Maglev Trains Explained

MAGLEV TRAINS 1BM02ME041
Chapter 1
Introduction
1.1 What is maglev?
Maglev is an acronym for Magnetic Levitation.
Magnetic levitation is a process by which an object is suspended above another
object with no other support but magnetic fields. The electromagnetic force is used to
counteract the effects of the gravitational force.
Magnetic levitation (maglev) is a relatively new transportation technology in
which noncontacting vehicles travel safely at speeds of 250 to 300 miles-per-hour or
higher while suspended, guided, and propelled above a guideway by magnetic fields. The
guideway is the physical structure along which maglev vehicles are levitated. Various
guideway configurations, e.g., T-shaped, U-shaped, Y-shaped, and box-beam, made of
steel, concrete, or aluminum, have been proposed.
The principal of a Maglev train is that floats on a magnetic field and is propelled
by a linear induction motor. They follow guidance tracks with magnets. These trains are
often referred to as Magnetically levitated trains, which is abbreviated to Maglev.
Although maglevs don't use steel wheel on steel rail usually associated with trains, the
dictionary definition of a train is a long line of vehicles travelling in the same direction -
it is a train.
1.2 How it works?
A maglev train floats about 10mm above the guide way on a magnetic field. It is
propelled by the guide way itself rather than an onboard engine by changing magnetic
fields (see right). Once the train is pulled into the next section the magnetism switches so
that the train is pulled on again. The Electro-magnets run the length of the guideway.
Dept Of Mechancial Engg 1 BMSCE

Chapter 2
History Of Maglev
In the early 1900s, Emile Bachelet first conceived the concept of a magnetic
suspension using repulsive forces generated by alternating currents. Bachelet's ideas for
EDS remained dormant until the 1960s when superconducting magnets became available,
because his concept used too much power for conventional conductors. In 1922,
Hermann Kemper in Germany pioneered attractive-mode (EMS) Maglev and received a
patent for magnetic levitation of trains in 1934. In 1939-43, the Germans first worked on
a real train at the ATE in Goettingen. Kemper presented the basic design for pratical
attractive-mode maglev in 1953. The Transrapid (TR01) was built in 1969.
Maglev development in the U.S. began as a result of the High-Speed Ground
Transportation (HSGT) Act of 1965. This act authorized Federal funduing for HSGT
projects, including rail, air cushion vehicles, and Maglev. This government largesse gave
the U.S. researchers an early advantage over their foreign counterparts. Americans
pioneered the concept of superconducting magnetic levitation (EDS,) and they dominated
early experimental research. As early as 1963, James Powell and Gordon Danby of
Brookhaven National Laboratory realized that superconductivity could get around the
problems of Bachelet's earlier concepts. In 1966, Powell and Danby presented their
Maglev concept of using superconducting magnets in a vehicle and discrete coils on a
guideway. Powell and Danby were awarded a patent in 1968, and the Japanese for use
eventually adopted their work in their system. Powell and Danby were awarded the 2000
Benjamin Franklin Medal in Engineering by the Franklin Institute for their work on EDS
Maglev.
In 1969, groups from Stanford, Atomics International and Sandia developed a
continuous-sheet guideway (CSG) concept. In this system, the moving magnetic fields of
the vehicle magnets induce currents in a continuous sheet of conducting material such as
aluminum. Several groups, including MIT (Kolm and Thornton, MIT, 1972,) built 1/25th
scale models and tested them at speeds up to 27 m/s (97.2 km/h.) The CSG concept is
alive and well in 2001 with the Magplane. EDS systems were also being developed in the
US in the early '70s, including work by Rohr, Boeing, and Carnegie-Mellon University.
Maglev research in the US came to a screeching halt in 1975 when the Federal
government cut off the funds to HGST research.
Maglev research continued in Germany and Japan. Here's the history of each:
Germany
Transrapid 01 1969- Built by Krauss-Maffei, first practical EMS levitation
Transrapid 02 1971- Operated by K-M on a .93km track with EMS, max speed 164km/h
Transrapid 03 1972- Operated by K-M on .93km track, max speed 140km/h
Transrapid 04 1973- Operated by K-M on a 2.4km track, EMS support
HMB1 1975- First vehicle with long armature LSM and EMS by T-H

HMB2 1976- First passenger-carrying vehicle by Thyssen-Henshel.

Transrapid 05 1979- Emsland Test facility started; Carried passengers up to 75km/h
Transrapid 06 1983/4- First 21.5 km of Emsland opened; 302km/h achieved
Transrapid 07 1993- Achieves speed of 450 km/h
Transrapid 08 1999- Current system; is the only COTS
system available today.
Japan
1972- Experimental superconducting maglev test vehicle
ML-100 succeeded in 10 cm levitation.
1977- Test run of ML-500 vehicle on inverted-T guideway
1979- Unmanned ML-500 test vehicle achieved speed record
of 517 km/h (321 mph)
1980- Test run of MLU001 vehicle of U-shaped guideway
1987- Speed of 400.8 km/h (249 mph) achieved by 2-car
manned vehicle
1990- Yamanashi Maglev Test Line construction plan
approved
1996- 18.4km section of YMTL completed; MLX01 (3 cars) delivered
1997- Tests of MLX01 started. Speed record of 550 km/h (342 mph) on 12/24/97
1999- New speed record of 552 km/h (343 mph) in TMTL
2005-Tokyo-Osaka route scheduled to be finished.

