Latest news with #maglev
Sustainability Times
2 days ago
- Automotive
- Sustainability Times
'They're Not Supposed to Be This Fast': China's Maglev Shockingly Nears Japan's Bullet Train Speeds in High-Stakes Tech Showdown
IN A NUTSHELL 🚄 China's maglev train aims to match Japan's L0 Series, reaching speeds up to 373 mph, enhancing urban connectivity. aims to match Japan's L0 Series, reaching speeds up to 373 mph, enhancing urban connectivity. 🤝 The project involves significant technological collaboration with Germany's Thyssenkrupp, utilizing advanced Transrapid technology. with Germany's Thyssenkrupp, utilizing advanced Transrapid technology. 💼 Despite its potential, the commercial viability of maglev technology faces challenges due to high costs and weak market demand. of maglev technology faces challenges due to high costs and weak market demand. 🌍 China's advancements in high-speed rail could influence global transportation trends and foster international collaboration. China's advancement in magnetic levitation (maglev) train technology marks a significant step in the global high-speed rail race. Recently, China showcased a maglev train capable of reaching speeds up to 373 mph, rivaling Japan's L0 Series, which holds the record at 375 mph. The new Chinese maglev is set to revolutionize travel between major cities like Beijing and Shanghai, significantly reducing travel time. This innovation reflects China's ambition to lead in high-speed rail technology, posing a strong challenge to its competitors. The Race for Speed: China vs. Japan China's recent unveiling of its new maglev train underscores its determination to catch up with Japan in the high-speed rail sector. Japan's L0 Series, running commercially at 311 mph, has long been the benchmark for high-speed trains. However, China's maglev train, developed by the China Railway Rolling Stock Corporation (CRRC), aims to close this gap. Capable of traveling up to 373 mph, this train promises to enhance connectivity between major Chinese cities like Beijing and Shanghai, offering a travel time of approximately 2.5 to 3 hours compared to the current four-hour journey. This innovation not only challenges Japan's technological superiority but also highlights China's commitment to advancing its infrastructure. The development of the maglev train is part of a broader strategy to expand China's high-speed rail network, which already boasts the world's longest high-speed railway line. With such advancements, China is set to redefine the future of rail travel, competing fiercely in the global arena. 'China Builds Largest Military Hub on Earth': Satellite Images Expose 1,000-Acre Mega-Complex With Global Strategic Implications Technological Collaboration: The German Connection The development of China's maglev train is not an isolated endeavor. It involves significant technological collaboration, particularly with Germany. The CRRC's project reportedly utilizes Transrapid technology under license from the German firm Thyssenkrupp. This collaboration began in 2016 when CRRC announced its ambition to develop a maglev train with a top speed of 373 mph. Subsequently, a memorandum of understanding was signed in 2018 for technology cooperation in smart mobility and magnetic technology. This partnership underscores the importance of international collaboration in advancing transportation technology. The involvement of Thyssenkrupp not only brings cutting-edge magnetic technology to China but also facilitates the transfer of expertise and innovation. Such collaborations are crucial for pushing the boundaries of what is possible in rail transportation, enabling China to achieve its ambitious goals in high-speed rail development. 'We're About to Rewrite Physics': China's Fusion Reactor Targets 5× Energy Gain in Historic Leap Before End of 2027 Understanding Commercial Value and Challenges While the technological achievements of China's maglev train are impressive, the commercial viability of such projects remains a critical concern. According to China Youth Net, high-speed maglev lines are ideally suited for routes between large urban clusters with significant passenger traffic. However, the high cost of building and operating these lines means that ticket prices may be significantly higher than current high-speed rail options. Moreover, the limited passenger flow between cities like Beijing, Shanghai, and Guangzhou may not justify the investment in maglev technology. Analysts suggest that weak market demand, rather than technological limitations, poses the greatest challenge to the widespread adoption of maglev trains in China. The financial sustainability of China's high-speed railway network, which reportedly incurred substantial losses in recent years, further complicates the commercial prospects of maglev technology. 