The Maglev Alternative for Victoria

A proposal to build a fast rail system from Melbourne to Geelong and the Airports.


Click above image to download 1.8 MB PDF.

The Maglev Alternative for Australia

The Federal Govenment's High Speed Rail Study Phase 1 completely excluded all Maglev. For what its worth, here is our "feedback":


Click above image to download 1.8 MB PDF.

Videos

Transrapid Test Track

Flying on the Ground

Costing & Capacity Model

The following model can be used to see the approximate effects of adding or removing stations, train carriages or maglev track.

Costing & capacity model spreadsheet

More Transrapid Maglev Information

Why Maglev?

Maglev high-speed rail is the best high-speed rail system for Australia because:

What is Maglev?


A cut away diagram of the maglev system. (Image: Transrapid)

Instead of wheels, Maglev Fast Rail systems use magnets to magnetically levitate the train above the track. The track itself is an electric motor that has been unwound into a long linear motor. The linear motor propels the Maglev train along the track at speeds of up to 500 km/h.

There is no friction between the train and the track, there are no overhead wires. Inside the train the magnetic field strength is one tenth of the magnetic field of a hair-dryer. The train levitates using on-board batteries which can keep the vehicle floating for up to an hour without any mains power supply to the track. Outside there is no noise from steel wheels on steel track, no sparking from overhead wires.


Guidance magnets located on both sides along the entire length of the vehicle keep the vehicle laterally on the track. (Image: Transrapid)

Maglev Train Capacity


A 3-carriage Maglev train can carry 321 - 449 passengers ("2nd class" only). Trains can be extended to 10 carriages later.

In Transrapid's 2008 quote for Melbourne a capacity of between 321 and 449 passengers for a three-carriage train is suggested. For this proposal a capacity of about 100 passengers per carriage is used. Note that no toilets would be needed on these trains due to the short journey time.

By way of comparison a Metro Siemens train has 264 seats per 3 carriage train set.

Maglev Interior


Image of the interior of a Shanghai Maglev train showing economy 3 x 3 seating. Note the 3.7 meter wide carriage.

Energy Efficiency

Transrapid energy efficiency.

CO2 Emissions

Transrapid CO2 emissions.

Magnetic Field Strength

Transrapid magnetic field strength inside the cabin compared to a hair dryer.

Land Usage

Gradients

As the Transrapid is capable of climbing steep gradients (ten percent compared to four percent for normal railroads) and able to handle tight curves (1950 m at 300 km/h compared with 3200 m for normal railroads), it is possible to flexibly adapt its guideway to the landscape and to have it tightly follow existing roads, railroad tracks, and power lines.

Noise

At speeds around 200 km/h, you can hardly hear the Transrapid. It can quietly hover through cities and urban areas because with to its non-contact technology, there is neither rolling nor engine noise. At higher speeds, there is only the noise of the wind. At 300 km/h, the Transrapid maglev vehicle develops only as much noise as light rail trains travelling at 80 km/h, and even at speeds above 400 km/h, it is not much louder than considerably slower railroads.



Low Air Turbulence

When the Transrapid passes by it generates minimal turbulence. Thanks to the aerodynamic optimization of the Transrapid vehicle, there is nothing more than a slight gust at a distance of 2 m when the Transrapid passes by at a speed of more than 380 km/h. There is no perceptible air movement under the elevated guideway and the air movement produced by the vehicle on at-grade guideway at a speed of 330 km/h is only as strong as a moderate wind.



Assembly of Modular Track

Highly modular track speeds up track construction, keeps costs down and maintains high quality.


'At Grade' track under construction for the Emsland test track. Girder completely equipped with Stator Packs and Cable Windings. (Image: US Maglev Coalition)

The windings are added to the track segments in the factory.


Preparation of the Long Stator Winding. (Image: US Maglev Coalition)

Links & References





Zhuzhou Maglev

21st Jan 2012: Zhuzhou Electric Locomotive Co Ltd rolls out first urban monorail train. They say they cost 75% of the cost of a conventional train. ZhuzhouMaglev.pdf.

HSR Study Excludes Maglev

5th Aug 2011: The Federal study into High Speed Rail excludes Maglev entirely without explanation preferring older, slower and more expensive technologies. Our submission is here.

Passive Victoria to miss out

5th July 2011: Victoria is at risk of losing billions of dollars of federal infrastructure funding because the Baillieu government has failed to deliver a single major project proposal to Australia's independent infrastructure umpire. more...

RRL delay as bill nears $5bn

5th Apr 2011: Originally promised in 2014, this project will now take until 2016. more...

RRL Cost blow out

4th Feb 2011: Incredibly Labor's 'Regional Rail Link' is now going to be even more expensive than first thought. more...

High speed rail study

2nd Feb 2011: The federal government will spend $20 million on a detailed study of high-speed rail on Australia's east coast. more...

Canberra seeks deferral

2nd Feb 2011: Federal Infrastructure Minister Anthony Albanese will meet Victorian Transport Minister Terry Mulder today to discuss a proposed deferral of about $500 million in rail and road funding. more...

Transrapid Proposal

30th July 2008: For half the price of the planned rail tunnel Transrapid can build a high-speed Maglev from Geelong to the Airport to Frankston - more than 100km. See Transrapid Australia's Proposal (6 MB PDF) for a Geelong - Airport - Frankston Maglev for about $4 billion.