Chapter 3
Fundamentals of Physics
3.1 Fundamentals Of Maglev

When a magnet approaches a copper plate the changing field from the magnet
causes the electron-see of the copper to swirl in a loop-shaped path. All metals, even non
magnetic ones, are full of electron -fluid, and when magnetic fields are moved through it,
they apply a pumping force to the electron. In physics-speak, the moving magnet induces
an electric current. This circular current itself acts like an electro-magnet, and creates a
magnetic field of its own. This fields repels the incoming magnet. As a result, magnets
repel all metals, especially the good conductors like copper and aluminum. However, the
repulsion force only exists briefly after the magnet approaches the metal. The electrical
resistance of the metal rapidly slows the circulating current. As a result, when you bring a
magnet near a piece of non-magnetic metal, the magnet and metal repels each other, but
only for a fraction of a second. Drop a magnet onto a copper plate, and the magnet is
slowed slightly, but does not hover. But if the magnet could keep moving, or if the metal
plate was spinning fast, then the approaching new regions of metal would cause the
current to renew itself and the repulsion force would not die away.
Another way to make magnet hover use a superconductor. When a magnet
approaches a superconductor plate, it induces a circle of moving charge. Since the
superconductor has no resistance, the current will never be slowed, the repelling fields
will not die away, and the magnet will hover. But superconductors require super-cold
liquid nitrogen for their operation.
Here are some of the basic principles of physics that are related to maglev are discussed
in this section.
3.1.1 Moving Charge & magnetic field

Magnetism is a phenomenon that occurs when a moving charge exerts a force on
other moving charges. The magnetic force caused by these moving charge sets up a field
which in turn exerts a force on other moving charges. This magnetic field is found to be
perpendicular to the velocity of the current. The force of the field diminishes with
distance from the charge.

Magnetic force is dependent on:

• Length of wire
• Current
• Magnetic field strength
3.1.2 Current
A current is a moving charge. Moving charges set up magnetic fields. There are
two basic setups which can be used for this purpose as seen in the above two illustrations.
Direction of the force is perpendicular to current direction and magnetic field. The
repulsion or attraction between two parallel wires is of particular importance to magnetic
levitation. If the currents flow in the same direction (as shown), the wires attract. If the
current flow in opposite directions, the wire repel
i1 = current in wire 1
i2 = current in wire 2
F21= Force Exerted by magnetic wire 2 on 1
B1 = Magnetic field
D = distance between two wires
3.1.3 Faraday's Law Of Induction (Lenz’s law)

In conclusion from the experiments conducted, scientist have concluded that a
change in the magnetic field through a current loop produces a current in that wire. It
states that a change in the magnetic field through a current loop produces a current in that
wire.
More scientifically, a change in magnetic flux through a given area induces a
current in the loop to oppose a change in the flux.
3.1.4 Super conductivity and critical temperature:

The resistance offered by certain metals, alloys and chemical compounds
to the flow of electric current abruptly drops to zero below a threshold temperature this
phenomenon is called superconductivity and the threshold temperature is called critical
temperature

The dependence of resistance (R) of a superconductor on temperature (T) is as

shown in fig. The resistance of a superconductor in the non superconducting state
decreases with decrease in temperature as in the case of normal metal, and at a particular
temperature Tc, the resistance abruptly drops to zero. Tc is called critical temperature. Tc
is different for different for superconductors.
3.1.5 Meissner Effect:

A super conducting material kept in a magnetic field expels the magnetic
flux out of its body when it is cooled below the critical temperature. This effect is called
Meissner Effect.

Chapter 4
Principle of Maglev
Maglev is a system in which the vehicle runs levitated from the guideway
(corresponding to the rail tracks of conventional railways) by using electromagnetic
forces between superconducting magnets on board the vehicle and coils on the ground.
It works on three mechanisms namely,
1. Magnetic levitation
2. Lateral guidance
3. Propulsion
4.1 Principle of magnetic levitation

The "8" figured levitation coils are installed on the sidewalls of the guideway.
When the on-board super conducting magnets pass at a high speed about several
centimeters below the center of these coils, an electric current is induced within the coils,
which then act as electromagnets temporarily. As a result, there are forces, which push
the superconducting magnet upwards, and ones, which pull them upwards
simultaneously, thereby levitating the Maglev vehicle.

4.2 Principle of lateral guidance

The levitation coils facing each other are connected under the guideway,
constituting a loop. When a running Maglev vehicle, that is a superconducting magnet,
displaces laterally, an electric current is induced in the loop, resulting in a repulsive force
acting on the levitation coils of the side near the car and an attractive force acting on the
levitation coils of the side farther apart from the car. Thus, a running car is always located
at the center of the guideway.
4.3Principle of propulsion
A repulsive force and an attractive force induced between the magnets are used to
propel the vehicle (superconducting magnet). The propulsion coils located on the
sidewalls on both sides of the guideway are energized by a three-phase alternating current
from a substation, creating a shifting magnetic field on the guideway. The on-board
superconducting magnets are attracted and pushed by the shifting field, propelling the
Maglev vehicle
.

Chapter 5
TYPES OF MAGLEV
There are basically three types of maglev systems depending on the levitation
1. Electromagnetic suspension (EMS
2. Electrodynamic Suspension (EDS)
3. Inductrack
4.
The two principal means of levitation illustrated are
5.1 Electromagnetic suspension (EMS):

EMS system depends on attraction force. Most of the vehicles rides above the rail
but magnets wrap beneath the rail. It is an attractive force levitation system whereby
electromagnets on the vehicle interact with and are attracted to ferromagnetic rails on the
guide way. EMS was made practical by advances in electronic control systems that
maintain the air gap between the vehicle and guide way, thus preventing contact.
Changing the magnetic field in response to the vehicle or guide way air gap
measurements compensates for variations in payload weight, dynamic loads and guide
way irregularities.
5.2 Electrodynamics suspension (EDS):

