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CI-{:) OF SAN BERNARD.oo - REQUQT FOR COUNCIL AcQON
..
From: Evlyn Wilcox, Hayor
Su bject:
Discussion of magnetic levitation
rapid transit system --
Transrapid International
Dept: Mayor
Date: April l, 1987
Synopsis of Previous Council action:
NONE
Recommended motion:
That the magnetic levitation rapid transit system proposed by
Transrapid International be discussed.
Contact penon:
Supporting dati attached:
Richard Bennecke
Phonal
5204
Yes
Ward:
FUNDING REQUIREMENTS:
Amount:
Source: (ACCT. NO.)
(ACCT. DESCRIPTION)
Finance:
Council Note.:
..._n~c't
Agenda Item No. 5-3
o
The status of thPrransrapQ Maglev Test
in Emsland
o
Facility
..
H ALSCHE R. Dipl-Ing
Messerschmitt-Bolkow-Blohm GmbH, Munich, West Germany
SYNOPSIS Operation of the Emsland Test Facility 1s planned as the last step to the first public ap-
plication of Maglev Transportation 1n Germany. Technical data and actual test status are reported.
I. OBJECrrVES FOR THE TEST FACILITY
Engineering and construction of the TRANSRAPID
Maglev Test Facility In Emsland (Fig. 1) began
in 1979, after a ten years' analysis and test
phase with different Haglev Systems in
Germany. Large scale testing under simulated
operational conditions at the Emaland Test Fa-
cility is planned to be the last step before
first public application of Maglev High Speed
Transporta t 10n.
Technical features and operational conditions
for the Cest site were derived from two pos-
sible applications:
Operations at cruising speeds up
to 300 km/h as a fast link between cities
and/or airports (short- to medium-haul com-
muter system) as well as
operations at speeds up to 400 km/h as a
high speed connection between densely popu-
lated areas (long-haul intercity connec-
tion) .
The general
operational
tion system
aims:
reguirement for testing of the
applicability of magnetic levita-
may be detailed by the following
Complete functional assessment of all com-
ponents under eventual environmental condi-
tions,
safety approvement for public passenger
transportation,
demonstration of the favourable ecological
features,
demonstration of availablility for satis-
factory commercial application, reliabili-
ty, and maintainability,
testing of operational characteristics in
order to achieve the necessary experience.
2. TEC~~ICAL DATA
While planning the technical layout of the
Emsland Test Facility for large-scale testing
under operational conditions, particular at-
C410/84 <i:) 'MechE 1984
Centicn had to be paid to the following featu-
res:
Design and. trace routing of the guideway,
size and. payload of the test train and.
characteristics of the propulsion system.
The. guideway (Fig. 2) provides a straight sec-
tion for high-speed testing up to 400 km/h1
and two turning loops in order to allow Simu-
lation of long-distance endurance runs. The
guideway has a minimum curve radius of,500 m,
maximum lateral inclination of 12 ,and_ a ma-
ximum grade of 3.5 %.
The elevated mono beam guide....ay is mounted on
pillars with an average height of 5 m~ Two
different design principles are used for the
beams. One is the single-span prestressed con-
crete beam (Fig. 3), and the other one is the
two-span welded steel beam (Fig. 4). Typical
span for both types is about 25 m. Special ty-
pes with an overall length of 31 and 37 m in
concrete respectively 24 + 31 m and 31 + 31 m
in steel are used to match pillar positions to
existing crossings of roads, waters and pipe-
lines.
The Emsland guideway will allo.... intensive
testing of all system elements to be used for
future revenue operation, including the s.....itch
points whose design is hased on the flexible
beam principle (Fi~. 5). S....itch points are lo-
cated on both turning loops and at the turn-
out to the test centre building.
The TRANS RAPID 06 test train (Fig. 6) has an
overall length of 54.2 m, a width of 3.7 m and
a height of 4.2 m. It has a maximum gross
.....eight of 122 tons and comprises 192 passenger
seats (Fig. 7). The train consists of two
identical sections I each supported by four
magnetic suspension bogies. The magnetic sus-
pension is generated by four levitation mag-
nets and four f,uidance magnets on each side of
each bogie (Fig. 8). The typical gap oot.....een
the magnets and the corresponding armature
raU is about 10 mm.
Propulsion
long-stator
levitation
tat ion for
three-phase
of the tcst tr" in is prov ided by a
linear synchronous mOlor 1 wi th the
magnets ~~ellcratillg the field exci-
the synchronous motor. r\Jo sets of
iron-corl~d .....il\d in.\~s for the propa-
155
"'..'.
