Model Maglev Train Final Report

ENPH454

Model Maglev Train Group B

Team Leader

Stephan Habicht

Safety Officer Kyle Gamble

Secretary Nick Holt

Treasurer

Jason Pasnak

Mark McCarthy

Andrew McMullen

Nick Green

12/12/2011

i

Executive Summary ENPH454 Group B’s objective was to design a miniature model of a Maglev train and track system. The

goal was to construct a Maglev system that would be conceptually equivalent to real world engineering

scenarios which utilize quantum levitation. The final product was designed to be suitable for display

purposes. The propulsion system was designed to control speed and provide braking without contact to

the vehicle. A major project restraint was the $600 CAD budget which severely limited the size of both

the magnetic track and levitating superconductor train car.

The track was three ½”x ½”x ⅛”magnets (magnetized through the thickness of ⅛’’) wide, properly

oriented and laid out to provide a stable ≈1.7 m circular track for the superconductor. The one inch

diameter bismuth strontium calcium copper oxide (BSCCO) superconductor achieved a levitating height

of (3.0 ± 0.5) mm and was used in the final design of the car. The total weight of the car was (6.10 ±

0.05) g and was propelled using a modified linear induction motor (LIM) which resulted in an

acceleration of (0.32 ± 0.03) m/s2, an average speed of (0.38 ± 0.07) m/s, a maximum speed of (0.84 ±

0.07) m/s, and a total run time of 2:47 minutes. This propulsion system employed magnets spinning on

discs which induced eddy currents in aluminum tape on the train car.

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Contents Executive Summary ........................................................................................................................................ i

List of Figures ............................................................................................................................................... iii

1.0 Project Statements & Objectives ............................................................................................................ 1

2.0 Background ............................................................................................................................................. 1

2.1 Levitation Background: ....................................................................................................................... 1

2.2 Propulsion System ............................................................................................................................... 2

3.0 Final Design and Justification .................................................................................................................. 2

3.1 Car Design ........................................................................................................................................... 2

3.2 Track Design ........................................................................................................................................ 3


4.0 Construction of Prototypes ..................................................................................................................... 5

4.1 Car Prototype ...................................................................................................................................... 5


5.0 Test Results and Analysis ........................................................................................................................ 6

5.1 Average Running Velocity ................................................................................................................... 6

5.2 Running Time ...................................................................................................................................... 7

5.3 Maximum Velocity .............................................................................................................................. 7

5.4 Average Acceleration/Force ............................................................................................................... 7

5.5 Levitation Height ................................................................................................................................. 8

6.0 Troubleshooting and Remediation Efforts .............................................................................................. 9

6.1 Track .................................................................................................................................................... 9


7.0 Reflections............................................................................................................................................... 9

8.0 Conclusions ........................................................................................................................................... 10

9.0 Annex ...................................................................................................................................................... 1

9.1 Works Cited ........................................................................................................................................... A1

9.2 References .................................................................................................................................... A1

9.3 Budget ............................................................................................................................................... A2

9.4 Appendix ........................................................................................................................................... A3

9.5 Safety Protocols and Incidence Reports ........................................................................................... A4

9.5.1 Safety Protocols ............................................................................................................................. A5

9.5.2 Safety Issues ................................................................................................................................... A6

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List of Figures Figure 1 - Final design for train car. .............................................................................................................. 3

Figure 2 - Track configuration ....................................................................................................................... 3

Figure 3 – Final Propulsion System ............................................................................................................... 4

Figure 4 - Initial car body dimensions and isometric view of initial car design ............................................ 5

Figure 5 – Initial LIM propulsion system. ...................................................................................................... 6

Figure 6 - Average running velocity of the train car ..................................................................................... 7

Table 1 - Summary of recorded data and initial goals. ................................................................................. 8

Table 2 - Budget summary for Group B’s model Maglev train project ....................................................... A2

Figure 7 - Plot of the maximum speed illustrating the spread in the data. ................................................ A3

Figure 8 - Plot of the average acceleration data. ........................................................................................ A3

Figure 9 - Plot of the average force data. ................................................................................................... A4

Figure 10- Gantt chart showing project progress ....................................................................................... A4

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1.0 Project Statements & Objectives The objective of this project was to exploit the Meissner effect and flux-pinning properties of Type II

superconductors to create a levitating “train” that would travel along a predefined track. Ideally, the

train should have the capability to be accelerated and decelerated by means that minimize contact with

the car. As many components of the system as possible should be scalable for a full size passenger train.