EDS system is based on repulsion force. It employs magnets on the moving
vehicle to induce currents in the guide way. Resulting repulsive force produces inherently
stable vehicle support and guidance because the magnetic repulsion increases as the
vehicle/guide way gap decreases. However, the vehicle must be equipped with wheels or
other forms of support for "takeoff" and "landing" because the EDS will not levitate at

speeds below approximately 25 mph. EDS has progressed with advances in cryogenics
and super conducting magnet technology.
Electromagnetic Electrodynamic
Suspension Suspension
5.3 Inductrack
A newer, perhaps less-expensive, system is called "Inductrack". The technique

has a load-carrying ability related to the speed of the vehicle, because it depends on
currents induced in a passive electromagnetic array by permanent magnets. In the
prototype, the permanent magnets are in a cart; horizontally to provide lift, and vertically
to provide stability. The array of wire loops is in the track. The magnets and cart are
unpowered, except by the speed of the cart. Inductrack was originally developed as a
magnetic motor and bearing for a flywheel to store power. With only slight design

changes, the bearings were unrolled into a linear track. Inductrack was developed by
physicist Richard Post at Lawrence Livermore National Laboratory.
Inductrack uses Halbach arrays for stabilization. Halbach arrays are arrangements of
permanent magnets that stabilize moving loops of wire without electronic stabilization.
Halbach arrays were originally developed for beam guidance of particle accelerators.
They also have a magnetic field on the track side only, thus reducing any potential effects
on the passengers
5.4 Pros and Cons of different technologies
Each implementation of the magnetic levitation principle for train-type travel involves
advantages and disadvantages. Time will tell as to which principle, and whose
implementation, wins out commercially.
Technology Pros Cons
EMS Trains do not have to carry Guideway includes stator packs along
(Electromagnetic) their propulsion system; can entire length, which add cost to
attain very high speeds (up to construction, but do enable high
500km/h); magnetic fields speeds without vehicle weight
inside and outside the vehicle penalty.
are insignificant; highly
reliable computer controlled
operations; proven,
commercially available
technology
Superconducting Powerful onboard Strong magnetic fields onboard the
EDS superconducting magnets train make the train inaccessible to
(Electrodynamic) enable highest recorded train passengers with pacemakers; vehicle
speeds (581 km/h) and heavy must be wheeled for travel at low
load capacity; has recently speeds; system per mile cost still
demonstrated (Dec 2005) considered prohibitive; the system is
successful operations using not yet out of prototype phase.
high temperature

superconductors (HTS) in its

onboard magnets, cooled
with inexpensive liquid
nitrogen.
Inductrack Failsafe suspension - no Requires wheels. New technology that
System power required to activate is still under development (2005) and
(Permanent magnets; can generate has as yet no commercial version or
Magnets) enough force at low speeds full-scale system prototype.
(around 5 km/h) to levitate
maglev train; in case of
power failure cars slow down
on their own in safe, steady
and predictable manner
before coming to a stop
It must be noted, that the Inductrack and the Superconducting EDS are only levitation
technologies. In both cases, vehicles need some other technology for propulsion. A linear
motor is used for propulsion in Japanese Superconducting EDS MLX01 maglev.
Inductrack, should it ever be developed into a commercial transport technology, will have
to solve the propulsion problem, as well as the need to deliver the propulsion energy
onboard (due to itself being a completely passive technology). A Jet engine or a linear
motor are being considered.
Neither Inductrack nor the Superconducting EDS are able to levitate vehicles at a
standstill, although Inductrack provides levitation down to a much lower speed. Wheels
are required for both systems, whereas EMS systems are wheel-less.
The German Transrapid, Japanese HSST (Linimo), and Korean Rotem maglevs levitate
at a standstill, with electricity extracted from guideway using power rails for the latter
two, and wirelessly for Transrapid. If guideway power is lost on the move, the Transrapid
is still able to generate levitation down to 10 km/h speed, using the power from onboard
batteries. This is not the case with the HSST and Rotem systems.
Chapter 6
Advantages and Disadvantages
6.1 Inherent Advantages
• Much greater mobility

• Freedom from delays due to traffic congestion and weather conditions

6.2 Environmental Advantages

• Minimum land use and environmental impact.
• Zero pollution – much less energy than autos, trucks and airplanes.
• No carbon di oxide emissions when powered by solar, wind , hydro and other
forms of non fossil power.
6.3 Consumer Benefits

• Major reductions in travel costs, for both passengers and freight.
• Much greater passenger comfort, through greater seating space and absence of
vibration and noise
6.4 New markets and opportunities

• Long distance, low cost transport of water.
• Ultra high-speed transport over continental distances.
• Ultra low cost launch of pay loads in orbits.
6.5 What is the disadvantages with Maglev
There are several disadvantages with maglev trains.
• Maglev guide paths are bound to be more costly than conventional steel railways.
• The other main disadvantage is lack with existing infrastructure. For example if a
high speed line between two cities it built, then high speed trains can serve both
cities but more importantly they can serve other nearby cities by running on
normal railways that branch off the high speed line.
• The high-speed trains could go for a fast run on the high-speed line, then come off
it for the rest of the journey. Maglev trains wouldn't be able to do that; they would
be limited to where maglev lines run. This would mean it would be very difficult
to make construction of maglev lines commercially viable unless there were two
very large destinations being connected.
Chapter 7
Applications
The principal application for maglev has always been considered to be the high
speed transport of passengers between major centers of population. Maglev is often
viewed as a sort of super-speed train that competes with airplanes for inter-city

passengers. Moreover, potential maglev systems are generally examined in the context of
routes between major population centers in a country or a region.
Maglev has many other applications, however, where it offers great advantages and
benefits, and where systems can payback their construction cost in a much shorter time
than an intercity passenger route.
Maglev finds application in the following fields:
 Intercity Passengers
 Intercity Trucks
 Mach 3 Maglev
 Water Train
 Maglev for Mining
 Maglev Land Bridge
7.1 Intercity Passenger
As we enter the 21st Century, long distance travel remains dominated by the
transport modes developed in the early decades of the 20th Century. In the United States,
virtually all intercity passenger travel is by private autos or commercial airlines. Trains
and buses carry only a small percentage of intercity passengers. The fractional split
between air and auto modes depends on distance - for trips less than approximately 1000
miles, most travelers choose to drive, while for longer trips, most choose airplanes.
Intercity passenger travel is big business in the US. While autos and airplanes
have served us well in the past, their limitations are becoming ever more apparent. Unit
costs, whether cents per passenger mile for air travel, or cents for vehicle mile for autos,
are high, and will go higher as the world's petroleum becomes scarcer and more
expensive.
First, maglev guideways are readily adaptable to existing rights of way and
terrain with minimal environmental impact, and can carry enormous volumes of
passengers. A 2-way maglev guideway system, for example, requiring a right of way less
than 50 feet in width, could easily carry over 100,000 passengers per day. Because the
guideway is constructed as a narrow beam on piers with a small footprint, its effect on the
local terrain is minimal, compared to that for conventional highways. In fact, in many
locations, maglev guideways would be built alongside already existing highways using
their rights of ways, and would not need new land.
Second, because maglev travel is independent of weather and can be reliably and
precisely scheduled, delays and congestion will be virtually eliminated.

