Technology

Technology

Railway Technology Today 12 (Edited by Kanji Wako)

Magnetic Levitation (Maglev) Technologies
design, with motors and other equipment
mounted on the rolling stock, electric
power collected from overhead wires, andwheels running on rails. It is extremely
difficult to modify this conventional
design to increase speeds much more.
Some inherent limitations are:
• Greater size and weight of on-board
equipment• Difficulty in collecting electric power• Reduced adhesion between wheels
and rails at higher speeds, causing
wheel slip

1. Superconducting Maglev
Developed by RTRI and JR Central
Kazuo Sawada

The Tokaido Shinkansen began operationsin 1964 and was an immediate success.
Since then, Japan’s shinkansen network
has expanded considerably, and its
success has prompted rapid developmentof high-speed railways in other countries
as well, especially in the West.
In its early days, the shinkansen wasconsidered the ultimate form of highspeed rail travel. But passengers in Japannow demand even faster rail service, as
we can see in the preference they haverecently shown for the Nozomi on the
San’yo Shinkansen that runs at 300 km/h,
or 70 km/h faster than the older Hikari.
The shinkansen uses a conventional train

The shinkansen, and other similar high-Figure 1 Different Propulsion Methods of Conventional Electric Railways and Superconducting Maglev Guideway

Conventional Railway
Split open and spread out
Pantograph

Synchronous motor

On-board electrical equipment
Transformers
Inverters, etc.

N

S

S

N

Light, powerful onboard
superconducting magnets
create a magnetic field
like an electric motor.

Superconducting Maglev Guideway
Car side

S
N

S

Transformer
stationTransformers
Inverters
Filters, etc.

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Japan Railway & Transport Review 25 • October 2000

N

way
uide

fg
all o
de w

Si
Ground side:
Propulsion coils that act like anelectric motor armature aremounted in a continuous line on
the guideway. The magnetic
force on the car side is strong,so the magnetic force on the
ground side is weak.

Copyright © 2000 EJRCF. All rights reserved.

speed trains in different parts of the world,
have made rail travel faster than everbefore, but the speed is reaching the
maximum possible with present
technology.
To break through this speed barrier, theRailway Technical Research Institute(RTRI) and JR Central are working together
to develop technologies for a new type ofrailway that is ideal for high speed travel—
the superconducting magneticallylevitated train (maglev).

Advantages ofSuperconducting Maglev
Superconducting maglevs are also called
linear motor cars. The motor is linear, notrotary. We can think of it as an ordinary
electric motor that has been split open,
spread out flat, and oriented in the
direction of train travel (Fig. 1). The motor
does not rotate; instead, it exerts a kinetic
force in a straight line, or guideway.
One part of the linear motor is mounted
on the train, the other on the guideway.
The train has light but powerfulsuperconducting magnets, and theguideway has energized coils along the

The ML-500 test reached a speed of 517 km/h in 1979

(RTRI)

sides. Thus, the train does not carryequipment such as transformers andinverters. As a result, it is very light andslim, but still capable of harnessing a large
propulsive force. Another advantage isthat there are no current collectors andelectromagnetic force levitates thevehicles, so there are no wheels or rail
adhesion problems.
Different types of linear motors have beendeveloped, but the only other type that

supplies electric power to a guideway fortransport is Germany’s Transrapid system.
As mentioned, superconducting magnets
are used create a strong magnetic force
to propel the vehicle. But they offer morethan just propulsion—they also levitate
the vehicles and guide them within thebounds of the guideway.
The system takes advantage of thenaturally stabilizing effect provided byelectromagnet induction. No controllingdevices whatsoever are needed to keep
the train on its guideway, and there is norisk of the train ‘derailing.’ The magnetic
levitation force is ideal for supporting a
train at very high speeds.

Development History

MLU001 Three-car train on Miyazaki Test Track

Copyright © 2000 EJRCF. All rights reserved.

