Terry Brown

WRIT 340

12/2/11

Maglevs: Where Flying Trains come from and Where They’re Headed

Introduction

“Where is my flying car?” has become an idiomatic expression often used to decry one’s

frustration with the lack of advancement of modern technology. With more and more

technologies that only existed in the realm of science fiction crossing into reality, it seems

puzzling that one of its main staples, the flying car, has not made the leap yet. Mankind is

making progress, however; while there may be no flying car in the original sense of the term yet,

flying, or rather floating trains are already in existence. Magnetic levitation (maglev for short) is

a technology that has been in the works for some time, and has already been implemented in a

few cases around the world. Combining some of the benefits of airplanes and trains, they offer

the high capacity and easy accessibility of trains with the reduced friction of a flying body using

the power of electro-magnets. Although it does have some setbacks and challenges to overcome

before widespread adoption, the technology has proven itself a worthy successor to high speed

rail through projects of both small and large scales.

Maglev

Though one might assume that the maglev is a brand new technology because they have

only become widely adopted in recent years, its origins actually date back to the mid-19th

century. The first mention of related technologies appears in a rough description of the maglev

concept given by Charles Wheatstone of King’s College in the 1840’s [1]. The first related patent

was issued in the US under the title “electric traction apparatus” to Alfred Zehden in 1905 [2]

Zehden’s patent describes the basis of what is now known as a linear induction motor: a

propulsion device that produces motion by using magnets to create a tractive force between a

track and a body instead of using a rotating shaft to produce torque, as is the case in conventional

motors. This is one of the core technologies used for maglev, as it allows a contactless method of

propulsion for a car on a track. This patent came amid a heightened interest in electricity

resulting from the widespread adoption of the light bulb and electric motor around this time; it

was, however, most likely treated as a mere novelty due to its lack of a practical application. It

wasn’t until Eric Laithwaite, an undergraduate at Manchester University, took interest in the

subject in the 1948 that a full scale model was built [3].

The basic physics of a linear motor is easy to

demonstrate: using two magnets, put them close

together on a smooth surface and turn them so that they

repel each other; hold one of the magnets so that it can’t

move and the other will slide away [4]. Repeat this

simple process and the effect can be used to propel a

body forward. The basic layout of a linear motor is

shown in fig (1); a body containing magnets is placed

upon a “track” of electromagnets with alternating polarity. Assume that the body is in state A

when the electromagnet is turned on. The current in the electromagnet is then reversed, reversing

the polarity of the electromagnet. This causes the magnets in the track to repel the magnets in the

body, propelling it forward, as shown in state B. The magnet then realigns itself, returning to

state A a bit down the track from its beginning state. The cycle is then repeated, with the current

and polarity of the electromagnet reversed so that the body is propelled further forward. Another

Fig. (1). A representation of the linear motor. The grey squares represent electromagnets in the track, and those above them are the magnets in the body. (Sifr/Wikimedia Commons)

example of this is in fig. (2), with tracks on both sides of the vehicle, instead of directly

underneath it. When the alternation of the current is conducted at the right frequency, the body is

continuously propelled forward. The result is a system that can move a body forward without the

need for any physical contact. This is called a linear induction motor, because the system works

as if a regular motor was “unrolled” onto a linear track, with the rotor placed in the body and the

stators, or stationary magnets, unraveled onto the track.

Magnetic Levitation: EDS and EMS

Laithwaite, now known as the father of

maglev, continued his research on the linear

induction motor after becoming a professor at

Imperial College of London in 1964 [3]. He worked

to increase their efficiency and strength, and thus their

practicality in real world applications. The next big

step in the field of maglev came with Laithwaite’s

development of the magnetic river in 1974: an

electrodynamic suspension (EDS) magnetic levitation

system, or in other words, a magnetic system that works to keep a body afloat above a track [5].

One interpretation of this is to have another set of electromagnets in the track as shown in

fig. (3). In this configuration, the electromagnets in the tracks serve two purposes. The first is to

act as a linear motor, similar to the function of the track shown in fig. (2). The second is to repel

the train from the ground and walls, ensuring that it is stably suspended above the tracks [6].