Third, since maglev uses much less energy than autos and airplanes, and because
its energy is not supplied from petroleum, it is not hostage to rising oil prices. Instead,
maglev vehicles can be powered by solar, wind, or hydro renewable energy, or by coal
fired power plants.
Fourth, maglev's high guideway capacity and low energy costs lead to total travel
costs, in cents per passenger mile, that are much less than those for auto and air transport.
The cost per passenger mile for a typical maglev trip should be less than ½ of that for air
travel.
Fifth, because of its low energy usage, maglev travel will be much more
comfortable and luxurious than air travel. The M-2000 vehicle is designed to carry 100
passengers in first class seating style at prices far below those for air economy class.
Moreover, the vibration and noise that travelers experience on airplanes is completely
absent from maglev vehicles. Riding in a maglev vehicle will be like sitting in your living
room - the only sensation of motion will be visual, as the scenery flashes by.
A National Maglev Network based on the M-2000 maglev system will provide
fast, low cost intercity travel for virtually all Americans in the early decades of the 21st
Century. Following the proposal of Senator Daniel Patrick Moynihan, the National
Network would be built alongside existing Interstate Highways using the rights of way.
The National Network illustrated here has 16,000 miles of M-2000 guideway, compared
to the total 42,000 miles of Interstate. 70% of the US population live within 15 miles of a
maglev station on the Network, and over 90% are in states served by it.
To travel to any part in the US served by the Network, a person would only need
to go to his or her nearby station and wait a few minutes for the next maglev vehicle to
take them to the appropriate hub point. Because of the low operating cost for maglev
vehicles, and the fact that they are not mechanically stressed and do not wear out, in
contrast to autos, planes, and trains, advance reservations and ticket purchases would not
be needed. Hub points would be located on the Network where several maglev lines met -
for example, New York, Chicago, Denver, and so forth.

All maglev stations would be located off-line, so that vehicles would not
need to slow
7.2 Intercity trucks
Intercity truck transport is an enormous business in the United States. We spend

over 260 billion dollars annually on intercity truck transport, more than four times the
amount spent on Intercity Passengers transport.
Many of these intercity trucks move on Interstate Highway routes, such as US-80
(New York to Chicago), US-95 Boston to Florida), and US-5 (San Diego to San
Francisco) and other highways. A daily 2-way traffic of 10,000 trucks or more - on some
routes 20,000 trucks - is common. The trucks often form an almost continuous line, with
as many trucks on the highway as automobiles.
The M-2000 maglev system can transport freight containers and truck trailers in a
faster, lower cost, safer, and less polluting manner than if they traveled on the highway.
The same M-2000 guideway that transports passenger vehicles can also transport vehicles
that carry a truck trailer.
7.3 Mach 3 maglev
Because there are no mechanical contact between the Maglev vehicles and its
guideway, friction and wear do not impose any limit on the speed of the vehicle. The only
limits are air drag and the straightness of the guideway. At ground level, in the Earth's
atmosphere, air drag constrains the maximum speed of a maglev vehicle to a practical
limit of about 300 mph. Since air drag on a vehicle is proportional to the cube of the
vehicle's speed, trying to go much faster simply consumes too much energy. Moreover,
the aerodynamic noise generated at much higher speeds would be objectionable in
populated areas. Japan has demonstrated satisfactory operation of Maglev vehicles at
speeds up to 350 mph on its guideway in Yamanashi Prefecture.
If the Maglev vehicles operate in a low-pressure tunnel, however, air drag is effectively
zero and no longer a factor, so that vehicles can travel at speeds of thousands of miles per
hour. There still is a small magnetic drag due to power losses in the normal metal loops
on the guideway, but this does not impose any practical limit. The magnetic drag power,
in fact, is constant with speed while the magnetic drag force decreases as (1/velocity). A
typical 100 passenger, 40 ton Maglev vehicle, for example, would experience a magnetic
drag force of only 0.001 g at 2000 mph.
7.4 Water Train
Water scarcity is the number one resource problem in the world today, according
to the United Nations and other organizations concerned with international issues. Almost
half of humanity now lives in water scarce regions.

Many countries now use more than 40% of their total renewable water supply. Since
water availability can vary widely from region to region inside a country, even when
there is surplus water in one region, there can be severe scarcity in another. Moreover, in
many regions, people are pumping out underground water that is not replaced by rainfall.
This "mining" of fossil water depletes the aquifer, causing wells to dry up and the ground
to crack and settle. Much of the American Southwest has been over-pumped, including
large parts of California, Nevada, Arizona, New Mexico, as well as parts of the High
Plains region. Many other regions of the world are being over-pumped, including the
Mid-East, Mexico, parts of China and Africa and so on. In a few years, most of these
aquifers will cease to yield water, precipitating a crisis in supply. The available options to
avert future water supply crises are limited. Desalination is prohibitively expensive and
consumes enormous amounts of costly and scarce oil and gas fuels. The current cost of
desalination is approximately $6.00 per 1000 gallons and is only practical for Mid-East
countries with ample amounts of low cost oil and gas. Transport of water in tankers is too
expensive to be practical for long distances, while towing of icebergs to arid regions does
not appear feasible. As a result, pipelines appear to be the only practical option for the
long distance transport of water. However, pipelines have limitations. They are very
expensive, require large amounts of pumping power, and are not suited to hilly and
rolling
In order to achieve the very low transport cost needed, the Water Train vehicles
must carry considerably greater weight than passenger and freight vehicles. The weight
of a loaded Water Train vehicle is on the order of 200 tons, as compared to 40 to 50 tons
for the vehicles that carry and Intercity Passengers. To handle such large weights at low
cost, the guideway is modified from the M-2000 guideway used for passenger and freight
transport. For the M-2000 Water Train System, the narrow beam guideway is located on-

