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68-543: The last version, the 2007-built Transrapid 09, is designed for a cruising speed of 505 km/h (314 mph) and allows acceleration and deceleration of approximately 1 m/s (2.2 mph/s). In 2002, the first commercial implementation was completed – the Shanghai Maglev Train , which connects the city of Shanghai's rapid transit network 30.5 km (18.95 mi) to Shanghai Pudong International Airport . The Transrapid system has not yet been deployed on

136-590: A German company reached an agreement on using maglev trains to link the cities of Tehran and Mashhad . The agreement was signed at the Mashhad International Fair site between Iranian Ministry of Roads and Transportation and the German company. Munich-based Schlegel Consulting Engineers said they had signed the contract with the Iranian ministry of transport and the governor of Mashad. "We have been mandated to lead

204-547: A German consortium in this project," a spokesman said. "We are in a preparatory phase." The next step will be to assemble a consortium, a process that is expected to take place "in the coming months," the spokesman said. The project could be worth between 10 billion and 12 billion euros, the Schlegel spokesman said. Siemens and ThyssenKrupp, the developers of a high-speed maglev train, called the Transrapid, both said they were unaware of

272-474: A Maglev train compartment caught fire after leaving Pudong International Airport. There were no injuries or fatalities aboard. Electrical problems caused the fire according to investigation reports. On 14 February 2016, the Shanghai maglev line had an equipment failure that affected operation for more than 1 hour. Due to the use of single-line operation during this time, the train interval was extended. At launch

340-506: A Transrapid train collided with a maintenance vehicle at 170 km/h (106 mph) on the test track in Lathen, Germany. The maintenance vehicle destroyed the first section of the train, then lifted off the track to complete two full rotations before landing in a pile of pre-exploded debris. This was the first major accident involving a Transrapid train. The news media reported 23 fatalities and that several people were severely injured, these being

408-485: A buffer zone around the track that will be 22.5 m (74 ft) wide, which compares unfavourably with German standards that require houses to be 300 m (980 ft) away from the line. Representatives of the residents filed a formal request to demonstrate with the Shanghai Public Security Bureau, which was rejected. According to China Daily, as reported on People's Daily Online 27 February 2009,

476-409: A classical train system. Cargo is restricted to a maximum payload of 15 tonnes (14.8 long tons ; 16.5 short tons ) per car. Transrapid allows maximum speeds of 550 km/h (342 mph), placing it between conventional high speed trains (200–320 km/h or 124–199 mph) and air traffic (720–990 km/h or 447–615 mph). The magnetic field generator, an important part of the engine being

544-580: A length of 153 metres (502 ft 0 in), a width of 3.7 metres (12 ft 2 in), a height of 4.2 metres (13 ft 9 in) and a three-class, 574-passenger configuration (End section (ES) 1st class: 56; Middle section (MS) 2nd class: 110; End section (ES) 2nd class: 78). The train set model (Transrapid SMT) was built by a joint venture of Siemens and ThyssenKrupp from Kassel , Germany in 3 pieces (originally 4 pieces consisting of 6 wagons each were planned) and based on years of tests and improvements of their Transrapid maglev system, especially

612-479: A long-distance intercity line. The system was developed and marketed by Siemens and ThyssenKrupp , as well as other, mostly German companies. In 2006, a Transrapid train collided with a maintenance vehicle on the German test track, leading to 23 fatalities. In 2011, the Emsland test track closed down when its operating license expired. In early 2012, demolition and reconversion of the entire Emsland site including

680-508: A maintenance facility. The top operational commercial speed of the Shanghai maglev was 431 km/h (268 mph), making it the world's fastest train in regular commercial service from its opening in April 2004 until its speed reduction in May 2021. During a non-commercial test run on 12 November 2003 a maglev train achieved a Chinese record speed of 501 km/h (311 mph). The Shanghai Maglev has