!O
o
gating field are placed symmetrically on both
sides of the guideway. Pole pitch of the sta-
tor is 0.258 m and maximum inverter frequency
is 215 Hz,
"
The inverter system provides two special fea-
tures for, voltage adjustment:
Generation of output voltage by two sepa-
rate uni ts.
At h.igher frequencies. voltage control is
made by phase shifting between the two
units. At lower frequencies conventional
pulse width modulation is used.
Coupling of inverter and feeder lines of
the stator by transformer.
maximum phase
transformed
frequenci~s
At higher frequencies the
vol tage output will be
from 2.6 to 4.25 kV. At lower
the transformer is bypassed.
At the 50 - 60 Hz range. the operational mode
is switched for both features.
The long-stator motor is subdivided into fee-
der sections which are connected to the feeder
lines according to the position of the test
train. Different lengths of feeder sections
between 360 and 3000 m are used in function
of local power requirements. The minimum
length 1s required for full acceleration in
the high speed section of the track and the
maximum length is suitable for constant speed
at lower level, i.e. in the turning loops.
Using the long-stator principle, the electri-
cal power for propulsion is not to be trans-
ferred aboard the test train. On-board power
can be generated by a non-contact system, by
the so-called linear generator. This device
uses the field modulation, caused by the slots
in the stator, to induce electrical energy in
special coils which are embedded in the pole
shoes of the levitation magnets. The electric
energy is transferred via rectifiers to the
batteries of the on-board power supply.
Velocity of the test train is controlled by
two independent systems:
Operational speed can be controlled either
automatically by a computer system at the
test centre or manually from the test cen-
tre control toom or from the control cabin
of the train.
Admissible maximum speed which is a func-
tion of track curvature and switch posi-
tions in front of the vehicle i8 checked
against actual speed by an independent sys-
tem. If the critical velocity Is exceeded,
the mechanical emergency braking system
will be actuated. ,Comparison is made by a
double channel computer syatem aboard
the vehicle, which uses scanning of passive
markers on the guideway to determine speed
and position of the vehicle, and switch po-
sitions transmitted from the test centre.
Data transfer between the test centre and the
vehicle is made via a slotted waveguide moun-
t<.tt al0nll the IlUldew8v. Couolers dioolnR into
00
the slot of the waveguide provide the data
link to the vehicle. The switch points are
controlled from the test centre by optical
fibre cables.
All operational equipment of the TRANS RAPID
Test Fscil1ty hscI to be designed to the fol-
lowing operational' conditions:
- Resistance against environmental influen-
ces:
The requirements concerning resistance to
environmental influences are baaed on Euro-
pean climatic conditions. The Emsland test
track shall be unconditionally operational
at temperatures between - 25 and + 40 . C.
wind speed up to 25 11./ s. and. the types and
quantities of precipitation which normally
occur.
Noise emission:
The admissible noise level Is determined by
the following requirements:
maxiDlUlll noise level at
of 25 11 from the teat train
300 km/h: 84 dB (A)
a dls tanee
cruising at
noise level at a diatance of 1 m from
the test train being stopped: 65 dB (A)
- Continuous operation:
The Emsland Test Facility is being designed
for an operational period of 18 hours daily
followed by a 6 hours' break. An operating
cycle lasting 30 min is to be repeated con-
stantly throughout the service period. This
operating cycle comprises two round trips
over a total distance of 78 km at a maximum
speed of 300 km/h, The cruising time 1s
about 20 min, the subsequent stop at the
station approximately 10 min. This duty
cycle was chosen to simulate a short- to
medium-haul commuter system.
High speed operation:
A maximum speed of 400 km/h should be at-
tained over a 1 km-section of the straight
run. This requirement was chosen as compro-
mise between testing of high speed opera-
tion for long haul intercity connection on
one side and reasonable test track length
and propulsion requirements on the other
side.
3. TEST STATUS
In February 1984 the test train, the electric
supply and control systems, and the test cen-
tre were completed. Low speed evaluation has
begun on the guideway section between the tes t
centre and the switch point at the connection
to the northern turning loop.
In April 1984 the northern turning loop will
be completed; testing at higher speedS should
then be in progress.
At the Haglev Conference in October 1984 will
be reported on the actual test status and on
o
o
.
first test results.
