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MAGLEV TRAINS
SEMINAR PROJECT REPORT

by

ASHLESHA MAHENDRA GAWAI

Roll Number: CE4213

Department of Civil Engineering

Indian Institute of Space Science and Technology Thiruvananthapuram
Nov,2024
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CONTENT

ABSTRACT
LIST OF CONTENTS

1. Introduction 1-5
1.1 Introduction 1
1.2 Technology of Magnetic Levitation 2
1.3 Types of Magnetic Levitation 3-5
1.3.1 Permanent magnet type 3
1.3.2 Electromagnetic type 4
1.3.3 Electrodynamics type 5

2. Working Principle 6-9

2.1 Levitation 6
2.2 Propulsion 7
2.3 Stability 8
2.4 Guidance 9
3. Evacuated Tube and Energy Source
10-11
3.1 Evacuated tube 10
3.2 Energy source 11

4. Comparison with AIRCRAFT AND CONVENTIONAL TRAINS

12-14

5. Economics 15

6. Merits and Demerits 16

7. Existing Maglev System 17-18

CONCLUSION 19

REFERENCES 20
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ABSTRACT
Magnetic Levitation is a technology that has been experimented with intensely over the past
couple decades. It wasn’t until the last ten years when scientists began to develop systems
that would use magnetic levitation as a means of transport. This paper outlines the methods
behind magnetic levitation, as well as the technologies implemented using the levitation. The
implementation of a large-scale transportation system using magnetic levitation has huge
social as well as economical effects. These aspects are looked at in a number of situations to
see if the effort in producing a system using magnets is worth the time and eff.
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1. INTRODUCTION

Some forces in this world are almost invisible to the naked eye and most people
throughout the world do not even know they exist. On one side you could say that
some of these forces are abstract feelings inside of a human being that have been
given names from man. These forces could be things like emotion, guilt, and even
ecstasy. On the other side you have solid concrete principles of how the world works.
These too have been given names by man, but these principles are not abstract and
have solid ground in science. These different principles are things like gravity,
electricity, and magnetism. Magnetism has been a part of the earth since the
beginning whether people realize it or not. It is due to the magnetism of the earth that
the world spins and thus creates things like gravity. The magnetism is created by the
processes within the core of the earth. The earth’s iron-ore core has a natural spinning
motion to it inside which creates a natural magnetic force that is held constant over
the earth. This creates magnetic forces that turn the earth into a large bar magnet.
The creation of North and South poles on the earth are due to this field.

From this magnetic field, we see things such as the aurora borealis. This is a small
electromagnetic storm in the atmosphere which creates a display for all to see. Not
only does magnetism provide us with amazing natural displays, but it also provides
for us amazing applications to society. One of these applications is magnetic
levitation. Magnetic levitation uses the concept of a magnets natural repulsion to
poles of the same kind. This repulsion has been harnessed and controlled in an
environment to help create a system of transportation that is both economically sound
and faster than most methods of transportation at this point.
In 1965 the Department of Commerce established the High Speed Ground
Transportation Act. Most early work on developing Maglev technology was
developed during this time. The earliest work was carried out by the Brookhaven
National Laboratory, Massachusetts Institute of Technology, Ford, Stanford Research
Institute, Rohr Industries, Boeing Aerospace Co., and the Garrett Corporation. In the
United States, though, the work ended in 1975 with the termination of Federal
Funding for high-speed ground transportation and research. It was at that time when
the Japanese and German developers continued their research and therefore came out
with the first test tracks.
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1.1 TECHNOLOGY OF MAGLEV TRAIN

The creation of magnetic forces is the basis of all magnetic levitation. The creation of a
magnetic field can be caused by a number of things. The first thing that it can be caused by is
a permanent magnet. These magnets are a solid material in which there is an induced North
and South Pole. These will be described further a little later. The second way that a magnetic
field can be created is through an electric field changing linearly with time. The third and
final way to create a magnetic field is through the use of direct current.
There are two basic principles in dealing with the concept of magnetic levitation. The first
law that is applied was created by Michael Faraday. This is commonly known as Faraday’s
Law. This will allow the direction of the magnetic field to be predictable and thus a set up can
be created for a specific purpose to maximize the force that is created.
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1.2 TYPES OF MAGNETIC LEVITATION

