Developmental study of a pneumatic path-guided transportation system
Table of contents
TubeWay – a short introduction
Part 1: Technical description – functional principles
Part 2: Business aspects
Market – Competitors – Strategy
Comparison with the current state of technology
Implementation – Economic viability – Investment
Influences/Positive side effects
_ _ _ _ _ _
Short version - developmental study - TubeWaySolar - a modern
public transport system
TubeWay is designed as a connection-friendly medium and long-distance transport system. TubeWay is to transport both people and goods in five speed sections.
Environmental and resource conservation, energy efficiency and security are the guiding principles here.
At TubeWay, highly efficient, pneumatic levitation is the physical basis.
Analogous to locomotives on the railways, TubeWay - electrically operated jacking capsules distributed in the route network - take on this task. The TubeWay drive system allows traffic to flow harmoniously through an all-moving internal drive. Therefore the lateral flow in the pipe wall is proportionally much smaller than, for example, the flow of water in a garden hose.
Thus, the cabins glide in a permanent air flow with only a slight pressure difference, in front of a cabin as suction and behind it as pressure.
Each of the 26 m long cabins is controlled via regional, computer-assisted control centers.
Appealingly transparent, light hollow chamber tubes as elevated highways form the basis of TubeWaySolar.
Instead of on wheels, TubeWay glides quietly on Teflon rings supported by air cushions.
The sun provides the energy required to operate TubeWay. Large-area PV films applied to the tubes generate electricity from daylight. The electricity surplus that arises during the day also provides the nightly mobility service via grid feed-in.
Here are some advantages of the TubeWay system:
# Unlike magnetic field drives, TubeWay does not burden passengers or those close to the route with questionable e-magnetic micro-load radiation *
# CO² emissions and noise as well as friction losses and the use of fossil fuels are completely eliminated
# TubeWay bypasses the air conditions that prevail outdoors, where the resistance increases to the square with increasing speed
# TubeWay conquers heights in a playful way, crosses rivers and valleys with ease. This hermetic system is almost completely spared the effort required for mountain trips due to the subsequent sliding down of the same loads
# You hardly notice curves even at top speed because the cabins lean gently into the curve
# Unobstructed view from the airy high-altitude journey on tracked pipe routes
# TubeWay leaves the field open to people, animals and agricultural work
# Railway tracks or motorway routes take up a lot of soil. With TubeWay, only around 50 m² are calculated for the support base per kilometer
# In sensitive natural areas, the route is carefully expanded by helicopter delivery of the tube modules.
What business aspects and opportunities does TubeWaySolar have?
Many pre-investments and carefully planned implementation steps are required for its implementation - but once established, investors and operators could generate steady profits from TubeWay.
With its R&D funding programs, the EU can make co-investments in TubeWay and thus influence the CO² balance in the long term.
Hopefully results from feasibility and cost-benefit studies as well as acceptance and environmental assessments will soon show that TubeWay offers strong growth prospects for the future.
TubeWay was developed based on the pneumatic post that has been tried and tested for 160 years. The capacity of a TubeWay double route would correspond to that of a six-lane highway.
Technical implementations are created very quickly these days and also created cheaply by MVP: a dozen specialist teams and some core area companies offer financiers a manageable budget. For gradual implementation, teams of industrial specialists, high finance and the EU may come to a mutually fruitful cooperation.
TubeWay could turn the energy and traffic transition around. As an ambitious, climate-friendly mobility project, initial establishments are needed.
Using TubeWaySolar as a broad-based transport system, we can also extend the preservation of the precious resources of oil / natural gas by a lot. Even in the long term, we still need our crude oil for a variety of applications. However, our mineral oil is too valuable for climate-damaging exhaust gases and road asphalt!
TubeWay has the effect that urban traffic areas - as a result of reduced traffic volume - are converted back into green, quiet and usable experience spaces for the residents.
The change to renewables can be beneficial for everyone. It should and must enable future generations to survive. It is therefore important to encourage high finance and large industries to switch to sustainability and to maintain our common foundations. Let us actively face up to this order! Results from feasibility and cost-benefit studies as well as acceptance and environmental assessments are still pending. They require the intention of an implementation cooperation.
* (WHO) argues that it has not been possible to properly assess the health effects of radiation. The Changsha Environmental Administration states that the planned rail road will have electromagnetic radiation with a field strength of 1.6 microtesla. This is far less than the limit of 100 microtesla people in China since 1998. However, opponents point to the example of Switzerland, where the threat limit is set at only 0.2 microtesla.
Transrapid in Shanghai: People favour the trains in particular because of their low noise level. However, the unclear health effects of electromagnetic radiation are cause for conflict.
Source: Imaginechina / How much radiation China can sustain is currently the subject of heated debate. Some argue against setting a unit value for the entire country. But if a standard value were to be set, then 10 microtesla seems suitable. After all, that would be fifty times the Swiss value, but at the same time only ten percent of the previous Chinese value.
