Christian Heymsfield

Lab Section 2

Magnetic Levitation Trains

Many of the far-reaching concepts of physics are thought provoking, but their

application in modern – day life is limited. The universe may or may not be expanding, but

there are plenty of pressing issues here on planet Earth. In this day and age, growing

populations and environmental regulations have put an increased strain on the transportation

industry. Engineers are looking for solutions that are efficient, clean, and economical. One idea

utilizing the properties of electromagnetism that shows promise is the maglev train. A maglev

(short for magnetic levitation) train has little in common with a traditional locomotive. It uses

a system of magnets and magnetic coils to float suspended over the rails. The elimination of

steel wheels and tracks greatly reduces friction. This allows maglev trains to reach

unprecedented ground speeds while being quiet and comfortable. In addition, maglev trains do

not require a constant supply of fuel, as they operate only on electricity. They produce no

harmful emissions as a byproduct. Does all this sound too good to be true? Commercially

operating maglev systems already exist. One is the low speed Linimo train in Japan. The other

is the Shanghai Maglev Train in China, capable of reaching speeds of 431 km/h (268 mph)

(Bonsor). In addition, testing facilities exist in Germany, Japan, and the United States.

Looking to the future, there are several proposals to implement maglev systems in metropolitan

areas in the United States and across the world.

The process of levitating a heavy object such as a train utilizes several fundamental

concepts of physics. It is common knowledge that like poles on magnets repel each other.

Conversely, a south pole-oriented magnet will draw a north pole-oriented magnet closer to

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itself. This concept is fundamental in the operation of magnetic levitation. To levitate and

propel a maglev train, the magnetic field attracting or repelling the train must be stronger than

the force of gravity on the train. To accomplish this, powerful electromagnets are used

(Bonsor). First, it is vital to know what an electromagnet is. An electromagnet is a conducting

material that creates a magnetic field when a current is applied. It consists of a core of

ferromagnetic material wrapped in a coil of wire (Daintith, Martin, 2010). When a current

passes through the coil of wire, a magnetic field is produced inside the coil of wire. The

stronger the current flowing through the wire is, the stronger the magnetic field. Increasing the

number of turns in the wire will also increase the strength of the field (Stewart 2011). This

magnetic field magnetizes the ferromagnetic material. The ferromagnetic material acts as a

permanent magnet, as long as electric current is flowing through the wire. Just as a permanent

magnet, the electromagnet will set up a north and south pole. However, unlike a permanent

magnet, the magnetic field of the electromagnet can be controlled by a varying current

(Bonsor). This property of the electromagnet is integral to the operation of one form of maglev

technology, called electromagnetic suspension (EMS).

In an electromagnetic suspension system, the chassis of the train is “wrapped” around

the tracks (Bonsor). Electromagnets are placed on the train’s undercarriage below the track.

The electromagnets are attracted to the steel track above, and the train is levitated above the

rails. Even at rest, the train maintains a separation of about one half-inch from the track

(Freeman 1993). The setup of an EMS train is shown below in Figure 1.

The method of propulsion for an EMS also relies on electromagnets. A maglev train

does not have a conventional “engine” or “motor”. Rather it moves forward due to the

interactions between the onboard electromagnets and propulsion coils embedded in the

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guideway rails (Bonsor). These propulsion coils exist throughout the distance of the track.

When power is supplied to the coils, they create a magnetic field that attracts the

electromagnets on the train. The current running through these coils is constantly varied and is

generated in different sections of the track. The coils preceding the train are sequentially

activated as the train moves down the tracks. By doing so, a traveling electromagnet wave is

created, and the train “chases” this wave down the track (Freeman 1993). Reversing the

magnetic field has the opposite effect; it is used as a braking mechanism (Freeman 1993).