748-433: A part of the track, limits the system capacity. From a competition standpoint, the Transrapid is a proprietary solution. The track being a part of the engine, only the single-source Transrapid vehicles and infrastructure can be operated. There is no multisourcing foreseen concerning vehicles or the highly complicated crossings and switches. Unlike classical railways or other infrastructure networks, as jointly administrated by

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816-550: A particular application. The higher operating speed of the maglev system will result in more passengers being delivered over the same distance in a set time. The ability of the Transrapid system to handle tighter turns and steeper gradients could heavily influence a cost comparison for a particular project. In 2008, Transrapid Australia quoted the Victorian State Government between A$ 16.5 million (commuter) and A$ 20 million (luxury) per trains section or carriage. Due to

884-1497: A power consumption, at 400 km/h (249 mph) or 111 m/s (364 ft/s) cruising speed, given by the following formula: P = c w ⋅ A F r o n t ⋅ v 3 ⋅ ( density of surrounding air ) / 2 {\displaystyle P=c_{w}\cdot A_{\rm {Front}}\cdot v^{3}\cdot ({\mbox{density of surrounding air}})/2} P = 0 . 26 ⋅ 16 m 2 ⋅ ( 111 m / s ) 3 ⋅ 1 . 24 k g / m 3 / 2 P = 3 . 53 ⋅ 10 6 k g ⋅ m 2 / s 3 = 3 . 53 ⋅ 10 6 N ⋅ m / s = 3 . 53 M W {\displaystyle {\begin{matrix}P&=&0{.}26\cdot 16\,\mathrm {m} ^{2}\cdot (111\,\mathrm {m} /\mathrm {s} )^{3}\cdot 1{.}24\,\mathrm {kg} /\mathrm {m} ^{3}/2\\P&=&3{.}53\cdot 10^{6}\,\mathrm {kg} \cdot \mathrm {m} ^{2}/\mathrm {s} ^{3}=3{.}53\cdot 10^{6}\,\mathrm {N} \cdot \mathrm {m} /\mathrm {s} =3{.}53\,\mathrm {MW} \end{matrix}}} Power consumption compares favourably with other high-speed rail systems. With an efficiency of 0.85,

952-473: A receipt or proof of an airline ticket purchase. A round-trip return ticket costs ¥80 ($ 12.80) and VIP tickets cost double the standard fare. The price has not changed since the Maglev began operation. It cost $ 39.759 million per kilometer to build (10 billion yuan (1.2 billion US dollars) for the line). The line's balance of payments has been in huge deficit since its opening. In its initial years of operation,

1020-409: A series on Transport in Shanghai   13     14     15     16     17     18     Pujiang   The Shanghai maglev train (SMT) or Shanghai Transrapid ( Chinese : 上海磁浮示范运营线 ; pinyin : Shànghǎi Cífú Shìfàn Yùnyíng Xiàn ; lit.   ' Shanghai Maglev Demonstration Operation Line ' )

1088-514: A short time before deceleration must begin. The average number of riders per day (14 hours of operation) is about 7,500, while the maximum seating capacity per train is 440. A second class ticket price of about 50 RMB ( renminbi ) (about 6  euro ) is four times the price of the airport bus and ten times more expensive than a comparable underground ticket. The project was sponsored by the German Hermes loans with DM 200 million. The total cost

1156-444: Is "unrolled" along the underside of the guideway; instead of producing torque (rotation) it produces a linear force along its length. The electromagnets in the maglev vehicle which lift it also work as the equivalent of the excitation portion ( rotor ) of this linear electric motor. Since the magnetic travelling field works in only one direction, if there were to be several maglev trains on a given track section, they would all travel in

1224-664: Is a magnetic levitation train (maglev) line that operates in Shanghai , China. The line uses the German Transrapid technology. The Shanghai maglev is the world's first commercial high-speed maglev and has a maximum cruising speed of 300 km/h (186 mph). Prior to May 2021 the cruising speed was 431 km/h (268 mph), at the time this made it the fastest train service in commercial operation. The train line connects Shanghai Pudong International Airport (also on Shanghai Metro 's Line 2 ) and Longyang Road station (in