Required distance of residential buildings to the Maglev train still unclear. The construction costs of the Maglev light rail will depend on the outcome of this discussion. The lower the value is set, the more space must be left between the railway line and the nearest residential buildings. However, this may lead to extensive, expensive land purchases in order to be able to meet the danger limit. If, for example, the Swiss value were chosen in Changsha, then 500 meters would have to remain empty on both sides of the railway line. By today's standards in China, residential buildings can be built directly next to the railway line.
It remains to be seen whether Elon Musk's "Hyperloop" will provide a possible solution to our future need for public mobility.
See also: www.youtube.com >> tubeway solar
Michael Thalhammer, Feber 2000 – last update February 2018 – Tel. 01-9195724 – Email: email@example.com
= = = = = = = =
First follows the TW / Inter-City description (TW / IC), followed by the smaller dimensioned TW / Sit-in-surf (TW-SiS) for regional traffic and that of the urban TW / supply and disposal network.
Technical system – how does TubeWay work?
The uninterrupted transport of the ultralight sliding units (of the TW-IC)
TubeWay routes consist of approx. 17 meter long sandwich tube modules made of sturdy double-walled safety glass with an inner diameter of approx. 2.7 m *. These tube modules (approx. 7.5 t each) are joined together by sliding sleeves and O-ring seals and are carried on slim pillar arches and by vibration-free tensioning cable technology.
Basically, two-way routes are planned, which are run parallel to each other with flexible spacers.
In nature-sensitive places, cargo helicopters deliver the components to the track extension; and keep the respective pipe module in suspense on site, for its quick jointing.
Carrying ropes, tube assemblies and pillar arches ensure the necessary safety when using such routes.
The bridge engineering statics carry a bidirectional section, the gliding units and the media line at a height of ~ 7 meters. With a 50 meter pillar arch distance, approx. 50 tonnes of track weight plus up to an average of 20 tonnes of traveling loads per arch support can be carried. These relatively low loads span longer distances than conventional modes of transport in such a slim design allow.
Up to 110 people per cabin or 13 t capsule transport weight can glide on
permanently effective airflows to their precoded destinations.
The 26 m long cabins glide over a 1 m wide, smooth and glued with VHB tape from 3M Scotch and padded Nirosta steel gutter. Furthermore, a thin film of a special nano-seal provides an additional gliding effect on the smooth gutter.
The soles of the cabins are made of flat sliding rings made of smooth and indestructible Teflon (4). The rings (5 x 3 mm, 10 cm in diameter) distributed on the carrier layer (made of cork) carry 20 kg at full load; All 500 sliding rings occupy only 1 m² of the sole surface in direct contact on 26 m². In the center of the rings there is a 2 mm hard plastic pipe for compressed air. These pipes are embedded in the cork carrier layer at the back. The carrier layer (sole) is glued to the cabin.
To optimize the gliding of the trains, an electric on-board compressor creates an air cushion in the middle of each Teflon ring.
The compressed air raises the cabins on the straight lines from the dry sliding friction minimally high in a state of permanent "micro floatation". The sliding friction coefficient is thus in the extremely low range of ~ 0.01.
The compressor is located behind a soundproofed vacuum wall, with internal air cooling.
* The pipe diameter is only a recommended average which should handle the most common transport volumes. Large or too heavy or non-transportable dangerous goods cannot handle this diameter and will have to be transported by rail and freight companies.
In the same IC version, low-cost subway supplements can also be created as
high-trains for our rapidly growing cities. In the city center, all TW routes run just above the buildings and partly rest on them.
The cantilever support arches (30 x 30 cm) with their bolting bases carry two of the pipe modules. The bow zenith holds the two tensioning cables, on which another four track modules are supported dependent. / The tension ropes may be made of ultralight Trowi or Dyneema fiber rope. They are stronger than steel, UV stable, light, water repellent and reasonably priced.
** Teflon (PTFE - polytetrafluoroethylene) is a wear-resistant plastic, heat-resistant, abrasion-resistant and pressure-resistant. Sliding and friction values are both close to zero. // The extremely durable rings are also extremely cost-effective in relation to rail wheels or rubber tyres. // These teflon rings (500 per 26 m²) form weight-distributing sliding surfaces. They are pressed into the 12 mm cork base layer in 3 mm deep milled fitting grooves.
Just think of an ice skater who slides almost effortlessly with full body weight on 30 cm runners and is slowed down only by air resistance. // Even the extremely heavy sarcophagus of the Chernobyl reactor could only be moved by Teflon plates.
Now, where does the drive come from?
Mobile electric locomotive propulsion pods act
as a pneumatic drivetrain at intervals of 3 to 7 km.
