high speed maglev train to connect Moscow to the Sheremetyevo airport The train would consist of 64 seater cars and run at speeds up to 250 km h 26 In 1993 due to the financial crisis the project was abandoned However from 1999 the TEMP research center had been participating as a co developer in the creation of the linear motors for the Moscow Monorail system Birmingham United Kingdom 1984 1995 Edit The Birmingham International Maglev shuttle The world s first commercial maglev system was a low speed maglev shuttle that ran between the airport terminal of Birmingham International Airport and the nearby Birmingham International railway station between 1984 and 1995 32 Its track length was 600 m 2 000 ft and trains levitated at an altitude of 15 mm 0 59 in levitated by electromagnets and propelled with linear induction motors 33 It operated for 11 years and was initially very popular with passengers 34 but obsolescence problems with the electronic systems made it progressively unreliable 35 as years passed leading to its closure in 1995 One of the original cars is now on display at Railworld in Peterborough together with the RTV31 hover train vehicle Another is on display at the National Railway Museum in York Several favourable conditions existed when the link was built citation needed The British Rail Research vehicle was 3 tonnes and extension to the 8 tonne vehicle was easy Electrical power was available The airport and rail buildings were suitable for terminal platforms Only one crossing over a public road was required and no steep gradients were involved Land was owned by the railway or airport Local industries and councils were supportive Some government finance was provided and because of sharing work the cost per organization was low After the system closed in 1995 the original guideway lay dormant 36 until 2003 when a replacement cable hauled system the AirRail Link Cable Liner people mover was opened 37 38 Emsland Germany 1984 2012 Edit Transrapid at the Emsland test facility Main article Emsland test facility Transrapid a German maglev company had a test track in Emsland with a total length of 31 5 km 19 6 mi The single track line ran between Dorpen and Lathen with turning loops at each end The trains regularly ran at up to 420 km h 260 mph Paying passengers were carried as part of the testing process The construction of the test facility began in 1980 and finished in 1984 In 2006 the Lathen maglev train accident occurred killing 23 people It was found to have been caused by human error in implementing safety checks From 2006 no passengers were carried At the end of 2011 the operation licence expired and was not renewed and in early 2012 demolition permission was given for its facilities including the track and factory 39 In March 2021 it was reported the CRRC was investigating reviving the Emsland test track 40 In May 2019 CRRC had unveiled its CRRC 600 prototype which is designed to reach 600 km h 370 mph Vancouver Canada and Hamburg Germany 1986 88 Edit HSST 03 at Okazaki Minami Park Main article High Speed Surface Transport In Vancouver Canada the HSST 03 by HSST Development Corporation Japan Airlines and Sumitomo Corporation was exhibited at Expo 86 41 and ran on a 400 m 0 25 mi test track that provided guests with a ride in a single car along a short section of track at the fairgrounds 42 It was removed after the fair It was shown at the Aoi Expo in 1987 and is now on static display at Okazaki Minami Park Berlin Germany 1984 1992 Edit Main article M Bahn In West Berlin the M Bahn was built in 1984 It was a driverless maglev system with a 1 6 km 1 0 mi track connecting three stations Testing with passenger traffic started in August 1989 and regular operation started in July 1991 Although the line largely followed a new elevated alignment it terminated at Gleisdreieck U Bahn station where it took over an unused platform for a line that formerly ran to East Berlin After the fall of the Berlin Wall plans were set in motion to reconnect this line today s U2 Deconstruction of the M Bahn line began only two months after regular service began and was completed during February 1992 South Korea 1993 present Edit Main article Incheon Airport Maglev South Korea s Incheon Airport Maglev the world s fourth commercially operating maglev 43 In 1993 South Korea completed the development of its own maglev train shown off at the Taejŏn Expo 93 which was developed further into a full fledged maglev capable of travelling up to 110 km h 68 mph in 2006 This final model was incorporated in the Incheon Airport Maglev which opened on 3 February 2016 making South Korea the world s fourth country to operate its own self developed maglev after the United Kingdom s Birmingham International Airport 44 Germany s Berlin M Bahn 45 and Japan s Linimo 46 It links Incheon International Airport to the Yongyu Station and Leisure Complex on Yeongjong island 47 It offers a transfer to the Seoul Metropolitan Subway at AREX s Incheon International Airport Station and is offered free of charge to anyone to ride operating between 9 am and 6 pm with 15 minute intervals 48 The maglev system was co developed by the South Korea Institute of Machinery and Materials KIMM and Hyundai Rotem 49 50 51 It is 6 1 km 3 8 mi long with six stations and a 110 km h 68 mph operating speed 52 Two more stages are planned of 9 7 km 6 mi and 37 4 km 23 2 mi Once completed it will become a circular line Germany China 2010 present Edit Transport System Bogl TSB is a driverless maglev system developed by the German construction company Max Bogl since 2010 Its primary intended use is for short to medium distances up to 30 km and speeds up to 150 km h for uses such as airport shuttles The company has been doing test runs on an 820 meter long test track at their headquarters in Sengenthal Upper Palatinate Germany since 2012 clocking over 100 000 tests covering a distance of over 65 000 km as of 2018 In 2018 Max Bogl signed a joint venture with the Chinese company Chengdu Xinzhu Road amp Bridge Machinery Co with the Chinese partner given exclusive rights of production and marketing for the system in China The joint venture constructed a 3 5 km 2 2 mi demonstration line near Chengdu China and two vehicles were airlifted there in June 2020 53 In April 2021 a vehicle on the Chinese test track hit a top speed of 169 km h 105 mph 54 China 2000 present Edit According to the International Maglev Board there are at least four maglev research programmes underway in China at the following institutions Southwest Jiaotong University Chengdu Tongji University Shanghai CRRC Tangshan Changchun Railway Vehicle Co and Chengdu Aircraft Industry Group 55 The latest high speed prototype unveiled in July 2021 was manufactured by CRRC Qingdao Sifang 56 Low to medium speed Edit Development of the low to medium speed systems that is 100 200 km h 62 124 mph 57 by the CRRC has led to opening of operational lines such as the Changsha Maglev Express in 2016 and the Line S1 in Beijing in 2017 In April 2020 a new model capable of 160 km h 99 mph and compatible with the Changsha line completed testing The vehicle under development since 2018 has a 30 percent increase in traction efficiency and a 60 percent increase in speed over the stock in use on the line since 58 The vehicles entered service in July 2021 with a top speed of 140 km h 87 mph 59 CRRC Zhuzhou Locomotive said in April 2020 it is developing a model capable of 200 km h 120 mph 58 High speed Edit Maglev on the Tongji University test track There are currently two competing efforts into high speed maglev systems i e 300 620 km h 190 390 mph The first is based on the Transrapid technology used in the Shanghai maglev train and is developed by the CRRC under license from Thyssen Krupp 60 In 2006 the 500 km h 310 mph CM1 Dolphin prototype was unveiled 61 and began testing