JR Tokai later changed their strategy as they feared that the local bodies of individual prefectures would not agree if they negotiated on cutting costs. All stations except for those in Nara and Kanagawa would be built on the ground. The cost of building a ground based station is estimated to be 35 billion yen, while an underground station would cost approximately 220 billion yen. So now JR Tokai has to shell out around 590 billion yen to build all the six stations.

This will shoot up JR Tokai’s budget to build the new maglev line from the initially estimated 8.44 trillion yen to 9.03 trillion yen. The local bodies now have to bear the costs of building station plazas and other facilities around the stations in their respective prefectures. The company is trying to minimize the construction costs and aim to commence their services between Tokyo and Nagoya in 2027, and extend it to Osaka by 2045.

The Tel Aviv University team led by Professor Guy Deutscher has been experimenting with superconductors to produce “quantum levitation” and “quantum trapping”. In the experiment a 500 microns wide crystal sapphire wafer coated in yttrium barium copper oxide (YBCO) ceramic is used. To make it a superconductor, this wafer is cooled below -185ºC (-301ºF) using liquid nitrogen. Superconductor simply means that it conducts electricity without energy loss or resistance.

A superconductor when subjected to a magnetic field repels a magnetic flux from its core. This is one of its defining characteristics, which is also known as the Meissner effect. According to Quantum Physics, the magnetic field penetrates into the superconductor in the form of discrete flux tubes. As a result the tubes are strongly pinned together by the superconductor, causing them to float in midair. This effect is called ‘quantum levitation’. The sapphire wafer uses quantum levitation to become locked in suspension above a magnetic surface and travel in mid-air in an almost perpetual motion.

The Möbius track uses the flux pinning phenomenon to keep the train “on track” while it zips around the track. The geometry of a Möbius band is such that the train keeps going in circles as well as turns around its own axis. This shows that flux spinning offers an extremely stable levitation, which is far different from the magnetic levitation achieved by electromagnets, used by commercial maglev trains; or permanent magnets used by some model trains that can only work on a horizontal track. This model reveals an entirely new concept, which could encourage the use of magnetic levitation technology in transportation.

Official site: mosem.eu

MagSurf is a fine example of superconductor magnetic levitation. The board which somewhat looks like a skateboard glides over a magnetic track. Liquid nitrogen turns the wafer on the bottom of the board into a superconductor, which powerfully repels the magnetic field in the track. The effect is like an invisible rail, wherein the hoverboard glides effortlessly over the track. Although the board requires a track to move, it has a great potential for far more interesting rides. The key factor is building the right track.

It is still too early for us to decide whether superconductors are the best way to go for maglev trains. But on the other hand even if it won’t be used for transportation, all this research is bringing us closer to a way too cool amusement ride. The term “Quantum Levitation” has gained immense popularity after it was demonstrated at the 2011 Association of Science-Technology Centers (ASTC) Annual Conference. In spite of the rigorous efforts of the researchers, the MagSurf hoverboards won’t be available in stores anytime soon.

Official site: light-light.com

Maglev lamp live in action:

According to Governor Brian Sandoval, chairman of the transportation board, the project is moving forward, but financing is the only issue, and the presentation indicates that this is an exciting opportunity for Southern Nevada. The business model developed by the company shows the feasibility of this project, which has raised hopes for receiving the federal loan. This is the first project of its kind to complete and get an approval of a project-level environmental impact statement, which takes 6 years and millions of dollars.

This project has no direct funding from Nevada, and it is estimated that the project and its related work will create 175,000 jobs in the Clark County. A lot of people have questioned the decision of running the train to Victorville rather than downtown Los Angeles. The challenge of the Los Angeles basin is that this area does not have a huge population. There are approximately 20 million people living over 5,000 square miles. A recent survey on Interstate 15 indicated that a lot of drivers would like to try the train, and so the biggest challenge for DesertXpress would be to provide a delightful experience to its travelers so that they keep coming back.

In future the California high speed rail system will have the ability to connect to prospective rail lines from Victorville. The project will be designed to work together with California’s high speed rail. The two possible sites for railway stations in Las Vegas are both to the west of Interstate 15; one is across from Mandalay Bay, and one if south of Flamingo Road.

by Shailesh Rade

For Maglev technology experts, it will not have been a surprise that the Maglev conference took place in Daejeon, South Korea. Soon, visitors of the country will be taken from Inchon Airport in South Korea to downtown Seoul by the brand new Maglev train, gliding effortlessly over the magnetic field. The Korean transit authorities believe strongly that the Maglev technology is the future of rail transportation, and so their government and industries are investing in it.

According to Lawrence Blow, an independent consultant and former Maglev developer based in Northern Virginia, the Maglev projects will mainly happen in Asia in the years to come. Blow and others are looking up to China, Korea, and Japan to encourage the development of the Maglev technology. Shanghai already has a fully functional Maglev train, while Japan is planning to open its Tokyo – Nagoya – Osaka Maglev line by 2027. On the other hand the Maglev dream in the United States has run off the tracks.

Maglev enthusiasts in the United States are looking a bit gloomy as all the grand and upcoming Maglev projects in the country are put on hold. Even the staunchest supporters are starting to give up as the future of the Maglev trains appears to be derailed.
In spite of investing billions in federal stimulus projects in 2009, proposals to build Maglev trains were ignored because, according to federal rules they weren’t ready, and hadn’t acquired essential environmental and engineering permits. Over the past decades separate groups have put in lot of efforts for Maglev projects from Los Angeles to Ontario; Atlanta to Chattanooga; Washington to Baltimore; and Anaheim to Las Vegas. But so far none have gone ahead of the planning stage. Some regional Maglev supporter’s groups have even stopped meeting.