The track must be as long as economically possible and must be a closed loop. Lastly, the entire system

should be fabricated such that it may be used as a teaching aid, with most of the important components

safely visible.

Quantitatively, the car must have an acceleration of 0.25 m/s2 through the propulsion system and a

maximum speed of 0.5 m/s. It should be able to levitate 5 mm above the track and run for at least 1 to 2

minutes without falling or derailing. Through the use of modelling it was decided that train car must also

weigh less than 300g.

2.0 Background

2.1 Levitation Background: Levitation of the train body is achieved through the use of a liquid nitrogen cooled superconductor.

When a superconductor is cooled below its critical temperature, Tc, it behaves as a perfect diamagnet

with zero electrical resistance. It is able to expel nearly all of the magnetic flux. The expulsion of the

magnetic flux causes a force on the superconductor. This force ( ) can be found by integrating the

Maxwell’s Stress Tensor ( ) throughout the surface or an equivalent volume integral through the use of

divergence theorem 1,

This integral was performed through use of computer software in this project. Maxwell’s Stress Tensor is

a rank 2 tensor with its elements given by the following formula (for magnetism only) 1 :

If the superconductor is modeled as a perfect diamagnet (µr = 0), this force would not completely

accurate as it would not account for flux pinning, an effect only seen in high temperature

superconductors. Flux pinning allows magnet flux to penetrate through material imperfections and will

alter the Maxwell Stress Tensor, which ultimately causes a decrease in force. The London Equations

combined with Ampere’s Law gives a second order differential equation that describes the magnetic

field within the superconductor 2,

2

In the above equation is called the London Penetration Depth, and is a material parameter. It is one

reason why some superconductors have stronger levitating force than others. A material with a very

small will attenuate the magnetic field to zero at a shorter depth within the material, and will result in

a stronger levitation force.

2.2 Propulsion System The propulsion system for the train was largely based on induced eddy currents. When a conducting

material is immersed in a dynamic magnetic field, a current is induced in the material so as to oppose

the changing magnetic field by generating its own magnetic field. This induced current is called an eddy

current. The magnitude of this eddy current is proportional to the change in the magnetic field as is

given by one of Maxwell’s equations 1,

In the equation above, B is the magnetic field, σ is the conductivity of the material, and J is the current

density that is induced. In the case where the non-uniformity of the magnetic field is generated by a

moving permanent magnet, this equation can be further refined in terms of the velocity of the

permanent magnet and the gradient of the magnetic field as by the chain rule,

is the velocity of the permanent magnet and

is the gradient of the magnetic field in the x-

direction. The current density, J, alters the B-field around the conducting material and in turn produces a

coupled force between the permanent magnets and the conducting material.

3.0 Final Design and Justification

3.1 Car Design The final car was made to be as small and lightweight as possible. Only the Bismuth Strontium Calcium

Copper Oxide (BSCCO) superconductor was used because it could lift much more weight than the

Yttrium Barium Copper Oxide (YBCO) superconductors and has a higher critical temperature. The BSCCO

was approximately 2 grams lighter than the YBCO. A higher critical temperature allows for a longer

duration of levitation.

A block of insulating foam slightly larger than the superconductor was fabricated and hollowed out to

accommodate the superconductor. A small amount of space was left above the superconductor in the

car to make room for liquid nitrogen. Liquid nitrogen can be poured in through a small hole in the lid as

3

seen in figure 1. The underside of the lid was constructed to have small protrusions to press the

superconductor to the bottom of the car. Aluminum tape was used to secure the lid to the car body as

well as to provide a conductive surface for use with the propulsion system. The final car design is much

smaller and simpler than the prototype.

Figure 1 - Final design for train car. The hole into which the liquid nitrogen is poured is visible as are strips of aluminum tape.

3.2 Track Design A circular track, three magnets wide, was chosen to be the final track design. The track is approximately

1.7 m in circumference. The track was initially planned to have two straight sections to allow the

propulsion system to have optimal performance. Not enough magnets were ordered to complete the

intended track length, so a circular track was necessary. The track was constructed to minimize the

gradient in the magnetic field along the travelling direction of the superconductor in order to reduce

energy losses. The stability of the track was achieved by maximizing the gradient in the magnetic field in

the transverse direction. 3

Figure 2 - Track configuration. The train travels smoothly in the x direction as the magnetic flux density is relatively uniform. 4

Various modelling and testing was performed on the stability of different magnet configurations and it

was determined that a NSN configuration as seen in figure 2 would provide the required stability with

the maximum lifting force. All two-magnet-wide configurations were rejected due to lack of stability.