on a new 1 5 kilometre 0 93 mi test track at Tongji University northwest of Shanghai A prototype vehicle of the 600 km h 370 mph CRRC 600 was developed in 2019 and tested from June 2020 62 In March 2021 a 300 km h 190 mph model began trials 63 In July 2021 the CRRC 600 maglev capable of travelling up to 600 km h 370 mph was unveiled in Qingdao 64 It was reported to be the world s fastest ground vehicle 65 A high speed test track is under development in China and also in April 2021 there was consideration given to re opening the Emsland test facility in Germany 60 A second incompatible high speed prototype was unveiled in January 2021 Developed at Southwest Jiaotong University in Chengdu the design uses high temperature superconducting magnets is designed for 620 km h 390 mph and was demonstrated on a 165 metre 180 yd test track 66 Technology EditSee also SCMaglev Technology Transrapid Technology and Magnetic levitation In the public imagination maglev often evokes the concept of an elevated monorail track with a linear motor Maglev systems may be monorail or dual rail the SCMaglev MLX01 for instance uses a trench like track and not all monorail trains are maglevs Some railway transport systems incorporate linear motors but use electromagnetism only for propulsion without levitating the vehicle Such trains have wheels and are not maglevs note 3 Maglev tracks monorail or not can also be constructed at grade or underground in tunnels Conversely non maglev tracks monorail or not can be elevated or underground too Some maglev trains do incorporate wheels and function like linear motor propelled wheeled vehicles at slower speeds but levitate at higher speeds This is typically the case with electrodynamic suspension maglev trains Aerodynamic factors may also play a role in the levitation of such trains MLX01 Maglev train Superconducting magnet bogie The two main types of maglev technology are Electromagnetic suspension EMS electronically controlled electromagnets in the train attract it to a magnetically conductive usually steel track Electrodynamic suspension EDS uses superconducting electromagnets or strong permanent magnets that create a magnetic field which induces currents in nearby metallic conductors when there is relative movement which pushes and pulls the train towards the designed levitation position on the guide way Electromagnetic suspension EMS Edit Main article Electromagnetic suspension Electromagnetic suspension EMS is used to levitate the Transrapid on the track so that the train can be faster than wheeled mass transit systems 67 68 In electromagnetic suspension EMS systems the train levitates above a steel rail while electromagnets attached to the train are oriented toward the rail from below The system is typically arranged on a series of C shaped arms with the upper portion of the arm attached to the vehicle and the lower inside edge containing the magnets The rail is situated inside the C between the upper and lower edges Magnetic attraction varies inversely with the square of distance so minor changes in distance between the magnets and the rail produce greatly varying forces These changes in force are dynamically unstable a slight divergence from the optimum position tends to grow requiring sophisticated feedback systems to maintain a constant distance from the track approximately 15 mm 0 59 in 69 70 The major advantage to suspended maglev systems is that they work at all speeds unlike electrodynamic systems which only work at a minimum speed of about 30 km h 19 mph This eliminates the need for a separate low speed suspension system and can simplify track layout On the downside the dynamic instability demands fine track tolerances which can offset this advantage Eric Laithwaite was concerned that to meet required tolerances the gap between magnets and rail would have to be increased to the point where the magnets would be unreasonably large 71 In practice this problem was addressed through improved feedback systems which support the required tolerances Electrodynamic suspension EDS Edit Main article Electrodynamic suspension The Japanese SCMaglev s EDS suspension is powered by the magnetic fields induced either side of the vehicle by the passage of the vehicle s superconducting magnets EDS maglev propulsion via propulsion coils In electrodynamic suspension EDS both the guideway and the train exert a magnetic field and the train is levitated by the repulsive and attractive force between these magnetic fields 72 In some configurations the train can be levitated only by repulsive force In the early stages of maglev development at the Miyazaki test track a purely repulsive system was used instead of the later repulsive and attractive EDS system 73 The magnetic field is produced either by superconducting magnets as in JR Maglev or by an array of permanent magnets as in Inductrack The repulsive and attractive force in the track is created by an induced magnetic field in wires or other conducting strips in the track A major advantage of EDS maglev systems is that they are dynamically stable changes in distance between the track and the magnets creates strong forces to return the system to its original position 71 In addition the attractive force varies in the opposite manner providing the same adjustment effects No active feedback control is needed However at slow speeds the current induced in these coils and the resultant magnetic flux is not large enough to levitate the train For this reason the train must have wheels or some other form of landing gear to support the train until it reaches take off speed Since a train may stop at any location due to equipment problems for instance the entire track must be able to support both low and high speed operation Another downside is that the EDS system naturally creates a field in the track in front and to the rear of the lift magnets which acts against the magnets and creates magnetic drag This is generally only a concern at low speeds and is one of the reasons why JR abandoned a purely repulsive system and adopted the sidewall levitation system 73 At higher speeds other modes of drag dominate 71 The drag force can be used to the electrodynamic system s advantage however as it creates a varying force in the rails that can be used as a reactionary system to drive the train without the need for a separate reaction plate as in most linear motor systems Laithwaite led development of such traverse flux systems at his Imperial College laboratory 71 Alternatively propulsion coils on the guideway are used to exert a force on the magnets in the train and make the train move forward The propulsion coils that exert a force on the train are effectively a linear motor an alternating current through the coils generates a continuously varying magnetic field that moves forward along the track The frequency of the alternating current is synchronized to match the speed of the train The offset between the field exerted by magnets on the train and the applied field creates a force moving the train forward Tracks Edit The term maglev refers not only to the vehicles but to the railway system as well specifically designed for magnetic levitation and propulsion All operational implementations of maglev technology make minimal use of wheeled train technology and are not compatible with conventional rail tracks Because they cannot share existing infrastructure maglev systems must be designed as standalone systems The SPM maglev system is inter operable with steel rail tracks and would permit maglev vehicles and conventional trains to operate on the same tracks 71 MAN in Germany also designed a maglev system that worked with conventional rails but it was never fully developed citation needed Evaluation Edit Each implementation of the magnetic levitation principle for train type travel involves advantages and