Ha! I was especially impressed with the animation in this episode. Not sure what parts you did but it doesn't matter since it was all amazing. One part that stood out was the part where it emphasized the 10cm gap between the maglev surface and train. It gave me pause at how well it was done. Again, even if that part wasn't you, the whole damn thing was amazing.
There is something almost magic about high-speed trains. You enter in one city, the train flies through the landscape at 300km/h yet it's completely quiet in the cabin, and suddenly you are in a different city.
It's amazing. I imagine what it would be like explaining it to someone who lived 150 or 200 years ago. Same with many other things today like aircraft or smartphones.
One of the best things about "normal" high speed rail is that it's conceptually pretty straightforward. Just crank the voltage and make sure the rails are very straight.
And I bet that with recent (i.e. past 10-20 yrs) advances in power semiconductors like SiC transistors, you could build some very efficient VFDs for high speed electric trains.
What i am saying may sound crazy, but I plan on becoming Emperor of North America (Only Canada and the U.S, mind you!). When i do, I’ll commission the construction an SCMaglev network across the width and breadth of the land. Along with renovating every city to the same level as that of Scandinavian and Dutch cities (like what Napoleon III did for Paris), enacting monetary reforms to fight inflation, slash the defence budget to $280 billion, re-wild areas devastated by urban sprawl and pollution, direct research towards cleaner and more reliable fuels like fusion energy and hydrogen… I can go on if you want. Wish me luck!
@@prabint7487Probably just a troll, but…citation needed. Pretty sure we can have amazing rail, the best military on earth, *and healthcare/humanities studies etc*. Absolutely MASSIVE GDP (Granted nuance in using metrics alone, but the Apollo Program, Manhattan Program, The ISS, and just *DARPA* in general are some good examples of what can happen when we put our mind to things) It’s just corruption and shit. Don’t let some false dichotomy make you think otherwise. (This doesn’t even begin to mention *international collaboration*, work with allies and use France’s Wheel based HSR, or Japan for this Futuristic Shit; don’t need to reinvent the wheel!, and collaboration is great)
This is what I'm wondering. Although I'm pretty sure the train runs smoothly when the wheels fold down, you can tell when the wheels are folded up, right?
i love that you take the time to go into the details on how the coils work. so many other channels would just say, superconduction magnets and thats it. but you even go into the detail to explain how the cooling works. and then you manage to explain it in a simple and good to understand way. :D
This is essentially the same technology, except the hyperloop envelops the tracks in a giant vacuum chamber to further reduce resistance. Technically doable, though probably another order of magnitude more expensive.
@@wojciechmuras553 but unlike hyperloop which was a 100 year old debunked idea brought by egotestical man to derail the Californian high speed rail. This project actually have benifits for the people.
@@mcboat3467 Hyperloop would too, but our technology just isn't quite there yet for commercial uses. Theory is sound, prototypes promising, but we're still decades away from it becoming safe, easy and cheap enough for commercialization.
I wanna go from Cork to Belfast in 50mins instead of 6 hours. If they get the planning permissions in now I'm confident we could get this done by the year 2080.
My understanding is that yes, MagLev has a far higher startup cost, but a far lower operational cost due to reduced maintenance from the lack of friction.
at higher speeds, track maintenance is more costly, yes, so removing train contact with track will save a lot on regular upkeep and maintenance expenses. it has a higher startup cost not only because the materials of the track and construction of the track is more expensive than regular rail construction, but also because of routing. at higher speeds, there have to be gentler curves. this makes it hard to route around obstacles like mountains and means disruptive construction through cities and expensive tunneling/bridging. but it is ultimately worth it as the trains are cool. they also are good for the economy because people will go to other places more. also it is good for the climate because it will replace airplane trips. UNLESS! it will be good for climate unless it does not replace airplane trips. if it replaces preexisting bullet train trips, it will be bad for the environment because of ecological disruption from construction and increased energy demand from higher speeds. it's climate savings come from reducing costly flights, but in tokyo there are already mostly people riding the train. what really will help to convince people to ride the train instead of fly is decreasing train ticket costs, by increasing capacity. in conclusion, freddy fazbear is my least favorite pizzeria, and i like china very much.
@@KooShnooother than the end bit it made great sense, the maintenance on the train seems potentially expensive with gas cooling systems, no wheels (less wheels)to replace but wheels are fairly cheap
It's generally suitable for long journey's for this reason. The higher speeds achieved can make it a rival to aircraft for travel between cities (like Tokyo and Osaka), but on short journey's, who cares if you saved a few minutes, for a seemingly ridiculous price tag.
At least in theory. Nobody has enough experience operating them long term to say that empirically. And requiring constant input of liquid Helium for cryogenic superconductors is not trivial as an operational requirement. Another few advances in higher temperature and more practical superconductors could make future MagLev lines a lot more practical.
@@KooShnoo Actually, maglev can handle ***MORE*** agressive curves and grades. The self-centering force on the train *always* works, even in a banked curve, and can apply force in multiple directions at once. A maglev track has more in common with a roller coaster than a conventional friction rail train.
Fun fact about the cost: The $13.7b construction cost was actually entirely paid for by JR Tokai on their own without any government grant, because 1)it shows how confident JR Tokai is to the technology and the project, 2) they don’t want to deal with the government red tape (locally and centrally) that slows the project involving government grant and 3) they plan to shut down Tokaido Shinkansen for a three year overhaul once Chuo Shinkansen opens so they want to complete it as soon as they can
There will be no need to shut down the whole Tokaido Shinkansen for the overhaul. Besides, only between Tokyo and Nagoya, there are ten stations of the Tokaido Shinkansen that will not be served by the Linear Chuo Shinkansen, so a temporary closure would not make any sense for JR Tokai.
What i don't get. If 86% is already tunnel, why not go 100% tunnel, seal it and use the piston effect of the trains themselves to partially lower the air pressure inside (and maybe pumps as well). especially at this speeds, it's almost all energy is used to overcome air resistance. it's obvious the hyperloop is bullshit, as you never will be able seal a huge cheap steel-tube undergoing temperature changes. but for tunnels deep in the ground this is much more doable. while it would be abit more expensive, that would really be a massive step into outcompeting airplanes.
@@beyondEV The extensive use of tunnels is a solution to the problem of the Japanese Alps. The current Tokaido Shinkansen line takes a detour to avoid the mountains, but the Chuo Shinkansen aims for faster speeds and no need to slow down to maintain 500km/h through curves, so it chooses to tunnel through the Japanese Alps for a more direct route. But building underground tunnels is still very expensive, so in open areas they can be built without being buried underground to reduce costs.
nstead of using regular conductive magnets that only float 8mm, we have put into practical use an ultra-electric linear motor car that floats 10cm. Because it floats 10cm, there is less shaking and vibration even when traveling at high speeds of 603km/h, making it more comfortable than the Shinkansen. In addition, noise prevention is also necessary because of the large impact when traveling. The train must run through a tunnel, which has delayed construction. 90% of the total length is tunnel, so there is an issue that construction is delayed due to the problem of running out of water when a tunnel is built.
@@gracegao-nv8tp Test rides are held at the Yamanashi Prefectural Linear Exhibition Center, but because it is a lottery, it is probably difficult to win unless you live in Japan. However, it is possible to observe the running tests. Since it is only a test run, it is not clear what time the train will pass the observation center, and it may be canceled at short notice, but running tests seem to take place almost every weekday. Although it is written in Japanese, you can check the test schedule on the website of Yamanashi Prefectural Linear Exhibition Center.
Most youtubers seem to miss the point of making the trains faster. Right now, Tokyo and Osaka are separate cities as it takes 2 hours by train to commute. But if the travel time between these reduce to 1 hour or less, the two cities essentially become 1, creating a mega city.
Correct me if I'm wrong but I believe the reason for the train's nose being that shape is a concept called biomimicry where they used the shape of a bird (or platypus) that enters the water with barely a ripple and based the design of the nose on that shape. The droplet shape was found to induce heavy stresses and noise when the train entered a tunnel and this shape minimised that effect.
No, you confised it with the 500 series shinkansen. The front of this train works more like the bulb of a ship. its to pre prep the tunnel for higher pressure before the train enters. This way there is a much smoother pressure wave when the train enter and the tunnel boom is much lower.
Unfortunately, they probably do not have a future in transit infrastructure. Their costs vastly outpace their benefits. Rolling wheel trains are already incredibly efficient and don't need advanced metal coils along the entire track. Even with extreme cost reductions in this new technology it will still never economically compete with rolling wheel trains. The speed doesn't justify the cost in 99% of cases. This is one reason why the Concorde was not economically viable, and was eventually ended as a program with no further development. They are really cool though, and I'm glad some have been built around the world so we get to check them out. Even if most of the ones we have now were built as vanity projects/attractions for the area they are in.
@@taiidaniblues7792One of the main reason Japan decided to build the maglev is because the conventional HSR rail is fully packed, the current HSR serving Tokyo,Nagoya and Osaka (Tokaido Shinkansen) almost reaches its maximum capacity (In rush hour bullet trains leave Tokyo station every 5 minutes already). Therefore, they build a faster alternative for people who willing to afford it and free up capacities for more passengers.
@JEE2026C they're cool but not really impressive, like the Gan 12 is just a bunch of repelling magnets shoved into the body of the Gan 11, it's really nothing as impressive as a maglev train.
@@taiidaniblues7792 The death of concorde was that noise restrictions on supersonic flight killed the market in the crib. The only viable operating routes for it were a handful of routes over the Atlantic where there were no windows to be broken by the sonic boom. Concorde routes all over the domestic US *would* have been viable, if only the supersonic school bus didn't leave a wake of devastation.
@@taiidaniblues7792 As the guy above me said the death of the concorde was largely due to being supersonic. And windows really tend to not like those kinds of shockwaves on them. Maglev trains on the other hand aren’t supersonic!
@@peterfireflylund It's part of their soft power to lead the world in train infrastructure. And the world does admire Japan for the most part. The only hits to their rep are their shrinking population, insane work culture, and ingrained ethocentricism.