(RTRI)In the early development stages,
superconducting magnet technology wasconsidered an esoteric technical field andsome people assumed that the technology
could never be used for commercial train
travel. But the former Japanese National
Railways (JNR) was convinced that thetechnology held great potential for very
fast rail travel, and began conducting
maglev R&D in 1970.
In 1977, experiments began in earnest on

Japan Railway & Transport Review 25 • October 2000

59

Technology

the Miyazaki Test Track in southern Japan.
In 1979, the prototype ML-500 test trainreached an unmanned speed of 517 km/h
on the 7-km track, proving the maglev’s
tremendous potential for high speed. The
track was modified later into a morepractical U-shaped guideway.
At this stage, the Japanese government
started providing the project with financial
assistance. The manned MLU001 was thefirst train set developed with government
subsidies and had three cars.
Soon, the MLU002 and then the
MLU002N were being used for a wide
range of experiments on the Miyazaki Test
Track. But the test track was too short andonly had a single guideway with notunnels and almost no gradients.
Obviously, the experimental data from thetrack would be too limited to verify themaglev’s commercial potential.
After JNR was split and privatized in 1987,
the Tokaido Shinkansen experienced adramatic increase in passengers, leading
to more calls to build a commercial
superconducting maglev as soon as
feasible. As a result, the Yamanashi Test
Line was constructed in Yamanashi
Prefecture, 100 km west of Tokyo.

The Yamanashi Test LineThe 18.4-km Yamanashi Test Line supports
a wide range of tests to determine thecommercial viability of superconducting
maglev transport. It was built by JR
Central, which hopes to operate a maglev
between Tokyo and Osaka, and RTRI,
which took over superconducting maglev
development from the former JNR. The
Japanese government provides
considerable financial assistance.
Tunnels make up 16 km of the line andthere is one open section 1.5-km longalmost in the middle of the line. A
substation for power conversion, andother facilities are located at the test centre
on the open section. Part of the line isdouble-tracked to simulate actual
operating conditions. This makes it
possible to conduct tests with trains
travelling in opposite directions andpassing each other at high speed. The
maximum gradient is 40 per mill, whileconventional shinkansen lines are 30 per
mill at most.
A total of 7 cars have been developed for
two train sets. The head cars are 28-m

This five-car train set registered a record speed of 552 km/h on 14 April 1999

60

Japan Railway & Transport Review 25 • October 2000

(RTRI)

long, and the middle cars are 22 to 24 m.
The 20-tonne cars are only half the weightof the latest shinkansen carriages because
they use a linear motor system withexcellent propulsive power.
Another special feature of the maglev car
is the articulated system used to connect
cars. We chose this system in order toreduce the height of the carriage body andto facilitate installation of magnetic
shielding in passenger compartments. The
shield reduces the magnetic field at seats
closest to the superconducting magnet toabout 4 gauss. For the sake ofcomparison, hospitals recommend 5
gauss as the maximum permissible
exposure for a pacemaker wearer.

Results from Yamanashi
Test Line
Trial runs were begun on the Yamanashi
Test Line in April 1997. The first train setof three cars was powered by a linear
motor but driven at low speed. In earlytests, the cars were not levitated; instead,they ran on rubber tyres. Once tests
verified that there were no defects in thevehicles or guideway, levitation runs
began at the end of May 1997. Thereafter,
speed was increased in very small
increments over a considerable period oftime, with continual monitoring tomeasure car movement and verify braking
performance. On 12 December 1997, a
new world record of 531 km/h was set
for manned train travel. Then, amaximum speed of 550 km/h wasachieved on 24 December for an
unmanned run, thereby achieving one ofthe original objectives of the Yamanashi
Test Line.
Only one problem remains to be solved—
air vibration that rattles the windows ofbuildings near tunnel portals when amaglev train enters or leaves a tunnel athigh speed. We are presently attempting
to solve this problem by installing air
baffles at tunnel portals, and by modifying

Copyright © 2000 EJRCF. All rights reserved.

the opening design (JRTR 22 pp. 48–57).
There are no other environmental
problems—ground vibration
measurements indicate values well within
acceptable limits and noise levels are also
within acceptable limits. Aerodynamic
noise can probably be reduced further bymaking the cars even more streamlined.
Measurements of the magnetic field, atground level directly under the standard
8m-high elevated guideway show amagnetic field of only 0.2 gauss causedby Maglev trains imposed on the constantterrestrial magnetism of 0.4 gauss.
A second train set was completed at theend of 1997, making it possible to conductvarious tests with two trains, such as one
train passing a stationary train or a train
moving slowly in the same direction, or
two trains travelling in opposite directions
at high speed.
In February 1999, to more closely
simulate future commercial operations,the 3-car train set was changed to a 5-car
configuration for performance tests at
speeds in the 500-km/h range. No
problems were observed and on 14 April
1999, this manned 5-car train set
registered a record speed of 552 km/h.
In May 1999, the cars were rearranged intheir original configuration of two 3-car
train sets and high-speed tests arecontinuing to confirm dependability. The
trains run up to 44 times a day at around
500 km/h, and results are good.
After reducing aerodynamic vibration inautumn 1999, we conducted high-speed
runs on the open section of the guideway.
The vibration of trains passing at relative
speeds as high as 1003 km/h was so smallthat it was felt only by someone actually
expecting it.