Driving on 6 kevlar-reinforced drive wheels, these locomotives transmit their relatively frugal bull force of just ~ 3 kWh / km to the front and rear deck shields of all cabins. The propulsive force captures all sliding units in a pneumatically uniform, dual manner. For noise-free operation, these locomotive engines are encased in enclosed vacuum wall cylinders.
These articulated, about 3.4 meter long electric locomotives each follow logistical working conditions and change over
turnbands to the oncoming lane or in readiness loops.
The soles of the cabins have inset sliding rings made of indestructible Teflon **. These rings embedded in the cork sole (5 x 3 mm, 8 cm diameter) each carry 20 kg at full load. All slide rings (500 / on 26 m²) only occupy 1 m² of the sole surface in direct contact. They are pressed into the milled pass grooves in the 12 mm cork bed base layer.
A 2 mm hard plastic line opens into the center of the rings for compressed air entry. These lines are embedded in the cork backing layer.
To optimize the glide, an electric on-board compressor creates an air cushion in each center of the ring.
This compressed air entry lifts the cabins out of the dry sliding friction into a permanent "micro-levitation". The sliding friction coefficient is in the extremely low range of ~ 0.01. The compressor is clad with a sound-insulating vacuum wall.
* The pipe diameter is only an average recommendation, in the dimension of which the most common piece goods sizes find their transport volume. This diameter does not hold large or heavy goods or dangerous goods that cannot be transported with TW. These will continue to be transported by rail and freight companies. In the same IC version, low-cost subway additions can also be created as high trains for our rapidly growing cities. In the inner city, the TW routes run just above the buildings and rest partially on them.
The square profile support arches with their screw bases support two stretch modules even in direct load. The bow zenite holds the two tension cables, on which a further four track modules are suspended. // The tension ropes may be in ultra-light Dyneema fiber ropes or Teufelberger, Trowis fiber ropes. They are stronger than steel, UV stable, light, water-repellent and inexpensive.
** Teflon (PTFE - polytetrafluoroethylene) - as the most inert plastic - is heat-resistant, abrasion-resistant and pressure-resistant. The sliding and friction values are both close to zero. The extremely heavy sarcophagus for the Chernobil reactor could also be moved using Teflon plates. // The extremely durable material is - compared to rail wheels or rubber tires - far cheaper.
Now for the drive:
E-locomotive propulsion capsules act as everything pushing pneumatic drives at intervals of 3 to 7 km. Driving on 8 Kevlar-reinforced drive wheels, these locomotives transfer their relatively economical bull power of just ~ 3 kWh / km to the front and rear deck shields of the cabins. The propulsive force reaches the front and subsequent gliding units in a uniformly dual suction / pressure performance.
These manoeuvrable, approx. 3.4 meter long electric locomotives follow their logistical work dictation and switch over to the opposite lane or in standby loops via turning arches.
Tempo changes take place in barely noticeable smooth transitions and happen like this: The electric locomotives are set to one of the five tempos by means of a sensor circuit - in relation to the respective speed section.
In order to get more or less distance between the units at the location of the change in speed, the excess air is redirected to the acceleration side vis-a-vis by means of a pipe bend connection. The energy from the slowdown is thus introduced vis-a-vis as a pneumatically loss-free pushing force. In addition, "chimneys" distributed along the route enable air volume control to be initiated or discharged.
With the airflow dynamics and the gentle force of suction and pressure, each electric locomotive pulls and pushes up to ~ 35 units with it. This also gives the entire non-stop system a high level of smoothness.
Therefore the lateral flow in the pipe wall is proportionally much smaller than, for example, the flow of water in a garden hose.
In order to make the air flow transport hermetic, non-contact felt seals are applied to the outside wall of the cabin towards the pipe. As multi-chamber seals, their profile forms rotating, fully sealing air rollers. The air roller rotational dynamics that occur while the vehicle is moving prevent the drive medium from flowing all around.
The electric locomotives are also surrounded by a series of these seals.
All locomotives and cabins have articulated joints in the floor.
Empty, the cabins made of aircraft aluminum weigh approx. 3000 kg and offer comfortable seating for around 100 passengers - in rows of 4, like in a coach. Side windows open up a panoramic view of the heights. Luggage carried is always stowed under the seat; with a folding table and USB, modern travel comfort is offered.
The interior could be made optimally from natural lightweight materials (e.g. bamboo).
The internal electrical supply is received by means of a contact brush from a flat conductor installed in the tube top. The contact brush is pulled on a spring rod at the rear.
An air conditioning system regulates the fresh air supply and the inside temperature of the fresh air inlet in the rear top. The filtered cabin air flows through the driving units - in metered normal pressure - from the back to the front.
There is space for prams, wheelchairs and suitcases in the boarding area; these passengers can also get out there. A board toilet is located near the exit. If necessary, there is ~ 20 standing room in the middle aisle.