grade rather than elevated on piers. This greatly reduces structure cost. In addition, iron
plates are positioned along the upper edges of the guideway beam. The magnetic
interaction between the vehicle magnets and the guideway iron plates levitates the
vehicle, effectively making it weightless. The passive aluminum loops in the guideway
stabilize the vehicle laterally and vertically. In particular, the vertically unstable lift force
from the iron lift plates is overcome by the aluminum guideway loops, providing net
vertical stability. A magnetic restoring force that pushes it back to the equilibrium point
automatically counters any displacement of the vehicle from its equilibrium suspension
point.
After delivering its load of water, the water balloon on the vehicle is collapsed,
which greatly reduces cross sectional area. This in turn greatly reduces the air drag on the
vehicle on its return to pick up the next load of water for transport.
7.5 Maglev for mining
The mining of coal fuel and metal ores is a major industry involving hundreds of
open pit and underground mines located around the world. A large fraction of the cost of
coal and ores is due to the need to transport the valuable product, as well as waste rock,
from the deep underground or open pit mine site.
In open pit mines, giant trucks costing up to a million dollars each, carry ore from the
bottom of the pit to its rim and beyond, where it is locally processed or shipped by rail to
a distant plant. The trucks have to slowly wind their way up the spiral haulage road on the
wall of the pit. A direct maglev line up the sidewall of the pit would move the ore much
more rapidly, and at much lower cost.
In underground mines an extensive and very expensive shaft and tunnel system is
required to transport ore and waste rock to the surface. Mine cars, or conveyer belts,
move the ore and rock horizontally from the working face through long tunnels to the
shaft, or shafts, where it is vertically lifted for thousands of feet to the surface. Typically,
the volume of waste rock which must be extracted in order to construct the vast network
of tunnels and shafts is much greater than the volume of actual ore.
Using a maglev M-2000 mining system, the valuable ore could be lifted along angled
shafts that followed the actual ore veins, instead of through the network of horizontal
tunnels and vertical shafts. This would greatly reduce the volume of waste rock to be
excavated, and consequently the cost of the product ore. In addition, the maglev mining
system would greatly reduce the number of engine powered underground ore carriers,
reducing both the operating cost and the pollution of the miner's air supply.

7.6 Maglev Land Bridge
Ships are the only practical way to move large amounts of bulk material between
continents, and often, the most cost effective way to move material from one point to
another on the same continent. Unit cost for bulk transport by ship is approximately one
cent per ton-mile, compared to several cents per ton mile by railroad, and several tens of
cents per ton-mile by truck.To reduce the distance that ships have to travel, canals have
been built at key spots. The most famous of these are the Panama Canal, intended to
eliminate passage around Cape Horn at the tip of South America, and the Suez Canal,
intended to eliminate passage around The Cape of Good Hope at the tip of South
Africa.While these canals cut off thousands of miles from shipping routes, economics are
forcing the use of giant ships, which are too large to pass through the canals. These ships
then have to go the long way around, increasing cost and fuel consumption.Maglev can
rapidly move materials at low cost across land portions of a shipping route, eliminating
the need to travel thousands of extra miles. Using maglev, a container ship would unload
its cargo at one end of the land portion, or "land bridge". The containers would then
rapidly move via a M-2000 maglev guideway to the far end of the land bridge, where
they would be loaded onto a second ship, to continue to their final destination.
Chapter 8
General Discussion
8.1 What is the need for Maglev?

• Faster trips - high peak speed and high acceleration/braking enable average
speeds three to four times the national highway speed limit of 65 mph (30 m/s)
and lower door-to-door trip time than high-speed rail or air (for trips under about
300 miles or 500 km). Still higher speeds are feasible. Maglev takes up where
high-speed rail leaves off, permitting speeds of 250 to 300 mph (112 to 134 m/s)
and higher.
• Maglev has high reliability and less susceptible to congestion and weather
conditions than air or highway travel. Variance from schedule can average less
than one minute based on foreign high-speed rail experience. This means intra
and intermodal connecting times can be reduced to a few minutes (rather than the
half-hour or more required with airlines and Amtrak at present) and that
appointments can safely be scheduled without having to consider delays.
• Maglev gives petroleum independence - with respect to air and auto because of
Maglev being electrically powered. Petroleum is unnecessary for the production
of electricity. In 1990, less than 5 percent of the Nation's electricity was derived
from petroleum whereas the petroleum used by both the air and automobile modes
comes primarily from foreign sources.
• Maglev is less polluting - with respect to air and auto, again because of being
electrically powered. Emissions can be controlled more effectively at the source
of electric power generation than at the many points of consumption, such as with
air and automobile usage.
• Maglev has a higher capacity than air travel with at least 12,000 passengers per
hour in each direction. There is the potential for even higher capacities at 3 to 4
minute headways. Maglev provides sufficient capacity to accommodate traffic
growth well into the twenty-first century and to provide an alternative to air and
auto in the event of an oil availability crisis.
• Maglev has high safety - both perceived and actual, based on foreign experience.
• Maglev has convenience - due to high frequency of service and the ability to
serve central business districts, airports, and other major metropolitan area nodes.
• Maglev has improved comfort - with respect to air due to greater roominess,
which allows separate dining and conference areas with freedom to move around.
The absence of air turbulence ensures a consistently smooth ride
8.2 Maglev Suspension Versus Wheeled Suspension
The advantages of maglev trains over wheeled trains are as follows

