User
1
GLB Engineering Consortium
GTQDC / GDC
DMDC Dimla-MonteDeRAMOS
Dev't. Corp.
Phil Magline
The First Philippine Magnetic Levitation High Speed Transport
Project Proposal
Efficient, Quiet & Sustainable Ground Transportation
By: Valentino S. Dimla, Jr.,Design / Engineering Consultant
Gil L. Bosita, CEO GLB Engineering
A Collaborative Proposal for:
Marle Green City Projects, Philippines
M+ 8 Builders & Technologies Group
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INTRODUCTION
As an archipelago where Metro Manila is attracting many people from the
provinces, the Philippines present specific constraints to easy mobility from one
island to another. The quasi-absence of any bridge (or tunnel) between the
islands creates territorial discontinuities, which are overcome by a complex
system of ferries, either for short-distance crossings, or for longer travel between
islands. The implementation of the Strong Republic Nautical Highway appears as a
attempt to better integrate land-based and water-based transportation.
But is it efficient? Ships are slow by nature, even with fast catamaran
technologies. Therefore, plane travel is a major way to circulate within the
country. Does it compete with boat travel? How are ship networks and airline
networks organized? Do they allow for easy travel between all islands? Or do they
aggravate spatial disparities while reinforcing the dominant position of Manila?
Are small islands suffering for excessive isolation, even if they appear
geographically close to the major islands?
As an archipelago of 7,107 islands, of which eleven (Luzon, Mindanao, Palawan
and the eight main islands of the "sea of the Visayas": Mindoro, Panay, Masbate,
Samar, Leyte, Negros, Cebu, Bohol) contain the bulk of the population of
countries, the Philippines is facing a triple challenge of national unity, due to the
multiplicity of local languages, the relative eccentricity of the capital Manila
compared to the national territory, and of course links between the islands.
There are no bridges or tunnels between the islands of the Philippine
archipelago, even when they are close to each other, with the lone exception of
San Juanico bridge, a 2 km bridge between Leyte and Samar erected in 1973.
Travel from one island to another must be done either by plane or by boat, which
induces discontinuities but also the development of a intermodal sea / road
system (in the absence of any rail traffic out of Luzon, where it is already very
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poor). Small islands, underserved, without airport or regular ferry service, can
suffer from enhanced insularity.
The Philippines national planning policy aims to limit the concentration of
activities in Metro Manila to reduce congestion of the road system leading to the
capital region by encouraging maritime transport and rail revival on Luzon island,
and to foster the development of new economic growth centers across the
country. The effectiveness of inter-island transport is a key element of this policy.
This project proposal performed a preliminary investigation of the system
components and generalized costs of the magnetic levitation type of high speed
rail system that is proposed for the Philippine Inter-Island MagLev(High Speed
Rail) from as far as Ilocos Norte to Sorsogon, Bicol Region and eventually
connecting the islands of the Visayas Islands up to Cagayan de Oro City in
Mindanao. This technology overview summarizes the key aspects of these transit
technologies and provides comparative cost information to feed a more
comprehensive feasibility analysis.
Consortium
GLB Engineering Consotium proposes to build the Phil Maglev Ride on the
guideway and other infrastructure at the Marle Green City Projects locations from
Pagudpud, Ilocos Norte to Cagayan de Oro City in Mindanao.
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GLB Engineering Consortium
GLB engineering and science partners will work on maglev satellite launch systems, and
develop maglev heart valves… and now the first maglev automated transit system with
passive switching capabilities. Our portfolio is to expand the practical applications of maglev
technology to power efficient, economical and sustainable high efficiency and performance
transit networks. Our industrial local and foreign consortium includes:
Railway Technical Research Institute: the pioneers in the development of the latest type of
railway that is ideal for high speed travel – the superconducting magnetically levitated
train(maglev).
DMDC, Dimla MonteDeRamos Development Corporation: civil construction company that will
undertake the drafting of the Project Feasibility Study possess the ingenuity and the
experience needed to undertake any civil structure imaginable, from bridges, overpasses,
tunnels and interchanges, to water treatment facilities, pipelines, and light-rail transportation
projects; with competitive pricing, financial strength, and integrity.
