7/4/2012 Parallel Deployment of Superconducting Maglev on the Chuo Shinkansen and the Northeast Corridor Managing Partner, Paladin Consulting Group, USA 12 July 2012 Session: System Optimization Superconducting Maglev (SCMAGLEV) Use of powerful superconducting magnets is the key enabling technology that allows levitated travel at very high speeds (500km/h). On-board superconducting magnets and ground coils attached to the walls of a U-shaped guideway provide levitation, propulsion, and guidance. A proven technology research began in 1962 with years of continuous research and development in Miyazaki and Yamanashi, Japan. Image 2011 JR Central In May 2011, MLIT instructed Central Japan Railway Company (JRC) to construct the Chuo Shinkansen line between Tokyo and Osaka using SCMAGLEV technology. 2 1
Central Japan Railway Company JRC commenced operations in 1987 upon the privatization and breakup of the Japanese National Railways. The core of JR Central s operations is the high-speed Tokaido Shinkansen, the main transportation artery linking Tokyo and Osaka. JR Central operates 323 daily trains, 13 Shinkansen trains per hour, moving 141 million passengers annually. JR Central has operating revenues in excess of $14 billion, with > 85 % of revenues being generated by the Tokaido Shinkansens. Publicly traded, profitable company, operates without any government subsidy. 3 JRC s Decision to Deploy SCMAGLEV The Tokaido Shinkansen has reached optimized system performance for steel wheel technology. For the Chuo Shinkansen, SCMAGLEV's speed, acceleration, deceleration, and grade climbing is superior to steel wheel technology, enabling a much faster travel time on the shortest route. A shorter route reduces construction and operating costs. The faster SCMAGLEV system creates shorter travel times, resulting in increased ridership. Enables future business results similar to the Tokaido Shinkansen, where total investment costs were recovered in just 10 years from only passenger revenue. Mitsubishi UFJ estimates an economic impact of 10.7 trillion over 50 years after opening Nagoya service (2027), and 16.7 trillion after Tokyo-Osaka opening. 4 2
SCMAGLEV Chuo Shinkansen 16-car consist, around 1000 seats; 500 km/h; 10 trains per hour; 10,000 passengers per hour. Construction: 5.1 trillion ($64 Billion) for Tokyo-Nagoya. 100% privately funded by JR Central. Provides service to up to nine proposed stations between Tokyo and Osaka along more direct bypass route through the Japanese Alps. Existing Yamanashi Maglev Test Line currently undergoing expansion, will become 1/7 th the length of the line from Tokyo to Nagoya. 5 Chuo Shinkansen Deployment Test Line Expansion: 2013 Nagoya: 2027 Osaka: 2045 6 3
Market Demand in Japan & USA The Tokaido Shinkansen is the busiest high-speed rail line in the world Tokyo to Osaka is Japan s primary urban and commercial mega-region. Metropolitan population of these areas exceeds 64 million. The Chuo Shinkansen will add capacity and stimulate economic growth. The Northeast Corridor mega-region is the most densely populated area in the United States The NEC mega-region is a high-value transportation asset in the USA. NEC is the focus of promoting high-speed ground transport in the USA. Dramatic increase in the capacity of the NEC is key to economic growth. 7 Comparing Mega-Region Corridors Chuo Shinkansen (approx. route - blue) Distance: 272 miles Travel Time: 1 hour 7 minutes Existing Corridor (red) Tokaido Shinkansen Distance: 320 miles Travel Time: 2 hr 25 min Northeast Corridor (approx. route - blue) Distance: approx. 220 miles Travel Time: about 1 hour Existing Corridor (red) Amtrak NEC Distance: 226 miles Travel Time: 2 hr 45 min (Nozomi service) 8 (Acela Express) 4
SCMAGLEV Can Optimize NEC Ground Transportation & Transform the Region NEC economic activity, population density, and dramatic growth validates the NEC s emergence as the leading mega-region in the USA. Current NEC alignment is a valuable asset that can be improved for all users. NEC will reach capacity quickly even with those improvements a new alignment is needed under any scenario. SCMAGLEV cost to build is forecasted only nominally higher then 220 steelwheel, comparable in costs to operate and maintain, but far superior in trip time, and in dramatic ridership and revenue generation. NEC needs a market-driven approach, with connectivity and direct airport service. Major investments in a new alignment for the NEC will require public funding AND non-public/private financing. Transit Oriented Development (TOD) and a meaningful Return on Investment (ROI) will be a key part of success. An SCMAGLEV project initiated in the USA can be successful where there are opportunities for transformational outcomes. 9 Potential Parallel Deployment Advantages United States Economies of scale drives down overall systems costs and eases the transfer of technology. Capitalizes on learning curve. Standards, methodologies, and best practices are developed throughout the DBOM phases. A timely opportunity for investment which creates jobs, new suppliers, and in the longterm a deserving national asset. Japan Provides first export in the SCMAGLEV market and further validates maturity and possibilities of the technology. Will develop industrial base for SCMAGLEV suppliers. Facilitates and improves Japan s presence in export for all highspeed rail technologies. 10 5
A 21 st Century NEC Like Tokyo-Osaka, the NEC megaregion can support multiple highspeed lines. A new alignment, higher speeds, and a market-driven solution is needed. SCMAGLEV is a technically and economically feasible option for a new Northeast Corridor alignment linking international airports and new downtown stations in the major metropolitan areas of the NEC. Image 2011 JR Central Why not Washington-NYC in about 1 hour? Dream Big, Plan Smart --- SCMAGLEV is a New Opportunity. 11...Thank you for your kind attention 6