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Transrapid is a German high-speed monorail train using magnetic levitation.
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Transrapid and is
The Shanghai Transrapid motor is an LSM.
The system is developed and marketed by Transrapid International, a joint venture of Siemens and ThyssenKrupp.
The normal energy consumption of the Transrapid is approximately 50 – 100 kW per section for levitation and travel, and vehicle control.
The drag coefficient of the Transrapid is about 0. 26.
The Transrapid track is more flexible, and therefore more easily adapted to specific geographical circumstances than a classical train system.
From a competition standpoint, the Transrapid is a proprietary solution.
The Transrapid itself is an electrically driven, clean, high-speed, high-capacity means of transport able to build up point-to-point passenger connections in geographically challenged surroundings.
The reduced expense, noise and vibration of a people-only Transrapid versus a cargo train track is not directly comparable.
From the above it is not possible to say whether Transrapid or Conventional fast rail track would be cheaper for a particular application.
However each Transrapid train set is more than twice as efficient due to their faster operating speed and acceleration according to UK Ultraspeed.
The Shanghai Maglev Train or Shanghai Transrapid () is a magnetic levitation train, or maglev line that operates in Shanghai, China.
Shanghai-Hangzhou Maglev Train ( Chinese: 沪杭磁悬浮交通项目 ) is a proposed maglev train line from Shanghai to Hangzhou, to be built by Germany's Transrapid consortium ( mainly ThyssenKrupp and Siemens ).
The station is expected to be demolished over the course of building the Transrapid system to the airport.
Transrapid and German
The most recent German Transrapid line project, and the one that came closest to being built, having previously been approved, was an airport connection track from Munich Railway Station to Munich Airport, which was eventually cancelled in early 2008 due to dramatically increasing cost projections.
As noted above, a project between Munich Central Station and Munich Airport was close to being built, but was cancelled on 27 March 2008, when the German government scrapped the Transrapid project because of a massive overrun in costs.
In April 2006, new announcements by Chinese officials planning on cutting maglev rail costs by a third have stirred some strong comments by various German officials and more diplomatic statements of concern from Transrapid officials.
Plans to connect Glasgow to London by a 270 mph Transrapid ( German Maglev train ) have emerged in June 2005.
Three of the eight ran on rubber wheels, four were air cushion vehicles ( hovercrafts ) including a version of the famous French Aérotrain, while the German firm Krauss-Maffei entered their Transurban system, a smaller version of their Transrapid magnetically levitated train.
Transrapid and high-speed
In their case study only 44 % as many Transrapid train sets are needed to deliver the same amount of passengers as conventional high-speed trains.
The Transrapid originated as one of several competing concepts for new land-based high-speed public transportation developed in Germany.
In this competition, the Transrapid primarily competed with the InterCityExpress ( ICE ), a high-speed rail system based on " traditional " railway technology.
Siemens and ThyssenKrupp, the developers of a high-speed maglev train, called the Transrapid, both said they were unaware of the proposal.
In April 2004, Shanghai began commercial operations of the high-speed Transrapid system.
Transrapid and monorail
The SwissRapide AG in co-operation with the SwissRapide Consortium are developing and promoting an above-ground magnetic levitation ( Maglev ) monorail system, based on the Transrapid technology.
Transrapid and train
This shows Transrapid train sets are likely to cost over twice as much as ICE 3 conventional fast rail train sets at this time.
Transrapid magnetic levitation train in Shanghai, connecting the subway station to Pudong International Airport
On 22 September 2006, a Transrapid train collided with a maintenance vehicle at on the test track in Lathen.
This was the first major accident involving a Transrapid train.
On 11 August 2006, a Transrapid train running on Shanghai Maglev Line caught fire.
Transrapid 05 was the first maglev train with longstator propulsion licensed for passenger transportation.
In the seventies they were involved in the development of the Transrapid magnetic levitation train.
In 1979 the Transrapid electromagnetically suspended train carried passengers for a few months as a demonstration on a 908 m track in Hamburg for the first International Transportation Exhibition ( IVA 79 ).
After the first commercial Maglev train was opened in Birmingham, England in 1984, other Maglev train systems, such as JR-Maglev ( Japan ), M-Bahn ( Germany ), and the Transrapid system such as was used in the Shanghai Maglev Train ( China ), were developed over the past few decades.
Platforms for the planned extension to U-Bahn line 5 were also included, as were platforms for the cancelled Transrapid maglev train.
Transrapid and magnetic
During levitation and travelling operation, the Transrapid maglev vehicle floats on a frictionless magnetic cushion with no physical contact whatsoever to the track guideway.
Transrapid and levitation
In Transrapid vehicle versions TR08 and earlier, when travelling at speeds below 80 km / h ( 50 mph ), the vehicle levitation system and all on-board vehicle electronics were supplied power through physical connections to the track guideway.
Transrapid and .
Under the Monorail Society beam width criteria, some but not all maglev systems are considered monorails, such as the Transrapid and Linimo.
* 2003 – Shanghai Transrapid sets a new world speed record () for commercial railway systems, which remains the fastest for unmodified commercial rail vehicles.
* Shanghai Maglev Train or Shanghai Transrapid.
This was accomplished by draining the fens and establishing projects like the test track of the maglev " Transrapid " and several large shipyards such as the Meyer-Werft in Papenburg.
Based on a patent from 1934, planning of the Transrapid system started in 1969.
Its current application-ready version, the Transrapid 09, has been designed for cruising speed and allows acceleration and deceleration of approx.
The Transrapid system has not yet been deployed on a long-distance intercity line.
The super-speed Transrapid maglev system has no wheels, no axles, no gear transmissions, no steel rails, and no overhead electrical pantographs.
The Transrapid maglev vehicle requires less power to hover than it needs to run its on-board air conditioning equipment.
A new energy transmission system has since been developed for Transrapid vehicle version TR09, in which the maglev vehicle now requires no physical contact with the track guideway for these on-board power needs, regardless of the maglev vehicle speed.
The Transrapid maglev system uses a synchronous longstator linear motor for both propulsion and braking.
Compared to classical railway lines, Transrapid allows higher speeds and gradients with lower wear and tear and even lower energy consumption and maintenance needs.
The track being a part of the engine, only the single-source Transrapid vehicles and infrastructure can be operated.
Unlike classical railways or other infrastructure networks ( as jointly administrated by the Bundesnetzagentur in Germany ) a Transrapid system does not allow any direct competition.
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