Transrapid Maglev System Innovative traintechnology The superspeed maglev system Transrapid is an innovative track-bound transportation system for passenger and high-value cargo traffic at speeds between 300 to 500 km/h. It is the first fundamental innovation in railroad technology since the construction of the first railroad.

Electromagnetic Levitation Comparison of Systems Railroad / Maglev Titel Wheel-on-rail Electromagnetic Levitation Guidance Propulsion The superspeed maglev system has neither wheels nor axles nor gearing. It does not drive–it hovers without touching the guideway, with no friction nor wear. Electronics replace mechanical parts. The functions of wheel-on- rail, i.e. support and guidance, propulsion and braking, are taken over by an electromagnetic levitation and propulsion system. The Transrapid system works completely contact free. Propulsion Support Support

System Components Electromagnetic Levitation Stator Pack Guidance Magnet Eddy Current Brake Support Magnet Linear Generator The levitation system, i.e. support and guidance, is based on the attractive forces between the electromagnets in the vehicle, and the stator packs and side guidance rails in the guideway. In order to make the vehicle hover, the levitation magnets pull it toward the stator packs from below and the guidance magnets pull it to the side towards the guidance rails. Guidance Rail

Linear Motor The superspeed maglev system is propelled and braked by means of a long-stator linear motor. The method by which the linear motor functions can be derived from a conventional electric motor - the stator is cut open, stretched, and laid out along the entire length of the guideway on both sides.

Propulsion Principle Magnetic Traveling Field Alternating current in the cable windings generates an electromagnetic wandering field by which the train is pulled along without contact. By changing the intensity of the current, the thrust and speed of the train can be continuously varied. The motor can also be used as a generator which then brakes the train.

Longstator Propulsion Switching Motor Section Switched Off Activated Motor Section Motor Section Switched Off Only the route segment in which a vehicle is moving is supplied with power. Energy Supply

Comparison Propulsion Systems Transrapid (Track-mounted drive) Gradient (max. 10%) Railroad (Vehicle-mounted drive) Gradient (max. 4%) The Transrapid concept with the guideway motor has two fundamental advantages: 1) the vehicle is significantly lighter, 2) the propulsion power can be precisely adjusted to exactly the necessary requirements. This means: at ascending slopes and acceleration sections more power can be deployed to the guideway motor than, for example, on flat land.

Acceleration distance to 300 km/h (185 mph) Transrapid/ICE Acceleration distance to 300 km/h (185 mph) The Transrapid is not only fast, but it can also accelerate quickly to high speeds. 300 km/h (185 mph) can be reached after a distance of only 5 km (3 miles). Modern high-speed trains require more than 28 km (18 miles) and at least four times as long to reach the same speed.

Acceleration of a 6-section vehicle Transrapid Acceleration of a 6-section vehicle km/h 61,1 s 1,7 km 97,1 s 4,2 km 147,5 s 9,1 km 256,3 s 22,7 km 500 400 300 200 The Transrapid maglev system can therefore be used to advantage not only for long distances but also for short an medium distances in metropolitan areas with short intervals between stops. 100 s 50 100 150 200 250 300

Guideway Types At-grade guideway Typ III Elevated guideway Typ II 1,25-3,5 m Elevated guideway Typ II 49,536 m The guideway of the maglev system consists of steel, concrete or hybrid beams which are between 6.2m and 62 m long. The two tracks run at-grade or are elevated but they can also be laid over bridges and through tunnels. Elevated guideway Type I 25 m

Guideway Bending Switch Turn-out Direction 3,60 m 150 m Straight Direction The Transrapid maglev system changes tracks using steel bendable switches. They consist of continuous steel box beams with length between 78 m and 148 m (256 ft – 486 ft) which are elastically bent by means of electromagnetic setting drives and securely locked in their end positions.

Transrapid 08 Length end section: 27 m Length middle section: 24.8 m Width: 3.7 m Heigth: 4.2 m Maximum operational speed: 500 km/h (310 mph) Empty weight passenger vehicle per section: approx. 53 t Empty weight cargo vehicle per section: approx. 48 t Useful payload, cargo vehicle per section: approx. 15 t Seats, passenger vehicle end section: max. 92 Seats, passenger vehicle middle section: max 126

Transrapid applications Airport Link Long Distance Regional Networks The Transrapid maglev system is the most flexible of all known means of transportation. The system can be used to advantage not only for long distances but also for short and medium distances in metropolitan areas with short intervals between stops and still provides short travelling times. And still the Transrapid represents the least additional stress in densely settled regions. The Transrapid is quieter, consumes less energy, carries both, passengers and freight, and can be adapted flexibly to the existing structures.

