CERTIFICATE

This is to certify that Udit Acharjee a student of class XII

Science, with Roll No. of Swami Dhananjoy Das
Kathia Baba Mission School has successfully completed the
Physics project on the “To Demonstrate Magnetic
Levitation Using Neodymium Magnets and Explain How
Maglev Trains Work”.

This project is absolutely genuine and does not indulge in

plagiarism of any kind. The references taken in this project
have been declared at the end.

Signature of Guide Signature of

Examiner

Signature of Principal

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 ACKNOWLEDGEMENT

I would like to express my special thanks of gratitude to my

subject teacher who gave me the opportunity to do this project
of Physics on the topic TO DEMONSTRATE MAGNETIC
LEVITATION USING NEODYMIUM MAGNETS AND EXPLAIN HOW
MANGLEV TRAINS WORK.

I came to know about so many new things. I am really

thankful to him. Secondly, I also like to thank my parents and
friends who helped me a lot in finalizing this project with in a
limited frame of time.

THANK YOU,
Udit Acharjee
Class- XII, Science.

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 SUPERVISON NOTE

I hereby declare that project work entitled “TO

DEMONSTRATE MAGNETIC LEVITATION USING
NEODYMIUM MAGNETS AND EXPLAIN HOW MANGLEV
TRAINS WORK”, submitted to the department of Physics,
UDIT ACHARJEE for the subject Physics under the guidance of
Prasenjit Sir is a record of original work done by me.

I further declare that this project or any part of it has not

been submitted elsewhere for any other class.

SIGNATURE OF GUIDE

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 INDEX
SL.N Name Page.No Remarks
o
1. Objective 5
2. Introduction 6
3. Technology of Maglev Train 7
4. Types of Magnetic 8
Levitation
5. Working Principle 11
6. Evacuated Tube and Energy 15
Source
7. Comparison With 16
Conventional Train
8. Merits and Demerits 18
9. Existing Maglev System 20
10. Summary and Conclusion 22

11. Bibliography 23

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 OBJECTIVE:

To Demonstrate Magnetic Levitation Using Neodymium

Magnets and Explain How Maglev Trains Work.

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 INTRODUCTION

Maglev (derived from magnetic levitation) is a transportation

method that uses the energy in magnetic levitation to move
vehicles with no contacts between the track and moving
vehicle with maglev, a vehicle travels along a guideway using
magnets to create both lift and propulsion. This reduces friction
to a great extent and also allowing very high speeds. It is
proven technology that is very much feasible technically and
rather less so financially. Attempts at cost reduction are due.
There are 2 sets of magnets used in maglev train system. One
set of magnet is used to levitate train body from train track &
another set is used to propel the vehicle with the help of
attraction and repulsion.
There are guide ways in the form of magnets which gives
more stability & directional control to moving body of levilated
train. The magnetic field generated by these guide way
magnets restrict it to move beyond its magnetic field range.
That's why maglev hain is more effective than conventional
train in the sense of stability and working There is no direct
contact between train tracks and train. body which makes it
frictionless process as well as there are no moving parts. The
maglev train does not have an engine which is powered by
magnetic field created by electrified coils.
There are three primary types of maglev technologies:
(i) Electromagnetic suspension (EMS).
(ii) Electrodynamic suspension (EDS).

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 TECHNOLOGY OF MAGLEV TRAIN

The creation of magnetic forces is the basis of all magnetic

levitation. The creation of a magnetic field can be caused by a
number of things. The first thing that it can be caused by is a
permanent magnet. These magnets are a solid material in
which there is an induced North and South Pole. The second
way that a magnetic field can be created in through an electric
cell changing linearly with time. The third and final way to
create a magnetic field is through the use of direct current.
There are two basic principles in dealing with the concept of
magnetic levitation. The first law that is applied was created by
Michael Faraday. This is commonly known as Faraday's Law.
This will allow the direction of the magnetic field to be
predictable and thus a set up can be created for a specific
purpose to maximize the force that is created.