4. FURTHER PLANNING
Demonstration of the operational capabilities
of theTRANSRAPID Test Facility will be C01ll-
pieced by the industrial group Which was res-
ponsible for engineering and construction of
the test site. Further evaluation and enduran-
Fig 1
View of test centre building and test train
...
Fig 3
Elevated guideway with prestressed concrete beams
o
o
ce testing will be continued by an independent
group built by the 'Deutsche Bundesbahn I,
German Railways J the 'Deutsche Lufthansa'.
German Airlines t and the 'IABG', the lndu-
strleanlagen-Betrlebsgesellschaft. When this
evaluation will have confirmed the intended
performance. detailed investigation of the
first commercial application of the high speed
Maglev Technology In Germany as a short- to
medium-haul commuter system will start.
.
.
!
...J-
TRANS RAPID .,..=::--- EMSLAHO
=...-
'l
..
..
.,
"l' ....
f ~
. .
, .
,-....
-
-
T111.......0
---
-.-.-
----
-.
,
Fig 2 Location and routing of the guideway
Fig 4
Elevated guideway with welded steel beams
"::::.",,,0
'".-. of"~
.
"
.-... .
::;:;:;:::::::;::
: ::;: :': ~:: =: ~ :;:i
o
.~(
Fig 5 Switch point.t the northern turning loop
Fig 7
Interior view of the Transrapid 08
o
o
Fig 6
;'-..zt.:li~-t-.!:: .'
Trannpid 08 _ train
. -. ,-.~tl~~:'..'
(~~~~ '
Fig 8 View of magnetic suspension bogie
c
o
o
-0-
.
The Tran,rapld Maglev
West Germany engages in
massive effort to raise
ground speeds through
magnetic levitation. The
object Is to compete
with airlines and .the auto.
mobile In travel time, safe.
ty, frequency, and comfort
Reprinted from PROGRESSIVE RAILROADING, August 1985
o
"
-----
06
'~
Between January and May of this year. there were 211
runs of the maglev Transrapid 06 at up to 250 km/h
'0
~~~ ~~'~
.... ''\
(15S mph) for a total of 3.147 mllas with a high dagr..
of reliability. Tests are monitored on computer system
The Traosrapid Maglev
It.s the closest thing to suspended
animation. And in the extreme north of
Western Germany on a 31.5 km (19,5
mile) test track, it already has sped
along at 300 kmlh 086 mph) with a very
good comfort index.
The system is magnetic levitation.
From what one sees in the extent to
which it already exists. it could provide
another dimension to high speed
ground transportation.
If satellites can be thrust into outer
space by rockets. the harnessing of
another powerful force-magnetic
force--can also bring exciting new di-
mensions to surface transportation.
That is what is being proved and
being refined for practical operation in
the massive West German maglev ef-
fort,
The magnetic forces clear the vehicle
of the structure upon which it appears
to be riding. The system has two types
of magnetic force induced by powerful
West Germany engages In
massive effort to raise
ground speeds through
magnetic levitation. The
object is to compete
with airlines and the auto-
mobile In travel time, safe.
ty, frequency, and comfort
magnets. One set is on the underside of
the structure so that when attracted it
literally raises the vehicle, The other
set is a series of guidance magnets that
provides a magnetic flux perpendicular
to the guideway,
In this way, one magnetic flux raises
the vehicle and the other prevents lat-
On the elevated guideway, steel section that flexes like cwr
enables the train to transfer from one guideway to another
era! sway and repels lateral forces on
curves and against gusts of wind.
When thus levitated magnetically.
linear propulsion can be applied with
remarkable efficiency, It propels the
vehicle just as the rotor and shaft of an
electric motor revolves in proponion to
the elecirical energy applied. Instead of
being housed in a cage. however. the
stator armature stretches along the
guideway structure and propels the ve-
hicle at speed ranges well beyond those
of vehicles running on wheels.
While the most ambitious maglev de-
velopment project to date is that of the
West Germans. variations of it also
have cropped up in Japan. Britain,
Canada, and the United States. (The
U,S, Department of Transportation op-
erated one form at its Pueblo Trans-
portation Test Center in the early 70s.)
Marketing rights for the system in
North America are exclusive to the
Budd Company's Technical Center.
Cutaway Of unit that shows magnetic system that induces mag-
netic force to raise the vehicle and guide it on the guideway
'-".
