TRANSRAPID MONTHLY ISSUE 4/2020 (04), 29

TH JUNE 2020

INSIDE THIS ISSUE:

& more!

THE TRANSRAPID TRACK - WHAT LED THE WAY page 3 “EINE RUNDFAHRT IM TRANSRAPID TR09” - REVIEW page 5

WELCOME AGAIN!

1

I welcome you warmly in the 4th issue of Transrapid Monthly. Today, the topics which will be

covered are truly diverse. We will be talking about the Transrapidstrecke, 3D imaging tech-

nology (stereo imagery), we will take a detailed look onto the Electric Flying train and delib-

erate on the historical motives for plagiarism being widely accepted in China, we will com-

pare the Transrapid SMT and the Transrapid 08, while presenting arguments for and against calling

the Transrapid SMT a variation of the TR08, and finally, to end on a good note, we’ll talk about a

late 90s simulation of how the future Berlin would look like. Just one quick note before we start,

the crossword puzzle from the previous issue was not solved by anyone, and that’s why the con-

test is still ongoing. Now, on with the magazine.

Sincerely,

The Transrapid Monthly

editorial team.

2

Inside the issue: The Transrapid track - what led the way page 3

The true motor of innovation in Emsland.

„Eine Rundfahrt im Transrapid TR09” - Review page 5

The only 3D film about the Transrapid - is it any good?

Electric Flying Train - we know the specifications page 6

...and why the Chinese copied the Germans in the first place.

Transrapid SMT and how is it different from its German brother page 7

Should it be considered as a separate model?

Berlin 2010 - the future that never came page 8

Check out how „Berlin 2010” was connected with the Transrapid.

3

by Tytus Dunin

The true motor of innovation in Emsland.

THE TRANSRAPID TRACK-WHAT LED THE WAY

T he Transrapidstrecke is undoubtedly the most essential

part of the whole Transrapid system. While the sleek and

well-designed Transrapid vehicle acts mostly as an eye-

catcher, the maglev track does nearly all the work that

comes with magnetically

transporting people at incredibly

high speeds, although with one

asterisk – the vehicle contains the

support magnets and the equipment

used to monitor and adjust the

distance between the vehicle and the

track, which are contained in the

Schweberahmen (suspension frame). With that said, it is truly

astounding that not much is said about the track. This leads many

people to believe that the facility in Emsland was built in one go,

divided between concrete and steel guideway types, alternatively, if

someone is more invested into the matter, knows that a small section

of the hybrid track was inserted into the track. This couldn’t be

further from the truth – the facility evolved massively with the

experience gained throughout continuous testing and was often

modernized throughout its life span. So, without further ado, let’s

dive into the story you probably didn’t know.

I have to say, this article would not be possible without an

incredibly in-depth report by Ren Shibo of the Delft University of

Technology. His arduous work contained in the „Dynamic Simulation

of the Maglev Guideway Design” apart from the detailed history

about how the guideway evolved in over 25 years, it contains a mind-

boggling amount of technical information and physics calculations.

I’ll start with the Hamburg track from IVA ’79, where the

Transrapid 05 transported passengers from Heiligengeistfeld to the

expo center. On a side note, I skipped the TR04 and everything before

that, simply because those guideways were extremely different from

the final design used on the TVE. Back to Hamburg in the late 70s –

the guideway used there was a fully steel 906m track, which was still

quite different in design from its Emsland descendants, different

enough to validate calling it an „early prototype” and not count it into

the final tally of maglev track generations.

The first generation concrete and steel tracks (C1 & S1) were

constructed in Emsland

during the first stage of

construction (1981-1983)

when the north loop and a

part of the central straight

line were erected. In this

section, the C1 was made

out of prestressed

concrete by the

engineering company

Dywidag. At the same

time, the S1 was

constructed. The easiest

way to differentiate between the two types is that the S1 has a

distinct triangle-shaped base, while the C1 has a more rounded

design, and also the S1 contains a steel tube as a chord on the

bottom.

During the second construction phase (1984-1986), the TVE

was finished after the second loop was constructed, closing the track.

The south part of the track was fitted with the new and improved C2

and S2, the second generation of the concrete and steel tracks. Those

new guideways incorporated

different designs and

solutions based on

knowledge and experience

obtained from the first

construction stage.

