Maglev Technology Research Articles

Thermal Effect on Electromagnetic Suspension for Air Gap Performance in Magnetic Levitation System

Maglev (magnetic levitation) technology becomes a basis for the development of new generation of rail-based transportation system. Maglev vehicle can be classified according to their suspension mechanism, there are Electromagnetic Suspension and Electrodynamics Suspension Electromagnetic suspension as one of the three air gap forming methods in designing magnetic levitation system because of some advantages such as suitability for either low or high speed vehicle, cheap fabrication, commercially available component, and ease to control than other forming method. However, this method still has weakness characteristic wherein the magnetic flux generated by coil in the u-shaped iron core causes excessive heat generation due to the power loss and eddy current effect. The heat accumulated in iron core results in higher temperature that further increase the resistance of coil and reluctance of iron core, so the magnetic flux production decrease. This problem was investigated to determine the appropriate current flow in the coil, therefore the thermal effect can be reduced in order to maintain the air gap forming performance of the EMS-based magnetic levitation system.

Комбинированные электромагнитные подвесы с пониженным энергопотреблением для левитационного транспорта

The magnetic levitation technology is principally categorized as electromagnetic suspension and electrodynamic suspension, both now practically implemented in maglev trains in China, Korea, Japan and other countries. The magnetic field to levitate a vehicle can be provided by either normal conducting electromagnets, or superconducting magnets, or high-coercivity permanent magnets. With the technology advancing in superconductors and magnetic materials, hybrid configurations that employ different types of magnets become promising for commercial application. Magnets synergy results in better performance and lower energy consumption as justified by virtual prototyping and measurements on sub-scale models. Stable levitation of a loaded platform has been demonstrated on a test bench. A series of parametric simulations (performed with the use of software developed in RF) and magnetic measurements enabled validation of computational and physical models of all magnets and adjustment of numerical procedures for scaling parameters with respect to the practical load capacity and other operational characteristics. The established approach will be used for full-scale modelling of realistic maglev vehicles, particularly, a 50-ton flat freight car.

Operational breakdown and performance measure of the transcontinental High-speed magleva

Background: Magnetic Levitation (Maglev) systems have a noticeable operating track record in about a dozen countries. Higher speed maglev technology has been built for many intercity and regional lines in China, Germany, Japan, South Korea, United States, Brazil, and other countries. Maglev developers claim that the transcontinental high speed system can outperform the existing HSR and air transport and can achieve higher speed, have lower energy consumption and life cycle costs, attract more passengers, and boost regional economy. The article presents a systematic breakdown of the proposed transcontinental high speed Maglev system and pinpoints critical operational components and implementation measures. The analyses reach the following discussions on the three most important system characteristics.
 Firstly, the transcontinental high speed Maglev had to make trade-offs among passenger access time to total travel time, station density to daily maximum operating speed, and operating strategy to daily skip-stop, express, as well as other accelerated services.
 Secondly, the correlation between systems capacity management and vehicle interior space design (e.g. seats) has a serious impact on operators’ long-term financial condition. The involvement of identifying the equilibrium between these two factors in a linear algebra method is substantial.
 Thirdly, the transcontinental high speed Maglev station must serve as the multimodal transportation hub. To attract passengers; accordingly, increase the ridership and farebox recovery, an unified transfer service on schedule coordination has to be incorporated into the system. Timed Transfer Systems (TTS) had the proven capability of increasing service reliability across different modes. Based on these discussions, the framework and direction of transcontinental high speed Maglev strategic planning is becoming sensible.
 Aim: The article addresses the major system design elements of transportation planning and pinpoints corresponding operational strategies, which are useful for the planning and design of maglev. The study will assist system designers, network planners, and operators to understand where the technical and operational boundaries are for this particular mode. Knowing the boundary is useful for the design, planning, and operations of the system. 
 Methods: The efforts of literature reviews focus on two fields: composition of major system design elements and interrelation with other modes of transportation. The method examines the foundation of maglev planning.
 Results: First, the benefit of speed increase cannot be hasty generalized. The assessment of speed increase needs to break down to different beneficiaries (e.g. operator, passenger, and the community). Second, system capacity depends on its operating speed, service frequency, load factor, and vehicle size. These four factors further determine the operational feasibility of the maglev. Finally, in a dispersed travel pattern, TTS increases transfer reliability and unifies different lines of headway to improve service reliability.
 Conclusion: Certain cities and countries are facing similar transportation issues. They are trying to learn from each other. The efforts focus on the establishment of efficient transit systems and the dedicated action to adopt a new mode of transportation (e.g. maglev) for intracity, intercity, transcontinental commutes. The article offers tangible values on transportation planning, systems design, and operation performance, which are critical for the development of the maglev system.