Public stations are attached to the dynamic main stream as a bypass. At the stopping point (usually via existing traffic junctions), two passenger lifts transport the boarding and disembarking passengers to the route or floor level.
Circulating passenger flows are created by separate entrances and exits. Lifts and cabin arrivals run just in time. These steps are monitored by cameras and then the doors are automatically closed for departure.
The cabins in the parallel-separated station tube are approached by means of hydraulic leverage. The energy for the first aid in the station area comes to ~ 70% from the back-fed braking energy of the arriving units; they transmit this force to flywheel dynamos embedded in the floor.
The gross weight of a gliding unit is weighed at each passenger station and each loading point for goods. The exact starting torque for classification in the permanent flow of the main pipe is also calculated; and the necessary on-board compressor is communicated the necessary performance.
The described, hermetically sealed air vortex barrier already arises when starting off.
At the end of the station bypass, there is a lock gate (as at the entrance). From this point on, each cabin is in the logistic control of the main stream; and is, from 40 km / h, now taken at 65 km / h. These lock gates work as nimble, two-leaf sliding doors.
The pipe divides at the branch; and begins with the channel rocker forked as a switch. The target is set for the cabin and the other pipe paths are automatically closed.
The pipes also have an air inlet on each branch. These take care of the current volume requirements of their route.
A controlled zipper principle takes effect on feeders. There are also turning and waiting loops for the electric locomotive concerted by the control center.
In curves, the load weight follows its unobstructed swing. In order to absorb the tendency to swing of the units of different weights, the slide channel is made wider there. Due to the lack of center of gravity, the curves can hardly be felt at constant speed. Product capsules also reach their destination with a non-shifted load.
In TubeWay, five to twenty-five units per kilometer are the ideal source of system energy.
Now for the technically sensible solar films:
By covering the pipe sections with 2 meter wide PV thin film we get a year-round electricity gain. On north-south routes, the PV lines that can be moved there are automatically inclined according to the direction of the sun from the east (lateral film shift).
Currently, providers such as: AltaDevices, Heliatek, Alwitra-Evalon cSi, Hanergy, Nanosolar with their AgAs, OLED, DSSC, PSC or CIGS thin-film cells * show a good price-performance ratio. They can be cut to size, light, self-adhesive, inexpensive to manufacture and easy to recycle.
PV films deliver economically efficient solar power even in diffuse light and with
a long service life.
The PV cells keep the routes shaded on hot days. Electricity surpluses generated during the day provide the mobility service ** as night electricity. Summer time surpluses can also be sent to consumers close to the route.
Summer time surpluses can also be sent to consumers close to the route.
Every three years we preserve the PV cells and tubes with a nano-layer for a self-cleaning lotus beading effect.
In snow load regions, an intermittent hot laser cuts through the snow cover at the top of the modules. Because of the heat of reflection on the dark PV surface and the nano-coating, the snow automatically slips off in the morning hours.
Michael Walde, Dip.Ing. for high-vacuum and thin-film application technology wrote me on LinkedIn on November 18, 2017:
I think the idea is very good. I did the calculation with thin-film solar surfaces on the transport pipes (roughly) and came to the astonishing result that at an assumed distance of 400 km with a space utilization of 50% on the pipe diameter, immense amounts of energy would be available: at least about 1. 6 million square meters for solar use.
With an annual solar mean of 1200 kWh / m² and an efficiency of 15% is 105 W / m², i.e. 168 kW, are summarized on the calculated area of the radiation power. An electric locomotive needs around 15 kWh / km [DB AG]. With a driving time of 3 hours and a distance of 400 km, the average output per locomotive would be 1500 kW.
The amount of energy generated would therefore be sufficient for the operation of some locomotives on the fictitious route; the pipe locomotives should also run even more efficiently than a conventional electric locomotive. Interesting, even if my assumed values reflect the facts in a very simplified way.
TubeWay sandwich tube modules can be manufactured as follows:
The tough glass melt falls out of a high tank through the shaping sandwich nozzle. Curve pipes also run vertically out of the melt nozzle. They are bent hot and also hardened in nitrate chlorite. The modules are then covered with wire glass and, as a double wall with longitudinal webs, result in light, highly stable, fully safety glass modules.
A horizontal manufacturing process may also make more sense.
With such hi-tech material, the strength of the pipe parts may even exceed the load-bearing capacity of steel / concrete ***.
Waste glass is mainly used in the process. The groupage of waste glass is sufficiently available for a TubeWay expansion.
* GaAs are Galium-Arsenic-Cells and CIGS-Cells and cheaper than the stiff, heavy silicon panels. They use a broader spectrum of light, and therefore have almost as much power output as silicon cells even in hazy weather, which only yield yields in direct sunshine. OLED and CIGIS films are light in weight, have a sufficiently long lifespan and are not a waste problem.