Computational modelling in Finite Element Magnetic Methods (FEMM) and with COMSOL supported this

NSN configuration despite greatly exaggerating the magnetic forces involved. However, the trend and

directionality of the modeling agreed with observations. The superconductor is kept in the centre of the

track as there is a local minimum of the magnetic flux density at that location.

The N-45 magnets have the dimensions ½”x ½”x ⅛”. Larger magnets (¼’’ x 1’’ x 1’’) were tested, but it

proved that these larger magnets did not create a very uniform magnetic flux density on the scale of the

size of the superconductor. The gradient of the magnetic flux density causes a loss of energy in the

superconductor due to flux-pinning.

4

Steel sheets were added to increase the strength of the magnetic field above the magnets and to

decrease the spacing between them. These plates not only crimp the field, but permit the magnets to be

placed closer together allowing the magnetic field to become more uniform.

3.3 Propulsion System For the final design of the propulsion system a modification of a linear induction motor (LIM) was used.

In this modification the rotating magnetic field was achieved by attaching permanent magnets along the

edge of two spinning discs as seen in the figure 3. The magnets were adhered with epoxy into insets

that were milled along the inside edge of the discs in order to ensure they would not become detached

from the apparatus while spinning. The discs themselves were mounted on an axle that was spun by a

small motor. The motor’s speed and direction could be controlled using a motor controller.

Figure 3 – Final Propulsion System. The permanent magnets along the outside of the disc alternate polarity (N and S) in order to maximize the gradient in the magnetic field.

The orientations of the magnets alternate to maximize the gradient in the magnetic field, which in turn

maximizes the induced eddy currents. Aluminum tape was also attached to the sides of the train car to

serve as a lightweight conducting material for eddy current generation. These induced eddy currents

will generate their own magnetic field to oppose the change in magnetic field that is being experienced

due to the velocity of the permanent magnets relative to the aluminum tape. This can be interpreted as

the train car wanting to remain beside the same permanent magnet for the duration that it is in

between the spinning discs. To do this, the train car must accelerate (or decelerate) to match its speed

with the tangential speed of the permanent magnets on the edge of the disc. As a result of this, the

speed of the train car can be controlled by varying the rotational speed of the discs with the motor

controller.

The spinning disc design was chosen over the linear induction motor for a number of reasons. Chief

among them was the fact that the permanent magnets used had a much stronger magnetic field than

could be produced with the coils in the LIM. The spinning disc design also allowed speed to be

controlled more easily by varying the rotational speed of the discs and with the aid of a reversible motor

5

controller, braking could also be achieved. In order to achieve this with the two phase LIM, it would

have been necessary to precisely control the frequency of oscillation as well as the current through the

coils.

4.0 Construction of Prototypes

4.1 Car Prototype After the theoretical calculations from FEMM were made, immediate designs for the train car were

modelled using SolidEdge. Based on the levitation forces which were calculated, the car was projected

to be composed of: three superconductors, a body, and insulation as shown in the figure 4.

Figure 4 - (left) Initial car body dimensions. (right) Isometric view of initial car design

4.2 Propulsion System Two propulsion systems were considered for the maglev train. The first was a LIM which consisted of

screws with coils wrapped around them. The wires were then connected in an alternating fashion to set

the coils 180o out of phase. The first attempt at creating the LIM resulted in a short circuit from the coils

to the aluminum frame due to penetrations in the wire insulation. This was a result of poor protection of

the wire from the sharp edges of the screws. In addition, it was determined that the magnetic circuit

between screws facing one another should be completed in an effort to increase the magnetic field

strength. To achieve this, steel U-shapes were created with the screws through either end such that the

spacing between could be adjusted while still completing the magnetic circuit. This time the wire was

wrapped around the top of the U-shapes rather than on each screw. Aluminum stands were also created

to support these U-shapes above the magnetic track. The propulsion system would work by inducing

eddy currents in an aluminum fin mounted on the car. It was determined that the magnetic field

produced in the coils was much too weak to accelerate the train car forward. In addition, the propulsion

system was too dependent on the slip condition. The slip condition requires that the velocity of the

incoming car be much greater in respect to the frequency of the changing magnetic field between the

coils.

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Figure 5 – Initial LIM propulsion system.

