Maglevs are Faster, Efficient, and Eco Friendly compared to HSWT

In recent years the Maglevs are gaining more traction for faster transport system. This project is focused on finding the Maglev are superior to the High Speed Wheeled Train (HSWT) and not impacting the environment adversely.
Ojas Patil
Grade 5

Problem

Faster transportation is vital for economic growth and development. It connects both local and global markets, enables access to resources and services, and supports the movement of people around the world. But faster transportation is not always good, and it can create higher pollution and can be less efficient.

There are many Maglev projects coming all over the world but, are the maglevs really more advanced at the same time are they eco-friendly and efficient.

Method

The method used for the research is collecting and verifying the information for the internet from different technical research papers and websites. The information from the websites is verified to confirm its authenticity.

This information is consolidated and sorted to use only the relative and important information. This refined information is used for final summary and conclusion.

Research

The research is split in 3 sections Speed, Efficient and Eco-friendly.

Speed:

The world record for a conventional wheeled passenger train is held by a modified French TGV high-speed (with standard equipment) code named V150, set in 2007 when it reached 574.8 km/h (357.2 mph) on a 140 km (87 mi) section of track.

Japan's experimental maglev train L0 Series achieved 603 km/h (375 mph) on a 42.8 km magnetic levitation track in 2015. 

The world record for commercial train carrying passengers is held by China's Shanhai Maglev Train that has a top speed of 431 km/h (268 mph) and CR400 Fuxing Hao HSWT with 350 km/h (217 mph), which also hails from China.

They are followed by France's TGV Duplex HSWT and Japan's E5 Series Shinkansen HSWT which both have maximum operating speeds of 320 km/h (199 mph) for commercial services.

 

Some of the Highest Speed records are

603 km/h (375 mph)  2015-04-21     Yamanashi Test Track Japan

590 km/h (367 mph)  2015-04-16     Yamanashi Test Track               Japan

581 km/h (361 mph)  2003-12-02     Yamanashi Test Track               Japan

574.8 km/h (357 mph)             2007-04-03     LGV Est France

568 km/h (353 mph)  2007-04-01     LGV Est France

515.3 km/h (320 mph)             1990-05-18     LGV Atlantique France

510.6 km/h (317 mph)             1990-05-09     LGV Atlantique France

501 km/h (311 mph)  2003-11-12      Shanghai Maglev Train China

487.3 km/h (303 mph)             2010-12-03     Beijing–Shanghai HSR China

486.1 km/h (302 mph)             2010-12-03     Beijing–Shanghai HSR China

482.4 km/h (300 mph)             1990-12-05     LGV Atlantique France

443.0 km/h (275.3 mph)         1996-07-26     Tōkaidō Shinkansen Japan

421.4 km/h (262 mph)             2013-03-28     Gyeongbu high-speed railway South Korea

411.5 km/h (256 mph)             1974-08-14     High Speed Ground Test Center United States

408.4 km/h (254 mph)             1988    LGV Sud-Est France

406.9 km/h (253 mph)             1988-05-01     Hanover–Würzburg high-speed railway Germany

403.7 km/h (251 mph)             2006-07-16     Madrid-Barcelona HSL Spain

400 km/h (250 mph)  2019-12-14     Tohoku Shinkansen Japan

Efficiency:

Energy in maglev trains is used to accelerate, levitate and stabilize the movements of the train. Some energy is also consumed for air-conditioning, heating and lighting. However, air drag increases with the cube of the speed and therefore, at high speeds, most of the energy is needed to overcome the resistance of the air. Aircrafts take advantage of low air density at high altitudes to reduce the resistance of the air. For maglev transportation, the use of evacuated tubes has been proposed to increase the speed and efficiency of the train. [7]. In addition, the energy consumption can be further reduced by use of regenerative braking, an energy recovery mechanism where the kinetic energy of the train can be regained when the train slows down.

Maglev is also a very cheap and efficient mode of transportation. 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. Guideways can last for at least 50 years with a minimal maintenance because there is no mechanical contact and wear. At 480 kilometers per hour, maglev consumes 0.4 megajoules per passenger mile compared to 4 megajoules per passenger mile of oil fuel for an 8.5-kilometers-per-liter (20 miles-per-gallon) auto that carries 1.8 people at 96 kilometers per hour. It is also interesting to compare the efficiency of maglev trains and conventional high-speed trains. Table 1 shows the energy consumption of the German high-speed maglev Transrapid and the German high-speed train ICE 3, both as functions of speed. Transrapid has better efficiency above 330 kilometers per hour, but it is less efficient below 330 kilometers per hour.