1292-471: Is a proposed 269 mi (433 km) line from Las Vegas, Nevada to Anaheim, California. One segment would run from Las Vegas to Primm, Nevada, with proposed service to the Las Vegas area's forthcoming Ivanpah Valley Airport. The top speed would be 310 mph (500 km/h). In August 2014 the backers of the scheme were seeking to revive interest in it. There have been several other evaluations conducted in

1360-403: Is believed to be $ 1.33 billion. A planned extension of the line to Shanghai Hongqiao Airport (35 km or 22 mi) and onward to the city of Hangzhou (175 km or 109 mi) has been repeatedly delayed. Originally planned to be ready for Expo 2010 , final approval was granted on 18 August 2008, and construction was scheduled to start in 2010 for completion in 2014. However the plan

1428-464: Is more than twice as efficient due to their faster operating speed and acceleration according to UK Ultraspeed . In their case study only 44% as many Transrapid train sets are needed to deliver the same number of passengers as conventional high-speed trains. Transrapid claims their system has very low maintenance costs compared to conventional high speed rail systems due to the non-contact nature of their system. The only commercial implementation so far

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1496-545: Is one of a number of companies seeking to build a 120 mi (190 km) high speed transit system parallel to the I-70 Interstate in the US state of Colorado. Submissions put forward say that maglev offers significantly better performance than rail given the harsh climate and terrain. No technology has been preferred as of November 2013, though construction slated to begin in 2020. The California–Nevada Interstate Maglev project

1564-694: The Christian Social Union of Bavaria (CSU), faced internal and local resistance, in particular from communities along the proposed route . The CSU had planned to position Transrapid as an example of future technology and innovation in Bavaria. German federal transport minister Wolfgang Tiefensee announced the decision after a crisis meeting in Berlin at which industry representatives reportedly revealed that costs had risen from €1.85 billion to well over €3 billion ($ 4.7 billion). This rise in projected costs, however

1632-606: The Federal Network Agency (Bundesnetzagentur) in Germany, a Transrapid system does not allow any direct competition. The Transrapid 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. This has to be set in comparison with the impact on heritage and or landscape protection areas (compare Waldschlösschen Bridge ). Any impact of emissions has to take into account

1700-593: The Transrapid 08 . The Shanghai Maglev track (guideway) was built by local Chinese companies who, as a result of the alluvial soil conditions of the Pudong area, had to deviate from the original track design of one supporting column every 50 meters (160 ft) to one column every 25 meters (82 ft), to ensure that the guideway meets the stability and precision criteria. Several thousand concrete piles were driven to depths up to 70 meters (230 ft) to attain stability for

1768-542: The Victoria State Government A$ 34 million per kilometer for dual track. This assumed 50% of the track was at grade and 50% was elevated. In comparison, the 47 kilometres (29 mi) Regional Rail Link built in Victoria cost around A$ 5 billion, or A$ 105 million per kilometer, including two stations. From the above it is not possible to say whether Transrapid or conventional fast rail track would be cheaper for

1836-426: The attractive magnetic force between two linear arrays of electromagnetic coils —one side of the coil on the vehicle, the other side in the track guideway, which function together as a magnetic dipole. During levitation and travelling operation, the Transrapid maglev vehicle floats on a frictionless magnetic cushion with no mechanical contact whatsoever with the track guideway. On-board vehicle electronic systems measure

1904-715: The 3.7 m (12 ft 2 in) width of the Transrapid carriages they have a floor area of about 92 square meters (990 square feet). This works out at between A$ 179,000 and A$ 217,000 per square meter. In comparison, InterCityExpress which are also built by Siemens cost about A$ 6 million per carriage. Due to the 2.9 m (9 ft 6 in) width of the ICE carriages they have a floor area of about 72 square meters (775 square feet). This works out at about A$ 83,000 per square meter. This shows Transrapid train sets are likely to cost over twice as much as ICE 3 conventional fast rail train sets at this time. However, each Transrapid train set

