Magnetic levitation trains are environmentally friendly, quiet and fast transport. They cannot fly off the rails and, in the event of a malfunction, are able to stop safely. But why hasn't such transport become widespread, and why do people still use ordinary electric trains and trains?

Magnetic levitation trains: why the "transport of the future" did not take root

In the 1980s, magnetic levitation (maglev) trains were thought to be the transport of the future that would destroy domestic flights. These trains can carry passengers at a speed of 800 km/h and do little to no harm to the environment.

Maglevs are able to ride in any weather and cannot leave their only rail - the further the train deviates from the tracks, the more magnetic levitation pushes it back. All maglevs move at the same frequency, so there will be no signal problems. Imagine what effect such trains would have on the economy and transport if the distance between distant major cities passed in half an hour.

But why can't you still drive supersonic in the morning to work? The maglev concept has been around for over a century, with numerous patents utilizing the technology since the early 1900s. However, only three working maglev train systems have survived to this day, all of which are found only in Asia.

Japanese maglev. Photo: Yuriko Nakao/Reuters

Prior to this, the first working maglev appeared in the UK: between 1984 and 1995, the AirLink shuttle went from Birmingham Airport. The maglev was a popular and cheap means of transport, but it was very expensive to maintain as some of the parts were one-off and hard to find.

In the late 1980s, Germany also turned to this idea: its unmanned M-Bahn train traveled between three stations in West Berlin. However, the technology of levitating trains was decided to be postponed until later, and the line was closed. Its manufacturer, TransRapid, tested maglevs until an accident occurred at the training ground in Lathen in 2006, in which 23 people died.

This incident could put an end to German maglevs if TransRapid had not previously signed an agreement to build a maglev for the Shanghai airport in 2001. Now this maglev is the fastest electric train in the world, which travels at a speed of 431 km/h. With it, the distance from the airport to the business district of Shanghai can be covered in just eight minutes. On ordinary transport, this would take an hour. In China, there is another medium-speed maglev (its speed is about 159 km / h), which operates in the capital of Hunan, Changsha. The Chinese are so fond of this technology that by 2020 they plan to launch several more maglevs in 12 cities.

German Chancellor Angela Merkel was the first to drive a TransRapid maglev to Shanghai airport. Photo: Rolf Vennenbernd/EPA

In Asia, work is also underway on other projects for maglev trains. One of the most famous is the unmanned EcoBee shuttle, which has been operating from South Korea's Incheon Airport since 2012. On its shortest line, there are seven stations, between which the maglev rushes at a speed of 109 km / h. Plus, rides are absolutely free.

More than 200 years have passed since the invention of steam locomotives. Since then, rail transport has become the most popular for the transport of passengers and goods. However, scientists are actively working to improve this method movement. As a result, the maglev, or magnetic cushion train, was created.

The idea appeared at the beginning of the twentieth century. But it was not possible to realize it at that time and in those conditions. And only in the late 60s - early 70s in Germany they assembled a magnetic track, where they launched a new generation vehicle. Then he moved at a maximum speed of 90 km / h and could only accommodate 4 passengers. In 1979, the maglev train was upgraded and was able to carry 68 passengers at a speed of 75 kilometers per hour. And at the same time, a different variation of the maglev was constructed in Japan. He accelerated to 517 km / h.

Today, the swiftness of trains on magnetic cushions can be a real competitor to aircraft. The magnetoplane could seriously compete with air carriers. The only obstacle is that maglevs are not capable of sliding on ordinary railway tracks. They require special highways. In addition, it is believed that the magnetic field required by hovercraft may have adverse effects on human health.

The magnetoplan does not move on rails, it flies in the truest sense of the word. At a small height (15 cm) from the surface of the magnetic track. It rises above the track due to the action of electromagnets. This explains the incredible speed.

Maglev canvas looks like a series of concrete slabs. Magnets are located under this surface. They artificially create a magnetic field along which the train “rides”. During movement, there is no friction, so aerodynamic drag is used for braking.

If on plain language explain the principle of action, then it will turn out like this. When a pair of magnets are brought close to each other with the same poles, they seem to repel each other. It turns out a magnetic pillow. And when opposite poles approach, the magnets attract and the train stops. Such an elementary principle is the basis for the operation of a magnetoplane, which moves through the air at a low altitude.

Today, 3 maglev suspension technologies are used.

1. Electrodynamic suspension, EDS.

Otherwise, it is called on superconducting magnets, that is, on variations with a winding of a superconducting material. This winding has zero ohmic resistance. And if it is short-circuited, then electricity it persists indefinitely.

2. Electromagnetic suspension, EMS (or electromagnets).

3. On permanent magnets. Today it is the least expensive technology. The process of movement is provided by a linear motor, that is, an electric motor, where one element of the magnetic system is open and has a deployed winding that creates a traveling magnetic field, and the second is made in the form of a guide responsible for the linear movement of the moving part of the motor.