** For example, there is an approach to the problem of a generally growing storage requirement for excess electricity. ADELE is a compressed air storage power plant.
*** In GEO 6/03 there is a detailed report of today's glass applications: Modern architecture builds large buildings with delicate but extremely resilient glass tube supports. The testing center of the building and approval authority was unable to collapse the test object with all the force of the hydraulic press. Even under bombardment with steel bolts, the pipe section stood up for days.
(4) For the problem of a generally growing memory requirement for current surpluses there is the attachment of eg. ADELE, that is compressed air storage power plant; or Prof. Eduard Heindl's meaningful and quite feasible proposal - to read in www.lageenergiespeicher.de.
To estimate the energy required for airflow generation, the pipe cross-sectional area times the speed times the pressure required. For each glider there is a value between the Hagen-Poiseull equation and the Reynold number.
If a pressure of only one tenth of the atmosphere (= 0.1 kp / cm² or a 10 cm high water column) acts on our cabin rear with a circular area of 3.2 m², a force in the direction of movement of 3200 kp already acts on the cabin; this would accelerate a weight of 3 tons to over 75 km / h in 5 seconds!
Since air has a low density compared to water, a small as well as a large pipe diameter with physically favourable flowability must be considered - in comparison with small as well as large ships. Therefore the lateral flow in the pipe wall is proportionally much smaller than, for example, the flow of water in a garden hose.
# Unlike any magnetic field drive, TubeWay does not burden its passengers or those close to the route with questionable electromagnetic micro-load radiation *.
# In this system, the increased effort that is normally required when driving uphill is saved by the subsequent unbraked downward sliding of the same loads.
# TW bypasses the outdoor air conditions at which the resistance increases reciprocally with increasing speed.
# TWs use their internal air as a positive driving force.
# The system replaces heavy chassis and equally heavy track substance.
# The overall system is extremely low-wear and low-friction.
# The material basis and the solid manufacturing process make our low-maintenance operating lines made of used glass fully profitable.
# Our fast pipe air works with only ~ 0.4 bar difference between suction and pressure side.
# TW playfully overcomes heights, crosses rivers and valleys with ease
# Of course, it never needs snow chains.
# TW systems offer the ideal complement to other forms of transport and
# they are able to gradually replace climate-damaging traffic.
# TW carries its own PV foils for solar-autarkic energy supply!
TubeWay, as a technical solution to the following problems of today's traffic, which are:
# Emissions of environmental toxins and noise, ill effects
# Frequency of accidents and consequential damage
# high costs for the maintenance of the roads and the mostly empty railroad tracks
# high and short-lived material expenditure and
# Wasting valuable fossil and other resources
# enormous space requirements for traffic
# Loss of time due to traffic jams
TubeWay's offer the solution for an affordable turnaround!
How safe is TubeWay operation and its structure?
The TW-IC networks are - as is also the case with railway networks - subject to separate national authorities.
Nevertheless, uniform standards are required - e.g. for network maintenance and maintenance. So all TW networks should have a globally uniform pipe diameter.
As the means of transport of the future, TubeWay must be managed and monitored sensitively.
With a new high standard for safe transport operations, it relies on radio and fiber optic telematics as well as on well-trained support and specialist staff in all area structures.
All system functions are secured by mutually controlling computer systems and emergency power generators.
Only passengers with a personal, active prepaid card can enter the network and use it within the booked routes.
Each tube tunnel is secured against inspections in such a way that only entry and exit into the gliding cabins are possible. Every platform has at least one supervisor.
Each cabin has a direct intercom, fire blankets and is monitored by a camera. For system safety, the lines are equipped with pressure anomaly detection at certain points and have external sound and motion detectors, recording videos and possibly a night vision device at sensitive points.
The defined high-security programs in the logistics center work under constant supervision. The highest decision-making authority remains with human system monitors.
Any necessary braking of a section is initiated in the regional headquarters concerned by local diversions. At a stop, with the need to get out, instructions are given from the respective headquarters. Repair or rescue teams are then instructed immediately and go to the event equipped accordingly.
In the event of an emergency, the front and rear sides of the cabins have open escape doors, and on each pillar arch the route offers an access and exit that can be used in an emergency, plus an emergency descent (via crossable ladder rungs).
If the braking command comes into effect for a section of the route, a diversion system (using reverse loops, a station or a parking loop) avoids this section. Units behind a handicap zone simply leave it; but those immediately on site are stopped and pneumatically returned to the last dodge. The promotions in the overall network therefore remain unaffected.
The specifications of the TW technology do not permit opening. Ultimately, a highly compressed air cushion would find a damped braking distance via the sliding capsule seals. In addition, the units and individual electric locomotives can be braked via the control center.
The transversely movable sleeves or sliding seals (O-rings, each between the tube modules) offer the operating routes favorable safety margin and recovery options even in the event of floods, storms or medium earthquakes.
