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Technical- economical comparison of Maglev and High Speed Systems

Technical- economical comparison of Maglev and …archives-republicans-transportation.house.gov/Media/File/110th/... · Technical-economical comparison of Maglev and High Speed Systems

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Page 1: Technical- economical comparison of Maglev and …archives-republicans-transportation.house.gov/Media/File/110th/... · Technical-economical comparison of Maglev and High Speed Systems

Technical-economical comparison

of Maglev and High Speed Systems

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Technical-economical comparison ofMaglev and High Speed Systems

Content

1. Basis of the LCC Analysis Method2. Comparison of the Technology between Wheel-on-Rail and Maglev3. System Comparison 4. Identification of the Quantity and Cost Frameworks 5. Analysis of the LCC 6. Summary of Evaluation

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Technical-economical comparison ofMaglev and High Speed Systems

Basis of the LCC Analysis

Termination of Operation

Initial Operation

Operation

Development

Construction

Prototype

Test

Serial-Production

Waste disposal Life-phases

100%

80%

50%

ConstructionProduction OperationCost determination

Cost development

Determination and development of LCC

Life-cycle phases

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Technical-economical comparison ofMaglev and High Speed Systems

Basis of the LCC Analysis

Cost Element:Failure costs of the propulsion system in the operation phase of the life cycle.

ComponentPropulsionSystem

Cost TypesCost type :Failure Costs

Life-cycle: Operation

Tech

nica

lstru

ctur

e

Life-cycle phases

Cost Matrix Model

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Technical-economical comparison ofMaglev and High Speed Systems

Basis of the LCC Analysis

Dissassembly Disposal

Special tools

Scrapping

Vehicles

Initial equipment

Training Trial Operations

Initial Operation

Investment Operation

Termination of operation

Waste Disposal / Re-selling

Operations

Operational disturbance

Spares Inventory

Maintenance

Repair

Preparation

Work

Consumption parts

Spares

Special work tools

Energy

Induced costs

Disposal

Financial costs

Personel

n Simplified LCC Model for the comparison of Railway Systems

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Technical-economical comparison ofMaglev and High Speed Systems

Comparison of the Technology betweenWheel-on-Rail and Maglev Technique

0,2 – 0,51 kg/cm²(approx.) 3)

Low area loadLittle wear

No contactMaglev (Transrapid)

2,6 – 4,55000 – 10000 kg/cm²(approx.)1) 2)

High point loadHeavy wear

Through contactsWheel-on-rail

Track main-tenance costs in

percentage of initial capital

Mechanicallystressed due to

carrying (static load)

Load EffectFunction of carrying

guiding andpropulsion

Type of guidedsystem

Mechanical stresses and costs of track maintenance

1) Passenger coach and ICE end power car respectively

2) Mean additional dynamic element for wheel-on-rail approx. 30%

3) Mean additional dynamic element for maglev approx. 10%

Maglev system Wheel-on-rail

PropulsionCarrying

Guidance Guidance

PropulsionCarrying

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Technical-economical comparison ofMaglev and High Speed Systems

Comparison of the Technology betweenWheel-on-Rail and Maglev Technique

gradient (max 4%)

gradient (max 10%)Transrapid(Propulsion integrated in guideway)

Wheel-on-rail(Propulsion in the train)

Alignment Parameters

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Technical-economical comparison ofMaglev and High Speed Systems

Comparison of the Technology betweenWheel-on-Rail and Maglev Technique

705m

ICE

Transrapid

300 km/h

1400m1590m

3200mICE

Transrapid

2825mat 400 km/h

Transrapid

200 km/h

Curve radius

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Technical-economical comparison ofMaglev and High Speed Systems

Comparison of the Technology betweenWheel-on-Rail and Maglev Technique

Crest and Sag of the High Speed Systems

Wheel/Rail System ICE3 Maglev Transrapid

Crest Sag Crest Sag

Vertical Acceleration 0,5 m/s² 0,6 m/s² 0,6 m/s² 1,2 m/s²

Design Speed 200 km/h 6.400 m 5.200 m 5.150 m 2.600 m

300 km/h 14.400 m 11.700 m 11.600 m 5.790 m

330 km/h 17.400 m 14.200 m 14.000 m 7.000 m

400 km/h - - 20.600 m 10.300 m

450 km/h - - 26.000 m 13.000 m

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Technical-economical comparison ofMaglev and High Speed Systems

Comparison of the Technology betweenWheel-on-Rail and Maglev Technique

Guideway

At grade guideway Typ III

2,75 m

0,4 m 6,19 m

24,76 m 1 m

12 m

Elevated guideway Typ II

Elevated guideway Typ I

49,536 m

2 m

25 m

2,5

– 10

m

< 3,

5 m

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Technical-economical comparison ofMaglev and High Speed Systems

