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1. INTRODUCTION
Maglev, or magnetic levitation, is a system of transportation that suspends, guides and propels vehicles, predominantly trains, using magnetic levitation. Trends in increased mobility of large masses with changing lifestyle for more comfort are leading to congestion on roads with automobiles. Besides, increasing pollution levels from automobiles, depleting fuel resources, critical dependence on the fuel import. The highest recorded speed of a Maglev train is 581 kilometers per hour (361 mph), achieved in Japan. All operational implementation of maglev technology have had minimal overlap with wheeled train technology and have not been compatible with conventional railroad tracks. Because they cannot share existing infrastructure, maglev must be designed as complete transportation systems. The term maglev refers not only to the vehicles, but to the railway system as well, specified designed for magnetic levitation propulsion. Development of magnetic levitated transport systems is under progress in developed countries.

Fig.1 maglev train

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1.1 HISTORY OF MAGLEV

The first serious maglev research was done by British researcher Eric Laithwaite in the 1960s. However, his funding was cut off in 1973, due to lack of progress. (Simmons, Jack; Biddle, Gordon (1997). The Oxford Companion to British Railway History: From 1603 to the 1990s. Oxford: Oxford University Press. pp. 303.) In 1979, the first passenger-carrying maglev train entered service in Hamburg, Germany, for the first International Transportation Exhibition. It proved to be so popular, it remained in operation for several months, before it was dismantled and sent to Kassel, Germany. Original patent (1941) The first patent for a magnetic levitation train propelled by linear motors was German Patent 707032, issued in june 1941. A U.S. patent, dated 1 october 1907, is for a linear motor propelled train in inventor was Alfred Zehden of Frankfurt-am-Main, Germany. Tsukuba, Japan 1985 HSST-03 wins popularity in spite of being 30 km/h and a run of low speed in Tsukuba World Explosion. Okazaki, Japan 1897 JR-Maglev took a test ride at holding Okazaki exhibition and runs. which the

motor, below the steel track, carried some but not all of the weight of the train. The

Saitama, Japan 1988 HSST-04-1 exhibited it at Saitama exhibition performed in kumagaya, and runs. Best speed per hour 30 km/h. Yokohama, Japan 1989 HSST-05 acquires a business drivers license at Yokohama exhibition and carries out general test ride driving. Maximum speed 42 km/h.
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The history of maximum speed record by a trial run a) 1974 - West Germany - EET-01 230 km/h b) 1975 West Germany - Comet - 401.3 km/h (by steam rocket propulsion) c) 1978 - Japan - HSST01 - 307.8 km/h (by supporting rocket propulsion, made in Nissan) d) 1979 - Japan - ML500 517 km/h (with no passenger) e) 1987 - Japan - MLU001 - 400.8 km/h (with passengers) f) 1988 - West Germany - TR-06 - 412.6 km/h g) 1989 - West Germany - TR-07 - 436 km/h h) 1993 - Germany - TR-07 - 450 km/h i) 1994 - Japan - MLU002N - 431 km/h (with no passenger) j) 1997- Japan - MLX01 - 550 km/h (with no passenger) k) 1999 - Japan - MLX01-552 km/h (with passengers) l) 2003 - Germany - TR-08-501 km/h (with passenger) m) 2003 - Japan - MLX01-581 km/h (with passenger)

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1.2 NEED FOR SPEEDY TRANSPORTATION

The main function of any transportation system is to carry people and goods from one place to other. To satisfy this various systems have been developed like cars, buses, trains, boats, airplanes etc. In the world we are living in various, industries and businesses are continuously developing. Time has become important in every bodies life. Today time lost is counted in turn of money lost. It is desired that minimum time should be wasted in moving from one place to other so that more time can be devoted for other important activities. Hence many efforts are being made to save time as much as possible. One of the ways to save time is to provide a faster transportation system.

1.3 MOTIVE BEHIND THE DEVELOPMENT OF MAGLEV

Existing ground transportation systems are road transportation and railways. road transportation has maneuverability limitation at high speeds and so higher speeds cannot be achieved. Railways are running on a rail or rails and at quite high speeds. But further improvement in the speeds is difficult due to the typical relation between its Dead Weight and Friction. Both systems have one common limiting factor i.e. Friction. But it cannot be eliminated completely unless the physical contact with the ground is avoided while vehicle is in motion. For these and many other reasons effort was made to develop Maglev which avoids contact with guide ways thereby completely eliminating friction.

