THE REVIEWSUPERCONDUCTING MAGLEV ( SCMAGLEV )ht tp: // jr- central.co.jp/

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17.05

SUPERCONDUCTING MAGLEV (SCMAGLEV)The Superconducting Maglev - Next Generation Transportation System
The Superconducting Maglev (SCMAGLEV) is an internationally acclaimed, cutting-edge technology unique to Japan.
Unlike conventional railway systems that rely on adhesion between wheel and rail for movement,
the Superconducting Maglev is a contactless transportation system that accelerates and decelerates by the magnetic force generated
between the onboard superconducting magnets and ground coils, which enables a stable ultra-high speed operation
at the speed of 311mph. Research of a totally new levitated transportation system commenced in 1962,
and running tests on the Yamanashi Maglev Line began in 1997. Since then, a wide range of tests wereconducted and cleared. With these test results, the Maglev Technological Practicality Evaluation Committee (MTPEC)
under the Japanese Ministry of Land, Infrastructure, Transport and Tourism (MLIT) has evaluated Superconducting Maglev
technology at each stage. In July 2009, MTPEC acknowledged that the technology has been establishedcomprehensively and systematically, which makes it possible to draw up detailed specifications and technological standards
for revenue service. In December 2011, the technical standards of the Superconducting Maglev were enacted by theJapanese Minister of Land, Infrastructure, Transport and Tourism. In August 2013, the Yamanashi Maglev Line was fully
renewed and extended to 42.8km (26.6miles), and is currently operating using Series L0 (L Zero).
This leading edge Japanese technology is the next generation of super fast train travel.

The Principles of the Superconducting Maglev System→
HigherSuperconductivity is the phenomenon that the electrical resistance of certain materials
approaches zero at very low temperature. When an electrical current is applied to asuperconducting coil (coil in a superconductive state), the current continues to flow almost
indefinitely, resulting in the creation of a powerful Superconducting Magnet.
The coil in the Superconducting Magnet is made of a Niobium-titanium alloy and thesuperconductive state is achieved when cooling it with liquid helium to a temperature of minus
269°C (minus 452°F).

Electric resistance

What is Superconductivity ?

-273°C(-460°F)

How the Superconducting Maglev runs at ultra high-speed?
In order to operate at ultra high-speed, the Superconducting Maglev levitates 10cm (about 3.9in) above ground by the magnetic force
generated between the onboard Superconducting Magnets and ground coils.

Temperature ofliquid helium

Propulsion System-269°C(-452°F)

Higher→Temperature

What is a linear motor ?

Levitation System

A linear motor can be compared to a conventional type of rotating motor which is cut
open and extended linearly. The rotors inside the conventional motors correspond to
the Superconducting Magnets in the Superconducting Maglev vehicles, while theexternal stators correspond to the Propulsion Coils on the ground.

Conventional Motor

By passing current through the Propulsion Coils on the ground, a magnetic field (north andsouth poles) is produced, thus the vehicle is propelled forward by the attractive force of
opposite poles and the repulsive force of same poles acting between the ground coils and theSuperconducting Magnets built into the vehicles.

Superconducting
Magnets

Linear Motor

Levitation and Guidance Coils are installed on both sides of the guideway (track). When the
onboard Superconducting Magnets passes through at high speed, an electric current is
induced in the Levitation and Guidance Coils, causing them to become electromagnets.
This generates a force that both pushes and pulls up the vehicle.

Guideway Outline

Guidance System
Side wall

Levitation andGuidance Coils

On-board
Repulsive force
N pole1

S poleAttractive force

On-ground

Propulsion Coils

The Levitation and Guidance Coils on both sides of the guideway keep the vehicles in thecenter of the guideway at all times by exerting an attractive force on the further side of thevehicle and a repulsive force on the nearer side when the vehicle moves off center to either
side.