disadvantages Technology Pros ConsEMS 74 75 electromagnetic suspension Magnetic fields inside and outside the vehicle are less than EDS proven commercially available technology high speeds 500 km h or 310 mph no wheels or secondary propulsion system needed The separation between the vehicle and the guideway must be constantly monitored and corrected due to the unstable nature of electromagnetic attraction the system s inherent instability and the required constant corrections by outside systems may induce vibration EDS 76 77 electrodynamic suspension Onboard magnets and large margin between rail and train enable highest recorded speeds 603 km h or 375 mph and heavy load capacity demonstrated successful operations using high temperature superconductors in its onboard magnets cooled with inexpensive liquid nitrogen citation needed Strong magnetic fields on the train would make the train unsafe for passengers with pacemakers or magnetic data storage media such as hard drives and credit cards necessitating the use of magnetic shielding limitations on guideway inductivity limit maximum speed citation needed vehicle must be wheeled for travel at low speeds Inductrack system 78 79 permanent magnet passive suspension Failsafe suspension no power required to activate magnets Magnetic field is localized below the car can generate enough force at low speeds around 5 km h or 3 1 mph for levitation given power failure cars stop safely Halbach arrays of permanent magnets may prove more cost effective than electromagnets Requires either wheels or track segments that move for when the vehicle is stopped Under development as of 2008 update no commercial version or full scale prototype Neither Inductrack nor the Superconducting EDS are able to levitate vehicles at a standstill although Inductrack provides levitation at much lower speed wheels are required for these systems EMS systems are wheel free The German Transrapid Japanese HSST Linimo and Korean Rotem EMS maglevs levitate at a standstill with electricity extracted from guideway using power rails for the latter two and wirelessly for Transrapid If guideway power is lost on the move the Transrapid is still able to generate levitation down to 10 km h 6 2 mph speed citation needed using the power from onboard batteries This is not the case with the HSST and Rotem systems Propulsion Edit EMS systems such as HSST Linimo can provide both levitation and propulsion using an onboard linear motor But EDS systems and some EMS systems such as Transrapid levitate but do not propel Such systems need some other technology for propulsion A linear motor propulsion coils mounted in the track is one solution Over long distances coil costs could be prohibitive Stability Edit Earnshaw s theorem shows that no combination of static magnets can be in a stable equilibrium 80 Therefore a dynamic time varying magnetic field is required to achieve stabilization EMS systems rely on active electronic stabilization that constantly measures the bearing distance and adjusts the electromagnet current accordingly EDS systems rely on changing magnetic fields to create currents which can give passive stability Because maglev vehicles essentially fly stabilisation of pitch roll and yaw is required In addition to rotation surge forward and backward motions sway sideways motion or heave up and down motions can be problematic Superconducting magnets on a train above a track made out of a permanent magnet lock the train into its lateral position It can move linearly along the track but not off the track This is due to the Meissner effect and flux pinning Guidance system Edit Some systems use Null Current systems also sometimes called Null Flux systems 72 81 These use a coil that is wound so that it enters two opposing alternating fields so that the average flux in the loop is zero When the vehicle is in the straight ahead position no current flows but any moves off line create flux that generates a field that naturally pushes pulls it back into line Proposed technology enhancements Edit Evacuated tubes Edit Main article Vactrain Some systems notably the Swissmetro system and the Hyperloop propose the use of vactrains maglev train technology used in evacuated airless tubes which removes air drag This has the potential to increase speed and efficiency greatly as most of the energy for conventional maglev trains is lost to aerodynamic drag 82 One potential risk for passengers of trains operating in evacuated tubes is that they could be exposed to the risk of cabin depressurization unless tunnel safety monitoring systems can repressurize the tube in the event of a train malfunction or accident though since trains are likely to operate at or near the Earth s surface emergency restoration of ambient pressure should be straightforward The RAND Corporation has depicted a vacuum tube train that could in theory cross the Atlantic or the USA in around 21 minutes 83 Rail maglev hybrid Edit The Polish startup Nevomo previously Hyper Poland is developing a system for modifying existing railway tracks into a maglev system on which conventional wheel rail trains as well maglev vehicles can travel 84 Vehicles on this so called magrail system will be able to reach speeds of up to 300 km h at significantly lower infrastructure costs than stand alone maglev lines Similar to proposed Vactrain systems magrail is designed to allow a later stage upgrade with a vacuum cover which will enable vehicles to reach speeds of up to 600 km h due to reduced air pressure making the system similar to a hyperloop but without the necessity for dedicated infrastructure corridors 85 Energy use Edit Energy for maglev trains is used to accelerate the train Energy may be regained when the train slows down via regenerative braking It also levitates and stabilises the train s movement Most of the energy is needed to overcome air drag Some energy is used for air conditioning heating lighting and other miscellany At low speeds the percentage of power used for levitation can be significant consuming up to 15 more power than a subway or light rail service 86 For short distances the energy used for acceleration might be considerable The force used to overcome air drag increases with the square of the velocity and hence dominates at high speed The energy needed per unit distance increases by the square of the velocity and the time decreases linearly However power increases by the cube of the velocity For example 2 37 times as much power is needed to travel at 400 km h 250 mph than 300 km h 190 mph while drag increases by 1 77 times the original force 87 Aircraft take advantage of lower air pressure and lower temperatures by cruising at altitude to reduce energy consumption but unlike trains need to carry fuel on board This has led to the suggestion of conveying maglev vehicles through partially evacuated tubes High speed maglev comparison with conventional high speed trains Edit Maglev transport is non contact and electric powered It relies less or not at all on the wheels bearings and axles common to wheeled rail systems 88 Speed Maglev allows higher top speeds than conventional rail While experimental wheel based high speed trains have demonstrated similar speeds conventional trains will suffer from friction between wheels and track and thus elevating the maintenance cost if operating at such speed unlike levitated maglev trains Maintenance Maglev trains currently in operation have demonstrated the need for minimal guideway maintenance Vehicle maintenance is also minimal based on hours of operation rather than on speed or distance traveled Traditional rail is subject to mechanical wear and tear that increases rapidly with speed also increasing maintenance 88 For example the wearing down of brakes and overhead wire wear have caused problems for the Fastech 360 rail Shinkansen Maglev would