Intercity MAGLEV Rail Project
MAGLEV Implementation Framework
The MAGLEV installation principle requires a number of key components:
- A guideway system, typically above or below grade.
- a rail system over which the MAGLEV trainset floats, accelerates, and decelerates
- copper or similar conductive wire to induce a magnetic field, alongside electronic switches and sensors
- a supply of liquid-coolant to induce superconductivity in the flotation magnets
- a reliable source of uninterruptible power
- a wholly owned logistics contract and tracking blockchain
The infrastructure development framework involves three primary modes of transport:
- moderately deep underground tunnels for most urban environments, excavated using Tunnel Boring Machines (TBMs)
- shallow constructed tunnels excavated and placed using pre-fab tunnel segments in a cut-and-cover trough
- overground elevated guideways on which the MAGLEV system is set.
The basic premise is a restructuring of the practical and economic factors that make up the existing logistics network in the United States. What this entails is a nationalization scheme oriented around three primary entities:
- Amtrak
- USPS
- A to-be named independent governmental body, covering long-distance freight shipments
The essential structure involves taking over some primary city-to-city routes by the US government, with the backing of eminent domain. This would require both purchases from existing freight railroad companies, as well as establishing new routes with newly acquired land. Establishing new stations, refurbishing and redeveloping old stations, and constructing the core infrastructure would be covered under a public-private partnership, particularly where the stations are concerned.
By establishing and owning the infrastructure, certain restrictions and regulations can be put in place to ensure smooth operation. This model of nationalization provides for the creation of the underlying infrastructure, which then is used by public and private organizations in the following ways:
- a baseline governmental freight shipment service
- dedicated private intermodal freight/logistics service contracting
- Amtrak passenger service (core route overlap)
- USPS dedicated and attached shipment services (intermodal or station-to-station)
- one-off private boxcar rental shipments
The infrastructure scheme provides for the development of up to four or five major components:
- Traditional Freight Rail and/or expanded body military freight rail lines (with total or partial electric service)
- MAGLEV passenger service and lightweight courier/USPS train routing
- Liquified Hydrogen pipeline, with potential for dedicated UHVDC energy transmission lines, and other pipelines (oil, natural gas, carbon dioxide, water)
- Expanded Highway system with dedicated Freight corridors, accommodating both EVs and AVs so as to segregate passenger traffic from commercial freight services. Toll roads can overlap with these components.
- Dedicated water aqueduct (mostly relevant in the West, and Texas).
While providing essential services, the aim would be for private investment--by way of service contracts and usage fees--to provide a self-sufficient service, covering infrastructure maintenance, upkeep, and upgrades into the future.
Stations can be a public, private, or public-private arrangement, with substantive City, State, and Federal funding, alongside bonds, loans, and novel investment practices.
Funding Examples
"Pigs at the trough"
Between the American Infrastructure Act of 2021 and the proposed American High-Speed Rail Act of 2024, there is a burgeoning modern interest in intercity rail projects with support from Congress.
However, like Congress likes to do, it specifies specific city to city lines they want done first, like a managerial corporatocracy with a fist full of cash would do, and then funnels money to their preferred projects. That is not the place of government, and is probably criminal. A State project is an example for investment--not a target for legislation unless that route serves some critical function. As evidenced by the rhetoric by Amtrak in their position of Houston-Dallas versus the reality on the ground (per NBC-DFW):
“People forget, we’ve got thousands of landowners along the route. This has now been hanging over their head for ten years. Once that line goes on a map, you’re hosed," said Duhon.
"This is very much a project that Amtrak is now leading," said Andy Byford, Amtrak's Vice President of High-Speed Rail Development.
"Ultimately, if we can’t make the case, or we can’t raise the money, or if people really don’t want it, then there are plenty of other viable city pairings,"
This is the essence of the Government-Amtrak expenditure arm, dedicating funding based on political objectives versus practical necessity or real developmental strategy. Houston - Dallas is an important route, and has been appropriately identified as such, but this is the result of this administration's developmental strategy, confined by the 14th Amendment in principle but not practice:
"Texans Against High Speed Rail recently filed a complaint with the Department of Justice, claiming the company was working as a foreign agent. It is unclear what will become of the complaint if Texas Central steps away from the project. Texas Central's board disbanded, and its CEO resigned. NBC 5 requested an interview with the company's leaders but has not yet heard back."
From texasrailadvocates:
"It hasn't helped that misinformation from some federal and state elected officials has created a toxic atmosphere in the media", according to LeCody. "If the Texas Supreme Court rules against Texas Central this will send a chilling message to any private company that wants to build a large infrastructure project in our state. The message is that we don't want your business."
From ENR-Texas (June 2022):
"The head of a company planning to build a high-speed passenger rail line between Dallas and Houston announced his departure from the effort, and the company's board of directors was recently disbanded, but those involved claim the plan is still moving ahead despite this and other setbacks."
Urban and Commuter Maglev
Suspended Maglev for Metro Supplementation
The system is incredibly simple to design and implement. It is effectively a guiderail system suspended from a steel truss, effectuated by a continuous band of neodymum magnets. Electricity powers the tram/vehicle and propels it forward within the truss.
The example in the image is capable of moving at a speed of 80km/h, and newer models are aiming for 120km/h. In an urban environment, this speed is plenty. The model shown also suspends the vehicle a mere 10m (~30ft) above the ground, which is right above where a normal stoplight would be.
As an implementation strategy, ideally the steel support frame would be able to accommodate 2-4 tramways, versus just a single track. In theory, two widebody trams could enable bidirectional transit using 2 tracks on either side, or 4 trams using each separate track of the 4.
The infrastructural requirements would need to be assessed on top of traditional roadways. In addition, there are a variety of other design considerations which are meant to allow for a variety of implementations depending on the local need. Having a fully supported frame (3 post versus 1 post) would provide for the distributed load required to have 4 trams operating simultaneously. This kind of design model could be implemented on top of existing roadways, extending vertically to whatever extent is desired. One such configuration would allow for a vertical expansion of a second roadway for, perhaps, through-traffic, while the tramway would then be suspended above that traffic. Whether that secondary frame would support vehicles or even a light rail system or Metro expansion framework, the infrastructure produced allows for carrying fiberoptics, electrical conduit, or various other utilities.