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1962

1989

1997

The Early Years of Superconducting Maglev Research
ML- 500

ML100

MLU001

Attaining Technical Prospects for Practical Application

MLU002N

Research on a linear motor propulsion magnetically levitated railway system began in 1962 as the next-generation ultra-fast link between
Tokyo and Osaka with a journey time of 1 hour. The first successful levitation run on the ML100 was realized at the Railway TechnicalResearch Institute in 1972. A Maglev test track was constructed in Miyazaki in 1977, and in 1979 the first test vehicle ML-500 achieved aworld speed record at the time of 517km/h (321mph). In 1980, the guideway was modified from a reversed T-type form to a U-type form,
and tests continued on the MLU001 and MLU002N with manned running. Although fundamental tests on the basic performance of theMaglev were carried out on the Miyazaki Maglev Test Track, this test track was only a single track with no tunnels, steep gradients or
narrow curves. A new test line with these features was required. In 1989, it was decided to construct the Yamanashi Maglev Line.

1990

2000

Running tests commenced on the Yamanashi Maglev Line on April 3, 1997 withlow-speed wheel-running tests. The first levitation run succeeded in the following
month, confirming the stable levitation. Speed increase tests were followed, and by
November of the same year, the maximum speed exceeded 500km/h (311mph), and by
December-just nine months after running tests began-the maximum designed speed of
550km/h (342mph) was attained. In February 1999, running tests were carried out witha 5-car train to confirm the running stability of longer trains.
In addition, high-speed passing tests were carried out to confirm stability when passing
an oncoming train, and a relative passing speed of 1,003km/h (623mph) was recordedin November of that year. Also, multiple-train control tests simulating various
operations required for revenue service (including siding, passing and following) wereconducted and confirmed that such operations could be performed smoothly.
▲ Ceremony for the start of running tests

1997

Birth of the Yamanashi Maglev LineThe 42.8km (26.6miles) Yamanashi Maglev Line is located to the north of Mt. Fuji.
Starting point of the
Yamanashi Maglev LineStarting point of thepriority section

Ending point of thepriority section

Ending point of the
Yamanashi Maglev Line

0km000m
0mile

16km610m
10.3miles

35km010m
21.8miles

42km800m
26.6miles

Elevation
3000ft2500ft2000ft1500ft1000ft
500ft
0ft

800ｍ

▲ High-speed passing tests

600ｍ
400ｍ
200ｍ
0ｍ

（0／00） 18（%） 1.8（km）
Distance kilo post
Grade

Extension
17
40
1.7
4.0

40
4.0

0

5

mile post
（mi）

0

6
0.6

10

40
4.0

15

5

Priority Section（Upgrading）
28
3
40
2.8
0.3
4.0

20
10

25
15

30

Extension
3
40
0.3
4.0

9
0.9
35

40

20

Yamanashi Maglev Line（Priority section）

Miyazaki Maglev Test Track

18.4km (11.4miles)
16.0km (9.9miles)
2.4km (1.5miles)

7.0km (4.3miles)
0km (0mile)
7.0km (4.3miles)

Track

Double Track

Single Track

Maximum grade40‰ (4%)8,000m5‰ (0.5%)
10,000m

LengthTunnelAboveground

Minimum curve radius▲ 5-car trainset

25▲ Multiple-train control tests

MTPEC’s Evaluation (March 2000)
In March 2000, the MTPEC under the Japanese Ministry of Transport (now the Japanese Ministry of Land, Infrastructure,
Transport and Tourism) acknowledged that ‘‘the technology of the Superconducting Maglev has reached a stage that makes
it a viable ultra-speed mass transport system.’’

The construction of the Yamanashi Maglev Line began with the groundbreaking ceremony in November 1990. The test vehicles for the
Yamanashi Maglev Line, named MLX01, were completed in July 1995, and delivered to the train depot. After finishing various
installation works, the 18.4km (11.4miles) priority section was completed in March 1997.