I did my high school senior research paper on maglev trains in 2001… it’s wild that little has changed since then. Or, at least, they haven’t really been implemented.
@@MrJdsenior No. But that's been the biggest hurdle since I wrote that paper. I'd like to think that if we really wanted to make this work, we could have figured out something in the last 23 years to reduce costs.
@@BRUXXUSI suspect that with this sorry of thing, you need some country to bite the bullet and devote significant resources to build out a large network at great cost, through the process of which economies are discovered and eventually disseminated around the world.
@@BRUXXUS "I'd like to think that if we really wanted to make this work, we could have figured out something in the last 23 years to reduce costs." Some things simply aren't worth it. We could probably build a city at the bottom of the ocean too, but... why? To save one hour per trip? Is that how bad our impatience has gotten, that saving a single hour to get from one side of an entire country to the other is worth the financial and mineral cost?
No one ever talks about the fact that 90% of the maglev route from Tokyo is going to be underground you don't have to worry about nimby's or environmental concerns or previously existing tracks you literally just dig a hole in the ground
You'd think so, but nimby *and* environmental concerns are exactly the reasons why this project kept getting delayed. Shizuoka's prefectural government is strongly opposed to the current plan because: 1. the line will only pass through their backyard (rural mountain region) without any station, and 2. the tunnel construction may cause the underground water supply in the mountains to drop significantly, thus reducing the amount of water flowing to Shizuoka's Oi River.
Just visited this place 2 weeks ago. Was looking at the live update screens inside and the train was 10pm away so I decided to go out to the balcony to watch it pass. As I was taking out my phone and starting to record, suddenly……VOOOOMssshhhh… and it was gone. Sickk
I rode this train a few years ago and it was so cool. I tried to take pictures out the window but all the scenery was slanted in the pics because we were going so fast. 😂
When you see high speed trains passing in videos, the windows and doors appear slanted - the trains are literally going to fast for our brains to properly visualize and interpret.
@@RedKnight-fn6jr The reason for slanted image is so-called 'rolling electronic shutter' in a smartphone camera, where an image is captured line-by-line from top to bottom at a very fast rate (not a whole image at once; otherwise, it could be just blurry but not slanted). The very short moment between each line is scanned, the passing train travels a small distance, and hence the effect.
@@RealEngineering Heads up. The comparative number for high speed rail in the economy section is all of by a order of magnitude. While the maglev numbers are right, the high speed numbers are way to low. The cost for the LVG lines in france should be $20M, not 2. For $2M its hard to even build a normal car road. All the comparative number there after is off by a order of magnitude. Also the SC-maglev contra shinkansen should not be 11.3, it should be 1.22 (JR-centrals published numbers)
I had the privilege of riding the Japanese maglev on its test track. You have no idea how magical the experience is, esp. when it crosses the threshold speed and levitates - rooting for Japan to take this project to completion
This video has all the details I wished tom scott's had and more, thanks! The pacing might be a little fast for a layperson to follow comfortably, but it was honestly refreshing to see
Honestly I think the "shot-in-the-arm" effect this will have on the economy of Japan might repay the cost of the line in a not-infeasible amount of time. Say you drop your roommate off at the airport in Tokyo, then you drive to the train station, park, hop on the mag-lev, get off in Osaka and get a ride from a co-worker to your job as a bell-hop at a beach resort, and all in time for the first person who's stuff you will be bringing up to their room is that of the same friend who you drove to airport earlier; this is because, in the one-and a half hours it took you to make your commute to Osaka, your friend had to check their bags, go through security, board, taxi, take off, cruise, descend, land, taxi, unboard, pick-up their luggage, exit the airport, and get a cab to their resort, which would be a miracle to complete in the same amount of time, as checking your bags and security alone can eat up a quarter to half an hour each depending on how crowded the airport is. It's not a bad travel time for a vacation, sure, but a work commute shouldn't exceed one hour, give or take a few to account for traffic; this mag-lev train can easily make that one-hour-give-or-take commute a reality.
even with Japan's current HSR it's faster than flying between Osaka and Tokyo by a about an hour. also very few people use cars for last mile transit to and from major airports in Japan.
I remember teachers talking about maglev trains at school in the ‘90s. Nice to hear the technology is improving and it is going to be happening. Shame other countries, like the UK, who are investing £100b in HS2 (traditional high speed rail), aren’t taking up this technology.
@@whuzzzup "Not Really" is a bit subjective. Granted valid point, *although* i want to see long term / ultra long term costs. "Ballastless Tracks" are inherent to maglev, but wheel+"bogie"+rail maitnance+ballast maintenance is in most rail short of some HSR. Also i know one of those HSR Designs has a dedicated Wear Bar that needs swapped due to the Overhead Wire shredding through them at high speed. Granted one may be able to buy a ton of them with the money saved, and so on. Need a good study. That may be less than i would think, but that would be interesting to see determined. Also emerging technologies will always be expensive. Also a mix of More conventional for short routes, maglev for ultra long routes can work.
Man, imagine how much more easier it could be to implement and operate these maglev trains if we actually found a true room temperature operating superconductive material.
The Chuo Shinkansen still feels almost like a pipe dream, but it's a pipe dream that's already in construction - they "just" need to keep building. Compare this to hyperloops, where test tracks are much shorter and much less proven and everyone is still just pretending 4-person pods can be a viable system. Or ordinary HSR in the US, where plans almost never actually start construction. The Chuo Shinkansen actually has a decent chance to come true.
They started in 2014 and was suppose to be finished in 2025 (prospered to 2027), so they are probobly closer to finish then start. With that. they actually built 22 km of it between 2011 and 2013 as a trail build. So technically the started in 2011. "The Chuo Shinkansen actually has a decent chance to come true" it already is true, the question is really how and when it will finish. Its worth saying that the second part have been brought forward by 15 years. Interestingly nobody is talking about that.
Feedback: the colors in the Breakeven distances chart are really really hard to distinguish between. The high speed rail and airplane lines are almost exactly the same color. (I'm partially colorblind)
I remember riding the test maglev train that Japan had brought to Expo 86 in Vancouver. It would have been cool to see greater adoption, but the costs seem untenable.
@sandybarnes887 Did you even watch the video? Maglev isn't economical for the distances that SkyTrain covers. There was never any chance that they would go with maglev.
@@IBeforeAExceptAfterK did you read my comment? I tried a tech demo of it once, thought it was cool & hoped to see it get developed, but it hasn't happened because it's so expensive. I said nothing about Skytrain (it didn't exist yet), nor Vancouver except that was where the tech demo was shown.
The thing many people don't talk about is the cost of not building high speed trains. Airports are expensive and so are streets. Especially street maintenance is extremely expensive over many years
Same experience here. But the Japanese system is different from the German one implemented in the Shanghai Maglev, starting with the tenfold wider gap between the track and the vehicle.
9:13 FYI, that was E2 Shinkansen made by Kawasaki and that was CRH2A in China 9:15 They may looks the same because it was Kawasaki export the E2 to China in the first place, and the one in the black with golden colour is CRH 3, it was based on the ICE3 by Siemen
CRH 3 is actually licence built ICE3.. or ... really a velaro, because ICE3 is the DB name for the train. All the trains calls CRH ... something something is licence built trains. While the CRH380A is a sort of kind of copy of the E2 train. Its a copy in the sense it looks the same. but for the internal components, most of them are swiched out for generic once. CRH380B/C is a modified velaro.. its sort of a velaro chinese stuf hybrid. CRH380D is a bombardier Zefiro. Zerifo have no "home market" unlike the Velaro and the E2. So the CRH380D is actually the primary Zefiro train. but there does exist a few zefiro train in Italy as well. The Zefiro is closly related to the Regina, that is the CRH1, that is originally a Swedish train.. The irony of it is that Regina is not a high speed train, but a commuter train
This really levitated my interest in the tech even more than before, for sure. Excellent video. Bonus points for whatever that awesome track that Kone also had in its video too. Really captivating emotionally.
Maglev can also be used not just to connect airports to city centers, but to connect multiple regional airports and make them effectively into one huge airport
For my fellow metric-challenged types: 500 KPH is about 310.6 MPH. {I varified that online.} 10 CENTIMETERS is about 4 INCHES. That one I already knew. I do a lot of hobby and craft work by metric, at least when millimeters and centimeters are involved. FRACTIONS HATE ME, so I HATE THEM BACK...😊 I find I can think in terms of decimals and percentages MUCH EASIER than imperial fractions.
Hope it’s effective, and that the Australian government takes notice! Connecting Brisbane-Sydney-Melbourne-Adelaide could potentially reduce domestic air travel so much! [EDIT]: The current rail option for Brisbane to Sydney is 14-16 hours for the ~900km journey…
Maglev would almost never be the solution to the problem, it's better to hope for HSR... Japan's Maglev is basically the early days of the Shinkansen (original Type 0 days) it's constructed to solve capacity issue... Not transportation issue which is most of the world's... (faster travel is better but it also would induce travel. Slow trains are just too slow...
@@PrograError yeah, I considered changing my comment again after posting, but the slow current system makes it clear that either would work. I think the large distances could make maglev more appealing, especially if superconductor technology improves.
Yes, it's expensive at first, just like the original Shinkansen was. However, with more adoption, not only will prices come down, but this provides yet another form of alternative transport that more people can take advantage of. Have a lot of time? Take a ferry or sleeper bus. OK on time? Take a car or regular train. Don't have much time? High speed rail. Have even less time? SCMaglev. People travelling for business could benefit a lot from faster options.