5.0 Test Results and Analysis A number of experiments were conducted in order to characterize the system. The majority of the

experiments involved capturing overhead video footage of the train in a number of different states. The

video was collected using a tripod and a video camera, and it was analyzed using Windows Live Movie

Maker. This video editing software has the advantage that it allows the user to step through video

frame by frame while showing a timestamp on each frame. This feature allowed for accurate

measurement of the train’s motion. The final results were compared to the original design goals which

were set out at the beginning of the project.

5.1 Average Running Velocity The average running velocity is defined as the speed of the train when it is operating under steady state,

with the propulsion system at a constant speed. No user input is required during this mode of operation

beyond the initial setup. The speed was measured at the side of the track opposite to the propulsion

system. The train reaches a steady state after approximately four laps around the track as seen in figure

6. The steady state speed was measured to be (0.376 ± 0.007) m/s. There is an initial ramp-up period

during which the train reaches steady state. These initial points (the first 4) were not used to calculate

the average running velocity. There appears to be a plateau in the first few points, this is believed to

have been caused by the initial user interaction with the car. In an ideal case the data should look

qualitatively like the solid line shown in figure 6.

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Figure 6 - Average running velocity of the train car. An expected speed profile is shown.

5.2 Running Time The measurement of running time was fairly straightforward. After cooling the car to 77K using liquid

nitrogen, the car was drained of any remaining liquid nitrogen (to prevent tipping/spilling). The timer

was started as the car was then set in motion on the track. The timer was stopped when the car could

no longer glide along the track due to the warming of the superconductor. The run time was found to

be 2 minutes 47 seconds.

5.3 Maximum Velocity The maximum velocity of the car is limited primarily its stability on the track. The only force keeping the

car centered on the track is the magnetic force due to the configuration of the magnets. The maximum

velocity was measured by moving the car at varied speeds with the goal of causing the car to gently

escape the track. The video samples used for calculation were those in which the car was stable around

part of the track, but eventually slid off. The maximum speed was taken as an average of 6 values which

gave a result of (0.84 ± 0.07) m/s. A plot of the results can be seen in the appendix.

5.4 Average Acceleration/Force The average acceleration and the average force produced by the propulsion system were also measured

using video analysis. The video was centered over the propulsion system. The velocity of the car was

measured while entering and exiting the propulsion system. The time that the car took to pass through

the propulsion system was also measured using the video. Using basic kinematics, the average

acceleration and the average force were calculated. It is important to note that these are average

values because neither the force nor the acceleration is constant through the propulsion system. In this

sense, the propulsion system is treated as a “black box” where the internal workings are ignored and

only the final result was measured. Both the acceleration and the force measurements were averaged

over 9 sets of data. Plots of this data can be seen in the appendix. The average acceleration was found

0

0.05

0.1

0.15

0.2

0.25

0.3

0.35

0.4

0.45

0 2 4 6 8 10 12 14

Spe

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(m

/s)

Pass Number (#)

Ideal curve shape

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to be (0.32 ± 0.03) m/s2. The average force was found to be (2.3 ± 0.3) mN. The force seems quite

small, but due to the small mass of the train car, this is more than enough to propel the car around for

an entire lap.

5.5 Levitation Height The levitation height was another simple measurement to make. A ruler was placed on the inside of the

track and the height of the top of the levitating car was measured. The car was then pressed down on

to the track and the height of the top of the car was recorded again. The levitation height was given by

the difference in these two values. The levitation height was found to be (3.0 ± 0.5) mm.

The above data is summarized in table 1 below. Included in the table are the design goals put forth at

the beginning of the project. Four of the five proposed goals were achieved; the only goal which was

not achieved was the levitation height. This goal of 5 mm was based on a number of factors including

preliminary testing, finite element modelling, as well as a survey of similar projects. Ultimately, the

limitation was the strength of the magnets and the weight of the car. The magnets were the best option

within the budget and the train car was kept as light as possible by using only aluminum foil and

polystyrene foam. Access to better materials could have allowed the project goals to be met, but

ultimately the achieved height of 3mm was sufficient for normal operation of the train. One other point

worth mentioning is that the goal of keeping the train car mass under 300g was overly lenient in

hindsight. However, based on the finite element modelling, it was expected that the superconductor

would be able to produce several Newtons of lift force. The train mass was eventually reduced to the

final value of 6.1g after it was discovered that the real lift force was orders of magnitude less than that

predicted by the modelling.

Table 1 - Summary of recorded data and initial goals.