Many people think: is this train safe, will it not fall? Of course it won't fall. This is not to say that the maglev does not hold anything on the road. It rests on the track by means of special “claws” located at the bottom of the train, in which electromagnets are placed, lifting the train into the air. There are also those magnets that hold the magnetic plane on the track.

Those who took a ride on the maglev claim that they did not feel anything inspiring. The train goes so quietly that the breathtaking speed is not felt. Objects outside the window pass quickly, but are located very far from the track. The magnetoplane accelerates smoothly, so that overloads are also not felt. Only the moment when the train rises is interesting and unusual.

So, the main advantages of maglev:

• maximum possible speed movement, which is achieved on land (non-sports) transport,
• a small amount of electricity is required,
• due to the absence of friction, low maintenance costs,
• quiet movement.

Flaws:

• the need for large financial costs in the construction and maintenance of the track,
• the electromagnetic field is capable of harming the health of those who work on these lines and live in the surrounding areas,
• to constantly control the distance between the train and the track, high-speed control systems and heavy-duty instruments are needed,
• complex track layout and road infrastructure are required.

Exactly 50 years ago, in October 1964, Japan launched the world's first bullet-train, the Shinkansen (aka bullet-train), capable of reaching speeds of up to 210 km/h and forever becoming one of the symbols of the "new" Japan and its growing economic power. The first line connected the two largest Japanese cities - Tokyo and Osaka, reducing the minimum travel time between them from 7.5 to 4 hours.

Today's post is about high-speed Japanese trains. This is the penultimate post, which was the result of last year's trip to Japan. There will be another Tokyo tram next week. Without false modesty, I will say that this post about trains is one of my best posts. It took a long time to prepare it to collect and translate all the information. I read it 3 times myself ;)

"Shinkansen" against the backdrop of Mount Fuji is one of the most recognizable landscapes of modern Japan.

Literally translated from Japanese, the word “Shinkansen” means “new highway”. Before the advent of high-speed trains railways in Japan they were narrow-gauge (1067 mm), and had many bends due to the peculiarities of the local relief. On such roads, the ability to develop high speeds was too limited. For the Shinkansen, new lines were specially designed, already with a standard gauge of 1435 mm.

Why Japan initially deviated from the international standard is still not fully understood. It is believed that this was the decision of a certain Mr. Okubo, who was in charge at the time the construction of the first railway in Japan began. Of course, the narrow gauge was cheaper, and the trains themselves were smaller and more economical to manufacture. However, along with this, it also meant a lower carrying capacity and low speed. Therefore, the expediency of this decision for the Japanese remains a big question. At the beginning of the 20th century, projects were proposed to rebuild the canvas according to the international standard, and although there were many who supported this idea, it was decided instead to spend funds on laying new lines. So, the narrow gauge spread throughout Japan, which still causes a lot of inconvenience.

Supporters of the broad gauge managed to bring their projects to life on the railway laid by the Japanese in the early 30s. in colonized South Manchuria. In 1934, between the cities of Dalian and Changchun (700 km), the legendary Asia Express was launched, an indicative symbol of the Japanese imperialist power of that time. Capable of reaching speeds of over 130 km/h, it was far superior to China's rail system at the time, and was even much faster than Japan's fastest express train. Yes, and on a global scale, "Asia-Express" had impressive characteristics. For example, the first air-conditioned carriages in the world were equipped in it. The restaurant car was equipped with refrigerators, there was also a special car - an observation deck with windows around the perimeter, furnished with leather chairs and bookshelves.

Asia Express

Perhaps this example was the final argument in favor of the broad gauge and gave rise to the first high-speed railway projects in Japan. In 1940, the Japanese government approved a project of incredible scale. Even then, the project involved the creation of a train capable of speeds up to 200 km / h, but the Japanese government was not going to be limited to laying lines only in Japan. It was supposed to lay an underwater tunnel to the Korean Peninsula and stretch the path right up to Beijing. Construction had already been partially begun, but the outbreak of war and the subsequent deterioration of the military and political positions of Japan put an end to imperial ambitions. In 1943, the project was curtailed, the same year was the last for Asia-Express. However, some sections of the Shinkansen line in operation today were built before the war.

The construction of the Shinkansen was again talked about 10 years after the war. Rapid economic growth has created a strong demand for freight and passenger transportation across the country. However, the idea to revive the project turned out to be completely unpopular and was sharply criticized. At that time, there was a strong opinion that auto and air transport would soon replace rail transport, as happened, for example, in the United States and some European countries. The project was again in jeopardy.

In 1958, between Tokyo and Osaka, along the still narrow track, the direct ancestor of the Shinkansen, the Kodama business express, was launched. With a top speed of 110 km/h, it covered the distance between cities in 6.5 hours, making one-day business trips possible. In Japan, where the culture of doing business is based on face-to-face meetings, this was a very convenient solution. However, he did not last long. The incredible popularity of Kodama left no one in doubt about the need for high-speed lines, and less than a year later, the government finally approved the Shinkansen construction project.