HISTORY
1962

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72

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77

,
79

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87

,
89

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Research on
linear motor
propulsion
magneticallylevitated railway
system begins

Opening of the
Miyazaki Maglev
Test CenterFirst magneticallylevitated run
successfully
accomplished3

400.8km/h(249mph) is
attainedwith manned
MLU001The ML-500 achievesa world record of
517km/h (321mph),

90

Decision madeto construct the
Yamanashi
Maglev Line“ Ministerial Memorandum to Promotesmoothly Technological Development of
the Superconducting MagneticallyLevitated Train”notified by the Minister ofTransport. “Master Plan for Technological
Development for the Yamanashi Maglev
Line” and “Construction Plan” isapproved by the Minister of Transport

94

11

,

95
7

,

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96
1

7

431km/h(268mph) is
attained with
MLU002N

Running tests end
on the Miyazaki
Maglev Test Track

Opening of the
Yamanashi
Maglev Center

Groundbreaking ceremony
for construction of the
Yamanashi Maglev LineFirst maglev vehicles for the
Yamanashi Maglev Line（MLX01）
delivered to the train depot

,

97
1

4/3
Running tests begin
on the Yamanashi Maglev
Line priority section
18.4km
（11.4miles）“Maglev Technological Practicality
Evaluation Committee（MTPEC）” is
established under the
Ministry of Transport

5/30

11/28
500km/h(311mph) is
attained

First levitation run on the
Yamanashi Maglev Line
successfully accomplished

12/24

98

,

6/11
Start of high-speed
passing tests andmultiple-train
control tests

Unmanned world speedrecord of 550km/h(342mph) is attained

,

99
2/3

4/14

00

11/16

Manned world
speed record of
552km/h(343mph) is
attained

Start of 5-car trainset
runnig tests

3/9
The MTPEC acknowledges“the technology hasreached a stage
that makes it a viableultra-speed masstranspotation system”

Passing at a relative
speed of 1,003km/h(623mph)4

2000 2005

2006

Establishing Fundamental Technology
for Practical Application

Comprehensive and Systematic Readiness for Revenue Service

With the aim of establishing all necessary fundamental
technologies for practical application, technologicaldevelopment and running tests had been promotedwith a focus on verification of reliability and long-term
durability of the system, cost reduction and improvement of the aerodynamics of vehicles. With these issues
in mind, a new vehicle MLX01-901, which employed
many trial elements in its nose shape, body crosssection and body structure, was introduced on the
Yamanashi Maglev Line.
Running tests started in July 2002, and verified reduction of vehicle vibration and running resistance, as wellas improvements in the cabin environment and along
the line.
In addition, a series of higher level performance tests
on safety, reliability and durability were conductedfrom 2003 in order to attain an optimal design.
In November 2003, a continuous running test was
conducted and achieved a cumulative distance of
2,876km (1,787miles) in a single day (89 round trips on
the priority section)
This distance is equivalent to twice the average distanceof the 1,400km (870miles) traveled daily by JR Central
Shinkansen trainsets.
Then on December 2003, a speed of 581km/h(361mph) was achieved, exceeding the previous world
record by about 30km/h (18mph). Moreover, a passing
test at a relative speed of 1,026km/h (638mph) was
carried out in November 2004 that also set a new world
record.

With the aim of completing all technologies necessary for practical application as aultra-high speed mass-transportation system, further technological development
and running tests were conducted with a focus on verification of the long-term
durability, cost reduction and verification of the specifications for revenue service.
From April 2009, running tests were performed using a modified experimental
vehicle closer to revenue service design. The nose section was shortened and thesides of the car roof were angular rather than rounded. Based on the experimental
data, the outline design of the new vehicle, Series L0 (L Zero) was determined in2010 and its manufacturing started. In September 2011, the MTPEC acknowledgedthat ‘‘the technologies of the inductive power collection for on-board power supply
have been established to the practical level’’. In December 2011, the technologicalstandards of the Superconducting Maglev were enacted by the Japanese Minister ofLand, Infrastructure, Transport and Tourism.