1.2.1 Permanent Magnets:-

The first type of levitation is the implementation through permanent magnets. These
magnets are made of a material that creates a north and a south pole on them.
The formal definition of a permanent magnet is “a material that retains its magnetic
properties after and external magnetic field is removed.”1 The whole idea behind
permanent magnets is that like ends will repel and opposite ends will attract.
Permanent magnets require very little if any maintenance. These magnets do not
require cryogens or a large power supply for operation. The magnetic field is
measured vertically within the bore of the magnet. The main disadvantages of a
permanent magnet are the cost of the magnet itself when put into large scale systems.
Another disadvantage is the varying changes in the magnetic field. The ability to
control a constant magnetic force from a permanent magnet is an on-going problem in
the application of these types of magnets. . Different applications that use these types
of magnets can be found in a number of different areas. Examples of these
applications are compasses, DC motor drives, clocks, hearing aids, microphones,
speedometers, and many more.

Figure 1:Permanent magnet

1
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1.2.2 Electromagnetic type:-

The basic idea behind an electromagnet is extremely simple. By running electric
current through a wire, you can create a magnetic field. When this wire is coiled
around a magnetic material (i.e. metal), a current is passed through this wire. In doing
this, the electric current will magnetize the metallic core. By using this simple
principle, you can create all sorts of things including motors, solenoids, heads for hard
disks, speakers, and so on. An electromagnet is one that uses the same type of
principles as the permanent magnet but only on a temporary scale. This means that
only when the current is flowing is there going to be an induced magnet. This type of
magnet is an improvement to the permanent magnet because it allows somebody to
select when and for how long the magnetic field lasts. It also gives a person control
over how strong the magnet will be depending on the amount of current that is passed
through the wire.

Figure 2 Electromagnetic magnets

1.2.3 Electrodynamics type:-

The ideas presented behind superconductive magnets are the same principles that are
at work in an MRI. Superconductive magnets are the most common of all the magnets, and
are sometimes called cry magnets. The idea behind the superconducting magnets is that there
is a material which presents no electrical resistivity to electrical current. Once a current has
been fed into the coils of this material, it will indefinitely flow without requiring the input of
any additional current. The way that a material is able to have such a low resistivity to
current is that it is brought to very low temperatures. The temperatures that are commonly
found in superconducting magnets are around -258oC. This is done by immersing the coils
that are holding the current into liquid Helium; this also helps in maintaining a homogenous
magnetic field over time. The advantage to the superconducting magnet is that they don’t
require constant power from a source to keep up the value of the current in the coils.
Although a disadvantage is that they require an expensive cryogen such as helium to operate
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correctly. The magnetic field is in the direction of the long axis of the cylinder or bore of the
magnet. Since the resistance in the coils can cause the current to decay, cryogens reduce the
resistance to almost zero, which will help maintain a homogenous magnetic field over time.

Figure 3 Electrodynamics magnet

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2. WORKING PRINCIPLE

2.1 Levitation:-
Support electromagnets built into the undercarriage and along the entire length of the
train pull it up to the guide way electromagnets, which are called ferromagnetic reaction rails.
The guidance magnets placed on each side of the train keep it centred along the track and
guide the train along. All the electromagnets are controlled electronically in a precise manner.
It ensures the train is always levitated at a distance of 8 to 10 mm from the guide way even
when it isn't moving. This levitation system is powered by on-board batteries, which are
charged up by the linear generator when the train travels. The generator consists of additional
cable windings integrated in the levitation electromagnets. The induced current of the
generator during driving uses the
Propulsion magnetic field's harmonic waves, which are due to the side effects of the grooves
of the long stator so the charging up process does not consume the useful propulsion
magnetic field. The train can rely on this battery power for up to one hour without an external

power source. The levitation system is independent from the propulsion system.