Future Tests
Test runs on the Yamanashi Test Line wereplanned for a period of 3 years (1997–
99). No major problem was experienced

Copyright © 2000 EJRCF. All rights reserved.

during this time, and we have achieved
all of our original objectives, including amaximum speed of 550 km/h and relative
passing speeds of 1000 km/h.
The Ministry of Transport established theMaglev Technical Performance Evaluation
Committee to verify the technical meritsof the system. The Committee report said,‘Although further study is required toevaluate long-term durability and costeffectiveness, it appears that thesuperconducting maglev system istechnically ready to be used commerciallyas a very high speed, large-capacitytransportation system.’During the next 5 years we will continue
to conduct test runs and develop thesystem further, while focusing on thesethree objectives:• Verifying long-term durability• Finding ways to reduce costs• Achieving more aerodynamic car
designConclusion
The superconducting maglev is an entirely
new type of railway that combines thelatest technologies in power electronics( e . g . , s u p e rc o n d u c t i n g m a g n e t s ) ,communications and other high-techfields. Maglev development sets a new
course for rail transport and is a significant
milestone in the 170 years of railway
history. Air resistance is the only factor
limiting the speed of this system, so thereis every reason to believe that speeds will
be raised dramatically by, for example,
using maglev technology in a vacuum.
This innovative made-in-Japan technology
is about to revolutionize train travel forseveral centuries to come.
■2. Normal-conducting
HSST Maglev
Munenobu Murai and Masao Tanaka
Japan and Germany are developing
different types of normal-conductive
magnetically levitated linear motor trains.
Japan is developing the High Speed
Surface Transport (HSST) system, while
Germany is developing the Transrapid
system.
The two systems are similar in the sensethat they both use linear motors for
propulsion, and electromagnets forlevitation. However, the type of linear
motor used is different.
The HSST is propelled by linear induction
motors. The HSST primary coils areattached to the carriage body and the track
configuration is simple, using steel rails andaluminium reaction plates. On the other
hand, Transrapid trains are propelled by alinear synchronous motor. The motor
primary coils are mounted on theguideway, and the levitation magnets areattached to the car and act as field magnets.
These differences can be explained by thefact that in the early development, theJapanese and German systems were notmeant to operate at the same speed. Earlyplans called for the HSST to run at a
maximum speed of 300 km/h, although

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Technology

development efforts are now focusing on
intra-urban trains running at about 100
km/h. For their part, Transrapid
developers are aiming for cruising speedsof 450 to 500 km/h.
Since the recent decision to use the HSST
system on the Tobu Kyuryo Line in Aichi
Prefecture, central Japan, this newtechnology is now closer to practicalapplication. Once constructed, the track
will become the world’s first commercial
line. This article briefly explains Japan’s
HSST system.

As shown in Fig. 1, the levitation magnets
and rail are both U-shaped (with the rail
being an inverted U). The mouths of eachU face one another. This configuration
ensures that whenever a levitational force
is exerted, a lateral guidance force occurs
as well. If the electromagnet starts to shiftlaterally from the centre of the rail, thelateral guidance force is exerted inproportion to the extent of the shift, bringing
the electromagnet back into alignment.
The use of an electromagnetic attractive
force to both levitate and guide the car isa significant feature of the HSST system.

The HSST System
HSST research began in earnest in 1974
when Japan Airlines (JAL) beganpromoting a new linear motor car system.
At the time, high-speed access between
Tokyo and New Tokyo International
Airport (Narita) was considered a matterof priority, because the airport was being
constructed about 60 km from Tokyo’score. To reduce access time, JAL proposeda maglev train propelled by linear motors
at a target speed of 300 km/h.

As Fig. 2 shows, in the HSST, the primaryside coils of the motor are attached to thecar body, and the secondary side reaction
plates are installed along the guideway.
These components act as an induction
motor, and ensure both propulsion andbraking force without any contact
between the car and the guideway.
The system is called a car-mounted
primary linear induction motor system.
The ground side requires only a steel platebacked by an aluminium or copper plate,meaning that the rail structure is simple.