Don't get me wrong; I love the idea of a mag-lev train system completely interconnecting cities all over the world. However, the problem of building a specialized, proprietary system that can't be used for anything else makes it a very high investment in the first place. Regular rails have the advantage that all the existing stock of trains and waggons can be used on them, almost no matter how old and decrepit they are. The extremely high speeds of a ground-bound maglev system is its greatest feature, but also its greatest hindrance. See, planes can bank and roll to reduce the lateral g-forces on passengers. A land-bound train can only tilt so much before becoming unbalanced. Also the tracks always have to be traversable at lower speeds just in case something happens to slow them down. Planes can escape almost unhindered anywhere to tilt and roll, trains most definitely can not. That means the tracks have to be straight for the most part, and have only VERY shallow curves to prevent lateral g-forces making the ride uncomfortable. Same goes for inclines or declines; but even worse on the human passengers. This limits how train track routes can be planned, meaning landowners have to agree to the track passing over their land; or be disenfranchised. Both may be very unfavorable solutions. That's why I don't believe that we will see a new form of transportation via mag-lev, high-speed in-air or vaccuum, within the next 50 years connecting ALL of our cities. That's coming from a fervent supporter of the TransRapid back in the day who still can't believe that the deaths of a few people scrapped a final, production-level system ready for the market in Germany. Yes, those deaths were very unfortunate and a catastrophe for the families involved. But people die every single day in traffic and construction the world over. It wasn't even a technical error, but human error, that caused those deaths.
The accident wasnt what lead to the TransRapid not being implemented though. It certainly didnt help but tests kept running for years after the accident, research was deemed finished and than it failed in politics and no project ever made it through
Agreed, but the accident definitely gave it a push in the wrong direction, so to speak. Media didn't help either, as their tone was more or less negative after the accident.@@Guy-Zero
@@RustyDust101 Yeah, like I said, while it isn't the reason for giving up on the technology it certainly didn't help it. One can only hope that at some point in the future people will talk about it again. Maybe if the Japanese line is successful, it could help bringing Transrapid back to life
For the record, we’ve had room temperature superconductors for thirty years at this point, but they have the properties of bricks, therefore making them unviable for use in maglev.
Those are "high temperature superconductors" not room temp. So they still need to be cooled via liquid nitrogen (just not cooled so much that one needs helium). Part of the difficulty with them is that they really don't make wire coils well. But we've gotten better with the ReBCO superconductors. The other big issue is critical current levels. If you put a lot of current through them, they cease to be superconducting. The titanium-tin and similar superconductors require helium temps but otherwise mostly do not have these problems.
@@joshuazelinsky5213 The likelihood is that you are correct, I have no personal experience with this. I got my information from another video debunking LK-99, and I also think that I heard about similar high temperature superconductors from somebody in person. I honestly don't remember at this point, and I had forgotten that I had posted this. It's cool to know that progress has been made!
15:20 I believe the reason passenger rail travel is a mess in America is because of the train companies prioritising short-term return on investment to shareholders over the expectations of passengers or customers. So it sounds more like a squishy human/political problem than an engineering one. There is a book called The Men Who Liked Trains and also a rambling but funny podcast Well There's Your Problem covered it in Penn Central
The real reason is that Amtrak is expected to run and be profitable without government funding. Most Amtrak routes are unprofitable, largely due to the slow speeds and low priority Amtrak gets from track owned by other rail companies, but there are a handful of routes that are actually very profitable, especially in the Northeast. A sensible business strategy would be to cut all unprofitable routes, and use the profis to reinvest in the company, so it can constantly be making routes better and more profitable. The problem is that Congress requires Amtrak to continue to run the unprofitable routes and won't allow them to be cut. Running these routes results in all profits being eaten up, removing Amtrak's ability to reinvest in itself.
Thanks for the video! The biggest surprise and learning for me was that this was based on Niobium/Titanium + Liquid He instead of YBCO or nearby equivalent + Liquid N2. Man, room temperature superconductivity can't come soon enough! Really wish the Japanese manage to iron the kinks out and we get this kind of transport for more people.
I mean, at this point they should just go balls to the wall with magnets and also do magnetic cooling. The train is already 80% magnet, might as well bump that up a bit.
A bit of good news for US high-speed rail, it actually starts to move toward real high-speed rail for several regions. - California HSR is in construction and (slowly) moving along even with a lot of legal and other problems along the way - Texas HSR planning for two of its largest cities also move forward after winning some major legal battles. It is also uniquely suited for construction due to its infrastructure. (come on Texas, you might beat California in this) - Private-owned Brightline after its (semi) high-speed line in Florida pay off and have an extension also starting the process of its new truly high-speed West coastline between Las Vegas and Southern California. I hoped for the best for all those projects even with some cost overran or delays, I truly believed it will pay off for all of those regions and demonstrated the success and benefit of HSR for the whole of US even if one succeeds.
I have seen many videos on Maglev(specially on EDS). Your video is well made and explains the topic very well with outstanding animation. Bravo 👏 You are doing great job, keep it up By the way, the arrangement of magnets which adds the magnetic field on one side while cancelling the field on the other side is known as halbach array
Hoping that new maglev tech can pay off for the I-70 mountain corridor in Colorado. Studies done basically found that you couldn't build track there straight enough for conventional high speed to go fast enough to be competitive, but had high hopes for maglev - which nobody was willing to investigate further due to the lack of existing real world examples.
Are the mountains too rough to simply blast your way through? Because the plan for the Japanese system is simply to blast and tunnel their way straight through every mountain that gets in their way to ensure that they don't have to turn as much, in fact they estimate that the majority of the system will require tunnels and bridges to function.
@@RhelrahneTheIdiot I have no idea how the geology compares, but I really think that analysis just came down to the expense of tunnels and the difficulty/cost of obtaining the necessary right of ways to build something straighter (aside from private land owners, much of the area is environmentally protected (which added cost and complexity in the 70s to the interstate RoW already) or federally controlled, adding outside processes for the state to deal with). But I did take another look at the study just now, and it looks like steepness and stations were also a concern. The Colorado project has to cover around 5000ft/1500m of elevation change over 50miles/80km to reach its highest mountain destinations. That's a ~2% grade as the crow flies. Conventional HSR's limit is 3%, so maglev's 7% (assumed in that study) gives much more flexibility to reach more destinations and follow existing right of ways and infrastructure. To serve all the communities it needs to be worthwhile, the Colorado project needs to hit about as many stations as the new Japanese maglev, but in half the distance. A lot of those communities are relatively close together, but with the path between them jaggedly following the mountains. A tighter turn radius means being able to hit more of these communities while also being able to run an express service past them without slowing way down. In that study a maglev track alignment was able to hit more cities than HSR with similar speeds, 25 miles fewer of tunnels, and less additional new right of way. That study was with the older type of maglev, and obviously right now the brand new technology is much more expensive on paper. But what we see now is first build cost, so hopefully the benefits of the new tech are such that it gets adoption and drops in price.
7 hours to get from NYC to LA might not compete with a plane on time, but if you slow it down a little (say, 8 hours) with a very straight and level alignment and run trains with only sleeper cars and dining cars. Leaving NYC between the hours of 7 and 9 pm, have dinner, sleep, wake up, have breakfast and get out in LA between 6 and 8 am. Leave LA between 1 and 3 am and again, dinner, sleep, wake, breakfast and get out in NYC between 6 and 8 am. Closer to first class than business class experience, cheaper than business class+night in a hotel cost. That leaves you with a 14 hour window, if it takes 4 minutes to slow down and stop, 5 minutes to disembark passengers and load new ones and 4 minutes to get back up to speed means that if you wanted to run one local service train that left immediately after the last non-stop left its starting station and arrived just before the first non-stop from the next day arrived you could add 30 stops. You could also have way more than 1 local service train by adding a lot less than 30 stops, or by adding way more than 30 stops but just not having any trains that stop at every stop but just at pairs of stops with high demand. Adding stops beyond NYC to LA (so, Boston-NYC-LA-San Diego) also wouldn't effect the core service. If you further don't just use this corridor for maglev, but also high speed rail, metro trains (basically subways but without the requirement that they be underground), double stacked freight rail (all electrified, 25kV 60hz overhead), bicycle/wheelchair paths (hard and smooth) and pedestrian paths (soft and slightly springy) with easy transfers between services (unified payment systems) and you have a very good backbone for the mass movement of people and goods and as long as it's easy and not a bureaucratic nightmare for state, county, municipal governments to build branches off of that backbone it will get used. The biggest issue other than budgeting is going to be the optics and politics of a mega project that provides so little for the south east and north west. Which can fixed by providing the same from Seattle to Atlanta (or some other city pair)
I think there was a plan to introduce the Japanese Shinkansen system on some section from Houston to Dallas. As I recall, the land has already been acquired and part of the construction has already begun. By the way, as you can see when you ride a motorcycle, it is not generally true that air resistance in tunnels is greater because the effect of wind blowing outdoors can be reduced.
Really good video, as always! I love your explanations and the awesome animations and graphs make everything really understandable. As a great addition I can highly recommend the video from Tom Scott, he actually rode the train and shows footage how it moves on the test track :D
The Chinese one was intended to have 2 more station within Shanghai (city center and Hongqiao Airport) and then continue to Hangzhou… but they ran out of money… even the section built barely made any money. (Speed is not really a factor, as the new Airport link line between Shanghai and Hongqiao is going to use trains top out at 200km/h instead) On contrast, Japan’s Tokaido Shinkansen line is at it’s limit, the current Shinkansen which already have body tilting, can not go any faster on the curves, the maglev line was based on an older project dated all the way back 30 years ago, that project was going to run conventional trains, but deemed that the benefits are marginal compared to try make trains back then (
Worth note that the L0 maglev is likely more efficient, but would will be very costly if its built on viaducts, compared to the Shanghai Maglev (which is Transrapid 09 made by Transrapid in Germany. The new Chinese’s own maglev is based on that using same attraction tracks). Scalbility can also be a factor as the L0 will be limited to it’s track’s loading gauge (wide and since it’s mostly ran in tunnels, height ), which the Chinese maglev don’t have that limitation, they can even build a double decker maglev if they want that. But reality is both side are building on top of what they already have some experience on, instead of switching sides.
The effiency is different depending on capacity. The very narrow and sleek L0 is quite efficient if the capacity of the train is fairly low, around 300-400 people. But when the capacity start closing in on 600-800 the wider loading gauge proven to be more efficient. The main reason Japanese used the U shape track was due to the massive amount of tunnels. The U shaped track allow for a much smaller tunnel diameter cutting down the cost of the project quite a lot.