 

Due to the absence 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.

 

The energy consumption values for vehicles of different lengths, widths and speeds were compared without retroactive calculation on a standardized basis. This study aims to achieve a view that can enable a better result in terms of objectivity.

The focus of the research can be stated as follows: How much energy, differentiated by speed, is required for a train with a normalized effective area, when it is driven by a certain High-Speed railway system, R/S system (TGV, ICE, Shinkansen) or Maglev (Transrapid, Chuo-Maglev)?

Systems which have been in trial and operational for many years and for which the most possible reliable data is available were selected for the comparative study of energy consumption. This is true for the selected Wheel-Rail systems of Shinkansen, ICE and TGV, as well as the Maglev system Transrapid.

 

The Japanese Shinkansen N 700 records the maximum value for Wheel-Rail systems at speeds up to 300 km/h. At a constant speed of 300 km/h, it has a specific energy consumption of 28 Wh/Pl/km (Watt hours per seat and per kilometer). With this driving condition of constant inertia (speed), the energy intensive acceleration processes of a typical speed profile are missing. For real N 700 speed profiles with a maximum speed of 285 km/h [14], the mean specific energy consumption is about 70 Wh/Pl/km in spite of a comparatively high number of seats (1,123 seats in 16 cars and 546 seats in 8 cars [6, 7]), which is therefore higher than the comparable values of other systems at 300 km/h, and which would again be higher at 300 km/h for the N 700.

Based on the existing data, the following ranges are, in principle, available for the specific energy consumption of High-Speed railway systems:

• The specific energy consumption of High-Speed Wheel-Rail systems is in the typical system speed range between 300 to 330 km/h - 40 Wh/Pl/km (ICE 3) and 70 Wh/Pl/km (N 700) or between 35 Wh/m²/km (ICE 3) and 60 Wh/m²/km (N 700).

• The specific energy consumption of the Maglev systems Transrapid and MLX/Chuo Shinkansen is in the speed range from 330 km/h to 500 km/h - between 45 Wh/Pl/km (TR) and 100 Wh/Pl/km (Chuo) or between 50 Wh/m²/km (TR) and 110 Wh/m²/km (Chuo).

• Based on a calculated standardized system-typical effective area of 500 m² per railway system, specific energy consumption values between 22 kWh/km (TGV) and 27 kWh/km (Chuo) are obtained for the railway systems being studied at a maximum speed of 330 km/h.

• Based on a calculated standardized system-typical effective area of 500 m² per Maglev

system, specific energy consumption values between 36 kWh/km (TR) and 85 kWh/km

(Chuo) are obtained for the Maglev systems in the speed range between 430 to 500

km/h.

• Based on a calculated standardized system-typical effective area of 500 m² per Maglev system, specific energy consumption values between 36 kWh/km (TR) and 85 kWh/km (Chuo) are obtained for the Maglev systems in the speed range between 430 to 500 km/h.

 

Comparison of High-Speed railway systems shows that if the same speed range up to 330 km/h is considered, none of the systems being studied shows significant advantages in terms of energy consumption. At this designed speed, which is currently the limit of a reasonable operational application of Wheel-Rail systems, there are slight advantages in terms of energy consumption, at least for the Transrapid. In addition, only High-Speed Maglev systems can be operated economically at significantly higher speeds.

Since the Japanese Maglev system between Tokyo and Nagoya is almost entirely operated along a tunnel route, the energy consumption for the Chuo-Shinkansen system is considerably higher due to the very high tunnel resistance in the High-Speed range when compared to the previous Transrapid projects, which were mostly elevated or ground-level routes without long tunnel sections.

 

Maglevs have several other advantages compared with conventional trains. They are less expensive to operate and maintain, because the absence of rolling friction means that parts do not wear out quickly (as do, for instance, the wheels on a conventional railcar). This means that fewer materials are consumed by the train’s operation, because parts do not constantly have to be replaced. The design of the maglev cars and railway makes derailment highly unlikely, and maglev railcars can be built wider than conventional railcars, offering more options for using the interior space and making them more comfortable to ride in.

Eco-Friendly:

Maglev trains do not create direct pollution emissions and are always quieter in comparison to traditional systems when operating at the same speeds. In high-speed intercity transport, using maglev trains can offer an especially good cost-benefit ratio as regards land purchase, construction, operation, maintenance and environmental protection. Future technological advances can be expected to improve this ratio even more.