Practical investigation of future perspectives and limitations of maglev technologies

Results of an International Survey among Transport Experts and Specialists Maglev.
 With the aim of tracking current trends in the market perspectives of magnetic levitation, or maglev technologies, the non-profit International Maglev Board conducted a primary study in the spring of 2018 among maglev specialists and transportation professionals. More than 1 000 professionals took part in the survey. Main topics of the study are questions comparing the suitability of conventional wheel-on-rail and maglev technologies according to application areas. Predicted opportunities and developments in maglev technology, acceptance issues and research needs are analyzed. The results are broken down by expertise and nationality of the participants. This short version presents selected findings of the survey in compressed form.
 Background: There is an obvious need for information on international trends in the application of Maglev transport technologies. The study attempts to grasp the global dimension of magnetic levitation developments in a structured way.
 Aim: To track current trends in magnetic levitation transport system innovation. Identify perspectives, research tasks and implementation barriers. Comparison of magnetic levitation systems with steel wheel systems. Analysis of the key topics of the debate.
 Methods: Primary study in spring 2018 among 1 058 maglev specialists and transport experts. Internet-based online survey.
 Results: The ratings vary greatly according to the expertise and origin of the respondents. In certain fields of application, wheel-rail systems remain the preferred transport technology. But in certain other fields of application, maglev technologies have become preferred over conventional steel-wheel-rail by a majority of transport professionals. This is particularly the case for high-speed maglev transport and for the new application of maglev elevators in buildings. At the same time, many respondents see a continuing need for research.
 Conclusion: Overall, there is a differentiated picture. Respondents from North and South America, Russia and Asia are on average particularly open to an implementation of certain maglev technologies.

Prospects of establishment of east-west transit transport corridor deploying magnetic levitation technology

According to economist Klaus Schwab, the today’s community is at the threshold of the Fourth Industrial Revolution which will influence transport branch especially. Today, we see a fundamental change of assessment of the place and role of transport in the world progress. At the governmental level the tasks of realisation of large-scale projects have been determined, which will be able to strengthen Russia’s positions at the world freight transport market, namely container transport, increase Russia’s transit potential, speed, quality of passenger service and freight transport.
 The authors suggest options to solve the set tasks building on the idea of implementation of innovative magnetic levitation technology while establishing East-West Transport Transit Corridor.
 Magnetic levitation technology is competitive with the existing modes of transport in key speed, sustainability, energy efficiency and safety parameters, namely ecological safety. The main purpose of establishment of a transit transport corridor is to introduce a new transport service with a unique number of properties. Accordingly, transport and technology tasks are solved which are associated with construction and modernisation of transport lines, terminals, information systems, etc. The project of transport transit corridor in question is suggested to undertake in three stages. The assessment of Russian container transport market and comparison study of maglev and conventional railway transport parameters confirm efficiency of the project. To deliver this project, the decision should be made at the governmental level.

Retrospective and perspectives of the superconducting magnetic levitation (sml) technology applied to urban transportation

