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 of the developmental study of TubeWaySolar – a modern public transport system
TubeWay is designed as a connection-friendly transportation system for medium and long distance travel. TubeWay is designed to carry people and goods in five different tempo routes.
Environmental and resource conservation, energy efficiency and safety are the main principles.
For TubeWay, high-efficiency pneumatic skidding is the physical foundation.
Similar to locomotives, electrically operated solo power capsules, distributed along the network, fulfil the task of keeping the transport in continuous, hermetic motion; regardless of weather conditions.
There is a permanent airflow in the tube, making the trains glide gently and without turbulence. It carries the cabins with the help of a small difference in pressure: in front of a cabin as a suction and behind it as a pressure. The TubeWay drive mode allows traffic to flow harmoniously, "like water in a hose".
Each cabin is controlled individually via regional, computer-aided control centers.
Attractively transparent, hollow tubes on elevated tracks form the basis of TubeWaySolar.
Instead of riding on wheels, TubeWay glides silently on a lightweight Teflon layer with micro air cushions. The energy needed to operate TubeWay is supplied by the sun. Large PV foils applied on the tubes generate electricity from daylight. The electricity surplus generated during the day provides the nightly mobility service via grid feed-in.
Here are some advantages of the TubeWay system:
# Unlike any magnetic field drive, TubeWay does not burden its passengers or local residents with unsafe electromagnetic micro-red radiation*.
# CO² emissions and noise as well as friction loss and the need for fossil fuels are completely eliminated.
# TubeWay avoids outdoor air conditions, where resistance rises by the square with an increase of speed
# TubeWay playfully overcomes heights, crossing rivers and valleys with ease. This hermetic system needs no additional power when ascending, thanks to the subsequent descent of the same load
# Curves are barely noticeable even at top speed because the cabins gently lean into the curve
# Unobstructed view from high altitudes
# TubeWay leaves fields available for humans, animals and for agricultural work
# Railway tracks or motorway routes require a lot of ground. For TubeWay, only about 50 square meters per track kilometer are needed for support pillars
# In sensitive natural areas, a gentle track extension can be made by helicopter delivery of the pipe modules
Results from feasibility studies and cost-benefit studies as well as acceptance surveys and environmental studies are still pending. They require a sponsor teams.
Let's talk business: Does TubeWaySolar stand a chance?
The implementation of this project requires a lot of upfront investment and carefully planned implementation steps – but once established, TubeWay investors and
operators could make profits steadily and reliably.
With TubeWay, the energy and transport revolution could succeed.
As an ambitious climate-friendly mobility project, it now needs initial establishment.
The EU can use its R & D (research & development) funding programs to invest in TubeWay, thereby reducing emissions in the long term.
Hopefully, results from the feasibility and cost-benefit study as well as acceptance surveys and environmental assessment will soon show that TubeWay offers growth
prospects for the future.
At TubeWay, only 50 m² per track kilometer are needed for the supporting pillars.
The capacity of a TubeWay train would be that of a six-lane highway.
Nowadays, technical implementations are done very quickly: two dozen specialist teams and a dozen core companies offer patrons a manageable budget. A step-by-step realization could work through mutually beneficial cooperation of teams of industrial specialists, the financial market and the EU.
It remains to be seen whether Elon Musk's "Hyperloop" will provide a possible solution to our future need for public mobility.
TubeWay is based on the 160-year-old pneumatic tube system.
TubeWay also leaves fields open for people, animals and agricultural work.
TubeWay can help urban traffic areas to be converted into green and quiet living and recreational spaces, as a result of a reduced traffic
With TubeWaySolar as a public traffic system, we can also extend the preservation of precious resources (crude oil/natural gas). Our mineral oil is far too valuable to be used for exhaust gases and road asphalt! Even in an ecologically friendly future, we still need crude oil in ways that we may not know of today.
* The World Health Organization (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.
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.
The switch to renewables is advantageous to all sides. After all, we should and must make life possible for future generations: Our biosphere is in fact globally in danger.
