First-ever maglev public transportation system - in Shanghai
Maximus
Published on Tuesday, December 31, 2002 by the Peoples Daily (China)
World's First Commercial Maglev Line Debuts in Shanghai
The traditional, long-aspired dream of Chinese philosophers to be able
to "run with the wind" became a reality in Shanghai on Tuesday.
The Shanghai Transrapid Maglev Line made its inaugural "VIP" test run
in this rising modern metropolis in east China with Premier Zhu Rongji
and his German counterpart, Chancellor Gerhard Schroeder on board.
The 10-billion-yuan (1.2-billion-US-dollar) project is the first-ever
magnetic levitation (maglev) system for commercial use in the world.
Two and half years ago, the revolutionary project was just "a vague
illusion", as Chancellor Schroeder put it.
On Tuesday, however, he and Premier Zhu stood atop the surreal
platform and cut the red ribbon at Longyang Road Station.
At 10:10 am, the inaugural "flight" "sped off", quickly disappearing
into the morning mist. Inside the shining streamliner,passengers
applauded the smooth and forceful take-off and then shifted their
attention to an electronic screen indicating the train's speed.
After about 3 minutes, the speed had reached up to 430 kilometers per
hour, or 119 meters per second, its maximum speed. And enthusiastic
applause and cheers echoed throughout the train.
"It is a major event in the history of Shanghai's urban construction,
as well as in the history of China's railroad transportation," Zhu
said, emerging from the train in downtown Shanghai after his trip to
the new Pudong International Airport 30kilometers away. Each one-way
journey took less than eight minutes.
Premier Zhu described it as "a miracle" for Shanghai to have completed
such a hi-tech project in such a short span of time. It took German
and Chinese scientists, engineers and a dozen firms just two and a
half years to complete the project, which remains in pilot operation
in Germany and Japan.
"The new line will accelerate Shanghai's drive to turn itself into a
modern metropolis and serve as an impetus for the development of
related technologies and industries in China," Zhu said.
He also called on Chinese and German scientists "to keep improving the
system and to further explore ways to enable domestic maglev equipment
production in order to make it more economical and competitive."
Meanwhile, Premier Zhu did not neglect the security aspect, one of the
major concerns of would-be passengers. "Passengers do not even need to
buy an insurance policy," he said.
German Chancellor Schroeder said that he hadn't expected his
home-grown technology to be applied so quickly. He had initially
visited Shanghai in 1999 to discuss the project. He said that Germany
is keen to develop economic and high-tech cooperation with China.
"We are not only seeking to sell our products here, but are also
willing to turn our technologies into products in China, something
which is fair to both countries," the German chancellor said.
The maglev system, noted Premier Zhu, is characterized by high
capacity, fast speed, low energy consumption, safety performance and
minimal environmental effects, and "it has wide prospects for
development with a great potential to benefit China both economically
and socially."
The Transrapid, with its "synchronous longstator linear motor",
literally floats above the maglev guideway and is propelled forward by
powerful electromagnetic forces along the specially-built guideway,
said Wu Xiangming, head engineer in charge of the project, adding that
it is also impossible to derail.
Engineers have assured that the effect of the magnetic force of the
maglev system on passengers and nearby areas is minimal, since the
effect on humans is thus less than that of most electric household
appliances.
Gerhard Wahl, chief coordinator of the German side, said that,
although the maglev technologies were developed in Germany, the first
commercial line was built in China, which places China at the
forefront of the maglev technologies. "It proves once again that the
Chinese leadership is truly visionary," he noted.
Tuesday was a joyous day of ceremonies and celebrations for Shanghai,
a day filled with bands playing loud music, colorful banners and grand
parties.
Shanghai Mayor Chen Liangyu referred the maglev line "to be a major
contribution to the modernization of Shanghai."
Local residents throughout the city were seething with enthusiasm on
this grand occasion Tuesday.