GTQDC, Golden Tri-Quad Dragon Corporation: construction and fabrication company that will
undertake the track development, right-of-way arrangement and construction of stations and
train stock fabrication and installation.
DMDC Vehicle Manufacturer Partner: the most diversified automotive supplier , will build
Magline vehicles. It has 305 manufacturing operations and 88 product development,
engineering and sales worldwide.
DMDC Expert Engineering Partner: leadership and experience in transit infrastructure
extends to some of the most innovative systems , including management of complete light
rail projects, track work, design of individual components, stations, bridges, and mechanical
and electrical systems. It will support the Condition Based Maintenance program of all
Magline systems.
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Table of Contents
CONTENT
Project Summary Information
Project Executive Summary
Rationale
Goals and Objectives
Specific Objective
Project Details
Project Cost Reference
Investment Cost Summary
Project Work Schedule
Design Principles
Operation and Maintenance Cost
.Fund Disbursement Schedule
Appendix A: Phil Magline Technology
Appendix B: Maglev Ride Safety Features
Appendix C: Project Gantt Chart
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Project Summary Information
Project Title: PHIL-MAGLINE – The First Philippine Magnetic Levitation High
Speed Transport Project
Project Location / Description: A Maglev transportation system from Pagudpud,
Ilocos Norte that will not serve the practical transportation needs of long distance
commuters from the northern part of the Philippines up to the island of
Mindanao, to bring related development and improvement in the business
communities by cutting the travel time to 10% of the total travel time through
this first commercial maglev transit system on our country.
Project Owner
Organization
M8+ Builders Builders &
Technologies Group
Profile
Owner of Marle Green
City Project
Contact Details
Profile
Project Planning, Design
& Construction
Contact Details
Gil L. Bosita, CEO
Mobile: 09176509553
Proponent
Organization
GLB Engineering
Consortium
Project Stages / Target Duration (months)
Project Stage
Magnetic Levitation Technology Vendor Selection
Preliminary Engineering Design and Site Acquisition
Site Specific Detailed Feasibility Study, Engineering
Design and Documentation
Permitting
Construction
Commissioning and Testing
Operations and Management
Duration / Month
2 Months
6 Months
12 Months
6 Months
34 Months
12 Months
Beyond 15 year Breakeven time
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Project Beneficiaries:
The new first Philippine Magline nevertheless benefits the riding public with
significant impact on reducing their travel within the line of the train operation
and the fast transfer of goods and produce that will eventually contribute to the
gross domestic trade income of the country. This new trainline will connect all the
AgroCity projects of M8+Builders from Pagupud, Ilocos Norte to Cagayan de Oro
City.
Fund Requirement:
To realize this most ambitious transport project in the history of travel in the
country, encouraging private capital provides a potential solution to the above
problem because the private sector can contribute in terms of financial support,
technical skills, innovation, technology advances, specialist knowledge, and
efficiency. The experiences of developed countries show that the way out of the
dilemma for public transport is to establish competition between public and
private sectors, and introduce private capital in the urban public transport
industry. After 2000, more and more countries became interested in introducing
private capital to the fields of construction and operations in public affairs, and
Public-Private Partnership (PPP) is a common method. However, there is no
single, internationally-accepted definition of PPP. The definition given by
theWorld Bank group—a long-term contract between a private party and a
government entity, for providing a public asset or service, in which the private
party bears significant risk and management responsibility, and remuneration is
linked to performance.
Funding Scheme:
Funding scheme will be discussed in details upon approval of this proposal.
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Recovery Period:
It is estimated that the project return on investment target is within the first 15
years of the project operation.
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Project Executive Summary
The proposed Phil Maglev Ride on the guideway and other infrastructure at the
Marle Green City Projects locations from Pagudpud, Ilocos Norte Norte to
Sorsogon, Bicol Region and eventually connecting the islands of the Visayas
Islands up to Cagayan de Oro City in Mindanao expanding the practical
applications of maglev technology to power efficient, economical and sustainable
high efficiency and performance transit networks.
The project aim to serve the practical transportation needs of long distance
commuters from the northern part of the Philippines up to the island of
Mindanao, to bring related development and improvement in the business
communities, fast and on time transport of goods by cutting the travel time by
90% of the total travel time through this first commercial maglev transit system
in our country.