Goal Achieved

Acceleration (m/s2) 0.25 0.32 ± 0.03

Average Speed (m/s) - 0.38 ± 0.07

Maximum Speed (m/s) 0.500 0.84 ± 0.07

Levitation Height (mm) 5 3.0 ± 0.5

Train Mass (g) <300 6.10 ± 0.05

Run Time (min) 1-2 2:47

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6.0 Troubleshooting and Remediation Efforts

6.1 Track Because magnets facing in the same direction repel each other, trying to make the spacing between the

magnets along the track proved difficult. When the track was first laid down, the gap between each set

of magnets was about 0.5cm. When the train was levitated above the track and given a push, it slowed

down quickly due to the irregular magnetic field caused by the gaps in the magnets. The magnet spacing

needed to be minimized to make the magnetic field as even as possible.

To make it more difficult for the magnets to push away from each other, the surface of the metal base

was roughened with sandpaper. This increased the friction between the magnets and the metal base,

allowing the magnet spacing to be reduced. When this was done the magnets were able to be placed

closer, but not close enough to allow the superconductor to travel without significant energy loss.

To try to further increase the friction force on the magnets, the base plates were placed on top of a thick

sheet of steel. The magnets were able to stick much more strongly to the track when the steel was

placed underneath the base plate. The combination of the thick sheet of steel and the roughened

surface made it possible to push the magnets so that most of the magnets were touching. This made the

magnetic field above the track very smooth, minimizing the energy loss of the car due to uneven

magnetic fields.

6.2 Propulsion System During the construction of the propulsion system many obstacles were encountered. The second

propulsion system will be discussed because troubleshooting was required to make the system work.

Initially magnets were to be attached to the car with eddy currents being induced in the copper discs

and thus propelling the car forward. However, due to weight restrictions of the car, the system was

inverted. Small metal fins were created to attach to the sides of the car and the magnets were inset and

adhered to the rotating discs. However, troubleshooting was required because the superconductor was

unable to levitate the car with the added weight of the aluminum fins. Thus, aluminum tape was used

to seal the car together and be used for propulsion. The tape was lightweight and more could be added

or removed to fine-tune the propulsion system. Finally, a Teflon bearing was created to be attached to

the opposite end of the shaft of the motor to help maintain smoother and truer rotation. With these

modifications, a working propulsion system was achieved.

7.0 Reflections In review of this project, there are a few things that could have been done differently. During the

magnet testing phase, multiple test sets could have been ordered at once to streamline the process.

This would allow for the magnets to be tested at the same time, instead of one after another.

Upon testing of the two superconductors that were purchased, the BSCCO was clearly a better material

for levitation than YBCO. In the end the YBCO was not used in the final construction of the train car due

to its low critical temperature and higher density, making it an unnecessary expense other than for

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testing and comparison purposes. This portion of the budget could have been used to purchase another

BSCCO superconductor or to extend the track through purchasing more magnets.

One area of future work would be to make the system more automated. The motor controller could be

computer controlled which would allow for precise speed control and automated braking.

8.0 Conclusions Overall the project was a success. A type II superconductor was used to create a levitating train that

travels along a track of permanent magnets. The train was accelerated and decelerated using a single

non-contact system. Four out of five of the original five design objectives were met. The only objective

which was not achieved was the levitation height. The expected levitation height of 5 mm was based on

the modelling, which was later found to be a severe overestimate. The achieved height of 3 mm was

still sufficient to meet the rest of the design goals. The project was under budget and finished on

schedule as seen in the Gantt chart in the appendix. Safety was considered in all parts of the design;

most notably, barriers were included near any moving parts. The overall design was transparent to

ensure that the functionality would be apparent to allow usage as a demonstration.

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9.0 Annex

9.1 Works Cited 1. Griffiths, D., Indtroduction to Electrodynamics, 3rd ed. (Pearson Addison-Wesley, New Jersey, 1999).

2. London, F. L. a. H., Proceedings of the Royal Society of London. Series A, Mathematical and Physical

Sciences (1935).

3. Strehlow, C. P. & Sullivan, M. C., A Classroom Demonstration of Levitation and Suspension of a

Superconductor over a Magnetic Track. Department of Physics, Ithaca College (2008).

4. Yang, W. M., Zhou, L., Yong, F., Chau, X. X. & Bian, X. B., A small Maglev car model using YBCO bulk

superconductors. Semiconductor Science and Technology 19, S-537 to S-539 (2006).