A review of the Superconducting Magnetic Levitation (SML) technology applied to urban transportation will be presented. The historical time line will be highlighted, pointing out the pioneering efforts at Southwest Jiatong University (SWJTU), China, followed by the Supra Trans project in IFW-Dresden, Germany, and the MagLev-Cobra project in UFRJ, Brazil.
 Background: Details of the MagLev-Cobra project, the first, and until today the single one, applying the SML technology that counts with a real scale prototype, operating regularly in open air, will be disclosed. The inauguration of the MagLev-Cobra project was on the 1st October 2014, the last day of the “22nd International Conference on Magnetically Levitated Systems and Linear Drives (MAGLEV)” held in Rio de Janeiro. Curiously, this day coincides with the 50th anniversary of the successful operation of the Shinkansen in Tokyo. On the 1st October 1964, the first high-speed wheel and rail train in the world was inaugurated in time for the first Olympic Games that took place in Asia. This historical coincidence is a good omen for the MagLev-Cobra project. In fact, since October 2014, the system operates regularly for demonstration at the UFRJ Campus, every Tuesday. More than 12.000 visitors have already had the opportunity to take a test ride.
 Aim: The Proceedings of the MAGLEV conferences, which first edition dates back to 1977 (http://www.maglevboard.net), are the documentary files of the importance of this achievement. Initially, the methods named Electromagnetic Levitation (EML) and Electrodynamic Levitation (EDL) were considered.
 Methods: At the end of last century, due to the availability of Rare Earth Permanent Magnets and High Critical Temperature Superconductors (HTS), an innovative levitation method, called Superconducting Magnetic Levitation (SML), started to be considered. This method is based on the flux pinning effect property of HTS in the proximity of magnetic fields given by rare earth permanent magnets. The first experiments with SML, as expected, were small scale prototypes, or laboratory vehicles for one, two or four passengers, proposed mainly by researchers from Germany, China and Brazil. The Proceedings of the 16th MAGLEV, held in year 2000, confirms this fact. After 14 years of research and development, the team of the Laboratory of Applied Superconductivity (LASUP) of UFRJ achieved the construction of the first real scale operational SML vehicle in the world.
 Results: This retrospective will be followed by a comparison with the EML technology, that has already four urban commercial systems, will be presented and the application niches delimited.
 Conclusion: The perspectives of the MagLev-Cobra project and the cooperation efforts with China to turn it a commercial experience will finish the paper. As will be explained, before the commercial application of the MagLev-Cobra technology, the system must be certified and the technical, economic and environmental viability for a first deployment concluded.

The total social costs of constructing and operating a maglev line using a case study of the riyadh-dammam corridor, Saudi Arabia

Background: Introducing Magnetic Levitation (Maglev) technology in a developing country is a big challenge that needs huge investments in infrastructure, operations and maintenance. Background information about the development of Maglev worldwide to date is included.
 Aim: Determine a methodology to estimate the full cost of travel and provide insights into the working model developed to include the calculations of the total social costs of building a new Maglev line for the Riyadh-Dammam corridor in Saudi Arabia and understand in what circumstances it is a suitable technology to use.
 Methods: The Spreadsheet Total Cost Model (STCM) is used to determine the calculations of operator costs, user costs, and environmental costs. However, the operator costs are related to infrastructure construction and maintenance costs, and costs associated with the acquisition, operation and maintenance of Maglev rolling stock. The user costs are dependent on the journey time, including access/egress time, waiting time, and in-vehicle time. The value of time is considered in order to get the user costs calculated. The external costs include air pollution, noise pollution, accident, and climate change per passenger-km.
 Results: The travel demand has to be forecasted in order to determine the total social costs, using the elasticity approach between the the proposed HSR and Maglev lines in terms of their number of trips and the generalised journey times. In addition, the generalised journey time is based on the in-vehicle time and service interval penalty. The Maglev system is operated at the capacity limit and the change in service is therefore forecasted to increase the Maglev demand by 24.6 % (3.25 million passengers). In terms of the total infrastructure costs, the infrastructure construction and maintenance costs are included and computed to be about € 835.4 million per year, using the capital recovery factor (0.06) based on 35 years of operation and a 5 % social discount rate. The acquiring, operating, and maintaining train’s unit cost is included in the calculation of rolling stock to achieve results of € 22.4 million, € 22.5 million, and € 40.9 million, respectively. In terms of the user costs, the access/egress time is computed as of 33 minutes, using the car, while the in-vehicle travel time and waiting time are resulted of 61.8 minutes and 7.8 minutes, respectively. The external environmental costs are based on accidents, and climate changes of € 8.87 million per year and € 8.13 million per year, respectively. However, the total social costs of Maglev line are computed as € 1.18 billion for 16.45 million passengers per year. This gives an average social cost of € 71.9 per passenger. The comparable figures for High-Speed Rail (HSR) are € 1.10 billion for 13.21 million passengers per year, giving an average social cost of € 83 per passenger.
 Conclusion: In conclusion, the Riyadh-Dammam Maglev system introduces a new intercity system into Saudi Arabia and brings new competition in the intercity transit market as a part of the future transport developments in the country. The average social cost for HSR is around 16 % higher than Maglev- but that is more proven technology.