'''"
The maglev program test center at Emsland includes large main-
tenance facility and supporting research and control facilities
Transrapid. as the West Germany
maglev system is called. is designed for
a top speed of 400 kmlh (248 mph) and
more. At that range, the Transrapid is
already targeted for commercial opera-
tion in between the high speed rail and
jet aircraft (see box).
The entire Transrapid effort has
headquarters in Munich. The 31,5 km
guideway and supporting facilities are
in northern West Germany. Other sup-
porting activity is carried out in
facilities of its sponsors-the govern-
ment of West Germany and seven of
the major industrial concerns of West
Germany.
During the course of the XXIV In-
ternational Railway Congress held in
Brussels in May. the point was made by
several speakers that the practical
operaiing limit for high speed rail is 300
km/h (180 mph). Beyond that, it is
magnetic levitation.
The state-of-the-art. then, apparently
has reached the point where it is con4
side red feasible by railroad profession-
als. That in turn is backed by the nature
of the effort under way by West Ger_
many to bring maglev into reality.
Some skeptics remain as to its
economic feasibility: those involved in
the Transrapid development indicate a
definite awareness of those concerns.
At the International Railway Con-
gress. Horst Hessler. managing direc-
tor of Transrapid International. pointed
out that long periods of planning are
generally required for the implementa.
tion of a new transport system. As now
progressing. tests that. began at Ems-
land early this year should be com-
pleted in the second half of the 1980s,
Undertaking those tests is a team
effort of some of the most advanced
technologists in West Germany today.
Those who hold reservations as to
the practical feasibility of the maglev
seem to question the practicability of
the separate dedicated structure
needed. ft is much more substantial
than laying a stretch of rail. but not
necessarily more so than elevated
structures for rail systems. Because of
the weightlessness of the vehicles when
operating. the structure serves primar-
ily as a guideway.
The Transrapid 06 vehicle itself that
Pennsylvania high speed group in test run experienced both com-
fort and speed of magnetic levitation system. as have others
rent. the operating speed of the system
immediately suggests operating at
speeds of over 300 kmlh (186 mph) and
a top speed of 400 kmlh (240 mph) or
more to be competitive with aircraft in
the 200 km to 600 km distance range
(125 to 372 miles), The system is also
well suited for the vehicles in that range
making several trips a day, thereby in-
creasing both the utilization of the ve-
hicles and the frequency of servi~e.
The ranges are (l) operation at
speeds of 400 kmlh (248 mph) and more
over distances of more than 250 km
(155 mph), (2) medium distance ranges
between 50 and 200 km <31 and, 124
miles) with speeds of 300 kmlh (186
mph). and (3) the short distance range
covering distances between 30 and 50
km (18 and 31 miles) without inter-
mediate stops to link efficiently airports
with city centers:
By bringing cities in that range closer
together with respect to travel time and
frequency of service and doing it with
commercially available electric cur-
rent, the developers of the Transrapid
06 feel that rail-type transportation can
compete more directly with air traffic
and take people out of automobiles at
well beyond the practical speed limits
of rail passenger service.
In West Germany. the German gov-
ernment. the German Federal Rail.
ways. the German Airlines Lufthansa
and Transrapid International tackled all
aspects of maglev transportation.
Construction costs are about the
same or less than wheel-on-rail-or
even highway-systems. The only
likelihood of maintenance costs would
be mainly weather-induced. At Erns-
land. Ihe foundation and support ele-
ments are made of reinforced concrete.
while the beams consist alternately of
prestressed concrete or steel. Vertical
gradients and ..mall \,;"urves can be more
readily accommodated. (Max.imum
gradient at Emslantl is J.Sq.. but up to
10% is feasible),
The three-phase ..tator winding and
stator armature that transmit electricity
from the guideway to the vehicles have
a snap-in-place configuration that also
enables them to be installed by
machine, With that portion of the mag-
lev propulsion system on the underside
Potentials for Maglev
The potential is the basis for the mas.
sive developmental effort now under way
in West Germany by the government. the
railroads. and German industry. In
parallel with that commitment. the Ger.
man Fed",al Railways (DB), in coopera-
tion with German industry. is also de-
veloping its ICE Intercity-Experimental
train at optimum speeds of about 230
kmlh (142 mph) 10< operation on the DB
line presently under construction (see
high speed article. page 39),
The potential for maglev is also di-
rected toward congested corridors in the
U,S, and Caneda. Its premise is thai rail
transport will be able to compete effec-
tively with the automobile and the aircraft
only when increasing travel speeds.
is operating at Emsland consists of two
sections. Each of the two sections is 27
meters (88.5 ft) long, is divided into
three passenger compartments. with a
total seating capacity of 196 seats.