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2. MAGNETICALLY LEVITATED TRAINS

The need for fast and reliable transportation is increasing throughout the world. High-speed rail has been the solution for many countries. Trains are fast, comfortable, and energy efficient. Maglev research and development began in Germany and Japan during the early 1970's. After laboratory tests in both countries, a test track was constructed in Japan during the mid1970's and in Germany during the mid-1980's Maglev tech is a relatively new transportation tech in which non contacting vehicles travel safely at speeds of 250 to 300mph or higher.

The forces acting on an object in any combination of gravitational, electrostatic, and magneto static fields will make the object's position unstable. It is possible to levitate superconductors and other diamagnetic materials, which magnetize in the opposite sense to a magnetic field in which they are placed. As Superconductors are perfect diamagnets and when placed in an external magnetic field expel the field lines from their interiors. Maglev trains are theoretically capable of speeds upwards of 4,000 miles per hour if operating in a vacuum. The highest recorded speed for a maglev train is 581 kilometers per hour. This record was set by a Japanese experimental maglev train in 2003. It was six kilometers an hour faster than the record set by a French TGV train that same year.

A super high-speed transport system with a non-adhesive drive system that is independent of wheel and rail frictional forces has been a long standing dream of railway engineers. Maglev, a combination of superconducting magnets and linear motor technology, realizes super highspeed running, safety, reliability, low environment impact and minimum maintenance.

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Research and development of maglev, which adopts superconduting technology, has been underway at RTRI of JNR since 1970. After fundamental tests in the laboratory to verify the feasibility of high-speed running at 500 km/h, the construction work of a 7 km test track began in Miyazaki prefecture in 1975. The manned two-car vehicle MLU001 registered a speed of 400.8 km/h in 1987. And the latest vehicle MLU002N, which debuted in 1993, was running on the Miyazaki maglev test track. One main development aim of RTRI is the enhancement of reliability and durability of the superconducting magnet (SCM). The SCM suffers from external magnetic disturbances caused by ground coils and from mechanical vibrations generated by vehicle dynamics, these disturbances cause quenching troubles, or the sudden disappearances of magneto motive force of the SCM. We have studied these problems through many tests and studies, and have developed countermeasures. Other development aims are as follows; aerodynamic brakes, which use the aerodynamic drag of panels on the car roof, and disc brakes for high-speed running, ground coils which consist of sidewall levitation coils; a high power supply system for pulse width modulation (PWM) inverters using gate turn-off (GTO) thyristors; turnout for high or low speed passing. A landmark for maglev occurred in 1990 when it gained the status of nationally funded project. The minister of transport authorized construction of the Yamanashi Maglev Test Line, targeting the final confirmation of Maglev for practical use. The new test line called the Yamanashi Maglev Test Line opened on April 3, 1997 and is now being used to perform running tests in Yamanashi prefecture. In the same year, the Maglev vehicle MLX01 in a three-car train set achieved world speed records, attaining a maximum speed of 531 km/h in a manned vehicle run on December 12, and a maximum speed of 550 km/h in a manned vehicle run on December 24. On March 18,1999. MLX01 in a five car train set attained a maximum speed of 548 km/h. on April 14, 1999, this five-car train set surpassed the speed record of the three-car train set, attaining a maximum speed of 552 km/h in a manned vehicle run. In March 2000, the Maglev Practical Technology Evalution Committee of the Ministry of transport of Japan concluded, the JR-Maglev has the practibility for ultra high speed mass transportation system. The committee also pointed out the necessity of further running tests for the following purposes:

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1. Conformation of long-term durability and reliability, 2. Cost reduction of its construction and operation, 3. Improvement of the aerodynamics of vehicles for environmental impacts. According to these recommendations, another five-year was planned to improve these technical issues. The technical development of the Maglev has been in the second phase since fiscal 2000. On December 2, 2003, this three-car train set attained a maximum speed of 581 km/h in a manned vehicle run.