Ultimately, the new

generations of the

Transrapid guideway are very

similar to the previous

generation, albeit with a

couple of changes to the

designs which streamlined the process of installation.

Based on the research which took place on the grounds of the

TVE in the 80s, the engineers isolated the biggest flaw in the previous

two generations of the track: the dirt sediments on the top of the

guideway girders and solar radiation, which caused an undesirable

high bulging of these girders, which caused disturbances during the

operation of the Transrapid.

4

Based on this newfound knowledge, the engineers created the third

generation of both guideway types, C3 and S3. The most visible

change is the further

adjustment of the top

component of the

track, which, in the case

of the concrete

guideway was further

rounded, and in the case of the steel type, the bottom chord was

changed from a steel pipe to a flat bar. Only the concrete version was

installed into the track in Emsland, which happened in 1990.

However, arguably the biggest leap forward happened in the

years 1995-1999. With the plans for the Hamburg-Berlin line

maturing, the engineers had to improve the track in such a way, that

it would stand up to altitude changes, which are inevitable on long

intercity routes. This period brought a truly refreshing change of pace.

Both the existing

versions of the

guideway, C4

and S4, were

split up into

three types:

Type 1, elevated; Type 2, at-grade and Type 3, which was a special

version of the Type 2 track, that had a custom two-span girder of 6.2

m intended to be used in tunnels or on bridges. This generation also

brought the ultimate version of the maglev guideway, the Hybrid

Track. Its mission was to

combine the advantages of

steel and concrete

guideways while avoiding

their respective

disadvantages. The task of

resistance to all attacking effects into the substructure is to be

economically taken by a prestressed concrete box girder, while the

functional components with sliding strip, lateral guidance rail, and

stator are made of steel. The first generation of the hybrid track, the

H1, was installed into the Transrapidstrecke in Emsland.

After 1999, the development of the steel guideway was

discontinued (apart from the switches) and subsequently replaced by

the next generations of the concrete guideway and the second

generation of the Hybridträger. The latter one, H2, is the one that was

implemented into the Shanghai Airport Link. Based on the experience

with the H1 hybrid track, the H2 was further adjusted for better

performance, mainly by applying a larger base to the guideway. The

other concrete tracks were: the C5, also known as the Munich Girder,

which was created by Max Bögl for the Munich Airport Link and

featured an unadjustable base, which forced the engineers to apply

support wedges, and the C6, also called the MSB-Track-2010, which

was engineered by Züblin and featured a fully flat base. Both of those

versions were inserted into the south loop in 2006.

Despite this being my longest article to date, believe it or not,

there is a lot more information that I haven’t mentioned here, so you

can anticipate a sequel which will finally once-and-for-all quench your

thirst for knowledge about the Transrapidstrecke. For now, please

enjoy the rest of the magazine.

5

by Tytus Dunin

The only 3D film about the Transrapid - is it any good?

“EINE RUNDFAHRT IM TRANSRAPID TR09” - REVIEW

W ith the 3D Television fad of the early 2010s, you

wouldn’t think that somebody actually made a 3D

movie all about the Transrapid. After all, just

when 3D was being incorporated into more and

more television sets, the Transrapid was nearing retirement. What is

“Eine Rundfahrt im Transrapid TR09” and is it any good?

Everything goes back to 2009, when the highly-acclaimed

smash hit movie “Avatar” was released and brought back 3D into the

mainstream. You see, the 3D effect was utilized for nearly as long as

the regular camera itself. The first stereo camera was invented in

1847 by Sir David Brewster and Jules Dubosq. The technology caught

on for a while, with many renowned manufacturers, such as Kodak,

producing their own stereo cameras. These apparatuses could cap-

ture two images on the film strip, which could then be viewed using

special binoculars. I’ve got a chance to test this solution in the

Deutsches Technikmuseum in Berlin, where you can see and experi-

ment with a lot of retro imaging technology. Anyways, after fading

into obscurity, the stereo image resurfaced in 2009 and brought in

new ways the average consumer could interact with it on the daily.

From the aforementioned 3D Television to the glass-less 3D in the

Nintendo 3DS, the 3D craze took the developed world by storm once

again. This fad coincided with the introduction of the CMOS chip in

nearly all cameras and the eradication of the last traces of any analog

signal by a global switch to digital technology in TV and radio signals.