1972-648: The Berlin M-Bahn . Both were low-speed operations and closed before the opening of the Shanghai maglev train. The train was inaugurated in December 2002 by the German chancellor , Gerhard Schröder , and the Chinese premier, Zhu Rongji . Initial opening was for tour only, providing a round trip. The train starts from Longyang Rd. Station, speed up to 431 km/h (268 mph) and arrives at Pudong Airport. After very short break,

2040-486: The Shanghai Academy of Environmental Sciences saying the line was safe and would not affect air and water quality, and noise pollution could be controlled. In January and February 2008, hundreds of residents demonstrated in downtown Shanghai against the line being built close to their homes. The residents were reportedly concerned about potential health hazards, noise, and loss of property value. The Shanghai scheme has

2108-570: The Shanghai Maglev Transportation Development Co. Ltd, the company that runs the line, had more than one billion RMB in losses. Nevertheless, the line's lack of profitability derives from its construction to envision the future of China's rail infrastructure, such as converting its entire high-speed rail network into maglev, rather than a viable market solution to garner a profit from travelers. A 2007 statement by Transrapid USA said with 4 million passengers in 2006

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2176-690: The Shanghai Maglev had a cruising speed of 431 km/h (268 mph), this was later reduced to 300 km/h (186 mph) during most of the day, before being reduced to 300 km/h (186 mph) at all times. Maglev Longyang Road Station offers Shanghai Maglev Transportation Science and Technology Museum, located at 2100 Longyang Road, Pudong New Area (Shanghai Maglev Train Longyang Road Station ground floor). Open from 09:00 to 17:30, it showcases Shanghai Maglev related content with an exhibition space of 1250 square meters, containing most of

2244-530: The Shanghai municipal government was considering building the maglev line underground to allay the public's fear of electromagnetic pollution and the final decision on the maglev line had to be approved by the National Development and Reform commission. The total length would have been 169 km (105 mi), of which 64 km (40 mi) would be within the City of Shanghai and 105 km (65 mi) in

2312-916: The State Council encouraging engineers to "learn and absorb foreign advanced technologies while making further innovations." The Chinese deny any technology plagiarism. The China Aviation Industry Corporation has said the new Chinese "Zhui Feng" magnetic train is not dependent on foreign technology. It is much lighter than the Transrapid product, the company said, and features a much more advanced design. Shanghai Maglev Train Cruising speed: 300 km/h (186 mph) Average speed: 224 km/h (139 mph) (duration: 8 minutes and 10 seconds) Prior to May 2021: Varies, either: Cruising speed: 431 km/h (268 mph) Average speed: 249.5 km/h (155 mph) (duration: 7 minutes and 20 seconds) or: Cruising speed: 300 km/h (186 mph) Part of

2380-505: The Transrapid primarily competed with the InterCityExpress (ICE), a high-speed rail system based on "traditional" railway technology. The ICE “won” in that it was adopted nationwide in Germany, however Transrapid development continued. A number of studies for possible Transrapid lines were conducted after the ICE had entered service, including a long-distance line from Hamburg to Berlin. The most recent German Transrapid line project, and

2448-462: The US including Washington DC to Baltimore , Chattanooga to Atlanta and Pittsburgh to Philadelphia. So far no project has started construction. See l ist of maglev train proposals in the United States . A two line, 120-kilometers (75-mile) long system has been proposed for the island of Tenerife , which is visited by five million tourists per year. It would connect the island capital Santa Cruz in

2516-437: The dipole gap distance 100,000 times per second to guarantee the clearance between the coils attached to the underside of the guideway and the magnetic portion of the vehicle wrapped around the guideway edges. With this precise, constantly updated electronic control, the dipole gap remains nominally constant at 10 millimetres (0.39 in). When levitated, the maglev vehicle has about 15 centimetres (5.9 in) of clearance above