A middle-aged flower peddler Liu Weimin near the rail station said he
is not only curious about the high-tech devices, but also great
fortune the maglev line will bring to him. "Nearby apartments are more
expansive today," he said.
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Eric
I remember reading about this in Popular Science years ago and of course it
isn't the Americans doing it, it's the Chinese. America should consider
this a well deserved slap in the face that hopefully wakes us up to the
realities of the future. The train won't be ready for the public for
another year, which is after my trip in June, damn! I guess I'll go visit
it anyway.
Eric
"Maximus" <Maximu...@hotmail.com> wrote in message
news:e3012cb0.03010...@posting.google.com...
Z. Kriegsman
I went there last year and made a "ride" (or should I say flight) at about
400 km/h.
It was amazingly comfortable and you certainly didn't get the feeling, you
were traveling that fast.
I don't know if you understand the German Language, but here's some
information about the test-track:
http://www.mvp.de/
Best Regards,
Zwerius Kriegsman
The Netherlands.
"Eric" <eco...@netscape.net> wrote in message
news:av0dvs$qo$1...@news.chatlink.com...
James
the minds everywhere for some time. What is amazing is that it was done in 2
1/2 years from 'gleam in the eye' to fruition for the paltry sum of 1.2
billion dollars.
"Maximus" <Maximu...@hotmail.com> wrote in message
news:e3012cb0.03010...@posting.google.com...
Ian St. John
"James" <jra...@dcr.net> wrote in message news:Df8R9.5509$wQ1.409@fe01...
> This is amazing. Not the technology so much as the maglev has been around in
> the minds everywhere for some time. What is amazing is that it was done in 2
> 1/2 years from 'gleam in the eye' to fruition for the paltry sum of 1.2
> billion dollars.
It should not have been done at all. Cryogenic and computerized superconducting magnet system are so complicated it will be broken
down in no time. The passive support of http://www.llnl.gov/str/Post.html should have been developed into commercial use for a LOT
less money and much higher design robustness.
Beyond the high speed train service in specific corrideors it can also be used as a high speed commuter system as seen in
http://www.skytran.net/
Z. Kriegsman
"Ian St. John" <ist...@spamcop.net> wrote in message
news:3e151eb4$1...@audacity.velocet.net...
geoknot
connect Birmingham International railway station to the airport and it
cost nothing for passengers to use. British engineering in the lead
again.
Maximu...@hotmail.com (Maximus) wrote in message news:<e3012cb0.03010...@posting.google.com>...
Ian St. John
"Z. Kriegsman" <krie...@home.nl> wrote in message news:8XcR9.24007$mg4.2...@zwoll1.home.nl...
>
> Who said it has a superconducting magnetsystem?
The clues are there. If nothing else, the only passive magnetic levitation system is a U.S. development and this tran was built with
'homegrown German technology'.
Note: The load/weight limit of active magnetic levitation requires very strong electromagnets in an active control system ( other
than the Inductrac design) which requries superconduction to get the power levels in electromagnets and very small gaps ( to get the
distance low and thus high force ). They require very high precision track layout and very critical realtime control by computers to
keep the gap steady. They will not last long in service, as there are too many critical and precise requriements. A previous
similar design at Birmingham went tits up very fast. This one may last a little longer.
Someday they may get a clue and turn to the one practical maglev system. But you know big budget high tech projects. They have
enormous intertia and, until they die and are discarded, practical and simple systems are ignored. Often the simple systems get
tarred with the same brush and it takes generations to rediscover the simple and practical system again.
Z. Kriegsman
magnet system.
"Ian St. John" <ist...@spamcop.net> wrote in message
news:3e15d8ca$1...@audacity.velocet.net...
Ian St. John
"Z. Kriegsman" <krie...@home.nl> wrote in message news:s1oR9.26303$mg4.2...@zwoll1.home.nl...
>
> I'm sorry to disapoint you, but this train does not have a superconducting
> magnet system.
If you are going to make assertions you should also supply references.
http://www.technologyreview.com/articles/wo_heltzel101101.asp
O.K. I found it. This is scarier than I thought.