Phil-Magline technology will comprise pivotal developments that overcome the
technical and economic limitations that have prevented the widespread adoption
of maglev drive systems. These advances include innovations in suspension,
power train, track and switching. Phil Magline is nearly silent and frictionless and
runs on any source of electric power, including solar, wind and hydro.
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Rationale:
The creation of new transport systems is an urgent task, the success of which will
largely determine the dynamics of improving the quality of life and the trade and
economic efficiency of regions, provinces, towns and cities.
Macro- and mega-economic requirements for the transport system are
characterized by factors that have a decisive influence on the evolution of
transport. There are five such factors:
• raising the standard of living of the population;
• Increase the value of human capital;
• deepening interregional demographic imbalances;
• increasing the demographic and production load on the natural
environment;
• reduction of resource intensity of the economy, deepening of processing
of raw materials, increase in the share of finished products in the structure
of transport.
Based on these factors, the requirements for advanced transportation systems
are increasing speed, reliability, energy efficiency, environmental friendliness.
The growth of population, the increase in the cost of human capital and the value
of time increase the demand and requirements for the development of highspeed passenger transportation.
As an archipelago where Metro Manila is attracting many people from the
provinces, the Philippines present specific constraints to easy mobility from one
island to another. The quasi-absence of any bridge (or tunnel) between the
islands creates territorial discontinuities, which are overcome by a complex
system of ferries, either for short-distance crossings, or for longer travel between
islands. The implementation of the Strong Republic Nautical Highway appears as a
attempt to better integrate land-based and water-based transportation.
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But is it efficient? Ships are slow by nature, even with fast catamaran
technologies. Therefore, plane travel is a major way to circulate within the
country. Does it compete with boat travel? How are ship networks and airline
networks organized? Do they allow for easy travel between all islands? Or do they
aggravate spatial disparities while reinforcing the dominant position of Manila?
Are small islands suffering for excessive isolation, even if they appear
geographically close to the major islands?
As an archipelago of 7,107 islands, of which eleven (Luzon, Mindanao, Palawan
and the eight main islands of the "sea of the Visayas": Mindoro, Panay, Masbate,
Samar, Leyte, Negros, Cebu, Bohol) contain the bulk of the population of
countries, the Philippines is facing a triple challenge of national unity, due to the
multiplicity of local languages, the relative eccentricity of the capital Manila
compared to the national territory, and of course links between the islands.
There are no bridges or tunnels between the islands of the Philippine
archipelago, even when they are close to each other, with the lone exception of
San Juanico bridge, a 2 km bridge between Leyte and Samar erected in 1973.
Travel from one island to another must be done either by plane or by boat, which
induces discontinuities but also the development of a intermodal sea / road
system (in the absence of any rail traffic out of Luzon, where it is already very
poor). Small islands, underserved, without airport or regular ferry service, can
suffer from enhanced insularity.
The Philippines national planning policy aims to limit the concentration of
activities in Metro Manila to reduce congestion of the road system leading to the
capital region by encouraging maritime transport and rail revival on Luzon island,
and to foster the development of new economic growth centers across the
country. The effectiveness of inter-island transport is a key element of this policy.
This project proposal performed a preliminary investigation of the system
components and generalized costs of the magnetic levitation type of high speed
rail system that is proposed for the Philippine Inter-Island MagLev(High Speed
Rail) from as far as Ilocos Norte to Sorsogon, Bicol Region and eventually
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connecting the islands of the Visayas Islands up to Cagayan de Oro City in
Mindanao. This technology overview summarizes the key aspects of these transit
technologies and provides comparative cost information to feed a more
comprehensive feasibility analysis.
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Goals and Objectives:
The proposed project will accomplish several goals important to the mission of
the Marle Green City Project for its sustainable purposes and objectives and
addressing the current transportation problems of the country being an
archipelago of 7,200 islands.
•Addressing the long-overdue problem of inter-island and long distance travel
within the country.
•Environmental Leadership: Express in a tangible, powerful way the Phil Magline
Project commitment to energy efficiency, green and sustainable business
practices, tangibly exhibit leadership in fighting global climate change.
•Public Relations/Marketing: Installation of the Phil Magline Maglev Ride is a
genuinely newsworthy event. Local and national press will cover the story and
that will create a substantial wave of interest and positive coverage. It will
enhance the stature of the country in and strengthen the tourism industry.