Carbon Dioxide emissions are another very important factor when considering the benefits of the Maglev train as these gasses contribute directly to the greenhouse effect.
This graph directly compares the CO2 emissions of the Maglev, traditional Inter City express train, an average motor car and a short haul airliner flight in grams per seat kilometers.


The Maglev has significantly lower CO2 emissions compared too the traditional InterCity train at 300 kph, mainly due to its lower energy usage. At 400 kph the Maglev has almost half the CO2 emissions than an average motor car and a massive five and a third times less than a short haul airline flight. The Maglev train is also highly reliable having no mechanical contact points with a track to wear out, or any electrical cables to pick up, unlike the traditional Inter City train which could lead to even more pollution.


Although noise pollution does not directly impact on the global climate in the way that CO2 emissions do, it has adverse effects of the local environment for those who live in it. It can also have a detrimental effect on local fauna altering or destroying a local ecosystem.
Maglev trains have no noise problems, as there is no friction between the trolley and pantograph, neither does it have any noise from rolling friction. The only possible noise may be from the trains aerodynamics. 

 

This is how much land the systems take up when being built, hence the possibility to destroy natural habitats. Thus making it important to construct and expand on existing transport networks. The Maglev only requires a 12m wide dual guideway compared to the normal rail system requires a 14m wide land take, and 4 lane freeways require a 30m wide land take (Geerlings, H. 1998). Thus meaning that the Maglev has far less environmental impact on land when it is being built compared to the traditional train method and highways.

 

The major negative with the Maglev is the cost of the guide rail. The current track costs 310 million yuan ($39 million) per kilometre, this includes the cost of setting up infrastructure and maintenance facilities.  The Maglev was estimated to to cost 200 million yuan ($25 million) per kilometre (China Masters German Train Technology, Will Cut Costs, 2006). Although this is still expensive, it is significantly less than comparative constructions. For example the Hog King airport cost $20 billion and the interstate highway cost $31 million to build. These costs make it expensive to build on a route that already has an expensive infrastructure built such as existing transport lines, it does still make a competitive option for a route that has no infrastructure.

 

SCMAGLEV technology offers major benefits to the environment. The SCMAGLEV is expected to significantly decrease vehicle miles traveled in the region – teamed with renewable energy the SCMAGLEV could transport millions of people without any emissions.

Data

The data analysis is split in 3 sections similar to Research in Speed, Efficient and Eco-friendly.

Speed:

Some of the Highest Speed records are

603 km/h (375 mph)  2015-04-21     Yamanashi Test Track               Japan

590 km/h (367 mph)  2015-04-16     Yamanashi Test Track               Japan

581 km/h (361 mph)  2003-12-02     Yamanashi Test Track               Japan

574.8 km/h (357 mph)             2007-04-03     LGV Est                              France

568 km/h (353 mph)  2007-04-01     LGV Est                                              France

515.3 km/h (320 mph)             1990-05-18     LGV Atlantique              France

510.6 km/h (317 mph)             1990-05-09     LGV Atlantique              France

501 km/h (311 mph)  2003-11-12      Shanghai Maglev Train             China

487.3 km/h (303 mph)             2010-12-03     Beijing–Shanghai HSR China

486.1 km/h (302 mph)             2010-12-03     Beijing–Shanghai HSR China

 

The world record for a conventional wheeled passenger train is held by a modified French TGV high-speed (with standard equipment) code named V150, set in 2007 when it reached 574.8 km/h (357.2 mph) on a 140 km (87 mi) section of track.

Japan's experimental maglev train L0 Series achieved 603 km/h (375 mph) on a 42.8 km magnetic leviation track in 2015. 

The world record for commercial train carrying passengers is held by China's Shanghai Maglev Train that has a top speed of 431 km/h (268 mph) and CR400 Fusing Hao HSWT with 350 km/h (217 mph), which also hails from China.

Efficiency:

Energy in maglev trains is used to accelerate, levitate and stabilize the movements of the train. Some energy is also consumed for air-conditioning, heating and lighting. However, at high speeds, most of the energy is needed to overcome the resistance of the air. For maglev transportation, the use of evacuated tubes (hyperloop) has been proposed to increase the speed and efficiency of the train.

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.

At 480 kilometers per hour, maglev consumes 0.4 megajoules per passenger mile compared to 4 megajoules per passenger mile of oil fuel for an 8.5-kilometers-per-liter (20 miles-per-gallon) auto that carries 1.8 people at 96 kilometers per hour.

