Маглев: Технология магнитной левитации в транспорте

Train system using magnetic levitation
transportation

Maglev (derived from magnetic levitation) is a system of rail transport whose rolling stock is levitated by electromagnets rather than rolled on wheels, eliminating rolling resistance. Compared to conventional railways, maglev trains can have higher top speeds, superior acceleration and deceleration, lower maintenance costs, improved gradient handling, and lower noise. However, they are more expensive to build, cannot use existing infrastructure, and use more energy at high speeds. Maglev trains have set several speed records. The train speed record of was set by the experimental Japanese L0 Series maglev in 2015. From 2002 until 2021, the record for the highest operational speed of a passenger train of was held by the Shanghai maglev train, which uses German Transrapid technology. The service connects Shanghai Pudong International Airport and the outskirts of central Pudong, Shanghai. At its historical top speed, it covered the distance of in just over 8minutes. Different maglev systems achieve levitation in different ways, which broadly fall into two categories: electromagnetic suspension (EMS) and electrodynamic suspension (EDS). Propulsion is typically provided by a linear motor. The power needed for levitation is typically not a large percentage of the overall energy consumption of a high speed maglev system. Instead, overcoming drag takes the most energy. Vactrain technology has been proposed as a means to overcome this limitation. Despite over a century of research and development, there are only six operational maglev trains today — three in China, two in South Korea, and one in Japan.

In the late 1940s, the British electrical engineer Eric Laithwaite, a professor at Imperial College London, developed the first full size working model of the linear induction motor. He became professor of heavy electrical engineering at Imperial College in 1964, where he continued his successful development of the linear motor. Since linear motors do not require physical contact between the vehicle and guideway, they became a common fixture on advanced transportation systems in the 1960s and 1970s. Laithwaite joined one such project, the Tracked Hovercraft RTV 31, based near Cambridge, UK, although the project was cancelled in 1973. The linear motor was naturally suited to use with maglev systems as well. In the early 1970s, Laithwaite discovered a new arrangement of magnets, the magnetic river, that allowed a single linear motor to produce both lift and forward thrust, allowing a maglev system to be built with a single set of magnets. Working at the British Rail Research Division in Derby, along with teams at several civil engineering firms, the "transverse flux" system was developed into a working system. The first commercial maglev people mover was simply called "MAGLEV" and officially opened in 1984 near Birmingham, England. It operated on an elevated section of monorail track between Birmingham Airport and Birmingham International railway station, running at speeds up to The system was closed in 1995 due to reliability problems.

High speed transportation patents were granted to various inventors throughout the world. The first relevant patent, (2 December 1902), issued to Albert C. Albertson, used magnetic levitation to take part of the weight off of the wheels while using conventional propulsion. Early United States patents for a linear motor propelled train were awarded to German inventor vertical align=sup. The inventor was awarded (14 February 1905) and (21 August 1907). In 1907, another early electromagnetic transportation system was developed by F. S. Smith. In 1908, Cleveland mayor Tom L. Johnson filed a patent for a wheel less "high speed railway" levitated by an induced magnetic field. Jokingly known as "Greased Lightning," the suspended car operated on a 90 foot test track in Johnson's basement "absolutely noiseless[ly] and without the least vibration." A series of German patents for magnetic levitation trains propelled by linear motors were awarded to Hermann Kemper between 1937 and 1941. An early maglev train was described in , "Magnetic system of transportation", by G. R. Polgreen on 25 August 1959. The first use of "maglev" in a United States patent was in "Magnetic levitation guidance system" by Canadian Patents and Development Limited.

In 1912 French American inventor Émile Bachelet demonstrated a model train with electromagnetic levitation and propulsion in Mount Vernon, New York. Bachelet's first related patent, was granted in 1912. The electromagnetic propulsion was by attraction of iron in the train by direct current solenoids spaced along the track. The electromagnetic levitation was due to repulsion of the aluminum base plate of the train by the pulsating current electromagnets under the track. The pulses were generated by Bachelet's own Synchronizing interrupter supplied with 220 VAC. As the train moved it switched power to the section of track that it was on. Bachelet went on to demonstrate his model in London, England in 1914, which resulted in the registration of Bachelet Levitated Railway Syndicate Limited July 9 in London, just weeks before the start of WWI. Bachelet's second related patent, granted the same day as the first, had the levitation electromagnets in the train and the track was aluminum plate. In the patent he stated that this was a much cheaper construction, but he did not demonstrate it.

