Transcipt+Translation of old prom. Video for Transrapid
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carlaron
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PostPost subject: Transcipt+Translation of old prom. Video for Transrapid    Posted: 25.03.2011 23:10

Hello,

someone on this blog
http://canvmaglevnews.blogspot.com/....-movie-monday-sunday.html
asked for a transcipt and translation. So I sat down a couple of hours and put it all together. Unfortunatly Comments may only contain 4000 characters so I think I will post it here and send them a comment.

The video in question is form 1994
http://www.youtube.com/watch?v=3JQZ....p;feature=player_embedded

I also found out that the newer promotional video reused many parts of information from the old video, but also left out some, changed the order while adding other bits of information.
http://www.youtube.com/watch?v=weWmTldrOyo


I tried to use Thyssen's (or Fritz Stoiber Productions) own translations whenever possible and only added comments and unit conversions.

So here you go:

----------------------





Transcript and translation of Transrapid (TR07) Video
--------------------------------------------

Caution: partly outdated! (ICE Trains are type 1, first generation)
Translation may be faulty and may be litteral in some parts.

Original Translations (not made by me) are in Quotes "...".
My comments are in brackets (...)



radio noise

did you understand?
rodger ... accelerating to 280 (kph)

reached 400 kph

switch 1 in position 'straight', switch 2 'turnout', switch 2 in position 'straight'

Text on screen:
Code:

Operation Mode 0   450 km/h
bar with speed v 0....100....200....300....400..|..500
lift  free/open |  puttin down free/open |  ride free/open
lifted              |  hovering                      |  propulsion active
forced stop     |  extra breaks off           |  diagnostic infos



reached set speed (450)

Text: On Junie 10th 1993 at 11:32 am, Transrapid set the world record with 450 kph

Title: Transrapid, Technology and System

"The Transrapid (high-speed) maglev system, an entirely new trainsystem. The first to overcomes the limitations of wheel and rail. Because the vehicle moves entireley without contact it makes traintravel faster, reasier on the environment and more economical."
Different from normal railroads Transrapid has no axels, drive shafts, transmissions nor does it require catenary (overhead wiring) or pantographs and there are no wheels.
"The functions of the wheel and rail on a normal railroad including support, guidance, propulsion and breaking are accomplished (replaced) by an elektromagnetic levitation and propulsion system (in Transrapid). Mechanics have been replaced by electronics."

"Support magnets draw the vehicle towards the guideway from blow while guidance magnets keep it lateraly on track. These support and guidance magnets are mounted on both sides of the vehice along its entire length.
Am electronic control system ensures that it levitates at a constant height of 10 millimeters (~0.4 inch) above the guideway. While levitating the vehicle has 15 centimeters (~5.9 inch) of clearance."

The levitation system as well as all onboard systems are powered with onboard batteries. While in motion the are recharged contactless by linear generators.

"The maglev train is propelled and breaked by a synchronous-longstator-linear motor. This motor is not located in the vehicle itself but rather in the guideway. It functions on the same principle as a rotating electrical motor whoes stator has been cut open, unrolled and stretched lenghtwise along both sides of the guideway.
But instead of a rotating magnetic field a traveling magnetic field is generated in the windings. One that pulls the vehicle along the guideway without contact."

"The only motor section in operation along the guideway is the one in which the vehicle is currently traveling. When the vehicle passes from one section to the next the new motor section is automatically switched on."

"More power is supplied on gradients and acceleration segments along the route than on flat segments. This way the propulsion power is distributed very economically, it is always available exactly where it is needed."
In other transportation systems every vehicle caries the full motor power all the time. But it is only needed in few route segments and in all others an unnecessary and uneconomical burdon.

(Graph about Primary Energy)
"The maglev system requires significantly less energy than other transportation systems. Used under similar conditions the specific primary energy requirement of a car is three times higher and that of an airplane five times higher than the Transrapid."
The maglev system requires even less energy than modern rail. Transrapid requires about 40% less secundary energy than ICE. In other words: using the same amount of energy Transrapids's performs more than one third better.

"The maglev trains guideway is built of individual guideway beams made of concrete or steel which are up to 50 meters (165 feet) (this video; newer video say 62 meters(200 feet)) long.
The Transrapid guideway can run at ground level (grade) or elevated which allows it to be flexibly adapted to individual operating circumstances. The guideway can be elevated (~4.5 meters / 14.7 feet) where it makes ecological sense. In this case it won't devide the landscape or developed areas and the are beneth the guideway can be continued to be used as before. The guideway can be built at ground level (grade) for example to minimise visual impacts or to allow easier collocation with existing transportation systems. In any case the maglev systems guideway requires less land and space than other transportation systems."

The area required for one meter (~3.2 feet) of double track for a modern railroad (showing ICE 1) is 14 square meters (~151 square feet) and for Transrapid at grade it is 12 square meters (~129 square feet). An elevated double track for Transrapid requires only 2 square meter (~10.7 sqare feet) of ground and space.


"The transrapid vehicle changes tracks by using bendable steel switches. These (steel-bending-)switches consist of a continous steel beam, elastically bent by an electromechanical setting drive to achive a smoth turnout. In the bent position the vehicle can pass over the switch at speeds up to 200 kilometers per hour (kph) (~124 mph). In the straight position the vehicle can run at full operating speed."