These two milestones made it possible for the 3D cameras to be more

affordable than ever, which laid the foundation for the HD-TVE pro-

ject, courtesy of the Association for the Advancement of Maglev Tech-

nologies (Transrapid), most commonly known from their website, pro-

transrapid.org. This project, apart from accomplishing to capture the

(then) working TVE in the (then) new High Definition imaging quality.

In my opinion, the most groundbreaking recording is the “Eine Rund-

fahrt im Transrapid TR09”, which managed to faithfully capture what

a ride onboard the TR09 looked like by using the stereo camera. This

film managed to capture a lot more than just the chair moquette on

the TR09, so let’s try to analyze it in greater detail.

Thanks to the fact

that I own a 3DTV that uti-

lizes a polarized 3D system,

I could enjoy the HQ video

in its full clarity. So, what is

“Eine Rundfahrt im

Transrapid TR09”? In a nut-

shell, it shows how the TVE and the TR09 function on a regular day.

Aside from a lot of shots from the inside of the vehicle, it shows a va-

riety of views of the outside and the surroundings. I have to say, this

flick is probably the only one that managed to capture the TR09’s Füh-

rerstand in operation, which, surprisingly, isn’t the only element from

the TR09 that it managed to give an exclusive look onto. There’s also

the PIT, or the Passenger Information Terminal. You might have seen

it on pictures from the TR09 in Nortrup, but you might not have

known that this screen actually used to display useful information,

such as the speed and the current position on the Teststrecke.

Unfortunately, despite

this movie showing many inter-

esting elements of the TVE,

which were never seen before

by the broader Transrapid fan

community, it has a few down-

sides. First and foremost – the

biggest downside was probably

the viewing comfort. This prob-

lem is widespread among many

amateur 3D movies, not just

this one. The problem is with

the major focus changes be-

tween the cuts. In all 3D feature

films, the camera operators are constantly optimizing the screenwrit-

er’s vision to be comfortable for the viewers. You see, the change in

focus needs to be slow and minimal between shots, otherwise it can

cause fatigue. In “Eine Rundfahrt im Transrapid TR09”, the change

between some shots is drastic – one second you’re looking into the

TR09 accelerating into the distance, and next up it cuts to a closeup

onto the window. The 3D effect is just that – an effect, an illusion. It

does fool the brain, but it doesn’t quite fool the eye. After a rapid

change of perspective, you have to force your eyes into focus, be-

cause otherwise, they’re unable to follow such a rapid change in a

barely-believable illusion. Secondly, please, never ever add big and

bold subtitles onto a 3D movie – not only can it be a distraction, but

also you have to refocus back onto a 2D plane of your TV screen just

to get them in focus.

In conclusion, “Eine Rundfahrt im Transrapid TR09” is a very

interesting movie, just not something I

would revisit. Despite the majority of

shots being quite good, this film should

be treated as a preservation of the trip

and not as an entertaining experience,

since the fatigue during the viewing is

substantial. Anyways, If you want to ex-

perience the movie first-hand, you can

download it from the link behind the QR

code.

6

by Tytus Dunin

...and why the Chinese copied the Germans in the first place.

ELECTRIC FLYING TRAIN– WE KNOW THE SPECIFICATIONS

T he Electric Flying Train with its sister models is truly an

endless well of information and trivia. What started as

stumbling across some images from a defunct maglev-

themed forum evolved into a community-wide hunt for

more information which lies behind the “Great Firewall of China”. In

this article, apart from endowing you with more knowledge about this

project, I’ll try to explain the whole phenomenon of Chinese manufac-

turers just ripping off western brands, which, contrary to what you

might believe, isn’t a sign of Chinese people being evil copycats – as,

with everything, it’s much more complicated.

Let’s start with something light-hearted – EFT’s specs. Accord-

ing to jnnews.zj.cn, the Electric Flying Train can reach the speed of

500 km/h, is about 30% cheaper to manufacture than the official SMT

vehicles, incorporates 112 seats in a section, which is 27 meters long.

Compared to the original Transrapid SMT, it is quite similar, having

approximately the

same length, alt-

hough the official

vehicle has fewer

seats per section

(2nd class) – from

78 to 110. The EFT

also features a smaller distance between the track and the magnets as

compared to the SMT – 8 mm to 10 mm.