In 1959, while delayed in traffic on the Throgs Neck Bridge, James Powell, a researcher at Brookhaven National Laboratory (BNL), thought of using magnetically levitated transportation. Powell and BNL colleague Gordon Danby worked out a maglev concept using static magnets mounted on a moving vehicle to induce electrodynamic lifting and stabilizing forces in specially shaped loops, such as figure of 8 coils on a guideway. These were patented in 1968–1969.

Japan operates two independently developed maglev trains. One is HSST (and its descendant, the Linimo line) by Japan Airlines and the other, which is more well known, is SCMaglev by the Central Japan Railway Company. The development of the latter started in 1969. The first successful SCMaglev run was made on a short track at the Japanese National Railways' (JNR's) Railway Technical Research Institute in 1972. Maglev trains on the Miyazaki test track (a later, 7 km long test track) regularly hit by 1979. After an accident destroyed the train, a new design was selected. In Okazaki, Japan (1987), the SCMaglev was used for test rides at the Okazaki exhibition. Tests in Miyazaki continued throughout the 1980s, before transferring to a far longer test track, long, in Yamanashi in 1997. The track has since been extended to almost The world speed record for crewed trains was set there in 2015. Development of HSST started in 1974. In Tsukuba, Japan (1985), the HSST 03 (Linimo) became popular at the Tsukuba World Exposition, in spite of its low top speed. In Saitama, Japan (1988), the HSST 04 1 was revealed at the Saitama exhibition in Kumagaya. Its fastest recorded speed was
Construction of a new high speed maglev line, the Chuo Shinkansen, started in 2014. It is being built by extending the SCMaglev test track in Yamanashi in both directions. The completion date is unknown, with the estimate of 2027 no longer possible following a local governmental rejection of a construction permit.

Transrapid 05 was the first maglev train with longstator propulsion licensed for passenger transportation. In 1979, a track was opened in Hamburg for the first vertical align=sup (IVA 79). Interest was sufficient that operations were extended three months after the exhibition finished, having carried more than 50,000 passengers. It was reassembled in Kassel in 1980.

Transrapid, a German maglev company, had a test track in Emsland with a total length of The single track line ran between Dörpen and Lathen with turning loops at each end. The trains regularly ran at up to Paying passengers were carried as part of the testing process. The construction of the test facility began in 1980 and finished in 1984. In 2006, a maglev train accident occurred in Lathen, killing 23 people. It was found to have been caused by human error in implementing safety checks. From 2006 no passengers were carried. At the end of 2011 the operation licence expired and was not renewed, and in early 2012 demolition permission was given for its facilities, including the track and factory. In March 2021 it was reported the CRRC was investigating reviving the Emsland test track. In May 2019 CRRC had unveiled its 'CRRC 600' prototype which is designed to reach .

In Vancouver, Canada, the HSST 03 by HSST Development Corporation (Japan Airlines and Sumitomo Corporation) was exhibited at Expo 86, and ran on a 0.25 mile (0 km) test track that provided guests with a ride in a single car along a short section of track at the fairgrounds. It was removed after the fair. It was shown at the Aoi Expo in 1987 and is now on static display at Okazaki Minami Park.

In West Berlin, the M Bahn was built in 1984. It was a driverless maglev system with a track connecting three stations. Testing with passenger traffic started in August 1989, and regular operation started in July 1991. Although the line largely followed a new elevated alignment, it terminated at Gleisdreieck U Bahn station, where it took over an unused platform for a line that formerly ran to East Berlin. After the fall of the Berlin Wall, plans were set in motion to reconnect this line (today's U2). Deconstruction of the M Bahn line began only two months after regular service began and was completed during February 1992.

In 1993, South Korea completed the development of its own maglev train, shown off at the Taejŏn Expo '93, which was developed further into a full fledged maglev capable of travelling up to in 2006. This final model was incorporated in the Incheon Airport Maglev which opened on 3 February 2016, making South Korea the world's fourth country to operate its own self developed maglev after the United Kingdom's Birmingham International Airport, Germany's Berlin M Bahn, and Japan's Linimo. It links Incheon International Airport to the Yongyu Station and Leisure Complex on Yeongjong island. It offers a transfer to the Seoul Metropolitan Subway at AREX's Incheon International Airport Station and is offered free of charge to anyone to ride, operating between 9am and 6pm with 15 minute intervals. The maglev system was co developed by the South Korea Institute of Machinery and Materials (KIMM) and Hyundai Rotem. It is long, with six stations and a operating speed. Two more stages are planned of and Once completed it will become a circular line. It was shut down in September 2023.