'China Shatters Global Energy Records': Historic Surge in Solar and Wind Power Redefines the Future of Clean Electricity Future Prospects and Global Implications Despite the challenges, the future of China's maglev train holds significant promise. The project reflects a broader trend towards innovation and modernization in China's transportation infrastructure. As the country continues to invest in cutting-edge technology, the potential benefits extend beyond domestic borders. By setting new standards in high-speed rail travel, China's advancements could influence global transportation trends and foster further international collaboration. However, the path to commercial success is fraught with challenges, including market demand, financial viability, and technological refinement. As China navigates these obstacles, it remains to be seen how the maglev train will integrate into the existing transportation ecosystem and what impact it will have on the global stage. What innovations will drive the next phase of high-speed rail development, and how will China position itself in this rapidly evolving landscape? This article is based on verified sources and supported by editorial technologies. Did you like it? 4.6/5 (29)
Yahoo
2 days ago
- Business
- Yahoo
China chases 373mph ‘flying train' that would make HS2 obsolete
Chinese plans to develop a 600kmph (373mph) 'flying train' are threatening to make Britain's HS2 line obsolete before it even opens. State-owned CRRC showed off a prototype magnetic levitation, or 'maglev', train in Beijing last week in a sign of its increasing confidence in the technology. Unlike normal trains, which rarely exceed 200mph, maglevs hover millimetres above their guideways, eliminating friction and allowing them to travel at far greater speeds. The lack of wear and tear means maintenance costs are also far lower, while their electric motors are emissions-free and the absence of wheels produces far less noise. Only seven maglev services are operational, mostly on low-speed airport links, but CRRC is thought to be targeting the first ultra-high-speed services in as little as five years. Top speeds could reach above 300mph. More conservative estimates envisage that the Chinese train or a competing model under development in Japan will enter service in the middle of the next decade – just as HS2, which is slated to run at 225mph, is scheduled to open for business in Britain. Johannes Kluehspies, president of the International Maglev Board, an association of engineers and scientists specialising in the technology, says a long-range maglev would make conventional bullet trains, including HS2, redundant. He said: 'Maglev is the future. If the Chinese or Japanese succeed and start operations – which I'm confident they will – it will be the end of high speed rail everywhere in the world.' The leading railcar from the Chinese prototype went on display at the 17th Modern Railways exhibition in Beijing, where CRRC senior engineer Shao Nan said the train would create a new travel niche between the fastest trains and jet aircraft over distances of up to 1,300 miles. Journey times between Beijing and Shanghai would be cut from four and a half hours by high-speed train today to just two and a half hours on the maglev, which has been named the CRRC 600 to reflect its top speed in kilometres per hour. In Europe, the same 750-mile range would take the train from Rome to Berlin, or London to Marseille, while London to Glasgow could be achieved in one and a half hours, and the capital could be connected with Birmingham in less than 25 minutes, compared with 50 minutes on HS2. UK to prioritise HS2 Jeremy Acklam, transport expert at the Institution of Engineering and Technology, was a one-time maglev sceptic, but says he has come round to the potential of the technology. He says: 'The science behind it has matured with the arrival of a second generation of supercooled magnets that dramatically reduce the amount of energy needed. 'We've also got national governments that are willing to invest very significant amounts, with Japan and China clearly intent on becoming the world's exporters of this technology.' Britain could be a potential market once costs come down, though the experience of HS2 – almost a decade late and with costs now expected to top £100bn – means it is unlikely to be an early adopter, Mr Acklam believes. 'We're more likely to back the technology when we know it works. So it could be that after the implementation of a line in Japan, for instance, something may be proposed. 