Along the Australian east coast, Melbourne and Sydney represent two major cities at the
forefront of national socioeconomic development. Attracting both business and tourism,
transportation between the cities is primarily by road and air corresponding to travel distances
of 878 km and 713 km, respectively. While air travel remains the fastest mode of transport,
its efficiency is limited by passenger capacity, costs and environmental concerns. Road traffic
is dominated by private vehicles and containers which experience over 9 hours of travel time
between the cities. Amidst growing populations and economic activity in both cities,
development of a high speed rail (HSR) system to connect these locations has been subject to
increasing demand. This report, prepared for First Pass Approval, characterises the
capabilities and requirements for a proposed HSR system.
After confirming the need for high speed railways capability between Sydney and
Melbourne, it was decided that the best possible high speed train would be a maglev train
systems. The maglev train is different from conventional trains in the sense that there are no
wheels and the train is not touching the tracks. The train is made to levitate, with the help of
electrically induced magnetism within the track. This levitation plays a key role in reducing
friction between the train and the railways, thus improving some crucial aspect such as
greater speed and reduced wear and tear between rails and train, leading to a decrease in
maintenance costs.
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MANU 2127 ASSIGNMENT 1
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New South Wales and Victoria, two major states east of the Australian continent are both
strongly influenced by the economies of their two main capital cities: Sydney and Melbourne,
respectively. Economic transactions between the two cities have been historically to a
significant magnitude, growing even more substantially at the early stages of this century.
This pace in growth has seen an unprecedented rise in transport between both cities. This
includes both passenger transport and goods transfer. In 2014 it was estimated that a massive
22 million tonnes of freight transfer (road wise and railway wise) occurred between these two
state capitals (Department of Transport and Regional Services 2006).
Figure 1 below, from the Department of Infrastructure and Regional Development,
summarises the freight flow of major logistic routes within the continent between 2011 and
2012.
Figure 1 – Major freight flows in Australia (Department of Infrastructure and Regional Development 2014a)
MANU 2127 ASSIGNMENT 1
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As seen from the figure, the following conclusion is made regarding the Sydney-Melbourne
route:
• Road route is the most massively used freight system between Sydney and
Melbourne;
• The most extensive use of road routes as means of freight transfer within Australia
occurs between Sydney and Melbourne;
• Shipping and railways significantly more important than air routes;
• Railways are extensively used for the transfer of coal between mining areas and the
Sydney-Melbourne route.
Meanwhile transport, passenger wise, between both cities has also seen a significant rise;
between 2012-2013 there was a rise of 2.4% in the number of passengers travelling between
both cities as summarized in Table 1 below:
Table 1: Number of passegers travelling betweening Sydney and Melbourne
| 2012 | 2013 | % Increase |
| 8.047 x 103 | 8.244 x 103 | 2.4 % |
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The growth in both passenger and freight numbers between these two cities in regards to air
and maritime routes, as estimated by the Department of Infrastructure and Regional
Development, is summarized in Figure 2 below.
Figure 2- Estimated growth in freight and passenger transfer (air-routes and maritime routes)
In conjunction with the recorded passenger growth, such forecasts reiterate that there is a
growing trend in both passenger travel and freight transit between Sydney and Melbourne.
MANU 2127 ASSIGNMENT 1
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This growing trend indicates the need to improve, upgrade infrastructure and/ or technology
for each of the following transport methods via (i) air, (ii) water, (iii) roads, and (iv) railways,
or to specifically improve infrastructure for one transport mode that holds greatest potential
to provide:
• High speed travel;
• Cost effective operations;
• Reduced risk;
• Potential of increasing substantially freight and passenger transfer capacity;
• Environmentally friendly.
The table below provides the advantages of further developing a transport system able to
cater for the desired operational effects listed above.
Table 2
| Technical Operational Requirement |
Advantages |
| High speed travel | • Reduced travelling time reduces cost for businesses for freight transport • Reduced travelling time increases comfort and convenience for passengers • Faster travelling time increases interest from potential customers • More freight/passenger per unit time is transported, aiding to cope with the demand for increase in freight volume/ passenger number transfer between the two cities. |
| Cost effective | • Reduced operating cost further ensures a greater yield in potential profits • Reduced operating cost ensures reduced cost of service, increasing interest from potential customers |
| Reduced risk | • Ensures less damage to goods in regards to freight transfer • Ensures greater passenger safety in regards to passenger transfer. • Ensures a safety-wise reliable transport system. |
| Environmentally friendly | • Reduces environmental impact ensuring thus a more sustainable system • Attract potential customers with ‘’green marketing’’ • Avoid possible future regulations regarding aiming at regulating environmentally harmful technologies |
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MANU 2127 ASSIGNMENT 1
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The capabilities listed above can be obtained by an array of transport systems. In this section,
the system with the most potential to fulfil most or each of these capabilities will be selected
after an analysis focusing on each transport method’s ability to fulfil the various capability
requirements. Table 3 identifies the various possible transport methods between Sydney and
Melbourne to be analysed.