2584-474: The factory was approved, but has been delayed until late 2023 because of concepts for usage as a Hyperloop test track or a maglev track for the Chinese CRRC Maglev . The super-speed Transrapid maglev system has no wheels, no axles, no gear transmissions, no steel rails, and no overhead electrical pantographs . The maglev vehicles do not roll on wheels; rather, they hover above the track guideway, using

2652-462: The first fatalities on any maglev. The accident was caused by human error with the first train being allowed to leave the station before the maintenance vehicle had moved off the track. This situation could be avoided in a production environment by installing an automatic collision avoidance system. On 11 August 2006, a Transrapid train running on the Shanghai Maglev Line caught fire. The fire

2720-490: The guideway surface. The Transrapid maglev vehicle requires less power to hover than it needs to run its on-board air conditioning equipment. In Transrapid vehicle versions TR08 and earlier, when travelling at speeds below 80 kilometres per hour (50 mph), the vehicle levitation system and all on-board vehicle electronics were supplied with power through physical connections to the track guideway. At vehicle speeds above 80 kilometres per hour (50 mph), all on-board power

2788-408: The historical maximum operational speed of 431 km/h (268 mph) could be reached after 4 minutes. Construction of the line began on March 1, 2001, and public commercial service commenced on 1 January 2004. The Shanghai Transrapid project took ¥10 billion (US$ 1.33bn) and two and a half years to complete. The line is 30.5 km (18.95 mi) track and has a further separate track leading to

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2856-433: The maglev vehicle speed. This feature helps to reduce on-going maintenance and operational costs. In case of power failure of the track's propulsion system, the maglev vehicle can use on-board backup batteries to temporarily power the vehicle's levitation system. The Transrapid maglev system uses a synchronous longstator linear motor for both propulsion and braking. It works like a rotating electric motor whose stator

2924-472: The north with Costa Adeje in the south and Los Realejos in the northwest with a maximum speed of 270 km/h (169 mph). The estimated cost is €3 billion. Transrapid has advantages over a conventional rail plans which would require 35% of its route in tunnels because of the steep terrain on the island. The Transrapid originated as one of several competing concepts for new land-based high-speed public transportation developed in Germany. In this competition,

2992-418: The one that came closest to being built, having previously been approved, was an airport connection track from Munich Central Station to Munich Airport , a 40-kilometre (25 mi) project. The connection between the train station and airport was close to being built, but was cancelled on 27 March 2008 by the German government, due to a massive overrun in costs. Prior to the cancellation, the governing party,

3060-533: The outskirts of central Pudong , with transfers to lines 2 , 7 , 16 , and 18 ), where passengers can interchange to the Shanghai Metro to continue their trip to the city center. The line is not part of the Shanghai Metro network, which operates on its own right-of-way to Pudong Airport. The journey takes 8 minutes and 10 seconds to complete the distance of 30 km (18.6 mi). A train can reach 300 km/h (186 mph) in 2 minutes and 15 seconds, while

3128-422: The power required is about 4.2 MW. Energy consumption for levitation and guidance purposes equates to approximately 1.7 kW/t. As the propulsion system is also capable of functioning in reverse, energy is transferred back into the electrical grid during braking. An exception to this is when an emergency stop is performed using the emergency landing skids beneath the vehicle, although this method of bringing

3196-505: The proposal. The Schlegel spokesman said Siemens and ThyssenKrupp were currently "not involved" in the consortium. In 2011 SwissRapide AG in co-operation with the SwissRapide Consortium was developing and promoting an above-ground magnetic levitation (Maglev) monorail system, based on the Transrapid technology. The first projects planned were the lines Bern – Zürich , Lausanne – Geneva as well as Zürich– Winterthur . Transrapid

3264-446: The province of Zhejiang . Four stations would be built: at the Expo 2010 site in east Shanghai; in south Shanghai; Jiaxing ; and east Hangzhou. The proposed design speed was 450 km/h (280 mph), which would allow the train to travel the distance in just 27 minutes. The total budget of the project was to be 35 billion RMB (about US$ 5.0 billion as of April 2008). Another approval