Figure 4: Levitation
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2.2 Propulsion:-
The synchronous long stator linear motor of the Maglev system is used both for
propulsion and braking. It is functioning like a rotating electric motor whose stator is cut
open and stretched along under the guide way. Inside the motor windings, alternating current
is generating a magnetic traveling field which moves the vehicle without contact. The support
magnets in the vehicle function as the excitation portion (rotor).
Propulsion system in the guide way is activated only in the section where the vehicle actually
runs. The speed can be continuously regulated by varying the frequency of the alternating
current. If the direction of the traveling field is reversed, the motor becomes a generator
which breaks the vehicle without any contact. The braking energy can be re-used and fed
back into the electrical network. The three-phase winded stator generates an electromagnetic
travelling field and moves the train when it is supplied with an alternating current. The
electromagnetic field from the support electromagnets (rotor) pulls it along. The magnetic
field direction and speed of the stator and the rotor are synchronized. The Maglev's speed can
vary from standstill to full operating speed by simply adjusting the frequency of the
alternating current. To bring the train to a full stop, the direction of the travelling field is
reversed. Even during braking, there isn't any mechanical contact between the stator and the
rotor. Instead of consuming energy, the Maglev system acts as a generator, converting the
breaking energy into electricity, which can be used elsewhere.

Figure 5:Propulsion
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2.3 Stability:-
For successful levitation and control of all 6 axes (degrees of freedom; 3 translational and 3
rotational) a combination of permanent magnets and electromagnets or diamagnets or superconductors
as well as attractive and repulsive fields can be used. From Earns haw’s theorem at least one stable
axis must be present for the system to levitate successfully, but the other axes can be stabilized using
ferromagnetism. Static stability means that any small displacement away from a stable equilibrium
causes a net force to push it back to the equilibrium point. Earns haw’s theorem proved conclusively
that it is not possible to levitate stably using only static, macroscopic, paramagnetic fields. The forces
acting on any paramagnetic object in any combinations of gravitational, electrostatic, and magneto
static fields will make the object's position, at best, unstable along at least one axis, and it can be
unstable equilibrium along all axes. However, several possibilities exist to make levitation viable, for
example, the use of electronic stabilization or diamagnetic materials (since relative magnetic
permeability is less than one); it can be shown that diamagnetic materials are stable along at least one
axis, and can be stable along all axes. Conductors can have a relative permeability to alternating
magnetic fields of below one, so some configurations using simple AC driven electromagnets are
self-stable. Dynamic stability occurs when the levitation system is able to damp out any vibration-like
motion that may occur.

Magnetic fields are conservative forces and therefore in principle have no built-in damping, and in
practice many of the levitation schemes are under-damped and in some cases negatively damped.[4]
This can permit vibration modes to exist that can cause the item to leave the stable region.

Figure 6 :Stability
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2.4 Guidance:-
Electronically controlled support magnets located on both sides along the entire
length of the vehicle pull the vehicle up to the ferromagnetic stator packs mounted to the
underside of the guide way. Guidance magnets located on both sides along the entire length
of the vehicle keep the vehicle laterally on the track. Electronic systems guarantee that the
clearance remains constant (nominally 10 mm). To hover, the Maglev requires less power
than its air conditioning equipment. The levitation system is supplied from on-board batteries
and thus independent of the propulsion system. The vehicle is capable of hovering up to one
hour without external energy. While travelling, the on-board batteries are recharged by linear
generators integrated into the support magnets.

The Maglev hovers over a double track guide way. It can be mounted either at grade or
elevated on slim columns and consists of individual steel or concrete beams up to 62 m in
length. Guidance or steering refers to the sideward forces that are required to make the
vehicle follow the guide way. The necessary forces are supplied in an exactly analogous
fashion to the suspension forces, either attractive or repulsive. The same magnets on board
the vehicle, which supply lift, can be used concurrently for guidance or separate guidance
magnets can be used. They use Null Flux systems, also known as Null Current systems, this
use a coil which is wound so that it enters two opposing, alternating fields. When the vehicle
is in the straight ahead position, no current flows, but if it moves off-line this creates a
changing flux that generates a field that pushes it back into line.

Figure 7: Guidance
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3. EVACUATED TUBE AND ENERGY SOURCE

3.1 Evacuated Tube

Some systems (notably the Swiss metro system) propose the use of
Victorians—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.