Module structure
Propulsion
We can visualize an HSST linear motor
as an ordinary electric induction motorthat has been split open and flattened.
This type of linear motor has recently beenused in various fields.

One of the HSST’s unique technicalfeatures is its modules that correspond tothe bogies on conventional rolling stock.
As Fig. 3 shows, each module consists
primarily of a number of electromagnets
for levitation and guidance, a linear motor

Figure 1 Principle of HSST Magnetic Levitation

HSST

Magnetic levitation
The HSST levitation system uses ordinary
electromagnets that exert an attractive
force and levitate the vehicle. The
electromagnets are attached to the car, but
are positioned facing the underside of theguideway’s steel rails. They provide an
attractive force from below, levitating thecar (Fig. 1).
This attractive force is controlled by a gap
sensor that measures the distance between
the rails and electromagnets. A control
circuit continually regulates the current to
the electromagnets, ensuring that the gap
remains at a fixed distance of about 8 mm.
If the gap widens beyond 8 mm, the current
to the electromagnets is increased to create
more attraction. Conversely, if the gap
becomes less than 8 mm, the current isdecreased. This action is computer
controlled at 4000 times per second toensure stable levitation.

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Japan Railway & Transport Review 25 • October 2000

Car body
Linear
motor
coil

Air
suspension

Rail
Gap
sensorCross arm

NS

Levitation
magnetInput signal

AmplifierCopyright © 2000 EJRCF. All rights reserved.

for propulsion and braking, and ahydraulic brake system.
The two modules on the left and right sidesof the car are connected by beams, andthis unit is called a levitation bogie.
Because the levitation bogies run theentire length of the car, the load of the car
and the load on the guideway are spreadout and the advantages of magnetic
levitation can be fully exploited.

Figure 2 Principle of HSST Magnetic Propulsion

Rotary motor

Stator(Primary coil)
Rotor(Aluminium cylinder)

Advantages offered by HSST
systemHSST cars do not need wheels and thisoffers a number of advantages that aresummarized below.
• SafeThe vehicle is designed so that it‘interlocks’ with the guideway, so there
is no risk of derailment. The
electromagnetic field level inside thevehicle is no more than that inconventional electric trains.
• Reduced noise and vibration
When the vehicle is running there isno physical contact between the
carriages and the guideway which
minimizes rolling noise and vibration.
• Accelerates and decelerates quickly
Acceleration and deceleration can be
rapid and fairly steep grades can be
climbed easily.
• Low maintenance
There are fewer moving and rollingparts so wear and tear is less, ensuring
easy maintenance of vehicles andguideways.
• Economical
The HSST can operate on fairly steep
gradients and tight curves, and there
is no axle load on small spans of track,so guideway construction costs arequite low.

Linear motor
Primary(Coil)

Secondary reaction plate(Aluminium covered rail)

Figure 3 HSST Module Construction

Module frame

Linear motor coil

Levitation magnet

Copyright © 2000 EJRCF. All rights reserved.

Japan Railway & Transport Review 25 • October 2000

63

Technology

History of HSST Development
When HSST development began in 1974,
research focused on the basic technology
required for levitation, propulsion andbraking. In the early days, the target speed
was 300 km/h. A 1.6-km test track was
constructed on Higashiogishima in
Kawasaki where the HSST-01 unmannedexperimental vehicle reached a speed of
308 km/h. In demonstration runs, the8-seat HSST-02 achieved a maximum
speed of 100 km/h. Some 7 years after
these development efforts, the basic
technology was recognized as sound.
The HSST-03 (1984) was the first to model
to use modules and could carry 50
passengers. It showed great promise andcarried more than 1 million passengers
when demonstrated at The International
Exposition, Tsukuba in Japan in 1985, andat EXPO ’86 Vancouver in Canada.
The HSST-04 was completed in 1988 andran at the Saitama Expo in Kumagaya,
Saitama Prefecture. The vehicle ran on
an elevated guideway and the Variable
Voltage Variable frequency (VVVF)
inverter was mounted on the car, insteadof on the ground as in previous models.
By this time, it appeared that the HSST

system was ready for commercial use.
The HSST-05 composed of two HSST-04
cars ran at low speeds at the Yokohama
Expo in 1989, although its basic designconcept envisioned a speed of 200 km/h.