System Comparison

54%

Total mass:

Number of seats (standard config.):

Number of sections:

Specific mass per seat:

318 t (247 t unladen)

446 (approx. 36t)

5 (approx. 64 t/car)

0,63 t/seat

2) 3)

1)

Equipment16%

Passengers11%

Bodywork22%

Mass balance Cost balance

1) 80 kg per person with luggage2) Laden mass (passengers and equipment)3) Basis configuration of TR 08

Equipment11%

Bodywork27%

Assembly/Commis-sioning

5%

Length of vehicle: 129 m

Batteries3%Batteries

5%

Magnetic drive, etc.Hovering frameLevitation/guidingsystem;Eddy-currentbrake;Electricalequipment

46%

Magnetic drive, etc.Hovering frameLevitation/guidingsystem;Eddy-current brake;Electricalequipment

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Technical-economical comparison ofMaglev and High Speed Systems

System Comparison

Total mass: 442 t (408 t unladen) 2)

Number of seats (standard config.): 415 (approx. 33 t)1)

Number of cars: 8 (approx. 55 t/car)Specific mass per seat: 0.99 t/seat

Equipment26%

Passengers7%

Bodywork20%

1) 80 kg per person with luggage2) Laden mass (i.e. including passengers)

Equipment18%

Assembly/Commis-sioning10%

Length of vehicle: 200 m

Bodywork27%

Running gearEnergy SupplyPropulsion(7%)OnboardcontrolAux. groups

48%

Mass balance Cost balanceRunning gearEnergy SupplyPropulsion (13%)

OnboardcontrolAux. groups

44%

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Technical-economical comparison ofMaglev and High Speed Systems

System ComparisonVehicle

Parameter Wheel/Rail Maglev System

Carriages/Sections per Train 8 5

Seats 415 (+ 24 in the dining car) 446

Operational speed 300 km/h 450 km/h

Max. engine power 8000 KW 25000 KW

Net weight of the train 409 t 247 t

Weight / Seat Approx. 930 kg Approx. 550 kg

Total length of train 200m 128 m

Width 2,95 m 3,70 m

Heigth 3,89 m 4,16 m

Axel load 17 t (2,1 t/m) 2,2 t/m

Wheel on Rail SystemParameters

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Technical-economical comparison ofMaglev and High Speed Systems

System Comparison

Energy Supply Propulsion Vehicle Signal & Control System

= =

= 3~

Vehicle

Cable along track

Brake adjuster/Brake resistors

Power Station 3~ 110 kV 50 Hz

3~ 20 kV 50 Hz

1~ 110 kV 16 2/3 Hz

1~ 15 kV 16 2/3 Hz

Overhead catenary 1~15-kV-16 2/3-Hz

3~ =

3~ =

Linear motor

Alternating Current converter

Incoming energy converter

Transformer Substation High-voltage transformer

Energy converter transformer

Outgoing transformer

FM Locomotive Transformer

Alternating Current converor

Traction motor Gear Box

1~ =

4-qs

Power Station

DCS

BLF BLT

Contact rail Radio

Subsystems for Maglev and Wheel/Rail System

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Technical-economical comparison ofMaglev and High Speed Systems

System ComparisonComparison of general system structure

Subsystem Maglev Wheel on rail

Vehicle Maglev vehicleVehicle-OCS

Vehicleincl. Propulsion components and OCS

Operations controlsystem Operation center,

control facilities,Radio facilities

Signal box, ETCS

Propulsion/Conductor rail

Substation (incl. current converter),Incoming current converter, Intermediate

circuit, Braking chopper,Inverter, Output converter,

Track cable, Stator windings,Feeder rail

Overhead catenary

Energy supply Power Station, local energy network (3~ 110 kV 50 Hz),

High voltage converter,3~ 20 kV 50 Hz

Power station,railway energy supply network

(1~ 110 kV 16,7 Hz), SubstationGuideway At grade, elevated At grade

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Technical-economical comparison ofMaglev and High Speed Systems

System Comparison

0

50

100

150

200

250

300

350

400

450

500

0 5 10 15 20 25 30

Time

Transrapid run

ICE 3 run

km/h

min

Spee

d

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Technical-economical comparison ofMaglev and High Speed Systems

System Comparison

0,0

0,2

0,4

0,6

0,8

1,0

m/s²

1,4

0 50 100 150 200 250 300

Speed

Acc

eler

atio

n

km/h

ICE 3

Class-146 + 5 double-deck coaches

Metrorapid (DU airport – DUI Hbf.)ICE-T (class 411)

1

23456

ICE 3Class-425 EMU

Class-145 + 5 double-deck coaches

1

23456

1

2

3

4

5

6aa

( a : mean acceleration)

Rail systems

= 0,23 m/s²

aa = 0,36 m/s²

aa = 0,46 m/s²

aa = 0,78 m/s²

aa = 0,32 m/s² 1)

aa = 0,27 m/s²

1) Vmax = 200 km/h; = 0,41 m/s²a

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Technical-economical comparison ofMaglev and High Speed Systems

System Comparison

Wheel/Rail modifiedMAGLEV

MAGLEV

running time including timetable reserves

32 min. 32 min. 21 min.