Maglev is a pipe dream in the short term. Earlier the Maglev technology was regarded as a successor to high-speed rail, but since the United States has good highways and air transportation, there is no motivation for Maglev. Richard Thornton, co-founder and chief technology officer at the MagneMotion has given up on long distance Maglev trains, and is focusing more on “urban Maglev”, which are short haul shuttles like the one in Shanghai. The company already has a demonstration track at its Devens headquarters, and is currently working with Old Dominion University in Hampton to build a second test track, which is supposed to open in early 2012. MagneMotion is also working with transit officials in New York on a proposal to build a Maglev line on 42nd Street, instead of a conventional electric light-rail system.

General Atomics, a defense contractor is working with California University of Pennsylvania on a Maglev demonstrator project. This train would connect numerous stations around the campus, located southwest of Pittsburgh. The company has promised $10 million, and is waiting for the $40 million grant from the Department of Transportation to start the project. A negative response from Washington would mean that the future of Maglev in the United States is doomed. Recently a cargo Maglev line for Los Angeles and Long Beach ports was cancelled after the officials voted for electric trucks. General Atomics will not promote Maglev if there is no support from the US government. Other countries are definitely moving ahead, but in the United States Maglev is losing interest.

by Shailesh Rade

Due to the March 11 Great East Japan earthquake and the resulting nuclear crises, the people are more concerned about the safety of the buildings and facilities. As a result the first priority of JR Tokai is to ensure the safety of the new maglev train system. This new maglev line is also considered as a bypass for the current Tokaido Shinkansen railway line. Therefore safety measures must be taken so that the maglev system will serve as the country’s main transportation system if a major natural disaster strikes.

The new Shinkansen runs 10 centimeters above the ground, at a speed of 500 kmph (310 miles). The main area of concern at such high speeds is that how would the system respond to emergencies like power outage or a powerful earthquake. JR Tokai officials confirmed that if the system detects seismic waves it will apply multiple types of brakes, ensuring that the trains halt safely at a deceleration speed that would be double of the current Shinkansen system. The same mechanism would be triggered in case of a power failure. The train would maintain levitation with the magnetic force, supported by side walls along a railway track to prevent a derailment.

The advisory board to the Land, Infrastructure, Transport and Tourism Ministry approved of the system’s safety after studying the earthquake resistance of the maglev train. However major disasters like the series of accidents at the Fukushima No. 1 could affect facilities beyond the expectations of the operators. We can only hope that JR Tokai keeps this in mind while making technological improvements for the safety of this new Shinkansen system. Most of the line would run through underground tunnels, as the proposed route runs through the Southern Japanese Alps. This makes it imperative to implement measures aimed at passengers’ safety if the maglev train comes to a sudden stop.

Another task for JR Tokai is to come in an agreement with the local governments affected by this project over the construction expenses of the train stations. JR Tokai would pay for the construction of one terminal in Osaka, one in Tokyo, and a major station in Nagoya. The company has appealed to the local governments to pay the full cost of construction for one intermediate station in each of their respective prefectures. The construction of an aboveground intermediate station would cost about 35 billion yen, and an underground station would cost about 220 billion yen.

The maglev system would prove to be an economical boon, contributing to the development of regions along its route. Therefore it is important that the local governments and JR Tokai cooperate with each other and discuss and complete the project. The environmental impact of this project should also be considered, since the areas along the proposed route has rich natural surroundings. The locals hope that the construction will have minimal effect on the ecosystem, water sources and all other environmental assets.

by Shailesh Rade

The new maglev line will be safe, economical and will have noise as low as 65 decibels, which is about the level of normal conversation. The people living close to the line will not be affected, and will save on huge relocation costs. The maintenance cost of maglev is also lesser than traditional trains and other road vehicles. Earlier tests also show the low speed maglev train emits almost no radiation and whatever little radiation it emits is much less than a hairdryer or an electric razor.

The construction was supposed to begin last year, but had to be postponed since the people living near the proposed line raised issues about exposure to radiation. More than 300 residents living in and around Mentougou and in the Bisenli community signed a petition opposing the maglev line, when the draft plan was released in May. The S1 maglev will pass about 20 meters away from these localities. Even though the tests have indicated that the radiation levels are safe, people are still concerned.

According to a senior railways engineer the testing standards in China are very different from European standards. No matter how little the radiation is, it will still be there and the consequences would surface in one or two decades. Besides radiation another major problem faced by the research team is power consumption. Although maglev is less noisy and needs less maintenance, it consumes up to 15 % more power than a subway or light rail service.

by Shailesh Rade

Maglev technology has proven to be safer, environmentally superior and economically feasible as well in the long run. In order to compete with air transport and be successful, the wheeled VTF version would require a dedicated track, which would eventually increase cost exorbitantly in land acquisitions, for constructing bridges, tunnels and so on. On the other hand the maglev runs on a concrete guide way, which can be erected on 20 meters high columns into cities or next to freeways and across rural lands. This eliminates the possibilities of level crossing accidents and land acquisitions.

Mr. Muntz further added that maglev requires less tunneling and earthworks since it can climb much steep gradients, and turn with much smaller radius than the traditional wheeled trains. Although tunnels are necessary, the space required for them is less. The positive aspect of this project is that the old railway system will be able to carry freight without any obstacles. He also insisted that unlike the traditional rail, maglev is efficient since it does not carry the weight of fuel or a propulsion unit. The maglev is powered by a linear strip under the guide way, which works in linear motion rather than a circular one. Huge savings can be made in long term maintenance costs since the technology has no moving parts, and all the electronic parts are non wearing.

by Shailesh Rade