Transport System Bögl (TSB) is a driverless maglev system developed by the German construction company Max Bögl since 2010. Its primary intended use is for short to medium distances (up to 30 km) and speeds up to 150 km/h for uses such as airport shuttles. The company has been doing test runs on an 820 meter long test track at their headquarters in Sengenthal, Upper Palatinate, Germany, since 2012 clocking over 100,000 tests covering a distance of over 65,000 km as of 2018. In 2018 Max Bögl signed a joint venture with the Chinese company Chengdu Xinzhu Road & Bridge Machinery Co. with the Chinese partner given exclusive rights of production and marketing for the system in China. The joint venture constructed a demonstration line near Chengdu, China, and two vehicles were airlifted there in June, 2020. In February 2021 a vehicle on the Chinese test track hit a top speed of .

According to the International Maglev Board there are at least four maglev research programmes underway in China at: Southwest Jiaotong University (Chengdu), Tongji University (Shanghai), CRRC Tangshan Changchun Railway Vehicle Co., and Chengdu Aircraft Industry Group. The latest high speed prototype, unveiled in July 2021, was manufactured by CRRC Qingdao Sifang.

Development of the low to medium speed systems, that is, , by the CRRC has led to opening lines such as the Changsha Maglev Express in 2016 and the Line S1 in Beijing in 2017. In April 2020 a new model capable of and compatible with the Changsha line completed testing. The vehicle, under development since 2018, has a 30 percent increase in traction efficiency and a 60 percent increase in speed over the stock in use on the line since. The vehicles entered service in July 2021 with a top speed of CRRC Zhuzhou Locomotive said in April 2020 it is developing a model capable of In 2006 the CM1 Dolphin prototype was unveiled and began testing on a new test track at Tongji University, northwest of Shanghai. A prototype vehicle of the CRRC 600 was developed in 2019 and tested from June 2020. In March 2021 a model began trials. In July 2021, the CRRC 600 maglev, planned to travel at up to , was unveiled in Qingdao. It was reported to be the world's fastest ground vehicle. A high speed test track is under development in China and also, in April 2021, there was consideration given to re opening the Emsland test facility in Germany.

In electromagnetic suspension (EMS) systems, the train levitates by attraction to a ferromagnetic (usually steel) rail while electromagnets, attached to the train, are oriented toward the rail from below. The system is typically arranged on a series of C shaped arms, with the upper portion of the arm attached to the vehicle, and the lower inside edge containing the magnets. The rail is situated inside the C, between the upper and lower edges. Magnetic attraction varies inversely with the square of distance, so minor changes in distance between the magnets and the rail produce greatly varying forces. These changes in force are dynamically unstable—a slight divergence from the optimum position tends to grow, requiring sophisticated feedback systems to maintain a constant distance from the track, (approximately ). The major advantage to suspended maglev systems is that they work at all speeds, unlike electrodynamic systems, which only work at a minimum speed of about This eliminates the need for a separate low speed suspension system, and can simplify track layout. On the downside, the dynamic instability demands fine track tolerances, which can offset this advantage. Eric Laithwaite was concerned that to meet required tolerances, the gap between magnets and rail would have to be increased to the point where the magnets would be unreasonably large. what is called electropermanent magnets. Ideally it would take negligible power to stabilize the suspension and in practice the power requirement is less than it would be if the entire suspension force were provided by electromagnets alone.

In electrodynamic suspension (EDS), both the guideway and the train exert a magnetic field, and the train is levitated by the repulsive and attractive force between these magnetic fields. In some configurations, the train can be levitated only by repulsive force. In the early stages of maglev development at the Miyazaki test track, a purely repulsive system was used instead of the later repulsive and attractive EDS system. The magnetic field is produced either by superconducting magnets (as in JR–Maglev) or by an array of permanent magnets (as in Inductrack). The repulsive and attractive force in the track is created by an induced magnetic field in wires or other conducting strips in the track. A major advantage of EDS maglev systems is that they are dynamically stable—changes in distance between the track and the magnets creates strong forces to return the system to its original position. MAN in Germany also designed a maglev system that worked with conventional rails, but it was never fully developed.

