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!!

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.

Doesn't you knowing how they work, mean they're not magic?

@@colonelarmfeldt8572Electrical engineers are actually wizards working with magic

He’s only an electrical engineer, not an electromagnetic engineer.

​@@colonelarmfeldt8572No silly, it obviously means he's a wizard.

​@@colonelarmfeldt8572no

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...

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

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

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] 💖

@@Noah-jq1ff bot

This is the shockingly life changing story of your enslavement 👉 The Connections (2021) [short documentary] 💖

​@@VeganSemihCyprus33 bot

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.

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.

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.

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 trip from Tokyo to mt. fuji was mostly bus because we couldn't find a train that would take us there😢

The fastest train fool

What is a train fool? @@nishant54

Mount Fiji 🇫🇯 lol

@@nehcooahnait7827 You sure it was the Maglev? The train or bus to Mt. Fuji usually doesn't go near the Maglev track. It was probably the regular Shinkansen line, no?

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?

​@@lisacarter3436You're right, it's obvious a lot of people remain poor due to ignorance

Last year I was working full time budgeting groceries, unable to afford date nights, and missing time with my kids. Now I learn how to make money online. Now I'm a SAHM, homeschooling and making profits every week.

All thanks to my account manager Mrs Catherine

Having a job doesn't mean security rather having different investments is the real deal

I advice everyone to start investing and never rely on just salary. No billionaire made it through salary

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!

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.

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.

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

@@prathyushareddy9404 what is that?

😮😮😮😮

the last is contingent on the Japanese population not cratering in the coming decades which is looking increasingly likely

Yeah plenty of people in Japan already have long commutes. When I studied there, a friend of mine would commute 2.5 hrs to campus and back every day. By comparison, once this track is completed, a student could realistically commute from Osaka to a school in Tokyo in the same amount of time

​@@orinblank2056wtf, 2.5 hour?😮 1 hour= osaka AND Tokyo super city

How expensive will tickets be? It seems like they would be expensive, which would basically prevent it from being useful as a daily commute. Of course, maybe there are some people wealthy enough to ride it daily at any cost? Or the government is willing to subsidize it heavily.

This is good news for couples who live in separate cities, one in Tokyo and the other in Osaka. On the other hand, it's terrible for business people who have to make day trips.😅

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👍

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.

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.

(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.

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)

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.

Kawasaki not Nagasaki

@@ramairturbine4326 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

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

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 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.

@@Noah-jq1ff I don't bro, I need cash

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

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.

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.

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.

Yeah that superconductor at room temperature was also fake

I think Brightline West will be the first system in the USA with 186+ MPH trains in operation.

" 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

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 think Japan's implementation will nail them out to a more comfortable extent. Trains are THE main form of transport in Japan for public so they are most likely to make sure its something the public will want to use.

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.