Theoretical base and methods of the complex optimization of maglev

Background: In this study the feasibility of using Maglev transport through the determination of the limits of the effective application of the MLX01 and TRANSRAPID compared with railway systems was investigated.
 Aim: Development of the technology of complex optimization of Maglev.
 Methods: Resource-oriented optimization, system analysis, structured modeling, creation of the dynamic models, vector optimization, combined principle of optimization control, operation concept of the Maglev systems, economic aspects of the modeling, comparative analysis, determination of the borders of effective application of the compared transport technologies, research tools.
 Results: Providing of maximum adapted configurations Maglev systems according to the conditions of their application. At the same time these configurations correspond to the state of the most stable equilibrium between all groups and the elements of the general optimization process.
 Conclusion: This paper is scientifically justified work, which intended to accelerate the process of implementation Maglev technologies in the existing transport infrastructure

Real-Time implementation and performance analysis of robust 2-DOF PID controller for Maglev system using pole search technique

In recent times, Magnetic Levitation (Maglev) technology has gained huge popularity in different fields of research. Transportation, nuclear, aerospace, biomedical, civil and electrical engineering are some of the areas where the presence of Maglev technology is prominent. But because of the inherent nonlinear and unstable behaviour, the task of designing a suitable controller becomes very challenging for the control engineers. In this paper, a simple but effective approach has been proposed for the design of 2-DOF Proportional-Integral-Derivative (PID) controller for the control of Maglev system in simulation and real-time for the very first time, to the best of author's knowledge. The controller parameter values have been analytically obtained by optimizing the location of closed loop poles in the s-plane which eventually minimizes the Integral Square Error (ISE) of the closed loop system along with the controller. As the controller parameters are found by searching the best pole location, we name it as pole search technique. The performance of the controller has been compared with those of the 1 & 2-DOF Integer Order and Fractional Order PID and I-PD controllers designed for the same Maglev plant. The result of the comparison reveals that the 2-DOF PID controller, designed in this paper, outperforms other controllers in terms of maximum overshoot, settling time, Integral Absolute Error (IAE), Integral Time Absolute Error (ITAE) and Integral Time Square Error (ITSE). Moreover, to illustrate the loop robustness property, input and output disturbances have been applied in real-time simulation environment and sensitivity and complementary sensitivity analysis have been performed. Additionally, to show the applicability of the proposed technique apart from Maglev, 2-DOF PID controller has been designed for the Ball and Beam and Coupled Tank system and their performance has been compared with the existing results.

Maglev freight - one possible path forward in the U.S.A.