The EFT was made by the Chengdu Aircraft Industry Group, a

Chinese company specializing in aircraft development and manufac-

turing. Some sections were constructed by the Changchun Vehicle

Factory. As Jnnews reports, “Throughout the construction of the train,

Southwest Jiaotong University, Tongji University, National University

of Defense Technology, and Northwestern Polytechnical University

have all provided technical

support or guidance”. Dai

Qianchang, the chief of the

project promised more im-

provements compared to

the SMT, such as a reduc-

tion of noise and vibration,

improved air conditioning,

and subsidizing rivets with

glue, which supposedly improves safety in an event of a crash. Also, as

we can deduct from the pictures, the seats received a new moquette,

the cabin was slightly modified, and (at least) one of the screens in

the Führerstand is monochrome, just as the one in the TR07.

Lastly, I’d like to deliberate on one specific aspect of this whole

phenomenon. In western culture, copying (even with a permit) is gen-

erally frowned upon.

We’re accustomed to the

fact that the copies are

usually worse in most

aspects as compared to

the original, and, general-

ly, it is seen as unfair to

the people who created

the original product. This,

however, is not the case

in Asian cultures

(specifically China), where

the Confucian clerisy and

their methods of teaching

revolved around meticu-

lous copying and, some-

times, a slight modifica-

tion of various texts

written by their masters

and learning them by

heart. This method was perceived as the definitive way to teach one-

self, and it is coming back in today’s Chinese education system and

has a monumental influence on the diversion between China’s copy-

right law and the western one. A

recent example of this is the

“Game for Peace”, which is a clone

of the hit game “Playerunknown’s

Battlegrounds”. Surprisingly, this

clone was created with the permis-

sion of the creators of PUGB, which

sold a license to create this clone

to Tencent, a huge Chinese international media conglomerate. This

clone was created specifically to provide an alternative to PUBG for

Chinese players, as the current version of this game doesn’t comply

with China’s entertainment regulations. Similarly, as we recently

found out, many parts of the EFT were actually licensed by

ThyssenKrupp, and those which weren’t licensed were developed by

Chinese engineers from the ground

up. Turns out the Electric Flying Train

isn’t really a shameless knockoff, and

we can only wait and see what will

come out of Tongji’s current project:

The Sifang. Tests of a carriage are be-

ing conducted on the University track

right now, and the QR code will lead

you to the video showing you just

that.

7

by Tytus Dunin

Should it be considered as a separate model?

TRANSRAPID SMT AND HOW IS IT DIFFERENT FROM ITS GERMAN BROTHER

T he Transrapid SMT is quite an oddity in the finely crafted

line of the German maglev trains we all know and love. It

proved wrong anyone skeptical of Transrapid’s success in

commercial applications. However, the astonishment

didn’t last long, as the critics quickly settled on the conclusion that the

Shanghai Maglev Train was merely a vanity project for China. Looking

back, it is hard not to agree with the skeptics, as is indicated by com-

paring the planning stages of other projects with the Shanghai one –

the West was much more precarious and mindful of the economics

and the feasibility of the projects. China’s approach seemed much

more quixotic, kindled by a ride onboard the Transrapid 08 by, then

prime minister of China, Zhu Rongji. Alas, it seems that the world,

apart from its “lavish” parts, wasn’t ready to invest in such a revolu-

tionary technology. Eventually, such a phenomenon comes back full

circle, as evident by today’s literal pipe dream – the hyperloop. How-

ever, let’s not get sidetracked too much, as today’s topic is the SMT.

How does it compare to the TR08?

Despite the popular belief, the so-called “Transrapid SMT” is

not a subsequent model of the Transrapid after the TR08. It is, de jure,

a regional version of the TR08 prepared specifically for the Shanghai

Airport Line. If you’ve seen any photographs of the SMT, you’ll most

likely agree with me that it is evidently a variant of the TR08 – com-

paring the windows, the doors, the emergency sleeves, and the over-

all shape. However, if pictures aren’t your thing, then may I suggest…

a diagram?

Ah, much more clear now. But, as you may spot, per contra to

what I just said, this is where the TR08 and the SMT start to drift

apart, at least design-wise. We can ramble on and on about how the

lighting compartment is similar and how the 1st class seats are exactly

the same (yes, at some point the TR08 had 1st class seats), but the

minute differences are worthwhile, so let’s examine them.

