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Maglev derived from magnetic levitation is a system of train transportation that uses two sets of magnets : one set to repel and push the train up off the track , and another set to move the elevated train ahead, taking advantage of the lack of friction. With maglev technology, there is just one moving part: the train itself. The train travels along a guideway of magnets which control the train's stability and speed. Propulsion and levitation require no moving parts.
This in stark contrast to electric multiple units that may have several dozen parts per bogie. Maglev trains are therefore quieter and smoother than conventional trains and have the potential for much higher speeds. Maglev vehicles have set several speed records and maglev trains can accelerate and decelerate much faster than conventional trains; the only practical limitation is the safety and comfort of the passengers.
The power needed for levitation is typically not a large percentage of the overall energy consumption of a high-speed maglev system. Vactrain technology has been proposed as a means to overcome this limitation. Maglev systems have been much more expensive to construct than conventional train systems, although the simpler construction of maglev vehicles makes them cheaper to manufacture and maintain.
The line is the fastest operational high-speed maglev train, designed to connect Shanghai Pudong International Airport and the outskirts of central Pudong , Shanghai. It covers a distance of For the first time, the launch generated wide public interest and media attention, propelling the popularity of the mode of transportation. The incremental benefits of maglev technology have often been considered hard to justify against cost and risk, especially where there is an existing or proposed conventional high-speed train line with spare passenger carrying capacity, as in high-speed rail in Europe , the High Speed 2 in the UK and Shinkansen in Japan.
In the late s, the British electrical engineer Eric Laithwaite , a professor at Imperial College London , developed the first full-size working model of the linear induction motor.
He became professor of heavy electrical engineering at Imperial College in , where he continued his successful development of the linear motor. Laithwaite joined one such project, the Tracked Hovercraft , although the project was cancelled in The linear motor was naturally suited to use with maglev systems as well. In the early s, Laithwaite discovered a new arrangement of magnets, the magnetic river , that allowed a single linear motor to produce both lift and forward thrust, allowing a maglev system to be built with a single set of magnets.
Working at the British Rail Research Division in Derby , along with teams at several civil engineering firms, the "transverse-flux" system was developed into a working system. The system was closed in due to reliability problems. High-speed transportation patents were granted to various inventors throughout the world. The inventor was awarded U. Patent , 14 February and U. Patent RE 21 August Johnson filed a patent for a wheel-less "high-speed railway" levitated by an induced magnetic field.
Patent 3,, , "Magnetic system of transportation", by G. Polgreen 25 August The first use of "maglev" in a United States patent was in "Magnetic levitation guidance system"  by Canadian Patents and Development Limited. Japan operates two independently developed maglev trains. The development of the latter started in After an accident which destroyed the train, a new design was selected.
Development of HSST started in Construction of a new high-speed maglev line, the Chuo Shinkansen , started in It is being built by extending the SCMaglev test track in Yamanashi in both directions. The completion date is currently unknown, with the most recent estimate of no longer possible following a local governmental rejection of a construction permit .
Transrapid 05 was the first maglev train with longstator propulsion licensed for passenger transportation. Interest was sufficient that operations were extended three months after the exhibition finished, having carried more than 50, passengers. It was reassembled in Kassel in In the USSR town of Ramenskoye Moscow oblast built an experimental test site for running experiments with cars on magnetic suspension.
The test site consisted of a metre ramp which was later extended to metres. The construction of a maglev track using the technology from Ramenskoye started in Armenian SSR in  and was planned to be completed in The track was supposed to connect the cities of Yerevan and Sevan via the city of Abovyan.
In the end the overpass was only partially constructed. The idea was to build a high-speed maglev train to connect Moscow to the Sheremetyevo airport. However, from the "TEMP" research center had been participating as a co-developer in the creation of the linear motors for the Moscow Monorail system.
The world's first commercial maglev system was a low-speed maglev shuttle that ran between the airport terminal of Birmingham International Airport and the nearby Birmingham International railway station between and One of the original cars is now on display at Railworld in Peterborough, together with the RTV31 hover train vehicle.
Another is on display at the National Railway Museum in York. After the system closed in , the original guideway lay dormant  until , when a replacement cable-hauled system, the AirRail Link Cable Liner people mover, was opened. Transrapid, a German maglev company, had a test track in Emsland with a total length of Paying passengers were carried as part of the testing process.
The construction of the test facility began in and finished in In , the Lathen maglev train accident occurred, killing 23 people.