It is up to the finance industry and other large industries to make sustainability and the preservation of our global common foundations a primary goal. Time is of the essence in preserving this wonderful and fantastically unique Creation!
Let us actively commit to this task! Please forward this preliminary study to the persons and bodies concerned with this topic.
See also: www.youtube.com >> tubeway solar
Michael Thalhammer, Feber 2000 – last update February 2018 – Tel. 01-9195724 – Email: email@example.com
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Now follows the technical to TubeWay / Inter-City description (TW / IC), followed by the smaller TubeWay Sit-in-surf (TW-SiS) for regional traffic and that of the urban TW / Supply and Disposal network.
The harvesting of solar energy, the drive technology and the centrally managed logistics remain the same for all three variants, only their dimension and destination vary.
Involving little financial risk and danger, both the small 190 cm net or 40 cm network can be developed preliminarily.
Technical system – how does TubeWay work?
The uninterrupted transport of the ultralight sliding units (of the TW-IC (1)) is achieved by a small pressure difference in the inner tube – in front of the cabins it works as suction and behind them as compressed air.
TubeWay rails consist of 17 meter long sandwich tube modules made of robust safety hollow-walled glass with an inside diameter of 2.7 m (2). These tube modules are joined to each other via sliding sleeves and O-ring seals and are supported on slim pillar archs (3) carried by vibration-free tensioning rope technology (3). The plan is to construct two-directional tracks which run parallel to each other (sometimes side by side) with flexible distances.
In protected natural areas, helicopters deliver the components to the track extension and carry a pipe module (~ 7,5 tons) on site for speedy disposal.
The bridge structure carries a bidirectional route, the gliding units and the media line at a heught of about 7 m. Each of the supporting pillars standing 50 m apart, each one carries 50 tons of weight plus up to an average of 20 tons of travel load. These relatively low loads can bridge greater distance distances than conventional modes of transport.
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; and all rings occupy only a 26th of the sole surface, i.e. 1 m² of contact area. 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 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.
With the airflow dynamics and the gentle force of suction and pressure, each electric locomotive pulls and pushes
up to ~ 35 units. This gives the entire non-stop system a high degree of smooth running.
The TW drive mode allows traffic to flow harmoniously "like water in a hose".
In order to make the air flow conveyance hermetically, non-contact felt seals are applied to the cabin outer wall to the pipe. As a multi-chamber seals whose profile forms rotating, fully sealing air rollers. The revolving air roller rotation dynamic prevents the drive fluid from flowing all around. The electric locomotives are also surrounded by a series of these seals.
Against a penetration of suction or pressure forces on the front and back plate circulation each a soft lip seal preceded. All this first obtain the fully functional suitability for pneumatic tube transport.
All capsules and cabins have curve-compatible joint connections in the ground at a distance of 2.2 meters. The 26-meter gliders, which are made of aircraft aluminum, weigh approx. 3000 kg and offer about 100 passengers - in 4 rows, like in a coach bus - comfortable seats. Side windows open up a panoramic elevation view. Carried luggage will always find its storage space under one seat; With a folding table and USB a modern travel comfort is offered. The interior could be optimally made of natural lightweight materials (for example bamboo).
The space for baby carriages, wheelchairs and suitcases is given in the entry area; there, these passengers may also get off. A toilet is located near the exit.
The internal electrical supply is received by a contact brush from a laid in the tube bottom flat conductor. The contact brush is tightened on a moving rod from the rear. An air conditioning system regulates the fresh air intake and the internal temperature of the fresh air intake in the rear-top.
The filtered cabin air flows through the driving units - in dosed normal pressure -
from back to front.
Furthermore, standing room for up to 20 persons is available in the aisle. In a 35 meter long goods capsule, up
to 14 gross tons of freight can be carried. Full occupancy comes about 10,5 tons on the sliding trough.
All public stations are added to the main dynamic flow as a bypass. At the
breakpoint (usually via traffic junctions or subway stations), two passenger lifts carry the passengers on or off the train path or ground level.