9.2 References

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9.3 Budget

Table 2 - Budget summary for Group B’s model Maglev train project

Item Description Cost

1 Levitation Comparison Kit

Boreal Northwest

1 x 2.5 cm YBCO disc. 1 x 2.5 cm BSCCO disc. 2x rare earth magnets

1 x non-magnetic tweezers and manual

Item Value $135.00

Shipping/Handling $8.00 Total

$143.00

2

10 Neodymium Block

Magnets (Test Magnets)

Zigmyster Magnets

1/8’’ x 1/2’’ x 1/2’’, N45, Ni coated magnets. Magnetized

through thickness (1/8’’)

Item Value $10.50

Shipping/Handling $8.00

Total

$18.50

3 10 Neodymium Block

Magnets (Test Magnets)

Zigmyster Magnets

1/4’’ x 1’’ x 1’’, N45, Ni coated magnets. Magnetized


Item Value $39.00


Total

$49.50

4 400 Neodymium Block

Magnets (Final Decision)

Zigmyster Magnets

1/8’’ x 1/2’’ x 1/2’’, N45, Ni coated magnets. Magnetized


Item Value $352.00


Total

$375.50

TOTAL COSTS - $586.50

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9.4 Appendix

Figure 7 - Plot of the maximum speed illustrating the spread in the data.

Figure 8 - Plot of the average acceleration data.

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Pass Number (#)

Data Points Average

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)

Pass Number (#)

Experimental Avg

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Figure 9 - Plot of the average force data.

Figure 10- Gantt chart showing project progress

9.5 Safety Protocols and Incidence Reports In every engineering project safety should be of vital importance. In the case of the Maglev Train, all

precautions were be taken so that all parties involved were protected from any potential hazards

located in and around the construction area. To ensure that the safety of students, teaching assistants

and professors working in the laboratory area, the Maglev Train team created safety protocols and

procedures for the hazardous materials on the site. These materials included: liquid nitrogen,

neodymium magnets, Cryogel, and superconductors. In addition, two forms were created: a safety

0

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1.5

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3.5

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Forc

e (

mN

)

Pass Number (#)

Experimental

Average

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release form and a incident report form. These protocols and forms are discussed below. Lastly, safety

issues that arose throughout the project are also discussed below.

9.5.1 Safety Protocols The safety protocols inform the reader to read the safety precautions page of the particular item he or

she is working with. The safety precautions outline the hazards that can be present in the handling,

storage and transportation of the particular item. In addition, the protocols provided information on

the nearest first-aid kits, what to do if first-aid or medical attention is required and inform the person to

follow the safety precautions or the handling neodymium magnets or liquid nitrogen may be prohibited.

The safety handout for Stirling Hall was also included in the safety section of the binder as it contained

useful information on the location of various safety equipment (i.e. first-aid kits and artificial

respirators).

The safety protocol and safety precaution page for liquid nitrogen can be found at the end of this

section. In addition, the MSDS for liquid nitrogen was also available for additional information and to be

provided to medical personnel in the event of an incident. The main risks associated with liquid

nitrogen is burns to skin and splashing into the eyes. For safety purposes, the proper personal

protective equipment (PPE) was worn when pouring liquid nitrogen. The PPE consisted of goggles or

safety glasses and cryogenic gloves. If cryogenic gloves were not present care was taken to pour

without gloves. This is due to the fact that permeable work gloves would allow the liquid nitrogen to

soak through and remain in contact with the skin causing severe burns. If liquid nitrogen comes in

contact with bare skin it will evaporate before causing any damage.

The safety protocol and precaution page can be found at the end of this section .The MSDSs of all the

constituent materials except neodymium used in the rare-earth magnets are also included. The other

materials used are boron, iron and nickel. Nickel was used as a protective coating. An MSDS for

neodymium was unable to be found due to minimal research. The main safety concern with

neodymium magnets is pinching. To avoid pinching gloves are worn while handling the magnets. With

the small magnets chosen for the full track, pinching hazards were minimized as the size of these

magnets essentially eliminated the possibility of pinching.

The MSDS for Cryogel was included with the shipment of Cryogel samples. Although the completed

project did not include any Cryogel, safe handling procedures were required during testing. The two

safety concerns associated with Cryogel was skin irritation and the creation of dust. Prolonged skin

exposure to the fibres in the Cryogel sheets would irritate the skin due to the roughness. Excessive

bending of the Cryogel sheets could have led to the creation of dust particles of the insulation which

could pose respiratory problems due to inhalation. Therefore gloves were worn during the handling of

the insulation samples.

The MSDSs for the two different superconductors (YCBO and BSCCO) were available on site. To avoid

health risks the superconductors were carefully transported to avoid breakage which could lead to

harmful dust. In addition, the superconductors were wiped clean of any condensation after the

superconductor had heated up after being super cooled.