Table 3: Alternatives for transportation between Sydney and Melbourne
| Transport mode | Vehicle Type |
| Air | • Passenger aircraft (passenger) • Cargo aircraft (freight) |
| Water | • Cruise (passenger) • Cargo ships (freight) |
| Road | • Range of personal vehicles e.g car, van, bus etc. (passenger) • Cargo trucks (freight) |
| Railway | • Train (passenger) • High speed train (e.g Maglev) • Train ( Cargo) |
Table 4 below provides a basic evaluation of the best-suited system (Department of
Infrastructure and Regional Development 2013, 2014b; Tysdal 2010)
Table 4: Comparative effectiveness to meet operational requirements
| Transport Vehicle/Vessel |
Speed (Mach) |
Risk (Fatalities per 100,000) |
Costs per unit ($106) |
Environmental impact |
Capacity (Load)/ ton |
| Passenger aircraft |
0.700 | 0.17 | 450 | Low | 75 |
| Cargo aircraft | 0.700 | 0.17 | 550 | Low | 120 |
| Cruise ship | 0.045 | 0.24 | 120 | Medium | 90 |
| Cargo ship | 0.036 | 0.24 | 115 | Medium | 300 |
| Personal vehicles | 0.089 | 5.70 | 0.04 | High | 0.3 |
| Cargo truck | 0.089 | 5.70 | 0.25 | High | 15 |
| Train (passenger) | 0.074 | 0.15 | ~80 | Medium | 20 |
| Train (cargo) | 0.072 | 0.15 | ~80 | Medium | 90 |
| High speed train (e.g Maglev) |
0.35 | 0.15 | 110 | Medium | 30 |
Based on the data, it can be concluded that the best option for high speed transfer between the
two cities will be a high speed train. In this case, the Magnetic Levitation (Maglev) train
appears to be the best possible option due to its medium environmental impact at low cost
MANU 2127 ASSIGNMENT 1
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and lowest risk factor at a conveniently high speed. Key advantages associated with HSR
systems include that of its high capacity and relatively flexible scheduling, which can better
distribute inner-city patronage demand and alleviate existing roadway or railway congestion
A passenger servicing HSR is also advantageous for freight operations, by creating capacity
on existing road networks.
| Selected mode of transport | Maglev high speed train |
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It is proposed that a complete HSR system-of-systems based on Maglev technology may best
deliver capabilities to address needs established in Section 1. Here, a review of technological
inputs and performance specifications is articulated against the key stages of a typical
systems lifecycle.
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One of the main aspects allowing a high speed train to reach such speed is the levitations
system. This system minimises the friction wheels have against the railway incrementing the
speed up to possibly 500 km/h like the one built in Shangai and a regular service speed of 430
km/h (BBC 2015)
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There are 3 main variations of the magnetic levitation system, the electromagnetic, the
electrodynamic and the inductrack.
• Electromagnetic: This system consists in a railway in T-shape with an alternating
current through the conductors underneath the guideway attracting the train above.
This system creates a space of 10mm enough to reduce friction. One possible
drawbacks of this system is when the train reaches higher speeds, since the gap
created is just of 10mm it is necessary to keep a great control of this gap in superior
speeds. As a safety mechanism, the train is equipped with a battery as backup in case
there is a disruption with the power source keeping it safe from crushing onto the
railway. This system maintains the magnetic field inside the carriage as strong as the
one produced in a hair dryer keeping safe the passengers inside the train.
• Electrodynamics: This system allocates the train in a U-shape guideway with several
magnets repelling the train above it; these magnets can be permanent magnets,
electromagnets and superconducting magnets. The space created between the train
and the guideway is of 100mm and does not require extra controlling mechanisms
due to the system stability. The drawback of this system is the fact that the train
cannot levitate when the train is not moving, for this reason, the trains are equipped
with extra wheels for low speed. One main difference between this system with the
Electromanetic system is that this system requires a cooling system to maintain the
superconducting electromagnets, this cooling system allows the magnetic field to be
present even after the power supply has been suspended. This systems requires lesser
MANU 2127 ASSIGNMENT 1
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energy to create the levitation but more investment in the cryogenic system (Venus
Project Foundation 2015).