By separate entrances and exits arise circulating passenger flows. Lifts and cabin arrivals run just in time. Cameras monitor these steps and then automatically close the exit doors.
The approach of the cabins in the parallel-separated station tube happens by means of hydraulic
leverage. The energy for the initial push in the station area comes from the back-fed braking energy of the incoming units; they transmit this force to flywheel
dynamos embedded in the ground. These friction wheels at the sole point generate ~70% of the starting power requirement.
The already described, hermetically compressing air vortex barrier is already created during the initial acceleration.
At each passenger station and each loading location for goods, the gross weight of a sliding unit is weighed at the launch site. Also, the exact starting torque is calculated for placement in the permanent flow of the main pipe.
Already when starting the already described, hermetically sealing air vortex barrier arises. Also, the necessary power is transmitted to the electric onboard compressor.
Shortly after the start, at the end of the station bypass, there is again a gate. From this, each cabin is in the logistic control of the main stream; and is taken, from 40 km / h previously, now with 65 km / h.
Distribution locks are located before and after stations as well as at feeder lines and
branches. These sluice gates work as nimble double-leaf sliding doors.
At the branch junction forks the pipe splits up; and begins before that with a bifurcated gutter rocker as a switch and, depending on Tubeway, a sluice gate. The destination of the cabin automatically sets the switch and closes one of the tube paths so that the cabin follows the desired sliding channel and way directionive. At the branch, the pipes each have a (filter-equipped) air inlet. This worries the current quantity requirement of its distance.
At feeder a
controlled zipper principle becomes effective. At these junctions there are also turning or holding
loops for the centrally concerted use of electric locomotives.
In curves, the load weight follows its unimpeded momentum. In order to absorb the tendency of the differently heavy units to swing, the sliding channel is made wider there. Because of this freedom of balance, the curves are hardly felt at a constant pace. Also, capsules reach their destination with unshifted cargo.
The ratio pressure / vacuum is at the respective speed in the same flow and allows only such large-scale long-haul transport.
Five to twenty-five units per kilometer in TW are the system-energetic source ideal.
Now to the technically and
timely meaningful solar foils:
By occupying the pipe sections with 2 meter wide photovoltaic thin-film ot OLED-foil, we obtain a year-round electricity gain. On north-south routes, the movable PV lines can be tilted automatically according to the O-W solar profile (lateral foil displacement).
Currently, e.g. AltaDevices, Heliatek, Alwitra-Evalon cSi, Hanergy, Nanosolar or other AgAs,
OLED, DSSC, PSC or CIGS layered cells (1) are good value for money. They
are cut-to-size, lightweight and self-adhesive, as well as low-energy in manufacturing and easy recycling.
Over a period of many years, PV foils deliver economical solar power, even in diffused light.
We are also supplied at night and during extended periods of clouding via the feed-in coupling. The PV cells keep the trails shaded on hot days. Every three years, we preserve the PV cells or the whole tube with a nano-layer for self-cleaning Lotus-effect.
In snow load regions, at the top center stroke of the modules - like a knife - an interval hot laser cuts through the snow cover. Ice and snow (because of the reflection heat on the dark, smooth PV surface and the nano coating) slip off by themselves at the latest in the morning hours. Even the winest conditions do not hinder the daily flow of electricity through the PV foils resting on the track.
The excess electricity generated during the day can provide the mobility service after a grid feed-in as nighttime electricity. This bypasses the problem of massive battery charges (4).
Summertime surpluses could also be sent competitively to consumers on the roads.
Michael Walde, Dip.Ing. for High Vacuum- and Foil-applications-Technology wrote me on LinkedIn:
I think the idea is very good. Have times the calculation with thin-film solar surfaces on the transport tubes (roughly) and came to the amazing result that would be on an assumed distance of 400 km with a space utilization of 50% on the tube diameter immense amounts of energy available: at least about 1.6 million square meters for solar use. With an annual solar capacity of 1200 kWh / m² and 15% efficiency, 105 W / m², so 168 kW, are combined on the calculated area of the radiant power. An electric locomotive needs about 15 kWh / km [DB AG]. With a travel time of 3 hours and 400 km distance, the average power required per locomotive would be 1500 kW. The amount of energy generated would therefore be enough for the operation of some locomotives on the fictitious track, also the tube locomotives should still run better in efficiency than a conventional electric locomotive. Interesting, even if my assumed values reflect the facts very simplified.