Each implementation of the magnetic levitation principle for train type travel involves advantages and disadvantages. Technology Pros Cons EMS (electromagnetic suspension) Magnetic fields inside and outside the vehicle are less than EDS; proven, commercially available technology; high speeds ; no wheels or secondary propulsion system needed. The separation between the vehicle and the guideway must be constantly monitored and corrected due to the unstable nature of electromagnetic attraction; the system's inherent instability and the required constant corrections by outside systems may induce vibration. EDS(electrodynamic suspension) Onboard magnets and large margin between rail and train enable highest recorded speeds and heavy load capacity; demonstrated successful operations using high temperature superconductors in its onboard magnets, cooled with inexpensive liquid nitrogen. Strong magnetic fields on the train would make the train unsafe for passengers with pacemakers or magnetic data storage media such as hard drives and credit cards, necessitating the use of magnetic shielding; limitations on guideway inductivity limit maximum speed; vehicle must be wheeled for travel at low speeds. Inductrack system (permanent magnet passive suspension) Failsafe suspension—no power required to activate magnets; Magnetic field is localized below the car; can generate enough force at low speeds (around ) for levitation; given power failure cars stop safely; Halbach arrays of permanent magnets may prove more cost effective than electromagnets. Requires either wheels or track segments that move for when the vehicle is stopped. Under development as of 2008; no commercial version or full scale prototype. Neither Inductrack nor the Superconducting EDS are able to levitate vehicles at a standstill, although Inductrack provides levitation at much lower speed; wheels are required for these systems. EMS systems are wheel free. The German Transrapid, Japanese HSST (Linimo), and Korean Rotem EMS maglevs levitate at a standstill, with electricity extracted from guideway using power rails for the latter two, and wirelessly for Transrapid. If guideway power is lost on the move, the Transrapid is still able to generate levitation down to speed, using the power from onboard batteries. This is not the case with the HSST and Rotem systems.

EMS systems such as HSST/Linimo can provide both levitation and propulsion using an onboard linear motor. But EDS systems and some EMS systems such as Transrapid levitate but do not propel. Such systems need some other technology for propulsion. A linear motor (propulsion coils) mounted in the track is one solution. Over long distances coil costs could be prohibitive.

Earnshaw's theorem shows that no combination of static magnets can be in a stable equilibrium. Therefore a dynamic (time varying) magnetic field is required to achieve stabilization. EMS systems rely on active electronic stabilization that constantly measures the bearing distance and adjusts the electromagnet current accordingly. EDS systems rely on changing magnetic fields to create currents, which can give passive stability. Because maglev vehicles essentially fly, stabilisation of pitch, roll, and yaw is required. In addition to rotation, surge (forward and backward motions), sway (sideways motion), or heave (up and down motions) can be problematic. Superconducting magnets on a train above a track made out of a permanent magnet lock the train into its lateral position. It can move linearly along the track, but not off the track. This is due to the Meissner effect and flux pinning.

Some systems use Null Current systems (also sometimes called Null Flux systems). These use a coil that is wound so that it enters two opposing, alternating fields, so that the average flux in the loop is zero. When the vehicle is in the straight ahead position, no current flows, but any moves off line create flux that generates a field that naturally pushes/pulls it back into line.

Some systems (notably the Swissmetro system and the Hyperloop) propose the use of vactrains—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 repressurize 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 around 21 minutes.

The Polish startup Nevomo (previously Hyper Poland) is developing a system for modifying existing railway tracks into a maglev system, on which conventional wheel rail trains, as well maglev vehicles can travel. Vehicles on this so called 'magrail' system will be able to reach speeds of up to at significantly lower infrastructure costs than stand alone maglev lines. In 2023 Nevomo conducted the first MagRail tests on Europe's longest test track for passive magnetic levitation, which the company had previously built in Poland.

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 stabilises 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 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 force used to overcome air drag increases with the square of the velocity and hence dominates at high speed. The energy needed per unit distance increases by the square of the velocity and the time decreases linearly. However power increases by the cube of the velocity. For example, 2.37 times as much power is needed to travel at than , while drag increases by 1.77 times the original force. Aircraft take advantage of lower air pressure and lower temperatures by cruising at altitude to reduce energy consumption but unlike trains need to carry fuel on board. This has led to the suggestion of conveying maglev vehicles through partially evacuated tubes.