Business Express Kodama, 1958-1964

It is widely believed that the launch of the Shinkansen was scheduled for the opening of the Olympic Games in Tokyo, but the Japanese deny this. Construction of the Shinkansen lines began in March 1959, more than a month before Tokyo was chosen as the host city for the games. However, the Olympics came in very handy. Initially, the declared budget for the construction of the Shinkansen was obviously too small and everyone knew about it, but it was too risky to state real numbers. The loan provided by the World Bank at a rather low interest rate did not cover even half of the costs. The real cost, which, in the end, exceeded the declared one by almost 2.5 times, was covered by “begging” for money from the state, allegedly in order to be in time for the opening of the Olympics!

Early in the morning of October 1, 1964, the ceremony for the first launch of the Shinkansen from specially built platform number 19 was held at Tokyo Station. The platform was lavishly decorated with red and white ribbons and the traditional Japanese paper ball “kusudama”. The moving train tore the ribbons, the ball opened up and 50 snow-white doves flew out of it. Then there was music, fireworks and the general rejoicing of thousands of Japanese who were not too lazy to visit such a significant event at 5 in the morning. In the evening of the same day, photographs of the Shinkansen appeared on the front pages of all major publications in the country under loud headlines, broadcasting the beginning of a new era in the history of Japan, and, to be modest, of the whole world.

Ceremony launching the first Shinkansen. Tokyo, 1964

A sense of national pride in the Shinkansen did not bypass any Japanese, and the emperor himself, they say, composed either a song or an ode about him.

In 1975, Japan was visited by the queen of the railroad's home country. It's about about England, of course. The royal couple arrived on a friendly visit to the emperor, and one of the first points in the entertainment program was a trip on the “miracle train” to Kyoto. For Japan, this was a great opportunity to brag, but the cunning Japanese trade unions could not miss such a rare chance. Literally immediately after the arrival of the queen, the workers staged the first strike in the history of the Japanese railway. In a word, all the drivers of the Shinkansen, of which there were 1,100 people, refused to ride the queen until the demands of the union were met. Naturally, the bosses, driven into a corner, quickly complied with the requirements, but the queen only managed to ride the Shinkansen on her way back. The series of failures did not end there. On the day the queen was supposed to take the train, it was raining heavily and the train was late by as much as 2 minutes. In general, whether it was possible to impress Elizabeth II or not is unknown, but they say that she was not at all offended by the strike, but accepted everything with humor. She said she was no stranger to strikes herself.

Shinkansen trains painted in protest.

Contrary to skeptical expectations, the Shinkansen turned out to be incredibly successful and quickly recouped the construction costs. Just 8 years later, the second line was opened. Already by 1981, the loan debt to the World Bank was fully covered. Moreover, today Shinkansen provides up to 80% of Japan Railways' profits. At the moment, there are 8 Shinkansen lines with a total length of almost 3,000 km, and they continue to be built.

Shinkansen Line Diagram

Of course, over the 50 years of its existence, the Shinkansen has gone through a rather long evolutionary path, although not always cloudless.

In the 80s. 575 residents of Nagoya City, whose houses were located along the tracks, filed a lawsuit against the management of the Shinkansen, complaining about noise and strong vibrations. Immediately after that, technologies began to be introduced to reduce the level of noise and vibrations, improve the quality of the railway track. A rule was also introduced to slow down when passing through densely populated areas.

Today, Shinkansen are virtually silent, with tracks often passing close to buildings without causing much discomfort. Technologies in the field of energy saving have become another step in the development. And all because Japan, in which 99.7% of oil is imported (not from Russia), turned out to be very sensitive to repeated oil shocks. So, under the pressure of both external and internal factors in the face of the super-demanding Japanese, the Shinkansen was rapidly improving. However, the very first model of the train was permanent until 1982, and even after the appearance of new models, it remained in operation right up to 2008.

In 1987, the Japanese National Railways were privatized, and instead of a state monopoly, 5 new independent companies appeared. Healthy competition gave a new impetus to the development of technology and quality of service.

The so-called “green cars” appeared on the trains, comparable in level to the business class on airplanes. Actually, the airlines were and still are the main competitors of the Shinkansen. These wagons have become a kind of indicator of the economic situation in the country. During the heyday, many companies bought seats for their employees for business trips in the “green cars”, but during the decline of the economy, they were usually empty.

Now the interior of the car looks like this:

Tickets come with or without seats. In carriages without a seat, you may have to sit in the middle, but it's cheaper;)

Toilet:

There is a diagram of the train hanging at the station, so it’s immediately clear which car you need:

Everyone is lined up for boarding. Lines for queues for each car are drawn on the platform.

Companies also competed in the sophistication of food on board. In general, eating "bento" in the "Shinkansen" has become a kind of tradition, even if the journey takes only a couple of hours. They are sold both at stations and on the trains themselves. Each lot has its own unique bento. Until 2000, there were restaurant and cafe cars on the trains, but the ever-increasing flow of passengers required more seats. Double-decker trains began to appear, but restaurants did not last long in them either. The same story also affected private compartments, which could be a room for one or a whole conference room for 4-5 people. The economic recession almost completely destroyed the demand for such cars.