Japan has been referred to as the “future’s future”. Looking at America, they are living in the ancient past, relicts of an outmoded and antiquated time in history.
I'd love to see a dedicated video on the Transrapid, the system used in Shanghai and developed in Germany, that ended Maglev development in Germany (and Europe) due to an accident on the test track.
" that ended Maglev development in Germany (and Europe) due to an accident on the test track." That is not accurate. The reason why it ended was that Siemens and DB pulled out really for political reasons. The accident happen in 2006, in 2009 there was a new train developed, superior to the last one, it run test until 2011 when it was closed down. Testing didn´t stop in 2006, just the license to carry passengers.
@matsv201 while the accident is not directly responsible, it did sway public opinion on the project and will have had an effect on DB's and Siemens' decision to discontinue the project.
@@minecrafter0505 No that is totally wrong. DB already pulled out of the project 6 month earlier, and Siemens already wanted to pull out of it a decade earlier. They was just forced to stay in due to a contract when they got the subsidies. Also, Krupp didn´t want to pull out, so there was also a breach of contract between Siemens and Krupp. The claim that the public turned against it i would say also lacking evidence. It was rather the media that turned against them, and it already did so back in the Hamburg project that was totally astroturfed. The fact is that after the 2006 crash Transrapid developed a whole new train with totally new lift magnets. A brand new track segment, a totally new inverter (transistor based, the old one was thyristor and the same that was around since 1984). A new driver-less C&C system. And a totally new induction energy pickup system. Pretty much everything was new for the TR09 model, that was fully developed after the 2006 crash. While DB lossed intrest there was at this time (2006-2011) plenty of interest of in other nation, and it was really only at this point that they focus of selling the system abroad. It was during this time most of the maglev system around the world was consived. Like the 2008 Melbourne one, The 2007 Hangzhou one, The 2007 Munich airport one, the 2012 Indian network one, the 2009 Tehran to Masshad one, the 2008-2011 Pisa to Florence one, the 2010 Singapore one, the 2011 Swissrapide one, the 2007 UK ultraspeed (HS2 replacement), the 2008 Nevada one, as well as the 2007 Pennsylvania one and the 2011 Teneriffe one. That was quite a few more than the 2 suggested in Germany. I would rather say the totally opposite is true.This was the time that intrest around maglev peaked. This was also the time that Chuo Shinkansen was decided (2009) and the 2012 Orlando maglev project started and that was also the time Linimo was bought by China to build Changcha airport shuttle as well as the time Incheon maglev system project was started. We know why some of those system failed. Orlando system there, station rights was pulled, so they could no longer built it. The Hangzhou line was blocked by the minister of railway that later was proven to take bribes to stop the project (he is currently in jail). The Las Vegas project got there State funding pulled for unknown reasons. The Spanish project didn´t get EU subsidies (unlike the HS-rail that did) and the project was about to launch right in the finance crash in Spain. Some projects are still active like swissrapide and some of the Indian once
The fact that US rail is required to adhere to domestic spending on locomotives and infrastructure development criples the potential for innovation of high speed rail in the United States. It is impossible for American companies to retool/develop systems that are already established in Asia and Europe. Compaines in other countries have spend decades creating affordable high speed rail options, but the USA is blocked from investing or buying their technologies because the US rail industry has lobbied (successfully) for America to only spend money on technology that is stuck in the 1950's 49 U.S.C. § 24305, 49 U.S.C. § 22905, 49 U.S.C. § 22905(a) 49 U.S.C. § 24305(f)
Ever thought about doing a video on Jean Bertins Aerotrain? He was actually very critical of the Maglev systems (due to cost and potential safety issues), and made sure that his system (tried out by Rohr in the US at the time) had infrastructure that was as cheap as possible - basically just prefab concrete. I still have Bertins book somewhere. And both test tracks still exist, as well as a couple prototypes.
Its to bad that he was totally wrong about the cost issue, but people just parroting the statement that maglev is expensive with out correct references.
That was some of the most excellent and informative content I've ever seen. Most importantly, it couldn't have landed at a better time. So grateful. I love your channel. Thank you❤ the future is ⚡💡
Because the dynamic breaking converts motion into electrical energy, the train can power it's self and maintain levitation as it gradually comes to a stop without any external power.
I remember Jacque Fresco talking about these in the 70s. He thought the future was going to be utopia and no one would ever need to work. He passed away a few years ago.
Something I typed before I finished so this might had been mentioned already or not Anyway, I think one of the reasons why MagLev isn’t that used widespread cause of these reason - Expensive Capital to built new lines / replacing long lines - No point building MagLevs for short distance like the one in China. I mean you couldn’t use it to it’s full potential since you’ll have to slow down sooner - Safety since Maglevs are new and run very fast
Top speed means nothing - since you can't operate the service at the speed, all the time every time, and do it without accidents, and without costing too much to maintain it.
The difference being that a TGV with a service speed like that will incur increasing maintenance costs. They normally don't exceed 320 km/h and usually average around 280 km/h. So MagLev does have an innate advantage there because technically, they can use any high speed.
@@rfldss89 ...but the maglev shinkansen is already being built right now using materials we already have and have used for quite a while. The R&D costs have been enormous to put it lightly, but the incremental capital costs are comparable to regular Shinkansen and TGV, and it's going to absolutely become the mode of choice for the route it's on.
Honored to have my name in the credits! Thanks for letting me help on this one.
Your comment should be pinned.
Thank you for the beautiful visualization!
MrJdsenior8p😅plo9pp8
Ha! I was especially impressed with the animation in this episode. Not sure what parts you did but it doesn't matter since it was all amazing. One part that stood out was the part where it emphasized the 10cm gap between the maglev surface and train. It gave me pause at how well it was done. Again, even if that part wasn't you, the whole damn thing was amazing.
@@fredthebulldog529 Thanks! I agree, it’s all good ❤, but yes, that one happened to be one I did. Thank you!!
There is something almost magic about high-speed trains. You enter in one city, the train flies through the landscape at 300km/h yet it's completely quiet in the cabin, and suddenly you are in a different city.
It's amazing. I imagine what it would be like explaining it to someone who lived 150 or 200 years ago. Same with many other things today like aircraft or smartphones.
Also you don't have to deal with all the bs that comes with flying ; the long lines , Tsa , hour long delays etc.
@@Deepno-qh2cl...And it EXISTS! Unlike Elon Musk's Hyperloop......
@@EdgyNumber1 this!
@@Deepno-qh2clOr you know.....car traffic due to car centric dependency.
As an electrical engineer, I can confidently say that magnets and electromagnetism are magic. I know how they work, I'm not gonna tell you.
Doesn't you knowing how they work, mean they're not magic?
@@tsumugikotobuki0131Electrical engineers are actually wizards working with magic
He’s only an electrical engineer, not an electromagnetic engineer.
@@tsumugikotobuki0131No silly, it obviously means he's a wizard.
@@tsumugikotobuki0131no
One of the best things about "normal" high speed rail is that it's conceptually pretty straightforward. Just crank the voltage and make sure the rails are very straight.
And the rails have to be all one piece. That's not so easy. Gotta cast them in place.
And I bet that with recent (i.e. past 10-20 yrs) advances in power semiconductors like SiC transistors, you could build some very efficient VFDs for high speed electric trains.
@@penultimateh766 does welding not work for high speed train rails?
and some good dampeners to avoid the train from derailing
Casting a slab of concrete is the easy part, making it earthquake proof in Japan is an engineering nightmare...
I love how Japan is probably going to get maglev trains before the US gets any high-speed rail at all. Our priorities are really messed up over here.
What i am saying may sound crazy, but I plan on becoming Emperor of North America (Only Canada and the U.S, mind you!). When i do, I’ll commission the construction an SCMaglev network across the width and breadth of the land.
Along with renovating every city to the same level as that of Scandinavian and Dutch cities (like what Napoleon III did for Paris), enacting monetary reforms to fight inflation, slash the defence budget to $280 billion, re-wild areas devastated by urban sprawl and pollution, direct research towards cleaner and more reliable fuels like fusion energy and hydrogen… I can go on if you want. Wish me luck!
Aight good luck. Dictatorship is the only way to make progress here at this point. Yee haw
Well, you guys are studying gender instead of trains so.
@@prabint7487Probably just a troll, but…citation needed.
Pretty sure we can have amazing rail, the best military on earth, *and healthcare/humanities studies etc*. Absolutely MASSIVE GDP (Granted nuance in using metrics alone, but the Apollo Program, Manhattan Program, The ISS, and just *DARPA* in general are some good examples of what can happen when we put our mind to things)
It’s just corruption and shit. Don’t let some false dichotomy make you think otherwise.
(This doesn’t even begin to mention *international collaboration*, work with allies and use France’s Wheel based HSR, or Japan for this Futuristic Shit; don’t need to reinvent the wheel!, and collaboration is great)
@@prabint7487lmao this is such a tired point. Meme better
Tom Scott made a video on this a while back, he actually rode on the train - it’s incredibly quiet (once the wheels fold up)
the footage is from him if you look in the description
@Noah-jq1ff ok?
This is what I'm wondering. Although I'm pretty sure the train runs smoothly when the wheels fold down, you can tell when the wheels are folded up, right?
@@hazri8758 yes, according to Tom Scott the vibrations noticeably decrease in the cabin when the gear lift up
This is the shockingly life changing story of your enslavement 👉 The Connections (2021) [short documentary] 💖
At 11:38 the train is so fast that the rolling shutter of the camera warps the windows into diagonals.
@Noah-jq1ff bot
This is the shockingly life changing story of your enslavement 👉 The Connections (2021) [short documentary] 💖
@@VeganSemihCyprus33 bot
Omg that's shocking 😂
i love that you take the time to go into the details on how the coils work. so many other channels would just say, superconduction magnets and thats it. but you even go into the detail to explain how the cooling works. and then you manage to explain it in a simple and good to understand way. :D
Differences between this and hyperloop:
-is actualy realisable
-is actualy archievable
-The guy who made it is actualy considerable sane.