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. While experimental wheel based high speed trains have demonstrated similar speeds, conventional trains will suffer from friction between wheels and track and thus elevating the maintenance cost if operating at such speed, unlike levitated maglev trains. Maintenance: Maglev trains currently in operation have demonstrated the need for minimal guideway 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 rapidly with speed, also increasing maintenance. Some systems, however, such as the Central Japan Railway Company SCMaglev 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 Transrapid maglev vehicle can lift an additional 20 tons, for a total of 70 tons, which consumes Most energy use for the TRI is for propulsion and overcoming air resistance at speeds over 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. Magnet reliability: Superconducting magnets are generally used to generate the powerful magnetic fields to levitate and propel the trains. These magnets must be kept below their critical temperatures (this ranges from 4.2 K to 77 K, depending on the material). New alloys and manufacturing techniques in superconductors and cooling systems have helped address this issue. Control systems: No signalling systems are needed for high speed maglev, 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.

As more maglev systems are deployed, experts expect construction costs to drop by employing new construction methods and from economies of scale.

The Shanghai maglev demonstration line cost US$1.2 billion to build in 2004. This total includes capital costs such as right of way clearing, extensive pile driving, on site guideway manufacturing, in situ pier construction at intervals, a maintenance facility and vehicle yard, several switches, two stations, operations and control systems, power feed system, cables and inverters, and operational training. Ridership is not a primary focus of this demonstration line, since the Longyang Road station is on the eastern outskirts of Shanghai. Once the line is extended to South Shanghai Train station and Hongqiao Airport station, which may not happen because of economic reasons, ridership was expected to cover operation and maintenance costs and generate significant net revenue. The South Shanghai extension was expected to cost approximately US$18 million per kilometre. In 2006, the German government invested $125 million in guideway cost reduction development that produced an all concrete modular design that is faster to build and is 30% less costly. Other new construction techniques were also developed that put maglev at or below price parity with new high speed rail construction. The United States Federal Railroad Administration, in a 2005 report to Congress, estimated cost per mile of between US$50 million and US$100 million. The Maryland Transit Administration (MTA) Environmental Impact Statement estimated a pricetag at US$4.9 billion for construction, and $53 million a year for operations of its project. The proposed Chuo Shinkansen maglev in Japan was estimated to cost approximately US$82 billion to build, with a route requiring long tunnels. A Tokaido maglev route replacing the Shinkansen be 1/10 the cost, as no new tunnel would be needed, but noise pollution concerns made it infeasible.

The Japanese Linimo HSST, cost approximately US$100 million/km to build. Besides offering improved operation and maintenance costs over other transit systems, these low speed maglevs provide ultra high levels of operational reliability and introduce little noise and generate zero air pollution into dense urban settings.

The highest recorded maglev speed is , achieved in Japan by JR Central's L0 superconducting maglev on 21 April 2015, faster than the conventional TGV wheel rail speed record. However, the operational and performance differences between these two very different technologies is far greater. The TGV record was achieved accelerating down a slight decline, requiring 13 minutes. It then took another for the TGV to stop, requiring a total distance of for the test. The L0 record, however, was achieved on the Yamanashi test track – less than 1/3 the distance. No maglev or wheel rail commercial operation has actually been attempted at speeds over .

The commercial automated "Urban Maglev" system commenced operation in March 2005 in Aichi, Japan. The Tobu Kyuryo Line, otherwise known as the Linimo line, covers It has a minimum operating radius of and a maximum gradient of 6%. The linear motor magnetically levitated train has a top speed of More than 10 million passengers used this "urban maglev" line in its first three months of operation. At , it is sufficiently fast for frequent stops, has little or no noise impact on surrounding communities, can navigate short radius rights of way, and operates during inclement weather. The trains were designed by the Chubu HSST Development Corporation, which also operates a test track in Nagoya.

The first maglev test trials using electromagnetic suspension opened to public was HML 03, made by Hyundai Heavy Industries for the Daejeon Expo in 1993, after five years of research and manufacturing two prototypes, HML 01 and HML 02. Government research on urban maglev using electromagnetic suspension began in 1994. which has been shortened with the redevelopment of Expo Park. The track currently ends at the street parallel to the science museum. Meanwhile, UTM 02 conducted the world's first ever maglev simulation. However, UTM 02 is still the second prototype of a final model. The final UTM model of Rotem's urban maglev, UTM 03, was used for a new line that opened in 2016 on Incheon's Yeongjong island connecting Incheon International Airport (see below).

The Incheon Airport Maglev began commercial operation on 3 February 2016. It connects Incheon International Airport with Yongyu Station, cutting journey time. It covers a distance of 6.1 km.

The Hunan provincial government launched the construction of a maglev line between Changsha Huanghua International Airport and Changsha South Railway Station, covering a distance of 18.55 km. Construction started in May 2014 and was completed by the end of 2015. Trial runs began on 26 December 2015 and trial operations started on 6 May 2016. As of 13 June 2018 the Changsha maglev had covered a distance of 1.7 million km and carried nearly 6 million passengers. A second generation of these vehicles has been produced which have a top speed of In July 2021 the new model entered service operating at a top speed of , which reduced the travel time by 3 minutes.

