Metrorapid

from Wikipedia, the free encyclopedia
"Metrorapid"
Transrapid 07 in the Metrorapid colors in front of the fair in Essen
Transrapid 07 in the Metrorapid colors in front of the fair in Essen
Route of the Metrorapid
Planned route of the metro rapid
Route length: 78.9 km
Gauge : 2800 mm
Route class : Maglev
Top speed: 300 km / h
Dual track : continuously
Planning rejected in 2003
State: North Rhine-Westphalia
Lines
Legend
   
 Düsseldorf Central Station
   
 Dusseldorf airport
   
 Duisburg
   
 Mülheim
   
 eat
   
 Bochum
   
 Dortmund

The Metrorapid was a planned Transrapid line in the Ruhr area for regional traffic. At the end of June 2003, this project was abandoned by the Prime Minister of North Rhine-Westphalia , Peer Steinbrück ( SPD ).

course

With a route length of 78.9 km, a top speed ( maximum design speed ) of 300 km / h should be achieved. The planned average distance between stops was 13.15 km. For around 85 percent of its length, it should follow the course of the existing Düsseldorf – Dortmund route. Due to the limited space in the area of ​​the existing railway systems, the vehicle width should be reduced and the roadway should be laid at ground level throughout. Between Düsseldorf and Duisburg, space was to be used on a longer section that had been kept free for two additional tracks on the existing railway line .

The Metrorapid route, which was to be mastered in 34 minutes, led from Dortmund via the intermediate stops in Bochum , Essen and Duisburg to Düsseldorf . A stay of one minute at each intermediate station was planned. During the day was a 10-minute cycle planned. On the basis of rail fares, 39 million passengers per year were expected, with 70 percent transferring passengers from rail, 20 percent from road and 10 percent travelers from induced additional traffic .

Of these 78.9 km, around 30 km should run on embankments, around 34 km in the same terrain, 10 km in the cut and around 4 km in tunnels or troughs.

history

The project was one of five alternative concepts for the Berlin – Hamburg maglev that failed at the beginning of February 2000 . The Transrapid Munich also emerged from this search for alternatives. At the beginning of 2001 a feasibility study was in progress. In October 2000, the results of the investigations initiated in February 2000 were available. Two of the five projects were to be continued and evaluated as part of a feasibility study with an integrated environmental impact study : In addition to the Metrorapid, the Transrapid Munich was also planned.

On the night of May 22, 2001, a vehicle section of the Transrapid test vehicle Transrapid 07 was brought from the Transrapid test facility in Emsland to Bochum and presented there in front of the Jahrhunderthalle as part of a television broadcast. The vehicle then served as an information office in front of Messe Essen . The state government expected it to go into operation in 2006 and called for the route to be operated within the framework of the tariff structure of the Rhine-Ruhr transport association .

On January 21, 2002, the results of the feasibility and environmental impact study for the Munich Transrapid and the Metrorapid were presented in Berlin. According to this, the line, which is bundled with existing railway lines over 95% of its length, should be operated at a maximum speed of 300 km / h. With stops in Düsseldorf Airport, Duisburg Central Station, Mülheim Central Station, Essen Central Station and Bochum Central Station, a journey time of 37 minutes should be achieved. A 10-minute cycle was planned during rush hour. Commissioning was planned for the 2006 World Cup. The prognosis of the feasibility study was based on 34.5 million passenger journeys (951.9 million passenger kilometers) per year. Of this, 201.0 million pkm should be relocated from motorized individual traffic. The expected income should be above the operating costs; the economic benefit-cost factor was given as 1.5. 3.1 billion euros should be invested in infrastructure and vehicles. The federal government had earmarked a total of 2.3 billion euros for both maglev projects; According to media reports, 1.6 billion euros of this should go to the Metrorapid.

At the beginning of 2002, Deutsche Bahn denied media reports that it wanted to participate financially in the project.

According to media reports, the Metrorapid was only planned with three sections at the end of 2002. Four people per square meter were used as the basis for determining the standing room.

The North Rhine-Westphalian Prime Minister Steinbrück finally agreed with the then Federal Chancellor Gerhard Schröder not to pursue the project any further for cost reasons. On June 27, 2003, Steinbrück made a corresponding statement to the press. Instead, a “Metro-S-Bahn” should be set up between Dortmund and Cologne. Further details should be presented in September 2003. The follow-up project for the Metrorapid is the Rhein-Ruhr-Express (RRX, initially “MetroExpress”), a train line system based on conventional wheel / rail technology.

costs

At the beginning of 2001, the total project cost was estimated at 7.23 billion Deutschmarks. Of this, 5.61 billion DM went to infrastructure and 1.62 billion DM to vehicles.

Another extrapolation estimated the costs at 3.2 billion euros , which should be distributed as follows (in billion euros):

Later calculations estimated additional costs of 1.5 billion euros.

Planning costs of around 54.4 million euros were incurred, of which 10.4 million euros were borne by the federal government and 44 million euros went to the state budget.

discourse

Among other things, it was criticized that the Transrapid could not use its speed advantage on relatively short sections of the route - the hourly ICE only needed 10 minutes or 25% more in 2003 - and that it would compete with existing transport connections . Furthermore, the budget figures such as traffic volume and costs were questioned.

literature

  • Sven Andersen: Critical consideration of operational aspects of the Metrorapid project in North Rhine-Westphalia . In: Eisenbahn-Revue International , issue 3/2002, p. 158 f.

Individual evidence

  1. ↑ a b c d e Rudolf Breimeier: Opportunities and Risks of the Metrorapid . In: Eisenbahn-Revue International , issue 3/2001, p. 136.
  2. ↑ Report Transrapid alternatives . In: Eisenbahn-Revue International , issue 4/2000, p. 147
  3. ↑ a b c d e f g h i j k l Feasibility study for high- speed maglev lines . In: Eisenbahn-Revue International , issue 3/2002, p. 153.
  4. ^ Message Metrorapid in the Ruhr area . In: Eisenbahn-Revue International , issue 7/2001, p. 290.
  5. ^ Announcement statement of DB AG on Metrorapid . In: Eisenbahn-Revue International , issue 4/2002, p. 162.
  6. ↑ Message Metrorapid only planned with three sections . In: Eisenbahn-Revue International , issue 12/2002, p. 540.
  7. ^ Message final end for Metrorapid . In: Eisenbahn-Revue International , Issue 8–9 / 2003, p. 340.
  8. ↑ Rheinische Post of March 5, 2004