The TW-pillar arches, which are located close to the ground traffic, must be able to withstand a possibly severe impact from a construction point of view and will be rebuilt with the appropriate results.
Passenger traffic is possible from 6 am to 10 pm and is therefore strictly separated from the nightly freight transport.
Dangerous goods are still entrusted to road freight and the proven rail park-and-rail.
All TW components are exchanged for new ones within defined periods.
The reliability of the overall system could be as high as in aviation.
Administration at TubeWay
For quick booking, the network customers tap the destination on the interactive touchscreen network map on the portal of the terminal and make the transaction with the tubeWay / Card based on credit.
The TW card and the identity to the ID card are checked carefully. Once you have reached your destination, the distance covered is booked electronically.
Freight transportation is booked by telephone, fax or internet. The slide capsules used are calculated according to distance and weight via a user account.
The freight agency offers bulk, liquid, goods and coolable capsules. It manages these and also carries out the relevant loading logistics.
For the day / night user change, the cabins are ready as transport capsules in about half an hour bench removal and are then loaded, sorted and sent by the forwarding agents to their destination addresses.
The largely private forwarding business co-operates with the TW network logistics and participates through the usage tariffs. However, the TW network operator is responsible for public transport.
A transport cabin offers - in the TW / IC network - up to 13 tons of payload or loading capacity for ~ 22 EU pallets. All cabins can be emptied via Kant; Sorting loading grapples are used for loading and unloading. The freight transfer can thus be managed efficiently in terms of transport logistics.
Freighters, ports and factories can buy or rent their own access tubes from the operator.
This type of cheap transport leads to network expansion and the correspondingly adapted loading terminals.
TW Sit-in-Surf (TW-SiS) with around 1.9 m inside diameter of the approx. 20 m long cabins is illustrated here:
Its application would be of benefit to urban and regional traffic. In the inner city, all TW routes run just above the buildings and rest partially on them.
SiS offers a high transport density (~ 65 people each, at short intervals) for side boarding and alighting to the 3-seater rows of seats, which is particularly beneficial for working people and inner-city traffic.
The spiral sheet tube paths that can be used here are well suited to the stresses of rough terrain as well as all climatic and seasonal conditions. The length of the tube modules can be about 20 meters. The distance between the pillar arches can be about 100 meters.
This short-haul network offers no view of the outside due to the pipe material; therefore you can think of an offer of discreetly quiet music. Around 3.5 m of the interior space is devoted to the space required for prams and wheelchairs. No on-board toilets are offered in this short-haul network, but larger stations are given a toilet.
TW-SiS is easy to start anywhere; and this is only about one million euros per kilometer. In terms of pre-development costs, too, only about a third of the costs of the large tube can be expected.
TW-Sit-in-Surf runs in urban areas with max. 85 km / h; in the regional area it reaches up to 210 km / h; the large TW / IC "flies" even at an estimated ~ 320 km / h.
The goods capacity in a sit-in-surf long cabin would be approximately 16 pallets with up to ~ 6.5 tons of cargo. In SiS, goods glide at the same time as passengers in their own cabins and without time restrictions.
It should be said that all proposed data are only rough estimates.
The urban TubeWay supply and disposal network ...
... with a diameter of 40 cm, on the other hand, around 35 km / h are sufficient. 20 kg of material to be conveyed are permitted per 85 cm long capsule; and they glide to their destinations with the same transportation technique. A flex joint also ensures good maneuverability in curves.
This urban supply and disposal network (TW-40) would be within our metropolitan areas - e.g. for ordered purchases, the official form, meal delivery, post and parcel services, waste disposal etc. - of great benefit in general.
Companies such as private individuals could be connected to the 40 cm network as optional participants - as with district heating.
It would be laid in the sidewalks (on your floor if you wish) and offers appropriate capsules on order.
Sit-in-Surf or TW- 40 would also be the cost-effective and also created cheaply by MVP pre-test for the TW technology.
What business aspects does TubeWaySolar® have
While TW mobility requires a lot of pre-investment and carefully planned implementation steps, once established, investors and operators from TubeWay could consistently generate secure profits.A variety of businesses would parallel with.
Exactly numbering is in large projects so little - and I can not offer such here - however - but it is also created cheaply by MVP :
The technical advance development can be - with little financial risk and danger - on the small 190 cm net or 40 cm network create; second lowers u.a. the municipal garbage collection the operating costs.
This initial network can generate the large IC network within a phased financing plan.
In legal form, e.g. conceivable that the pipelines are in national ownership; the solar energy output could come from an AG, and the fleet could be under co-operative administration. So here are several hybrids possible.
TubeWay-Mobility is able to stimulate important segments of our market and work environment. It creates a win-win situation for customers, operators and our environment.
The EU can use its R & D funding programs to co-invest in TubeWay and thus reduce emissions compensation over the long term. Skills from science, investment, EU infrastructure planning, municipalities, environmental groups and related industries are now addressed.