2.1 BASIC PRINCIPLE OF MAGNETISM

Force Due to current flowing in two Parallel Conductors: Suppose two parallel conductors carry current through then. Because of this current both conductors generate their own magnetic fields. Depending on the direction of magnetic field they attract or repel each other. This results in forces acting on the two conductors. If both the conductors carry current in same directing then the conductors attract each other. But if both of them carry current in opposite direction then they repel each other. These forces are used to levitate the train above guide ways as discussed in following sections.

3. TECHNOLOGY OF MAGLEV
There are two primary types of maglev technology: 1. Electromagnetic suspension (EMS) uses the attractive magnetic force of a magnet beneath a rail to lift the train up.

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2. Electrodynamics suspension (EDS) uses a repulsive force between two magnetic fields to push the train away from the rail.

3.1 ELECTROMAGNETIC SUSPENSION

In current EMS systems, the train levitates above a steel rail while electromagnets, attached to the train , are oriented towards the rail from below. The electromagnets use feedback control to maintain a train at a constant distance from the track.

Fig.2 electromagnetic suspension system We 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. If you disconnect either end of the coil from the battery, the magnetic field is taken away. The magnetic field created in this coil-and-battery experiment is the simple idea behind a maglev train rail system. There are three components to this system: a) A large electrical power source b) Metal coils lining a guideway or track c) Large guidance magnets attached to the underside of the train

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3.2 ELECTRODYNAMICS SUSPENSION

In electrodynamics suspension (EDS), both the rail and train exert a magnetic field, and the train is levitated by the repulsive force between these magnetic fields. The magnetic force in the train is produced by either electromagnets (as in JR-Maglev) or by an array of permanent magnets (as in inductrack). The repulsive force in the track is created by an induced magnetic field in wires or other conducting strips in the track.

Fig 3 EDS Maglev Propulsion via propulsion coils At slow speeds, the current induced in these coils and resultant magnetic flux is not large enough to support the weight of the train. For this reason the train must have wheels or some other form of landing gear to support the train until it reaches a speed that can sustain levitation. Propulsion coils on the guide way are used to exert a force on the magnets in the train and make the train move forwards. The propulsion coils that exert a force on the train and make the train move forwards. The propulsion coils that exerts a force on the train are effectively a
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linear motor; an alternating current flowing through the coils generates a continuously varying magnetic field that moves forward along the track. The frequency of thye alternating current is synchronized to match the speed of the train. The offset between the field exerted by magnets on the train and applied field create a force moving the train forward.

4. MAGLEV TRACK

Magnetized coil running along the track, called a Guideway, 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 guideway. 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 guideway. The electric current supplied to the coils in the guideway 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.

Fig. 4 maglev track Maglev trains float on a cushion of air, eliminating friction. This lack of friction and the trains' aerodynamic designs allow these trains to reach unprecedented ground transportation speeds of more than 310 mph (500 km/h), or twice as fast as Amtrak's fastest commuter
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train. In comparison, a Boeing-777 commercial airplane used for long-range flights can reach a top speed of about 562 mph (905 km/h). Developers say that maglev trains will eventually link cities that are up to 1,000 miles (1,609 km) apart. At 310 mph, you could travel from Paris to Rome in just over two hours.

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.

5. TYPES OF MAGLEV PROPULSION

The term maglev refers both to the train and guide way that it runs on. As a result, maglev trains are generally viewed as a complete and separate transportation system. However, the development of the Applied Levitation SPM Maglev System would make it possible for maglev trains to operate on the same tracks as conventional trains. There are three basic types of maglev propulsion: a) Electromagnetic suspension uses the attractive magnetic force to lift the train. b) Electrodynamic suspension uses the repulsive magnetic force to lift the train away from the rail. c) Stabilized permanent magnet suspension uses opposing arrays of permanent magnets to suspend the train above the guide way. (Tsuchiya, M. Ohsaki, H.
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Characteristics of Electromagnetic Force of EMS Type Vehicles Using Bulk Superconductors.