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 TYPES OF MAGNETIC LEVITATION

1. Permanent Magnets

The first type of levitation in the implementation through

permanent magnets. These magnets are made of a material that
creates a north and a south pole on them.
The formal definition of a permanent magnet is a material that
retains its magnetic properties after and external magnetic field is
removed. The whole idea behind permanent magnets is that like
ends will repel and opposite ends will attract. Permanent magnets
require very little if any maintenance. These magnets do not
require cryogens or a large power supply for operation The
magnetic field is measured vertically within the bore of the
magnet. The main disadvantages of a permanent magnet are the
cost of the magnet itself when put into large scale systems.
Another disadvantage is the varying changes in the magnetic
field. The ability to control a constant magnetic love from a
permanent magnet is an on-going problem in the application of
these types of magnets Different applications that use these
types of magnets can be found in a number of different areas.
Examples of these applications are compasses, DC motor drives,
clocks, hearing aids, microphones, speedometers and many
more.

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2. Electromagnetic Type:-

The basic idea behind an electromagnet is extremely simple. By

running electric current through a wire, you can create a
magnetic field. When this wire is coiled around a magnetic
material (i.e. metal), a current is passed through this wire. In
doing this, the electric current will magnetize the metallic core.
By using this simple principle, you can create all sorts of things
including motors, solenoids, heads for hard disks, speakers, and
so on. An electromagnet is one that uses the same type of
principles as the permanent magnet but only on a temporary
scale. This means that only when the current is flowing is there
going to be an induced magnet. This type of magnet is an
improvement to the permanent magnet because allows
somebody to select when and for how long the magnetic field
lasts. It also gives a person control over how strong the magnet
will be depending on the amount of current that is passed
through the wire.

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3. Electrodynamics Type:-

The ideas presented behind superconductive magnets are the

same principles that are at work in an MRI. Superconductive
magnets are the most common of all the magnets, and are
sometimes called cry magnets. The idea behind the
superconducting magnets is that there is a material which
presents no electrical resistivity to electrical current. Once a
current has been fed into the cons of this material, it will
indefinitely flow without requiring the input of any additional
current. The way that a material is able to have such a low
resistivity to current is that it is brought to very low temperatures.
The temperatures that are commonly found in superconducting
magnets are around -258°C. This is done by immersing the coils
that are holding the current into liquid Helium this also helps in
maintaining a homogenous magnetic field over time. The
advantage to the superconducting magnet is that they don't
require constant power from a source to keep up the value of the
current in the cols. Although a disadvantage is that they require
an expensive cryogen such as helium to operate correctly. The
magnetic field is in the direction of the long axis of the cylinder or
bore of the magnet. Since the resistance in the coils can cause
the current to decay, cryogens reduce the resistance to almost

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 zero, which will help maintain a homogenous magnetic field over
time.

working principle

1. Levitation:-

Support electromagnets built into the undercarriage and along

the entire length of the train pull it up to the guide way
electromagnets, which are called ferromagnetic reaction rail.
The guidance magnets placed on each side of the train keep it
centred along the track and guide the train along. All the
electromagnets are controlled electronically in a precise
manner. It ensures the train is always levitated at a distance of
8 to 10 man from the guide way even when it isn't moving.
This levitation system is powered by on-board batteries, which
are charged up by the linear generator when the train travels.
The generator consists of additional cable windings integrated
in the levitation electromagnets.
Propulsion magnetic fields harmonic waves, which are
due to the side effects of the grooves of the long stator so the
charging up process does not consume the useful propulsion
magnetic field. The train can rely on this battery power for up

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 to one hour without an external power source. The levitation
system is independent from the propulsion system.

2. Propulsion:-

The synchronous long stator linear motor of the Maglev system

is used both for propulsion and braking. It is functioning like a
rotating electric motor whose stator is cut open and stretched
along under the guide way. Inside the motor windings,
alternating current is generating a magnetic traveling field
which moves the vehicle without contact. The support magnets
in the vehicle function as the excitation portion (rotor).
Propulsion system in the guide way is activated only in
the section where the vehicle actually runs. The speed can be
continuously regulated by varying the frequency of the
alternating current. If the direction of the traveling field is
reversed, the motor becomes a generator which breaks the
vehicle without any contact. The braking energy can be re-
used and fed back into the electrical network. The three-phase
winded stator generates an electromagnetic travelling field
and moves the train when it is supplied with an alternating
current. The electromagnetic field from the support
electromagnets (rotor) pulls it along. The magnetic field
direction and speed of the stator and the rotor are
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 synchronized. The Maglev's speed can vary from standstill to
full operating speed by simply adjusting the frequency of the
alternating current. To bring the train to a full stop, the
direction of the travelling field is reversed. Even during
braking, there isn't any mechanical contact between the stator
and the rotor. Instead of consuming energy, the Maglev system
acts as a generator, converting the breaking energy into
electricity, which can be used elsewhere.