Traditional train station “bento” lunch.

90s and the end of the bubble economy were the most unstable in the history of the development of the Shinkansen. In addition, in 1995, an earthquake occurred in the Osaka region, and although the trains themselves were not damaged, the rails decently bent. It took about 3 months to recover. But there were also positive moments, such as the 98 Olympics in Nagano, which created a demand for new destinations!

Despite the slowdown in economic growth, throughout this time, new, more advanced train models have steadily continued to appear. Began to be developed various systems security, primarily for earthquake protection. Now in case of an earthquake it works automatic system warning, which slows down trains a fraction of a second before the push itself. So, even during the devastating earthquake in 2011, there was not a single accident with the Shinkansen trains, they all stopped safely in automatic mode. By the way, the danger of earthquakes is one of the main reasons why trains run slower than they technically could.

Modern Shinkansen trains

Cars on Shinkansen trains are not disconnected. Therefore, they do not have a tail, but always two heads!

But trains can connect with each other (smack).

By the way, red is cooler and faster, so he usually drags green with him.

The latest model came out just a couple of months ago, in March 2014.
Newborn E7

There is another very special train. It's called Doctor Yellow. They say that seeing him is a very good omen. This is such a special doctor who examines and checks the tracks and other related equipment for serviceability several times a month. During the day, he travels at the same speed as the other trains, so as not to interfere. And at night, he slowly and carefully examines all sections of the path.

Since the 2000s Japanese Shinkansen technologies began to be actively exported abroad. At the moment, in the Asian region, high-speed trains have China, Taiwan and South Korea. All of these countries, except Korea, have high-speed railways based on Japanese technology (Korea borrowed the technology of the French TGV). Not only technologies are exported, but also decommissioned Japanese trains themselves.

Current Shinkansen trains in Japan have a top speed of 270 km/h, with plans to increase to 285 km/h by next year, although test speeds are in excess of 440 km/h. Travel time between Tokyo and Osaka is now less than 2.5 hours. The trains are equipped with everything necessary for a comfortable journey - the cleanest toilets, smoking rooms, sockets at each seat, sometimes even vending machines with drinks.

The Tokaido Line (Tokyo-Osaka) is the world's busiest high-speed rail line, carrying more than 150 million passengers a year. Trains from Tokyo leave every 10 minutes.

Despite the rather high cost, "Shinkansken" does not lose popularity due to its accuracy, speed, comfort, high level service, and most importantly, safety. In 50 years of service, not a single incident has been recorded resulting in death or serious injury from a high-speed train. No other country in the world can boast such high-speed safety indicators. railway transport. Statistics claim that the Sapsan killed more than 20 people in the first year of its service alone.

Although the Japanese Shinkansen remains one of the most advanced vehicles in the world, work on its improvement does not stop. There is a special research center in Yamanashi Prefecture where new technologies are created and tested, in particular, JR-Maglev, Japan's high-speed maglev train system. It was there that in December 2003 a test train of three cars of the MLX01 modification set an absolute speed record for railway transport - 581 km / h.

Maglev MLX01-1

That's all)

Many thanks to Mari Hunoyan for helping me prepare this post. She translated a bunch of Japanese articles to help me with the text. Marie generally writes well and knows everything about Japan. She asked me to leave my contacts so that you could, if anything, order articles from her or something else, but I cannot do this. I will order it myself, in Japan there is still a lot of interesting things that we need to describe! Trams coming soon

Maglev trains are the fastest form of surface public transport. And although only three small tracks have been put into operation so far, research and testing of prototypes of magnetic trains are taking place in different countries. How magnetic levitation technology has developed and what awaits it in the near future, you will learn from this article.

The first pages of maglev history were filled with rows of patents received at the beginning of the 20th century in different countries. Back in 1902, the German inventor Alfred Seiden was awarded a patent for the design of a train equipped with a linear engine. And four years later, Franklin Scott Smith developed another early prototype of an electromagnetically suspended train. A little later, in the period from 1937 to 1941, German engineer Hermann Kemper received several more patents related to trains equipped with linear electric motors. By the way, the rolling stock of the Moscow monorail transport system, built in 2004, uses asynchronous linear motors for movement - this is the world's first monorail with a linear motor.

Train of the Moscow monorail system near the Telecenter station

In the late 1940s, researchers moved from words to deeds. British engineer Eric Lazethwaite, known to many as the "Father of the Maglev", managed to develop the first working full-size prototype of a linear induction motor. Later, in the 1960s, he joined the development of the Tracked Hovercraft high-speed train. Unfortunately, in 1973 the project was closed due to lack of funds.