eliminate these issues Weather In theory maglev trains should be little affected by snow ice severe cold rain or high winds However as of yet no maglev system has been installed in a location with such a harsh climate Acceleration Maglev vehicles accelerate and decelerate faster than mechanical systems regardless of the slickness of the guideway or the slope of the grade because they are non contact systems 88 Track Maglev trains are not compatible with conventional track and therefore require custom infrastructure for their entire route By contrast conventional high speed trains such as the TGV are able to run albeit at reduced speeds on existing rail infrastructure thus reducing expenditure where new infrastructure would be particularly expensive such as the final approaches to city terminals or on extensions where traffic does not justify new infrastructure John Harding former chief maglev scientist at the Federal Railroad Administration claimed that separate maglev infrastructure more than pays for itself with higher levels of all weather operational availability and nominal maintenance costs These claims have yet to be proven in an intense operational setting and they do not consider the increased maglev construction costs However in countries like China there are discussion of building some key conventional high speed rail tunnels bridges to a standard that would allow them upgrading to maglev Efficiency Conventional rail is probably citation needed more efficient at lower speeds But due to the lack of physical contact between the track and the vehicle maglev trains experience no rolling resistance leaving only air resistance and electromagnetic drag potentially improving power efficiency 89 Some systems however such as the Central Japan Railway Company SCMaglev use rubber tires at low speeds reducing efficiency gains citation needed Weight The electromagnets in many EMS and EDS designs require between 1 and 2 kilowatts per ton 90 The use of superconductor magnets can reduce the electromagnets energy consumption A 50 ton Transrapid maglev vehicle can lift an additional 20 tons for a total of 70 tons which consumes 70 140 kW 94 188 hp citation needed Most energy use for the TRI is for propulsion and overcoming air resistance at speeds over 100 mph 160 km h citation needed Weight loading High speed rail requires more support and construction for its concentrated wheel loading Maglev cars are lighter and distribute weight more evenly 91 Noise Because the major source of noise of a maglev train comes from displaced air rather than from wheels touching rails maglev trains produce less noise than a conventional train at equivalent speeds However the psychoacoustic profile of the maglev may reduce this benefit a study concluded that maglev noise should be rated like road traffic while conventional trains experience a 5 10 dB bonus as they are found less annoying at the same loudness level 92 93 94 Magnet reliability Superconducting magnets are generally used to generate the powerful magnetic fields to levitate and propel the trains These magnets must be kept below their critical temperatures this ranges from 4 2 K to 77 K depending on the material New alloys and manufacturing techniques in superconductors and cooling systems have helped address this issue Control systems No signalling systems are needed for high speed maglev because such systems are computer controlled citation needed Human operators cannot react fast enough to manage high speed trains High speed systems require dedicated rights of way and are usually elevated Two maglev system microwave towers are in constant contact with trains There is no need for train whistles or horns either Terrain Maglevs are able to ascend higher grades offering more routing flexibility and reduced tunneling 95 High speed maglev comparison with aircraft Edit Differences between airplane and maglev travel Efficiency For maglev systems the lift to drag ratio can exceed that of aircraft for example Inductrack can approach 200 1 at high speed far higher than any aircraft This can make maglevs more efficient per kilometer However at high cruising speeds aerodynamic drag is much larger than lift induced drag Jet powered aircraft take advantage of low air density at high altitudes to significantly reduce air drag Hence despite their lift to drag ratio disadvantage they can travel more efficiently at high speeds than maglev trains that operate at sea level citation needed Routing Maglevs offer competitive journey times for distances of 800 km 500 mi or less Additionally maglevs can easily serve intermediate destinations Availability Maglevs are little affected by weather citation needed Travel time Maglevs do not face the extended security protocols faced by air travelers nor is time consumed for taxiing or for queuing for take off and landing citation needed Economics EditThis article needs to be updated Please help update this article to reflect recent events or newly available information January 2018 As more maglev systems are deployed experts expect construction costs to drop by employing new construction methods and from economies of scale 96 High speed systems Edit The Shanghai maglev demonstration line cost US 1 2 billion to build in 2004 97 This total includes capital costs such as right of way clearing extensive pile driving on site guideway manufacturing in situ pier construction at 25 m 82 ft intervals a maintenance facility and vehicle yard several switches two stations operations and control systems power feed system cables and inverters and operational training Ridership is not a primary focus of this demonstration line since the Longyang Road station is on the eastern outskirts of Shanghai Once the line is extended to South Shanghai Train station and Hongqiao Airport station which may not happen because of economic reasons ridership was expected to cover operation and maintenance costs and generate significant net revenue according to whom The South Shanghai extension was expected to cost approximately US 18 million per kilometre In 2006 the German government invested 125 million in guideway cost reduction development that produced an all concrete modular design that is faster to build and is 30 less costly Other new construction techniques were also developed that put maglev at or below price parity with new high speed rail construction 98 The United States Federal Railroad Administration in a 2005 report to Congress estimated cost per mile of between US 50 million and US 100 million 99 The Maryland Transit Administration MTA Environmental Impact Statement estimated a pricetag at US 4 9 billion for construction and 53 million a year for operations of its project 100 The proposed Chuo Shinkansen maglev in Japan was estimated to cost approximately US 82 billion to build with a route requiring long tunnels A Tokaido maglev route replacing the current Shinkansen would cost 1 10 the cost as no new tunnel would be needed but noise pollution issues made this infeasible citation needed neutrality is disputed Low speed systems Edit The Japanese Linimo HSST cost approximately US 100 million km to build 101 Besides offering improved operation and maintenance costs over other transit systems these low speed maglevs provide ultra high levels of operational reliability and introduce little noise and generate zero air pollution into dense urban settings Records EditThe highest recorded maglev speed is 603 km h 375 mph achieved in Japan by JR Central s L0 superconducting maglev on 21 April 2015 102 28 km h 17 mph faster than the conventional TGV wheel rail speed record However the operational and performance differences between these two very different technologies is far greater The TGV record was achieved accelerating down a 72 4 km 45 mi slight decline requiring 13 minutes It then took another 77 25 km 