3. Stability:-

For successful levitation and control of all 6 axes (degrees of

freedom; 3 translational and 3 rotational) a combination of
permanent magnets and electromagnets or diamagnets or
superconductors as well as attractive and repulsive fields can
be used. From Earns haw's theorem at least one stable axis
must be present for the system to levitate successfully, but the
other axes can be stabilized using ferromagnetism. Static
stability means that any small displacement away from a
stable equilibrium causes a net force to push it back to the
equilibrium point. Earns haw's theorem proved conclusively
that it is not possible to levitate stably using only static,
macroscopic, paramagnetic fields. The forces acting on any
paramagnetic object in any combinations of gravitational,
electrostatic, and magneto static fields will make the object's
position, at best, unstable along at least one axis, and it can be
unstable equilibrium along all axes. However, several
possibilities exist to make levitation viable, for example, the
use of electronic stabilization or diamagnetic materials (since

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 relative magnetic permeability is less than one); it can be
shown that diamagnetic materials are stable along at least one
axis, and can be stable along all axes. Conductors can have a
relative permeability to alternating magnetic fields of below
one, so some configurations using simple AC driven
electromagnets are self-stable. Dynamic stability occurs when
the levitation system is able to damp out any vibration-like
motion that may occur.
Magnetic fields are conservative forces and therefore in
principle have no built-in damping, and in practice many of the
levitation schemes are under-damped and in some cases
negatively damped. 14) This can permit vibration modes to
exist that can cause the item to leave the stable region.

4. Guidance:-

Electronically controlled support magnets located on both sides

along the entire length of the vehicle pull the vehicle up to the
ferromagnetic stator packs mounted to the underside of the
guide way. Guidance magnets located on both sides along the
entire length of the vehicle keep the vehicle laterally on the
track. Electronic systems guarantee that the clearance remains
constant (nominally 10 mm). To hover, the Maglev requires less
power than its air conditioning equipment. The levitation system
is supplied from on-board batteries and thus independent of the
propulsion system. The vehicle is capable of hovering up to one
hour without external energy. While travelling, the on-board
batteries are recharged by linear generators integrated into the
support magnets.
The Maglev hovers over a double track guide way. It can be
mounted either at grade or elevated on slim columns and
consists of individual steel or concrete beams up to 62 m in
length. Guidance or steering refers to the sideward forces that
are required to make the vehicle follow the guide way. The

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 necessary forces are supplied in an exactly analogous fashion to
the suspension forces, either attractive or repulsive. The same
magnets on board the vehicle, which supply lift, can be used
concurrently for guidance or separate guidance magnets can be
used. They use Null Flux systems, also known as Null Current
systems, this use a coil which is wound so that it enters two
opposing, alternating fields. When the vehicle is in the straight
ahead position, no current flows, but if it moves off-line this
creates a changing flux that generates a field that pushes
it back into line.

EVACUATED TUBE AND ENERGY SOURCE

1. Evacuated Tube:-

Some systems (notably the Swiss metro system) propose the

use of Victorians maglev train technology used in evacuated
(airless) tubes, which removes air drag. This has the potential to
increase speed and efficiency greatly, as most of the energy for
conventional maglev trains is lost to aerodynamic drag.
One potential risk for passengers of trains operating in
evacuated tubes is that they could be exposed to the risk of
cabin depressurization unless tunnel safety monitoring systems
can depressurize the tube in the event of a train malfunction or
accident though since trains are likely to operate at or near the
Earth's surface, emergency restoration of ambient pressure
should be straightforward. The RAND Corporation has depicted a
vacuum tube train that could, in theory, cross the Atlantic or the
USA in ~ 21 minutes.