In July 2009, the MTPEC acknowledged that “the technologies of the Superconducting Maglev have been established comprehensively,,
and systematically, which makes it possible to draw up detailed specifications and technological standards for revenue service.
▲ Experimental vehicle（MLX 01- 901）

2 013

The Yamanashi Maglev Line after the renewal and extension

6/18
Experimental vehicle（ MLX01-901）is
introduced

,

,

03
11/7
Running
distance of
2,876km
（1,787miles）ina single day isachieved

12/2

04

05

11/16
Passing test at a relative
speed of 1,026km/h（638mph）is
conducted

Manned world speedrecord of 581km/h（361mph）is
attained（ replacing theprevious world speed record ）5,

Yamanashi Maglev Line
（Priority section）

Miyazaki Maglev Test Track
7.0km (4.3miles)

Length42.8km (26.6miles)

18.4km (11.4miles)

Tunnel35.1km (21.8miles)

16.0km (9.9miles)

0km (0mile)

Aboveground7.7km (4.8miles)

2.4km (1.5miles)

7.0km (4.3miles)

Double Track

Double Track

Single Track

Maximum grade40‰ (4%)40‰ (4%)5‰ (0.5%)

Minimum curve radius

8,000m

8,000m

10,000m

The Yamanashi Maglev Line was fully renewed and extended to 42.8km (26.6miles), and is currently operating using Series L0 (L Zero). In
April 2015, a continuous running test was conducted and recorded 4,064km (2,525miles) in a single day. Also, a high speed running test was
conducted and achieved the current world speed record of 603km/h (375mph). This record was recognized by the GUINNESS WORLD
RECORDS® in June 2015 as the world’s fastest maglev train. In preparation for the opening of the Chuo Shinkansen, JR Central will continue
to brush up the technologies of the Superconducting Maglev and further reduce costs of construction, operation, and maintenance.

In March 2005, the MTPEC acknowledged that “all necessary technologies of the Superconducting Maglev for the,,
future revenue service are established.

02

Yamanashi Maglev LineTrack

MTPEC’s Evaluation (March 2005),▲ Series L0（L Zero）

MTPEC’s Evaluation (July 2009)▲ The vehicle with a world record of high speed 581km/h（361mph）

HISTORY

2012

3 /11

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06

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07

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08

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1/23

5/30

Investment plan of therenewal and extensionof the Yamanashi Maglev
Line is madeMinister of Land,
Infrastructure,
Transport andTourism approved
the modification of“Master Plan forTechnological
Development” and“Construction Plan”
of the Yamanashi Maglev
Line, for its
renewal and extension

Improved vehicle
Renovation andExtension works begin （ MLX01-901A）isintroducedon the Yamanashi
Maglev Line

The MTPEC acknowledged that“ all necessary technologies of the
SCMAGLEV for the future
revenue service are established”

4/3

In February 2017, the MTPEC acknowledged that ‘‘the Superconducting Maglev technological developments necessary for the,,revenue service line have been completed.

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10

09

9/25

MTPEC’s Evaluation（February 2017）

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,

11

7/28

10/26

The MTPEC
acknowledged that“the technologies of the
SCMAGLEV have been
establishedcomprehensively andsystematically, whichmakes it possible todraw up detailed
specifications andtechnological standards
for revenue service”

The outline
design of the
new vehicle
Series L0（ L Zero）
was determined

9/13

The MTPEC
acknowledged that“the technology of theinductive power collection
for on-board power
supply has been
established tothe practical level”

9/30
Running tests end
on the Yamanashi
Maglev Linepriority section.
The cumulative
travel distanceexceeded 878,000km（545,000miles）

13

12/1

,

8/29
Operation using
Series L0（L Zero）
began on the renewed
and extended Yamanashi
Maglev Line 42.8km（26.6miles）

The technologicalstandardsof the SCMAGLEV areenacted by theJapanese Minister of Land,
Infrastructure,
Transport and Tourism

14
4/21

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15
4/14

17

4/21

Running distanceof 4,064km（2,525miles）ina single day
is achieved

The cumulative
travel distanceexceeded1,000,000km（621,000miles）

The current world
speed record of
603km/h（375mph）is
attained（replacing theprevious world
speed record ）2/17
The MTPEC
acknowledged that “theSCMAGLEV technologicaldevelopments necessary
for the revenue service line
have been completed.”

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