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INTRODUCTION

Conventional rail transport through wide spread is now being considered inefficient in terms of fuel consumption and is time consuming. A genuine replacement for railways which is not only fuel efficient but also highly comfortable and can attain unimaginable velocities of around 450 500kms/hr are Maglev Trains whose idea was given by Robert Goddard, an American Rocket scientist, in 1904 who gave a theory that trains could be lifted off the tracks by the use of electromagnetic rails. Many assumptions and ideas were brought about throughout the following years, but it was not until the 1970s that Japan and Germany showed interest in it and began researching and designing. The motion of maglev train is based purely on magnetism and magnetic fields. This magnetic field is produced by using high powered electromagnets. By using magnetic field the maglev train can be levitated above its track or guide way and propelled forward. Wheels and moving parts are eliminated on the maglev train, allowing the maglev train to essentially move on air without friction.

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HISTORY OF MAGLEV TRAIN :

The goal of using magnets to achieve high speed travel with non-contact magnetically levitated vehicles is almost a century old. In the early 1900's, Bachelet in France and Goddard in the United States discuss the possibility of using magnetically levitated vehicles for high speed transport. However, they do not propose a practical way to achieve this goal. On August 14, 1934, Hermann Kemper of Germany receives a patent for the magnetic levitation of trains. Research continues after World War II. In the 1970s and 1980s, development, commissioning, testing and implementation of various Maglev Train systems continues in Germany by Thyssen Henschel. The Germans name their Maglev system "Transrapid". In 1966, in the USA, James Powell and Gordon Danby propose the first practical system for magnetically levitated transport, using superconducting magnets located on moving vehicles to induce currents in normal aluminum loops on a guideway. The moving vehicles are automatically levitated and stabilized, both vertically and laterally, as they move along the guideway. The vehicles are magnetically propelled along the guideway by a small AC current in the guideway. In 1992, the Federal Government in Germany decides to include the 300 km long superspeed Maglev system route Berlin-Hamburg in the 1992 Federal Transportation Master Plan. In June of 1998, the US congress passes the Transportation Equity Act for the 21st Century (TEA 21). The law includes a Maglev deployment program allocating public funds for preliminary activities with regard to several projects and, later on, further funds for the design, engineering and construction of a selected project. For the fiscal years 1999 - 2001, $55 million are provided for the Maglev deployment program. An additional $950 million are budgeted for the actual construction of the first project. In November of 1999, the Chinese Ministry of Science and Technology and Transrapid International sign a letter of intent to select a suitable Transrapid route in the People's Republic of China and evaluate its technical and economic feasibility.

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In January of 2001, in the US, Transportation Secretary Rodney Slater selects the Pittsburgh and the Washington - Baltimore routes for detailed environmental and project planning. Later that month in China, a contract is concluded between the city of Shanghai and the industrial consortium consisting of Siemens, ThyssenKrupp, and Transrapid International to realize the Shanghai airport link. In March, the construction of the Shanghai project begins. IN BRIEF1902- First magnetic train invented by Alfred Zehden of Germany. 1959-Design for first magnetic train made. 1979-First magnetic train built in Hamburg, Germany. (it was closed three months later) 1984-First magnetic train that people can ride built in Birmingham, England. (it was closed in 1995) More Maglev (magnetic levitation) trains were made and closed. 2004-First high-speed maglev train that people can ride on opened in Shanghai, China.

WHY IS MAGLEV IMPORTANT?