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 2. Energy Source:-

Energy for maglev trains is used to accelerate the train. Energy

may be regained when the train slows down via regenerative
braking". It also levitates and stabilizes the train's movement.
Most of the energy is needed to overcome "air drag". Some
energy is used for air conditioning, heating, lighting and other
miscellany.
At low speeds the percentage of power (energy per time) used
for levitation can be significant consuming up to 15% more
power than a subway or light rail service. For short distances the
energy used for acceleration might be considerable.
The power used to overcome air drag increases with the cube
of the velocity and hence dominates at high speed. The energy
needed per mile increases by the square of the velocity and the
time decreases linearly.) For example, two and half times as
much power is needed to travel at 400 km/h than 300 km/h.

COMPARISION WITH CONVENTIONAL TRAIN

Maglev transport is non-contact and electric powered. It relies less

or not at all on the wheels, bearings and axles common to wheeled
rail systems.
 Speed:- Maglev allows higher top speeds than conventional
rail, but experimental wheel-based high-speed trains have
demonstrated similar speeds.
 Maintenance: Maglev trains currently in operation have
demonstrated the need for minimal guide way maintenance.
Vehicle maintenance is also minimal (based on hours of
operation, rather than on speed or distance traveled).
Traditional rail is subject to mechanical wear and tear that
increases exponentially with speed, also increasing
maintenance.
 Weather: Maglev trains are little affected by snow, ice, severe
cold, and rain or high winds. However, they have not operated
in the wide range of conditions that traditional friction- based
rail systems have operated. Maglev vehicles accelerate and
decelerate faster than mechanical systems regardless of the

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 slickness of the guide way or the slope of the grade because
they are non-contact systems.
 Track: Maglev trains are not compatible with conventional
track, and therefore require custom infrastructure for their
entire route. By contrast conventional high-speed trains such
as the TGV are able to run, albeit at reduced speeds, on
existing rail infrastructure, thus reducing expenditure where
new infrastructure would be particularly expensive (such as the
final approaches to city terminals), or on extensions where
traffic does not justify new infrastructure. John Harding, former
chief maglev scientist at the Federal Railroad Administration
claimed that separate maglev infrastructure more than pays
for itself with higher levels of all-weather operational
availability and nominal maintenance costs. These claims have
yet to be proven in an intense operational setting and do not
consider the increased maglev construction costs.
 Efficiency: Conventional rail is probably more efficient at
lower speeds. But due to the lack of physical contact between
the track and the vehicle, maglev trains experience no rolling
resistance, leaving only air resistance and electromagnetic
drag, potentially improving power efficiency. Some systems
however such as the Central Japan Railway Company SC
Maglev use rubber tires at low speeds, reducing efficiency
gains.
 Weight: The electromagnets in many EMS and EDS designs
require between 1 and 2 kilowatts per ton. The use of
superconductor magnets can reduce the electromagnets'
energy consumption. A 50-ton Tran's rapid maglev vehicle can
lift an additional 20 tons, for a total of 70 tons, which
consumes 70-140 kW. Most energy use for the TRI is for
propulsion and overcoming air resistance at speeds over 100
mph.
 Weight loading: High speed rail requires more support and
construction for its concentrated wheel loading. Maglev cars
are lighter and distribute weight more evenly.
 Noise: Because the major source of noise of a maglev train
comes from displaced air rather than from wheels touching
rails, maglev trains produce less noise than a conventional
train at equivalent speeds. However, the psychoacoustic profile
of the maglev may reduce this benefit: a study concluded that
maglev noise should be rated like road traffic, while
conventional trains experience a 5-10 dB "bonus", as they are
found less annoying at the same loudness level.
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  Braking: Braking and overhead wire wear have caused
problems for the Fastest 360 rail Shinkansen. Maglev would
eliminate these issues.
 Magnet reliability: At higher temperatures magnets may fail.
New alloys and manufacturing techniques have addressed this
issue.
 Control systems: No signaling systems are needed for high-
speed rail, because such systems are computer controlled.
Human operators cannot react fast enough to manage high-
speed trains. High speed systems require dedicated rights of
way and are usually elevated. Two maglev system microwave
towers are in constant contact with trains. There is no need for
train whistles or horns, either.
 Terrain: Maglevs are able to ascend higher grades, offering
more routing flexibility and reduced tunneling.

