In November 1962 The Engineer reported on Dr Eric Laithwaite’s pioneering development of Maglev transportation technology.
Despite decades of development and a growing worldwide interest in high speed rail, Maglev – a futuristic transportation concept that uses magnets to propel wheel-less trains along track at super high speeds – has had surprisingly little impact on the transportation mainstream.
And with most of the current development in this intriguing field taking place in Japan, Korea and China (home to the 270mph Shanghai Transrapid system) it’s often forgotten that the technology was originally developed by British electrical engineer Dr Eric Laithwaite, inventor of the linear induction motor and the so-called “father of Maglev”.
In November 1962 The Engineer reported on one of Laithwaite’s early efforts to demonstrate the technology, aboard an experimental rail trolley, at British Railway’s Gorton Locomotive works.
READ THE ENGINEER’S ORIGINAL ARTICLE HERE
The article explained that the motor consisted of a flat three-phase winding attached to the trolley (which is the equivalent to the stator of an ordinary induction motor) and a continuous metal plate fixed vertically between the rails along the length of the track (which is equivalent to the rotor). When the winding is energised, the reaction between the currents in the winding and the metal plate results in a force which propels the trolley along the track.
Commenting on the potential of the technology The Engineer wrote: “The outstanding advantages are that the tractive effort and conversely the dynamic braking that can be obtained from this system are absolutely independent of adhesion.”
The article added that the technology had particular potential for high-speed propulsion. “Centrifugal force, which can limit the peripheral speed of a rotor, does not apply to the linear motor,” it wrote. “Indeed, the higher the speed the more attractive the linear motor as propulsive unit: at about 120mph the advantage becomes paramount”
The article explained that the trolley used in the experiment weighed 1140lb (571kg) and the linear motor produced a thrust of 1000lb (4448N) with an average consumption of 60kw. During the trials the trolley was accelerated to 34mph in 2.8 seconds. The system was controlled by varying the power supply voltage and reversing one phase for braking
The aim of the experiment was to demonstrate the technology ahead of a an economic appraisal of the systems for high speed passenger traffic, wrote The Engineer. It added that the system’s developers also envisaged more immediate applications for the technology as a booster accelerator for moving heavy trains from rest or up starting inclines.
Laithwaite continued to work on the technology over the following years, and in the early 1970s discovered a new arrangement of magnets that allowed a single linear motor to produce lift and forward thrust, allowing a Maglev system to be built with a single set of magnets.
This “transverse-flux” system was eventually developed into the first commercial Maglev in the world, which ran on an elevated track between Birmingham Airport and Birmingham International railway station. The system, which began operating in 1984, was closed in 1995 due to reliability problems.
As I have noted before, the UK had a clean sheet of paper to design HS2, It didn’t need to integrate physically with any existing infrastructure, It covers a very long distance, it had/has an effectively blank cheque. None of the control or operation systems needed or needs to align with existing Infrastructure. Japanese and Chinese systems mag lev systems were already up and running by the time it was being planned. But so wedded are we in the UK to Standard Gauge that it was not selected for the job. Nuts.
With all respect for the “father of Maglev” dr. Eric Laithwaite, it is good to know there is another “father of Maglev”: Hermann Kemper (1892-1977), who published already in 1936 an article about electromagnetic levitation. Later he received 4 patents for his inventions on this field. And even Kemper was not the first one: for instance Emile Bachelet has build in 1914 a kind of Maglev for an exhibition in London.
The result of us not having any engineering expertise in the Houses of Parliament and to many Engineering Institutions doing nothing.
I wonder how many of Dr Laithwaite’s students from Manchester (Owen’s) are still around? Late 1950’s. When the Electrical Engineering Dept. was across/East of/ the Oxford Road from the older MechE (Whitworth) and Civils Dept’s. And, it’s great they keep his & many other historic TV Christmas Lectures available through the Royal Institution.
HS2 work should have started from its northern end, Edinburgh or Glasgow. It should also have eventually linked directly with HS1, (which seemed to be forgotten when re-directing HS1 into St Pancras from Waterloo, at great cost, and inconvenience to some.). If it ever gets finished as now planned, it will start as yet another Commuter route – with the longest distance (‘Brum-Euston).
Do the Japanese and Chinese MAGLEV routes operate at a profit? Anon
Re Engineers in Parliament. A balance has to be struck between providing an indulgence for self declared clever engineers and value for money. Please try to remain in touch with overall reality and avoid delusion at all costs.
Now point me to the place where the energy to overcome gravity comes from.
The issue about not having sufficient engineers in Parliament is that when considering cost fr a new project – it requires forward thinking – as at this stage the product needs research and thus cost with the danger of no return. Thus the preference is always going to be small mods to a known design as it has less chance of failure. However forward thinking is what propelled English Engineering forward all this eons ago. No risk no gain. With more understanding via advisor Engineers maybe politicians may yet see the possible benefits and take a chance.