The Transrapid transport system is gaining ground globally. Plans for the system are already drawn up of use in Europe, China, the US and Australia.

In almost every one of the large industrialised countries, the same problem presents itself: mobility continually increases. With each day that passes, more and more people and more and more goods have to be transported from one place to another.
If the environment is not to suffer irreparably, then railways must have priority in the future in handling these dramatic increases in traffic flows. This, however, makes its own demands of track-guided traffic: it must become more attractive and efficient, more economical and environmentally friendlier - by making use of the benefits of the induction-suspension railway. One solution could be the Transrapid transport system.
The results of a German feasibility studies for the Transrapid connection from Munich's Franz-Josef-Strauss Airport into Munich's main station and the Metrorapid line Dortmund-Dusseldorf are positive signals for the future utilisation of this innovative railway technology.
Following the decision in favour of Transrapid in China and the paths being taken in Germany, the induction suspension technology made in Germany is well on the way to being a global success story for German technology.

One system for all distances

The Transrapid is versatile and suitable for use in a wide range of situations. As an express connection for a city with its major airport, as a fast regional system in conurbations, as a fast and economical connection for two neighbouring metropolises. As a component of a highly developed, high-capacity transport network in which all modes of transport are intelligently interconnected. And this not only for fast passenger traffic, but also as a transport system which can handle valuable express goods.
Modern major airports are usually located miles outside the towns they serve. It is not uncommon that the journey to or from the airport, including checking in or waiting for baggage and checking out takes as much time as the flight itself. A city-airport connection by Transrapid shortens the overall journey time. Capacity is better used, the flow of traffic is handled in an optimum manner. The Transrapid requires for example less than ten minutes for a distance of about 30km (almost 20miles).
The Transrapid is not only fast; it accelerates very fast, too. The Transrapid reaches a speed of 300km/h within a distance of only 5km, or 3miles. Modern high-speed trains need more than 30km for this, and at least four times as long. This is why the Maglev - the induction suspension - system is not only suitable for long distances, but can also be used to great advantage for short and medium distances, or in thickly-populated regions, where stopping-places are close together. Its unusual dynamics, its travelling speed and, according to topography, discrete driving layout make possible travelling times over medium and longer distances which are competitive with aeroplanes. Even a large number of intermediate stops only increase overall journey times by a few minutes.
A local train at the moment takes 45 minutes from the city centre to Franz-Josef-Strauss Airport. The Maglev will slash the travelling time for this 37km trip to a mere ten minutes. On the way, it will reach a top speed of 400km/h (250mph).
Every year, almost eight million passengers will hover between Munich and the airport. A feasibility study is currently being prepared. For the actual route, there are two alternatives being discussed, a western and an eastern route. The fast point-to-point connection should be able to start operating between 2006 and 2008.
Between Rhine and Ruhr, the most thickly-populated conurbation in Europe, the Maglev will be setting new standards of quality in local passenger transport.
However, as Rail Industry International went to press, the Metrorapid concept for construction of a magnetic suspension track between Dusseldorf and Dortmund, appears to be in doubt as the North Rhine-Westphalia governement has vetoed the plan. No more details are known, but Transrapid said it 'regrets the decision'.
With a maximum speed of 300km/h (over 185mph), the Maglev would have taken 37 minutes for the 78.9km (49 miles), including stops. At a 10 minute headway, it was planned to carry almost 30 million passengers annually.
In Shanghai the Transrapid is set to prove itself for the first time in commercial traffic. Construction of the line started in March 2001.
The Maglev will be starting operations in 2003. At a speed of 430km/h, the Transrapid will be connecting the 14 million-strong metropolis with Pudong International Airport, which it is planned to expand to become the major air-hub in Asia. For the 30km (almost 19 miles), it will take roughly eight minutes.
In China, serious consideration is already being given to further Transrapid lines. For example, a decision is expected by 2003 on whether to extend the line from Shanghai to the roughly 200 km-distant Hangzhou. At the same time, a decision is expected on whether to build a 1300km connection for the Transrapid between Peking (Beijing) and Shanghai. A feasibility study of this project is currently being undertaken.
China's long-term transportation planning strategy envisages the building of new high-speed tracks of some 8000km in length. In China the points have been set for the Transrapid. With the project in Shanghai, the induction-suspension railway achieved its first breakthrough on the world market.

USA backs transrapid

In the USA, studies are expected to continue until 2003 over the first Maglev connection in America. In 1998, the US Government made available one billion dollars towards the realisation of a Transrapid project.
Six potential links studied in detail have in the meantime been narrowed down to two, these two projects now being chosen as the subjects of an in-depth feasibility study; they are the 60km (37 miles) connection between Baltimore and Washington DC, and a 76km (47 miles) connection in Pittsburgh. In addition to this, construction of further Maglev connections which will not depend on public financing is already being planned in the USA.
Studies are going on in the Netherlands to examine how the traffic situation can be improved on a long-term basis by making use of the induction-suspension railway system.
One possibility is the 'Rondje Randstad Projekt', which proposes a circular track from Amsterdam via Schipol Airport, the Hague, Rotterdam and Utrecht back to Amsterdam.
Another proposal is a connection between Amsterdam and Groningen. Trains operating at frequent intervals should cater for the high density of traffic between centres in the Netherlands to ease road traffic.

For more information, visit www.transrapid.de