"A third company, Berlin-based Transrapid International, uses an electromagnetic levitating system. Unlike superconducting maglevs,
the electromagnetic system does not require wheels because it always levitates, even when standing still, as long as it is receiving
electricity. While superconducting maglev trains hover at between 6 and 10 inches above the guideway, electromagnetic trains hover
at less than half an inch. "
Sounds like one good bump and it's history.. The question is not whether working systems can be built but how long they will last
in the real world of day by day disasters. The critical gap being so small, it would take almost nothing to disrupt them. I find it
scary compared to Inductrac which levitates at several inches above the track and thus is less affected by small imperfections in
the track position and accuracy.
Don Libby
>
> "Z. Kriegsman" <krie...@home.nl> wrote in message news:s1oR9.26303$mg4.2...@zwoll1.home.nl...
> >
> > I'm sorry to disapoint you, but this train does not have a superconducting
> > magnet system.
>
> If you are going to make assertions you should also supply references.
Are the words "I stand corrected" never to be spoken, Ian?
>
> http://www.technologyreview.com/articles/wo_heltzel101101.asp
> O.K. I found it. This is scarier than I thought.
Be not afraid. Do you honestly believe the engineers have not
anticipated this and failed to build safety systems for power
disruption contingencies? Perhaps I assume too much, but it is a
reasonable assumption given knowledge of contemporary engineering
practice in public transportation systems.
Trains. More trains. More 'lectric trains for everyone an'
nuclear plants to run 'em, sez I!
-dl
Eric
> anticipated this and failed to build safety systems for power
> disruption contingencies? Perhaps I assume too much, but it is a
> reasonable assumption given knowledge of contemporary engineering
> practice in public transportation systems.
>
> Trains. More trains. More 'lectric trains for everyone an'
> nuclear plants to run 'em, sez I!
>
> -dl
A lot of times the technology won't get developed unless
there is a country willing to support it's development. China
and Germany are clearly taking the lead in this arena.
As for nuclear power, all I can say is hallelujah!
Eric
Ian St. John
> "Ian St. John" wrote:
> >
> > "Z. Kriegsman" <krie...@home.nl> wrote in message news:s1oR9.26303$mg4.2...@zwoll1.home.nl...
> > >
> > > I'm sorry to disapoint you, but this train does not have a superconducting
> > > magnet system.
> >
> > If you are going to make assertions you should also supply references.
>
> Are the words "I stand corrected" never to be spoken, Ian?
That is implied by my acceptance of the correction. On the other hand,
I rarely apologize for a natural mistake when the other person
engineers it by failing to provide backing for blank assertions and
makes me do all the work to track it down.
http://www.monorails.org/tMspages/TPMagIntro.html
Was one resource I found. It was an enthusisast page and yet mentioned
nothing about developments of the small gap, non-cryogenic system.
>
> >
> > http://www.technologyreview.com/articles/wo_heltzel101101.asp
> > O.K. I found it. This is scarier than I thought.
>
> Be not afraid. Do you honestly believe the engineers have not
> anticipated this and failed to build safety systems for power
> disruption contingencies?
Yup. And it isn't power disrupt that may be the major problem but
alignment of the rails. The event of power failure will just drop the
train on it's belly on the track after coming to a stop from eddy
current braking while suspended by battery reserves. They can design
for that..
I don't think you appreciate how difficult it would be to keep a track
flat to within 1mm? and straight to similar values ( the train floats
at 8mm so the cahange in gap would represent a major change in forces)
over large spans, and over time. We build buildings to sway meters in
the wind, bridges that move similar amounts. The rigidity and
precision are challenges to set up and may be a problem to maintain.
> Perhaps I assume too much, but it is a
> reasonable assumption given knowledge of contemporary engineering
> practice in public transportation systems.
My point is that there is a better way available, cheaper, more
reliable and one that would be able to support a massive expansion of
public systems, not a single expensive (bragging rights)
demonstration.