It was found to have been caused by human error in implementing safety checks. From no passengers were carried. At the end of the operation licence expired and was not renewed, and in early demolition permission was given for its facilities, including the track and factory.
In West Berlin , the M-Bahn was built in the late s. It was a driverless maglev system with a 1. Testing with passenger traffic started in August , and regular operation started in July Although the line largely followed a new elevated alignment, it terminated at Gleisdreieck U-Bahn station, where it took over an unused platform for a line that formerly ran to East Berlin.
After the fall of the Berlin Wall , plans were set in motion to reconnect this line today's U2. Deconstruction of the M-Bahn line began only two months after regular service began and was completed during February This final model was incorporated in the Incheon Airport Maglev which opened on February 3, , making South Korea the world's fourth country to operate its own self-developed maglev after the United Kingdom's Birmingham International Airport,  Germany's Berlin M-Bahn,  and Japan 's Linimo.
Two more stages are planned of 9. Once completed it will become a circular line. In the public imagination, "maglev" often evokes the concept of an elevated monorail track with a linear motor. Maglev systems may be monorail or dual rail—the SCMaglev MLX01 for instance uses a trench-like track—and not all monorail trains are maglevs. Some railway transport systems incorporate linear motors but use electromagnetism only for propulsion , without levitating the vehicle. Such trains have wheels and are not maglevs.
Conversely, non-maglev tracks, monorail or not, can be elevated or underground too. Some maglev trains do incorporate wheels and function like linear motor-propelled wheeled vehicles at slower speeds but levitate at higher speeds. This is typically the case with electrodynamic suspension maglev trains. Aerodynamic factors may also play a role in the levitation of such trains. In electromagnetic suspension EMS systems, the train levitates above a steel rail while electromagnets , attached to the train, are oriented toward the rail from below.
The system is typically arranged on a series of C-shaped arms, with the upper portion of the arm attached to the vehicle, and the lower inside edge containing the magnets. The rail is situated inside the C, between the upper and lower edges. Magnetic attraction varies inversely with the square of distance, so minor changes in distance between the magnets and the rail produce greatly varying forces. This eliminates the need for a separate low-speed suspension system, and can simplify track layout.
On the downside, the dynamic instability demands fine track tolerances, which can offset this advantage. Eric Laithwaite was concerned that to meet required tolerances, the gap between magnets and rail would have to be increased to the point where the magnets would be unreasonably large.
In electrodynamic suspension EDS , both the guideway and the train exert a magnetic field, and the train is levitated by the repulsive and attractive force between these magnetic fields. In the early stages of maglev development at the Miyazaki test track, a purely repulsive system was used instead of the later repulsive and attractive EDS system.
The repulsive and attractive force in the track is created by an induced magnetic field in wires or other conducting strips in the track.
A major advantage of EDS maglev systems is that they are dynamically stable—changes in distance between the track and the magnets creates strong forces to return the system to its original position.
No active feedback control is needed. However, at slow speeds, the current induced in these coils and the resultant magnetic flux is not large enough to levitate the train. For this reason, the train must have wheels or some other form of landing gear to support the train until it reaches take-off speed. Since a train may stop at any location, due to equipment problems for instance, the entire track must be able to support both low- and high-speed operation.
Another downside is that the EDS system naturally creates a field in the track in front and to the rear of the lift magnets, which acts against the magnets and creates magnetic drag. This is generally only a concern at low speeds, and is one of the reasons why JR abandoned a purely repulsive system and adopted the sidewall levitation system. The drag force can be used to the electrodynamic system's advantage, however, as it creates a varying force in the rails that can be used as a reactionary system to drive the train, without the need for a separate reaction plate, as in most linear motor systems.
Laithwaite led development of such "traverse-flux" systems at his Imperial College laboratory. The propulsion coils that exert a force on the train are effectively a linear motor: an alternating current through the coils generates a continuously varying magnetic field that moves forward along the track. The frequency of the alternating current is synchronized to match the speed of the train. The offset between the field exerted by magnets on the train and the applied field creates a force moving the train forward.
The term "maglev" refers not only to the vehicles, but to the railway system as well, specifically designed for magnetic levitation and propulsion. All operational implementations of maglev technology make minimal use of wheeled train technology and are not compatible with conventional rail tracks. Because they cannot share existing infrastructure, maglev systems must be designed as standalone systems.
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