In 1979, the world's first prototype maglev train, licensed for the provision of passenger transportation services, the Transrapid 05, appeared. A 908 m long test track was built in Hamburg and presented during the IVA 79 exhibition. Interest in the project was so great that Transrapid 05 managed to successfully work for another three months after the end of the exhibition and transport a total of about 50 thousand passengers. The maximum speed of this train was 75 km/h.

And the first commercial magnetoplane appeared in 1984 in Birmingham, England. A maglev line connected the Birmingham International Airport terminal and a nearby train station. She successfully worked from 1984 to 1995. The length of the line was only 600 m, and the height to which the train with a linear asynchronous motor rose above the roadway was 15 millimeters. In 2003, the AirRail Link passenger transportation system based on Cable Liner technology was built in its place.

In the 1980s, the development and implementation of projects for the creation of high-speed magnetic levitation trains began not only in England and Germany, but also in Japan, Korea, China and the USA.

How it works

We have known about the basic properties of magnets since physics lessons in grade 6. If you bring the north pole of a permanent magnet close to the north pole of another magnet, they will repel each other. If one of the magnets is turned over, connecting different poles, it attracts. This simple principle is found in maglev trains, which skim through the air over the rail for a short distance.

Magnetic suspension technology is based on three main subsystems: levitation, stabilization and acceleration. At the same time, at the moment there are two main magnetic suspension technologies and one experimental one, proven only on paper.

Trains based on Electromagnetic Suspension (EMS) technology use an electromagnetic field to levitate, the strength of which varies over time. At the same time, the practical implementation of this system is very similar to the operation of conventional railway transport. Here, a T-shaped rail bed is used, made of a conductor (mainly metal), but the train uses a system of electromagnets - support and guides - instead of wheelsets. The support and guide magnets are located parallel to the ferromagnetic stators located at the edges of the T-shaped path. The main disadvantage of EMS technology is the distance between the reference magnet and the stator, which is 15 millimeters and must be controlled and corrected by special automated systems depending on many factors, including the intermittent nature of the electromagnetic interaction. By the way, the levitation system works thanks to the batteries installed on board the train, which are recharged by linear generators built into the reference magnets. Thus, in the event of a stop, the train will be able to levitate for a long time on batteries. Based on EMS technology, Transrapid trains and, in particular, the Shanghai maglev were built.

Trains based on EMS technology are driven and braked by a low-acceleration synchronous linear motor, represented by support magnets and a canvas above which a magnetic plane hovers. By and large, the propulsion system built into the web is a conventional stator (the stationary part of a linear electric motor) deployed along the bottom of the web, and the reference electromagnets, in turn, work as an armature of the electric motor. Thus, instead of producing torque, the alternating current in the coils generates a magnetic field of excited waves that moves the train without contact. Change in strength and frequency alternating current allows you to adjust the traction and speed of the composition. At the same time, to slow down, you just need to change the direction of the magnetic field.

In the case of using the technology of electrodynamic suspension (EDS), levitation is carried out by the interaction of the magnetic field in the web and the field created by superconducting magnets on board the train. Japanese JR-Maglev trains were built on the basis of EDS technology. Unlike EMS technology, which uses conventional electromagnets and coils to conduct electricity only when power is applied, superconducting electromagnets can conduct electricity even after the power source has been disconnected, such as in the event of a power outage. Cooling the coils in the EDS system can save quite a lot of energy. However, the cryogenic cooling system used to keep coils cooler can be quite expensive.

The main advantage of the EDS system is high stability - with a slight reduction in the distance between the web and the magnets, a repulsive force arises, which returns the magnets to their original position, while increasing the distance reduces the repulsive force and increases the attractive force, which again leads to system stabilization. In this case, no electronics are required to control and correct the distance between the train and the track.

True, it also could not do without drawbacks - a force sufficient for the levitation of the train occurs only at high speeds. For this reason, an EDS train must be equipped with wheels that can move at low speeds (up to 100 km/h). Corresponding changes must also be made along the entire length of the track, as the train can stop anywhere due to technical malfunctions.

Another disadvantage of EDS is that at low speeds, a frictional force is generated in the front and back of the repulsive magnets in the web, which acts against them. This is one of the reasons why JR-Maglev abandoned the fully repulsive system and looked towards the side levitation system.

It is also worth noting that strong magnetic fields in the passenger section necessitate the installation of magnetic protection. Without shielding, traveling in such a car for passengers with an electronic pacemaker or magnetic storage media (HDD and credit cards) is contraindicated.

The acceleration subsystem in trains based on EDS technology works exactly the same as in trains based on EMS technology, except that after a change in polarity, the stators here stop for a moment.

The third, closest to implementation technology, which exists only on paper so far, is the EDS variant with Inductrack permanent magnets, which require no energy to activate. Until recently, researchers believed that permanent magnets did not have enough force to levitate a train. However, this problem was solved by placing magnets in the so-called "Halbach array". At the same time, the magnets are located in such a way that the magnetic field arises above the array, and not below it, and are able to maintain the levitation of the train at very low speeds - about 5 km / h. True, the cost of such arrays of permanent magnets is very high, so there is not a single commercial project of this kind yet.