3332-428: The same direction thereby reducing the possibility of collision between moving trains. The normal energy consumption of the Transrapid is approximately 50 to 100 kilowatts (67 to 134 hp) per section for levitation and travel, and vehicle control. The drag coefficient of the Transrapid is about 0.26. The aerodynamic drag of the vehicle, which has a frontal cross section of 16 m (172 sq ft), requires

3400-580: The short length of the line, high ticket prices and that it terminates at Longyang Road in Pudong – another 20 min by subway from the city centre. The line is operated by Shanghai Maglev Transportation Development Co., Ltd and runs from 06:45 to 21:42, with services every 20 minutes. Operation hours: In addition to the 57 daily two-way services, since October 2016 two additional one-way trains have been added. These depart at 10:15 pm and 10:40 pm from Pudong Airport to Longyang Road. A one-way ticket costs ¥ 50 (US$ 8), or ¥40 ($ 6.40) for those passengers holding

3468-445: The source of electrical energy. The reduced expense, noise and vibration of a people-only Transrapid system versus a cargo train track is not directly comparable. The reuse of existing tracks and the interfacing with existing networks is limited. The Transrapid indirectly competes for resources, space and tracks in urban and city surroundings with classical urban transport systems and high speed trains. The fully elevated Shanghai Maglev

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3536-521: The support column foundations. A mile-long, climate-controlled facility was built alongside the line's right of way to manufacture the guideways. The train was manufactured in Germany by Siemens-Thyssenkrupp JV (Joint venture). The electrification of the train was developed by Vahle, Inc. Two commercial maglev systems predated the Shanghai system: the Birmingham Maglev in the United Kingdom and

3604-539: The system was able to cover its operating costs. The ratio of costs were given as: 64%-energy, 19%-maintenance, and 17%-operations/support services; no overall amount of expenditures was given. The high proportion of energy costs was attributed to the short trip time and high operating speed. According to Chinese media's report, however, due to the huge costs of operating and the lack of the passenger flow, Shanghai Maglev Transportation Company would lose 500 million to 700 million RMB every year. On August 11, 2006, at 14:40,

3672-440: The train returns without opening the door. The price was 150 RMB for normal seats and 300 RMB for VIP seat. The normal operation started on 10 October 2003. Since 2010, a fourth train of Chinese production (made by Chengdou Aircraft Industries) has been added to the rolling stock. Its design slightly differs from the original Transrapid-trains: separated front lights below the shortened front-windows (instead of being placed behind

3740-465: The two Shanghai airports is also referred to as Airport express line. The plan for the extension to Hangzhou was first approved by the central government in February 2006, with a planned date of completion in 2010, to be built by Germany 's Transrapid consortium ( ThyssenKrupp and Siemens ). Work was suspended in 2008, owing to public protests over radiation fears despite an environmental assessment by

3808-463: The two cities down to 45 minutes. Consequently, plans for a Maglev link have been suspended again. In addition, a new express Airport Link line (机场联络线), which began construction in June 2019 and is due for completion in 2024, would likely stop any future extension. Following the opening, overall maglev train ridership levels were at 20% of capacity. The levels were attributed to limited operating hours,

3876-426: The vehicle to a stop is intended only as a last resort should it be impossible or undesirable to keep the vehicle levitating on back-up power to a natural halt. Compared to classical railway lines, Transrapid allows higher speeds and gradients with less weathering and lower energy consumption and maintenance needs. The Transrapid track is more flexible, and more easily adapted to specific geographical circumstances than

3944-409: The windows) and interior design. Hans-Dieter Bott, vice president of Siemens that won the contract to build the rail link, stated that "Transrapid views the Shanghai line, where the ride will last just eight minutes, largely as a sales tool. This serves as a demonstration for China to show that this works and can be used for longer distances, such as Shanghai to Beijing". Later, however, the decision

