MAGNETIC LEVITATION TRAIN

A Technical Seminar Report

Submitted in partial fulfillment of
the requirement for the B.Tech.
Under BijuPatnaik University of Technology, Rourkela.

Submitted By
HIMANSHU SEKHAR BEHERA ROLL NO. ME201310863

2016 - 2016

Under the guidance of

Mr. Achyutananda Panda

NATIONAL INSTITUTE OF SCIENCE & TECHNOLOGY

PALUR HILLS, BERHAMPUR, ODISHA – 761008, INDIA
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 efficient.

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ACKNOWLEDGEMENT

I give my sincere thanks to Mr. Achyutananda Parida, Seminar Advisor for giving me
the opportunity and motivating us to complete the seminar within stipulated period of
time and providing a helping environment.

I give my sincere thanks to Mr. Aruna Kumar Samantaray, Seminar Coordinator, for
helping me throughout my seminar and encouraging me to complete this seminar.

I acknowledge with immense pleasure the sustained interest, encouraging attitude and
constant inspiration rendered by Prof. Sangram Mudali (Director) & Prof. Geetika
Mudali (Placement Director) N.I.S.T. Their continued drive for better quality in
everything that happens at N.I.S.T. and selfless inspiration has always helped us to move
ahead.

Himanshu Sekhar Behera

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TABLE OF CONTENTS

ABSTRACT .......................................................................................................................... i
ACKNOWLEDGEMENT ...................................................................................................ii
TABLE OF CONTENTS ................................................................................................... iii
LIST OF FIGURES ............................................................................................................ iv
1. INTRODUCTION ........................................................................................................... 1
1.1 Technology of Maglev Train...................................................................................... 2
1.2 Types of Magnetic Levitation .................................................................................... 2
1.2.1 Permanent Magnets ............................................................................................ 2
1.2.2 Electromagnetic type ........................................................................................... 3
1.2.3 Electrodynamics type .......................................................................................... 4
2. WORKING PRINCIPLE ................................................................................................. 5
2.1 Levitation ................................................................................................................... 5
2.2 Propulsion................................................................................................................... 6
2.3 Stability ...................................................................................................................... 7
2.4 Guidance..................................................................................................................... 8
3. EVACUATED TUBE AND ENERGY SOURCE ........................................................ 10
3.1 Evacuated Tube ........................................................................................................ 10
3.2 Energy Source .......................................................................................................... 11
4. COMPARISON WITH CONVENTIONAL TRAIN AND AIRCRAFT ...................... 12
4.1 Comparison With Conventional Train ..................................................................... 12
4.2 Comparison with aircraft .......................................................................................... 14
5. ECONOMICS ................................................................................................................ 15
6. MERITS AND DEMERITS .......................................................................................... 16
7. EXISTING MAGLEV SYSTEM ................................................................................. 18
Australia- .................................................................................................................... 18
4) United Kingdom-.................................................................................................... 19
8. SUMMARY AND CONCLUSION .............................................................................. 20
REFERENCES .................................................................................................................. 21

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LIST OF FIGURES

Figure 1.1: Permanent magnet ............................................................................................. 3

Figure 1.2: Electromagnetic magnets .................................................................................. 3
Figure 1.3: Electrodynamics magnet ................................................................................... 4
Figure 2.1: Levitation........................................................................................................... 5
Figure 2.2: Propulsion .......................................................................................................... 7
Figure 2.3: Stability ............................................................................................................. 8
Figure 2.4: Guidance ............................................................................................................ 9
Figure 3.1 Evacuated tube.................................................................................................. 10

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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

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research and therefore came out with the first test tracks.

In 1990, legislative action directed the U.S. Army Corps of Engineers to implement and
prepare a plan for a National Maglev program. The Department of Transportation
(DOT), Department of Energy (DOE), and the Army Corp developed what is known as
the National Maglev Initiative which was a two year 25 million dollar program to assess
the engineering, economic, environmental and safety aspects of Maglev.

1.1Technology 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.