This is essentially the same technology, except the hyperloop envelops the tracks in a giant vacuum chamber to further reduce resistance. Technically doable, though probably another order of magnitude more expensive.
In reality this project is the Hyperloop but with small differences
@@wojciechmuras553 but unlike hyperloop which was a 100 year old debunked idea brought by egotestical man to derail the Californian high speed rail. This project actually have benifits for the people.
@@mcboat3467 Hyperloop would too, but our technology just isn't quite there yet for commercial uses. Theory is sound, prototypes promising, but we're still decades away from it becoming safe, easy and cheap enough for commercialization.
@@wojciechmuras553 The Hyperloop is unrealistic, because sustaining a vacuum is a sereos safety risk
I wanna go from Cork to Belfast in 50mins instead of 6 hours. If they get the planning permissions in now I'm confident we could get this done by the year 2080.
HS-3
2080 !? so that just one lifetime away. In my country it would take several lifetimes
Unfortunately I don't think Cork is big enough to justify that economically, but it could be possible for political reasons.
With typical overruns it will be ready in 2110 and only go a few trillion over budget.
We will probably end up with a high speed bus eireann drivers doing 150kph lol
My understanding is that yes, MagLev has a far higher startup cost, but a far lower operational cost due to reduced maintenance from the lack of friction.
at higher speeds, track maintenance is more costly, yes, so removing train contact with track will save a lot on regular upkeep and maintenance expenses. it has a higher startup cost not only because the materials of the track and construction of the track is more expensive than regular rail construction, but also because of routing. at higher speeds, there have to be gentler curves. this makes it hard to route around obstacles like mountains and means disruptive construction through cities and expensive tunneling/bridging. but it is ultimately worth it as the trains are cool. they also are good for the economy because people will go to other places more. also it is good for the climate because it will replace airplane trips. UNLESS! it will be good for climate unless it does not replace airplane trips. if it replaces preexisting bullet train trips, it will be bad for the environment because of ecological disruption from construction and increased energy demand from higher speeds. it's climate savings come from reducing costly flights, but in tokyo there are already mostly people riding the train. what really will help to convince people to ride the train instead of fly is decreasing train ticket costs, by increasing capacity. in conclusion, freddy fazbear is my least favorite pizzeria, and i like china very much.
@@KooShnooother than the end bit it made great sense, the maintenance on the train seems potentially expensive with gas cooling systems, no wheels (less wheels)to replace but wheels are fairly cheap
It's generally suitable for long journey's for this reason. The higher speeds achieved can make it a rival to aircraft for travel between cities (like Tokyo and Osaka), but on short journey's, who cares if you saved a few minutes, for a seemingly ridiculous price tag.
At least in theory. Nobody has enough experience operating them long term to say that empirically. And requiring constant input of liquid Helium for cryogenic superconductors is not trivial as an operational requirement. Another few advances in higher temperature and more practical superconductors could make future MagLev lines a lot more practical.
@@KooShnoo Actually, maglev can handle ***MORE*** agressive curves and grades. The self-centering force on the train *always* works, even in a banked curve, and can apply force in multiple directions at once. A maglev track has more in common with a roller coaster than a conventional friction rail train.
Fun fact about the cost: The $13.7b construction cost was actually entirely paid for by JR Tokai on their own without any government grant, because 1)it shows how confident JR Tokai is to the technology and the project, 2) they don’t want to deal with the government red tape (locally and centrally) that slows the project involving government grant and 3) they plan to shut down Tokaido Shinkansen for a three year overhaul once Chuo Shinkansen opens so they want to complete it as soon as they can
There will be no need to shut down the whole Tokaido Shinkansen for the overhaul. Besides, only between Tokyo and Nagoya, there are ten stations of the Tokaido Shinkansen that will not be served by the Linear Chuo Shinkansen, so a temporary closure would not make any sense for JR Tokai.
Confidence itself is worthless. Being confident in tech bullshit doesn’t make tech less bullshit.
What i don't get. If 86% is already tunnel, why not go 100% tunnel, seal it and use the piston effect of the trains themselves to partially lower the air pressure inside (and maybe pumps as well). especially at this speeds, it's almost all energy is used to overcome air resistance. it's obvious the hyperloop is bullshit, as you never will be able seal a huge cheap steel-tube undergoing temperature changes. but for tunnels deep in the ground this is much more doable. while it would be abit more expensive, that would really be a massive step into outcompeting airplanes.
@@beyondEV The extensive use of tunnels is a solution to the problem of the Japanese Alps. The current Tokaido Shinkansen line takes a detour to avoid the mountains, but the Chuo Shinkansen aims for faster speeds and no need to slow down to maintain 500km/h through curves, so it chooses to tunnel through the Japanese Alps for a more direct route. But building underground tunnels is still very expensive, so in open areas they can be built without being buried underground to reduce costs.
@@christian123542What BS?
nstead of using regular conductive magnets that only float 8mm, we have put into practical use an ultra-electric linear motor car that floats 10cm. Because it floats 10cm, there is less shaking and vibration even when traveling at high speeds of 603km/h, making it more comfortable than the Shinkansen. In addition, noise prevention is also necessary because of the large impact when traveling.
The train must run through a tunnel, which has delayed construction. 90% of the total length is tunnel, so there is an issue that construction is delayed due to the problem of running out of water when a tunnel is built.
where i can try the car？
@@gracegao-nv8tp
Test rides are held at the Yamanashi Prefectural Linear Exhibition Center, but because it is a lottery, it is probably difficult to win unless you live in Japan.
However, it is possible to observe the running tests. Since it is only a test run, it is not clear what time the train will pass the observation center, and it may be canceled at short notice, but running tests seem to take place almost every weekday.
Although it is written in Japanese, you can check the test schedule on the website of Yamanashi Prefectural Linear Exhibition Center.
Most youtubers seem to miss the point of making the trains faster.
Right now, Tokyo and Osaka are separate cities as it takes 2 hours by train to commute. But if the travel time between these reduce to 1 hour or less, the two cities essentially become 1, creating a mega city.
😮😮😮😮
Correct me if I'm wrong but I believe the reason for the train's nose being that shape is a concept called biomimicry where they used the shape of a bird (or platypus) that enters the water with barely a ripple and based the design of the nose on that shape. The droplet shape was found to induce heavy stresses and noise when the train entered a tunnel and this shape minimised that effect.
Didn't know that. If what you say is accurate and true. That is awesome.
No, you confised it with the 500 series shinkansen. The front of this train works more like the bulb of a ship. its to pre prep the tunnel for higher pressure before the train enters. This way there is a much smoother pressure wave when the train enter and the tunnel boom is much lower.
Just copying from nature…😅
I've always been interested in the maglev, this is one of the best videos on the science and engineering I've seen
Unfortunately, they probably do not have a future in transit infrastructure. Their costs vastly outpace their benefits. Rolling wheel trains are already incredibly efficient and don't need advanced metal coils along the entire track. Even with extreme cost reductions in this new technology it will still never economically compete with rolling wheel trains. The speed doesn't justify the cost in 99% of cases. This is one reason why the Concorde was not economically viable, and was eventually ended as a program with no further development.
They are really cool though, and I'm glad some have been built around the world so we get to check them out. Even if most of the ones we have now were built as vanity projects/attractions for the area they are in.
@@taiidaniblues7792One of the main reason Japan decided to build the maglev is because the conventional HSR rail is fully packed, the current HSR serving Tokyo,Nagoya and Osaka (Tokaido Shinkansen) almost reaches its maximum capacity (In rush hour bullet trains leave Tokyo station every 5 minutes already). Therefore, they build a faster alternative for people who willing to afford it and free up capacities for more passengers.
@JEE2026C they're cool but not really impressive, like the Gan 12 is just a bunch of repelling magnets shoved into the body of the Gan 11, it's really nothing as impressive as a maglev train.
@@taiidaniblues7792 The death of concorde was that noise restrictions on supersonic flight killed the market in the crib. The only viable operating routes for it were a handful of routes over the Atlantic where there were no windows to be broken by the sonic boom. Concorde routes all over the domestic US *would* have been viable, if only the supersonic school bus didn't leave a wake of devastation.
@@taiidaniblues7792 As the guy above me said the death of the concorde was largely due to being supersonic. And windows really tend to not like those kinds of shockwaves on them. Maglev trains on the other hand aren’t supersonic!
This is why the world admires Japan.
No. That's why everybody shakes their head at Japan's crazy resource misallocation regarding infrastructure and rural districts.
@@peterfireflylund It's part of their soft power to lead the world in train infrastructure. And the world does admire Japan for the most part. The only hits to their rep are their shrinking population, insane work culture, and ingrained ethocentricism.
Not exactly. They put mayonnaise on ice cream
@@samsonsoturian6013 Could you run that one by me one more time because that should be a new deadly sin
@@PeaceTrainUSA-1000 They're actually quite far behind China when it comes to train infrastructure.
I did my high school senior research paper on maglev trains in 2001… it’s wild that little has changed since then. Or, at least, they haven’t really been implemented.
Did you miss the part about the construction price tag?
@@MrJdsenior No. But that's been the biggest hurdle since I wrote that paper. I'd like to think that if we really wanted to make this work, we could have figured out something in the last 23 years to reduce costs.
@@BRUXXUSI suspect that with this sorry of thing, you need some country to bite the bullet and devote significant resources to build out a large network at great cost, through the process of which economies are discovered and eventually disseminated around the world.
@@BRUXXUS The cooling system sounds extremely expensive.
@@BRUXXUS "I'd like to think that if we really wanted to make this work, we could have figured out something in the last 23 years to reduce costs." Some things simply aren't worth it. We could probably build a city at the bottom of the ocean too, but... why? To save one hour per trip? Is that how bad our impatience has gotten, that saving a single hour to get from one side of an entire country to the other is worth the financial and mineral cost?