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There are four basic reason for thisFirst, Maglev is a much better way to move people and freight than by existing modes. It is cheaper, faster, not congested, and has a much longer service life. A Maglev guideway can transport tens of thousands of passengers per day along with thousands of piggyback trucks and automobiles. Maglev operating costs will be only 3 cents per passenger mile and 7 cents per ton mile, compared to 15 cents per passenger mile for airplanes, and 30 cents per ton mile for intercity trucks. Maglev guideways will last for 50 years or more with minimal maintenance, because there is no mechanical contact and wear, and because the vehicle loads are uniformly distributed, rather than concentrated at wheels. Similarly, Maglev vehicles will have much longer lifetimes than autos, trucks, and airplanes. Second, Maglev is very energy efficient. Unlike autos, trucks, and airplanes, Maglev does not burn oil, but instead consumes electricity, which can be produced by coal-fired, nuclear, hydro, fusion, wind, or solar power plants (the most efficient source now being nuclear). At 300 miles per hour in the open atmosphere, Maglev consumes only 0.4 mega joules per passenger mile, compared to 4 mega joules per passenger mile of oil fuel for a 20miles-per-gallon auto that carries 1.8 people (the national average) at 60 miles per hour (mph). At 150 mph in the atmosphere, Maglev consumes only 0.1 of a mega joule per passenger mile, which is just 2 percent of the energy consumption of a typical 60-mph auto. In low-pressure tunnels or tubes, like those proposed for Switzerlands Metro system, energy consumption per passenger mile will shrink to the equivalent of 10,000 miles per gallon. Third, Maglev vehicles emit no pollution. When they consume electricity, no carbon dioxide is emitted. Even if they use electricity from coal- or natural-gas-fired power plants, the resulting CO2 emission is much less than that from autos, trucks, and airplanes, because of Maglevs very high energy efficiency. Maglev has further environmental benefits. Maglev vehicles are much quieter than autos, trucks, and airplanes, which is particularly important for urban and suburban areas. Moreover, because Maglev uses unobtrusive narrow-beam elevated guideways, its footprint on the land is much smaller than that of highways, airports, and railroad tracks. Fourth, Maglev has major safety advantages over highway vehicles, trains, and airplanes. The distance between Maglev vehicles on a guideway, and the speed of the vehicles, are automatically controlled and maintained by the frequency of the electric power fed to the guideway. There is no possibility of collisions between vehicles on the guideway. Moreover, since the guideways are elevated, there is no possibility of collisions with autos or trucks at grade crossings.
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How magnets will come to play

If you've ever played with magnets, you know that opposite poles attract and like poles repel each other. This is the basic principle behind electromagnetic propulsion. Electromagnets are similar to other magnets in that they attract metal objects, but the magnetic pull is temporary. The big difference between a maglev train and a conventional train is that maglev trains do not have an engine at least not the kind of engine used to pull typical train cars along steel tracks. The engine for maglev trains is rather inconspicuous. Instead of using fossil fuels, the magnetic field created by the electrified coils in the guide way walls and the track combine to propel the train. The magnetized coil running along the track, called a guide way, repels the large magnets on the train's undercarriage, allowing the train to levitate between 0.39 and 3.93 inches (1 to 10 cm) above the guide way. Once the train is levitated, power is supplied to the coils within the guide way walls to create a unique system of magnetic fields that pull and push the train along the guide way. The electric current supplied to the coils in the guide way walls is constantly alternating to change the polarity of the magnetized coils. This change in polarity causes the magnetic field in front of the train to pull the vehicle forward, while the magnetic field behind the train adds more forward thrust.

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MAGNETIC LEVITATION SYSTEM

Magnetic levitation means to rise and float in air. Basically the construction of the maglev train depends on 3 different working forces. They are :1. LEVITATION FORCE 2. PROPULSION FORCE 3. LATERAL GUIDING FORCE

1. LEVITATION FORCE
The basic principle behind Maglev is that if you put two magnets together in a certain way there will be a strong magnetic attraction and the two magnets will clamp together. This is called "attraction". If one of those magnets is flipped over then there will be a strong

magnetic repulsion and the magnets will push each other apart. This is called "repulsion". Now imagine a long line of magnets alternatively placed along a track. A line of alternatively placed magnets on the bottom of the train. If these magnets are properly controlled the trains will lift of the ground by the magnetic repulsion or magnetic attraction. On the basis of this principle, Magnetic Levitation is broken into three main types of suspension or levitation, they are A. ELECTROMAGNETIC SUSPENSION (EMS) B. ELECTRODYNAMIC SUSPENSION (EDS) C. INDUCTRACK

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FIG. : IMAGE OF 3 TYPE LEVITATION SYSTEM