Trainset Configurations Airport Link: 2 Sections with up to 184 Seats Long distance: Up to 10 Sections with 1172 Seats The Transrapid vehicles are flexibly configured to correspond with the requirements of the most diverse applications. The vehicle sections are built using lightweight, modular structures and can be combined into trains with two to ten sections depending on the application and traffic volume.

Cargo Vehicle In addition to passengers, the Transrapid can also carry high-value cargo in specially designed cargo sections. These can be used for dedicated high-speed cargo trains or added to passenger trains for mixed service. Special container sections, each with a useful load of 17 metric tons, could be used for high-speed freight transport.

Safety Passenger and vehicle safety is clearly enhanced by the technical concept of the magnetic levitation train. Transrapid vehicles virtually cannot derail, since they wrap around the guideway. The complete absence of crossing in the track routing prevents accidents with other means of transportation.

14 12 2 Land Consumption (m2/m) ICE TR at grade TR elevated In comparison with other transportation systems, the Transrapid maglev system requires the lowest amount of space and land for guideway infrastructure and related facilities.

Collocation with highways Transrapid Collocation with highways Because of its extremely favorable route alignment parameters (gradients of 10% can be climbed and curves with tight radii and cants of up to 16° can be travelled) the guideway can be flexible adapted to the landscape without massive earthworks and it is often possible, in contrast to existing railroads, to collocate it with existing traffic routes. TR Standard 26.4.2001

Specific Energy Consumption cannot be achieved by ICE 3 200 km/h 125 mph 300 km/h 185 mph 400 km/h 250 mph Wh/seat-km (under identical conditions) Transrapid ICE The favorable aerodynamic properties and the non-contact technology make the Transrapid extraordinarily economical. At the same output the superspeed maglev system consumes 20 to 30 percent less energy than the already very “modest“ railroad. For the same transportation performance, the specific primary energy consumption of automobile traffic is 3 times and air traffic 5 times higher than the Transrapid.

Specific CO2 Emissions Values in grams per seat-km 190 60 33 30 Car 60 400 km/h 250 mph Transrapid 33 Short-haul Flight 190 300 km/h 185 mph 23 30 ICE Lower energy consumption also means lower CO2 emission. The CO2 emission depends on the primary energy consumption, the method and raw materials used to generate the energy, and how it is distributed.

Noise Emission Pass-by Level in dB(A) at a Distance of 25 m (82 ft) 92 89 92 90 80 85 82 73 Pass-by Level in dB(A) at a Distance of 25 m (82 ft) Suburban Train Transrapid 07 ICE 1+2 TGV-A 80 km/h 50 mph 200 km/h 125 mph 300 km/h 185 mph 400 km/h 250 mph Compared with other transport systems, the Transrapid is extremely quiet. There is no rolling or propulsion noise. At speeds up to 250 km/h (155 mph), the Transrapid hovers almost soundlessly through cities and metropolitan areas, at speeds above the noise emission of the superspeed maglev system mainly characterized by aerodynamic noise. An increase of 10 dB (A) is perceived as a doubling of the volume of the noise.

Magnetic Field Strength Earth‘s Magnetic Field Transrapid Color TV Hair Dryer Electric Stove in µTesla For high energy efficiency reasons, the magnetic field used for the levitation, guidance, and propulsion of Transrapid is concentrated within the gap between the vehicle and the guideway components of the linear motor. Outside this gap, the intensity of magnetic stray fields strongly declines. In the passenger cabin the level is within the range of the earth natural magnetic field.

Track Investment Costs ICE/Transrapid Long Distance Application (in million € per double track km) ICE ICE ICE Transrapid Hannover Berlin Hannover Würzburg Mannheim Stuttgart Cologne Frankfurt Berlin Hamburg level, few tunnels, 94 mi, Price level 1997 The comparison for one market (in this case Germany) shows that despite the higher performance of these routes, investment costs are comparable to those for high speed rail. A comparison of the infrastructure costs favors the Transrapid even more when the route passes through difficult terrain as the need for expensive civil structures such as bridges and tunnels can be reduced significantly for reason of its flexible route alignment parameters. low-mountains, many tunnels, 205 mi, Price level 1988 low-mountains many tunnels, 62 mi, Price level 1988 low-mountains many tunnels, 118 mi, Price level 1998 level, few tunnels, 181 mi, Price level 1998 New route including track infrastructure, operation/maintenance facilities, without trains and station New route including guideway infrastructure, operation/maintenance facilities, without vehicles and stations (Berlin-Hamburg Project planning)