Background: As high-speed rail and other transportation technologies are moving forward and gaining funding in the United States, the push for MagLev is not receiving the necessary support that would make it a viable alternative in the near future. Major changes in the approach to implementing MagLev could make a better case for it, specifically for carrying freight. One alternative that has been considered in the past is the modification of existing freight railways to support MagLev. For this to be economically feasible and practical, such a solution has to be able to support both conventional freight trains and MagLev freight. 
 Aim: The successful application of Partially Magnetically-Levitated Freight (PMLF) technology achieved by integrating superconducting MagLev technology with current railroad design and operations.
 Methods: A MagLev freight system that is envisioned to use existing rail routes must be designed to be compatible with the existing railway infrastructure. To accomplish this, every component utilized by the railroads must be examined in detail to determine if and how it could be affected by the proposed PMLF. In addition, components that will need to be modified for PMLF operation must undergo a retrofit design and testing process. The design scope must also include an examination of all existing tasks and activities that are being performed by the railroads such as track maintenance and repair. Any procedures that affect or are affected by the addition of PMLF will need to be modified. Finally, superconducting MagLev technology must be optimized and advanced for application to PMLF. 
 Opinions and Discussions: The dual use of railway lines has substantial cost advantages when compared to building new dedicated MagLev freight corridors. In fact it could make the entire proposition very appealing if proven to be technically feasible. However, there are certain limitations and concerns that would cause policy makers to reject such a proposal unless such obstacles can be shown to be temporary and non-critical. Essential rail installations such as switches are presently difficult to modify in a way that would ensure reliable functionality for both MagLev and conventional freight trains, and grade crossings pose safety risks. It is difficult to envision the tremendous leap forward of merging MagLev with existing freight rail lines when much more basic technologies such as positive train control are not even fully implemented. Consequently, it is a challenge to advance MagLev in the United States where new dedicated freight corridors are considered to be cost-prohibitive and dual use railway lines pose uncertainties that railroad companies simply do not want to solve. However, there is one more solution has not been considered that would allow a MagLev freight train to navigate on existing railway infrastructure without disrupting traditional rail utilization. This solution is a partially magnetically-levitated freight train.
 Results: After reviewing the fundamental components, systems and operations of the railways in the United States, it will be feasible and practical to introduce magnetic levitation technology to assist in moving freight on existing rail routes. PMLF trains will be able to take advantage of magnetic levitation on sections where the track has been upgraded to allow its use and much higher speed while still being able to travel on unmodified sections with the same speed as traditional trains.
 Conclusion: Modifying existing freight rail with magnetic “quasi-lift” technology is a much lower cost alternative to building an entirely new MagLev infrastructure. This alternative will provide very important benefits including enhancing safety in the rail industry. In its first phase of implementation, the proposed PMLF system will levitate a significant portion of the weight of the train but still utilize the existing steel rails for traction and guidance. The most evident advantages of this approach include reduced wear on rail and other supporting elements, and a significant reduction in friction and energy use. Locomotives, freight cars and all other components could be made lighter and travel speeds will increase dramatically due to less impact and other effects. Later phases of implementation will focus on magnetic traction and guidance. The acceptance and success of this partially levitated system will eventually lead to fully levitated freight transport technology. Sometimes it is necessary to take smaller steps to achieve the desired future.

Using left ventricular assist devices in advanced heart failure patients

ABSTRACTAdvanced Heart Failure (AHF) is a complex syndrome that affects the physiology of the heart to maintain efficient blood circulation resulting in multiorgan failure and, eventually, death. Left Ventricular Assist Devices (LVADs) have become the cornerstone therapy for AHF patients, both as a bridge to transplantation and as a decisive therapy. Recently the results of the MOMENTUM 3 Trial were published. The trial compared HeartMate 3 LVAD with HeartMate II LVAD in a randomized trial in The Multicenter Study of MagLev Technology in Patients Undergoing Mechanical Circulatory Support Therapy with HeartMate 3 (MOMENTUM 3). Of 366 patients, 190 were assigned to the centrifugal-flow pump group (HeartMate 3) and 176 to the axial-flow (HeartMate II) pump group. In the intention-to-treat population, the primary end point occurred in 151 patients (79.5%) in the centrifugal-flow pump group, as compared with 106 (60.2%) in the axial-flow pump group (P < 0.001 for noninferiority). Reoperation for pump malfunction was less frequent in the centrifugal-flow pump group than in the axial-flow pump group (P < 0.001).The results of the MOMENTUM 3 Trial are a big achievement in the cardiovascular world. Any improvement in LVADs that reduces the risk of stroke, perhaps the most feared complication of these devices, would be meaningful. Besides, given the observed lower rate of pump thrombosis and reoperation for pump malfunction, it already seems likely that the HeartMate 3 will supplant the HeartMate II in clinical practice. In addition, the risks that are associated with reoperation undoubtedly counterbalanced any unintentional bias in performing that intervention.

&lt;b&gt;Recent Status of Fundamental Research on Superconducting Maglev Technology and Research on the Application of Maglev Technology to the Conventional Railway System&lt;/b&gt;

&lt;b&gt;Recent Status of Fundamental Research on Superconducting Maglev Technology and Research on the Application of Maglev Technology to the Conventional Railway System&lt;/b&gt;

Postmarket Experience With HeartMate 3 Left Ventricular Assist Device: 30-Day Outcomes From the ELEVATE Registry