HSST-100 Test Track
The basic design of the system up to andincluding the HSST-05 aimed for speedsof about 200 km/h. But the focus changed
in 1989 when a project was launched todevelop the HSST for urban transport.
Until then, researchers had only
determined what basic technicalspecifications were required for an HSST100 vehicle. Under the new project, atest track and vehicles were constructed
and test runs were conducted. The
objective was to determine the practicalityof such a system for mass transit. The
evaluation examined various factors,
including safety, reliability and cost.
The private Nagoya Railroad Co. Groupin Aichi Prefecture spearheaded the
project. After the Chubu HSST
Development Corporation wasestablished in 1989, it was given the taskof testing and developing the HSST-100
series. At the same time, the Aichi

HSST-01 experimental vehicle in 1975

64

Japan Railway & Transport Review 25 • October 2000

prefectural government established acommittee that later issued a report
entitled A Feasibility Study of Urban Mass
Transit by Linear Motor-Driven Maglev.
The committee, chaired by Professor
Eisuke Masada, was composed oftechnical experts, as well as
representatives from the Ministry ofTransport, the Ministry of Construction,
manufacturers and other organizations. It
set out guidelines recommending how thetest track should be constructed and how
trial runs should be conducted, andcarefully scrutinized test results. A wide
variety of trials were successfullycompleted, and in 1993 the committee
reported that the HSST was sufficiently
developed to be used for public masstransit.
The test track constructed by Chubu HSST
Development Corporation is 1.5-km longand extends from Oe Station on the
Chikko Line of Meitetsu in the southernpart of Nagoya City (Fig. 4). The track iselevated, except for about 400-m atground level. To test operations undersuch extreme conditions, it includes a
steep grade (70 per mill) and sharp curves.
The test vehicles are the two-car 100S and
100L built in 1991 and 1995, respectively.
Each 100S car has three levitation bogies(6 modules). Car size is about the sameas the new Automated Guideway Transit(AGT) cars such as Yurikamome (JRTR 16,
pp. 15–19) that run on rubber tyres. Each
100L car has five levitation bogies.
Although the 100L is larger than the 100S,
the basic configuration is exactly thesame. One reason for developing the
100L was to achieve more efficiency withgreater carrying capacity. Table 1 shows
the basic specifications of the 100L and
its test track.

(Chubu HSST Development Corp.)

Copyright © 2000 EJRCF. All rights reserved.

Tobu Kyuryo Line Project
The Tobu Kyuryo Line will extend about
9.2 km from Fujigaoka subway station in
Meito Ward, Nagoya (Aichi Prefecture)through Nagakute Town to Yakusa Stationon the Aichi Kanjo (Loop) Line in Yakusacho of Toyota City.
In 1992, the government Council forTransport Policy recommended that the
Tobu Kyuryo Line be constructed as a
medium-weight track, and that the transit
system for this line be completed by 2008.
A committee was asked to recommend
what type of train should be used and it
recommended a maglev system; this
proposal was accepted in 1999. In
February 2000, Aichi High Speed
Transport Inc. was established, and given
primary responsibility for operating theline. The stage has been set for
construction and plans call for the line toopen in time for the EXPO 2005 Aichi.
The line will extend from Fujigaoka

HSST-100L vehicle on elevated test track in Nagoya City

(Chubu HSST Development Corp.)

Figure 4 HSST-100 Test Track

Substation
To Tokoname

Meitetsu Chikko Line
Nagoya Loop Road

Turnout

R=
1

Meitetsu Tokoname Line
=300 mmR
00

R=1500 m
R=1500m

Control Centre
Platform
Oe Station

Platform

Car Depot

To Nagoya

Copyright © 2000 EJRCF. All rights reserved.

Japan Railway & Transport Review 25 • October 2000

65

Technology

Vehicle performance

Table 1

HSST-100L Test Vehicle and Chubu HSST Development Corp. Test Track

Maximum speed
Maximum acceleration
Maximum deceleration
Maximum deceleration (emergency)
Minimum curve radius

100 km/h
4.5 km/h/s (with variable load control)
4.5 km/h/s (with variable load control)
4.5 km/h/s
50 m

Train setPassenger capacity (head per car)

2 cars per set
68 (33 seated) per car
110 per car during peak (0.14 m2 per passenger)
Length 14.4 m; width 2.6 m; height 3.2 m
About 32 tonnes empty (2 cars); 50 tonnes full (2 cars)
Maglev system uses attractive force of U-shaped
electromagnets for levitation and guidanceMagnetic gap of 8 mm
10 Linear induction motors per car
VVVF Inverter
1560 kVA; 800 A maximum
Frequency 0–90 Hz; 1 unit per car
Modules: 10 modules per car (5 each side)
Module pitch: 2500 mm per unit
1500 Vdc
Electric brake; hydraulic brake
Hydraulic brake
DC/DC Converter (112 kW continuous rating)
Heat pump system for cooling and heating
One driver