Japan has always been the place to test future technologies
No one ever talks about the fact that 90% of the maglev route from Tokyo is going to be underground you don't have to worry about nimby's or environmental concerns or previously existing tracks you literally just dig a hole in the ground
Yes but we need another word for just. Digging 200km is nothing you "just" do.
You'd think so, but nimby *and* environmental concerns are exactly the reasons why this project kept getting delayed. Shizuoka's prefectural government is strongly opposed to the current plan because: 1. the line will only pass through their backyard (rural mountain region) without any station, and 2. the tunnel construction may cause the underground water supply in the mountains to drop significantly, thus reducing the amount of water flowing to Shizuoka's Oi River.
Sadly there exist underground nibys
@@matsv201and flerfs
@@Frenchdefense9404 what is that?
Just visited this place 2 weeks ago. Was looking at the live update screens inside and the train was 10pm away so I decided to go out to the balcony to watch it pass. As I was taking out my phone and starting to record, suddenly……VOOOOMssshhhh… and it was gone. Sickk
I rode this train a few years ago and it was so cool. I tried to take pictures out the window but all the scenery was slanted in the pics because we were going so fast. 😂
When you see high speed trains passing in videos, the windows and doors appear slanted - the trains are literally going to fast for our brains to properly visualize and interpret.
Still sound like good photos to me!
@@RedKnight-fn6jr The reason for slanted image is so-called 'rolling electronic shutter' in a smartphone camera, where an image is captured line-by-line from top to bottom at a very fast rate (not a whole image at once; otherwise, it could be just blurry but not slanted). The very short moment between each line is scanned, the passing train travels a small distance, and hence the effect.
@@transporterjp1406 Ooh that's a cool thing. I love learning stuff like that, thanks!
@@seanyoung9014👍
Once I saw Tom Scott’s video I know it was only a matter of time until you did one
Tom allowed us to use his footage too! Not a lot of footage of the Japanese test train available to license
@@RealEngineering Heads up. The comparative number for high speed rail in the economy section is all of by a order of magnitude. While the maglev numbers are right, the high speed numbers are way to low. The cost for the LVG lines in france should be $20M, not 2. For $2M its hard to even build a normal car road. All the comparative number there after is off by a order of magnitude. Also the SC-maglev contra shinkansen should not be 11.3, it should be 1.22 (JR-centrals published numbers)
I'm only 2 minutes into the video and I'm already completely blown away by the production quality. Goodness gracious this is good work.
I had the privilege of riding the Japanese maglev on its test track. You have no idea how magical the experience is, esp. when it crosses the threshold speed and levitates - rooting for Japan to take this project to completion
These videos always make me appreciate smart as heck people. Thanks, smart humans!
Maglev is the future for long distance intercity travel
Nope.
This video has all the details I wished tom scott's had and more, thanks! The pacing might be a little fast for a layperson to follow comfortably, but it was honestly refreshing to see
Honestly I think the "shot-in-the-arm" effect this will have on the economy of Japan might repay the cost of the line in a not-infeasible amount of time.
Say you drop your roommate off at the airport in Tokyo, then you drive to the train station, park, hop on the mag-lev, get off in Osaka and get a ride from a co-worker to your job as a bell-hop at a beach resort, and all in time for the first person who's stuff you will be bringing up to their room is that of the same friend who you drove to airport earlier; this is because, in the one-and a half hours it took you to make your commute to Osaka, your friend had to check their bags, go through security, board, taxi, take off, cruise, descend, land, taxi, unboard, pick-up their luggage, exit the airport, and get a cab to their resort, which would be a miracle to complete in the same amount of time, as checking your bags and security alone can eat up a quarter to half an hour each depending on how crowded the airport is.
It's not a bad travel time for a vacation, sure, but a work commute shouldn't exceed one hour, give or take a few to account for traffic; this mag-lev train can easily make that one-hour-give-or-take commute a reality.
even with Japan's current HSR it's faster than flying between Osaka and Tokyo by a about an hour. also very few people use cars for last mile transit to and from major airports in Japan.
I remember teachers talking about maglev trains at school in the ‘90s. Nice to hear the technology is improving and it is going to be happening. Shame other countries, like the UK, who are investing £100b in HS2 (traditional high speed rail), aren’t taking up this technology.
(USA) “Wait you guys are getting HSR?!?”
If you invest 100b why spend 1000b for technology that is not really better?
@@whuzzzup "Not Really" is a bit subjective. Granted valid point, *although* i want to see long term / ultra long term costs. "Ballastless Tracks" are inherent to maglev, but wheel+"bogie"+rail maitnance+ballast maintenance is in most rail short of some HSR. Also i know one of those HSR Designs has a dedicated Wear Bar that needs swapped due to the Overhead Wire shredding through them at high speed. Granted one may be able to buy a ton of them with the money saved, and so on. Need a good study.
That may be less than i would think, but that would be interesting to see determined.
Also emerging technologies will always be expensive. Also a mix of More conventional for short routes, maglev for ultra long routes can work.
Man, imagine how much more easier it could be to implement and operate these maglev trains if we actually found a true room temperature operating superconductive material.
The Chuo Shinkansen still feels almost like a pipe dream, but it's a pipe dream that's already in construction - they "just" need to keep building.
Compare this to hyperloops, where test tracks are much shorter and much less proven and everyone is still just pretending 4-person pods can be a viable system. Or ordinary HSR in the US, where plans almost never actually start construction. The Chuo Shinkansen actually has a decent chance to come true.
They started in 2014 and was suppose to be finished in 2025 (prospered to 2027), so they are probobly closer to finish then start. With that. they actually built 22 km of it between 2011 and 2013 as a trail build. So technically the started in 2011.
"The Chuo Shinkansen actually has a decent chance to come true"
it already is true, the question is really how and when it will finish. Its worth saying that the second part have been brought forward by 15 years. Interestingly nobody is talking about that.
Feedback: the colors in the Breakeven distances chart are really really hard to distinguish between. The high speed rail and airplane lines are almost exactly the same color. (I'm partially colorblind)
I love trains. They just keep getting better and better and the innovation behind them is just insane.
Amazing work from everyone involved. Engineering changes the world for better, more people need to recognise it.
I am Japanese.
If you look at it up close, it will affect you.
I have never seen such a fast vehicle.
It's very powerful.
I remember riding the test maglev train that Japan had brought to Expo 86 in Vancouver. It would have been cool to see greater adoption, but the costs seem untenable.
Yeah. I was very disappointed they went with the noisy SkyTrain instead of maglev
@sandybarnes887 Did you even watch the video? Maglev isn't economical for the distances that SkyTrain covers. There was never any chance that they would go with maglev.
MagLev would make more sense to go between major and mid-sized cities across BC and the prairies.
@@sandybarnes887 I was speaking of globally as a form of HSR, maglev isn't appropriate for a metro.
@@IBeforeAExceptAfterK did you read my comment? I tried a tech demo of it once, thought it was cool & hoped to see it get developed, but it hasn't happened because it's so expensive. I said nothing about Skytrain (it didn't exist yet), nor Vancouver except that was where the tech demo was shown.
The thing many people don't talk about is the cost of not building high speed trains. Airports are expensive and so are streets. Especially street maintenance is extremely expensive over many years
I wanted to learn about maglev trains for a long time, this helped.
9:27 Blud has hit something😭
I also thought so RIP japanese squirtell
I'm really looking forward to riding this. I rode the one in Shanghai, but was really disappointed with how violently it shook at top speed.
Same experience here. But the Japanese system is different from the German one implemented in the Shanghai Maglev, starting with the tenfold wider gap between the track and the vehicle.
9:13 FYI, that was E2 Shinkansen made by Kawasaki and that was CRH2A in China 9:15
They may looks the same because it was Kawasaki export the E2 to China in the first place, and the one in the black with golden colour is CRH 3, it was based on the ICE3 by Siemen
Kawasaki not Nagasaki
@@LGVRhin-Rhone fixed
Isn't the black and gold the CR400BF ? Only the white coloured ones are based on foreign tech, the new 400 series are domestic enough for export
CRH 3 is actually licence built ICE3.. or ... really a velaro, because ICE3 is the DB name for the train. All the trains calls CRH ... something something is licence built trains.
While the CRH380A is a sort of kind of copy of the E2 train. Its a copy in the sense it looks the same. but for the internal components, most of them are swiched out for generic once.
CRH380B/C is a modified velaro.. its sort of a velaro chinese stuf hybrid.
CRH380D is a bombardier Zefiro. Zerifo have no "home market" unlike the Velaro and the E2. So the CRH380D is actually the primary Zefiro train. but there does exist a few zefiro train in Italy as well.
The Zefiro is closly related to the Regina, that is the CRH1, that is originally a Swedish train.. The irony of it is that Regina is not a high speed train, but a commuter train
This really levitated my interest in the tech even more than before, for sure. Excellent video. Bonus points for whatever that awesome track that Kone also had in its video too. Really captivating emotionally.
*I filmed there recently, amazing rush standing outside*
I've been waiting for you to make a video on the Japanese maglev. Thank you
Maglev can also be used not just to connect airports to city centers, but to connect multiple regional airports and make them effectively into one huge airport
Tom Scott's video on riding one of these things was absolutely wild
For my fellow metric-challenged types:
500 KPH is about 310.6 MPH.
{I varified that online.}
10 CENTIMETERS is about 4 INCHES.
That one I already knew. I do a lot of hobby and craft work by metric, at least when millimeters and centimeters are involved.
FRACTIONS HATE ME, so I HATE THEM BACK...😊
I find I can think in terms of decimals and percentages MUCH EASIER than imperial fractions.
You got it all right except the "KPH", the only correct term is "km/h".
@@My-Opinion-Doesnt-Matter >>> Hey, I am a BOOMER...😉🤭
If you want to sabotage Japan's inter cities travel, all you need is a tin can.
metric-challenged 💀
Metric is OK, but I relate to imperial figures far more readily than metric.
I recommend Tom Scott's video on his experience riding the test train, which he released a few months ago.
4:20 the train is called "L-Zero", not "L-O"
Just brilliant. Speechless about how you can teach/explain the concept in such manner.