An EMS system also employs a guidance system to maintain the distance between the

train and the track. This is required because of Earnshaw’s theorem. Earnshaw’s theorem

states that stable levitation cannot be achieved using only an arrangement of static magnets

(Gibbs and Geim 1997). Most often, a second set of electromagnets is used for guidance in

both the lateral and vertical directions (Freeman 1993). An electronic monitoring system

constantly measures the position of the train relative to the guideway. Current to the

electromagnets is adjusted to maintain the proper separation between train and track.

Stabilization of pitch, roll, and yaw is needed.

The Shanghai Maglev Train is an example of a maglev train employing EMS

technology. The train is a product of Transrapid International, a maglev company located in

Germany (Bonsor). Construction on the line began in 2001, and it was opened for commercial

use in 2004. It runs from Pudong International Airport to downtown Shanghai. The 19-mile

journey takes just eight minutes, with the train reaching a maximum speed of 431 km/h (268

mph) ("Shanghai Maglev Train" 2012). In fact, the Shanghai Maglev Train is the fastest train

in regular commercial service in the world. The train also achieves much higher rates of

acceleration than wheeled trains. It is extremely reliable; however, service like this comes at a

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price. Since the tracks are such an integral part of the maglev train, maglev trains require all

new infrastructure. Total construction cost of the Shanghai Maglev Train was at least $1.2

billion, or about $63 million per mile ("Shanghai Maglev Train" 2012). Even so, a plan to

extend the line to Hangzhou was proposed in 2006. The original total distance of the line was

to be 169 km (105 mi). Public protest stopped construction of the project in 2008.

Communities near the proposed line feared the possibility of electromagnetic radiation.

Nevertheless, the extension was given the green light by the government in 2010. The

completion of this project looks highly unlikely though. A non-maglev high speed connecting

Shanghai and Hangzhou was opened in 2010, and construction of the maglev line was

suspended once again ("Shanghai Maglev Train" 2012).

Electromagnetic suspension is not the only way to achieve magnetic levitation. A

maglev train could operate on a different system, called electrodynamic suspension (EDS).

Whereas EMS was considered an “attractive” system, EDS is a “repulsive” system (Freeman

1993). EDS works by taking advantage of some of the special properties of superconducting

magnets. When these materials are cooled to extremely low temperatures, they experience zero

electrical resistance (Powell and Danby 2003). Because of this, they consume virtually no

power, except that which is needed to maintain their operating temperature. These are mounted

to the bottom of the train, which levitates above the track. The track can be described as “U-

shaped.” The train lies in between the parallel rails of the guideway. The appearance of the

guideway can be seen in figure 4. Each side of the guideway consists of a series of conducting

loops. According to Faraday’s law, a changing magnetic flux through a closed conducting loop

will induce a current around that loop (Stewart 2011). In the case of the EDS maglev system,

the passing magnetic fields of the superconducting magnets will induce a current in the

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conducting loops of the guideway. This induced current repels the magnetic fields of the

superconducting magnets aboard the vehicle. Consequently, the train levitates at up to four

inches above the track (Bonsor). Unlike EMS, EDS does not achieve levitation at a standstill.

Due to the nature of the system, the current induced in the guideway is not great enough at slow

speeds to lift the train. Levitation is only possible above a certain point, about 20 to 50 mph

(Powell and Danby 2003). A secondary set of wheels is employed to take the train up to speeds

sufficient for liftoff.

The train in the EDS system is propelled by a linear synchronous motor. Similar to

EMS, sections of the track preceding the train are activated, pulling the vehicle forward.

Polarity of the coils behind the train is reversed, pushing the train. However, unlike EMS, EDS

is inherently stable (Freeman 1993). In addition to having propulsion coils, EMS uses a second

set of coils in the guideway for lateral stabilization. The distance between the train and

guideway is controlled by a null-flux system. If an external force pushes the train away from

the track, the magnetic field holding the train on the guideway is increased; if it moves closer to

the track, the repulsive force between the train and the guideway is increased (Powell and

Danby 2003). Thus EDS does not require an electronically controlled guidance system.