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Additional forms were created for safety purposes by the Maglev Team. The first form was a safety

release form that outlined every member of the team filled out to ensure that they had read and

understood the safety protocols, procedures and MSDSs of all the hazardous materials present at the

project location. The second form was a blank incident report form to be filled out in the event of a

safety related injury. A copy of the two forms can be found in Safety Protocols and Incident Reports

Section in the annex of this report. The Maglev Train team would like to proudly announce that there

were no safety injuries throughout the duration of the project.

9.5.2 Safety Issues This section describes safety issues that arose during the construction and testing phase of the project in

which safety measures were put in place. The two areas in which safety risks presented themselves was

with the propulsion system. Two safety issues arose, the danger of exposed discs spinning at high

revolutions per minute and the potential risk of high speed projectiles.

The second phase of the phase of the propulsion system consisted of discs rotating at high rpm with

small magnets inset into them using epoxy. To avoid people from touching the discs with their hands

and to have loose clothing become entangled with the shaft a Plexiglas box was created to still provide a

viewing window such that the propulsion system can still be analyzed from a demonstration perspective

while operating in a safe manner.

Lastly, due to the magnets being inset on the rotating discs, the possibility of one coming loose and

flying at high speeds had to be minimized. This was done by ensuring the magnets were inset and glued

with high strength epoxy. Another projectile risk is if the lightweight car was to come in contact with

the discs and be flung at high speeds. This is minimized due to the protective box as well as the

cardboard barrier around the perimeter of the track to stop the car if it was to exit the track.

The following pages have the safety protocols and procedures for neodymium magnets and liquid

nitrogen as well as the safety release form and blank incidence report form. The MSDSs of the materials

are not included here and are found in the safety section of the project binder.

A7

Safety Protocol for Liquid Nitrogen

1. Read through the document entitled Safety Precautions with Liquid Nitrogen before proceeding

to handle Liquid Nitrogen.

2. Liquid is an extremely cold liquid and certain hazards are present. These are outlined in the

document listed above and in the MSDS which can be found in the safety section of this binder.

3. If first-aid is required inform the supervising professor (Dr. Gao or Dr. Morelli) and obtain the

required treatment. Note that the certified first-aid person on the fifth floor is Steve Gillen in

room 502. The nearest first-aid kits are located between rooms 507 and 508 and in 502.

4. If oxygen levels are depleted use an artificial respirator to access and safely turn off the source

of nitrogen. Do this only if it is safe to do so.

5. If medical attention is required bring the MSDS to the hospital and provide the doctor with

these. This will allow the doctor to determine which treatment is best.

6. Follow the instructions of the safety officer for Group B. If you are violating the safety

precautions you will be warned and handling of liquid nitrogen may be prohibited.

Safety Protocol for Neodymium Magnets

1. Read through the document entitled Safety Precautions with Neodymium Magnets before

proceeding to handle them.

2. The magnets are composed of Neodymium, Iron and Boron and are coated in Nickel. The

MSDS's for all these constituent compounds except Neodymium are available in the safety

section of this binder. Neodymium has not be studied extensively enough to produce an MSDS.

3. If first-aid is required inform the supervising professor (Dr. Gao or Dr. Morelli) and obtain the

required treatment. Note that the certified first-aid person on the fifth floor is Steve Gillen in

room 502. The nearest first-aid kits are located between rooms 507 and 508 and in 502.

4. If medical attention is required bring the MSDS's to the hospital and provide the doctor with

these. This will allow the doctor to determine which treatment is best.

5. Follow the instructions of the safety officer for Group B. If you are violating the safety

precautions you will be warned and handling of magnets may be prohibited.

A8

Safety Precautions with Liquid Nitrogen

Handling and Storage

Liquid Nitrogen is extremely cold and can cause severe burns causing living tissue to instantly

die.

Cryogenic gloves , long pants that go over top of the shoes and safety goggles must be worn

when dispensing liquid nitrogen. If someone is using a tipper device to pour liquid nitrogen a

full face shield is required over the goggles. If cryogenic gloves are unavailable, use bare hands

with extreme caution.

When dispensing liquid nitrogen DO NOT use a funnel. If a funnel is used it can freeze and force

liquid nitrogen into your face.

Do not store liquid nitrogen in areas where there is no air exchange as the elevated levels of

oxygen can cause anyone entering the room to pass out and die without any warnings.

Liquid nitrogen condenses oxygen from air. Care must be taken to ensure that liquid oxygen

does not build up as it is highly flammable and can cause an explosion hazard.