1.1 ELECTROMAGNETIC SUSPENSION SYSTEM

Method: EMS uses the attractive magnetic force of a magnet beneath a rail to lift the train up. How Does It Work : Electromagnets line the undercarriage of the train, while the "track" (seen in this diagram as the guide way) is lined with coils. Because the current is constantly changing, the polarity of the coils also changes, permitting the system of magnetic fields to pull and push the train along the guide way. A power source is constantly supplying power to the electromagnets allowing the interaction between the coils and electromagnets to levitate the train. The train levitates about 1cm and remains like this even when it's not moving. The distance is continuously monitored and corrected by computers to avoid accidents. The guidance magnets on the left of the undercarriage are use to stabilize the train, helping it avoid hitting the sides while it's moving. How Fast : These trains can reach speeds up to 438km/h with passengers on board.

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On-board Emergency Equipment: EMS trains are equipped with battery power supplies in case of power failures (trains can suddenly stop levitating and potentially crash), this allows the train to come to a smooth stop.

Fig.

1.2 ELECTRODYNAMIC SUSPENSION SYSTEM (EDS)

Method: Electrodynamic Suspension is based on the repulsion of magnets. The magnetic levitation force balances the weight of the car at a stable position. It is for this reason that the EDS system is believed to be safer than the EMS system. How Does It Work: Super-cooled superconducting magnets are placed on the train cars while electromagnetic coils are placed along the track. Superconductors are used because they can conduct electricity even after the power supply has been shut off (unlike the EMS system). When the trains get close to the coils a current is induced which allows the train to levitate about 10 cm and center itself in the middle of the guideway. To get the train moving a second set of coils are placed along the guidance coils and after the train reaches approximately 100km/h the propulsion coils are activated. The electric current that is constantly changing allows for a change in polarity of the electromagnets which in turn pushes and pulls the superconducting magnets of the passing train to allocate movement.

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Environmentally Friendly: By chilling the coils using cryogenics engineers are able to save energy, however the process is very expensive. How Fast: These trains can reach speeds up to 522km/h, which is considerably faster than the EMS trains. Disadvantage/Advantage: EDS train must roll on rubber wheels until they reach a lift-off speed of about 100km/h which causes resistance. However having these wheels is an advantage during a power outage, it allows the train can come to a smooth/safe.

Fig.

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BENAFITS OF EMS-ATTRACTIVE AND EDS REPULSIVE SYSTEMS

There are different benefits to the EMS-attractive and the EDS-repulsive system. The EMSattractive system has had more testing, and appears more ready to go. It also does not require a secondary suspension system, which the EDS-repulsive system does. But there are two features of the EDS system, which make it very attractive and promising. First, the EDS-repulsive system employs superconducting magnets (SCMs), so there is no resistance means no loss of energy through heat dissipation. It has been estimated that superconducting magnets for maglev will only have to be recharged after about 400 hours of use, or every 2 weeks, if the vehicle ran co ntinually. By contrast , electromagnets of the EMS-attractive system require a continuous input of current to create the magnetic fields. However, the cryogenic system uses to cool the coils can bee n e x p e n s i v e . A l s o , p a s s e n g e r s w i t h p a c e m a k e r s w o u l d h a v e t o b e s h i e l d e d f r o m t h e magnetic fields generated by the superconducting electromagnets. Second advantage of EDS-maglev is that it has a larger air gap than EMSmaglev, meaning that the system should handle wind - gusts, or hilly terrain, or earthquakes, or other disturbances, much more smoothly. It is also believed, that hypothetically, EDS-maglev will be able to attain higher speeds in the long-run

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1.3 INDUCTRACK

Engineers are constantly trying to improve on previoustechnology. Within

the

past

few

years the United States has been developing a newer style of Maglev called the Inductrack, which is similar to the EDS system. This system is being developed by Dr. Richard post at the Lawrence Livermore national laboratory. The major difference between the Inductrack and the Electrodynamics System is the use of permanent magnets rather than superconducting magnets. This system uses an arrangement of powerful permanent magnets, known as a Halbach array, to create the levitating force. The Halbach array uses high field alloy magnetic bars. These bars rearranged so the magnetic fields of the bars are at 90 angles to the bars on either side, which causes a high powered magnetic field below the array. The Inductrack is similar to that of the EDS system in that it uses repulsive forces. The magnetic field of the Halbach array on the train repels the magnetic field of the moving Halbach array in the guide way. The rails in the system are slightly different. The guide way is made from two rows of tightly packed levitation coils. The train itself has two Halbach arrays; one above the coils

