Press release

German feasibility study gives the Transrapid a global boost

The results of the feasibility studies for the Transrapid - connection from Munich's Franz-Josef-Strauss Airport into Munich's main station and the Metrorapid line Dortmund - Düsseldorf 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.

Transrapid - one system for short or long 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 30 km (almost 20 miles).

The Transrapid is not only fast; it accelerates very fast, too. The Transrapid reaches a speed of 300 km/h within a distance of only 5 km, or 3 miles. Modern high-speed trains need more than 30 km 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.

German lines being studied.

Munich: Faster by train to the plane.

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 37 km trip to a mere ten minutes. On the way, it will reach a top speed of 400 km/h (250 mph).

Every year, almost 8 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.

NRW: New mobility for a conurbation.

Between Rhine and Ruhr, the most thickly-populated conurbation in Europe, the Maglev will be setting new standards of quality in local passenger transport.

The Metrorapid concept provides initially for construction of a magnetic suspension track between Düsseldorf and Dortmund with stopping places in Düsseldorf Airport, Duisburg, Mühlheim, Essen and Bochum. With a maximum speed of 300 km/h (over 185 mph), the Maglev will take 37 minutes for the 78.9 km (49 miles), including stops. At a 10-minute headway, it will carry almost 30 million passengers annually.
The track, most of which will be over existing railway formations, should be in operation in time for the football World Championships in 2006, and should later be extended to serve Cologne.

Major interest right across the world

China: The start of a new era in railway traffic.

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 early in 2003. At a speed of 430 km/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 30 km (almost 19 miles), it will take roughly 8 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 1,300 km 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 8,000 km 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.

The USA is backing the 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 60 km (37 miles) connection between Baltimore and Washington D.C., and a 76 km (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.

Great interest in the Netherlands

Intensive studies are currently 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 the important centres in the Netherlands in particular to ease pressure on road traffic. Behind the planned Transrapid connection from Amsterdam to Groningen is primarily the desire to see Northern Holland optimally served in terms of transport.
On December 21st, 2001, the Netherlands Government made the announcement regarding this high-speed line.
Chances for the Transrapid in competition with the conventional railway are assessed very positively.

Transrapid: Attractive mobility all over the world

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. This is why the Transrapid is the transport system for the 21st century.

Berlin, April, 2002

Transrapid International
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