This is achieved by taking advantage of Lenz’s and Faraday’s laws: a changing magnetic field,

as occurs when the magnets in the body are passing by, generates an electromotive force in the

Fig. (2). A top view of an EDS track. In this case, there is dual track propelling a train from two sides. (Stannerd/Wikimedia Commons)

Fig. (3). A front view of an EDS track. Inductive forces cause the track to repel the magnets in train, causing levitation. (Yosemite/Wikimedia Commons)

electromagnetic circuit in the tracks. While the mathematical proof for this system is beyond the

scope of this article, simply put this means that if the train passes by the electromagnets in the

track quickly enough, the resulting change in magnetic field will induce a current within the

electromagnets. This in turn causes the track to produce a repelling magnetic force, represented

by the arrows in fig. (3), which are used both to levitate the train and to keep it within the width

of the track. When implemented successfully, this system makes the train “fly,” lifting it up to a

few inches above the ground [5]. The advantages of EDS are that the levitation system itself does

not require power, and can be integrated with the Linear motor. EDS does, however require the

train to have wheels in order to accelerate to the “take off” speed required for the levitation force

to become strong enough to lift the train. EDS also means that a strong magnetic field is created

on-board, which can pose a threat to pace-makers and

other artificial organs. There is currently no work-

around for this, so trains relying on this system remain

inaccessible to those with artificial hearts. An advanced

form of this EDS is used in the Japanese Shinkansen

Maglev (fig. 4) currently under construction, but as of

yet it remains unused in any commercial system.

Meanwhile, an alternative technology to EDS

was developed for Maglevs that didn’t require such strong magnetic fields. Called

electromagnetic suspension (EMS), it is based on the simple idea of using active magnets in the

track to support the train, as opposed to EDS where inactive magnets are induced into creating a

repelling force. EMS systems commonly use permanent magnets, which don’t require power, to

levitate the body. The problem with this is that placing a repelling magnet atop another magnet

Fig. (4). The Japanese JR-Maglev. An example of an EDS Maglev. (Yosemite/Wikimedia Commons)

does not cause the top magnet to simply float above the bottom magnet; the system is unstable,

meaning the top magnet will be pushed to the side, in this case causing the train to derail. To

address this problem, modern EMS systems supplement the permanent magnets with computer-

operated electro-magnets to keep the train in place. This system has the advantage of being able

to levitate the body at lower speeds, and with smaller magnetic fields than EDS; however they

require closer monitoring and constant adjustments

of the electromagnets to maintain stability [7].

This system has been used in all commercial

Maglev systems so far, including the German

Transrapid system built by Siemens and

ThyssenKrupp, recently used for the Shanghai Maglev Train shown in fig. (5) [7].

Maglev: a Promising Technology

Together, the linear propulsion motor and

magnetic levitation system provide a frictionless alternative to the traditional train. Thanks to

linear induction, there are no moving parts in the propulsion system, and the magnetic

suspension means that maglev trains do not touch the ground. This means that the only drag

experienced is aerodynamic and electromagnetic, allowing Maglevs to reach top speeds of over

360 mph with a lower energy consumption than their wheeled predecessors. A beneficial side

effect of this is that the trains are quiet and stable, since the only noise and disturbances they

generate come from the displacement of air.

The lack of moving parts also means that these trains need less maintenance. Since they

are not in contact with the rails, there in no wear on the trains or rails. Maintenance is minimal,

and the vehicles follow a maintenance schedule closer to that of aircraft than that of traditional

Fig. (5). The German-built Shanghai Maglev in China. An example of an EMS Maglev. (Gugganij/Wikimedia Commons)

trains, meaning that their maintenance schedules are based on hours of operation rather than

distance travelled [8]. Maglevs are also immune to weather since their tracks are not subject to

heat deformation or freezing, reducing traditional constraints placed on rail travel. This makes

the technology ideal for any location with extreme weather.

Lastly and most importantly, linear motors allow maglevs to accellerate and deccelerate

to and from high speeds in a short distance. This makes them ideal both for rapid inner-city

travel since this means that they can accellerate to their top speeds even when stations are close

together. Though they are not quite as fast as the average jet plane, with top speeds of 360mph as

opposed to airliner’s cruising speeds of around 500mph, maglevs can also be a competitive

alternative along mid-range routes because train travel does not require the security and

preperation necessary to travel through an airport, reducing travel time. For routes of up to 500

miles, taking a maglev could easily become cheaper, quicker, and safer than travelling by air.