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 depressurize 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 ~21 minutes

Figure 8 Evacuated tube

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3.2 Energy Source:-

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 stabilizes 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 (energy per time) used for levitation can be
significant consuming up to 15% more power than a subway or light rail service. For short
distances the energy used for acceleration might be considerable.

The power used to overcome air drag increases with the cube of the velocity and
hence dominates at high speed. The energy needed per mile increases by the square of the
velocity and the time decreases linearly.) For example, two and half times as much power is
needed to travel at 400 km/h than 300 km/h.
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4 COMPARISON WITH CONVENTIONAL TRAIN AND AIRCRAFT

4.1 COMPARISON WITH CONVENTIONAL TRAIN

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.

Speed: - Maglev allows higher top speeds than conventional rail, but experimental
wheel-based high-speed trains have demonstrated similar speeds.

Maintenance: - Maglev trains currently in operation have demonstrated the need for minimal
guide way 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 exponentially with speed, also increasing maintenance.

Weather: - Maglev trains are little affected by snow, ice, severe cold, and rain or high winds.
However, they have not operated in the wide range of conditions that traditional
friction-based rail systems have operated. Maglev vehicles accelerate and decelerate faster
than mechanical systems regardless of the slickness of the guide way or the slope of the grade
because they are non-contact systems.

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 do not consider the
increased maglev construction costs.

Efficiency: - Conventional rail is probably 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
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efficiency. Some systems however such as the Central Japan Railway Company SC Maglev use
rubber tires at low speeds, reducing efficiency gains.

Weight: - The electromagnets in many EMS and EDS designs require between 1 and 2
kilowatts per ton. The use of superconductor magnets can reduce the electromagnets' energy
consumption. A 50-ton Tran’s rapid maglev vehicle can lift an additional 20 tons, for a total
of 70 tons, which consumes 70-140 kW. Most energy use for the TRI is for propulsion and
overcoming air resistance at speeds over 100 mph.

Weight loading: - High speed rail requires more support and construction for its concentrated
wheel loading. Maglev cars are lighter and distribute weight more evenly.

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.

Braking: - Braking and overhead wire wear have caused problems for the Fastest 360 rail
Shinkansen. Maglev would eliminate these issues.

Magnet reliability: -At higher temperatures magnets may fail. New alloys and
manufacturing techniques have addressed this issue.

Control systems: - No signaling systems are needed for high-speed rail, because such
systems are computer controlled. 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.
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4.2 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
Induct rack can approach 200:1 at high speed, far higher than any aircraft). This can make
maglev more efficient per kilometer. However, at high cruising speeds, aerodynamic drag is
much larger than lift-induced drag. Jets 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.

Routing: - While aircraft can theoretically take any route between points, commercial air
routes are rigidly defined. Maglevs offer competitive journey times over distances of 800
kilometers (500 miles) or less. Additionally, maglevs can easily serve intermediate
destinations.

Availability: - Maglevs are little affected by weather.

Safety: - Maglevs offer a significant safety margin since maglevs do not crash into other
maglevs or leave their guide ways. Combustible aircraft fuel is a significant danger during
takeoff and landing.

Travel time: - Maglevs do not face the extended security protocols faced by air travelers nor
are time consumed for taxiing, or for queuing for take-off and landing.
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5. ECONOMICS
The Shanghai maglev demonstration line cost US$1.2 billion to build. This total includes
capital costs such as right-of-way clearing, extensive pile driving, on-site guide way
manufacturing, in-situ pier construction at 25 metre 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 Long yang Road station is on the eastern outskirts of Shanghai.
Once the line is extended to South Shanghai Train station and Hongqiao Airport station,
ridership was expected to cover operation and maintenance costs and generate significant net
revenue.

The South Shanghai extension was expected to cost approximately US$18 million per
kilometre. In 2006 the German government invested $125 million in guide way 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.