48 mi for the TGV to stop requiring a total distance of 149 65 km 93 mi for the test 103 The MLX01 record however was achieved on the 18 4 km 11 4 mi Yamanashi test track 1 8 the distance 104 No maglev or wheel rail commercial operation has actually been attempted at speeds over 500 km h 310 mph History of maglev speed records Edit This section needs additional citations for verification Please help improve this article by adding citations to reliable sources Unsourced material may be challenged and removed January 2018 Learn how and when to remove this template message List of speed records set by maglev vehicles by date sortable Year Country Train Speed Notes1971 West Germany Prinzipfahrzeug 90 km h 56 mph 1971 West Germany TR 02 TSST 164 km h 102 mph 1972 Japan ML100 60 km h 37 mph crewed1973 West Germany TR04 250 km h 160 mph crewed1974 West Germany EET 01 230 km h 140 mph uncrewed1975 West Germany Komet 401 km h 249 mph by steam rocket propulsion uncrewed1978 Japan HSST 01 308 km h 191 mph by supporting rockets propulsion made in Nissan uncrewed1978 Japan HSST 02 110 km h 68 mph crewed1979 12 12 Japan ML 500R 504 km h 313 mph uncrewed It succeeds in operation over 500 km h for the first time in the world 1979 12 21 Japan ML 500R 517 km h 321 mph uncrewed 1987 West Germany TR 06 406 km h 252 mph crewed 1987 Japan MLU001 401 km h 249 mph crewed 1988 West Germany TR 06 413 km h 257 mph crewed 1989 West Germany TR 07 436 km h 271 mph crewed 1993 Germany TR 07 450 km h 280 mph crewed 1994 Japan MLU002N 431 km h 268 mph uncrewed 1997 Japan MLX01 531 km h 330 mph crewed 1997 Japan MLX01 550 km h 340 mph uncrewed 1999 Japan MLX01 552 km h 343 mph crewed five car formation Guinness authorization 2003 Japan MLX01 581 km h 361 mph crewed three formation Guinness authorization 105 2015 Japan L0 590 km h 370 mph crewed seven car formation 106 2015 Japan L0 603 km h 375 mph crewed seven car formation 102 Systems EditOperational systems Edit High speed Edit Shanghai Maglev 2003 Edit A maglev train coming out of the Pudong International Airport Main article Shanghai Maglev Train The Shanghai Maglev Train also known as the Transrapid has a top speed of 430 km h 270 mph The line is the fastest first commercially successful operational Maglev train designed to connect Shanghai Pudong International Airport and the outskirts of central Pudong Shanghai It covers a distance of 30 5 km 19 0 mi in 7 or 8 minutes 6 In January 2001 the Chinese signed an agreement with Transrapid to build an EMS high speed maglev line to link Pudong International Airport with Longyang Road Metro station on the southeastern edge of Shanghai This Shanghai Maglev Train demonstration line or Initial Operating Segment IOS has been in commercial operations since April 2004 107 and now operates 115 daily trips up from 110 in 2010 that traverse the 30 km 19 mi between the two stations in 7 or 8 minutes achieving a top speed of 431 km h 268 mph and averaging 266 km h 165 mph 108 On a 12 November 2003 system commissioning test run it achieved 501 km h 311 mph its designed top cruising speed The Shanghai maglev is faster than Birmingham technology and comes with on time to the second reliability greater than 99 97 109 Plans to extend the line to Shanghai South Railway Station and Hongqiao Airport on the northwestern edge of Shanghai are on hold After the Shanghai Hangzhou Passenger Railway became operational in late 2010 the maglev extension became somewhat redundant and may be cancelled Low speed Edit Linimo Tobu Kyuryo Line Japan 2005 Edit Linimo train approaching Banpaku Kinen Koen towards Fujigaoka Station in March 2005 Main article Linimo The commercial automated Urban Maglev system commenced operation in March 2005 in Aichi Japan The Tobu Kyuryo Line otherwise known as the Linimo line covers 9 km 5 6 mi It has a minimum operating radius of 75 m 246 ft and a maximum gradient of 6 The linear motor magnetically levitated train has a top speed of 100 km h 62 mph More than 10 million passengers used this urban maglev line in its first three months of operation At 100 km h it is sufficiently fast for frequent stops has little or no noise impact on surrounding communities can navigate short radius rights of way and operates during inclement weather The trains were designed by the Chubu HSST Development Corporation which also operates a test track in Nagoya 110 Daejeon Expo Maglev 2008 Edit The first maglev test trials using electromagnetic suspension opened to public was HML 03 made by Hyundai Heavy Industries for the Daejeon Expo in 1993 after five years of research and manufacturing two prototypes HML 01 and HML 02 111 112 113 Government research on urban maglev using electromagnetic suspension began in 1994 113 The first operating urban maglev was UTM 02 in Daejeon beginning on 21 April 2008 after 14 years of development and one prototype UTM 01 The train runs on a 1 km 0 6 mi track between Expo Park and National Science Museum 114 115 which has been shortened with the redevelopment of Expo Park The track currently ends at the street parallel to the science museum Meanwhile UTM 02 conducted the world s first ever maglev simulation 116 117 However UTM 02 is still the second prototype of a final model The final UTM model of Rotem s urban maglev UTM 03 was used for a new line that opened in 2016 on Incheon s Yeongjong island connecting Incheon International Airport see below 118 Incheon Airport Maglev 2016 Edit Main article Incheon Airport Maglev The Incheon Airport Maglev began commercial operation on 3 February 2016 43 It was developed and built domestically Compared to Linimo it has a more futuristic design thanks to it being lighter with construction costs cut to half 119 It connects Incheon International Airport with Yongyu Station cutting journey time 120 It covers a distance of 6 1 km Changsha Maglev 2016 Edit Changsha Maglev Train arriving at Langli Station Main article Changsha Maglev The Hunan provincial government launched the construction of a maglev line between Changsha Huanghua International Airport and Changsha South Railway Station covering a distance of 18 55 km Construction started in May 2014 and was completed by the end of 2015 121 122 Trial runs began on 26 December 2015 and trial operations started on 6 May 2016 123 As of 13 June 2018 the Changsha maglev had covered a distance of 1 7 million km and carried nearly 6 million passengers A second generation of these vehicles has been produced which have a top speed of 160 km h 99 mph 124 In July 2021 the new model entered service operating at a top speed of 140 km h 87 mph which reduced the travel time by 3 minutes 125 Beijing Line S1 2017 Edit Main article Line S1 Beijing Subway Beijing has built China s second low speed maglev line Line S1 Beijing Subway using technology developed by National University of Defense Technology The line was opened on 30 December 2017 The line operates at speeds up to 100 km h 126 Fenghuang Maglev 2022 Edit Main article Fenghuang Maglev Fenghuang Maglev 凤凰磁浮 is a medium to low speed maglev line in Fenghuang County Xiangxi Hunan province China The line operates at speeds up to 100 km h The first phase is 9 12 km with 4 stations and 2 more future infill stations The first phase opened on 30 July 2022 127 and connects the Fenghuanggucheng railway station on the Zhangjiajie Jishou Huaihua high speed railway with the Fenghuang Folklore Garden 128 Maglevs under construction Edit Chuō Shinkansen Japan Edit Main article Chuō Shinkansen The Chuō Shinkansen route bold yellow and red line and existing Tōkaidō Shinkansen route thin blue line The Chuo Shinkansen is a high speed maglev line in Japan Construction began in 2014 commercial operations was expected to start by 2027 129 The 2027 target was given up in July 2020 130 The Linear Chuo Shinkansen Project aims to connect Tokyo and Osaka by way of