On a Dewar that is holding liquid nitrogen ensure there is no build up of pressure by using a

pressure relief valve for lid vent.

Before handling liquid nitrogen ensure that all jewellery and watches are removed. Liquid

nitrogen can freeze these items to the skin if contact is made.

If enough liquid nitrogen vapourizes bringing the concentration of oxygen in the area below

19.5% by volume asphyxiation can occur due to oxygen deprivation.

Use Dewars that are rated for extremely cold temperatures.

Never carry liquid nitrogen in a passenger elevator as the potential risk of injury is greatly

elevated.

The precautions listed here are found on Purdue's chemistry department website at

<http://www.chem.purdue.edu/chemsafety/chem/ln2.htm>

A9

Safety Precautions with Neodymium Magnets

Handling

Ingestion of neodymium magnets is extremely hazardous. If magnets are ingested or

inhaled into the lungs, immediate medical attention is required.

Neodymium magnets are fragile and can shatter easily.

Neodymium magnets are powerful and can accelerate at high rates toward one another

or other ferrous material and can shatter on impact creating high speed particles.

If skin is caught in between two magnets or a magnet and a ferrous material will pinch

strongly causing injury.

Gloves and Safety glasses/goggles should be worn when handling neodymium magnets.

Very large neodymium magnets pose a crushing hazard and should not be handled.

Magnets should never be used to lift objects over people.

The magnetic field produced by neodymium magnets can damage electronic equipment

and storage devices. Keep laptops, credit cards, USBs and other electronics away from

the magnets.

DO NOT burn neodymium magnets as they can ignite and burn at high intensities.

DO NOT drill or machine neodymium magnets as hazardous flammable powder may

form and the risk of shattering is elevated.

DO NOT use neodymium magnets in contact with food and other ingestible liquids.

Neodymium magnets are susceptible to oxidization. Dispose of oxidized magnets.

Health Effects

Individuals with internal medical devices should consult their physician prior to handling

neodymium magnets as the static magnetic fields may affect the operation of the

device.

Disposal

Neodymium magnets should be disposed according to local, provincial and federal laws.

Thermally demagnetize neodymium magnets before disposal.

Alternatively place magnetized magnets in a steel container prior to disposal.

Information in this document is provided by National Imports Magnetic Products Division, which

is a US based company specializing the production of rare-earth magnets.

<http://www.rare-earth-magnets.com/t-safetyinformation.aspx>

A10

Acknowledgement of Hazards Form

I ___________________ hereby agree, that by checking the above boxes I am aware of the

hazards associated with the materials in and around the Maglev Train area. I also agree that any

injury resulting in my failure to abide by the precautions and protocols is my own fault and does

not hold the Safety Officer accountable as I was informed of the hazards.

For all other hazards (high voltages, high speed masses, etc.) consult a teaching assistant, professor

or qualified technician to ensure safety is maximized before proceeding. Any conditions in which the

hazards are unknown should also be examined by a qualified person.

Other Hazards:

Neodymium Magnets (Check all that apply):

Note: If not all the above boxes are checked you will not be allowed to handle Neodymium Magnets.

Are you aware of the dangers?

Are you aware of the PPE required?

Have you read the safety

precautions?

Have you read the safety protocol?

Note: If not all the above boxes are checked you will not be allowed to handle Liquid Nitrogen.

Are you aware of the dangers?

Are you aware of the PPE required?

Have you read the safety

precautions?

Date: _______________________

Date: _______________________

Date: _______________________

Team Member: ____________________ Safety Officer: _____________________

Liquid Nitrogen (Check all that apply):

Team Member Signature: ________________________

Safety Officer Signature: _________________________

Have you read the safety protocol?

A11

Safety Incident Report

Date: _______________________ Team Member: ____________________

Safety Officer: _____________________

Where did the injury occur? (i.e student shop, lab): ______________________________

Description of the injury:

___________________________________________________________

___________________________________________________________

___________________________________________________________

___________________________________________________________

Team Member Signature: ________________________

Safety Officer Signature: _________________________

Have you read the safety protocols?

Have you read the safety precautions?

Were you wearing the proper PPE?

Were you aware of the dangers?

Comments:

_______________________________

_______________________________

_______________________________

YES

Date: _______________________

Date: _______________________

Detailed explanation of what caused the injury: ___________________________________________________________

___________________________________________________________

___________________________________________________________

___________________________________________________________

NO

Indicate on the body where the injury occurred.

Documents

Model Maglev Train Final Report