TW / sandwich pipe modules can be produced as follows: In hot flat glass bending process, all-round interbars (50 x 4 mm) are encased in a module. Then the module, outside (2 / each 3 mm; inside 1/4 mm) again, to the finished full safety glass, sheathed. The interbars, which are prefabricated as wired glass, thus become a lightweight yet highly resilient sandwich structure with a large proportion of hollow space.
Bow and tail pipes are made as a sandwich, from falling toughening, immediately in certain radii. At 430 kg per meter, one module comes to 7.3 t glass weight. The strength of our pipes with such hitech material is even higher than the load capacity of steel / concrete (3).
This method uses mainly recycled
glass, which is sufficiently available for the development of TubeWay.
(1) GaAs are Galium Arsenic Cells and CIGS Cells are also lower in price than the stiff, heavy silicon panels are thin film wafers and lower in price than previous silicon panels. They exploit a broader spectrum of light, and even in this bad weather have almost as much power output as silicon cells, which only deliver crop yields in direct sunshine. CIGIS- and OLED-films are light in weight, have a long service life and are not a waste problem.
(2) An identifiable micro-riblet-structure (similar to that of the sharkskin) on the surface of the inner tube is to be determined in each case adapted to the tempo range. These textures positively influence the laminar stall and save a lot of operating energy.
(3) In GEO 6/03 this is a detailed report of today's glass applications: Modern architecture builds with small, but highly resilient glass pipe supports large buildings. 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 requirement, we need 1.) the amount of energy needed to generate airflow, and
2.) the energy consumption per cabin. The demand can be determined in tube cross-sectional area times speed times pressure expenditure.
For each slider a value between Hagen-Poiseullscher equation and Reynolds number applies.
If a pressure of only one tenth of an atmosphere (= 0.1 kp / cm² or a 10 cm high water column) acts on our cabin's stern with 3.2 m² of circular area, then a force in the direction of movement of 3200 kp acts on the cabin; This would allow a weight of 3 tons to be accelerated to over 75 km / h in 5 seconds!
Just as small and large ships navigate waters under the same conditions, it is physically comparable to consider a small or large pipe diameter with equivalent flowability.
However, this long distance-flow requires my approach with internally powered electric locomotives and the hermetic friction-free seals on all moving in the air flow sliding cabins and sliding capsules.
# Unlike any magnetic field drive, TubeWay does not burden passengers or local residents with unsafe electromagnetic micro-red radiation*.
# The normally increased force required for ascending the mountain is almost completely spared the hermetic system by the subsequent unimpeded downward sliding of equal loads!
The system replaces heavy chassis. It bypasses the outdoor
air conditions where resistance increases reciprocally as speed increases. TW uses his air as a positive driving
# The overall system is highly resistant to wear.
The system replaces heavy chassisand friction and equally heavy track substance.
# The material basis and the solid production process make our low-maintenance operating sections made of used glass fully profitable.
# Our fast tube air works with only 0.4 bar difference between suction and discharge side.
# As energy prices generally do not fall any further, and this economic and ecological plant should pay for itself in the medium term, the solar-technical conversion is worthwhile.
# TW effortlessly overcomes heights, crossing rivers and valleys easily
# It never needs
# mountain tunnels are almost never needed.
# TW systems can be easily connected to other forms of transport
# they are able to gradually relieve climate-damaging traffic.
To solve problems of today's traffic, which are:
# Emissions of environmental toxins and noise, illicit effects
# Accident frequency and consequential damage
# against the air resistance
# Heavyweight vehicles which often accelerate and decelerate
# High costs for the maintenance of roads - or the mostly empty railway tracks
# high and short-lived material expenditure
# Wasting valuable fussil resources
# enormous space requirement for traffic
# Delays due to congestion
... to which the technical approaches of TW offer the solution for an affordable turnaround!