•Fast and easy products transport from northern part of the country to the
southern part or farthest island and vice-versa which will enhance economic
growth and resolving city traffic congestion.
•Low Capital Outlay: The new Phil Magline Maglev Ride will be designed to make
maximum use of the existing and new infrastructure including rights of way,
stations, and towers which will minimize capital expenditures. Further, the GLB
Engineering Consortium Sustainable Technology Development will contribute
considerable resources.
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Specific Objective:
To construct a new mode of transport, named Phil Magline, from Pagudpud
City, Ilocos Norte to Cagayan de Oro City in Mindanao catering to 200,000
passengers per day for the 21st Century and beyond because of its energy
efficiency, environmental benefits and time-saving high velocity transport.
Because there is no mechanical contact between the vehicles and the guideway,
speeds can be extremely high. Traveling in the atmosphere, air drag limits
vehicles to speeds of about 300 - 350 mph. Traveling in low pressure tunnels,
Maglev vehicles can operate at speeds of thousands of kilometers per hour.
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Project Details:
Scope of the Project:
Planning, design, construction and commissioning of the Phil-Magline Transport
System from Pagudpud Ilocos Norte to Cagayan de Oro City in Mindanao.
Description of Phil Magline Maglev Technology
The Phil Magline (German Transrapid TR09) system’s engineering is based on
integrated circuit technology which controls electromagnetic fields between the
vehicle and guideway. The gap created by the electromagnetic fields obviates the
need for contact between the vehicle and guideway, and allows the vehicle to
float on a cushion of electromagnetic waves and air.
General Technical Specification:
A MAGLEV is a MAGnetically LEVitated train, that relies more on magnetic
systems than mechanical systems for its propulsion and stability.
VEHICLE SPECIFICATION:
Transrapid 09 has the following main characteristics:
Speed - 402 km/h;
Long distance 500 km/h; acceleration from 0 to 300 km/h within 120 s and 5 km;
Capacity 449 passengers in a 3 section vehicle of 76 m length;
800 passengers in a 8-section vehicle of 200 m length.
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Transport Capacity (3-section vehicle)
Technology Basis
Seats
Standing room
Max. Passenger capacity
Payload
TR09
156
82.1 sq. m.
449
40.4 Ton
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TR09 data sheet
# of sections
Length
Width
Height (over guideway gradient)
Inner width carriage body
Inner height carriage body
(Entrance door area)
Dead weight
Max. total weight incl.
payload
Design speed
Operation speed
Transport capacity
Design Pressure
Sealing time constant
3
75.8 m
3.70 m
4.25 m (3.35 m)
3.43 m
2.10 m (2.05 m)
169.6 t
210 t
505 km/h
350 km/h
449 persons
+/- 5500 Pa
τ > 20 s
Suspension and Guidance
Maglev vehicles would be securely wrapped around a fixed -guideway that
provides support and guidance. The vehicle's levitation and lateral guidance are
the principal elements of the primary suspension . The levitation ( vertical) and
guidance ( lateral) are controlled by varying the strength of the magnetic forces
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acting between the vehicle and the guideway to maintain the proper separation
gap . Vehicle mounted electromagnets are powered by onboard batteries,
generating attractive forces and pulling the magnets (thus , the vehicle )
toward the guideway for both levitation and lateral guidance . The force
generated by the electromagnets would create a vertical gap between the
guideway and the vehicle of approximately 1 centimeter ( 0.39 inches ) and a
lateral gap of approximately 1.5 centimeters ( 0.625 inches ).
Propulsion
The vehicles are propelled and stopped using a synchronous longstator linear
motor. Ferromagnetic stator packs and three-phase stator windings are mounted
on both sides along the underside of the guideway. The operation of this non contact propulsion and brake system is analogous to a rotating electric motor
whose stator is cut open and stretched along the underside of the guideway and
whose motor function is assumed by the levitation magnets in the vehicle . In
contrast to the rotating field in a conventional motor, the longstator linear motor
produces an electromagnetic traveling field , which propels the vehicle along the
guideway.