6. MAGLEV IN INDIA Maglev trains coming to Mumbai India

So here we have another proposal to transform Mumbai into Shanghai. Maglev train may be launched soon. However, scientific, economic and political barriers and limitations have hindered the widespread adoption of the technology. The Indian Ministry is currently in the process of reviewing a proposal to start a Maglev train system in India. It has already been estimated that the cost to complete this process would be over $30 Billion. The company who sent the proposals is a company based in the United States. There have been feelers sent to Railway Minister, in which the advantages of a Maglev train system were presented. Although still at a preliminary stage, if completed, the train travel time between the two cities, Mumbai to Delhi, will be reduced to three hours, compared to an original 16 hours.

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7. MAGNET USED IN MAGLEV PROPULSION SYSTEM

SUPERCONDUCTING MAGNETS
The main problem with linear motors has been the cost and difficulty of developing suitable electromagnets. Enormously powerful electromagnets are required to levitate (lift) and move something as big as a train, and these typically consume substantial amounts of electric power. Linear motors often now use superconducting magnets to solve this problem.

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fig.5 superconducting magnet

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Fig. 6 interior view of SCM

If electromagnets are cooled to low temperatures using liquid helium or nitrogen their electrical resistance disappears almost entirely, which reduces power consumption considerably. This helpful effect, known as superconductivity, has been the subject of intense research since the mid 1980s and makes large-scale linear motors that much more viable.

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8. THE MLX01

Fig.7 The MLX01

8.1 INTRODUCTION
The 42.8km (26.6mile) long Maglev line in Japan called the Yamanashi test line is where the MLX01 is tested. The line was opened in 1996 and with the aim to explore the feasability of maglev trains. This is one of two test lines in Japan, the other called Miyazaki. This is toward the ultimate realization of the Maglev Chuo Shinkansen Line. It was build to test and confirm several things such as miniumum radius curve and steepest gradient and to confirm things such as confortable running at 500km/h (310mph).

8.2 SPEED RECORD

The speed attained of 550km/h (344mph) in January 1998 with the MLX01 set a new world speed record. This is very significant because it is the first time a Maglev has out performed conventional steel rail trains, since the fastest conventional train achieved 515km/h (320mph) in 1991 by the French TGV Atlantique. Although the maglev is not sigifigantly faster it does imply that maglev trains are now ready for very high speed travel. Having said that, since the TGV's record is 7 years old now, if ran today with more modern trains such as the Thalys (built 1996) it is very possible the TGV could set a new record beating the maglev one. It is unlikely to happen soon since it requires a long stretch of empty high speed line, which is only usually possible before commercial operation begins
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Fig. 8 MLX01 track This test vehicle is one of a few built after other test vehicles. ML stands for maglev, and X for experimental. It includes features on other test vehicles such as aerodynamic braking as a backup system should there be a failure. The train is 3 cars long with two head cars. The head cars are designed in two styles: double cusp and aero-wedge, to minimize aerodynamic resistance in high-speed run. And in anticipation of test riding both head cars are provided with seating space. The seating capacity is 46 for the first head car as with the central and 30 for the other head car

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Fig 9. First working maglev train This was the first maglev vehicle to run on the new track, other vehicles dating back to the 1960s ran on the Miyazaki Maglev Test Track, this is the proper high speed one since the Miyazaki was just trying to establish a working maglev train more than anything.

9. ADVANTAGES OF MAGLEV
Well it sounds high-tech, a floating train, they do offer certain benefits over conventional steel rail on steel wheel railways. The primary advantage is maintanance. Because the train floats along there is no contact with the ground and therefore no need for any moving parts. As a result there are no components that would wear out. This means in theory trains and track would need no maintanence at all. The second advantage is that because maglev trains float, there is no friction. Note that there will still be air resistance. A third advantage is less noise, because there are no wheels running along there is no wheel noise. However noise due to air disturbance still occurs. The final advantage is speed, as a result of the three previous listed it is more viable for maglev trains to travel extremely fast, ie 500km/h or 300mph. Although this is possible with conventional rail it is not economically viable. Another advantage is that the guidway can be made a lot thicker in places, eg after stations and going uphill, which would mean a maglev could get up to 300km/h (186mph) in only 5km where currently takes 18km. Also greater gradients would be applicable.

