Maglev Industry Gains Momentum, But Is Big Cost A Turn-Off?

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build a mass transportation system without federal support.” The 269-mile route from Anaheim to Primm, NV, would be the longest maglev line in the world, and would cost between $11 billion and $16 billion. At that price, critics say that’s one train that will never leave the station, but Cummings says Interstate-15 is heavily congested and airlines are struggling to maintain service on short hops.

Maglev trains use only electric power, levitating on a cushion of air that eliminates friction (and screeching rail noise) and the aerodynamic design enables trains to reach unprecedented speeds. The world record of 361 mph was set in 2003 by a Japanese maglev train. Since the Shanghai Transrapid began commercial service in 2004, an urban maglev also began operating in Nagoya, Japan. South Korea plans to begin construction of a similar project in the next five years.

The costs are huge, but the maglev industry leaders who gathered in San Diego this week have plans for at least four other U.S. projects, including a line from Baltimore, MD to Washington D.C., and from Atlanta, GA, to Chattanooga, TN.

Another intriguing project under consideration is ECCO, an electromagnetic cargo conveyor to move cargo containers to regional distribution centers from the Ports of Los Angeles and Long Beach, CA. The all-electric cargo conveyor system would help the ports meet a five-year plan intended to dramatically reduce air pollution, particularly diesel particulate emissions from trucks now moving the cargo containers.

Technology innovations also are making such projects more feasible, including the use of a new and powerful type of permanent magnet that is made of a neodymium-iron-boron alloy. For urban maglev designs, the magnets are made in long bars and mounted in special arrays in the undercarriage of passenger cars. The bars are arranged in a configuration so that the magnetic orientation of each bar is at a right angle to the magnetic orientation of adjacent bars.

The arrangement, called a Halbach array, generates a strong magnetic field below the magnets. As the car moves forward, the magnetic field generated by the Halbach array induces an electric current to flow in copper cable embedded in the track in ladder-like rungs. The electric current flowing through the cable in the track then generates its own magnetic field, which repels the field generated by the Halbach array.

The train is propelled by a separate, electric-powered system called a linear synchronous motor that is  embedded alongside the track.

“There are no real moving parts,” says Kevin Coates, a maglev industry consultant. “It’s energy efficient and financially sustainable… There’s no reason not to do it right now. We need jobs and one of the best ways to put people back to work are these public infrastructure projects.”

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Bruce V. Bigelow was the editor of Xconomy San Diego from 2008 to 2018. Read more about his life and work here. Follow @bvbigelow

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3 responses to “Maglev Industry Gains Momentum, But Is Big Cost A Turn-Off?”

  1. Good summary of the meeting this week. I think maglev’s time is coming soon, too.

    One small correction, though: When you say, “[the Las Vegas project] would adopt maglev technology used in China by Shanghai Transrapid, which moves passengers 19 miles between the Pudong International Airport and downtown Shanghai at speeds of roughly 220 mph,” you’re shortchanging the performance of the maglev there a little.

    The routine top speed of the Shanghai maglev is 267 mph, or 430 km/hour, and the average speed is 145 mph, or about 240 km/hour, for the 7.5-minute one-way trip.

  2. Gerhard Mulder says:

    I was luky to made a ride in the Transrapid 08 at the testtrack in Germany, I must say this is the way to get people out of the plane en back in to the train. What a wonderful invention. The cost are high but the maintenace 50 % lower. So in time it has a lot of advantage. Yes the chinees already knows, ho will be the next ?

  3. Elmar Hutter says:

    Maglevs in prefactured “panorama” tubes – partly digged into the ground – or in underground tubes would be better protected than on open air tracks. Landscape and nature would be very grateful for such an integral solution.