The Limitations

Despite all of these advantages of Maglevs over conventional rail, there are still many

challenges that they must overcome in order to win the battle for prominence on the rails. The

first is perception of safety. In the decades of testing that maglevs have gone through so far, they

have encountered only a handful of accidents, which is not a bad track record. Many in the

public remain wary of the technology, however, since it has had limited use in commercial

operation and has yet to prove itself free of negative health effects or other threats to the public’s

wellbeing. Just recently, a project intended to extend the Shanghai Maglev was shelved, partly

due to concerns by the track’s neighbors over potential health problems arising from the

magnetic fields [9]. Since the Shanghai Maglev uses EMS, which has weaker magnetic fields

than the EDS, this is likely to be an even greater issue for EDS based technologies.

The maglev’s other weakness, and the main reason why the Shanghai Maglev extension

failed, is cost. Building a track of around 50 miles can cost billions of dollars, several times more

than any conventional rail technology. While in a few areas, particularly those with high

ridership, Maglevs do make sense, for the majority of cases they remain impractical. To date, the

only maglev systems built have been used either as experimental tracks, for airport

transportation, or for exhibition purposes.

Future

As of today (Dec. 2011), there are two commercial Maglev projects that have overcome

these hurdles and are currently in the works. The first is an inner-city track of about 6 miles to be

built in Beijing, called the Beijing S1 line. This would become the fourth Maglev service open to

the public in addition to those already in operation in China, Korea, and Japan. This is a

relatively modest project with expected high speeds of 65mph and a slated completion date of

2013 [10]. It is likely that most Maglev projects in the near future will be along similar scales.

A much more ambitious project is also underway in Japan; this is the Chuo Shinkansen,

or “central bullet train.” The Chuo Shinkansen is an ambitious project attempting to connect the

two largest Japanese cities, Tokyo and Osaka, with an EDS Maglev train. The project has already

won government approval, and construction is expected to begin in 2014. The first portion of the

track is expected to open around 2027, with the full length expected to open around 2045. This

long timescale results both from the cost, expected to be over $55billion, as well as the fact that a

majority of the track will be built underground [11]. This would make the roughly 350 mile

journey between the cities possible in as little as one hour, and would be the first large scale

inter-city Maglev to be built.

There are numerous other proposals for both short and long distance Maglevs around the

world, but few seem likely to begin construction in the near future primarlity due to economic

concerns. It appears that the long-term success of Maglevs will depend on the success of the

pioneering projects being implemented now, as well as the ability of companies to lower the cost

of the technology.

Conclusion

Maglev is a technology that has been around for some time, but has only recently become

feasible after years of development. Even now, its practicality is questionable due to its high

costs. As shown in recent implementations and upcoming projects, however, Maglev shows great

potential and is continuously improving thanks to improving technologies. Soon, with any luck it

will become a much faster and more reliable alternative to conventional rail; and once mankind

is able to figure out the secret to flying trains, we can only assume that the flying cars cannot be

too far behind.

Bibliography

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Proquest, 2006.

[2] A. Zehden. “Electric Traction Apparatus.” US Patent 782,312. Feb 14, 1905.

[3] A. Anderson. "Dreaming of the second age of topology." New Scientist 2 Apr. 1987 pp53.

[4] BBC. "The magnetic attraction of trains" BBC News - Home., 9 Nov. 1999. [online]

<http://news.bbc.co.uk/2/hi/science/nature/488394.stm>.

[5] E. Laithwaite. "Linear Motors for High Speed Vehicles" New Scientist 28 June 1973 pp 802.

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[10] J. Chen. "New maglev line to connect western Beijing" Chinadaily US Edition. Chinadaily,

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[11] Asahi Shinbun. "Maglev launch to be delayed to 2027." Asahi Shinbun. Asahi Shinbun, 30

Apr. 2010, [online] <http://www.asahi.com/english/TKY201004290320.html>.