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for levitation and the other for guidance. As with the EMS and EDS system, the Inductrack uses a linear synchronous motor. A major benefit of this track is that even if a power failure occurs, the train can continue to levitate because of the use of permanentmagnets. As a result, the train is able to slow to a stop during instances of power failure. In addition, the train is able to levitate without any power source involved. The only power needed for this system is for the linear synchronous motor and the only power loss that occurs in this system is from aerodynamic drag and electrical resistance in the levitation circuits. Although this type of track is looking to be used, it has only been tested once on a 20-meter track. NASA is working together with the Inductrack team to build a larger test model of 100 meters in length .

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Pros and cons of different technologies :

Each implementation of the magnetic levitation principle for train-type travel involves advantages and disadvantages.
Technology Pros Cons

EMS(Electromagnetic suspension)

Magnetic fields inside and outside The separation between the the vehicle are less than EDS; proven, commercially available technology that can attain very high speeds no (500 km/h wheels or vehicle and the guideway must be constantly monitored and corrected by computer systems to avoid collision due to the unstable nature of

(310 mph)); secondary needed.

propulsion

system

electromagnetic attraction; due to the system's inherent

instability and the required constant corrections by outside systems, vibration issues may occur. EDS (Electrodynamic suspension) Onboard magnets and large margin between rail and train enable highest recorded train speeds Strong magnetic fields onboard the train would make the train inaccessible to passengers with pacemakers or magnetic data storage media such as hard drives and credit the cards, use of

(581 km/h (361 mph)) and heavy load capacity; has demonstrated (December 2005) successful

operations using high-temperature superconductors in its onboard magnets, cooled with inexpensive liquid nitrogen.

necessitating

magnetic shielding; limitations on guideway inductivity limit the maximum speed of the vehicle; vehicle must be

wheeled for travel at low speeds.

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Inductrack System Failsafe Suspensionno power (Permanent Magnet EDS) required to activate magnets; Magnetic field is localized below the car; can generate enough force at low speeds (around 5 km/h (3.1 mph)) to levitate maglev

Requires either wheels or track segments that move for when the vehicle is stopped. New technology that is still under development (as of 2008) and as yet has no commercial version or full scale system prototype.

train; in case of power failure cars slow down on their own safely; Halbach arrays of permanent

magnets may prove more costeffective than electromagnets.

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2. PROPULSION SYSTEM
This is horizontal force which causes the movement of train. It requires 3 parameters : A large electrical power source Metal coils that line the entire guide way Guidance magnets used for alignment

2.1 PRINCIPLES OF LINEAR MOTOR Its principle is similar to induction motor having linear stator and flat rotor. The motor of a maglev system is the interaction between the electromagnets / superconducting magnets and the guideway. Maglev vehicles are propelled primarily by one of the following options : A LINEAR SYNCHRONOUS MOTOR (LSM) :

In which coils in the guideway are excited by a three phase winding to produce a traveling wave at the speed desired; Trans Rapid in Germany employs such a system. A LINEAR INDUCTION MOTOR (LIM) :

In which an electromagnet underneath the vehicle induces current in an aluminum sheet on the guideway. LSM consists of copper wire powered by 3 AC Power wrapped around slots cut in laminated iron. The iron is laminated to help eliminate eddy currents. Each color represents a different phase with a 120 phase difference between each line. As current moves through the wire, a magnetic field is induced around each slot in the iron. Magnets in the rail interact with this magnetic field which pushes the rail along the track.