1) Wheels produce medium to high environmental noise levels.
2) Wheeled systems rely on propulsion through wheel-rail friction, and the high
aerodynamic drag forces lead to upper speed limits due to limited wheel-rail adhesion.
3) Maglev vehicles can accelerate and decelerate rapidly and bank steeply on curves.
4) Suspension through point contact (up to 70,000 psi or 482 MPa) leads to increased
structural requirements and increased wear/maintenance.
5) Maglev trains have a certain romantic appeal.
The most interesting facts about Maglevs:

 Current speed record is held by MLX01 at the Yamanashi Maglev Test line:
581 km / h.
 The possible topspeed of Maglev in a vacuum-filled tunnel (no air resistance):
6000-8000 km /h
 First approvel of a Maglev line: 1996 Germany, it would have linked Hamburg
and Berlin, but the project was cancelled in 2000.
 The first official Maglev line: 2004, Shanghai opened line between the airport
and the financial district. The length of this line is 30km, the possible top speed
on this route: 432km / h.
8.3 Issues Related to Magnetic Levitating Trains
8.3.1 Magnetic Fields
 Intensity of magnetic field effects of Maglev is extremely low

(below everyday household devices)
 Hair dryer, toaster, or sewing machine produce stronger magnetic
fields
8.3.2 Energy Consumption

 Maglev uses 30% less energy than a high speed

train traveling at the same speed. (1/3 more power for the same amount of
energy)
Speed ICE Train Maglev Train

200 km/hr 32 Wh/km 32 Wh/km
400 km/hr - 71 Wh/km
8.3.3 Noise Levels
 No noise caused by wheel rolling or engine

 Maglev noise is lost among general ambient noise
 At 100m - Maglev produces noise at 69 dB
 At 100m - Typical city center road traffic is 80 dB
8.3.4 Vibrations
 Just below human threshold of perception
8.3.5 Power Supply
 110kV lines fed separately via two substations
8.3.6 Power Failure
 Batteries on board automatically are activated to bring car to next

station
 Batteries charged continuously
8.3.7 Fire Resistance of vehicles
 Latest non-PVC material used that is non-combustible and poor

transmitter of heat
 Maglev vehicle carries no fuel to increase fire hazard
8.3.8 Safety

 20 times safer than an airplane

 250 times safer than other conventional railways
 700 times safer than travel by road
 Collision is impossible because only sections of the track are
activated as needed. The vehicles always travel in synchronization and at the
same speed, further reducing the chances of a crash.
8.3.9 Operation Costs
 Virtually no wear. Main cause of mechanical wear is friction. Magnetic

levitation requires no contact, and hence no friction.
 Components normally subjected to mechanical wear are on the whole
replaced by electronic components which do not suffer any wear
 Specific energy consumption is less than all other comparable means of
transportation.
 Faster train turnaround time means fewer vehicles
8.4 Questions on Maglev
Q. How much will it cost to travel by Maglev compared to airplanes? Will it be

faster or slower, more comfortable?
A. The average cost for air travel is about 13 cents per passenger mile. This
includes labor, airplanes, fuel, and other costs, and corresponds to a ticket price of about
$600 round trip, for a coast-to-coast flight. Some tickets cost less, some more, for a
particular flight, depending on the discount offer, date of purchase, age, and so on. The
13 cents per passenger mile does not include government subsidies for airports, highway
access, FAA operations, etc.
M-2000 Maglev operational costs for vehicles, energy, and labor total about 4
cents per passenger mile, not including the amortization cost for the guideway. Projecting
guideway amortization cost is difficult since it depends on ridership and whether the
guideway carries freight as well as passengers. For a M-2000 guideway cost of 10 million
dollars per 2-way mile, that carries only passengers, amortization cost is about 10 cents
per passenger mile, assuming a 30-year payback period and 10,000 passengers daily. If
the guideway carries 1000 trailers daily and allocates 3 cents per ton mile (30 tons per
trailer} of revenue to guideway amortization, the passenger share for guideway
amortization is zero cents per passenger mile. Total cost for passengers is then only 4
cents per passenger mile, about 1/3 of that for air travel. If M-2000 guideways carry both
passengers and truck type freight, Maglev will be much cheaper than air travel.

Although jet aircraft speed is greater than Maglev (500 mph compared to 300
mph) the actual trip time will be much less for Maglev. First, access to Maglev stations
will be much easier and faster than airports. With the M-2000 National Maglev Network,
over 70% of the population will live within 15 miles of a Maglev station, which they
could reach in a few minutes. Second, the departure frequency of Maglev vehicles will be
much greater than for aircraft. Most airports have only a few flights daily to a given
destination: Maglev stations will typically have dozens. Third, Maglev schedules will not
be upset by bad weather or congestion, which is often the case for air travel.
Finally, because Maglev vehicles are much cheaper than airliners -a few million
dollars per vehicle, compared to a 100 million dollars or more for an airliner - and
because their operating cost is very low, Maglev travel will be much more comfortable
than air travel. There is no need to pack riders in like sardines to save money -passengers
will travel in first class style, for lower cost than economy air. Moreover, the vibration
and noise experienced on airliners are completely absent on Maglev vehicles.
Q. Why is Maglev better than the High-Speed Trains already operating in Europe
and Japan?
A. Maglev is better than high-speed trains for many reasons. First, rather than the
point-to-point service between city centers characteristic of high speed rail, Maglev will
have many more stations, distributed so that people have easy and fast access to the
Maglev Network. Second, individual Maglev vehicles will hold 100 people at most,
compared to the 500 to 1000 people on a high-speed train. This enables more frequent
and convenient service. Third, Maglev vehicles travel at 300 mph, compared to 180 mph
for high-speed trains. The faster Maglev vehicles, plus their ability to accelerate and
decelerate much more quickly, cut the travel time for Maglev by at least a factor of 2, as
compared to high speed rail. Fourth, the Maglev noise is much less than steel wheels on
rail. Finally, Maglev vehicles travel on elevated guideways, something that the much
heavier trains cannot do. Elevated Maglev guideways enhance safety and reduce
environmental impact, compared to an on-grade rail track.
Q. How will Maglev change my life, other than making it easier to take trips?
A. Maglev will dramatically change the way people live in the 21st Century, with effects
far beyond those associated with personal trips. First, and very important, with Maglev
people will live much farther from their work place and from city centers, while still
being able to travel to them in a short time. Spreading population over a much larger area
than is possible with present transport systems will greatly reduce the cost of owning a
home, and allow people to enjoy nature much more.
Second, sending trailer trucks by Maglev instead of on highways will cut the costs of
goods, increase highway safety, reduce congestion and delays, and make the highways
last much longer.