The HeartMate 3 left ventricular assist device (Abbott, Chicago, IL) is designed to provide circulatory support with enhanced hemocompatibility for patients with advanced heart failure. The purpose of this study was to compare the surgical outcomes between patients treated during the European Conformity Mark (CE Mark [CEM]) clinical trial and those treated in the postmarket era. The prospective, observational, multinational ELEVATE (Evaluating the HeartMate 3 with Full MagLev Technology in a Post-Market Approval Setting) registry includes patients receiving the HeartMate 3 following CEM approval. Outcomes of patients in the ELEVATE registry are compared with patients in the CEM trial. Compared with the CEM trial (N= 50), the ELEVATE registry group (N= 463) was more severely ill, with more patients classified as INTERMACS (Interagency Registry for Mechanically Assisted Circulatory Support) profile 1 to 2 (32% versus 10%; p < 0.001). The CEM trial group was younger and underwent fewer concomitant valve procedures. After adjustment for differences in baseline characteristics, the 30-day survival was comparable between the ELEVATE registry and CEM trial groups (95% versus 98%; p= 0.46). Length of intensive care unit stay was similar between the ELEVATE registry (7 days) and CEM trial (6 days) groups. Most adverse event rates were comparable between the 2 groups. ELEVATE registry patients had a lower rate of cardiac arrhythmias (13% versus 28%; p= 0.009). With increasing experience, the implant technique has evolved to include more versatile approaches such as less invasive and off-pump implantation. The 30-day outcomes for ELEVATE registry patients are comparable despite being sicker than CEM trial patients. Adverse event rates remain low, with no cases of pump thrombosis within the first 30 days. Implant techniques have evolved to include more versatile approaches.

Research on modal vibration suppression of maglev steel strip based on phase compensator

In the process of vibration suppression of hot galvanized steel strip by using maglev technology, the flexible modal vibration control of steel strip is a challenging problem. Aiming at this problem, this paper proposes a phase compensation control algorithm to control the modal vibration in the maglev steel strip vibration suppression system. The modal vibration suppression process is as follows. First, the model of the steel strip and the mode shape and frequency response curve of the strip are established by using the finite element analysis software. Second, the electromagnet-steel strip model is simplified as a single degree of freedom maglev system. Then, the equivalent damping is obtained according to the theory. And the vibration is suppressed according to the principle of the phase compensator. In addition, the effect of the phase lead angle, compensating field and scale factor on the damping performance of the phase compensator from the zero-pole of the closed-loop system is studied. Finally, the experimental study is carried out on the vibration suppression system of maglev steel strip based on phase compensator. The experimental results show that the phase compensator with appropriate parameters can be selected to reduce the amplitude of the first order bending mode by 89.2%.

Sex-Related Differences in Outcomes of Thoracic Organ Transplantation and Mechanical Circulatory Support.

Sex-Related Differences in Outcomes of Thoracic Organ Transplantation and Mechanical Circulatory Support.

Modeling and designing levitation, roll and pitch controller for high accuracy maglev tray system

Maglev (magnetic levitation) system has been introduced as one of innovative technologies that transportation is able to move without contacting on the ground so that it has immensely beneficial in eliminating friction and generating high speed. Having some advantages of generating less friction and dusts in maglev technology, we design a high accuracy maglev tray system to carry organic light-emitting diode (OLED) display. To carry OLED display in a stable condition, it is necessary to control precisely the levitation state. In our paper, a multi-degree of freedom model for a high precision maglev tray system analyzed to consider the stability and robustness of levitation performance. This model is then used to design a cascade control strategy and a combined optimal state-feedback controller–observer compensator for the heave, roll and pitch motion of maglev tray system. The proposed controllers demonstrate the excellent levitation performance under comparative simulations such as a large load disturbance and sensor installation error.

An Onboard Measurement System for Studying the Dynamic Running Characteristics of HTS Maglev

To promote the development of high-temperature superconducting (HTS) maglev technology, a 45-m-long HTS maglev ring test line has been built in Chengdu, China. To investigate the dynamic running characteristics as well as the key levitation parameters of the vehicle at different operating conditions, a real-time measurement system mounted on the vehicle was designed, realized, and validated. The measurement system is mainly constituted by sensors module, data acquisition and processing module, and communication module. A set of sensors including laser displacement sensors, tri-axis accelerometers, and optoelectronic sensors were installed on the vehicle. By means of the data acquisition and processing module, the key levitation parameters of the HTS maglev vehicle like levitation height, lateral offset, acceleration, running velocity, and online position are real-time recorded and displayed on the tablet computer. These parameters are prerequisite to analyze the dynamic running characteristics of the HTS maglev vehicle. The test process and typical results of the HTS maglev vehicle running on the ring test line are reported.