How safe are the services and structure of TubeWay?
The TW-IC networks are – as is common with railway networks – subject to local authorities.
Nevertheless, uniform standards for grid maintenance are needed.
Thus, all TW-IC networks globally have a uniform pipe diameter, for example.
Being a transport system of the future, TubeWay needs sensitive management and monitoring.
With a new high standard for safe transport operation, it relies on radio and fiber optic telematics as well as on a highly trained care and specialist staff in all area structures.
All system functions are protected by mutually controlling computer systems and emergency generators.
Only passengers with a personal, active prepaid card can enter the network and use it within the booked routes.
Every pipe tunnel is protected against traffic so that only entrances and exits to the sliding cabins are possible. Each platform has at least one supervisor.
A sensible pricing policy ensures a safety-enhancing distribution among the users. Freight transport tariffs should therefore be more cost-effective at night than during the day and, at the same time, this should apply to passenger transport.
Each cabin has a direct speaker system, fire blankets and is camera-monitored. For plant safety, the lines are selectively equipped with pressure anomaly detection and have external sound and motion detectors, recording videos and possibly a night-vision device in sensitive points.
The defined high-security programs in the logistics center work under constant supervision. The highest decision-making authority remains with human supervisors.
Any necessary braking of a section is initiated
in the affected regional headquarters by local diversions. At a stop,
with the need to exit, instructions are issued from the respective headquarters. Repair or rescue squad-teams are then instructed immediately and are
appropriately equipped for the event.
The front and rear sides of the cabins, as well as the capsules, have emergency exit doors open in the event of an emergency, and on each pillar arch the route provides an emergency exit and emergency exit (via transversely adjustable ladder rungs).
If the brake command for a stretch of section comes into force, then a bypass system (by reverse loops, a station or a park loop) avoids this section. Units behind a handicap zone simply leave them; but those immediately on the spot are stopped and pneumatically returned to the last turnout. The transportations of the entire network remain unaffected.
Driving up does not allow the
requirements of TW technology. Ultimately, a strongly
compressed air cushion would find a damped braking distance via the outer capsule sealings. The
units, as well as individual electric locomotives, can be braked via the central station.
The transversally movable sleeves or sliding seals (O-rings, each between the tube modules) offer the operating ranges even in flood, storm or mid-earthquake favorable safety margin and mountain facilities.
The TW pillar archs, which are located close to the ground, must be able to withstand constructionally a heavy impact and are carried out in accordance with probation. These are carried out correspondingly reinforced.
Delivery transports glide over the costs designed mainly at night in the system. Their destination codes are stored in the on-board electronics of the drive units as secure interactive control.
Dangerous goods remain entrusted to road freight and the proven rail park-and-rail.
All TW components are replaced with new ones at specified intervals.
The reliability of the overall system could be as high as in air traffic.
For quick bookings, the network customer taps their destination on the interactive touchscreen network at the portal of the terminal and makes the transaction with the credit-based TubeWay /
The TW-Card and the identity of the cardholder will be checked. The distance traveled is booked electronically upon arrival.
The transport of freight is booked via telephone, fax or Internet. The used sliding capsules are charged according to distance kilometer and weight via a user account.
The Freight Agency offers bulk, liquid, commodity 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 almost exclusively private forwarding business co-operates with TW network logistics on a timely basis and participates in network usage tariffs. By contrast, the TW network operator is responsible for around three-quarters of the public passenger transport. The TW network operator, on the other hand, is mainly responsible for public passenger transport, which also offers pedestrian-free parking spaces within the cabins.
A long transport capsule offers – in the TW / IC network – up to 13 tonnes of payload or loading capacity for 26 EU pallets. All capsules can be emptied via edge; Sorting load grippers are used during loading and unloading. The freight shift is thus transport logistically efficient to deal with.
Freighters and factories can buy or rent their own supply pipes from the operator.
This kind of cheap transport leads to network expansion and bring appropriately adapted loading terminals.