Overall System Maintenance Costs Long Distance Application Eurocent per seat-km (under identical conditions) Vehicle Guideway Overall System 100% 100% 34% 100% Due to the non-contact and non-wearing technology, maintenance of the vehicles, the guideway and the guideway equipment is primarily restricted to the conventional structures, unless damage occurs through external influences which cannot be foreseen. In a comparison of the maintenances cost of the Transrapid system with conventional high speed rail, the Transrapid costs are one third less. 29% 41% Operating Speed: ICE = 250 km/h (155 mph) Transrapid (TR) = 450 km/h (280 mph)

Emsland Test Facility TVE Guideway Length: 31.5 km / 19.5 miles North Loop South Loop High-speed Section (400-450 km/h) Observation Point Switch Switch Switch Since 1984, the Transrapid maglev system is beeing tested on its test facility (TVE). In 1993, on June, 17, under normal operating conditions, the Transrapid 07 achieves a new world speed record of 450 km/h (310 mph) at the TVE. At-grade Guideway At-grade Guideway Visitor / Test Center

Shanghai Airport Link Route A contract to realize the Shanghai airport link is concluded on January 23, 2001. Start of construction on the Shanghai Project was March 1, 2001. Maiden trip of the Transrapid Maglev Train on its first commercially operated route worldwide from Shanghais Long Yang Road to the Pudong International Airport was December 31, 2002.

Shanghai Airport Link Project Data Route Length 30 km double track Link to maintenance facilities 3 km single track Stations 2 Number of vehicles in 2003 3 vehicles each with 5 sections (6 sections from June 2004) Traffic Volume • in 2005 10 million passengers • in 2010 20 million passengers • in 2020 33 million passengers Travel speed (max.) 430 km/h Trip time 8 minutes Headway 10 minutes (option: 5 minutes) Daily operation 18 hours

Transrapid project Munich From Munich downtown to the Airport "Franz-Josef Strauß" a modern urban train takes 45 min today. The Maglev System will shorten trip time on this 37 km route to just ten minutes.

Munich Airport Link Western Route Possible tunnel Airport Neufahrn b. Fsg. Eching Unterschleißheim Oberschleißheim AB.-Dreieck Feldmoching Ismaning Olympiapark To strengthen the connection of the International Airport to downtown Munich two possible route alternatives have been planned, but the western route was preferred for realization. Main Station Messe Ostbahnhof

Munich Airport Link Project Data Munich Airport – Central Station Number of vehicles Sections / Vehicle Passengers per vehicle including seats Stations Traffic Volume Travel speed (max./average) Trip Time Headway 5 3 320 148 2 7,86 million passengers 350 km/h (128 km/h) 10 minutes 10 minutes

Pennsylvania Project Route Alternatives Pittsburgh International Airport Magport North Shore Magport Pittsburgh Monroeville Magport Station Square Magport Monongahela Greensburg Magport This route would serve Pittsburgh commuters and help alleviate congestion on the bridges leading into Pittsburgh. The "Magport" terminal at the Pittsburgh Airport would be truly intermodal with airplanes, maglev trains, buses, taxis, and cars as well as a shopping mall and passenger/commuter services. It is the proposed initial segment of the Cleveland - Pittsburgh - Harrisburg - Philadelphia network. Pittsburgh International Airport to Greensburg Route length 86.9 km / 54 miles Vehicles 8 (3 sections each) Stations 5 Invest cost $ 3.5 billion Trip time 35 minutes

Baltimore-Washington Project Route Alternatives 795 Baltimore to Washington D.C. Route length 62.8 km / 39 miles Stations 3 Trip time 18.5 minutes Vehicles 7 (3 sections each) Invest cost $ 3.7 billion Baltimore 32 This route travels from downtown Baltimore to the Baltimore-Washington International Airport and on to downtown Washington DC. It would carry commuters and allow BWI Airport to serve as a third airport for Washington DC. 295 95 Washington D.C.

Transrapid Las Vegas From Las Vegas to Primm Route length 56 km / 35 miles Stations 2 Trip time 11 minutes Vehicles 3 (8 sections each) Investment cost $ 1.3 billion California Nevada Barstow Primm Los Angeles Las Vegas Although not selected to participate in the next phase of the Maglev Deployment Program, Las Vegas and Los Angeles are looking to connect with each other, linking McCarran International and Los Angeles International airports. A first part is the connection from Las Vegas to Primm (state border).

Transrapid Netherlands Potential Projects Groningen Drachten Heerenveen Emmeloord Lelystad Amsterdam Almere Schiphol Airport The Netherlands consider the use of maglev system to improve the traffic situation. Feasibility studies are carried out. Leiden Den Haag Utrecht Gouda Rotterdam