Some advantages of EDS are greater stability and reduced energy usage. A greater gap

between train and track means that it is better able to withstand external forces, such as wind

gusts (Freeman 1993). It can also be a safer option in the case of a power outage, because of its

auxiliary wheels. In addition, the superconducting magnets aboard an EDS train do not require

a continuous current to create a magnetic field. Therefore, operating costs are decreased,

perhaps by as much as one-half.

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 Application of electrodynamic suspension in maglev trains was first proposed by

American scientists James Powell and Gordan Danby in 1966. While research on this

technology never took hold in the United States, it became very popular in Japan. As early as

1972, a superconducting maglev test vehicle achieved stable levitation ("Technical Page -

Maglev Monorail Introduction"). By 1979, an unmanned test vehicle in Japan achieved a then

record speed of 321 mph ("Technical Page - Maglev Monorail Introduction"). Today, JR

(Japan Railways) Maglev is the foremost developer of EMS trains in the world. Their testing

facility consists of 11.4 miles of track, and is located in Yamanashi Prefecture, north of Mt.

Fuji (Railway Technical Research Institute). In 2003, the JR – Maglev MLX01 test vehicle

attained a speed of 581 km/h (361 mph) in a manned vehicle run ("History of Maglev R&D"

2010). The mark is a world speed record for rail vehicles. A year later, two JR Maglev trains

set the world record for fastest relative passing speed, when the vehicles passed each other with

a combined speed of 1,026 km/h (638 mph) ("History of Maglev R&D" 2010). These records

served as a great demonstration to showcase the capabilities of EMS maglev trains.

Tests done at the Yamanashi Testing Facility are part of a bigger plan, called the Chuo

Shinkansen. In 2011, the Japanese government approved construction of a maglev line

connecting Tokyo, Nagoya, and Osaka ("Chuo  maglev  project  endorsed" 2011). The total

proposed distance of the route is 550 km (342 mi). Interestingly enough, more than 60% of the

track will be in tunnels. Maglev trains are expected to make the journey from Tokyo to Nagoya

in 40 minutes and from Tokyo to Osaka in an hour. In doing so, they will achieve a maximum

speed of 505 km/h (314 mph) ("JR  Central  unveils  L0  maglev" 2010). The project will not

receive any government financing; it will be up to Japan Railways Central to raise the

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necessary funds, and it will not be an easy task. Total cost of the line was estimated in 2011 to

be 9 trillion yen, equivalent to about $117 billion ("Chuo  maglev  project  endorsed" 2011).

Construction on the Chuo Shinkansen is expected to begin in 2014. However,

preparations are already under way. The test track located at Yamanashi is currently being

extended to 42.8 km (26.6 mi). The construction of the extension is due to be finished in 2012

("Chuo maglev project endorsed" 2011). Once completed, it will be incorporated into the total

length of the Chuo Shinkansen.

So is maglev a viable option in the United States? While Germany and Asia have

shown their support for this new method of transportation, America has somewhat lagged

behind. Politicians have been slow to award funds to maglev projects, because of their high

start up costs. In the current state of our economy, the government is reluctant to invest in

projects that will not pay for themselves in the short term. Engineers at the Florida based

Maglev 2000 are optimistic that they can change perceptions of maglev in the US. The

company has developed their own maglev system, which is a second generation EDS system

based heavily on the work of Danby and Powell. The Maglev 2000 system will be cheaper

than German and Japanese systems, while also having the ability to transport freight and to

switch guideways at high speeds (Powell and Danby 2003). The company has an ultimate goal

of a National Maglev Network, a 16,000 - mile network serving 90 percent of the population

(Powell and Danby 2003).

In reality, the future of maglev in the U.S. is not too promising, at least in the near

future. A federal act in 1997 created the National Magnetic Levitation Transportation

Deployment Program. The goal of this act is to “demonstrate high speed maglev technology in

commercial service through a project of about 40 miles in length” (Federal Railroad

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Administration). Seven projects were selected to compete for funding from the Department of

Transportation. Of these seven, a plan to link the Baltimore and Washington D.C. areas and a

project in Pittsburgh, Pennsylvania were chosen for further consideration ("Maglev Projects").