Nagoya the capital city of Aichi in approximately one hour less than half the travel time of the fastest existing bullet trains connecting the three metropolises 131 The full track between Tokyo and Osaka was originally expected to be completed in 2045 but the operator is now aiming for 2037 132 133 134 The L0 Series train type is undergoing testing by the Central Japan Railway Company JR Central for eventual use on the Chuō Shinkansen line It set a crewed world speed record of 603 km h 375 mph on 21 April 2015 102 The trains are planned to run at a maximum speed of 505 km h 314 mph 135 offering journey times of 40 minutes between Tokyo Shinagawa Station and Nagoya and 1 hour 7 minutes between Tokyo and Osaka Shin Ōsaka Station 136 Qingyuan Maglev China Edit Main article Qingyuan Maglev Qingyuan Maglev 清远磁浮旅游专线 is a medium to low speed maglev line in Qingyuan Guangdong province China The line will operate at speeds up to 100 km h 137 The first phase is 8 1 km with 3 stations and 1 more future infill station 137 The first phase was originally schedule to open in October 2020 138 and will connect the Yinzhan railway station on the Guangzhou Qingyuan intercity railway with the Qingyuan Chimelong Theme Park 139 In the long term the line will be 38 5 km 140 Test tracks Edit AMT test track Powder Springs Georgia USA Edit A second prototype system in Powder Springs Georgia USA was built by American Maglev Technology Inc The test track is 610 m 2 000 ft long with a 168 6 m 553 ft curve Vehicles are operated up to 60 km h 37 mph below the proposed operational maximum of 97 km h 60 mph A June 2013 review of the technology called for an extensive testing program to be carried out to ensure the system complies with various regulatory requirements including the American Society of Civil Engineers ASCE People Mover Standard The review noted that the test track is too short to assess the vehicles dynamics at the maximum proposed speeds 141 FTA s UMTD program USA Edit In the US the Federal Transit Administration FTA Urban Maglev Technology Demonstration program funded the design of several low speed urban maglev demonstration projects It assessed HSST for the Maryland Department of Transportation and maglev technology for the Colorado Department of Transportation The FTA also funded work by General Atomics at California University of Pennsylvania to evaluate the MagneMotion M3 and of the Maglev2000 of Florida superconducting EDS system Other US urban maglev demonstration projects of note are the LEVX in Washington State and the Massachusetts based Magplane San Diego California USA Edit General Atomics has a 120 m 390 ft test facility in San Diego that is used to test Union Pacific s 8 km 5 mi freight shuttle in Los Angeles The technology is passive or permanent using permanent magnets in a Halbach array for lift and requiring no electromagnets for either levitation or propulsion General Atomics received US 90 million in research funding from the federal government They are also considering their technology for high speed passenger services 142 SCMaglev Yamanashi Japan Edit Main article SCMaglev Japan has a demonstration line in Yamanashi prefecture where test train SCMaglev L0 Series Shinkansen reached 603 km h 375 mph faster than any wheeled trains 102 The demonstration line will become part of the Chuō Shinkansen linking Tokyo and Nagoya which is currently under construction These trains use superconducting magnets which allow for a larger gap and repulsive attractive type electrodynamic suspension EDS 72 143 In comparison Transrapid uses conventional electromagnets and attractive type electromagnetic suspension EMS 144 145 On 15 November 2014 The Central Japan Railway Company ran eight days of testing for the experimental maglev Shinkansen train on its test track in Yamanashi Prefecture One hundred passengers covered a 42 8 km 26 6 mi route between the cities of Uenohara and Fuefuki reaching speeds of up to 500 km h 310 mph 146 Sengenthal Germany and Chengdu China Edit Transport System Bogl a division of German construction company Max Bogl has built a test track in Sengenthal Bavaria Germany In appearance it s more like the German M Bahn than the Transrapid system 147 The vehicle tested on the track is patented in the US by Max Bogl 148 The company is also in a joint venture with a Chinese firm A 3 5 km 2 2 mi demonstration line has been built near Chengdu China and two vehicles were airlifted there in June 2000 53 In April 2021 a vehicle on the Chinese test track hit a top speed of 169 km h 105 mph 54 Southwest Jiaotong University China Edit On 31 December 2000 the first crewed high temperature superconducting maglev was tested successfully at Southwest Jiaotong University Chengdu China This system is based on the principle that bulk high temperature superconductors can be levitated stably above or below a permanent magnet The load was over 530 kg 1 170 lb and the levitation gap over 20 mm 0 79 in The system uses liquid nitrogen to cool the superconductor 149 150 151 Jiading Campus of Tongji University China Edit Main article CRRC Maglev A 1 5 km 0 93 mi maglev test track has been operating since 2006 at the Jiading Campus of Tongji University northwest of Shanghai The track uses the same design as the operating Shanghai Maglev Top speed is restricted to 120 km h 75 mph due to the length of track and its topology Proposed maglev systems EditMain article List of maglev train proposals Many maglev systems have been proposed in North America Asia and Europe 152 Many are in the early planning stages or were explicitly rejected Australia Edit Sydney IllawarraA maglev route was proposed between Sydney and Wollongong 153 The proposal came to prominence in the mid 1990s The Sydney Wollongong commuter corridor is the largest in Australia with upwards of 20 000 people commuting each day Current trains use the Illawarra line between the cliff face of the Illawarra escarpment and the Pacific Ocean with travel times about 2 hours The proposal would cut travel times to 20 minutes Melbourne The proposed Melbourne maglev connecting the city of Geelong through Metropolitan Melbourne s outer suburban growth corridors Tullamarine and Avalon domestic in and international terminals in under 20 min and on to Frankston Victoria in under 30 min In late 2008 a proposal was put forward to the Government of Victoria to build a privately funded and operated maglev line to service the Greater Melbourne metropolitan area in response to the Eddington Transport Report that did not investigate above ground transport options 154 155 The maglev would service a population of over 4 million citation needed and the proposal was costed at A 8 billion However despite road congestion and Australia s highest roadspace per capita citation needed the government dismissed the proposal in favour of road expansion including an A 8 5 billion road tunnel 6 billion extension of the Eastlink to the Western Ring Road and a 700 million Frankston Bypass Canada Edit Toronto Zoo Edmonton based Magnovate has proposed a new ride and transportation system at the Toronto Zoo reviving the Toronto Zoo Domain Ride system which was closed following two severe accidents in 1994 The Zoo s board unanimously approved the proposal on 29 November 2018 The company will construct and operate the 25 million system on the former route of the Domain Ride known locally as the Monorail despite not being considered one at zero cost to the Zoo and operate it for 15 years splitting the profits with the Zoo The ride will serve a single directional loop around Zoo grounds serving five stations and likely replacing the current Zoomobile tour tram service Planned to be operational by 2022 at the earliest this will become the first commercially operating maglev system in North America should it be approved 156 China Edit Beijing