Fig. : LSM top view

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2.2 PROPULSION OF EMS SYSTEM

In the attractive-EMS system, electromagnetic attraction is also used to power the train vehicle forward, but it uses a electromagnetic system dedicated for propulsion and separate from the electromagnetic system used for levitation. For propulsion purposes, there are ferromagnetic stator packets (with three-phase mobile field windings) attached to the guideway. When activated, they attract the electromagnet onboard the maglev. A three-phase current, of varying frequency, is used, and generated through different stators in different segments of the track. The stators that are excited are always just in front of the maglev vehicle. As the stators are excited sequentially, the electromagnets onboard 'chase' the current forward along the track, providing forward motion, or propulsion. The EMS-attractive system maglev surfs with its support magnets on the alternating magnetic field generated in the roadway. The created electromagnetic wave is actually a mobile or traveling electromagnetic

wave. The EMS-attractive system is sometimes labeled a "pull" system: the vehicle is pulled forward. Braking is done by reversing the magnetic field. Some trains also have air flaps, like airplanes, to slow down, as well as wheels that extend downward or outward to the guideway for emergency braking in the unlikely event that everything else fails.

2.3 PROPULSION OF EDS SYSTEM

The propulsion of the EDS-repulsive system can be described as "pull- then neutral- then push." (EDS-repulsive also usually uses a linear synchronous motor or a locally commutated motor). In the EDS system, coils or an aluminum sheet in the guideway are used for providing drive, although they also are different than the coils dedicated for the function of levitation. The coils in the guide way are excited by an alternating, three-phase current. This produces an alternating magnetic field, or standing magnetic wave. A s w i t h E M S attraction, sections of the guide way are excited sequentially, with the excited section being immediately in front of the maglev vehicle. Superconducting magnets onboard the maglev vehicle are attracted to the section of the guide way immediately ahead of it, pulling the vehicle forward. Then, when the vehicle is directly overhead, the direction of the current (and thus the polarity) of the particular guide way segment is changed. During the fraction of a section in which the polarity is being changed, there is effectively neither an attractive nor
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repulsive interaction. But once the change in polarity occurs, and while the front of the vehicle is moving forward to the next excited portion of the guideway, a repulsive force is created, pushing the vehicle from behind. This occurs -- the vehicle's movement-in coherence with the alternating magnetic field. So, if the EMS-attractive drive system is a "pull system," the EDS-repulsive drive system is a "pull-neutral-then push system". Only the section of the track where the train is traveling is needed to be electrified.

Fig.

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3. LATERAL GUIDANCE SYSTEMS

The Lateral guidance systems control the trains ability to actually stay on the track. It stabilized the movement of the train from moving left and right of the train track by using the system of electromagnets found in the undercarriage of the Maglev train. The placement of the electromagnets in conjunction with a computer control system ensures that the train does not deviate more than10mm from the actual train tracks. The lateral guidance system used in the Japanese electrodynamics suspension system is able to use one set of four superconducting magnets to control lateral guidance from the magnetic propulsion of the null flux coils located on the guide ways of the track . Coils are used frequently in the design of Maglev trains because the magnetic fields created are perpendicular to the electric current, thus making the magnetic fields stronger. The Japanese Lateral Guidance system also uses a semi-active suspension system. This system dampens the effect of the side to side vibrations of the train car and allows for more comfortable train rides. This stable lateral motion caused from the magnetic propulsion is a joint operation from the acceleration sensor, control device, to the actual air spring that dampens the lateral motion of the train car. The lateral guidance system found in the German transrapid system (EMS) is similar to the Japanese model. In a combination of attraction and repulsion, the Maglev train is able to remain centered on the railway. Once again levitation coils are used to control lateral movement in the German Maglev suspension system. The levitation coils are connected on both sides of the guide way and have opposite poles. The opposite poles of the guide way cause a repulsive force on one side of the train while creating an attractive force on the other side of the train. The location of the electromagnets on the Transrapid system is located in a different side of the guide ways. To obtain electromagnetic suspension, the Transrapid system uses the attractive forces between iron-core electromagnets and ferromagnetic rails. In addition to guidance, these magnets also allow the train to tilt, pitch, and roll during turns. To keep all distances regulated during the ride, the magnets work together with sensors to keep the train centered.