1.2Types 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.” 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

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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 1.1:Permanent magnet

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 1.2: Electromagnetic magnets

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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 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 1.3: 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 2.1: 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.

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Figure 2.2:Propulsion

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

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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 2.3:Stability

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.

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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 2.4: 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. TheRAND Corporation has depicted a vacuum tube
train that could, in theory, cross the Atlantic or the USA in ~21 minutes

Figure 3.1 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

4.1Comparison 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.

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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 efficiency. Some systems however such as the Central Japan Railway
CompanySC 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.

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Terrain: -Maglevs are able to ascend higher grades, offering more routing flexibility and
reduced tunneling.

4.2Comparison with aircraft

Differences between airplane and maglev travel:

Efficiency: - For maglev systems thelift-to-drag ratio can exceed that of aircraft (for
example Induct rackcan 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
The foremost advantage of maglev trains is the fact that it doesn't have moving parts as
conventional trains do, and therefore, the wear and tear of parts is minimal, and that
reduces the maintenance cost by a significant extent. More importantly, there is no
physical contact between the train and track, so there is no rolling resistance. While
electromagnetic drag and air friction do exist, that doesn't hinder their ability to clock a
speed in excess of 200 mph.

Absence of wheels also comes as a boon, as you don't have to deal with deafening noise
that is likely to come with them Maglevs also boast of being environment friendly, as
they don't resort to internal combustion engines. These trains are weather proof, which
means rain, snow, or severe cold don't really hamper their performance. Experts are of the
opinion that these trains are a lot safe than their conventional counterparts as they are
equipped with state-of-the-art safety systems, which can keep things in control even when
the train is cruising at a high speed.

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. As the present railway infrastructure is of

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no use for maglevs, it will either have to be replaced with the Maglev System or an
entirely new set up will have to be created―both of which will cost a decent amount in
terms of initial investment. Even though inexpensive as compared to EDS, it is still
expensive compared to other modes.

If the advantages and disadvantages of these trains are pitted against each other, it can be
a bit difficult to come to a concrete conclusion. While the high cost of initial set up is
something that a developed nation like the United States won't have to worry about, the
fact that the entire infrastructure has to be replaced with a new one will be something that
will have the experts in a catch-22 situation. But obviously, we will have to do away with
their disadvantages if we are to invest in maglev trains. If the commercial success of the
Shanghai maglev train is to be taken into consideration, these trains can be surely
considered the transport system of the future.

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7. EXISTING MAGLEV SYSTEM

A)-Japan has a demonstration line inYamanashi 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:-
Australia-
1) 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

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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 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 millionand 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 betweenPisa 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 PaperDelivering 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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SUMMARY AND 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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 MAGNETIC LEVITATION TRAIN

REFERENCES

[1] B. Ning, T. Tang, H. Dong, D. Wen, D. Liu, S. Gao, and J. Wang, “An
introduction to parallel control and management for high-speed railway systems,”
IEEE Trans. Intell. Transp. Syst., vol. 12, no. 4, pp. 1473– 1483, Dec. 2011
[2] R.S.He,Z.D.Zhong,B.Ai,J.Ding,Y.Yang,andA.F.Molisch,“Short-term fading
behaviour in high-speed railway cutting scenario: Measurements, analysis, and
statistical models,” IEEE Trans. Antennas Propag., vol. 61, no. 4, pp. 2209–2222,
Apr. 2013
[3] S. Atev, G. Miller, and P. Papanikolopoulos, “Clustering of vehicle
trajectories,”IEEE Trans. Intell. Transp. Syst., vol. 11, no. 3, pp. 647–657,Sep.
2010.
[4] http://en.wikipedia.org/wiki/Maglev
[5] http://www.circuitstoday.com/working-of-maglev-trains
[6] Magnetic Bearings by HILLYARD (pdf).
[7] J.Powell, G.Maise and J.Paniagu, “MAGLEV: A new concept for very low cost
transportation using technique of magnetic levitation.
[8] PMB by Gerhard Schweitzer (pdf).

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