CONCEPTUAL APPROACH TO THE DEVELOPMENT STRATEGY OF URBAN RAPID TRANSPORT

For the English abstract and full text of the article please see the attached PDF-File (English version follows Russian version). ABSTRACT The author offers a conceptual approach to formation of a development strategy of urban rapid transport based on the specifics of magnetic levitation technology. It is offered to create an urban transport system, which complies with the criteria corresponding to society demand: high speed, low level of noise, vibration, low emissions to the environment, lack of intersections with other communications in the same plane. The definition of «rapid urban transport» is given. The author suggests strategic priorities and corresponding development indicators as well as stages and principles of development and implementation of strategic programs, which take into account the experience of some countries (China, Japan, South Korea) in creation of maglev lines for urban passenger transport. Keywords: rapid urban transport, development strategy, magnetic levitation, goals of management.

ОСОБЕННОСТИ ДИНАМИЧЕСКОГО ВЗАИМОДЕЙСТВИЯ МАГНИТОЛЕВИТАЦИОННОГО ВЫСОКОСКОРОСТНОГО ТРАНСПОРТА И МОСТОВЫХ СООРУЖЕНИЙ

Objective: To determine key parameters for calculating dynamic effect of magnetic-levitation highspeed transport on bridge structures, carry out a dynamic analysis, and check the obtained results against experimental data and compare them with similar results on high-speed railways. Methods: In the course of the study, the method of direct integration of the dynamic problem of mo ving a mobile load along the bridge superstructure was used. Results: Computational model of a magnetic-levitation high-speed train was developed. A set of dynamic calculations was performed. Data on the magnitude of dynamic reaction of the bridge superstructure during the movement of a magnetic-levitation train were obtained. Values of the dynamic coefficient for mobile load in the speed range of up to 1000 km/h were calculated. Practical importance: Results obtained in the course of the study and the comparison made with similar data for high-speed rail transport have confirmed a significant decrease in the dynamic response of bridge superstructures when magnetic-levitation technologies are deployed. The calculation model thus developed opens up broad prospects for further research.

Training of specialists and development of design regulatory framework for Russian magnetic levitation transport systems

The article deals with the issues of training of specialists and development of design regulatory framework for Russia’s magnetic levitation transport systems.&#x0D; Introduction: The development of maglev technologies in Russia requires solving the task of training specialists and developing the design regulatory framework for the magnetic levitation transport systems (MLTS). The MLTS related specific issues, namely traction, levitation, lateral stabilisation, power supply systems as well as overall safety, should receive special attention.&#x0D; Analysis: The maglev transport technology is a further development of a conventional “wheel-track” technology, employing the linear motor and the magnetic levitation system (electromagnetic, electrodynamic, the permanent magnets-based system, and combined types). Each type of MLTS possesses its advantages and limitations, which points at the necessity to justify the choice of an optimal technology.&#x0D; A crucial issue is to choose (develop) a linear motor for MLTS on the basis of the four related aspects: electromagnetic, thermal, mechanical, and the cost related one.&#x0D; Another significant issue is the overall safety provision of MLTS. The elaboration of the quality management system should be carried out in accordance with all stages of the life cycle of the wheel-track transport, which is specified in EN 50126, EN 50128, and EN 50129.&#x0D; Methodology: The methodological base of training specialists and developing the design regulatory framework should become a systematic approach. The necessity of the application of this approach lies in the variety and complexity of physical processes of MLTS. The development of the project and working documentation of the design and construction of MLTS in the territory of Russia should be carried out in accordance with the active Russian legislation, which specifies the application of Special Technical Regulations for new technical systems.&#x0D; Conclusion: As of today, it is reasonable to develop the training of specialists for MLTS on the basis of the qualification upgrade and professional retraining programmes of the engineering staff, who already possess the fundamental railway education. All the necessary expertise and competences are available at Emperor Alexander I St. Petersburg State Transport University. For many years, the university’s specialists have been working on the development of the maglev technologies in Russia both on the basis of their own researches and on the study and generalisation of the national and international experience. They have also been developing the projects of the design regulatory framework for future MLTS.