Design Speed 300 km/h 246 km/h 450 km/h

Energy supply Substation 15 kV Substation 20 kV Substation 20 kV

Traction energy consumption

62,2 GWh/a 44,1 GWh/a 89,6 GWh/a

secondary energy consumption

6,2 GWh/a 13,2 GWh/a 13, 2 GWh/a

Energy consumption

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Technical-economical comparison ofMaglev and High Speed Systems

Identification of the Quantity and Cost FrameworksCost Structure of the system comparison

Investment Costs Operational CostsInfrastructure costs

Land requirementGuideway / trackPower supplyPropulsion/feederOperation control systemNoise protection

Vehicle CostsOther Costs

FacilitiesPlanning costs

Personnel costs

Energy Costs

Maintenance Costs

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Technical-economical comparison ofMaglev and High Speed Systems

Identification of the Quantity and Cost FrameworksComparison of the Investments Costs

0

500

1000

1500

2000

2500

Land

requ

iremen

t

Guidew

ay/ tr

ack

Propuls

ion/ fe

eder

Power

supp

ly

Operat

ion co

ntrol

syste

m

Other c

osts

Vehicle

Total in

vestm

ent

Cost Group

Mio

. € ICE

Transrapid(with cost reduction

Transrapid(without cost reduction

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Technical-economical comparison ofMaglev and High Speed Systems

Comparison of Personnel Costs

Identification of the Quantity and Cost Frameworks

2821

41

2

29

133

21

2

39

178

12 12

5252

0

20

40

60

80

100

120

140

160

180

200

Operation Management

Train Personnel Station Personnel Cleaning of stations

Cleaningtrains

Administration Total

EMPLOYERS

ICETransrapid

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Technical-economical comparison ofMaglev and High Speed Systems

Comparison of Maintenance Costs

Identification of the Quantity and Cost Frameworks

PropulsionEnergy Supply

Feeder

Energy Supply

Operation ControlSystem

Stations

Guideway

Vehicle

Total

ICE Maintenance Costs

Maglev Maintenance Costs

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

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Technical-economical comparison ofMaglev and High Speed Systems

System Comparison

0

5

10

15

20

25

30

Maintenance costs

Energy costsTotal

Mill

ions

of e

uros

MaglevICE

Operation materials

Operation personel

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Technical-economical comparison ofMaglev and High Speed Systems

Analysis of the LCC

MaglevICE

Year

Periodic Cost Development

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Technical-economical comparison ofMaglev and High Speed Systems

Analysis of the LCCTotal Cost Development for Maglev and for Rail

-4 -2 0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30

Year

Wheel/Rail

Maglev

Maglev (with costreduction)

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Technical-economical comparison ofMaglev and High Speed Systems

Noise emission

89869291

7988

758584

7280

80 km/h 200 250 300 400 450

S-B

ahn

Tran

srap

id 0

7IC

E 1+

2TG

V-A

Tran

srap

id 0

7IC

E 1+

2TG

V-A

Tran

srap

id 0

7

200 km/h 400 km/h300 km/h80 km/h 250 km/h 450 km/hTr

ansr

apid

07

Tran

srap

id 0

7IC

E 1+

2

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Technical-economical comparison ofMaglev and High Speed Systems

Journey time Comparison

Distance [km]

Ove

rall

jour

ney

times

[min

]

Times to/from terminals: Maglev and WoR: 35 minAircraft 80 min

ICE 3 300 km/h

Maglev 450 km/h

Aircraft

n Journey time

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Technical-economical comparison ofMaglev and High Speed Systems

System Comparison

Hourly performance of carriers

Cap

acity

(pas

seng

erpe

r hou

r)

Headway [min]

Maglev, 10 sectionsWheel-on-Rail, two ICE 3Maglev, 5 sectionsWheel-on-Rail, one ICE 3B777-300A 320

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Technical-economical comparison ofMaglev and High Speed Systems

Summary of Evaluation

n Potential Cost Savings of the High Speed Maglev System

n High Speed Maglev System has Lower Costs than the Wheel-on-Rail System

n High Speed Maglev System has Lower Maintenance Expenses than the Wheel-on-Rail System

n High Speed Maglev System has Lower Life Cycle Costs than the Wheel-on-Rail System

n Environmentally Compatible Operation

n Macro-economical Benefits