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General information
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Description
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Swissmetro is a magnetic transportation system running inside partially
evacuated underground tubes. The system could achieve speeds between 300 and 500
kilometres per hour, which comes close to the lower range of short-haul air
traffic. Some experts see Swissmetro as an environmentally very attractive
alternative to both air and ground high-speed transportation, since noise
pollution and energy consumption as well as negative impacts on residential
areas and the landscape could be substantially lower.
The idea of the Swissmetro dates back to the 1970s and has since been studied
by scientists at the Swiss Federal Institute of Technology in Lausanne (EPFL).
In 1992 the Swissmetro Company SA was founded to collect the funding necessary
for further R&D on the Swissmetro.
The Swissmetro was originally discussed as a rapid means of transportation
between Swiss metropolitan areas. At present there is a concept called
"Eurometro" which studies the potential for a Swissmetro system connecting major
European cities.
Technical details
- the most important aspects of the Swissmetro system are:
- Underground infrastructure, consisting of two tunnel tubes of 5 m interior
diameter each that in the case of the pilot line between Geneva and Lausanne
run at a depth of between 60 and 300 meters.
- Production of partial vacuum in the tunnel tubes (corresponding to the
pressure at about 18,000 m above sea level being the traffic altitude of the
Concorde) in order to reduce air drag
- The pressurised vehicles are planned to have a length of 80 m, an external
diameter of 3.2 m, and a seating capacity of 200 persons. Due to the pressure
difference, boarding at stations has to be supported by a sophisticated system
of automatic doors and galleries
- The propulsion system for the vehicle is based on linear electric motors,
allowing speeds in the order of up to 500 kilometers per hour.
- Magnetic levitation and guidance system (comparable to
Maglev)
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General criteria
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Status of development: research & experiments |
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According to Swissmetro Company SA, the industrial development phase on the electro-mechanical and mechanical systems will start soon and a pilot line of about 15 kilometres will be developed "as soon as possible". |
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Time horizon for broad application: in > 10 years |
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(no details available) |
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Expected technological development: highly dynamic |
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(no details available) |
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Motivation:
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Provide an environmentally and economically sustainable means of high speed transport between metropolitan centres. |
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Benefits (other than environmental): big |
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Service
Short travel times with stations in the city centres (as opposed to airports
being usually located outside cities) |
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Barriers: high |
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From present perspective, barriers for the Swissmetro are still very high, ranging from technological uncertainties to enormous investment costs. |
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Success factors:
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(no details available) |
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Applicability for railway segments: medium |
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Type of traction: not applicable
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Type of transportation: passenger - high speed
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High-speed passenger transportation. |
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Grade of diffusion into railway markets:
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Diffusion into relevant segment of fleet: 0 % |
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Share of newly purchased stock: 0 % |
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(no details available) |
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Market potential (railways): highly uncertain |
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Being still a concept rather than a product it is too early to assess the market potential of the technology. |
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Example:
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(no details available) |
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Environmental criteria
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Impacts on energy efficiency:
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Energy efficiency potential for single vehicle: (no data) |
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Energy efficiency potential throughout fleet: (no data) |
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An extensive study on the environmental impact of Swissmetro has been
conducted by the National Research Programme 41 in Switzerland (Ernst, Geisel et
al. 2000). Concerning energy consumption the study yielded the following
results:
Comparison Swissmetro Air traffic
On an assumed pilot route Frankfurt-Rome, the primary energy consumption per
person kilometer of Swissmetro would be 5 to 10 times less than in air traffic.
The exact factor depends both on actual passenger numbers for the Swissmetro and
on the efficiency gains in air transportation (that could be as high as 50% in
the next 50 years according to some experts). This assessment includes the so
called "grey energy" needed to construct the infrastructure. The (electric)
energy demand for operation only was calculated to be
0,185 MJ/pkm for an assumed 76.000 passengers/day
0,21 MJ/pkm for an assumed 38.000 passengers/day
Comparison Swissmetro conventional high speed rail systems
The energy consumption (for operation only) of the Swissmetro would be
roughly 50 % less than both in conventional high-speed rail systems (e.g. ICE)
and in ground-level Maglev/Transrapid system. This comparison refers to equal
speeds.
Influencing factors
The following factors are especially relevant for energy demand of a
Swissmetro system:
- Tunnel width: The wider the tunnel tube, the less air drag is encountered
by Siwssmetro vehicle. Even if the additional energy for tunnel excavation is
included in the calculation, a wider tunnel profile is favourable for energy
efficiency
- Degree of evacuation: The less air pressure, the less air drag in the
tube. There is however an evacuation limit given by safety
considerations.
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Other environmental impacts: ambivalent |
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The overall environmental balance strongly depends on the type of transportation, one compares the swissmetro with.
Compared to conventional high speed railways, noise emission of Swissmetro is practically zero due to its underground tracks. Area consumption is also reduced, on the other hand this is paid for by an immense excavation effort. |
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Economic criteria
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Vehicle - fix costs: high |
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(no details available) |
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Vehicle - running costs: (no data) |
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(no details available) |
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Infrastructure - fix costs: high |
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At present, there is no reliable data on the infrastructure costs of Swissmetro systems. The following estimate on excavation effort may however be interesting in this context:
According to Ernst, Geisel et al. 2000, a Swissmetro system operated at 400 km/h has a significantly lower tunnel cross section than the tunneled parts of the track of ground-level HST systems without partial vacuum. Therefore, the excavation volume per unit of tunnel length for a Swissmetro system should be 3 to 4 times lower than that for the required tunnels of ground-level HST systems. In consequence, the construction requirements for a Swissmetro system should be in the same range as that for an HST or Transrapid system requiring 30 per cent tunnelling over a given distance. This should be even more so if additional construction work (bridges, embankments) is required for a ground-level HST system.
It has be taken into consideration that the Swissmetro infrastructure could not be integrated into existing railways system but would rather be additional to existing high-speed railway infrastructure. |
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Infrastructure - running costs: (no data) |
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(no details available) |
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Scale effects: (no data) |
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(no details available) |
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Amortisation: (no data) |
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(no details available) |
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Application outside railway sector (this technology is railway specific)
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Overall rating
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Overall potential: interesting |
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Time horizon: long-term |
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Swissmetro is a highly innovative concept for future high speed passenger transport worth considering. As such it is still affected by many uncertainties. Environmental performance could be convincing if one takes into account that such a system could gain back some market share from air transport. Major obstacle will be high initial investment. |