The United States Federal Railroad Administration, in a 2005 report to Congress, estimated
cost per mile of between $50m and $100m
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6. MERITS AND DEMERITS

With that we come to the core issue, the pros and cons of the Maglev Train System that need
to be taken into consideration in order to determine whether it is really feasible when it comes
to the United States. Basically, the practice tracks are already in place in different parts of the
world; the US in no exception. More importantly, the Maglev Train System has already tasted
success in various countries, including Japan and China. On the basis of the performance of
existing maglevs, which include the ones that are in service as well as the ones which are
being tested, we were able to come up with the following advantages and disadvantages of
the system.
MERITS
1. High Level Of Safety
Synchronized propulsion makes collisions between maglevs unimaginable. If two trains were
placed simultaneously in the same guideway segment, they would be forced by the motor in
the guideway to travel at the same speed in the same direction. Instead, maglevs are using
their dedicated guideway without intersections. The infrastructure is designed to withstand a
collision with smaller objects, and because of the levitation, they glide above most of them.
Apart from an accident in 2006 caused by human error on a test track, maglev has a perfect
safety record with millions of kilometers of service history.
2. No Derailment
Magnetic levitation technology eliminated the safety risks of operating conventional rail
transportation systems. Transrapid vehicles wrap around the guideway beam, and the
SCMaglev levitates between the guideways, making a derailment virtually impossible.
3. Reliability
The benefits of maglev are hard to contest when it comes to reliability. The absence of
physical contact between the vehicle and the track significantly extends the lifespan of
maglevs. As a result of wheels, rails, and supporting machinery being replaced by
electromagnets (EMS system) or superconducting magnets (EDS system), there is less
mechanical failure.
4. High-Speed
Maglevs are famous for their incredible speed. They are as fast or faster than most propeller
aircraft. Conventional rail is not far off in the testing environment. The LGV Est French TGV
train has a record speed of 574.8 km/h (357 mph), which is not even 30 km/h slower than the
maglev record set by the L0 Series SCMaglev of 603 km/h (375 mph). The difference is a
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safe commercial operation. The L0 Series has an approved commercial top speed of 505
km/h (314 mph), whereas the current fastest operating conventional train, the CRH380 series
in China, is topping out at 350 km/h (217 mph).
5. Eco-Friendly
Maglev can use elevated guideways to minimize the disturbance to the natural environment,
including wildlife. The flexible alignment parameters allow the guideway to adapt to the
landscape. There are no direct emissions from the moving vehicles to affect air quality. The
indirect emissions resulting from energy production are getting lower as the energy grid gets
cleaner by the day.
6. Costs and Maintenance
Maglev's upfront higher cost of building dedicated tracks is compensated by the much lower
maintenance fees. In addition, due to automated non-contact technology, maintenance costs
for Transrapid system operation are significantly less than conventional high-speed rail
technology. Vehicle operation causes neither misalignment nor wear of the guideway
structure, equipment, and surfaces. Most moving mechanical components that wear down for
other technologies have been replaced by non-wearing electronic and electromagnetic
components in maglev systems like the German Transrapid or the Japanese SCMaglev. .
7. Energy Efficient
With its non-contact levitation and propulsion technology, highly efficient linear motor, and
low aerodynamic resistance, the maglev systems' energy consumption is very economical
compared to other transportation modes. There is no energy loss due to friction. Therefore the
faster the train, the larger the difference between maglev and conventional rail technology.
8. The Quietest Transportation System
Transrapid technology is much quieter than other traditional transportation systems as it does
not produce any rolling, gearing, or engine noise. Predominantly aerodynamic noise is
minimal even at 200 km/h. To put things into perspective, the German S-Bahn (city rail)
system going at 80 km/h is noisier than a maglev passing by at 200 km/h (80 / 73 decibel). It
is precisely as noise as the S-Bahn when the maglev travels already at 300 km/h: 80 dB. The
Transrapid emits less noise at 400 km/h than an ICE traveling at 300 km/h: 89 / 90 dB. It is,
therefore, the preferable technology both in urban and natural environments.
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DEMERITS
while the advantages of Maglev Train System may seem quite promising in themselves, they
are not enough to overshadow the biggest problem with the maglev trains: the high cost
incurred on the initial setup. While the fast conventional trains that have been introduced of
late, work fine on tracks which were meant for slow trains, maglev trains require an all new
set up right from the scratch.
1. Cost
Maglev trains are expensive to build and operate. The guide paths, magnetic coils, and other
materials used in maglev trains are costly.
Maglev trains require a new set of tracks, which is expensive and disruptive to communities.
2. Compatibility
Maglev trains can't use existing railway infrastructure, so they require a new set of tracks.
3. Energy use
Maglev trains use more energy at high speeds.
4. Environmental impact
Maglev trains may have negative environmental impacts, such as vibration and
electromagnetic radiation.
5. Noise and light pollution
Maglev trains may increase noise and light pollution.
6. Property values
Maglev trains may decrease property values..
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7. EXISTING MAGLEV SYSTEM