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Fig. A SKETCHED OF THE COMBINED LEVITATION, PROPULSION AND GUIDANCE SYSTEM

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ADVANTAGE OF MAGLEV TRAIN

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. 2. NOISE Because the major source of noise of a maglev train comes from displaced air, maglev trains produce less noise than a conventional train at equivalent speeds. Initial tests suggest that MAGLEV vehicles may produce a high level of noise when they operate at top speed. Tests have shown that sound levels of 100decibels at a distance of 80 ft (24 m) from the guide way may be possible. Such levels of sound are, however, unacceptably high for any inhabited area. At 100m - Maglev produces noise at 69 dB. At 100m - Typical city center road traffic is 80 dB.

3 . SPEED
The highest speed achieved on the Shanghai track has been 501 km/h (311 mph). The highest speed achieved on the JR-Maglev has reached 581 km/h (367 mph).

The highest speed achieved by any wheeled trains, the current TGV speed record is
574.8 km/h, 357.0 mph.

4.ENVIRONMENT
No burning of fossil fuel, so no pollution, and the electricity needed will b e nuclear or solar It uses less energy than existing transportation systems. For every seat on a 300km trip with 3 stops, the gasoline used per 100 miles varies with the speed. At200 km/h it is 1 liter, at 300 km/h it is 1.5 liters and at 400 km/h it is 2 liters. This is 1/3 the energy used by cars and 1/5 the energy used by jets per mile. The tracks have less impact on the environment because the elevated models (50ftin the air) allows all animals to pass, low models (5-10 ft) allow small animals to pass, they use less land than conventional trains, and they can follow thelandscape better than regular trains since it can climb 10% gradients (while other trains can only climb 4 gradients) and can handle tighter turns.
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5. ECONOMIC EFFICIENCY The powerful magnets demand a large amount of electricity to function so the train levitates. What makes the maglev trains much more expensive to build . Very costly to operate since it needs large magnets and a very advancedtechnology and huge amount of electrical power Operating expenses are half of that of other railroads. The linear generators produce electricity for the cabin of the train.

6. SAFETY The trains are virtually impossible to derail because the train is wrapped around the track. Collisions between trains are unlikely because computers are controlling the trains movements. 7. MAINTENANCE There is very little maintenance because Due to the lack of physical contact between the track and the vehicle, there is no rolling friction, leaving only air resistance. 8. OPERATION COST 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

DISADVANTAGES :

Cost is major issue when considering maglev trains, especially since they cannot operate on the existing, conventional rails. Guideways would need to be built in order to make use of this new technology, costing approximately $8.5 billions.

The weight of the electromagnets in the EMS and EDS systems are also an issue. A very strong magnetic field is required to levitate the heavy trains, (the transrapid TRO7 weighs 45 tons) and maintaining the field constant requires a lot of energy which is expensive.

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Comparison with conventional trains

Major comparative differences exist between the two technologies. First of all, maglevs are not trains and are more similar to wingless aircraft than wheel-less trains. Maglev transport is non-contact, electric powered and controlled flight. It does not rely on the wheels, bearings and axles common to mechanical friction-reliant rail systems. Differences also lie in maintenance requirements and the reliability of electronic versus mechanically based systems, all-weather operations, backward-compatibility, rolling resistance, weight, noise, design constraints, and control systems.

Maintenance Requirements Of

Electronic Versus

Mechanical Systems:

Maglev trains currently in operation have demonstrated the need for nearly insignificant guideway maintenance. Their electronic vehicle maintenance is minimal and more closely aligned with aircraft maintenance schedules based on hours of operation, rather than on speed or distance traveled. Traditional rail is subject to the wear and tear of miles of friction on mechanical systems and increases exponentially with speed, unlike maglev systems. This basic difference reveals the huge cost advantage of maglev over rail and also directly affects system reliability, availability and sustainability.

All-Weather Operations: While maglev advocates claim trains currently in operation are not stopped, slowed, or have their schedules affected by snow, ice, severe cold, rain or high winds, they have not been operated in the wide range of conditions that traditional friction-based rail systems have operated. Also, maglev vehicles accelerate and decelerate faster than mechanical systems regardless of the slickness of the guideway or the slope of the grade because they are non-contact systems.