German high-speed maglev Transrapid has better efficiency than German high-speed train ICE 3 above 330 kilometers per hour, but it is less efficient below 330 kilometers per hour.

Based on the existing data, the following ranges are, in principle, available for the specific energy consumption of High-Speed railway systems:

• The specific energy consumption of High-Speed Wheel-Rail systems is in the typical system speed range between 300 to 330 km/h - 40 Wh/Pl/km (ICE 3) and 70 Wh/Pl/km (N 700) or between 35 Wh/m²/km (ICE 3) and 60 Wh/m²/km (N 700).

• The specific energy consumption of the Maglev systems Transrapid and MLX/Chuo Shinkansen is in the speed range from 330 km/h to 500 km/h - between 45 Wh/Pl/km (TR) and 100 Wh/Pl/km (Chuo) or between 50 Wh/m²/km (TR) and 110 Wh/m²/km (Chuo).

Comparison of High-Speed railway systems shows that if the same speed range up to 330 km/h is considered, none of the systems being studied shows significant advantages in terms of energy consumption.

Study shows that High-Speed Maglev systems can be objectively considered to be operationally advantageous and useful transport systems from the perspective of energy consumption, especially in the area of High-Speed transport exceeding 300 km/h. If the objective is to reduce travel time and thereby achieve a high speed of a transport system, then High-Speed Maglev systems represent a promising option from an energy consumption point of view.

Maglevs have several other advantages compared with conventional trains. They are less expensive to operate and maintain, because the absence of rolling friction means that parts do not wear out quickly.

Eco-Friendly:

Maglev trains do not create direct pollution emissions and these friction-less trains are always quieter in comparison to traditional systems when operating at the same speeds. Maglev trains can offer an especially good cost-benefit ratio as regards land purchase, construction, operation, maintenance and environmental protection.

The Maglev has significantly lower CO2 emissions compared too the traditional InterCity train at 300 kph, mainly due to its lower energy usage. At 400 kph the Maglev has almost half the CO2 emissions than an average motor car and a massive five and a third times less than a short haul airline flight.

Maglev trains have no noise problems, as there is no friction between the trolley and pantograph, neither does it have any noise from rolling friction. The only possible noise may be from the trains aerodynamics.

The Maglev only requires a 12m wide dual guideway compared to the normal rail system requires a 14m wide land take, and 4 lane freeways require a 30m wide land take. Thus meaning that the Maglev has far less environmental impact on land.

The major negative with the Maglev is the cost of the guide rail. Building track costs $39 million per kilometer, the Maglev was estimated to cost $25 million per kilometer (In China). It is less than HSWT but still significantly higher than comparative constructions like airport or highway.

Conclusion

Maglevs have several advantages compared with conventional trains. The maglev train technology has emerged as a sustainable, and cleaner solution for train transportation as it significantly reduces energy and greenhouse gas emissions as compared to traditional transportation systems. Maglev has the potential to become a major mode of transportation.

The Conventional Wheeled Trains have come a long way from the 48kmph speed in year 1829 to highest speed of 574.8kmph in 2007. Comparatively maglev is a new technology and progressing at a fast pace to reach 623kmph in 2024 from 501kmph in 2003. With the hyperloop vacuum tube the highest speed of maglev is expected to reach 1200kmph.

For energy consumption, the comparison of High-Speed railway systems shows that for the same speed range up to 330 km/h, none of the systems have significant advantage over others. The High-Speed Maglev systems can be considered to be operationally advantageous and useful from the perspective of energy consumption, especially in the area of High-Speed transport exceeding 300 kmph.

Maglev trains do not create direct pollution or emissions and are significantly quieter than traditional transport methods. Using maglevs for transport can generate lower environmental impact in terms of environmental protection, land requirement, construction, operation and maintenance. There is also potential for future technological advances to improve this ratio even more.

When comparing maglev trains to high-speed wheeled trains, there are many notable benefits that make them a preferred choice. Maglev trains are better in various aspects such as speed, energy efficiency, air pollution, noise reduction, and infrastructure development.

Acknowledgement

First, I would like to thank CYSF for giving me the opportunity to present my project on this big platform.

My sincere gratitude goes to all who made this project a reality. I would like to express my special thanks to my Teacher Ms. Bly and Mr. DeGelder for their guidance and support in completing my Project.

I would also like to extend my gratitude to my Parents who were there at every step standing with me and always motivating me to cruise ahead.

Last but not least, I would like to thank my gaming friends who waited for me to play games while I worked on my science fair project.