MERITS AND DEMERITS

With that we come to the core issue, the pros and cons of the
Maglev Train System that need to be taken into consideration in
order to determine whether it is really feasible when it comes to the
United States. Basically, the practice tracks are already in place in
different parts of the world; the US in no exception. More
importantly, the Maglev Train System has already tasted success in
various countries, including Japan and China. On the basis of the
performance of existing maglevs, which include the ones that are in
service as well as the ones which are being tested, we were able to
come up with the following advantages and disadvantages of the
system.
MERITS:
The foremost advantage of maglev trains is the fact that it doesn't
have moving parts as conventional trains do, and therefore, the
wear and tear of parts is minimal, and that reduces the maintenance
cost by a significant extent. More importantly, there is no physical

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contact between the train and track, so there is no rolling resistance.
While electromagnetic drag and air friction do exist, that doesn't
hinder their ability to clock a speed in excess of 200 mph. Absence
of wheels also comes as a boon, as you don't have to deal with
deafening noise that is likely to come with them Maglevs also boast
of being environment friendly, as they don't resort to internal
combustion engines. These trains are weather proof, which means
rain, snow, or severe cold don't really hamper their performance.
Experts are of the opinion that these trains are a lot safe than their
conventional counterparts as they are equipped with state-of-the-art
safety systems, which can keep things in control even when the
train is cruising at a high speed.

DEMERITS:
While the advantages of Maglev Train System may seem quite
promising in themselves, they are not enough to overshadow the
biggest problem with the maglev trains: the high cost incurred on
the initial setup. While the fast conventional trains that have been
introduced of late, work fine on tracks which were meant for slow
trains, maglev trains require an all new set up right from the scratch.
As the present railway infrastructure is of no use for maglevs, it will
either have to be replaced with the Maglev System or an entirely
new set up will have to be created both of which will cost a decent
amount in terms of initial investment. Even though inexpensive as
compared to EDS, it is still expensive compared to other modes.
If the advantages and disadvantages of these trains are pitted
against each other, it can be a bit difficult to come to a concrete
conclusion. While the high cost of initial set up is something that a
developed nation like the United States won't have to worry about,
the fact that the entire infrastructure has to be replaced with a new
one will be something that will have the experts in a catch-22
situation. But obviously, we will have to do away with their
disadvantages if we are to invest in maglev trains. If the commercial
success of the Shanghai maglev train is to be taken into
consideration, these trains can be surely considered the transport
system of the future.

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 EXISTING MAGLEV SYSTEM

1. Japan has a demonstration line in Yamanashi prefecture where

test train SC Maglev MLX01 reached 581 km/h (361 mph), slightly
faster than any wheeled trains. These trains use superconducting
magnets which allow for a larger gap, and repulsive/attractive-
type electrodynamics. suspension (EDS). In comparison Tran's
rapid uses conventional electromagnets and attractive- type
electromagnetic suspension (EMS).
On 15th November 2014, The Central Japan Railway Company
ran eight days of testing for the experimental maglev Shinkansen
train on its test track in Yamanashi Prefecture. One hundred
passengers covered a 42.8 km (27-mile) route between the cities

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 of Uenohara and Fuefuki, reaching speeds of up to 500 km/h (311
mph).
2. San Diego, USA General Atomics has a 120-metre test facility in
San Diego that is used to test Union Pacific's 8 km (5.0 mi) freight
shuttle in Los Angeles. The technology is "passive" (or
"permanent"), using permanent magnets in a halfback array for
lift and requiring no electromagnets for either levitation or
propulsion. General Atomics received US$90 million in research
funding from the federal government. They are also considering
their technology for high-speed passenger services.
3. Southwest Jiao tong University, China On 31 December 2000, the
first crewed high-temperature superconducting maglev was
tested successfully at Southwest Jiao tong University, Chengdu,
China. This system is based on the principle that bulk high-
temperature superconductors can be levitated stably above or
below a permanent magnet. The load was over 530 kg (1,170 lb.)
and the levitation gap over 20 mm (0.79 in). The system uses
liquid nitrogen to cool the superconductor.