Beijing has built China's second low speed maglev line, Line S1, Beijing Subway, using technology developed by National University of Defense Technology. The line was opened on 30 December 2017. The line operates at speeds up to .

Fenghuang Maglev (凤凰磁浮) is a medium to low speed maglev line in Fenghuang County, Xiangxi, Hunan province, China. The line operates at speeds up to The first phase is with 4 stations (and 2 more future infill stations). The first phase opened on 30 July 2022 and connects the Fenghuanggucheng railway station on the Zhangjiajie–Jishou–Huaihua high speed railway with the Fenghuang Folklore Garden.

The Chuo Shinkansen is a high speed maglev line in Japan. Construction began in 2014, commercial operations was expected to start by 2027. The 2027 target was given up in July 2020. The Linear Chuo Shinkansen Project aims to connect Tokyo and Osaka by way of Nagoya, the capital city of Aichi, in approximately one hour, less than half the travel time of the fastest existing bullet trains connecting the three metropolises. The full track between Tokyo and Osaka was originally expected to be completed in 2045, but the operator is now aiming for 2037. The L0 Series train type is undergoing testing by the Central Japan Railway Company (JR Central) for eventual use on the Chūō Shinkansen line. It set a crewed world speed record of on 21 April 2015. offering journey times of 40 minutes between Tokyo (Shinagawa Station) and , and 1 hour 7 minutes between Tokyo and Osaka (Shin Ōsaka Station).

Qingyuan Maglev Tourist Line (清远磁浮旅游专线) is a medium to low speed maglev line in Qingyuan, Guangdong province, China. The line will operate at speeds up to The first phase was originally scheduled to open in October 2020 and will connect the Yinzhan railway station on the Guangzhou–Qingyuan intercity railway with the Qingyuan Chimelong Theme Park. In the long term the line will be 38.5 km.

A second prototype system in Powder Springs, Georgia, USA, was built by American Maglev Technology, Inc. The test track is long with a curve. Vehicles are operated up to , below the proposed operational maximum of A June 2013 review of the technology called for an extensive testing program to be carried out to ensure the system complies with various regulatory requirements including the American Society of Civil Engineers (ASCE) People Mover Standard. The review noted that the test track is too short to assess the vehicles' dynamics at the maximum proposed speeds.

In the US, the Federal Transit Administration (FTA) Urban Maglev Technology Demonstration program funded the design of several low speed urban maglev demonstration projects. It assessed HSST for the Maryland Department of Transportation and maglev technology for the Colorado Department of Transportation. The FTA also funded work by General Atomics at California University of Pennsylvania to evaluate the MagneMotion M3 and of the Maglev2000 of Florida superconducting EDS system. Other US urban maglev demonstration projects of note are the LEVX in Washington State and the Massachusetts based Magplane.

General Atomics has a test facility in San Diego, that is used to test Union Pacific's freight shuttle in Los Angeles. The technology is "passive" (or "permanent"), using permanent magnets in a Halbach 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.

Japan has a demonstration line in Yamanashi prefecture where test train SCMaglev L0 Series Shinkansen reached , faster than any wheeled trains. In comparison, Transrapid uses conventional electromagnets and attractive type electromagnetic suspension (EMS). On 15 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 route between the cities of Uenohara and Fuefuki, reaching speeds of up to .

Transport System Bögl, a division of German construction company Max Bögl, has built a test track in Sengenthal, Bavaria, Germany. In appearance, it's more like the German M Bahn than the Transrapid system. The vehicle tested on the track is patented in the US by Max Bögl. The company is also in a joint venture with a Chinese firm. A demonstration line has been built near Chengdu, China and two vehicles were airlifted there in June, 2000.

On 31 December 2000, the first crewed high temperature superconducting maglev was tested successfully at Southwest Jiaotong 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 and the levitation gap over The system uses liquid nitrogen to cool the superconductor.

A maglev vertical align=sup has been operating since 2006 at the Jiading Campus of Tongji University, northwest of Shanghai. The track uses the same design as the operating Shanghai Maglev. Top speed is restricted to due to the length of track and its topology.