'The question is whether London to Edinburgh, say, would provide enough traffic, because a maglev can't run onto the existing rail network to top up passenger numbers, unlike conventional high speed trains.' In other words, while projects like HS2 involve laying new tracks, the trains can still run on existing infrastructure. Maglev on the other hand, can only operate on its specialist line, meaning demand must be sufficient to justify the investment. Maglev construction costs are generally greater than for a high speed railway. However, Prof Kluehspies says the lines, built on elevated concrete piers, are comparatively cheaper when crossing hilly terrain as they do not require as many tunnels and embankments. That could mean a maglev would cost less than HS2, which will feature 65 miles of tunnels, equivalent to 46pc of its length, plus 110 embankments, 70 cuttings and 50 viaducts. Tech born in Britain Britain, ironically, played a key role in the early development of maglev technology after the Second World War and until as recently as the 1980s appeared primed to lead the world in the technology. Magnetic levitation as a form of transport was first proposed by American rocket pioneer Robert Goddard in 1909. But it was British electrical engineer Eric Laithwaite who developed the linear motor that is key to maglev propulsion, culminating in his discovery in the 1970s of an arrangement of magnets that would produce both lift and forward thrust. Britain launched the world's first commercial service – called Maglev – in 1984 along 2,000 feet of track between Birmingham Airport and Birmingham International station. The service ran at 26mph and closed in 1995 after struggling with reliability issues. The UK came close to getting a far more ambitious maglev network in the form of UK Ultraspeed, which proposed linking London with Glasgow at speeds of up to 310mph via stops including Birmingham, Manchester, Leeds, Newcastle and Edinburgh. German maglev pioneer Transrapid backed the plan and Tony Blair signalled his support in 2006 after the Commons all-party rail group visited the firm's then recently opened Shanghai system, which to this day is the world's fastest commercially operating train at 268mph. However, just months later, a Transrapid maglev crashed into a maintenance vehicle on its German test track, killing 23 people and undermining enthusiasm for the technology. After claims that Ultraspeed would cost three times as much per mile as France's expanding TGV network, the government distanced itself from the project and committed itself to HS2 instead. Transrapid itself shut down from 2010, though its maglev system was taken up by China, leading to claims from Germany that Beijing had stolen the technology. Officials said that engineers had merely 'absorbed' learnings from the Shanghai trains. While China and Japan are now locked in a competition to deliver the first ultra high speed maglev, the way forward remains complicated. The Japanese project, led by JR Central, aims to link Tokyo with Osaka in just over an hour, down from at least two and a half hours to cover the more than 300 mile distance on the latest Shinkansen bullet train. A Japanese maglev established the world rail speed record in 2015 when it hit 375mph on a test track, beating the 357mph set by a modified TGV in France eight years earlier. However, the 9tn yen (£45bn) system, which would operate at 310mph in commercial service, has nevertheless encountered major hurdles while tunnelling through mountains to central Japan. Work was halted in 2020 amid concerns about the impact on the local water table. The planned opening time has slipped from 2029 to 2034. China, meanwhile, remains uncertain about which of two competing maglev technologies it should pursue, Prof Kluehspies says. Electromagnetic suspension technology, used on the Shanghai maglev, relies on attractive magnetic forces to lift the train above its guideway. Constant power is required to maintain levitation but the infrastructure is simpler. Electrodynamic suspension, the method favoured in Japan, instead uses repulsive superconducting magnets cooled to cryogenic temperatures to lift the train off the track when it is travelling at speeds above about 60mph. The maglev needs rubber wheels at low speeds, but is more stable at higher ones. The situation is complicated by the involvement of the Chinese military, which is keen to explore the use of maglev technology to launch missiles from submarines. At higher speeds, air resistance becomes an issue for all trains, with the latest maglev designs deploying a sharp 'beak' modelled on a kingfisher's bill to slice through the air. In the longer term, maglevs could use a system similar to the Hyperloop proposed by Elon Musk and operate in a tube with reduced air pressure to minimise drag. Whatever technology the Chinese settle on, it seems certain to leave HS2 in the dust. 'The model of maglev doesn't really matter,' Prof Kluehspies says. 'It's superior technology and it will win. The sooner it comes the better for future generations.' Broaden your horizons with award-winning British journalism. Try The Telegraph free for 1 month with unlimited access to our award-winning website, exclusive app, money-saving offers and more. Solve the daily Crossword
Telegraph
2 days ago
- Business
- Telegraph
China chases 373mph ‘flying train' that would make HS2 obsolete