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Track/Guideway
The guideway will be an elevated structure , consisting of high precision welded
steel guideway beams and reinforced concrete guideway piers. The guideway
requires very tight manufacturing tolerances and specific stiffness requirements
for its design . The typical elevated guideway beam is the Type I , with a maximum
62 meters ( 203 feet) in length . The project will also utilize Type II , maximum 25
meters ( 82 feet) in length , and Type III , 6 meters ( 20.3 feet) in length , as
required . Other configurations are also possible up to the maximum of 62 meters
(203 feet) in length . The guideway will be constructed at varying heights ,
enabling the elimination of all at-grade crossings and providing improved safety
over other transportation modes . The minimum height planned for the guideway
is 5 meters ( 16.5 feet ). Guideway pier heights between 5 meters ( 16.5 feet) and
25 meters (82 feet) can be constructed without special civil structures ( bridges ) .
Secondary civil structures are planned for pier heights above 25 meters (82 feet)
or span lengths greater than 37 meters ( 121 feet). Figure 2.2.3-1 shows a typical
section of guideway.
Guideway
Type 5-11 m, elevated, piers and beams
Materials:
Piers Cast-in-place concrete
Beams Pre-stressed, concrete/steel
Width (m) 2.8
Bank angle, max. (degrees) 12
Radii, 500 km/h
Horizontal (m) 6,530
Vertical (km) + 38.58, - 19.29
Gradient (%) 10 (max,)
Switching By bending steel guideway
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Suspension Type
Primary
Electromagnetic (7 Hz)
Secondary
Pneumatic (0.8 Hz)
Weight (metric tons)
32
Power (kW/metric ton )
1.5
Gap (mm)
Levitation
8
Guidance
10
Propulsion
Type
Long-stator, iron-cored LSM
Force (kN)
100
Motor length (m) d 300-2,000
Pole pitch (m)
0.258
Current]phase (A)
1,200
Voltage/phase (V)
4,250
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Power System
Converters
Type
Variable voltage, variable frequency
Gate-turnoff (GTO) thyristors
Frequency (Hz)
0-215
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Stations
Passengers would board at loading locations referred to as MAGport stations,
maglev passenger stations , or simply as passenger stations . The stations would
allow for boarding and unloading of passengers and light freight , provide
passenger amenities , including some opportunities for retail space.
Railway stations play a dual role as transport hubs and urban centers. Small
stations (3,000 sq m station building) cost about Php 6M for the building and
Php 15M, central stations at the origin to the end may cost Php 200M for both
lots and Php 200M (at 1 hectare lot area each). Structures and for the lot and
account for 1.0 to 1.5 percent of the total project cost, while mega stations may
cost up to Php 7.8B and are frequently built as independent projects.
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For reference, construction cost of high speed rail with a maximum speed of 350
km/h has a typical infrastructure unit cost of about US$ 17-21m per km( Php
850M – Php1,050M, with a high ratio of viaducts and tunnels..
The Shanghai Maglev, which happens to be the fastest train in the world, cost a
whopping $1.2 billion dollars to build. At only 20 miles long, that is an incredible
amount of capital cost. At that cost, it is about $60 million dollars per mile of
track, $37M/Km
The fully elevated Shanghai Maglev was built at a cost of US$1.33 billion over a
length of 30.5 kilometers (19.0 mi) including trains and stations. Thus the cost per
km for dual track was US$43.6 million, including trains and stations. This was the
first commercial use of the technology.
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Energy consumption
The energy consumption of railway has been continuously improved, for example
in Japan. Modern trainset uses 51% of the energy required by the first
generation of Shinkansen at the same speed. For the reasons, the energy
consumption of a maglev is less than the one of a train and the difference is
increasing with the speed. The consumption can be further reduced by the use of
tunnels under reduced pressure.
The normal energy consumption of the Transrapid is approximately 50 to 100
kilowatts (67 to 134 hp) per section for levitation and travel, and vehicle
control. The drag coefficient of the Transrapid is about 0.26. The aerodynamic
drag of the vehicle, which has a frontal cross section of 16 m2 (172 sq ft), requires
a power consumption, at 400 km/h (249 mph) or 111 m/s (364 ft/s) cruising
speed.
Ticket Cost
The expected average number of riders per day (14 hours of operation) is about
200,000 while the maximum seating capacity per train is 440. A second class
ticket price of about Php300 for a distance of 150 kms cheaper than bus fare
northbound, i.e, EDSA, Quezon City to Pzorrubio, Pangasinan.