Guinness Book of Records

At the moment, the first line in the list of the fastest maglev trains is occupied by the Japanese solution JR-Maglev MLX01, which on December 2, 2003 on the test track in Yamanashi managed to reach a record speed of 581 km / h. It is worth noting that the JR-Maglev MLX01 holds several more records set in the period from 1997 to 1999 - 531, 550, 552 km / h.

If you look at the nearest competitors, then among them it is worth noting the Shanghai Transrapid SMT maglev, built in Germany, which managed to develop a speed of 501 km / h during tests in 2003 and its progenitor - Transrapid 07, which overcame the milestone of 436 km / h back in 1988.

Practical implementation

The Linimo maglev train, which entered service in March 2005, was developed by Chubu HSST and is still in use in Japan today. It runs between two cities in Aichi Prefecture. The length of the canvas, over which the maglev soars, is about 9 km (9 stations). The maximum speed of the Linimo is 100 km/h. This did not prevent him from transporting more than 10 million passengers only during the first three months from the launch.

More famous is the Shanghai maglev, created by the German company Transrapid and put into operation on January 1, 2004. This maglev line connects Shanghai's Longyang Lu Metro Station with Pudong International Airport. The total distance is 30 km, the train overcomes it in approximately 7.5 minutes, accelerating to a speed of 431 km/h.

Another maglev line is being successfully operated in Daejeon, South Korea. UTM-02 became available to passengers on 21 April 2008 and took 14 years to develop and build. A maglev railway line connects the National Science Museum and the Exhibition Park, which are only 1 km apart.

Among the maglev trains set to enter service in the near future is the Maglev L0 in Japan, which has recently resumed testing. It is expected that by 2027 it will run on the Tokyo-Nagoya route.

very expensive toy

Not so long ago, popular magazines called maglev trains revolutionary transport, and both private companies and authorities from around the world reported on the launch of new projects of such systems with enviable regularity. However, most of these grandiose projects were closed at the initial stages, and some of the maglev railway lines, although they managed to serve the benefit of the population for a short time, were later dismantled.

The main reason for the failures is that maglev trains are extremely expensive. They require infrastructure specially built for them from scratch, which, as a rule, is the most expensive item in the project budget. For example, the Shanghai maglev cost China $1.3 billion, or $43.6 million per 1 km of double-sided track (including the cost of creating trains and building stations). Magnetic levitation trains can compete with airlines only on longer routes. But then again, there are few places in the world with the high passenger traffic required for a maglev line to pay off.

What's next?

At the moment, the future of maglev trains looks vague to a greater extent due to the prohibitive high cost of such projects and the long payback period. At the same time, many countries continue to invest heavily in high-speed rail (HSR) projects. Not so long ago, high-speed tests of the Maglev L0, maglev train were resumed in Japan.

The Japanese government also hopes to get the US interested in its own maglev trains. Recently, representatives of The Northeast Maglev, which plans to connect Washington and New York with a maglev line, paid an official visit to Japan. Perhaps maglev trains will become more common in countries with a less efficient HSR network. For example, in the US and UK, but their cost will still remain high.

There is another scenario for the development of events. As is known, one of the ways to increase the efficiency of maglev trains is the use of superconductors, which, when cooled to temperatures close to absolute zero, completely lose their electrical resistance. However, it is very expensive to keep huge magnets in tanks of extremely cold liquids, since huge "refrigerators" are needed to keep the right temperature, which increases the cost even more.

But no one excludes the possibility that in the near future the luminaries of physics will be able to create an inexpensive substance that retains superconducting properties even at room temperature. When superconductivity is achieved at high temperatures, powerful magnetic fields capable of supporting cars and trains will become so affordable that even "flying cars" will be economically viable. So we are waiting for news from the laboratories.

The first maglev train carried a group of passengers as part of the 1979 IVA International Transport Exhibition in Germany. But few people know that in the same year, another maglev, the Soviet model TP-01, drove its first meters along the test track. It is especially surprising that Soviet maglevs have survived to this day - they have been gathering dust in the backyards of history for more than 30 years.

Experiments with vehicles operating on the principle of magnetic levitation began even before the war. In different years and in different countries, operating prototypes of levitating trains appeared. In 1979, the Germans introduced a system that transported more than 50,000 passengers in three months of operation, and in 1984, the first ever permanent line for maglev trains appeared at the international airport in Birmingham (UK). The initial length of the track was 600 m, and the levitation height did not exceed 15 mm. The system operated quite successfully for 11 years, but then technical failures became more frequent due to aging equipment. And because the system was unique, virtually every part had to be custom-made, and the decision was made to shut down the line, which had been a total loss.

1986, TP-05 at the Ramenskoye training ground. The 800-meter section did not allow accelerating to cruising speeds, but the initial “races” did not require this. The car, built in an extremely short time, managed almost without "childhood illnesses", and this was a good result.