Chinese plans to develop a 600kmph (375mph) 'flying train' are threatening to make Britain's HS2 line obsolete before it even opens. State-owned CRRC showed off a prototype magnetic levitation, or 'maglev', train in Beijing last week in a sign of its increasing confidence in the technology. Unlike normal trains, which rarely exceed 200mph, maglevs hover millimetres above their guideways, eliminating friction and allowing them to travel at far greater speeds. The lack of wear and tear means maintenance costs are also far lower, while their electric motors are emissions-free and the absence of wheels produces far less noise. Only seven maglev services are operational, mostly on low-speed airport links, but CRRC is thought to be targeting the first ultra-high-speed services in as little as five years. Top speeds could reach above 300mph. More conservative estimates envisage that the Chinese train or a competing model under development in Japan will enter service in the middle of the next decade – just as HS2, which is slated to run at 225mph, is scheduled to open for business in Britain. Johannes Kluehspies, president of the International Maglev Board, an association of engineers and scientists specialising in the technology, says a long-range maglev would make conventional bullet trains, including HS2, redundant. He said: 'Maglev is the future. If the Chinese or Japanese succeed and start operations – which I'm confident they will – it will be the end of high speed rail everywhere in the world.' The leading railcar from the Chinese prototype went on display at the 17th Modern Railways exhibition in Beijing, where CRRC senior engineer Shao Nan said the train would create a new travel niche between the fastest trains and jet aircraft over distances of up to 1,300 miles. Journey times between Beijing and Shanghai would be cut from four and a half hours by high-speed train today to just two and a half hours on the maglev, which has been named the CRRC 600 to reflect its top speed in kilometres per hour. In Europe, the same 750-mile range would take the train from Rome to Berlin, or London to Marseille, while London to Glasgow could be achieved in one and a half hours, and the capital could be connected with Birmingham in less than 25 minutes, compared with 50 minutes on HS2. UK to prioritise HS2 Jeremy Acklam, transport expert at the Institution of Engineering and Technology, was a one-time maglev sceptic, but says he has come round to the potential of the technology. He says: 'The science behind it has matured with the arrival of a second generation of supercooled magnets that dramatically reduce the amount of energy needed. 'We've also got national governments that are willing to invest very significant amounts, with Japan and China clearly intent on becoming the world's exporters of this technology.' Britain could be a potential market once costs come down, though the experience of HS2 – almost a decade late and with costs now expected to top £100bn – means it is unlikely to be an early adopter, Mr Acklam believes. 'We're more likely to back the technology when we know it works. So it could be that after the implementation of a line in Japan, for instance, something may be proposed. 'The question is whether London to Edinburgh, say, would provide enough traffic, because a maglev can't run onto the existing rail network to top up passenger numbers, unlike conventional high speed trains.' In other words, while projects like HS2 involve laying new tracks, the trains can still run on existing infrastructure. Maglev on the other hand, can only operate on its specialist line, meaning demand must be sufficient to justify the investment. Maglev construction costs are generally greater than for a high speed railway. However, Prof Kluehspies says the lines, built on elevated concrete piers, are comparatively cheaper when crossing hilly terrain as they do not require as many tunnels and embankments. That could mean a maglev would cost less than HS2, which will feature 65 miles of tunnels, equivalent to 46pc of its length, plus 110 embankments, 70 cuttings and 50 viaducts. Tech born in Britain Britain, ironically, played a key role in the early development of maglev technology after the Second World War and until as recently as the 1980s appeared primed to lead the world in the technology. Magnetic levitation as a form of transport was first proposed by American rocket pioneer Robert Goddard in 1909. But it was British electrical engineer Eric Laithwaite who developed the linear motor that is key to maglev propulsion, culminating in his discovery in the 1970s of an arrangement of magnets that would produce both lift and forward thrust. Britain launched the world's first commercial service – called Maglev – in 1984 along 2,000 feet of track between Birmingham Airport and Birmingham International station. The service ran at 26mph and closed in 1995 after struggling with reliability issues. The UK came close to getting a far more ambitious maglev