A)-Japan has a demonstration line in Yamanashi prefecture where test train SC Maglev

MLX01 reached 581 km/h (361 mph), slightly faster than any wheeled trains. These trains
use superconducting magnets which allow for a larger gap, and repulsive/attractive-type
electrodynamics suspension (EDS). In comparison Tran’s rapid uses conventional
electromagnets and attractive-type electromagnetic suspension (EMS).

On 15th 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 (27-mile) route between the cities of Uenohara and
Fuefuki, reaching speeds of up to 500 km/h (311 mph)

B) - San Diego, USA

General Atomics has a 120-metre test facility in San Diego that is used to test Union Pacific's 8 km
(5.0 mi) freight shuttle in Los Angeles. The technology is "passive" (or "permanent"), using
permanent magnets in a halfback 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.

C) - Southwest Jiao tong University, China

On 31 December 2000, the first crewed high-temperature superconducting maglev was tested
successfully at Southwest Jiao tong 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.

PROPOSED:-
1) Australia-
Sydney-Illawarra

A maglev route was proposed between Sydney and Wollongong. 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
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Illawarra line, between the cliff face of the Illawarra escarpment and the Pacific Ocean, with
travel times about two hours. The proposal would cut travel times to 20 minutes.

2) Melbourne-

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 Erdington Transport Report that did not investigate above-ground transport
options. The maglev would service a population of over 4 million and the proposal was
coasted at an$8 billion. However despite road congestion and Australia's highest road space
per capita, the government dismissed the proposal in favor of road expansion including an
A$8.5 billion road tunnel, $6 billion extension of the East link to the Western Ring Road and
a $700 million Frankston Bypass.

3) Italy-

A first proposal was formalized on April 2008, in Brescia, by journalist Andrew Spandau’s
who recommended a high speed connection between Malpensa airport to the cities of Milan,
Bergamo and Brescia. On 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). The travelling time would be reduced from the typical hour and a quarter
to around twenty minutes. The second part of the line would be a connection to Livorno, to
integrate maritime, aerial and terrestrial transport systems.

4) United Kingdom-

London – Glasgow: A line 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 favorable consideration by the government. The approach was rejected
in the Government White Paper Delivering a Sustainable Railway published on 24 July
2007Another high-speed link was planned between Glasgow and Edinburgh but the
technology remained unsettled
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CONCLUSION

• Maglev Transport Offers Many Major Benefits, Including – Very High Energy Efficiency,
Low Cost Transport – Does Not Use Oil, Helps Curb Global Warming – New U.S. Industry
with Many Thousands of Jobs & Billions of Dollars in Exports

• 1st Generation Passenger Only German and Japanese Maglev Systems Too Expensive --
Steel Wheeled HSR Systems Too Limited

• 2nd Generation U.S. Maglev-2000 System Much Lower in Cost and Much More Capable
Than 1st Generation Systems. – Can Carry High Revenue Highway Trucks, Freight
Containers, & Personal Autos – Levitated Travel on Existing RR Tracks in Urban and
Suburban Areas – Payback Time <5 years

• 25,000 Mile National Maglev Network and Electric Cars Will Eliminate Oil Imports By
2030

• U.S. Can Be World Leader in Maglev, But Must Act Now.

● They consume less energy.

● Require no engine.
● Move faster than normal trains because they are not affected by ground friction; their
rights-of-way, meanwhile, cost about the same to build.
● Incompatible with existing rail lines, unlike traditional high-speed rail.
● Initial cost is very high.
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