The test track initially had a total
length of 23.5 km (14.6 miles) with a
large loop and varying curves and gra4
dients. Construction is now under way
of the connecting south loop so that
there can be continuous operation
around two loops and along a 12 km
(7.4 mile) tangent.
"Even without the full figure 8 con-
figuration," explains Rolf Kretz-
schmar, managing director of Trans-
rapid International. "much has been
learned about maglev performance-
construction, energizing, propulsion.
rideability. and endurance in the harsh
environment of the West Germany
north country. Another dimension that
has been resolved is in switching vehi-
cles so that they move onto the main
guideway or into passing sidings."
For passenger comfort. acceleration
and braking have been limited to obtain
comfort without seat belts, The maglev
is thus designed to go from standstill to
180 mph in about 90 see, and 240 mph
in two minutes. There also is a notice4
able absence of noise, vibration. dust,
dirt. or emissions.
Operating control is similar to that of
any train system. Then. because pro.
pulsion is through three-phase alternat-
ing current transformed to direct cur-
o
of the structure. it is also pretty well
away from the elements. Then. on the
vehicles themselves. the elec-
tromagnetic levitation and guidance
forces are generated by 32 levitation
and 28 guidance magnets. each of
which is 1,5 meters (4,9 ft) long. four of
them mounted on a 6 meters (18 F1.)
long beam as part of the bogies, Each
section has four bogies which keep the
magnets in the proper parallel position
and convey the forces generated by the
levitation and guidance systems. The
bogies also have a mechanical brake
system and anti.friction sledge ele-
ments that keep the train on the track
when it comes to a stop. Primary brak-
ing. however. is done by the electrical
brake of the linear drive system.
On the average. 120 Kw is required
to suspend and guide the whole Trans-
rapid 06 along the track, To stabilize
the air gap of V3-1h inches between the
train and the track and the magnetic
forces generated by the individual
levitation and guidance magnets. the
DC power modulator of each magnet is
controlled independently,
Even though this I 77-ft.. two-section
train weighs 120 tons. when levitated it
can be moved by the push of the hand,
Transrapid 06 is the first full-sized train
built with contact-free energy transmis-
sion. In design. it is a linear generator
system.
o
o
o
Maglev power application Is
similar to electrification
system at speeds above approximately
75 km/h (46 mph), As soon as the train
reaches a speed of more than 125 kmih
(77 mph). the additional power pro-
vided by the generator flows into the
butTer batteries. The total power re-
quired for one train section is 185 Kw
(for lighting. heating. air conditioning).
The high speed opemtion at Emsland
is controlled and monitored from a test
center equipped with an extensive
computerized informatics system. The
work carries on with many cross.
checks of permanent operating testing
and also all-weather. noise emission,
availability. riding comfort, and sys-
tems behavior testing.
The entire facility at Emsland was
turned over to the operators in De.
cember, 1984, To date. with the excep-
tion of a few minor inconveniences that
are no more than the normal develop-
mental bugs. all has gone well with the
first large-scale magnetically levitated
train tests in history. Between January
and May of this year, there were 211
runs at up to 250 km/h (155 mph) for a
total of 3,147 miles with a high degree
of reliability, .
As the train moves along the track.
the long stator built into the track gen-
erates magnetic field variations in the
levitation magnets. These field varia-
tions in turn induce a speed-related
voltage in a generator winding within
the pole pieces of the levitation mag-
nets. The electrical power is thus fed
into the on-board batteries.
The linear generator feeds power into
the train's batteries via the charge rec-
tifier. Energy needed at lower speeds
is battery fed,
The long stators Ipcated on both
sides of the guideway beams are fed
with three.phase current of varying
frequency to generate a traveling field
which propels the train in the desired
direction. Frequency controls the
speed of the train. Maximum frequency
is 215 cycles,
To achieve best efficiency and to use
the voltage optimally. the entire track
circuit is subdivided into several power
feed and switch sections about from
350 to 3000 meters for best reasons,
The sections are activated according to
the momentary position of the train.
The energy thus drawn from the na-
tional 110 K v grid is fed into the long
stator sections via transformers and
frequency converters. Power fre-
quency governs propulsion. generator
is designed to provide the power re.
quired for the levitation and guidance
Transrapid International
Steinsdocfstrabe 13
8000 Munchen 22, West Germany