PROPOSED:-
1. Australia (Sydney – Illawarra)-
A maglev route was proposed between Sydney and Wollongong.
The proposal came to prominence in the mid-1990s. The Sydney-
Wollongong commuter corridor is the largest in Australia, with
upwards of 20,000 people commuting each day. Current trains
use the Illawarra line, between the cliff face of the Illawarra
escarpment and the Pacific Ocean, with travel times about two
hours. The proposal would cut travel times to 20 minutes.
2. Melbourne-
In late 2008, a proposal was put forward to the Government of
Victoria to build a privately funded and operated maglev line to
service the Greater Melbourne metropolitan area in response to
the Erdington Transport Report that did not investigate above-
ground transport options. The maglev would service a population
of over 4 million and the proposal was coasted at an$8 billion.
However despite road congestion and Australia's highest road
space per capita, the government dismissed the proposal in
favour of road expansion including an A$8.5 billion road tunnel,
$6 billion extension of the East link to the Western Ring Road
and a $700 million Frankston Bypass.
3. Italy-
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 A first proposal was formalized on April 2008, in Brescia, by
journalist Andrew Spandau's who recommended a high speed
connection between Malpensa airport to the cities of Milan,
Bergamo and Brescia. On March 2011 Nicola Oliva proposed a
maglev connection between Pisa airport and the cities of Prato
and Florence (Santa Maria Novella train station and Florence
Airport). The travelling time would be reduced from the typical
hour and a quarter to around twenty minutes. The second part of
the line would be a connection to Livorno, to integrate maritime,
aerial and terrestrial transport systems.
4. United Kingdom (London – Glasgow)-
A line was proposed in the United Kingdom from London to
Glasgow with several route options through the Midlands,
Northwest and Northeast of England. It was reported to be under
favourable consideration by the government. The approach was
rejected in the Government White Paper Delivering a Sustainable
Railway published on 24 July 2007 Another high-speed link was
planned between Glasgow and Edinburgh but the technology
remained unsettled.

SUMMARY AND CONCLUSION

 Maglev Transport Offers Many Major Benefits, Including Very High

Energy Efficiency, Low Cost Transport Does Not Use Oil, Helps
Curb Global Warming New U.S. Industry with Many Thousands of
Jobs & Billions of Dollars in Exports.
 1st Generation Passenger Only German and Japanese Maglev
Systems Too Expensive Steel Wheeled HSR Systems Too Limited.
 2nd Generation U.S. Maglev-2000 System Much Lower in Cost and
Much More Capable Than 1st Generation Systems. Personal Autos
Can Carry High Revenue Highway Trucks, Freight Containers, &

Page | 22
 Levitated Travel on Existing RR Tracks in Urban and Suburban
Areas Payback Time <5 years.
 25,000 Mile National Maglev Network and Electric Cars Will
Eliminate Oil Imports By 2030
 U.S. Can Be World Leader in Maglev, But Must Act Now:
 They consume less energy.
 Require no engine.
 Move faster than normal trains because they are not
affected by ground friction; their rights-of-way, meanwhile,
cost about the same to build.
 Incompatible with existing rail lines, unlike traditional high-
speed rail.
 Initial cost is very high.

Bibliography

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Wang, "An introduction to parallel control and
management for high-speed railway systems," IEEE Trans.
Intell Transp. Syst., vol. 12, no. 4, pp. 1473-
1483, Dec. 2011

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2. R.S.He.Z.D.Zhong, B. Ai, J. Ding, Y. Yang.andA.F.Molisch,
"Short-term fading behaviour in high-speed railway cutting
scenario: Measurements, analysis, and statistical models,"
IEEE Trans. Antennas Propag., vol. 61, no. 4, pp. 2209-
2222, Apr. 2013

3. S. Atev, G. Miller, and P. Papanikolopoulos, "Clustering of

vehicle trajectories, "IEEE Trans. Intell. Transp. Syst., vol.
11, no. 3, pp. 647-657, Sep. 2010.

4. http://en.wikipedia.org/wiki/Maglev

5. http://en.wikipedia.org/wiki/Maglev

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