4012-543: Was built at a cost of US$ 1.33 billion over a length of 30.5 kilometres (19.0 mi) including trains and stations. Thus the cost per km for dual track was US$ 43.6 million, including trains and stations. This was the first commercial use of the technology. Since then conventional fast rail track has been mass-produced in China for between US$ 4.6 and US$ 30.8 million per kilometer, mostly in rural areas. (See High-speed rail in China ). In 2008 Transrapid Australia quoted

4080-448: Was cancelled, possibly due to the building of the high speed Shanghai–Hangzhou Passenger Railway . The Emsland test facility was the only Transrapid track in Germany. It has been deactivated, and is scheduled to be disassembled. Nevertheless, there are plans to either use it as a test facility for the CRRC 600 or to reconstruct it in order to serve as a Hyperloop track. In 2007, Iran and

4148-487: Was certain that not only Germany, but many countries would follow the Chinese example. The German government along with a selection of German companies sought to win more projects for their maglev technology, and highlighted that a train between Shanghai and the Chinese capital, Beijing remained a possibility. No projects have been revealed as of 2014. In January 2006, the Shanghai–Hangzhou maglev line extension project

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4216-471: Was granted in March 2010, with construction to begin in late 2010. The new link was to be 199.5 km (124 mi) long, 24 km (15 mi) longer than the original plan. The top speed was expected to be 450 km/h (280 mph) but limited to 200 km/h (124 mph) in built-up areas. In October 2010, the non-maglev Shanghai–Hangzhou High-Speed Railway was opened, bringing travelling time between

4284-461: Was in 2000, when the Chinese government ordered a Transrapid track to be built connecting Shanghai to its Pudong International Airport . It was inaugurated in 2002 and regular daily trips started in March 2004. The travel speed is 431 km/h (268 mph), which the Maglev train maintains for 50 seconds as the short, 30.5 km (18.95 mi) track only allows the cruising speed to be maintained for

4352-597: Was made to implement the Beijing–Shanghai high-speed railway with conventional high-speed technology. Plans for a shorter maglev extension from Longyang Road to Hangzhou, the Shanghai–Hangzhou maglev line , have been suspended. Speculation that a line would be built from Shanghai to Beijing mounted in 2002. It would cover a distance of about 1,300 km (808 mi), at an estimated cost of £15.5bn. The chief executive of ThyssenKrupp , Dr Ekkehard Schulz said he

4420-544: Was mostly due to the cost estimates of the construction of the tunnel and related civil engineering after the designated operator Deutsche Bahn AG shifted most of the risk-sharing towards its subcontractors - and not due to the cost of the maglev technology. The Transrapid was rejected in 2007 by the UK government for a maglev link called UK Ultraspeed between London and Glasgow , via Birmingham, Liverpool/Manchester, Leeds, Teesside, Newcastle and Edinburgh. On 22 September 2006,

4488-521: Was proposed by the Shanghai Urban Planning Administrative Bureau. The extension would continue the existing line towards Shanghai Hongqiao International Airport , running via Shanghai South railway station and the Expo 2010 site, with a possible continuation towards Hangzhou. The extension would allow transferring between the two airports—located 55 km (34 mi) apart—in approximately 15 minutes. The section between

4556-468: Was quickly put out by Shanghai's firefighters. It was reported that the vehicle's on-board batteries may have caused the fire. In April 2006, new announcements by Chinese officials planning to cut maglev rail costs by a third stirred some strong comments by various German officials and more diplomatic statements of concern from Transrapid officials. Deutsche Welle reported that the China Daily had quoted

4624-415: Was supplied by recovered harmonic oscillation of the magnetic fields created from the track's linear stator. (Since these oscillations are parasitic, they cannot be used for vehicle propulsion). A new energy transmission system, version TR09, has since been developed for Transrapid, in which maglev vehicles now require no physical contact with the track guideway for their on-board power needs, regardless of

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