Results from a feasibility and cost-benefit study as well as an acceptance and environmental assessment are required and still pending. Now it needs the appropriate capital consortium with affinity to politics and big industry.
TW's in feasibility, cost-effectiveness and costs
With the wide PV foils, solar electricity can be obtained in quantities far above the current demand on the TW total lines. The electricity surplus generated during the day can be used as a night stream after being fed into the grid. Summertime surpluses could be offered to competitive off-road consumers. The problem of a generally growing storage requirement for excess electricity are compressed air storage power plants such. ADELE a very viable alternative to all the major battery systems. Also, Prof. dr. Eduard Heindl developed a meaningful and quite feasible solution of www.lageenergiespeicher.de.
Railway tracks and motorway routes take up a lot of floor space (1).
For each kilometer of the TW-route, only about 50 m² are to be calculated on support base annual leases,
and the capacity of a TW bi-directional route would be that of a six-lane highway.
Road maintenance, winter services, traffic jams and accidents lead to considerable economic costs. TW is weatherproof and rarely needs complex maintenance.
When using pedestal-recessed foundations, a stretch is trackless and easy to remove "like a roller coaster" and can be used elsewhere (2).
Nowadays, technical implementations are possible very quickly and also created cheaply by MVP: two dozen specialist teams and a dozen core-area companies offer financiers a manageable budget.
(1) Railways cost an average of about 26 million euros per kilometer. For a highway production can even spend up to 68 million euros per km. However, these costs do not even imply the respective track purchase price. Its development kilometer also devours 30,000 tons of rare, expensive sand. In the rollover, even the TW / IC expansion, with a well-developed production structure, should settle down a lot below the expansion costs of a railway line.
A combustion engine in the car has an efficiency (energy to energy expenditure) of 33% on average. By contrast, DC motors used in TW provide about 95% power efficiency.
(2) Is TubeWay recyclable? TubeWay pipe modules as well as cabins may be usable as living spaces for a number of years due to their temporary use as a driving structure before their final recycling. Any technically adapted and thermally isolated unit could e.g. be built over and expanded with a transparent film tunnel. In the living feeling you would be so close to the surrounding nature ...
Does TubeWay have realistic chances?
Not a single drop of fuel can ever be recycled! Fluctuating costs and import volumes make Europe dependent on suppliers.
Oil crises and rising energy costs do not affect the TW system.
Thanks to the highly trimmed TW / guiding track, we need not fear objections from affected landowners. No plot is shared or restricted agriculturally. TubeWay glides over fields, woods and pastures – visually discreet as well as emission-free and noise-free.
Sustainable energy technologies have high growth rates. They promote employment, energy mix,
social security and cash flow. All this speaks in favour of TubeWay.
Technical implementations are very fast nowadays: about two dozen specialist teams as well as a dozen core companies are likely to offer a manageable budget to financiers as first created with cheaply by MVPat TubeWay .
With TubeWay, the energy and transport revolution could succeed.
Market – Competitors – Strategy
As a public service provider, TW places itself as an independent mobility provider. An overall sustainable solution for our future general mobility needs must be found! The very simple TubeWay technology would be in the expansion by about two thirds cheaper than a high-speed railway line.
Because of its ecologically relevant, gentle and adaptable technology, a broad customer identification would quickly emerge to this modern form of mobility.
In the case of planned development, TW mobility is within four feasible up to seven years.
If well developed, even a prototype route could become profitable and established.
TubeWay does not depend on public permanent feed after its establishment; this, too, speaks in favor of this type of transport future.
However, from a logistical point of view, a pallet transfer at the port is a common method that would be compatible with TW.
There needs to be a broad general solution to our future general mobility needs.
On the basis of pneumatic solar operation,
TW-passenger and freight transport can lead in priced and
technically unrivaled "micro-float".
Advantages of TubeWay:
# Reliability regarding departure and arrival times for deliveries as well as in passenger traffic
# An airport feeder route can be seminal for growing TW networks
# 100% solar, ie fuel-free and resource-saving eco-market advantage
# High acceptance – sympathetic design – low resistance from local residence
# Areas that implement TW can enjoy significant benefits in the future
# Huge savings potential compared to traditional traffic
# Good ratio of investment, amortization and profit
# Relatively low effort for operation and maintenance
# High prestige value, high safety standards
# At the end of the life cycle of the cabins and pipe lines, these still serve as a green extension of glasshouse
tunnels and as converted living spaces.
Comparison with the current state of technology
An overview of alternative and innovative forms of mobility and driving techniques can be found in the links, via copy and past in search:
>> http://faculty.washington.edu << – in Index#1 -> tubeway.
There you will find a collection of partially implemented mobility approaches from all over the world. TubeWay is also mentioned there.