Backwards Compatibility: Maglev trains currently in operation are not compatible with conventional track, and therefore require all new infrastructure for their entire route, but this is not a negative if high levels of reliability and low operational costs are the goal. By contrast conventional high speed trains such as the TGV are able to run at reduced speeds on existing rail infrastructure, thus reducing expenditure where new infrastructure would be particularly expensive (such as the final approaches to city terminals), or on extensions where traffic does not justify new infrastructure.
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However, this "shared track approach" ignores mechanical rail's high maintenance requirements, costs and disruptions to travel from periodic maintenance on these existing lines. It is claimed by maglev advocates that the use of a completely separate maglev infrastructure more than pays for itself with dramatically higher levels of allweather operational reliability and almost insignificant maintenance costs, but these claims have yet to be proven in an operational setting as intense as many traditional rail operations, and ignore the difference in maglev and traditional rail initial construction costs. So, maglev advocates would argue against rail backward compatibility and its concomitant high maintenance needs and costs.

Efficiency: Due to the lack of physical contact between the track and the vehicle, maglev trains experience no rolling resistance, leaving only air resistance and electromagnetic drag, potentially improving power efficiency.

Weight: The weight of the electromagnets in many EMS and EDS designs seems like a major design issue to the uninitiated. A strong magnetic field is required to levitate a maglev vehicle. For the Transrapid, this is between 1 and 2 kilowatts per ton. Another path for levitation is the use of superconductor magnets to reduce the energy consumption of the electromagnets, and the cost of maintaining the field. However, a 50-ton Transrapid maglev vehicle can lift an additional 20 tons, for a total of 70 tones, which consumes between 70 and 140 kW. Most energy use for the TRI is for propulsion and overcoming the friction of air resistance at speeds over 100 mph.

Noise: Because the major source of noise of a maglev train comes from displaced air, maglev trains produce less noise than a conventional train at equivalent speeds. However, the psychoacoustic profile of the maglev may reduce this benefit: a study concluded that maglev noise should be rated like road traffic while conventional trains have a 510 dB "bonus" as they are found less annoying at the same loudness level.

Design Comparisons: Braking and overhead wire wear have caused problems for the Fastech 360 railed Shinkansen. Maglev would eliminate these issues. Magnet reliability at higher temperatures is a countervailing comparative disadvantage (see suspension types), but new alloys and manufacturing techniques have resulted in magnets that maintain their levitational force at higher temperatures.

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Control Systems: There are no signalling systems for high or low speed maglev systems. There is no need since all these systems are computer controlled. Besides, at the extremely high speeds of these systems, no human operator could react fast enough to slow down or stop in time. This is also why these systems require dedicated rights of way and are usually proposed to be elevated several meters above ground level. Two maglev system microwave towers are in contact with an EMS vehicle at all times for two-way communication between the vehicle and the central command centre's main operations computer. There are no need for train whistles or horns, either.

Comparison with aircraft

For many systems, it is possible to define a lift-to-drag ratio. For maglev systems these ratios can exceed that of aircraft (for example Inductrack can approach 200:1 at high speed, far higher than any aircraft). This can make maglev more efficient per kilometre. However, at high cruising speeds, aerodynamic drag is much larger than lift-induced drag. Jet transport aircraft take advantage of low air density at high altitudes to significantly reduce drag during cruise, hence despite their lift-to-drag ratio disadvantage, they can travel more efficiently at high speeds than maglev trains that operate at sea level (this has been proposed to be fixed by the vactrain concept). While aircraft are theoretically more flexible, commercial air routes are not. High-speed maglevs are designed to be trip-time competitive with flights of 800 kilometers/500 miles or less. Additionally, while maglevs can service several cities in between such routes and be on time in all weather conditions, airlines cannot come close to such reliability or performance. Because maglev vehicles are powered by electricity and do not carry fuel, maglev fares are less susceptible to the volatile price swings created by oil markets. Travelling via maglev also offers a significant safety margin over air travel since maglevs are designed not to crash into other maglevs or leave their guideways. Aircraft fuel is a significant danger during takeoff and landing accidents. Also, electric trains emit little direct carbon dioxide emissions, especially when powered by nuclear or renewable sources, but more than aircraft if powered by fossil fuels.