In addition to the British, mass-produced magnetic trains were quite successfully launched by everyone in the same Germany - the Transrapid company operated a similar system 31.5 km long in the Emsland region between the cities of Derpen and Lathen. The history of the Emsland maglev, however, ended tragically: in 2006, due to the fault of technicians, there was a serious accident in which 23 people died, and the line was mothballed.

In Japan, two magnetic levitation systems are currently in operation. The first (for urban transportation) uses an electromagnetic suspension system for speeds up to 100 km/h. The second, better known, SCMaglev, is designed for speeds over 400 km/h and is based on superconducting magnets. As part of this program, several lines have been built and a world speed record for a railway vehicle, 581 km/h, has been set. Just two years ago, a new generation of Japanese maglev trains, the L0 Series Shinkansen, was introduced. In addition, a system similar to the German "Transrapid" operates in China, in Shanghai; it also uses superconducting magnets.

Salon TP-05 had two rows of seats and a central aisle. The car is wide and at the same time surprisingly low - the editor, 184 cm tall, almost touched the ceiling with his head. It was impossible to stand in the driver's cab.

And in 1975, the development of the first Soviet maglev began. Today it is almost forgotten, but it is a very important page. technical history our country.

Train of the future

It stands in front of us - a large, futuristic design, more like spaceship from a sci-fi movie rather than a vehicle. Streamlined aluminum body, sliding door, stylized "TP-05" lettering on board. An experimental car on a magnetic suspension has been standing at a training ground near Ramenskoye for 25 years, the cellophane is covered with a thick layer of dust, under it is an amazing car that miraculously was not cut into metal according to the good Russian tradition. But no, it has survived, and so has the TP-04, its predecessor, designed to test individual units.

The experimental car in the workshop is already in a new coloring. It was repainted several times, and for filming in a fantastic short film, a large Fire-ball inscription was made on board.

The development of maglev goes back to 1975, when the Soyuztransprogress production association appeared under the Ministry of Oil and Gas Construction of the USSR. A few years later, the state program "High-speed environmentally friendly transport" was launched, within the framework of which work began on a train on a magnetic cushion. It was very good with funding, a special workshop and training ground of the VNIIPItransprogress institute with a 120-meter section of the road in Ramenskoye near Moscow was built for the project. And in 1979, the first TP-01 maglev car successfully passed the test distance under its own power - however, even on a temporary 36-meter section of the Gazstroymashina plant, the elements of which later "moved" to Ramenskoye. Pay attention - at the same time as the Germans and before many other developers! In principle, the USSR had a chance to become one of the first countries to develop magnetic transport - real enthusiasts of their work, headed by academician Yuri Sokolov, were engaged in the work.

Magnetic modules (grey) on rail (orange). Rectangular bars in the center of the photo are just gap sensors that track surface irregularities. The electronics were removed from TP-05, but the magnetic equipment remained, and, in principle, the car can be launched again.

The Popular Mechanics expedition was led by none other than Andrey Alexandrovich Galenko, General Director of the TEMP Engineering and Research Center. TEMP is the same organization, ex-VNIIPItransprogress, a branch of Soyuztransprogress, which has sunk into oblivion, and Andrei Alexandrovich worked on the system from the very beginning, and hardly anyone could tell about it better than him. TP-05 stands under the cellophane, and the first thing the photographer says is: no, no, we won’t be able to photograph it, nothing is visible right there. But then we pull off the cellophane - and the Soviet maglev for the first time long years appears before us, not engineers and not employees of the landfill, in all its glory.

Why do you need a maglev

The development of transport systems operating on the principle of magnetic levitation can be divided into three areas. The first is cars with design speeds up to 100 km/h; in this case, the most optimal is the scheme with levitation electromagnets. The second is suburban transport with speeds of 100–400 km/h; here it is best to use a full-fledged electromagnetic suspension with lateral stabilization systems. And finally, the most “fashionable”, so to speak, trend is long-distance trains capable of accelerating to 500 km / h and more. In this case, the suspension must be electrodynamic, on superconducting magnets.

TP-01 belonged to the first direction and was tested at the test site until the middle of 1980. Its mass was 12 tons, length - 9 m, and it accommodated 20 people; the suspension gap was minimal - only 10 mm. TP-01 was followed by new gradations of testing machines - TP-02 and TP-03, the path was extended to 850 m, then the TP-04 laboratory car appeared, designed to study the operation of a linear traction electric drive. The future of Soviet maglevs seemed cloudless, especially since in the world, in addition to Ramenskoye, there were only two such training grounds - in Germany and Japan.

Previously, TP-05 was symmetrical and could move both forward and backward; control panels and windshields were on both sides. Today, the console has been preserved only from the side of the workshop - the second was dismantled as unnecessary.