• Inductrack: This system is an evolution of the Electrodynamic system, the main
change is that the magnets do not require a cooling system; it can operate at a roomtemperature due to the usage of magnets to produce the magnetic field. This system
has been recently implemented with a new configuration of magnet placing called
Halbach; this array increases the magnetic field on one side and keeping the other
side with a magnetic field of near zero. This magnets are also made of a newer
material integrating neodymium, iron and boron increasing the magnetic field. The
tracks induce the magnetic field from a current going through circuits with insulated
wire; the circuits are placed in a row repelling the magnets and creating the levitation.
There are two types of Indutracks, one for low speed and one for high speed; the
sections that required a stronger magnetic field are the sections of low speed making
necessary to implement double Halbach sets in order to generate a stronger magnetic
field. The gap creating in this system is of 2.54 cm (1 inch). The biggest the gap the
greater the stability would be (Venus Project Foundation 2015).
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Through the process of enhancing the levitation train it has been developed 2 generations, the
first one, such as the used in Japan and Germany, required and investment up to $60 M per
mile while the second generation required an investment of $20 M per mile using low cost
Aluminum, superconducting magnets and prefabricated guideways, beams and piers between
others improvements, (Powell and Danby 2008).
The energy needed to maintain the train levitating is directly proportional to the amount of
passengers on the train, it has been calculated that the energy per passenger would be of
0.149 kWh at a speed of 300 mph, when de speed decreases the energy needed also does; at a
speed of 150 mph, the energy needed per passenger is of 0.057 kWh. The overall cost of the
energy used per passenger was estimated to be $0.015 at a speed of 300 mph and $0.006 at a
speed of 150 mph.
In overall, the energy required to lift 1 ton is of 1 to 2 kW. The weight of the Transrapid is of
50 tons and it can lift additional 20 tons, to do so, the system requires 70 to 140 kW. The
energy it is not just used to lift the train and passenger it is also to propels and overcome the
air resistance.
In the case of the Shanghai Maglev train, the construction started on the first of March 2001
and it was open to the public in April 2004.
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Records have been found of previous tests developed in Japan and Germany. The German
Maglev project started in 1980 with a section of 31.5 km length; it took 4 years to finish the
construction. In 2006, the Maglev train had an accident killing 23 people causing the closure
of the train from public and by 2012 a permit was granted to demolish all the facilities
MANU 2127 ASSIGNMENT 1
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including the tracks and the factory. The reason of the accident was found to be human error
when it was not implemented safety checks.
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It has been demonstrated that the maintenance of the Maglev trains is considerably low in
comparison with the traditional trains, it is so due to the elimination of the friction; traditional
trains suffer mechanical wear and tear and it increments exponentially as the speed increases.
Maglev trains are lesser affected but since it is a new system it requires a constant control.
The weather is not an issue for Maglev trains since these are not in contact with the railway;
it can accelerate and stop faster than the traditional trains. Although, the Maglev train has not
been used as widely as the traditional trains, more tests are to be undertaken.
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This section will derive the various operational effect requirements that an organisation
focusing in the use of maglev rain technologies is required to achieve. These operational
effects are the main objectives the organization’s system is designed to achieve. The design
of the organization’s system is solely dependent upon these operational effect requirements.
The operational effects to be achieved can be achieved under the synergies of three capability
systems:
Table 5 HSR capability systems to achieve desired operation effect
| Capability System Requirements |
Operational Effect |
| Technical | • Speed enhancing technology • Energy efficient technology • Safe technology • Cost efficient technology • System maintenance |
| Human Resources | • Maintain Leadership personnel • Maintain Administrative staff • Maintain Technical staff • Maintain Research team • Maintain Marketing team |
| Support | • Acquisition & storage of appropriate supplies • Construction of necessary supporting infrastructure • Creation of training academy • Acquisition of major systems • Map, planning |
Thus the system required by the organisation operating the selected rapid transport mode
between Sydney and Melbourne, will be designed to address the needs to achieve the
operational effect listed in the table above. This is achieved by creating subsystems within the
MANU 2127 ASSIGNMENT 1
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system delivering capabilities to fulfil these requirements. The next section will elaborate on
the design of the system.
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This overall HSR system has for aim the following:
• Ensuring the usage of a rapid railway system.
• Ensuring adequate support, in terms of infrastructure, training, testing, evaluation,
logistic supply, is provided to maintain the rapid railway system.
• Ensuring a well-planned strategy, of operating the maglev train in terms of scheduling
and routes.
In order to achieve these, the requirements listed in the previous section must be achieved.
The figure below gives a description of the systems and its subsystems proposed.