Car body

Car dimensions
Weight of set
Levitation and guidance system
Levitation gap
Electric motors for propulsion
Control unit

Bogie system
Electrical system
Service braking system
Emergency braking system
Auxiliary power unit
Air temperature control
Operator

Test track

Total length
Standard beam structure
Minimum curve radius
Maximum grade
Switching mechanism

1.5 kmSingle beams: prestressed concrete beams, steel
sleepers
Main line, 100 m; turnout, 80 m (equivalent)70%
Simple three-segment horizontally rotating switch

Current collector
Regenerative power absorber

AI/SUS Compound rigid trolley rail
Resistor absorbing with GTO Chopper

Braking system

ATS Device

Station to Yakusa Station (both station
names are still provisional) and trains willtake about 15 minutes to travel the 9.2
km at a maximum speed of 100 km/h
(Fig. 6). Daily passenger density is forecast
to be about 30,000.
According to the plans, a double
guideway will serve nine stations(including the two termini) with anunderground section of 1.4 km and asurface section of 7.8 km. The line will
be regulated by normal railway
regulations and twenty 100L trains will run
during each peak hour.
More information on the Tobu Kyuryo Lineproject can be obtained by visiting the
Aichi Prefecture website at:
http://www.pref.aichi.jp/index-e.html

Conclusion
Twenty-five years have passed since the
HSST-01 made its first levitated run in1975. The passing years have beencharacterized by repercussions of the twooil crises, Japan’s bubble economy in the2500

Figure 5 HSST-100L Vehicle Design300

14,40015,000Mc 1

66

Japan Railway & Transport Review 25 • October 2000

600

14,400300

15,000Mc 2(Unit: mm)

Copyright © 2000 EJRCF. All rights reserved.

Figure 6 Route of Tobu Kyuryo Line

way
ess

sway
Expres
Tomei

xpr
nE
iha
ime
ash
Hig

Aic
hi
Ka
njo
Ra
ilw
ay

Nagakute Town
Fujigaoka Station(Kagakugijutsu Center)(Toshokandouri)

East Nagoya City

Yakusa(Kosenjou)

ya

y
Cit

eo

ntr

e
oC

T

ay

bw

go

a
fN

ma

e
Lin

Su

(Maeguma)

Tobu Kyuryo LineH

late 1980s, and recession in the 1990s,
but HSST R&D has continued successfully.
With the recent decision to use HSST
technology on the Tobu Kyuryo Line in
Aichi Prefecture, the first commercial
HSST line will soon be a reality. We must
thank the many people whose years ofeffort will soon bear fruit.
■

Station(Irigaike)

iya

sh
iga

(Seishounen-kouen)(Geidaimae)(Provisional station names)

Further Reading
Jiki fujotetsudo no gijutsu (Maglev Railway
Technology), Masada, Fujie, Kato, Mizuma, Ohmsha,
September 1992.

Kanji Wako

Kazuo Sawada

Mr Kanji Wako is Director in charge of Research and Development at the Railway Technical

Mr Sawada is General Manager of Technology in the Maglev System

Research Institute (RTRI). He joined JNR in 1961 after graduating in engineering from Tohoku

Development Department of RTRI. He graduated in electronic

University. He is the supervising editor for this series on Railway Technology Today.

engineering from the University of Tokyo in 1971 and then joined JNR.
He has worked on the maglev project since 1974, holding various
senior posts at the Miyazaki Test Track and RTRI.

Munenobu Murai

Masao Tanaka

Mr Murai is Manager of Electrical Systems at Chubu HSST

Mr Tanaka is Manager in charge of rolling stock at Chubu HSST

Development Corporation. He graduated in electronic engineering

Development Corporation. He graduated in electrical engineeringfrom Hokkaido University in 1972 and then joined Japan Air Linesfrom Nagoya University in 1978 and then joined Nagoya Railroad

where he was responsible for development of rolling stock andCo., Ltd. (Meitetsu) where he worked until 1990.

electrical systems. He transferred to HSST Development Corporationin 1986.

Copyright © 2000 EJRCF. All rights reserved.

Japan Railway & Transport Review 25 • October 2000

67