10. DISADVANTAGES OF MAGLEV

There are several disadvantages with maglev trains. Maglev guide paths are bound to be more costly than conventional steel railways. The other main disadvantage is lack with existing infrastructure. For example if a high speed line between two cities it built, then high speed trains can serve both cities but more importantly they can serve other nearby cities by running on normal railways that branch off the high speed line. The high speed trains could go for a fast run on the high speed line, then come off it for the rest of the journey. Maglev trains wouldn't be able to do that, they would be limited to where maglev lines run.

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11. COMPARISON OF EMS & EDS:

ELECTROMAGNETIC LEVITATION ELECTRODYNAMIC LEVITATION SYSTEM (EDS) SYSTEM (EMS) EMS uses conventional electromagnets EDS utilizes superconducting magnets being developed by Federal Republic Of being developed by Railway Transportation Germany. Research Institute, Japan. EMS can levitate the train about 3/8 inches EDS can levitate the train about 4 inches from guideway surface. from guideway surface. EMS system can levitate the train at any It can work only when sufficient forward speed right from zero velocity. velocity to achieve electrodynamics levitation is reached. It does not require any auxiliary system for EDS requires auxiliary systems to levitate providing initial levitation. the train at low speeds such as wheels or air cushion. As gap is small, it is less stable. As gap is more, it is more stable. It requires electromagnetic sensing of gap It does not require any of gap sensors or and continuous control over current to coils control over current to the coils to hold the to levitate the train stable. train steady because of presence of null flux system. EMS is more sensitive to guideway EMS is not so sensitive to guideway misalignment. misalignment. This system cannot use superconducting EDM can work with conventional magnets magnet. also. EMS is used in Transrapid trains used in EDS is currently used in Japanese trains Germany. used in Yamanashi and Miyazaki Test Track.

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12. MAGLEV V/S CONVENTIONAL WHEELED TRAINS

Maglev runs levitated above the guide way hence there is no physical contact with guide way but wheeled train run because of friction between rails and the wheels. There is no wear and tear of parts in Maglev due to absence of any physical contact that is not possible in a conventional train. Less maintenance is required in Maglev, which is many times more in case of conventional trains. Frictional force between the rails and wheels is responsible for forward motion of a conventional train. Extra application of torque on wheel causes slippage between wheels and rail. This limits application of high torque by motor. Also in conventional trains higher speeds cannot be achieved due to higher drag forces and limit on application of additional forward thrust due to above mentioned reason. But higher speeds can be achieved easily in Maglev due to absence of the above problem. Conventional trains have a point contact between rails and wheel this increases stresses in rail also increases structural requirements of the entire structure. This gives maglev an added advantage over conventional trains. Maglev produces lower noise compared to a conventional train. Conventional train produces vibrations also in surrounding region of track. For conventional train higher distances have to be maintained between two consecutive trains for safety reasons as compared to maglev. Trip times of maglev are lower as compared to conventional trains.

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13. CONCLUSION

With the discovery of maglev a vast field is made open to the young Scientists and Engineers of today for development in transportation systems. From the above advantages of the Maglev the train may become a major part of transportation systems in the world. Due to its high speed and lower trip time the capacity of the train to carry people is increased greatly.

The system mentioned above might not provide the ultimate answer to high- speed ground transportation but this may form the basic principle for development of many other high-speed systems, which are yet to be devised. Many systems are already being thought over by Engineers and Scientists which may be brought into commercial application in near future. These systems may prove more advantageous than the above system.

In 'Mahabharata' there is a reference that the chariot of 'King Yudhishthira' use to run levitated above ground. Up till now we were considering it as myth or highly impossible but with the discovery of Maglev this myth may have become true already.

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14. REFERENCES

PAPERS

1.William 921583.

W. Dickhart

III (1992) The Transrapid Maglev System An Update. SAE

2. Hitoshi Tsuruga (1992) Superconductive Maglev System On Yamanashi Maglev Test Line. SAE 921584

3. Richard 951918

J Gram (1995) Northop Grumman Maglev Research And Status. SAE

INTERNET ADDRESS www.maglev.com

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