The maglev train line currently being built by Central Japan Railway will be remotely controlled and will not have any onboard drivers. But for safety reasons, crew members will be deployed on the high-speed train.
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GoA4 – AmericasFirst completely driverless metro line in Latin America. The longest driverless network in the Americas, at 79.6 km.
Maintaining correct distance between train and guideway is not a concern (Lee, 2006). The drawbacks are that sufficient speed needs to be built up in order for the train to levitate at all. Additionally, this system is much more complex and costly to implement.
Cost: Maglev train technology is significantly more expensive than conventional high-speed rail. HS2 is already a highly expensive project, and adopting Maglev technology would further increase the cost.
Cost concerns over innovative railThe primary challenge facing maglev trains has always been cost. While all large-scale transportation systems are expensive, maglev requires a dedicated infrastructure including substations and power supplies and cannot be integrated directly into an existing transportation system.
The design of the guideway -- whether the German “T” shape for the wrap-around vehicle or the Japanese “U” shape with the vehicle enclosed -- ensures that the trains are safe from derailment. Today, maglev trains are generally considered to be among the most safe and comfortable rapid transit systems in the world.
Maglevs eliminate a key source of friction—that of train wheels on the rails—although they must still overcome air resistance. This lack of friction means that they can reach higher speeds than conventional trains.
Driverless trains have been in operation on the Docklands Light Railway since it opened in 1987, though a train attendant is present to operate the doors and drive the train if needed.
Maglev trains work on the principle of magnetic repulsion between the cars and the track. The word maglev is actually a combination of the words “magnetic” and “levitation.” The magnetic levitation, or floating of the train, is achieved through the use of an electrodynamic suspension system, or EDS.
Maglev trains are “driven” by the powered guideway. Any two trains traveling the same route cannot catch up and crash into one another because they're all being powered to move at the same speed. Similarly, traditional train derailments that occur because of cornering too quickly can't happen with Maglev.
Compared to highspeed passenger rail, maglev passenger rail consumes roughly twice the power per passenger kilometer. For commercial freight I found an efficiency figure of 520 ton-miles per gallon (660 kg-km/MJ). Assuming 70kg for the average commuter passenger this gives us an efficiency of (116 kg-km/MJ) for maglev.
Even if the power goes out, levitation forces keeps the train in the air while it is traveling at high speed. The vehicle comes safely to a stop rather than suddenly falling onto the track.
Present Maglev systems cost 30 million dollars or more per mile. Described is an advanced third generation Maglev system with technology improvements that will result in a cost of 10 million dollars per mile. Plotkin, D.; Kim, S. Lever, J.H.
Cost concerns over innovative railThe primary challenge facing maglev trains has always been cost. While all large-scale transportation systems are expensive, maglev requires a dedicated infrastructure including substations and power supplies and cannot be integrated directly into an existing transportation system.
Maglev trains are hard and expensive to build. They don't have a good safety record. There isn't established infrastructure to maintain the trains, or people who know how.
SNCF, widely regarded as one of the best high-speed rail operators in the world, has had 4 profitable years and 5 loss-generating years since 2012. The Shanghai Metro Maglev has never been profitable. Clearly, there is an issue with passenger transport. No mode of transportation can consistently generate profits.