Guangzhou line Edit A maglev test line linking Xianning in Hubei Province and Changsha in Hunan Province will start construction in 2020 The test line is about 200 km 120 mi in length and might be part of Beijing Guangzhou maglev in long term planning 157 158 In 2021 the Guangdong government proposed a Maglev line between Hong Kong and Guangzhou via Shenzhen and beyond to Beijing 159 160 Other proposed lines Edit Shanghai HangzhouChina planned to extend the existing Shanghai Maglev Train 161 initially by around 35 km 22 mi to Shanghai Hongqiao Airport and then 200 km 120 mi to the city of Hangzhou Shanghai Hangzhou Maglev Train If built this would be the first inter city maglev rail line in commercial service The project was controversial and repeatedly delayed In May 2007 the project was suspended by officials reportedly due to public concerns about radiation from the system 162 In January and February 2008 hundreds of residents demonstrated in downtown Shanghai that the line route came too close to their homes citing concerns about sickness due to exposure to the strong magnetic field noise pollution and devaluation of property near to the lines 163 164 Final approval to build the line was granted on 18 August 2008 Originally scheduled to be ready by Expo 2010 165 plans called for completion by 2014 The Shanghai municipal government considered multiple options including building the line underground to allay public fears This same report stated that the final decision had to be approved by the National Development and Reform Commission 166 In 2007 the Shanghai municipal government was considering building a factory in Nanhui district to produce low speed maglev trains for urban use 167 Shanghai BeijingA proposed line would have connected Shanghai to Beijing over a distance of 1 300 km 800 mi at an estimated cost of 15 5 billion 168 No projects had been revealed as of 2014 169 Germany Edit On 25 September 2007 Bavaria announced a high speed maglev rail service from Munich to its airport The Bavarian government signed contracts with Deutsche Bahn and Transrapid with Siemens and ThyssenKrupp for the 1 85 billion project 170 On 27 March 2008 the German Transport minister announced the project had been cancelled due to rising costs associated with constructing the track A new estimate put the project between 3 2 3 4 billion 171 Hong Kong Edit In March 2021 a government official said Hong Kong would be included in a planned maglev network across China planned to operate at 600 km h 370 mph and begin opening by 2030 172 Hong Kong is already connected to the Chinese high speed rail network by the Guangzhou Shenzhen Hong Kong Express Rail Link which opened on Sunday 23 September 2018 India Edit Mumbai Delhi A project was presented to then Indian railway minister Mamata Banerjee by an American company to connect Mumbai and Delhi Then Prime Minister Manmohan Singh said that if the line project was successful the Indian government would build lines between other cities and also between Mumbai Central and Chhatrapati Shivaji International Airport 173 Mumbai Nagpur The State of Maharashtra approved a feasibility study for a maglev train between Mumbai and Nagpur some 1 000 km 620 mi apart 174 Chennai Bangalore Mysore A detailed report was to be prepared and submitted by December 2012 for a line to connect Chennai to Mysore via Bangalore at a cost 26 million per kilometre reaching speeds of 350 km h 175 Iran Edit In May 2009 Iran and a German company signed an agreement to use maglev to link Tehran and Mashhad The agreement was signed at the Mashhad International Fair site between Iranian Ministry of Roads and Transportation and the German company The 900 km 560 mi line possibly could reduce travel time between Tehran and Mashhad to about 2 5 hours citation needed Munich based Schlegel Consulting Engineers said they had signed the contract with the Iranian ministry of transport and the governor of Mashad We have been mandated to lead a German consortium in this project a spokesman said We are in a preparatory phase The project could be worth between 10 billion and 12 billion the Schlegel spokesman said 176 Italy Edit A first proposal was formalized in April 2008 in Brescia by journalist Andrew Spannaus who recommended a high speed connection between Malpensa airport to the cities of Milan Bergamo and Brescia 177 In March 2011 Nicola Oliva proposed a maglev connection between Pisa airport and the cities of Prato and Florence Santa Maria Novella train station and Florence Airport 178 179 The travelling time would be reduced from the typical 1 hour 15 minutes to around 20 minutes 180 The second part of the line would be a connection to Livorno to integrate maritime aerial and terrestrial transport systems 181 182 Malaysia Singapore Edit A Consortium led by UEM Group Bhd and ARA Group proposed maglev technology to link Malaysian cities to Singapore The idea was first mooted by YTL Group Its technology partner then was said to be Siemens High costs sank the proposal The concept of a high speed rail link from Kuala Lumpur to Singapore resurfaced It was cited as a proposed high impact project in the Economic Transformation Programme ETP that was unveiled in 2010 183 Approval has been given for the Kuala Lumpur Singapore high speed rail project but not using maglev technology citation needed Philippines Edit Philtram Consortium s Cebu Monorail project will be initially built as a monorail system In the future it will be upgraded to a patented maglev technology named Spin Induced Lenz s Law Magnetic Levitation Train 184 Switzerland Edit SwissRapide The SwissRapide AG together with the SwissRapide Consortium was planning and developing the first maglev monorail system for intercity traffic between the country s major cities SwissRapide was to be financed by private investors In the long term the SwissRapide Express was to connect the major cities north of the Alps between Geneva and St Gallen including Lucerne and Basel The first projects were Bern Zurich Lausanne Geneva as well as Zurich Winterthur The first line Lausanne Geneva or Zurich Winterthur could go into service as early as 2020 185 186 Swissmetro An earlier project Swissmetro AG envisioned a partially evacuated underground maglev a vactrain As with SwissRapide Swissmetro envisioned connecting the major cities in Switzerland with one another In 2011 Swissmetro AG was dissolved and the IPRs from the organisation were passed onto the EPFL in Lausanne 187 United Kingdom Edit Main article UK Ultraspeed London Glasgow A line 188 was proposed in the United Kingdom from London to Glasgow with several route options through the Midlands Northwest and Northeast of England It was reported to be under favourable consideration by the government 189 The approach was rejected in the Government White Paper Delivering a Sustainable Railway published on 24 July 2007 190 Another high speed link was planned between Glasgow and Edinburgh but the technology remained unsettled 191 192 193 United States Edit Washington D C to New York City Using Superconducting Maglev SCMAGLEV technology developed by the Central Japan Railway Company the Northeast Maglev would ultimately connect major Northeast metropolitan hubs and airports traveling more than 480 kilometers per hour 300 miles per hour 194 with a goal of one hour service between Washington D C and New York City 195 The Federal Railroad Administration and Maryland Department of Transportation are currently preparing an Environmental Impact Statement EIS to evaluate the potential impacts of constructing and operating the system s first leg between Washington DC and Baltimore Maryland with an intermediate stop at BWI Airport 196 Union Pacific freight conveyor Plans are under way by American railroad operator Union Pacific to build a 7 9 km 4 9 mi container shuttle between the Ports