ECCE

Munich was bathed in sunshine as members arrived from all corners of Europe for two fully-packed days of meetings.

The Agenda was a packed one. The task forces are the ‘motor’ of ECCE activity, but the September 2003 meeting also opened discussions on ECCE’s strategic plan and the need to focus on key concerns shared by all.

A further dimension was added to activity by proposals which are germinating for the creation of an International Council of Civil Engineers. A steering group was set up under the Chairmanship of Jose Medem of Spain, to look at the prospects and potential of an International Council of Civil Engineers. This issue will be fully discussed at the Spring 2004 Meeting to be held in Moscow.

TECHNICAL PRESENTATION

Joseph Ruppel of the Bayerische Magnetbahnvorbereitungsgesellschaft mbH informed ECCE members of the technological developments involved in creating a “Transrapid Munich” to provide a high-speed link between Munich’s modern airport and the city centre.

Joseph Ruppel works for the company which is building the main system from metro to airport, the “Transrapid Munich”.

Mr Ruppel explained that as opposed to a conventional train, it has been decided to opt for a ‘maglev system’ which is guided by magnetic systems. The vehicle is propelled by a moving field.

Loading has reached its limits – they are therefore installing two supplementary tracks.

The capacity of one vehicle is 80 persons and there are 3 vehicles per train on average.

After examination of options, the decision was taken to opt for a western corridor, close to the A92 freeway. Normal operational speed will reach 350 km/h, though the track is designed to reach 400 km/h. The train speed can be controlled by frequency of alternating current.

Energy consumption is lower than conventional high speed rail systems. Below 200 km/h there is virtually no noise. This fact and the high degree of ability for acceleration at top speeds

make the Transrapid particularly interesting as a means of regional transport. For 37 km the estimated cost is Euro 1.6 billion. With regard to track maintenance: concrete track requires about same maintenance force as for a bridge.

The Operator of the “ Transrapid Munich” will be Deutsche Bahn. The project is to be completed by 2010 - around 20% of the track will run in a tunnel. Regarding the environmental implications of traffic: the magnetic field is concentrated - coil in iron compartment.

Further details may be obtained from http://www.bmg-bayern.de./

and from http://www.transrapid.de/en/projekte/pro_de_muenchen.html

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