Revenue Forecast
At an average of 200,000 passengers a day, at an average ticket price at Php300,
forecast revenue is at Php60,000,000 a day.
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Return on- Investment
Cost comparison between Transrapid and railway system has been thoroughly
studied by Witt et al (ref. 20) which shows that the initial higher cost of the
Transrapid can be amortized thanks to the reduction of operational and
maintenance costs over the years. It can also be seen that further optimization of
the system would decrease life-cycle cost to reach break-even point at 15 years
only.
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Project Cost Reference:
Estimated Costs in 2009 year’s prices [Source: (60-64)]
Category
The unit construction
cost of a given Maglev
line
The unit cost of regular
maintenance of a given
Maglev line
The unit cost of acquiring
a Transrapid with 438
seats
Average unit cost of
operating a Maglev
trainset
Average unit cost of
maintaining a Maglev
trainset
Cost Value
30 000 000 (Php1.76T)
Unit
€/km
12 300/track-km
(Php 722,010)
0€/year
49 233/unit (Php
2,889,977)/unit
€/unit
9.74/seat-km (Php
571.74/seat-km
€/seat-km
0.011/seat-km
(Php0.6457)/seat-km
€/seat-km
Transrapid Maglev high-speed train commonly consists a passenger capacity of
438 seats per train, using a standard seating layout.
With the unit costs of infrastructure, construction and maintenance shown
previously and using the capital recovery factor (0.06) based on 35 years
of operation and a 5 % social discount rate, the total infrastructure costs
(including maintenance) is computed to be about € 835.4M (Php 49.037T)million
per year. The number to be acquired Maglev trains is about 17 trains, as it is
mainly based on the operation cycle time. Moreover, the in-vehicle travel time is
based on the length of 412 km and 400 km/h and resulted of 61.8 minutes whilst
the waiting time is based on half of headway and resulted of 7.8 minutes.
Reference: DOI 10.17816/transsyst201843s1298-327
© H. Almujibah, J. Preston
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University of Southampton, Transportation Research Group
(Southampton, United Kingdom)
Investment Cost Summary
Capital Expenditures
Item
Train set, 3 sections per
train set
Track/Guideways
Station Infrastructure
Quantity
17 sets at 2,889,977
Cost, Php
49,129,609
850M/km
22 stations at
21M/Station
Control System
Power System
Operational Cost
Salaries and Wages
Maintenance Cost
Power, Repair, Parts, Consumables,
etc.
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JOINT VENTURE OPERATION
M8+ BUILDERS &
TECHNOLOGOES
GROUP
GLB
ENGINEERING
CONSORTIUM
JOINT VENTURE
COMPANY
BOARD OF
DIRECTORS
RISK MGMT
COMMITTEE
NOMINATION &
REMUNERATION
EXECUTIVE
COMMITTEE
AUDIT
COMMITTEE
CHIEF
EXECUTIVE
OFFICER
INTERNAL
AUDIT
COMPANY
SECRETARY
PRESIDENT
AVP Eng’g.
and
Maintenance
EXECUTIVE
SECRETARY
ASSISTANT TO
PRESIDENT
VP,
ADMINISTRATION
VP,
OPERATIONS
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Project Work Schedule
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Design Principles of High-speed Maglev System
Rules and Regulations were created under the leadership of the German Federal
Railroad Authority Eisenbahn-Bundesamt (EBA) by an interdisciplinary team of
experts from industry, safety assessment organizations, universities and German
Railway (DB). The Rules and Regulations are based on verified facts and figures
from long term experience with TVE and from the Shanghai Maglev Transrapid
Project. The Rules and Regulations were issued by EBA and notified by the
European Union.
MagLev Applicable standards:
The basic standards for the development process have been the CENELEC
standards (DIN EN 50126, 50128 and 50129).
Economics
High-speed maglevs can be expensive to build, but are comparable to the capital
costs of building a traditional high-speed rail system from scratch, a highway
system or a system of airports. More importantly, maglevs are significantly less
expensive to operate and maintain than traditional high-speed trains, planes or
intercity buses. The data coming out of the Shanghai maglev demonstration
project indicates that operation and maintenance costs are quite low, and are
indeed covered by the current relatively low volume of 7,000 passengers per day.