The Baltimore-Washington Maglev Project was formed in 2001. Total cost of the 39.1-mile

maglev route was predicted to be $3.74 billion in 2002 ("Project Overview"). All that can be

said about the progress of this line is that it had completed its Draft Environmental Impact

Statement, as of 2003 ("Maglev Projects"). There have been no further developments. The

Pennsylvania High Speed Maglev Project is also still in the planning stages. The 54-mile route

was estimated in 2003 to cost $3.7 billion to construct ("PA Project Facts"). Ultimately, the

high start up expense of these railways has detracted government funding.

Despite its failure to completely enamor the American policymakers, the potential of

maglev cannot be denied. This technology is faster, safer, and less costly to operate, all while

requiring less maintenance because there are fewer moving parts. As the world’s supply of oil

becomes a bigger and bigger issue, the idea of clean transportation will get more attention. To

understand maglev, one must consider the two main forms of operation: electromagnetic

suspension (EMS) and electrodynamic suspension (EDS). EMS uses the attractive force

between electromagnets on the undercarriage of the train and magnetic coils in the guideway to

levitate and propel the train. EMS is the more established technology; a commercial maglev

train using EMS is currently operating in Shanghai, China. EDS differs from EMS by using

superconductors as magnets to levitate the train above the track. This allows EDS to eschew

the complex stability systems needed for EMS. Both forms of magnetic levitation meet our

need for a simple, high-performance, and environmentally friendly mode of transport. In

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conclusion, maglev represents the next logical step in the progression of transportation

technology.

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Figure  1  –  EMS  ([Link]-­‐[Link])  

Figure  2  -­‐  EMS  Propulsion  ([Link])

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 Figure  3  -­‐  The  Maglev  Track  (Bonsor)

Figure  4  -­‐  Guideway  at  the  Yamanashi  Test  Track  (Railway  Technical  Research  Institute)

  Figure  5  -­‐  Proposed  Route  of  the  Chuo  Shinkansen  (Powell  and  Danby) 11  
 References

Bonsor, Kevin. HowStuffWorks, "How Maglev Trains Work." Accessed November 25, 2012.
[Link]

"Chuo maglev project endorsed." Railway Gazette International. (2011).

Daintith, John; Martin, Elizabeth (2010). Dictionary of Science (6th Edition). (pp: 271).
Oxford University Press.

Dr. John and Gay Stewart, UPII Fall 2012 Course Guide Part II: Magnetism and Optics, (The
University of Arkansas, 2011), 291.

Federal Railroad Administration, "Maglev Projects." Accessed November 26, 2012.

Freeman, Richard, ed. The American Almanac. The New Federalist, 1993. s.v. "The Science of
Maglev." [Link] (accessed November 25,
2012).

Gibbs, Philip , and Andre Geim. "Is Magnetic Levitation Possible?." Last modified 1997.
Accessed November 26, 2012.
[Link]
[Link].

"JR Central unveils L0 maglev." Railway Gazette International. (2010).

Powell, James, and Gordon Danby. "MAGLEV The New Mode of Transport For the 21st
Century." 21st Century Science and Technology. no. Summer (2003): 43-50.
[Link] (accessed
November 25, 2012).

Railway Technical Research Institute, "History of Maglev R&D." Last modified 2010.
Accessed November 26, 2012.
[Link]

The Baltimore-Washington Maglev Project, "Project Overview." Accessed November 25,

The Monorail Society, "Technical Page - Maglev Monorail Introduction." Accessed November
26, 2012. [Link]

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The Pennsylvania High-Speed Maglev Project, "PA Project Facts." Accessed November 25,
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Wikipedia, "Shanghai Maglev Train." Last modified 2012. Accessed November 26, 2012.
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