Figure 3: Proposed systems architecture for Maglev HSR system
MANU 2127 ASSIGNMENT 1
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The technical system are required to address some of the key technical operational effect
mentioned earlier and which encompasses some desired operational effect such as: speed,
low cost, environmental friendliness, reduced risk. The table below lists how the capabilities
mentioned in the figure above, achieves these operational effects with the interaction of
fundamental inputs:
Table 6 – Maglev technical system
| Subsystem Capabilities |
Addressed Operational Effect |
Details / Fundamental Inputs |
| Levitation mechanism |
• High speed of Mach 0.35 • Reduced operational coast |
• No friction between train and tracks reduces significantly resistant frictional forces, ensuring greater speed of maglev along tracks. • No friction between tracks and maglev train reduces fatigue induced damage upon tracks, hence reducing consequently maintenance costs. |
| Propulsion systems |
• High speed | • Including an additional propulsion system to the maglev further increases average speed of the maglev. |
| Specialized railway lines |
• Safe technology | • Maglev is designed to not derail. The contact between the train and the railway lines are designed is ensure trains remain balanced over the tracks and is unable to shift off it. • Guide ways are made to be kept secure to prevent other vehicles to cross, preventing collision between other vehicles and maglev train. • Maglev trains travelling in opposite directions are always placed on different guide ways to ensure no possibility of a collision. |
| Energy supply | • Safe technology • Environmental impact • Reduced cost |
• Supply of electricity only to areas of the track where train is located at specific point in time, ensures no collision between trains travelling in the same line. • Supply of electricity only to areas of track where train is located at specific point in time ensures a massive reduction in electrical energy consumption, ensuring less maintenance costs. • Use of electrical energy reduces carbon emission released from conventional fuel source. |
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MANU 2127 ASSIGNMENT 1
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| Subsystem Capabilities |
Addressed Operational Effect |
Details / Fundamental Inputs |
| Recruitment panel | • Acquire or produce a range of talents fitting into various HR needs. |
• Technical staff • Research teams • Leadership team • Administrative staff • Marketing staff • Miscellaneous staff • Health staff • HR staff |
| Training academy |
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Regional circumstances and conditions have significant impact on the profitability and userperceived effectiveness of a Maglev system; the key contingency relevant to this HSR
initiative includes balancing end-to-end journey time with the number of station stops
provided between Sydney and Melbourne. Intermediate stations may bring increased sources
of revenue and service flexibility, however they require greater infrastructure investment and
will ultimately extend the HSR’s end-to-end journey time. The HSR’s exact route and
scheduling must thereby be validated in the systems design, informed by passenger routechoice behaviour and a competitive service strategy against domestic flight services.
Typical infrastructure components for a HSR system include its railway tracks, bridges and
grade separations, and tunnels. More broadly in operation, the system must have the input of
energy infrastructure (i.e. power supply), stations and maintenance facilities, and be
integrated with complex (often software-intensive) communications and controls
infrastructure (AECOM 2011).
In general, a high speed train may operate on the basis of (i) the improvement of existing
conventional rail; or (ii) the construction of exclusive HSR networks (Rodrigue 2013). While
train speeds of around 200 km/h have been realised for conventional rail systems across
Europe and the USA, key limitations persist in scheduling operation of the HSR while
sharing lines with regular transport services. Introducing dedicated HSR tracks greatly
enhances the competitiveness of rail transport against that of air. For a HSR system based on
Maglev technology, exclusive railways must be developed for magnetic levitation and
propulsion. Due to their inability to use conventional rail tracks, the HSR’s Maglev railway
(or guideway) network will exist as a major system that interfaces with all Maglev vehicle
and communications technology systems.
In addition to the significant construction effort required, operations and support personnel
will be imperative during the In-Service phase to maintain safety and reliability of the
transport infrastructure. Interfacing with existing Australian rail infrastructure will be
designed for stations, allowing passenger transfer and access to local rail and road services.
MANU 2127 ASSIGNMENT 1
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| Subsystem Capabilities |
Addressed Operational Effect |
Details / Fundamental Inputs |
| Major systems acquisition team |
• Acquire major systems for the technology |
• Includes systems above $1M maglev train • Railway tracks • Major technical component supplies • Control room equipment • Tracks maintenance and repair vehicles and equipment |
| Operational strategy mechanism |
• Creation of a well planned system with respect to routes, schedules and normalization of policies. |
• Timetables and routes determined • Fastest route strategies |
| Testing and evaluation |
• Achieve testing and evaluation standards through the use of technology and evaluation techniques |
• Includes an array of equipment ranging from simulation |
| Maintenance services |
• Ensure system is maintained at regular time. |
• Ensuring reliability and long system lifetime through proper maintenance of system including: Maglev train, train tracks and control systems. |
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MANU 2127 ASSIGNMENT 1
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This report now aims to address the acquisition of the HSR
system-of-systems, with respect to its proposed capabilities. As
acquisition spans the entire lifecycle of the HSR, here we
address an overview of acquisition activities to inform a
refined, future acquisition strategy for Second Pass submission.