Third, Maglev will greatly reduce pollution, extend oil resources and help keep oil and
gas prices reasonable, and lessen the rate at which carbon dioxide is released into the
atmosphere. This will help slow global warming.
Fourth, Maglev because of its potential for greatly reducing the cost of launching
payloads into orbit will open up space to much greater usage, colonization, and
eventually tourism.
Q. Why are superconducting magnets used in the Japanese and M-2000 Maglev
systems? What are the advantages and disadvantages of superconducting magnets?
A. Superconducting magnets are used in the M-2000 and Japanese Maglev Systems for
the following reasons:
• Superconducting magnets enable Maglev vehicles to operate with much greater

clearances above the guideway, than are possible with room temperature magnets.
With superconducting magnets, the gap between the Maglev vehicle and the
guideway can be 6 inches. With room temperature electromagnets or permanent
magnets, the gap is only about 3/8 of an inch. Large gaps improve safety, allow
greater construction tolerances, decrease construction costs, and reduce sensitivity
to ground settling and earthquakes.
• Superconducting magnets enable the levitated vehicle to be inherently and
passively strongly stable against external forces (winds, grades, curves, etc.) that
act to displace the vehicle from its normal suspension point. Attractive force
suspensions based on room temperature electromagnets are inherently unstable,
and require constant, fast response servo control of the magnet current to operate
safely.
• Superconducting magnets let Maglev vehicles levitate much heavier loads than
are possible with room temperature electromagnets or permanent magnets.
Heavier load capacity lets Maglev vehicles carry freight, water, mining ores, etc.,
to generate large revenues.
• Superconducting magnets have much lower power requirements than
conventional room temperature electromagnets.
The only disadvantage of superconducting magnets is their need for refrigeration.

However, the power for the refrigerator is small compared to the power to overcome air
drag on the vehicle. Accordingly, operating cost for superconductors is a minor
perturbation.
The superconducting magnets on Maglev vehicles are not complicated to construct or

operate. Thousands of superconducting magnets now operate routinely and reliably
around the world in MRI devices, high-energy accelerators, and other applications.

Q. What is a superconducting magnet? How is it different from ordinary magnets?
A. The main difference between superconducting magnets and conventional room

temperature electromagnets is that they use low temperature, zero electrical resistance
conductor wire in the magnet winding, instead of room temperature, non-zero electrical
resistance conductor. Conventional electromagnets use aluminum or copper conductor,
while superconductor magnets use niobium-titanium-copper wire (or other
superconductor, depending on application). Also, conventional electromagnets often use
iron cores to reduce the current and I2R losses in the conductor winding.
Because superconductors have no electrical resistance, very high currents and

current densities are practical, resulting in much more powerful electromagnets than are
possible with room temperature conductors. While room temperature permanent magnets
have no current windings or I2R losses, their inherent physical characteristics limit their
magnetic field capabilities to much less than those of superconducting magnets.
Superconducting magnets require good thermal insulation to keep the

superconductors cold. They also have to be cooled with helium (for low temperature
superconductors) or nitrogen (for high temperature super conductors) compared to
conventional electromagnets which are cooled by ordinary water.
Q. Are superconducting magnets really dependable? Will it be safe to travel by

Maglev?
A. Superconducting magnets are highly reliable. High-energy accelerators

routinely operate with many hundreds of superconducting magnets positioned along the
path followed by particles that travel in precise orbits along miles of evacuated tubes. If
only one of these many hundred magnets failed, it would shut down the accelerator for a
long period while the magnet was repaired or replaced. Such a situation could not be
tolerated, and in fact, does not occur in practice. In the proposed superconducting super
collider (SSC), for example, over 10,000 superconducting magnets would have been
positioned along the 76-kilometer circumference of the SSC. Failure of one of these
magnets would have shut down the SSC.
The M-2000 Maglev vehicles are designed with multiple (typically 16)
superconducting magnets that operate separately and independently of each other. The
M-2000 vehicle will remain levitated and operate safely even if several of its magnets
were to fail. Because the failure rate of superconducting magnets is very low, the
probability of two magnets failing in a period of few minutes, the time needed to reach a
stopping point, would be less than once in a million years of operation.
Such a failure rate is much smaller than the engine failure rate in jet aircraft.
Furthermore, the Maglev vehicle would continue to operate, while the jet aircraft would
not. In fact, it would take the simultaneous failure of at least 6 independent magnets to

compromise levitation capability -a probability that is infinitesimally small compared to