of Los Angeles and Long Beach with UP s intermodal container transfer facility The system would be based on passive technology especially well suited to freight transfer as no power is needed on board The vehicle is a chassis that glides to its destination The system is being designed by General Atomics 142 California Nevada Interstate Maglev High speed maglev lines between major cities of southern California and Las Vegas are under study via the California Nevada Interstate Maglev Project 197 This plan was originally proposed as part of an I 5 or I 15 expansion plan but the federal government ruled that it must be separated from interstate public work projects After the decision private groups from Nevada proposed a line running from Las Vegas to Los Angeles with stops in Primm Nevada Baker California and other points throughout San Bernardino County into Los Angeles Politicians expressed concern that a high speed rail line out of state would carry spending out of state along with travelers The Pennsylvania Project The Pennsylvania High Speed Maglev Project corridor extends from the Pittsburgh International Airport to Greensburg with intermediate stops in Downtown Pittsburgh and Monroeville This initial project was claimed to serve approximately 2 4 million people in the Pittsburgh metropolitan area The Baltimore proposal competed with the Pittsburgh proposal for a US 90 million federal grant 198 San Diego Imperial County airport In 2006 San Diego commissioned a study for a maglev line to a proposed airport located in Imperial County SANDAG claimed that the concept would be an airports sic without terminals allowing passengers to check in at a terminal in San Diego satellite terminals take the train to the airport and directly board the airplane In addition the train would have the potential to carry freight Further studies were requested although no funding was agreed 199 Orlando International Airport to Orange County Convention Center In December 2012 the Florida Department of Transportation gave conditional approval to a proposal by American Maglev to build a privately run 14 9 mi 24 km 5 station line from Orlando International Airport to Orange County Convention Center The Department requested a technical assessment and said there would be a request for proposals issued to reveal any competing plans The route requires the use of a public right of way 200 If the first phase succeeded American Maglev would propose two further phases of 4 9 and 19 4 mi 7 9 and 31 2 km to carry the line to Walt Disney World 201 San Juan Caguas A 16 7 mi 26 9 km maglev project was proposed linking Tren Urbano s Cupey Station in San Juan with two proposed stations in the city of Caguas south of San Juan The maglev line would run along Highway PR 52 connecting both cities According to American Maglev project cost would be approximately US 380 million 202 203 204 Incidents EditTwo incidents involved fires A Japanese test train in Miyazaki MLU002 was completely consumed by a fire in 1991 205 On 11 August 2006 a fire broke out on the commercial Shanghai Transrapid shortly after arriving at the Longyang terminal People were evacuated without incident before the vehicle was moved about 1 kilometre to keep smoke from filling the station NAMTI officials toured the SMT maintenance facility in November 2010 and learned that the cause of the fire was thermal runaway in a battery tray As a result SMT secured a new battery vendor installed new temperature sensors and insulators and redesigned the trays citation needed On 22 September 2006 a Transrapid train collided with a maintenance vehicle on a test publicity run in Lathen Lower Saxony north western Germany 206 207 Twenty three people were killed and ten were injured these were the first maglev crash fatalities The accident was caused by human error Charges were brought against three Transrapid employees after a year long investigation 208 Safety becomes an ever greater concern with high speed public transport due to the potentially large impact force and number of casualties In the case of maglev trains and conventional high speed rails an incident could result from human error including loss of power or factors outside human control such as ground movement for example caused by an earthquake See also EditBombardier Advanced Rapid Transit Transit systems using Linear induction motors Electromagnetic suspension Ground effect train Hyperloop Land speed record for rail vehicles Launch loop would be a maglev system for launching to orbit or escape velocity Mass driver Nagahori Tsurumi ryokuchi Line Oleg Tozoni worked on a published non linearly stabilised maglev design StarTram a maglev launch system Transfer table Energy portal Trains portalNotes Edit Zehden describes a geometry in which the linear motor is used below a steel beam giving partial levitation of the vehicle These patents were later cited by Electromagnetic apparatus generating a gliding magnetic field by Jean Candelas U S Patent 4 131 813 Air cushion supported omnidirectionally steerable traveling magnetic field propulsion device by Harry A Mackie U S Patent 3 357 511 and Two sided linear induction motor especially for suspended vehicles by Schwarzer et al U S Patent 3 820 472 These German patents would be GR643316 1937 GR44302 1938 GR707032 1941 This is the case with the Moscow Monorail currently the only non maglev linear motor propelled monorail train in active service References Edit Japanese Maglev Train World s Fastest Bullet Train JRailPass 27 February 2017 Magnetic Levitation an overview ScienceDirect Topics K C Coates High speed rail in the United Kingdom PDF High speed rail in the United Kingdom Archived from the original PDF on 19 September 2011 Retrieved 13 December 2012 Will maglev ever become mainstream www railway technology com 17 January 2018 Retrieved 4 June 2021 Transrapid Archived 27 September 2013 at the Wayback Machine uses more power for air conditioning a b Michael Gebicki 27 November 2014 What s the world s fastest passenger train Stuff co nz Retrieved 24 December 2014 a b High speed rail trains are stalled in the US and that might not change 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1998 A New Approach for Magnetically Levitating Trains and Rockets Science amp Technology Review Henry H Kolm Richard D Thornton October 1973 Electromagnetic Flight Scientific American Springer Nature 229 4 17 25 Bibcode 1973SciAm 229d 17K doi 10 1038 scientificamerican1073 17 Hood Christopher P 2006 Shinkansen From Bullet Train to Symbol of Modern Japan Routledge ISBN 0 415 32052 6 Liu Zhigang 2015 Maglev Trains Key Underlying Technologies Springer ISBN 978 3 662 45672 9 Moon Francis C 1994 Superconducting Levitation Applications to Bearings and Magnetic Transportation Wiley VCH ISBN 0 471 55925 3 Rossberg Ralf Roman 1983 Radlos in die Zukunft Die Entwicklung neuer Bahnsysteme Orell Fussli Verlag ASIN B002ROWD5M Rossberg Ralf Roman 1993 Radlos in die Zukunft Die Entwicklung neuer Bahnsysteme Orell Fuessli Verlag ISBN 978 3 280 01503 2 Simmons Jack Biddle Gordon 1997 The Oxford Companion to British Railway History From 1603 to the 1990s Oxford Oxford University Press p 303 ISBN 0 19 211697 5 External links Edit Media related to Magnetic levitation trains at Wikimedia Commons The dictionary definition of maglev at Wiktionary United States Federal Railroad Administration US MagneticGlide The International Maglev Board Maglev professionals info platform for all maglev transport systems and related technologies Maglev Net Maglev News and Information Japanese Railway Technical Research Institute RTRI Magnetic Levitation at Curlie Magnetic Levitation for Transportation Retrieved from https en wikipedia org w index php title Maglev amp oldid 1143084257, wikipedia, wiki, book, books, library,

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