Hope it’s effective, and that the Australian government takes notice! Connecting Brisbane-Sydney-Melbourne-Adelaide could potentially reduce domestic air travel so much!
[EDIT]: The current rail option for Brisbane to Sydney is 14-16 hours for the ~900km journey…
Maglev would almost never be the solution to the problem, it's better to hope for HSR... Japan's Maglev is basically the early days of the Shinkansen (original Type 0 days) it's constructed to solve capacity issue... Not transportation issue which is most of the world's... (faster travel is better but it also would induce travel. Slow trains are just too slow...
You stole Australia, it would never be well with you.
Even High-Speed-Rail between Sydney, Melbourne and Canberra would be.a great achievement.
@@PrograError yeah, I considered changing my comment again after posting, but the slow current system makes it clear that either would work. I think the large distances could make maglev more appealing, especially if superconductor technology improves.
yeah true imagine living in brisbane and being able to go to melbourne on the weekend by hopping on the train. Would be crazy good
Great work. Watched it already on Nebula.
Yes, it's expensive at first, just like the original Shinkansen was. However, with more adoption, not only will prices come down, but this provides yet another form of alternative transport that more people can take advantage of.
Have a lot of time? Take a ferry or sleeper bus.
OK on time? Take a car or regular train.
Don't have much time? High speed rail.
Have even less time? SCMaglev.
People travelling for business could benefit a lot from faster options.
Don't get me wrong; I love the idea of a mag-lev train system completely interconnecting cities all over the world.
However, the problem of building a specialized, proprietary system that can't be used for anything else makes it a very high investment in the first place.
Regular rails have the advantage that all the existing stock of trains and waggons can be used on them, almost no matter how old and decrepit they are.
The extremely high speeds of a ground-bound maglev system is its greatest feature, but also its greatest hindrance.
See, planes can bank and roll to reduce the lateral g-forces on passengers. A land-bound train can only tilt so much before becoming unbalanced. Also the tracks always have to be traversable at lower speeds just in case something happens to slow them down. Planes can escape almost unhindered anywhere to tilt and roll, trains most definitely can not. That means the tracks have to be straight for the most part, and have only VERY shallow curves to prevent lateral g-forces making the ride uncomfortable. Same goes for inclines or declines; but even worse on the human passengers. This limits how train track routes can be planned, meaning landowners have to agree to the track passing over their land; or be disenfranchised. Both may be very unfavorable solutions.
That's why I don't believe that we will see a new form of transportation via mag-lev, high-speed in-air or vaccuum, within the next 50 years connecting ALL of our cities.
That's coming from a fervent supporter of the TransRapid back in the day who still can't believe that the deaths of a few people scrapped a final, production-level system ready for the market in Germany. Yes, those deaths were very unfortunate and a catastrophe for the families involved. But people die every single day in traffic and construction the world over. It wasn't even a technical error, but human error, that caused those deaths.
The accident wasnt what lead to the TransRapid not being implemented though. It certainly didnt help but tests kept running for years after the accident, research was deemed finished and than it failed in politics and no project ever made it through
Agreed, but the accident definitely gave it a push in the wrong direction, so to speak. Media didn't help either, as their tone was more or less negative after the accident.@@Guy-Zero
@@RustyDust101 Yeah, like I said, while it isn't the reason for giving up on the technology it certainly didn't help it. One can only hope that at some point in the future people will talk about it again. Maybe if the Japanese line is successful, it could help bringing Transrapid back to life
I recommend Tom Scott's video on his experience riding the test train, which he released a few months ago.
This is a very good breakdown of how electromagnetism and induction motos work!
Your video quality and content is always awesome 👌
Good video and explanations.
I also like that in the end you stated that they are simply not viable instead of unnecessarily hyping a technology.
For the record, we’ve had room temperature superconductors for thirty years at this point, but they have the properties of bricks, therefore making them unviable for use in maglev.
Those are "high temperature superconductors" not room temp. So they still need to be cooled via liquid nitrogen (just not cooled so much that one needs helium). Part of the difficulty with them is that they really don't make wire coils well. But we've gotten better with the ReBCO superconductors. The other big issue is critical current levels. If you put a lot of current through them, they cease to be superconducting. The titanium-tin and similar superconductors require helium temps but otherwise mostly do not have these problems.
@@joshuazelinsky5213 The likelihood is that you are correct, I have no personal experience with this. I got my information from another video debunking LK-99, and I also think that I heard about similar high temperature superconductors from somebody in person. I honestly don't remember at this point, and I had forgotten that I had posted this. It's cool to know that progress has been made!
JAPAN IS THE DEFINITION OF TECHNOLOGY.
15:20 I believe the reason passenger rail travel is a mess in America is because of the train companies prioritising short-term return on investment to shareholders over the expectations of passengers or customers. So it sounds more like a squishy human/political problem than an engineering one. There is a book called The Men Who Liked Trains and also a rambling but funny podcast Well There's Your Problem covered it in Penn Central
The real reason is that Amtrak is expected to run and be profitable without government funding. Most Amtrak routes are unprofitable, largely due to the slow speeds and low priority Amtrak gets from track owned by other rail companies, but there are a handful of routes that are actually very profitable, especially in the Northeast. A sensible business strategy would be to cut all unprofitable routes, and use the profis to reinvest in the company, so it can constantly be making routes better and more profitable.
The problem is that Congress requires Amtrak to continue to run the unprofitable routes and won't allow them to be cut. Running these routes results in all profits being eaten up, removing Amtrak's ability to reinvest in itself.
Thanks for the video! The biggest surprise and learning for me was that this was based on Niobium/Titanium + Liquid He instead of YBCO or nearby equivalent + Liquid N2. Man, room temperature superconductivity can't come soon enough! Really wish the Japanese manage to iron the kinks out and we get this kind of transport for more people.
Yeah that superconductor at room temperature was also fake
Liquid . . . Helium? That's insanely cold. Making that work on a practical scale outside of the laboratory is an engineering feat by itself.
I mean, at this point they should just go balls to the wall with magnets and also do magnetic cooling. The train is already 80% magnet, might as well bump that up a bit.
That was a great video…
Beautiful delivery and easy to follow.
A bit of good news for US high-speed rail, it actually starts to move toward real high-speed rail for several regions.
- California HSR is in construction and (slowly) moving along even with a lot of legal and other problems along the way
- Texas HSR planning for two of its largest cities also move forward after winning some major legal battles. It is also uniquely suited for construction due to its infrastructure. (come on Texas, you might beat California in this)
- Private-owned Brightline after its (semi) high-speed line in Florida pay off and have an extension also starting the process of its new truly high-speed West coastline between Las Vegas and Southern California.
I hoped for the best for all those projects even with some cost overran or delays, I truly believed it will pay off for all of those regions and demonstrated the success and benefit of HSR for the whole of US even if one succeeds.
I think Brightline West will be the first system in the USA with 186+ MPH trains in operation.
I have seen many videos on Maglev(specially on EDS). Your video is well made and explains the topic very well with outstanding animation. Bravo 👏
You are doing great job, keep it up
By the way, the arrangement of magnets which adds the magnetic field on one side while cancelling the field on the other side is known as halbach array
Hoping that new maglev tech can pay off for the I-70 mountain corridor in Colorado. Studies done basically found that you couldn't build track there straight enough for conventional high speed to go fast enough to be competitive, but had high hopes for maglev - which nobody was willing to investigate further due to the lack of existing real world examples.
Are the mountains too rough to simply blast your way through? Because the plan for the Japanese system is simply to blast and tunnel their way straight through every mountain that gets in their way to ensure that they don't have to turn as much, in fact they estimate that the majority of the system will require tunnels and bridges to function.
@@RhelrahneTheIdiot I have no idea how the geology compares, but I really think that analysis just came down to the expense of tunnels and the difficulty/cost of obtaining the necessary right of ways to build something straighter (aside from private land owners, much of the area is environmentally protected (which added cost and complexity in the 70s to the interstate RoW already) or federally controlled, adding outside processes for the state to deal with). But I did take another look at the study just now, and it looks like steepness and stations were also a concern.
The Colorado project has to cover around 5000ft/1500m of elevation change over 50miles/80km to reach its highest mountain destinations. That's a ~2% grade as the crow flies. Conventional HSR's limit is 3%, so maglev's 7% (assumed in that study) gives much more flexibility to reach more destinations and follow existing right of ways and infrastructure.
To serve all the communities it needs to be worthwhile, the Colorado project needs to hit about as many stations as the new Japanese maglev, but in half the distance. A lot of those communities are relatively close together, but with the path between them jaggedly following the mountains. A tighter turn radius means being able to hit more of these communities while also being able to run an express service past them without slowing way down.
In that study a maglev track alignment was able to hit more cities than HSR with similar speeds, 25 miles fewer of tunnels, and less additional new right of way.
That study was with the older type of maglev, and obviously right now the brand new technology is much more expensive on paper. But what we see now is first build cost, so hopefully the benefits of the new tech are such that it gets adoption and drops in price.
@@octorokpielook again
7 hours to get from NYC to LA might not compete with a plane on time, but if you slow it down a little (say, 8 hours) with a very straight and level alignment and run trains with only sleeper cars and dining cars. Leaving NYC between the hours of 7 and 9 pm, have dinner, sleep, wake up, have breakfast and get out in LA between 6 and 8 am. Leave LA between 1 and 3 am and again, dinner, sleep, wake, breakfast and get out in NYC between 6 and 8 am. Closer to first class than business class experience, cheaper than business class+night in a hotel cost.
That leaves you with a 14 hour window, if it takes 4 minutes to slow down and stop, 5 minutes to disembark passengers and load new ones and 4 minutes to get back up to speed means that if you wanted to run one local service train that left immediately after the last non-stop left its starting station and arrived just before the first non-stop from the next day arrived you could add 30 stops. You could also have way more than 1 local service train by adding a lot less than 30 stops, or by adding way more than 30 stops but just not having any trains that stop at every stop but just at pairs of stops with high demand. Adding stops beyond NYC to LA (so, Boston-NYC-LA-San Diego) also wouldn't effect the core service.