Nowadays, technical implementations are made very quickly: two dozen specialist teams and a dozen core-area companies offer financiers at TubeWay a manageable budget.
TW has been developed in accordance with the 160-year proven pneumatic tube. He carries passengers as well as goods through the all-moving internal drive. TubeWay
glides through a permanent-pneumatic airflow without emissions or noise.
TubeWay wants to avoid linear motors as magnet-induced track equipment - due to limited availability of magnetic material, because of weight reasons of these routes and "Pods", and the noise - avoid.
TW high breeds also open the field for people, animals and agricultural work!
We are in a lively discussion process, in which suitable alternatives with responsibility for humans and nature are sought. TubeWay may stand for the decision to make technically easier, ecological mobility.
Due to the global shortage of resources and energy, there is a need for alternative means of transport. Efficiency and sustainability are needed to cope with the continuing increase in carbon footprint - and TubeWay offers this freely available, technically new and affordable solution.
Should the traffic of the future be solar-powered?
With TubeWaySolar as a broad transport system, we can extend the preservation of precious resources crude oil / natural gas a lot. For climate damaging exhaust gases and road asphalt, our mineral oil is way too valuable! Even for an ecological future, we still need our oil for many applications that we do not know today.
With TW, crude oil imports, climate pollutants, noise and traffic accidents are targeted.
For the climate polluting fuels and road asphalt, mineral oil is much too valuable! Even for an ecological future, oil still needs many important applications that we do not know today.
The change to the renewables can be done on all sides with advantages. After all, he should and must enable his future generations to support his life.
Historical: The original vacuum tube transport system was proposed by George Medhurst in 1799. Michael Verne, son of Jules, improved it to pneumatic tube transport in 1888. Then Robert Goddard detailed a vactrain maglev in 1904. I (Shawn Oueinsteen) wrote a short novel (published by Ballantine Books in 1976) that made use of Goddard's ideas and soon afterwards an underground test track paid for by a banker was already leading people in Newyork - but was not expanded..
I expect the TWS translators will not financially support BIT and other Coin take risks and find all investors a real security and participation!
It is up to the high finance and big industry to switch to sustainability and the preservation of ou
to encourage global common foundations.
Let us actively commit to this task! Thank you!
>> www.tubewaysolar.at <<
Just as our heart manages to pump life fluid to each of our body cells,
we should be able to create new solar-powered traffic arteries that connect us
and enable us to continue our economic activities and mobility.
- - - -
A reference from the Vienna Environmental Protection Department:
What have you achieved so far? Wien, 14.02.2013
Dear Mr. Thalhammer,
TubeWay appears to be a modern, sustainable, ecological and future-oriented
mobility solution. With
"TubeWay solar", without having to compete with currently available public transport, new urban development / extension areas could be connected to existing transport networks, or
demand-related cross-links could be created in particularly sensitive areas.
In the case of the present, positive result, an implementation that would initially be realistic on test track length for practical experience would be realistic. Since Austria is known worldwide for technical innovations, we see good chances for your idea, especially in times of energy price uncertainty.
We would like to draw your attention to the Promotional Banks (AWS) and EU funding programs, which in your case could provide financial support for any necessary, in-depth studies.
We wish you every success in implementing your already realistic mobility concept.
Yours sincerely, Günter Rössler
Vienna Environmental Protection Department - MA 22 Department: Traffic, Noise and Geodata
A-1200 Vienna, Dresdner Straße 45
- - - - -
It remains to be seen whether Elon Musk's "Hyperloop" will provide a broad-based general solution to our future need for general mobility.
Hyperloop-one, Virgin Hyperloop and HTT operate for years a Frenchising with ever new success stories with technically vague short info. This and more is well traced in www.buch-der-synergie.de under >> Hyperloop.
Whether ship containers can be transported in Hyperloops has not yet been answered clearly. From a logistics point of view, TubeWay would well adapted to the usual pallet redeployment at the port.
Underwater pipes and long-distance tunnels are on closer consideration, however, rather uneconomical.
"Skyway", too, offers nice 3D-pictures – it is in the shown route but also rather unlikely to be built.
- - - - - -
Inventor, author and domain operator for TubeWay and other inventions on this site.
I am 65 years old, happily married and I have three children. Previously, I worked professionally with handicapped people, but also did various technical jobs. My wife and I have been interested in future-oriented ecological technologies for many years.
I am available for any kind of collaboration concerning further development. I look forward to your feedback. Thank you for your interest – please share this link.
See too my Video :
and youtube video: TubeWaySolar - For a clean future
E-mail: firstname.lastname@example.org Tel.: +43 1 9195724 www.tubewaysolar.at
© 2000 Script and Innovation - Michael Thalhammer - Last update in March 2018 -Vienna - Pictures and video 3D - Petrus Gartler,Graz - Designerei; and Pexels and Pixabay.