Transrapid:
30Km track ( two way )
Cost 1.2B or 40M/km
Travel time 30km/10 minutes
Passengers/train (max) 500, probable 300 actual with normal packing
Pasengers per hour ~= 1,800 ( 6 trips * 300 passengers), capacity
3,000
Energy Costs: High and erratic leading to extreme spikes in demand
Skytrain:
30km track ( two way )
Cost: 1.45B for 1725 km of track, or 0.84M/km
Average speed 32km/12min
Passengers per vehicle 1 or 2.
Passenger per hour ~= 300,000 capacity 600,000
Energy costs ( low, even, providing motion only, not lift )
1:) http://www.monorails.org/tMspages/archive071402.html
"Three vehicles with five sections each will be used for the airport
link. "
"The train will run at ten-minute intervals..."
2:http://www.vr-transport.de/transrapid-energy/n003.html
3:http://www.prospect.org/print/V3/11/stone-p.html
"Transrapid International, has been tested at speeds of 290 mph and
seats 80 to 100 passengers per section."
>
> Trains. More trains. More 'lectric trains for everyone an'
> nuclear plants to run 'em, sez I!
Only if they can make simple, cheap and easily assembled systems for
public transport everywhere, not expensive high tech showoff projects
with no real future.
As seen above, for the same price as this one white elephant, they
could have provided a massive high speed public transport system over
the entire city including the airport with a hundred times the
capacity, and nearly the same travel time. As usual, the big fanfare
will hide the realities till the heavy maintenance and power costs
start eating away at the tax base and then the light will dawn that
they blew billions on a boondoggle.
>
> -dl
Don Libby
> > nuclear plants to run 'em, sez I!
>
> Only if they can make simple, cheap and easily assembled systems for
> public transport everywhere, not expensive high tech showoff projects
> with no real future.
> will hide the realities till the heavy maintenance and power costs
> start eating away at the tax base and then the light will dawn that
> they blew billions on a boondoggle.
Good points. There is a risk of bad publicity: failure of a
high-profile, poorly conceived project may condemn more practical
designs to be thrown out with the bathwater.
-dl
Kurt Ullman
>Good points. There is a risk of bad publicity: failure of a
>high-profile, poorly conceived project may condemn more practical
>designs to be thrown out with the bathwater.
>
See Amtrak's recent fiasco for case in point..
---
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pretend to: sex, diet and lower back pain.
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Thomas Lee Elifritz
Don Libby wrote:
> Trains. More trains. More 'lectric trains for everyone an'
> nuclear plants to run 'em, sez I!
More nuclear bombs for everybody, sez North Korea.
Thomas Lee Elifritz
http://elifritz.members.atlantic.net
Michael Daly
> A lot of times the technology won't get developed unless
> there is a country willing to support it's development. China
> and Germany are clearly taking the lead in this arena.
So true - but China is just a buyer - Japan has been doing the
research.
Mike
Michael Daly
> I don't think you appreciate how difficult it would be to keep a track
> flat to within 1mm? and straight to similar values ( the train floats
> at 8mm so the cahange in gap would represent a major change in forces)
> over large spans, and over time. We build buildings to sway meters in
> the wind, bridges that move similar amounts. The rigidity and
> precision are challenges to set up and may be a problem to maintain.
It doesn't have to be straight and flat, just smooth. Is this a
repulsive or attractive system? Usually the small gap ones are
attractive, in which case an accurate active force control is
critical, since the suspension of the vehicle is unstable. If
repulsive, the system is stable and self-correcting.
Mike
none
> > O.K. I found it. This is scarier than I thought.
>
> Be not afraid. Do you honestly believe the engineers have not
> anticipated this and failed to build safety systems for power
> disruption contingencies? Perhaps I assume too much, but it is a
> reasonable assumption given knowledge of contemporary engineering
> practice in public transportation systems.
Having read a little about the history of China building things I'd be
afraid of it. As well as that little dam they are building which a lot of
people have said is going to be a problem.