Passenger volumes on this Pudong International Airport line is expected to rise
dramatically once the line is extended from Longyang Road metro station all the
way to Shanghai's downtown train depot.
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Staff Requirements and Salary Costs Estimates
for
Maglev O&M Organization
Staffing Requirement
Shift 1 Shift 2 Shift 3 Total
Average
Person Salary/Year, Php
nel
President
1
1
5,000,000
Assistant to President
1
1
3,500,000
Executive Secretary
1
1
1,750,000
3
10,250,000
Office of the President,
Total
Administration
V.P. Administration
Director of Personnel
Personnel/Benefits
Analyst
Director of Procurement
Buyers/Procurement
Specialist
Director of Finance
Accounting/Payroll/MIS
Specialist
Revenue Collector
Director of
Sales/Marketing
Sales and Adv. Manager
Sales/Marketing Specialist
Manager of Catering
Services
1
1
2
1
1
2
4,000,000
3,000,000
2,000,000
1
4
1
4
3,000,000
2,000,000
1
10
1
10
3,000,000
3,600,000
8
1
8
1
1,920,000
3,000,000
1
2
1
2
2,500,000
2,000,000
1
1
2,500,000
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Catering Staff
Director of Labor
Relations
Labor Relations Specialist
Director of Training/Safety
Training/Safety Specialist
Secretaries
Administration, Total
10
1
2
1
2
7
56
1
1
1
1
2
2
10
1
2,400,000
3,000,000
4
1
4
7
60
2,000,000
3,000,000
2,000,000
1,000,000
45,920,000
Operations/Transportation
VP of Operations
AVP Transportation
General Superintendent
Road Foremen
Operators
Conductors
Assistant Conductors
Yardmaster
Yardman
CTC Manager
CTC Supervisor
Train Dispatcher
Power Supply Manager
Traffic/Power Assistant
Director of Stations
Station Master
Ticket Agent
Baggage Handler
Security Chief
Security Guards
Secretaries
Total
Operations/Transportation
1
1
1
4
16
16
24
2
2
1
2
2
2
4
1
20
22
44
1
22
5
193
1
1
1
4
8
16
32
16
32
24
48
2
4
2
2 6
1
2
2 6
2
2 6
2
2 6
4
2 10
1
20
40
22
44
44
88
1
22 22 66
5
182 32 407
4,000,000
3,500,000
3,250,000
2,750,000
9,600,000
7,680,000
5,760,000
1,920,000
1,224,000
3,000,000
2,500,000
2,250,000
2,250,000
2,400,000
3,000,000
9,600,000
7,920,000
12,672,000
2,250,000
15,840,000
1,200,000
104,566,000
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GLB Engineering
Engineering and Maintenance
AVP Eng’g. and Maintenance
Director, M.O.E.
Manager, S & I Facility
Car Cleaners
Manager, Main Repair Facility
M.O.E. Facility Staff
Director, M.O.W.
A.D. Way & Structures
M.O.W. Supervisors
M.O.W. Senior Foreman
M.O.W. Foreman
M.O.W. Inspectors/Maintainers
Switch Maintainers
A.D. Systemwide Elect. &
Comm.
