In their basic process components, the technical means required to operate a magnetic levitation system – vehicles, drive, guide way – differ greatly from conventional railway systems. For example, the drive consists of a linear motor in the guide way. The power transmission that moves the vehicle is provided by a magnetic field. These general conditions, which are typical for magnetic levitation technology, influence the functions and structures of the operation control system.
 
Because components installed in the vehicle are included in the control loop of the fixed position linear motor, extremely high demands are placed on the radio data transmission between the vehicle and the stationary components of the system, especially regarding the "aging of data", i.e. delays due to the distance-velocity lag in the transmission elements of the system.
 
The operation control system (OCS) comprises all functions and equipment required to secure, control and manage the operation of the rail units and the communication between the individual components. It can thus be compared with a brain and nervous system and ensures the high-speed rail operations. When the Transrapid trains are in operation, the control units in the vehicles, the peripheral components in the guide way and the central control unit of the guide way begin to interact.
The acquisition, transmission and processing of data are combined in the OCS. All the control units are computer controlled and interlinked by means of fast data exchange via radio and fibre optic cables.
Data exchange with the vehicles takes place in digital form via TELEFUNKEN RACOMS radio transmission in the millimetre range. This radio system, which is especially suitable for fast and mobile radio transmission, provides the necessary data transfer in quasi real-time at a data rate of approx. 4 Mbps between the OCS and the Transrapid trains travelling at over 400 km/h (250 mph).

 
For data transmission between the vehicles and the OCS installed in fixed positions it is necessary to have continuous radio transmission. To achieve this, the complete route is infused with millimetre waves. During the radio transmission planning procedure, the precise positions of the Radio Base Stations (RBS) are worked out and optimized. This enables high-concentration antennas to focus the transmitter power along the MAGLEV track, thus minimizing radio emissions. The radio transmission concept is designed in such a way that the vehicle has a radio link both forward to the next RBS ahead and back to the RBS just passed. The vehicle is equipped with two identical radio units, each with one antenna emitting to the fore and one antenna emitting to the rear. The transmitter power of the RBS is of such strength that each of the RBS can be connected to a vehicle that has reached the next base station but one, i.e., at double the distance between individual stations. All these stations transmit and receive the same information. The redundant design of the radio system components guarantees high availability of the radio link. The diversity of positions guarantees the required transmission quality.
 
Via this link, the data for vehicle control and safety (operational control equipment) and for drive synchronization are transmitted by the time multiplex method. A second group of time-derived channels, which is larger as far as the data volumes are concerned, covers dispositive data such as digitized voice communication between rail vehicle personnel and the control room and diagnostic data for vehicle functions and the radio system itself. To enable passenger communication from within the train, it is possible to establish telephone and data links (ISDN and GSM) to public networks.
At high speeds, GSM terminals have difficulties to realize a proper radio cell change. Therefore GSM connectivity is often disturbed. But in the case of GSM terminals remaining in a GSM-cell which is mounted on the train these difficulties do not arise. For a smooth transmission of passenger GSM talks out of a (fast) moving vehicle the data of Pico GSM cells mounted on the train are transferred via the TELEFUNKEN Radio Communication System and forwarded from the CRCU to GSM network operators.
 
Additionally there is a transmission channel available for communicating information to passengers. The radio system supports simultaneous communication with several MAGLEV trains running on parallel guide ways. Should there be a failure in transmission to the Transrapid trains, the OCS reacts by triggering a so-called "approach to halt". In this case, the operational control system ensures safety through correct signalling.