Obviously, the most evident distinction between those two variations

is the sudden break in the seating arrangement in the middle of every

section – this space is used both as a luggage compartment and as an

extra air-conditioning unit, meant for further improving the passenger

comfort in the extremely variable weather of eastern China. Other

changes, that are not observable on the diagram are the removal of

glass doors between sections, the removal of the toilet (we have no

images, unfortunately), and implementing a new and improved

Tragkufe. The Tragkufe (carrying sled) was a special emergency sys-

tem meant to be used in an event of an emergency brake to deceler-

ate quickly and would prevent the Schweberahmen from smashing

into the track. As the name suggests, it worked a lot like a sled. This

system was already implemented in the TR07 and the TR08, but in

combination with the track types present on the TVE, it had a problem

with excessive degradation. The new sled, made out of carbon fiber,

in combination with the Hybridträger used on the Shanghai Airport

Link provided a substantial improvement of the degradation issue –

the new skids had a degradation rate of 0.03 mm/km.

In conclusion, while the Transrapid SMT is not the TR08 with a

fresh coat of paint, it does retain a lot of solutions and design cues

from its predecessor. The differences surely push the SMT towards

being a different model, but the similarities just barely hold it as a

different version of the TR08, making it lie somewhere in between

those two options. If I had to use one term to describe its diversion

from the TR08, I would call it either an “update” or a “revision”.

8

by Tytus Dunin

Check out how „Berlin 2010” was connected with the Transrapid.

BERLIN 2010 - THE FUTURE THAT NEVER CAME

H ow often do you see simulations of the future? If

you’re like me, they aren’t a common occurrence for

you. However, 1997’s citizens of Berlin could

experience just that in the heart of the capital – all

thanks to a collaboration project courtesy of Artemedia and Silicon

Graphics. Its name? “Berlin 2010 – Virtual City Concept”. Even though

the name might not hint any connection with the Transrapid, and in

fairness, the whole project barely mentions the maglev, but I’d argue

the story is still worth telling.

The story begins in 1994, when Artemedia started developing

the virtual mockup of how the Hauptstadt would look in 2010.

According to Andreas Vorsteher, the chief executive of Artemedia at

the time, the mockup was modeled after satellite imagery and official

urban planning data. In 1997, the first stage of the mockup was

finished and presented to the

public in an eye-catching red

„Infobox”, which stood near the

Postdamer Platz, which, mind

you, was not even close to it’s

today state. Back then, the city's

skyline was dominated by a

forest of cranes, which were

featured on the best-selling postcards. Building yards had become the

top tourist attractions. Inside this grotesque-looking red building, the

exhibition was housed. This exhibition, called „Forum Mediale”

allowed Berlin research institutions and their partners to present

themselves in business. Universities, museums, libraries, and hospitals

in the city were able to show how they imagined their work in the

information society

Apart from roughly visualizing the future skyline of Berlin,

Artemedia prepared a few more detailed 3D models, in which the

interior could be viewed. Such a building was the Lehrter Bahnhof,

known today as the Berlin Hauptbahnhof. The exhibition allowed

visitors to take a look inside the railway station and see the intricate

platforms and stairways. But, the Bahnhof mockup housed something

else. By the time the exhibition was unveiled to the public, the Berling

-Hamburg

Transrapid route

was still being

considered. That’s

why Artemedia’s

version of the

Bahnhof features a

platform for the

Transrapid; as you

can see on this

route plan, the

Lehrter Bahnhof is the terminus of this particular line. What’s even

more interesting, while the visitors were enjoying the architecture,

the simulation would imitate scheduled day-to-day activity on the

station. That means we could take a look at how the Transrapid would

look in operation.

As you can see, this early version of the simulation contained a

prototype model of the TR08, as it’s outward appearance wasn’t

finalized by that time. But what’s even more interesting, is the fact

that the mockup was developed over the years and subsequently

updated. One of the updated versions was featured on a VHS cassette

distributed by Artemedia, showcasing the Lehrter Bahnhof. This video

was produced in 1999, which, as you may know, is the year the

Transrapid 08 left the assembly line. In this video (and the updated

exhibition), the final appearance of the TR08 was featured.

TRANSRAPID MONTHLY

T H A N K Y O U F O R R E A D I N G