network in the form of UK Ultraspeed, which proposed linking London with Glasgow at speeds of up to 310mph via stops including Birmingham, Manchester, Leeds, Newcastle and Edinburgh. German maglev pioneer Transrapid backed the plan and Tony Blair signalled his support in 2006 after the Commons all-party rail group visited the firm's then recently opened Shanghai system, which to this day is the world's fastest commercially operating train at 268mph. However, just months later, a Transrapid maglev crashed into a maintenance vehicle on its German test track, killing 23 people and undermining enthusiasm for the technology. After claims that Ultraspeed would cost three times as much per mile as France's expanding TGV network, the government distanced itself from the project and committed itself to HS2 instead. Transrapid itself shut down from 2010, though its maglev system was taken up by China, leading to claims from Germany that Beijing had stolen the technology. Officials said that engineers had merely 'absorbed' learnings from the Shanghai trains. While China and Japan are now locked in a competition to deliver the first ultra high speed maglev, the way forward remains complicated. The Japanese project, led by JR Central, aims to link Tokyo with Osaka in just over an hour, down from at least two and a half hours to cover the more than 300 mile distance on the latest Shinkansen bullet train. A Japanese maglev established the world rail speed record in 2015 when it hit 375mph on a test track, beating the 357mph set by a modified TGV in France eight years earlier. However, the 9tn yen (£45bn) system, which would operate at 310mph in commercial service, has nevertheless encountered major hurdles while tunnelling through mountains to central Japan. Work was halted in 2020 amid concerns about the impact on the local water table. The planned opening time has slipped from 2029 to 2034. China, meanwhile, remains uncertain about which of two competing maglev technologies it should pursue, Prof Kluehspies says. Electromagnetic suspension technology, used on the Shanghai maglev, relies on attractive magnetic forces to lift the train above its guideway. Constant power is required to maintain levitation but the infrastructure is simpler. Electrodynamic suspension, the method favoured in Japan, instead uses repulsive superconducting magnets cooled to cryogenic temperatures to lift the train off the track when it is travelling at speeds above about 60mph. The maglev needs rubber wheels at low speeds, but is more stable at higher ones. The situation is complicated by the involvement of the Chinese military, which is keen to explore the use of maglev technology to launch missiles from submarines. At higher speeds, air resistance becomes an issue for all trains, with the latest maglev designs deploying a sharp 'beak' modelled on a kingfisher's bill to slice through the air. In the longer term, maglevs could use a system similar to the Hyperloop proposed by Elon Musk and operate in a tube with reduced air pressure to minimise drag. Whatever technology the Chinese settle on, it seems certain to leave HS2 in the dust. 'The model of maglev doesn't really matter,' Prof Kluehspies says. 'It's superior technology and it will win. The sooner it comes the better for future generations.'
South China Morning Post
4 days ago
- Science
- South China Morning Post
China reveals superfast maglev, Viagra's cancer-fighting potential: 7 science highlights
We have put together stories from our coverage on science from the past two weeks to help you stay informed. If you would like to see more of our reporting, please consider subscribing China has demolished 300 dams and shut down most of the small hydropower stations on a major tributary of the upper Yangtze River to safeguard fish populations as part of an effort to restore the ecology of Asia's longest waterway. China's railway authorities gave the public its first glimpse of a superfast maglev train this week in Beijing. The vehicle, which is currently undergoing testing, could cut travel times in half, according to experts. Photo: Handout A Chinese-built maglev train that will be the nation's fastest-ever ground transport vehicle has made its public debut in Beijing – an ambitious project that is expected to drastically reduce travel times and cement China's reputation as a world leader in high-speed rail networks.
South China Morning Post
6 days ago
- Automotive
- South China Morning Post
China unveils maglev marvel, redefining the future of high-speed rail transport
For more on this story: A Chinese-built maglev train that will be the nation's fastest-ever ground transport vehicle made its public debut in Beijing on July 10, 2025. The train, which can reach speeds of 600km/h (373mph), was developed by the China Railway Rolling Stock Corporation (CRRC). The train features a sleek, aerodynamic shape with a pointed nose to reduce drag from the air as it moves.