other modes of transport.
Q. What happens if the electric power is cut off to a Maglev guideway? Will the
vehicles on it crash?
A. The M-2000 vehicles are automatically and passively stably levitated as long
as they move along the guideway. The electric power fed to the guideway magnetically
propels the M-2000 vehicles and maintains their speed. If the guideway power were cut
off, the vehicles would coast for several miles, gradually slowing down due to air drag.
When they reach 30 mph, they settle down on auxiliary wheels and brake to a stop on the
guideway. When power is restored to the guideway propulsion windings, the vehicles can
magnetically accelerate back up to their cruising speed.
Because the vehicles are automatically levitated and stabilized for speeds greater
than 30 mph, there is no chance of a crash if guideway power is cut off.
Q. Are there any health or environmental hazards from the magnetic fields of a
Maglev vehicle?
A. There are no health and environmental hazards from the magnetic fields
around the M-2000 Maglev vehicle. The magnetic fringe fields from the quadrupole
magnets on the M-2000 vehicles drop off much faster with distance than do the fringe
fields from dipole magnets. This rapid decrease in fringe fields allows the magnetic fields
in the passenger compartment to be at Earth ambient level, ~ 0.5 Gauss. All humans live
constantly in Earth's magnetic field and are adapted to it. They will experience no
difference in field strength when they ride in a M-2000 Maglev vehicle.
In fact, people presently experience stronger magnetic fields than the Earth
ambient value when they ride subways and electrified trains, when they operate
electrically powered equipment in the home or when they walk down city streets. The
magnetic fields in M-2000 vehicles will be lower than in the above examples.
Q. Why don't we already have Maglev systems? If they are as good as you say, why
aren't they being built?
A. There is a tremendous investment, both in money and human experience, in

our present modes of auto, truck, air, and rail transport. The US spends almost a trillion
dollars annually on these transport systems. Until recently, they have functioned
adequately.

Moving into a new transport mode like Maglev is difficult and takes time, because of the
large capital investments required, and the need for people to acquire new job skills and
change their ridership habits. Such a shift requires demonstration Maglev systems to
convince the public that Maglev is real. Such demonstrations are now at hand. Moreover,
the increased congestion, delays, and costs of transport on the nation's highways and
airways will help speed the transition to Maglev.
Q. You state that Maglev vehicles can deliver trailers and freight containers over
long distances at high speed and low cost. What about personal autos?
A. It appears practical to transport autos by Maglev over long distances. Such

capability would be attractive for vacationers, since it would be much faster and more
comfortable than driving hundreds of miles. To transport an auto from New York to
Chicago by Maglev, a distance of 800 miles, would cost about 100 dollars.

Chapter 9
Conclusion
Maglev has many advantages for the public. With the research conducted, it
shows that Maglev is cost effective environmentally sound, alternate transport system
with significant benefits.
Maglev’s key advantage over high speed rail and other modes of transportation are its hill
climbing ability, rapid acceleration, low noise and zero emission, dedicated right away,
low energy usage, low land use requirements. The acceleration and deceleration of the
maglev vehicle is four times that of traditional rail systems, permitting the vehicle to
make more stops without excess time loss. Due to the non-contact of the vehicle with the
guideway, the only noise generated is the aerodynamic noise of the vehicle. At low
speeds (below 125 mph) the maglev vehicles makes almost no noise. The vehicle utilizes
the electromagnetic field in the guide way to propel and guide the vehicle with no
emissions from the vehicle itself. Elevating the guide way provides a dedicated right
away for the vehicle eliminating the possibility of collisions as well as delays associated
with other modes of transportation.
Independent experts have also examined the safety of the Transrapid Maglev
System. Their conclusion is that the Maglev system is the world’s safest means of
transportation.
Maglev provides a fast safe and efficient nt means of transportation. It has been
tested successfully and operating in developed countries whereas its still a dream for
developing countries like India due to the high investment and maintenance cost.

Bibliography
Reference :
1.Sinha, P. K. Electromagnetic suspension dynamics & control. Peter Peregrinus Ltd,

London, United Kingdom, 1987.
2. Polgreen, G. R. Magnetic system for transportation. U. S. Patent 3,158765, 1964.
3. Silverman, J. S. Transportation apparatus. U. S. Patent 3,125,964, 1964.
4. Powell, J. R. Electromagnetic inductive suspension and stabilization. U. S. Patent

3,470,828, 1969.
5. Pougue, L. C. Magnetic switching of vehicles. U. S. Patent 3,763,788, 1973.
6. Steenbeck, U. Suspended railway having a magnetic suspended guide of its

vehicles. U. S. Patent 3,847,086, 1974.
7. Lorinet, J. P. Standstill-positioning and restarting arrangement for a linear

induction motor driven vehicle. U. S. Patent 3,736,881, 1973
Websites:
Http// www. Howstuffworks.com
Http// www.American-maglev.com
Http// www.maglevwikipedia.com
Http// www. Calmmaglev.org

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MAGLEV TRAINS 1BM02ME041

1.2 How it works?

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HMB2 1976- First passenger-carrying vehicle by Thyssen-Henshel.

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3.1 Fundamentals Of Maglev

3.1.1 Moving Charge & magnetic field

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Magnetic force is dependent on:

F21= Force Exerted by magnetic wire 2 on 1

D = distance between two wires

3.1.3 Faraday's Law Of Induction (Lenz’s law)

3.1.4 Super conductivity and critical temperature:

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The dependence of resistance (R) of a superconductor on temperature (T) is as

3.1.5 Meissner Effect:

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4.1 Principle of magnetic levitation

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4.2 Principle of lateral guidance

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5.1 Electromagnetic suspension (EMS):

5.2 Electrodynamics suspension (EDS):

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A newer, perhaps less-expensive, system is called "Inductrack". The technique

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5.4 Pros and Cons of different technologies

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superconductors (HTS) in its

• Much greater mobility

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6.2 Environmental Advantages

6.3 Consumer Benefits

6.4 New markets and opportunities

6.5 What is the disadvantages with Maglev

There are several disadvantages with maglev trains.

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Maglev finds application in the following fields:

7.1 Intercity Passenger

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7.2 Intercity trucks

Intercity truck transport is an enormous business in the United States. We spend

7.4 Water Train

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7.5 Maglev for mining

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7.6 Maglev Land Bridge

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8.2 Maglev Suspension Versus Wheeled Suspension

The advantages of maglev trains over wheeled trains are as follows

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1) Wheels produce medium to high environmental noise levels.

5) Maglev trains have a certain romantic appeal.

The most interesting facts about Maglevs:

8.3 Issues Related to Magnetic Levitating Trains

8.3.1 Magnetic Fields

 Intensity of magnetic field effects of Maglev is extremely low

8.3.2 Energy Consumption

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