In the first quarter of 2022, Polish technology startup Nevomo completed the construction of Europe's longest test track for passive magnetic levitation. The 700 meter long railway track in Subcarpathian Voivodeship in Poland allows vehicles utilizing the company's MagRail system to travel at speeds of up to 160 kph. The installation of all necessary wayside equipment was completed in December 2022 and tests began in spring 2023.

Many maglev systems have been proposed in North America, Asia, and Europe. Many are in the early planning stages or were explicitly rejected.

Toronto Zoo: Edmonton based Magnovate proposed a new ride and transportation system at the Toronto Zoo reviving the Toronto Zoo Domain Ride system, which was closed following two severe accidents in 1994. The Zoo's board unanimously approved the proposal on 29 November 2018. The company plans to construct and operate the $25 million system on the former route of the Domain Ride (known locally as the Monorail, despite not being considered one) at zero cost to the Zoo and operate it for 15 years, splitting the profits with the Zoo. The ride will serve a single directional loop around Zoo grounds, serving five stations and likely replacing the current Zoomobile tour tram service. Planned to be operational by 2022 at the earliest, this would be the first commercial maglev system in North America should it be approved.

A maglev test line linking Xianning in Hubei Province and Changsha in Hunan Province will start construction in 2020. The test line is about in length and might be part of Beijing – Guangzhou maglev in long term planning. In 2021, the Guangdong government proposed a Maglev line between Hong Kong and Guangzhou via Shenzhen and beyond to Beijing.

On 25 September 2007, Bavaria announced a high speed maglev rail service from Munich to its airport. The Bavarian government signed contracts with Deutsche Bahn and Transrapid with Siemens and ThyssenKrupp for the €1.85 billion project. On 27 March 2008, the German Transport minister announced the project had been cancelled due to rising costs associated with constructing the track. A new estimate put the project between €3.2–3.4 billion.

In March 2021 a government official said Hong Kong would be included in a planned maglev network across China, planned to operate at and begin opening by 2030. Hong Kong is already connected to the Chinese high speed rail network by the Guangzhou–Shenzhen–Hong Kong Express Rail Link, which opened on Sunday 23 September 2018.

Mumbai – Delhi: A project was presented to then Indian railway minister (Mamata Banerjee) by an American company to connect Mumbai and Delhi. Then Prime Minister Manmohan Singh said that if the line project was successful the Indian government would build lines between other cities and also between Mumbai Central and Chhatrapati Shivaji International Airport. Mumbai – Nagpur: The State of Maharashtra approved a feasibility study for a maglev train between Mumbai and Nagpur, some apart. Chennai – Bangalore – Mysore: A detailed report was to be prepared and submitted by December 2012 for a line to connect Chennai to Mysore via Bangalore at a cost $26 million per kilometre, reaching speeds of .

In May 2009, Iran and a German company signed an agreement to use maglev to link Tehran and Mashhad. The agreement was signed at the Mashhad International Fair site between Iranian Ministry of Roads and Transportation and the German company. The line possibly could reduce travel time between Tehran and Mashhad to about 2.5 hours. Munich based Schlegel Consulting Engineers said they had signed the contract with the Iranian ministry of transport and the governor of Mashad. "We have been mandated to lead a German consortium in this project," a spokesman said. "We are in a preparatory phase." The project could be worth between €10 billion and €12 billion, the Schlegel spokesman said.

A first proposal was formalized in April 2008, in Brescia, by journalist Andrew Spannaus who recommended a high speed connection between Malpensa airport to the cities of Milan, Bergamo and Brescia. In 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 1 hour 15 minutes to around 20 minutes. The second part of the line would be a connection to Livorno, to integrate maritime, aerial and terrestrial transport systems.

A Consortium led by UEM Group Bhd and ARA Group, proposed maglev technology to link Malaysian cities to Singapore. The idea was first mooted by YTL Group. Its technology partner then was said to be Siemens. High costs sank the proposal. The concept of a high speed rail link from Kuala Lumpur to Singapore resurfaced. It was cited as a proposed "high impact" project in the Economic Transformation Programme (ETP) that was unveiled in 2010. Approval has been given for the Kuala Lumpur–Singapore high speed rail project, but not using maglev technology.

Philtram Consortium's Cebu Monorail project will be initially built as a monorail system. In the future, it will be upgraded to a patented maglev technology named Spin Induced Lenz's Law Magnetic Levitation Train.