If you further don't just use this corridor for maglev, but also high speed rail, metro trains (basically subways but without the requirement that they be underground), double stacked freight rail (all electrified, 25kV 60hz overhead), bicycle/wheelchair paths (hard and smooth) and pedestrian paths (soft and slightly springy) with easy transfers between services (unified payment systems) and you have a very good backbone for the mass movement of people and goods and as long as it's easy and not a bureaucratic nightmare for state, county, municipal governments to build branches off of that backbone it will get used. The biggest issue other than budgeting is going to be the optics and politics of a mega project that provides so little for the south east and north west. Which can fixed by providing the same from Seattle to Atlanta (or some other city pair)
I think there was a plan to introduce the Japanese Shinkansen system on some section from Houston to Dallas.
As I recall, the land has already been acquired and part of the construction has already begun.
By the way, as you can see when you ride a motorcycle, it is not generally true that air resistance in tunnels is greater because the effect of wind blowing outdoors can be reduced.
Really good video, as always! I love your explanations and the awesome animations and graphs make everything really understandable. As a great addition I can highly recommend the video from Tom Scott, he actually rode the train and shows footage how it moves on the test track :D
The Chinese one was intended to have 2 more station within Shanghai (city center and Hongqiao Airport) and then continue to Hangzhou… but they ran out of money… even the section built barely made any money. (Speed is not really a factor, as the new Airport link line between Shanghai and Hongqiao is going to use trains top out at 200km/h instead)
On contrast, Japan’s Tokaido Shinkansen line is at it’s limit, the current Shinkansen which already have body tilting, can not go any faster on the curves, the maglev line was based on an older project dated all the way back 30 years ago, that project was going to run conventional trains, but deemed that the benefits are marginal compared to try make trains back then (
Excellent video, perfect explanation and overview of the maglev system!
It was fine all the way to the economics, then everything was of by a order of magnitude.
Thankyou for given this beautiful and very interesting prasantion for working of a manganetic train with high speed.
Worth note that the L0 maglev is likely more efficient, but would will be very costly if its built on viaducts, compared to the Shanghai Maglev (which is Transrapid 09 made by Transrapid in Germany. The new Chinese’s own maglev is based on that using same attraction tracks). Scalbility can also be a factor as the L0 will be limited to it’s track’s loading gauge (wide and since it’s mostly ran in tunnels, height ), which the Chinese maglev don’t have that limitation, they can even build a double decker maglev if they want that. But reality is both side are building on top of what they already have some experience on, instead of switching sides.
The effiency is different depending on capacity. The very narrow and sleek L0 is quite efficient if the capacity of the train is fairly low, around 300-400 people. But when the capacity start closing in on 600-800 the wider loading gauge proven to be more efficient.
The main reason Japanese used the U shape track was due to the massive amount of tunnels. The U shaped track allow for a much smaller tunnel diameter cutting down the cost of the project quite a lot.
Japan has been referred to as the “future’s future”. Looking at America, they are living in the ancient past, relicts of an outmoded and antiquated time in history.
I'd love to see a dedicated video on the Transrapid, the system used in Shanghai and developed in Germany, that ended Maglev development in Germany (and Europe) due to an accident on the test track.
" that ended Maglev development in Germany (and Europe) due to an accident on the test track."
That is not accurate. The reason why it ended was that Siemens and DB pulled out really for political reasons.
The accident happen in 2006, in 2009 there was a new train developed, superior to the last one, it run test until 2011 when it was closed down.
Testing didn´t stop in 2006, just the license to carry passengers.
@matsv201 while the accident is not directly responsible, it did sway public opinion on the project and will have had an effect on DB's and Siemens' decision to discontinue the project.
@@minecrafter0505 No that is totally wrong.
DB already pulled out of the project 6 month earlier, and Siemens already wanted to pull out of it a decade earlier. They was just forced to stay in due to a contract when they got the subsidies.
Also, Krupp didn´t want to pull out, so there was also a breach of contract between Siemens and Krupp.
The claim that the public turned against it i would say also lacking evidence. It was rather the media that turned against them, and it already did so back in the Hamburg project that was totally astroturfed.
The fact is that after the 2006 crash Transrapid developed a whole new train with totally new lift magnets. A brand new track segment, a totally new inverter (transistor based, the old one was thyristor and the same that was around since 1984). A new driver-less C&C system. And a totally new induction energy pickup system.
Pretty much everything was new for the TR09 model, that was fully developed after the 2006 crash.
While DB lossed intrest there was at this time (2006-2011) plenty of interest of in other nation, and it was really only at this point that they focus of selling the system abroad.
It was during this time most of the maglev system around the world was consived. Like the 2008 Melbourne one, The 2007 Hangzhou one, The 2007 Munich airport one, the 2012 Indian network one, the 2009 Tehran to Masshad one, the 2008-2011 Pisa to Florence one, the 2010 Singapore one, the 2011 Swissrapide one, the 2007 UK ultraspeed (HS2 replacement), the 2008 Nevada one, as well as the 2007 Pennsylvania one and the 2011 Teneriffe one.
That was quite a few more than the 2 suggested in Germany.
I would rather say the totally opposite is true.This was the time that intrest around maglev peaked.
This was also the time that Chuo Shinkansen was decided (2009) and the 2012 Orlando maglev project started and that was also the time Linimo was bought by China to build Changcha airport shuttle as well as the time Incheon maglev system project was started.
We know why some of those system failed. Orlando system there, station rights was pulled, so they could no longer built it.
The Hangzhou line was blocked by the minister of railway that later was proven to take bribes to stop the project (he is currently in jail).
The Las Vegas project got there State funding pulled for unknown reasons.
The Spanish project didn´t get EU subsidies (unlike the HS-rail that did) and the project was about to launch right in the finance crash in Spain.
Some projects are still active like swissrapide and some of the Indian once
The fact that US rail is required to adhere to domestic spending on locomotives and infrastructure development criples the potential for innovation of high speed rail in the United States. It is impossible for American companies to retool/develop systems that are already established in Asia and Europe. Compaines in other countries have spend decades creating affordable high speed rail options, but the USA is blocked from investing or buying their technologies because the US rail industry has lobbied (successfully) for America to only spend money on technology that is stuck in the 1950's
49 U.S.C. § 24305, 49 U.S.C. § 22905, 49 U.S.C. § 22905(a) 49 U.S.C. § 24305(f)
Wow the visuals are getting better and better
Ever thought about doing a video on Jean Bertins Aerotrain?
He was actually very critical of the Maglev systems (due to cost and potential safety issues), and made sure that his system (tried out by Rohr in the US at the time) had infrastructure that was as cheap as possible - basically just prefab concrete.
I still have Bertins book somewhere. And both test tracks still exist, as well as a couple prototypes.
Its to bad that he was totally wrong about the cost issue, but people just parroting the statement that maglev is expensive with out correct references.
That was some of the most excellent and informative content I've ever seen. Most importantly, it couldn't have landed at a better time. So grateful. I love your channel. Thank you❤ the future is ⚡💡
Japanese will find a new solution for these challenges they won't give up easily 🔥🔥🔥
GO JAPAN! Show the world again what the future of high speed will look like! CRUSH THE PLANES!
And make some kids!
That blood spatter on the front of the Chinese train at 9:29 was brutal!
I dont wanna be that guy but I just have to:
Thats a German train
@@Guy-Zero all good! :-)
I can’t believe you had the perfect opportunity to use “decimeter”, and just passed it up.
Ive always wondered what maglev trains do during a power outage.
Because the dynamic breaking converts motion into electrical energy, the train can power it's self and maintain levitation as it gradually comes to a stop without any external power.
I love the sound of these trains. They genuinely sound like the future.
This train's speed record is actually 603 km/h.
Clear manual. Thnx for the upload load. We are looking forward to it.
People, we should be thankful to British engineer Eric Laithwaite for his invention of the Maglev train.
ですね
I remember Jacque Fresco talking about these in the 70s. He thought the future was going to be utopia and no one would ever need to work. He passed away a few years ago.
Im so grateful that i found this channel , it helps me alot in visualising and understanding for free .THANK YOU SO MUCH Real Engineering
@Noah-jq1ff I don't bro, I need cash
Japan is expected to have the first Maglev running by 2027. Meanwhile, the US is hoping to have its first true high speed rail in 2028. WTF.😱
Something I typed before I finished so this might had been mentioned already or not
Anyway, I think one of the reasons why MagLev isn’t that used widespread cause of these reason
- Expensive Capital to built new lines / replacing long lines
- No point building MagLevs for short distance like the one in China. I mean you couldn’t use it to it’s full potential since you’ll have to slow down sooner
- Safety since Maglevs are new and run very fast
9:28 That poor bird or squirrel or whatever it was the train hit. That is blood, right? Just under the SMT logo..?
Great video, very well explained. Thanks for sharing!
It's nice you mentioned NYC - LA, I think overnight High Speed Rail could make a lot of sense between those two cities.
Too far
And don't forget the speed record for the TGV of 575 km/h
compared to 603 km/h for the maglev.
But tgv at that speed wasn't safe as maglev
@@GOOD_FARMERthe tgv also doesnt require as of yet undiscovered materials to be a viable way of transport though 😶
Top speed means nothing - since you can't operate the service at the speed, all the time every time, and do it without accidents, and without costing too much to maintain it.
The difference being that a TGV with a service speed like that will incur increasing maintenance costs. They normally don't exceed 320 km/h and usually average around 280 km/h. So MagLev does have an innate advantage there because technically, they can use any high speed.
@@rfldss89 ...but the maglev shinkansen is already being built right now using materials we already have and have used for quite a while. The R&D costs have been enormous to put it lightly, but the incremental capital costs are comparable to regular Shinkansen and TGV, and it's going to absolutely become the mode of choice for the route it's on.
Thank you for this explanation, it really puts the magical engineering solutions into perspective
Legit such an incredibly interesting video, thank you. Also that ad read transition was flawless 😂