Manager, Power Systems
Manager, Comm. & Control
Systems
Electrical Foremen
Electrical
Inspectors/Maintainers
Director of Engineering
Engineering Staff
Secretaries
Total, Engineering and
Maintenance
GRAND TOTAL
PERSONNEL/SALARIES
1
1
3
10
1
45
1
1
4
8
2
10
8
1
10
10
28
8
2
10
8
8
8
76
42
1
1
2
36
2
36
8
72
1
8
20
193 132 252
1
1
3
30
1
73
1
1
4
24
12
96
58
1
3500,000
3,250,000
1,440,000
5,400,000
3,000,000
13,140,000
3,250,000
3,250,000
2,400,000
4,320,000
2,160,000
17,280,000
13,920,000
3,000,000
1
1
2,500,000
2,500,000
12
144
3,600,000
31,104,000
1
8
20
577
3,250,000
2,750,000
4,800,000
1047
129,814,000
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GLB Engineering
Pagudpud to Laoag City Corridor Project Section
Budget
Phil Magline Maglev Ride Budget (78 km Pagudpud –to-Laoag City stretch)
15 Months
1) Site-Specific Detailed
Cost, Php
% of
% of Total
Engineering
Milestone
Project Management/Customer
18,200,000
2.69
interface
Systems Engineering
9,360,000
1.38
Management
Vehicles
7,800,000
1.15
Suspension
13,000,000
19.26
Magnetic Tracks
84,000,000
12.44
Maintenance Yard Equipment
10,400,000
1.54
Energy Supply Systems
39,200,000
5.8
Command and Control System
27,040,000
4.0
Guideway Structure
232,960,000
34.51
Project Integration
232,960,000
34.51
Total
674,920,000
100%
5%
24 Months
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35
GLB Engineering
2) Construction
Project Mgmt/Customer
Interface
System Eng’g Management
Manufacture 12 Vehicles
Suspension
Magnetic Tracks
Energy Supply Systems
Command & Control System
Guideway Structure
Station Construction
Project Integration
Total
3) Commissioning
Project Management/Customer
interface
Safety Planning, 4%
Failure Mode Effects Analysis
Test Planning, 5%
Component Acceptance Test
System Acceptance Test
Training
Energy
Project Integration
Total
Total Project Value
Total with Contingency (20%)
Cost
44,200,000
36,400,000
218,400,000
20,800,000
390,000,000
27,560,000
19,136,000
208,000,000
17,160,000
19,136,000
1,000,792,000
7 Months
Cost
% of
Milestone
5
4
19
2
40
3
2
22
1
2
100%
5,200,000
% of
Milestone
-
1,400,000
1,400,000
1,300,000
4,160,000
4,680,000
1,560,000
3,380,000
8,840,000
31,920,000
4
4
5
16
18
20
13
20
100%
% of Total
92%
% of Total
3%
References:
STANDARDISED EVALUATION OF SHANGHAI-HANGZHOU
HIGH-SPEED MAGLEV PROJECT
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GLB Engineering
YONG CUI1,4
E-mail: yong.cui@ievvwi.uni-stuttgart.de
STEFAN TRITSCHLER2
E-mail: stefan.tritschler@vwi-stuttgart.de
ULLRICH MARTIN1
E-mail: ullrich.martin@ievvwi.uni-stuttgart.de
FAN MO3
(Corresponding author)
E-mail: mofan61@163.com
1 Institut für Eisenbahn- und Verkehrswesen
der Universität Stuttgart
Magnetic Levitation (Maglev) Trains: Technical Background, Cost Estimates, and
Recent Developments
Congressional Research Service (CRS), USA
High-Speed Railways in China: A Look at Construction Costs
Gerald Ollivier, Jitendra Sondhi and Nanyan Zhou
World Bank Office, Beijing
Study into magnet-trains, 2014
Mattias Svederberg, Alexander Brunius, Mikael Thorén
Integral cost-benefit analysis of Maglev projects under
market imperfections, J. Paul Elhorst and Jan Oosterhaven
University of Groningen, The Netherlands
The MAGLEV 2018 Conference
Russia, St. Petersburg, Together with MTST 2018 Conference, September 5 - 8,
2018
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GLB Engineering
Malandraki, G.; Papamichail, L.; Papageorgiou, M.; Dinopoulou, V. Simulation and
Evaluation of a Public Transport Priority Methodology. Trans. Res. Procedia 2015,
6, 402–410.
Xue, Y.; Guan, H.; Corey, J.; Qin, H.; Han, Y.; Ma, J. Bi-level Programming Model of
Private Capital Investment in Urban Public Transportation: Case Study of Jinan
City. Math. Probl. Eng. 2015, 2015, 1–12.
Maglev Trains: A Look into Economic Concessions
By: Binyam Abeye, Alan Tang, Stephen Wong, Harsh Mishra, Khai Van
S. Yamamura, “Magnetic levitation technology of tracked
vehicles present status and prospects,” IEEE Trans. Magn., vol.
MAG-12, no.6, pp. 874–878, Nov. 1976
Urban Maglev Technology Development Program COLORADO MAGLEV ROJECT
Final Report COMPREHENSIVE TECHNICAL MEMORANDUM June2004
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