SwissRapide: The SwissRapide AG together with the SwissRapide Consortium was planning and developing the first maglev monorail system for intercity traffic between the country's major cities. SwissRapide was to be financed by private investors. In the long term, the SwissRapide Express was to connect the major cities north of the Alps between Geneva and St. Gallen, including Lucerne and Basel. The first projects were Bern–Zürich, Lausanne–Geneva as well as Zürich–Winterthur. The first line (Lausanne–Geneva or Zürich–Winterthur) could go into service as early as 2020. Swissmetro: An earlier project, Swissmetro AG envisioned a partially evacuated underground maglev (a vactrain). As with SwissRapide, Swissmetro envisioned connecting the major cities in Switzerland with one another. In 2011, Swissmetro AG was dissolved and the IPRs from the organisation were passed onto the EPFL in Lausanne.

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.

Washington, D. C. to New York City: Using Superconducting Maglev (SCMAGLEV) technology developed by the Central Japan Railway Company, the Northeast Maglev would ultimately connect major Northeast metropolitan hubs and airports traveling more than , with a goal of one hour service between Washington, D. C. and New York City. as of 2019 the Federal Railroad Administration and Maryland Department of Transportation were preparing an Environmental Impact Statement (EIS) to evaluate the potential impacts of constructing and operating the system's first leg between Washington, DC and Baltimore, Maryland with an intermediate stop at BWI Airport. Union Pacific freight conveyor: Plans are under way by American railroad Union Pacific to build a container shuttle between the Ports of Los Angeles and Long Beach, with UP's intermodal container transfer facility. The system would be based on "passive" technology, especially well suited to freight transfer as no power is needed on board. The vehicle is a chassis that glides to its destination. The system is being designed by General Atomics. This plan was originally proposed as part of an I 5 or I 15 expansion plan, but the federal government ruled that it must be separated from interstate public work projects. After the decision, private groups from Nevada proposed a line running from Las Vegas to Los Angeles with stops in Primm, Nevada; Baker, California; and other points throughout San Bernardino County into Los Angeles. Politicians expressed concern that a high speed rail line out of state would carry spending out of state along with travelers. The Pennsylvania Project: The Pennsylvania High Speed Maglev Project corridor extends from the Pittsburgh International Airport to Greensburg, with intermediate stops in Downtown Pittsburgh and Monroeville. This initial project was claimed to serve approximately 2.4 million people in the Pittsburgh metropolitan area. The Baltimore proposal competed with the Pittsburgh proposal for a US$90 million federal grant. San Diego Imperial County airport: In 2006, San Diego commissioned a study for a maglev line to a proposed airport located in Imperial County. SANDAG claimed that the concept would be an "airports [sic] without terminals", allowing passengers to check in at a terminal in San Diego ("satellite terminals"), take the train to the airport and directly board the airplane. In addition, the train would have the potential to carry freight. Further studies were requested although no funding was agreed. Orlando International Airport to Orange County Convention Center: In December 2012, the Florida Department of Transportation gave conditional approval to a proposal by American Maglev to build a privately run 14.9 mile (24 km), 5 station line from Orlando International Airport to Orange County Convention Center. The Department requested a technical assessment and said there would be a request for proposals issued to reveal any competing plans. The route requires the use of a public right of way. If the first phase succeeded American Maglev would propose two further phases (of ) to carry the line to Walt Disney World. San Juan – Caguas: A maglev project was proposed linking Tren Urbano's Cupey Station in San Juan with two proposed stations in the city of Caguas, south of San Juan. The maglev line would run along Highway PR 52, connecting both cities. According to American Maglev project cost would be approximately US$380 million.

Two incidents involved fires. A Japanese test train in Miyazaki, MLU002, was completely consumed by a fire in 1991. On 11 August 2006, a fire broke out on the commercial Shanghai Transrapid shortly after arriving at the Longyang terminal. People were evacuated without incident before the vehicle was moved about 1 kilometre to keep smoke from filling the station. NAMTI officials toured the SMT maintenance facility in November 2010 and learned that the cause of the fire was "thermal runaway" in a battery tray. As a result, SMT secured a new battery vendor, installed new temperature sensors and insulators and redesigned the trays. On 22 September 2006, a Transrapid train collided with a maintenance vehicle on a test/publicity run in Lathen (Lower Saxony / north western Germany). Twenty three people were killed and ten were injured; these were the first maglev crash fatalities. The accident was caused by human error. Charges were brought against three Transrapid employees after a year long investigation. Safety is a greater concern with high speed public transport due to the potential for high impact force and large number of casualties. In the case of maglev trains as well as conventional high speed rails, an incident could result from human error, including loss of power, or factors outside human control, such as ground movement caused by an earthquake.