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Maglev trains in different countries

Maglev train technology is a popular topic of transportation conversation in several countries. Germany and Japan are both developing maglev train technology, and both are currently testing prototypes of their trains. (The German company "Transrapid International" also has a train in commercial use -- more about that in the next section.) Although based on similar concepts, the German and Japanese trains have distinct differences. In Germany, engineers have developed an electromagnetic suspension (EMS) system, called Transrapid. In this system, the bottom of the train wraps around a steel guideway. Electromagnets attached to the train's undercarriage are directed up toward the guideway, which levitates the train about 1/3 of an inch (1 cm) above the guideway and keeps the train levitated even when it's not moving. Other guidance magnets embedded in the train's body keep it stable during travel. Germany has demonstrated that the Transrapid maglev train can reach 300 mph with people onboard. The key difference between Japanese and German maglev trains is that the Japanese trains use super-cooled, superconducting electromagnets. This kind of electromagnet can conduct electricity even after the power supply has been shut off. In the EMS system, which uses standard electromagnets, the coils only conduct electricity when a power supply is present. By chilling the coils at frigid temperatures, Japan's system saves energy. Another difference between the systems is that the Japanese trains levitate nearly 4 inches (10 cm) above the guideway. One potential drawback in using the EDS system is that maglev trains must roll on rubber tires until they reach a liftoff speed of about 62 mph (100 kph). Japanese engineers say the wheels are an advantage if a power failure caused a shutdown of the system. Germany's Transrapid train is equipped with an emergency battery power supply. While maglev transportation was first proposed more than a century ago, the first commercial maglev train made its test debut in Shanghai, China, in 2002 using the train developed by German company Transrapid International. The same line made its first open-to-the-public commercial run about a year later in December of 2003. The Shanghai Transrapid line currently runs to and from the Longyang Road station at the city's center and Pudong airport. Traveling at an average speed of 267 mph (430 kmh), the 19 mile (30 km) journey takes less than 10 minutes on the maglev train as opposed to an hour-long taxi ride.
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Despite U.S. interest in maglev trains over the past few decades, the expense of building a maglev transportation system has been prohibitive. Estimated costs for building a maglev train system in the United States range from $10 million to $30 million per mile. However, the development of room-temperature superconducting supermagnets could lower the costs of such a system. Room-temperature superconductors would be able to generate equally fast speeds with less energy. ACCIDENTS WITH MAGLEV TRAINS Significant most accidents and incidents 1. AUGUST 11,2006 FIRE On august 11,2006 a fire broke out on the shanghai commercials transrapid, shortly after leaving the terminal in LONGYANG. 2. SEPTEMBER 22, 2006 CRASH On September 22, 2006 an elevated transrapid train collided with maintenance vehicle on a test run in Lathen (north-western Germany).23 people were killed and 10 people were injured. These were the first fatalities resulting from a maglev train accidents.

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Conclusions:From the perspective of economic, environmental, and societal benefits, maglev technology has promised the technical attributes necessary to become the next generation of ground transportation. Many of those promised attributes have been partially met, but there remains more work to be done. Obstacles to commercial use of the maglev trains include Expense, especially in guideway construction Existence of conventional high-speed rail systems, such as the French TGV Health concerns regarding exposure to electromagnetic fields Absence of a commercially successful example to reassure investors Possibility of selecting a guideway design that will be incompatible with future systems It appears that maglev transportation will not become popular without further government funding and additional advances in technology. The Japanese and German systems were developed at considerable government expense, but still lack a clear commercial advantage over conventional high-speed rail. The Inductrack technology shows promise but will require a long and expensive development period before it can be evaluated as a candidate for commercial use. With the recent $1 billion commitment to maglev research and development by the U.S.

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REFERENCES:1.http://science.howstuffworks.com/transport/engines-equipment/maglev-train.htm

2.http://www.trainweb.org/tgvpages/background.html 3.www.getransportation.com

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