Comparison Transrapid – conventional high-speed trains

A comparison of energy consumption between the ICE and the Transrapid has been the subject of several publications (Mnich et al. (no year), Breimeier 2000, Leitgeb 1998).

There are results from simulation and measurements of power demand for Transrapid. For an unbiased comparison between Transrapid and ICE it is preferable to take energy demand per square meter (of usable interior space) and km rather than energy demand per seat km as a point of reference. The latter perspective would depend on the specific space utilisation of a particular vehicle design and not on the system characteristics. The following figures are therefore based on energy consumption per usable interior area.

Breimeier 2000 gives the following values for ICE and Transrapid for different speeds:

* extrapolated value

Source: Breimeier 2000

The above table shows that above 330 km/h, the Transrapid has an energy advantage over conventional high-speed trains (based on extrapolation).

Due to better acceleration rates, the Transrapid needs less maximum speed in order to achieve the same running time on a given line. As a consequence, comparing running times rather than speeds, the energy comparison will be even more favourable for the Transrapid (at high speeds).

Comparison Transrapid – short-distance air travel and cars

At speeds above 350 km/h that will in the foreseeable future not be reached by conventional high-speed trains, energy efficiency of maglev technology should be compared to airplanes. This comparison yields very strong energy advantages of maglev.

Especially in business travel on medium distances (>300 km), the Transrapid technology could be a serious alternative to cars. It is obviously not possible to make the comparison at equal speeds but even given the speed difference between the two means of transportation, the Transrapid will win over the car (with its low average occupancy) in energy efficiency. This can be demonstrated by the following rough estimate. Assuming a consumption 5-10 liters of fuel per 100 km and an occupancy of 1 person (which is realistic for business travels), one gets a specific consumption of end energy of about 500-1000 Wh/passenger km. At 400 km/h the Transrapid consumes about 60 Wh/ seat – km. If an occupancy of 75% is assumed and an efficiency of the prechain of 25%, this corresponds to about 320 Wh/ passenger km.