(Because of the active guidance system and the flexible power-/propulsion system) "Transrapid has very favorable alignment parameters with smal(er) curve radii (than conv. rail) and a grade climbing ability of 10 % (conv. rail ~4%). The transrapid guideway can therefore be adapted to the landscape instead of the other way around."
Expensive tunnels, bridges and landscape reforming are technologicly mostly avoidable. Also it is possible to combine/align transrapid guideway with other transportation corricdors.
For entering city centers and to allow easy integration with existing station infrastructure a bivalent guideway has been developed. It can be used by conventional trains and maglev. Without additional tracks an optimal interconnection of railsystems is possible.

"Non contact technology makes the Transrapid very fast. It is designed for operating speeds between 300 and 500 kph (~186 to ~310mph). This enables trip times over medium to long distances which have until now only been achived by aircraft."
"The Transrapid requires less than 2 minutes and a strech of only 5 kilometers (~3.1 miles) to accelerate from zero to 300 kph (~186 mph)."
Modern rail like ICE (referencing German ICE 1) require about 30 km (~18.6 miles) and more than 8 minutes to achive the same. Therefore Transrapid can also be used with advantage on short distances. Short distance stops have less influence on trip time. A two minute stop extends traveling time compared to a nonstop trip at 300 kph (~186 mph) for only 4 minutes on a Transrapid. Modern rail looses more than a quarter of an hour under the same conditions.

"Transrapid develops no rolling or motor noise. Even at 200 kph (~124mph) it is hardly audible. At this speed the vehicle glides quietly through cities and (urban) population centers." It is much quieter than the much slower urban trains (S-Bahn/metro-trains).

For direct comparison, maximum noise levels measured by experts from TÜV Rheinland (independent technical control board in Germany) at a distance of 25 meters (~82 feet) of the track.

Results for the classic urban train (metro) is 91 dB(A) at 100 kph (~62mph). 79 dB(A) for Transrapid at 200 kph (~124mph). And 80 db(A) for a modern urban train from Berlin at only 78 kph (~48 mph)

Now comparing the worlds fastest rail systems: French TGV, German ICE (1) and Transrapid at a speed of 300 kph (~185 mph) and a distance of 50 meter (~164 feet).
The TGV is measued at 92 dB(A) and Transrapid at 81 dB(A). The measurement for ICE is 87 dB(A).
A increase of 10 dB is equal in a doubling of the sound level. Because the non contact technology has no wear, the sound level for the maglev train do not change over time. Not so with conventional rail: Wear of wheel flange and rail, which increases enormously with high speeds, also increases the noise level shortly after operation starts. Continous maintenance of rail and track is therefore mandatory.

"The non contact technology is also an important economic factor. Due to the low mainenance requirements and energy consumption the operating cost of the maglev are lower than those of high speed trains. Infrastructure cost are aproximately the same." Cost of the vehicle fleet is lower for the maglev system because of the better performance of maglev, Transrapid vehicles can be used more frequently and more intense.

"The smalles Transrapid train set consist of two sections." Each with a capacity of about 90 seats. "Depending on passenger numbers vehicles with up to 10 sections can be operated."
System performance is not influenced by vehicle lenght or palyoad.
"For high value cargo transport container sections with a capacity of (this video speaks of 17 tones (metric), newer videos of 15) 15 tones (~16 short tons (US)) each can also be used."

"The Transrapid maglev system offers a high level of comfort and safety. The non contact levitation and propulsion technology guaranties absolutely smooth running. No jolting can be felt. Passengers don't have to wear safty belts and are free to move about the cars."
Despite the high speeds achieved the Transrapid maglev is safer than any other mode of transportation. The technological concept (propulsion is in the guideway) makes a collision between Transrapid vehicles impossible. Because the vehicle encompasses the guideway physically it cannot derail. Also nothing can cross the guideway

At this time the maglev system is beeing prepared for regular operation at the Emsland test track (TVE). After extensive tests and evaluation by independent experts from Deutsche Bundesbahn (predecessor of Deutsche Bahn, the German rail company) and leading universities they have confirmed that the technology of this new rail system is ready for operation.

Transrapid maglev is the first fundamental innovation of rail system since development of the first railway. In the near future it can prove its superior performance and environmental sustainability in everyday use.

Thyssen Henschel (Today: ThyssenKrupp)

---------------------

(Some Translations taken form newer promotional video 'High-Tech for "Flying on the Ground"': identified by "...", brackets mark my comments)


Last edited by carlaron on 26.03.2011 10:17; edited 1 time in total
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Subject Author Date/Time
Transcipt+Translation of old prom. Video for Transrapid carlaron 25.03.2011 23:10
      Re: Transcipt+Translation of old prom. Video for Transrapid KenG 26.03.2011 01:30
            Re: Transcipt+Translation of old prom. Video for Transrapid jok 27.03.2011 03:42
                  Re: Transcipt+Translation of old prom. Video for Transrapid carlaron 27.03.2011 11:27
                        Re: Transcipt+Translation of old prom. Video for Transrapid techniker 27.03.2011 21:52
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