Illustrated here is TubeWay Sit-in-surf (TW SiS) with 20 m long cabins with a 1.9 m inside diameter:
Its application would benefit urban areas and regional traffic. In the city center, all TW routes run just above the buildings and are partly supported on them.
Sit-in-surf offers through the side entrances and exits to the 3-bank rows of seats a high transport density (each ~ 65 persons, at short intervals), which particularly benefits the occupational
The spiral sheet tube paths applicable 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 of the pillar archs can be up to 100 meters.
Due to the tube material, this short-distance system offers no view to the outside; Therefore, you can think of an offer of discreetly quiet music. The space required for strollers and wheelchairs is about 3.5 m of the interior. There are no on-board toilets in this short-haul network, but larger stations get toilets.
TW as sit-in-surf is good to start everywhere; and for this purpose only about one million euros are to be estimated per kilometer. Also at Pre-development cost only about a quarter of the cost of the large tube can be expected.
TW / Sit-in-surf in the city area with max. 85 km / h; in the regional area it reaches
up to 210 km / h; the big TW / IC "flies" even with only once estimated ~ 320 km / h. Maybe there is even an even faster pace with this technique?
The transport capacity in a sit-in-surf long capsule would be about 18 pallets with up to ~ 8.5 tons of cargo capacity.
It should be noted that all proposed data are only rough estimates - and their accuracy is not guaranteed.
For the urban TW Supply and Disposal-network - TW/40 ...
... with 40 cm diameter, however, suffice 35 km / h. Per 75 cm long capsule 20 kilos of goods are allowed; and they glide to their destinations with the same transport technology. A flex joint also ensures good cornering.
This urban above ground supply and disposal network would be within our metropolitan areas - e.g. for ordered
purchases, the official form, food delivery, post and parcel services, garbage disposal (including the public tons) etc. - of generally great use.
Companies such as private individuals could be optional connected to the 40 cm network, as in the case of district heating. It would come relocated in the sidewalks (on request also vertically in your floor) and offers appropriate capsules on order.
TWs mean that urban traffic areas - with reduced traffic volumes - can be returned to usable, green and quiet living and experience spaces for residents.
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.
The initial network can generate the large IC network within a phased financing plan.
What business aspects does TubeWaySolar® have as a own
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:
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: 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 at TubeWay .
With TubeWay, the energy and transport revolution could succeed.
As an ambitious climate-friendly mobility project, it now needs initial establishment.
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.
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.
* The World Health Organization (WHO) argues that it has not been possible to properly assess the health effects of radiation. The Changsha Environmental Administration states that the planned light rail 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, the opponents point to the example of Switzerland, where the threat limit is at least only 0.2 microtesla.
Transrapid in Shanghai: Crowds tend to favor the populations, especially because of their low noise level. However, the unclear health effects of electromagnetic radiation are cause for strife.
The wearable value for China is currently the subject of heated debate. On the other hand, it is sometimes pleaded to set a unit value for the entire country. But if it came to a standard value, then 10 microtesla seems to be in question. After all, that would be fifty times the Swiss value - but at the same time only ten percent of the previous Chinese value.
Necessary distance of the houses 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 health policy accepted value, the more space must be left between the railway line and the nearest residential buildings. However, this may force you to make 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 undeveloped on both sides of the railway line. By today's Chinese value residential buildings can be built directly on the railway line.
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.
Time is pressing to preserve this wonderful and fantastically unique creation!
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 <<
I expect the TWS translators will not financially support BIT and other Coin take risks and find all investors
a real security and participation!
Please forward this preliminary study to the persons and bodies concerned with this topic. Thank you!
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.
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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
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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 :
E-mail: firstname.lastname@example.org Tel.: +43 1 9195724 www.tubewaysolar.at
See too my site: wirundunserklima.jimdo
See too Video:
© 2000 Script and Innovation - Michael Thalhammer - Last update in March 2018 -Vienna - Pictures and video 3D - Petrus Gartler,Graz - Designerei; and Pexels and Pixabay.