Project C
TRANSRAPID MAGLEV |
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The dead straight route through the canal tunnel in the Tyrol Passage lends itself for the route of a maglev train. A maglev has no wheels, axles, transmissions and overhead lines. They do not roll, but float – up to a speed of 250 km/h, almost silently!
DRIVING WITHOUT WHEELS …FLY WITHOUT WINGS, as the magnetic levitation train aptly described.
Maglev on the test track in Emsland.
On the vaults of the Tyrol passage’s canal tunnel remains a space not usable for the ships, where a suspended maglev could operate. Ex the Tyrol passage’s north portal east of Innsbruck leads the route straight via Hall / Tyrol by the Karwendel Mountains to the northern transport hub Munich. Ex the southern portal at Gargazon, the route runs straight via Bozen and the Adige Valley to the southern transport hub Verona. The entire route has a length of approximately 330 kilometres, of which 78 kilometres through the tunnel.
Hall / Tyrol lies directly at the maglev’s route from Munich to Verona. Thereby you can avoid the costly detour to Innsbruck station and still tap all trains in north-south and east-west direction.
To connect the main station (Munich) with the airport F.J. Strauß a maglev is already in the planning and approval stages.
As the maglev has to be carried in the vaults of the tunnel, we have to aim at a uniform system to enable the whole route (also the section between Munich main station and the airport) to be run with the same levitation train.
The tracks run on a double-tracked construction in open areas on T-shaped stands at 9 metres high, the vehicles itself run hanging on the rails.
Especially in urban areas and at train stations the maglev can run above railway tracks or roads.
The maglev overcomes the distance between the stations Munich and Verona in an hour only and therefore reaches it’s destination rather than the plane, because up to a distance of 800 kilometres the magnetic levitation runs faster.
The planned Brenner-Basis-Tunnel is – together with the rescue- and ventitaltion tunnels – longer than the canal tunnel running through the main Alpin ridge from the Inn to the Adige River. You would have to build new supply routes north and south of the BBT to the base railway tunnel, valleys and towns would therefore be cut and bothered by noise, which is why also the route of supply routes would have to be led through tunnels. This requires further tunnels with a length of the multiple of the BBT. In addition, traffic experts doubt that the rail will relieve the heavy traffic on the Brenner highway. Therefore there is no reduction of the pollution caused by traffic, in particular heavy traffic, in sight.
In the TEN’s priority’s list the high speed train at the Brenner Axis runs top priority. Still, the BBT is not suitable for mixed traffic. The normal freight and passenger traffic would still to be carried on the old Brenner route. Therefore a freight traffic’s shift is hardly to be expected.
ought to be a European response to the precarious stituation in which we find ourselves according to the UN climate report.
As this project’s coronation we would like to highlighten the following two projects:
- The Danube-Tyrol-Adriatic Sea-Passage, because this one creates the conditions to shift a large part of the freight transport on the North-South route from the road to the ship. The railway lines in East-West direction will take over the further transport of the waterway. The truck traffic will be reduced in the short haul. Indirectly, this will also lead to an increase in environmentally friendly freight transport on Europe’s waterways, as now greater distances with the barge are to be covered. This step will undoubtedly be an enormous reduction in the noise and CO2-pollution and result in a sigh of relief of the traffic-stricken population.
- The maglev between Munich and Verona, because this one will lead to a passenger traffic’s quality improvement on the North/South-route and is therefore a sufficient incentive for the shift from cars, and even from the airplane to the magnetic train. Express goods can also be transported by the maglev. This will result in fewer passenger trains on the Brenner, instead you can install more freight trains which in turn will help to reduce freight transports on the streets.
Furthermore the Tyrol-Passage and the route of the maglev lay the foundations to very favourable conditions for the laying of cable lines for data and power transmission.
Tirol-Adria Ltd..
Project Ideator & Manager: Albert Mairhofer
As of February 2007
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