The operating principle of a levitating train is relatively simple. The composition does not touch the rail, being in a hovering state, the mutual attraction or repulsion of the magnets works. Simply put, the cars hang above the track plane due to vertically directed magnetic levitation forces, and are kept from side rolls using similar horizontally directed forces. In the absence of friction on the rail, the only "barrier" to movement becomes aerodynamic resistance - theoretically, even a child can budge a multi-ton car. The train is set in motion by a linear asynchronous motor, similar to the one that operates, for example, on the Moscow monorail (by the way, this motor was developed just by OAO INTS TEMP). Such an engine has two parts - the primary (inductor) is installed under the car, the secondary (reactive bus) - on the tracks. The electromagnetic field created by the inductor interacts with the tire, moving the train forward.

The advantages of maglev primarily include the absence of resistance other than aerodynamic. In addition, equipment wear is minimal due to the small number of moving parts of the system compared to classic trains. The disadvantages are the complexity and high cost of the routes. For example, one of the problems is safety: the maglev needs to be “lifted” onto the overpass, and if there is an overpass, then it is necessary to consider the possibility of evacuating passengers in case of an emergency. However, the TP-05 car was planned for operation at speeds up to 100 km / h and had a relatively inexpensive and technologically advanced track structure.

1980s Engineer VNIIPI-transprogress works on a computer. The equipment of the workshop at that time was the most modern - the financing of the program "High-speed environmentally friendly transport" was carried out without serious failures even in perestroika times.

Everything from scratch

Developing a series of TP, the engineers, in fact, did everything from scratch. We chose the parameters of the interaction between the magnets of the car and the track, then we took up the electromagnetic suspension - we worked on optimizing magnetic fluxes, driving dynamics, etc. passengers. Adaptation to unevenness was realized with the help of small electromagnets connected by hinges into something similar to chains. The circuit was complex, but much more reliable and workable than with rigidly fixed magnets. The control of the system was carried out thanks to the gap sensors, which tracked the unevenness of the path and gave commands to the power converter, which reduced or increased the current in a particular electromagnet, and hence the lifting force.

TP-01, the first Soviet maglev, 1979. Here the car is still not in Ramenskoye, but on a short, 36-meter section of track built at the test site of the Gazstroymashina plant. In the same year, the Germans demonstrated the first such car - Soviet engineers kept up with the times.

It was this scheme that was tested at TP-05, the only “second direction” car built under the program with an electromagnetic suspension. Work on the car was carried out very quickly - its aluminum body, for example, was made in just three months. The first tests of TP-05 took place in 1986. It weighed 18 tons, accommodated 18 people, the rest of the car was occupied by test equipment. It was assumed that the first road using such wagons in practice would be built in Armenia (from Yerevan to Abovyan, 16 km). The speed should have been increased to 180 km / h, capacity - up to 64 people per car. But the second half of the 1980s made its own adjustments to the bright future of the Soviet maglev. In Britain, by that time, the first permanent magnetic cushion system had already been launched, we could have caught up with the British, if not for political upheavals. Another reason for the curtailment of the project was the earthquake in Armenia, which led to a sharp reduction in funding.

Project B250 - high-speed maglev "Moscow - Sheremetyevo". Aerodynamics was developed at the Yakovlev Design Bureau, and full-size mock-ups of the segment with seats and a cabin were made. Design speed - 250 km / h - was reflected in the project index. Unfortunately, in 1993, the ambitious idea crashed due to lack of funding.

Ancestor of Aeroexpress

All work on the TP series was curtailed in the late 1980s, and since 1990, TP-05, which by that time had managed to star in the sci-fi short film "You Don't Mess With Robots", was put on eternal joke under cellophane in the same workshop where it was built. We became the first journalists in a quarter of a century to see this car "live". Inside, almost everything has been preserved - from the control panel to the upholstery of the seats. The restoration of TP-05 is not as difficult as it could be - it was under a roof, in good conditions and deserves a place in the transport museum.

In the early 1990s, the TEMP Research and Development Center continued the maglev theme, now commissioned by the Moscow government. It was the idea of ​​the Aeroexpress, a high-speed maglev train to deliver Moscow residents directly to Sheremetyevo Airport. The project was named B250. An experimental segment of the train was shown at an exhibition in Milan, after which foreign investors and engineers appeared in the project; Soviet specialists traveled to Germany to study foreign developments. But in 1993, due to the financial crisis, the project was curtailed. 64-seat cars for Sheremetyevo remained only on paper. However, some elements of the system were created in full-scale samples - suspension and running gear units, devices of the onboard power supply system, even tests of individual blocks began.

The most interesting thing is that there are developments for maglevs in Russia. JSC R&D Center "TEMP" works, various projects are being implemented for the civilian and defense industries, there is a test site, there is experience in working with similar systems. A few years ago, thanks to the initiative of Russian Railways, talk about maglev again moved to the stage of design development - however, the continuation of the work was entrusted to other organizations. Where this will lead, time will tell.

For help in preparing the material, the editors express their gratitude to the Director General of the ETC "Electromagnetic Passenger Transport" A.A. Galenko.