The requirements analysis allows a broad and preliminary
acquisition strategy applicable to each capability system.
Figure 4: System life cycle processes prescribed by IEEE 1220
Table 7: Key acquisition activities
| Unit/Subsystem | Key Components | Acquisition Activities/Plan |
| Land | • In alignment/proximity to coverage of existing NSW and VIC rail network |
To apply for land access & development permission upon approval of detailed design. |
| Transport Infrastructure |
• Civil and rail infrastructure • Power infrastructure • Stations • Maintenance and stabling facilities |
• Major development for exclusive Maglev guideways, control centres and technical support facilities commencing in Production phase • Existing NSW and VIC railway station facilities to be shared. |
| Information Systems |
• Communications • Control • Ticketing |
• Major new development • Single-step acquisition approach |
| Rolling stock | • Carriages • Motors • Levitation/propulsion system |
• Major development and procurement |
| Training academy |
• | • |
MANU 2127 ASSIGNMENT 1
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It is concluded that the proposed HSR system will use Maglev trains for mass transit between
Sydney to Melbourne and vice versa. Maglev will consist of an initial costly investment but
with the advantage of offering much cheaper maintenance over the life cycle of the system, as
mentioned in the section above. The train has the capacity of relatively significant mass
transit between both cities, at very high speed averaging Mach 0.35 or 432 km/hr .
This implies the following conclusion:
| Distance (Sydney to Melbourne) (km) |
Average speed (maglev) (km/hr) |
Estimated max time of travel (hours) |
NO of possible trains per day between both cities |
| • 880 | • 432 | • 3:15 | • 6 |
Based on the table above, it is estimated that an average of 6 trains can travel between both
cities. As per the transport trade off section, this will amount to an astounding maximum of at
least 180 tons ( 6 x 30) transfer of both passenger and (or) freight weight, per day or at least
65,520 ton transfer in a year.
The possible route take along the way is highlighted in the section below:
Figure – Route plan between Melbourne and Sydney
From the map it is seen that only 2 stops will happen between Melbourne and Sydney. This is
in order to minimize delays due to stops along the way. Stop 1 and Stop 2 are the same train
stops used for conventional train lines, implying that the Maglev train line will be made to
pass near those two points in order to reduce construction costs of new train stops
MANU 2127 ASSIGNMENT 1
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Thus a basic system to transport goods and passenger between Sydney and Melbourne, via a
rapid train service, the maglev, is proposed. The system is able to cater for the need for great
speed and reduction in time delay, while careering equally for the need to carry greater loads
between the two cities and assisting with the rise in transfer of goods and passengers between
both.
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AECOM 2011, ‘High Speed Rail Study: Phase 1’, viewed 28 Mar 2015,
Department of Infrastructure and Regional Development 2013, ‘Aviation: Domestic aviation
activity, Annual 2013′, viewed 30 Mar 2015,
—- 2014a, ‘Freightline 1 – Australian freight transport overview’, viewed 30 Mar 2015,
Department of Transport and Regional Services 2006, ‘Background Briefing – 10 Key Points
About the North-South Rail Corridor’, viewed 30 Mar 2015,
Rodrigue, J-P 2013, The Geography of Transport Systems, Third edn, Routledge, New
York,NY.
Tysdal, D 2010, How fast does a cruise ship travel?, Travel Insurance Review, viewed 1 Apr
2015
maglev train reaches 500km/h (311mph) – BBC News. [ONLINE] Available
at: http://www.bbc.com/news/world-asia-30067889. [Accessed 04 April 2015].
Powell and Danby, J. And G., 2008, Energy Efficiency and Economics of Maglev
Transport. In 2008 Advanced Energy Conference. Stony Brook University, Long Island, NY,
19/11/2008. NY: Maglev2000. 18.
The Venus Project Foundation – * Magnetic Levitation or Maglev Propulsion. 2015. The
Venus Project Foundation – * Magnetic Levitation or Maglev Propulsion. [ONLINE]
Available at: http://venusproject.org/new-energy/magnetic-levitation-or-maglevpropulsion.html. [Accessed 04 April 2015].
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