Development study of a pneumatic path-guided transportation system

 

 

 

TubeWaySolar

 

 

 

 

Michael Thalhammer                www.tubewaysolar.at          Vienna, October 2016

    

 

 

 

 

Table of contents 

 

TubeWay – a short introduction

Part 1: Technical description – functional principles

Operation safety

Administration 

Part 2: Business aspects

Realistic chances

Market – Competitors – Strategy

Advantages

Comparison with the current state of technology

Immplementation – Economic viability – Investment

Influences/ Positive side effects

Ecological aspects/ Urgency

Future Prospects

Contact

 

 

 

 

 

Development study of a pneumatic path-guided transportation system

 

 

TubeWay – a short introduction

 

Due to the global shortage of resources and energy, the demand for alternative means of transport is growing. Efficiency and sustainability are needed to cope with the continued increase in CO² balance - and TubeWay offers a technically new approach to this.

 

TubeWaySolar can be used universally as a medium and long-haul transport system and is designed as a connection-friendly means of transport.

 

Environmental and resource conservation, energy efficiency and safety were the guiding principles in the development of this system.
Appealingly transparent, lightweight hollow-walled tubes - laid on elevated tracks - form the basis of that network, which enables travelers to relax their cabin to their chosen destination.

TubeWay glides wear and low maintenance; and it is fully compatible with the major modes of transport. It transports both people and goods in five tempo routes. Noise, CO² emissions, fuel costs, friction losses are completely eliminated. Accidents would be as rare as in air traffic.

 

TubeWay is fully compatible with  current haulage services and can be used for either public and transportation. It carries people as well as goods through five different tempo-lines and produces no noise or CO². Furthermore, this new system is completely accident-free.

 

TubeWay carries without fuel engine and chassis, as well as without transmission, tire roll and air resistance; because with TubeWay, highly efficient sliding control is the physical basis.

 

In the planning phase, a waiver of the usual four wheels in terms of energy efficiency and internal weight parameters has proven to be beneficial and useful. Instead of wheels, TubeWay's glide on a micro air cushion.

Similar to locomotives at the railway take over at TubeWay (short TW) E-locomotive propulsion capsules this task. These are used in the route network distributed tractors. Their concerted effort keeps the emission-free, quiet and weather-independent traffics and transports in continuous motion.

Only the electric locomotives are wheel-driven, achieving the slight difference between suction and pressure to pneumatically and slidably move all cabs and capsules.

 

The energy needed to run TW is generated in this system on the tubes themselves.

 

Large-area applied PV films provide the daytime electricity, which is fed partly, directly into the electric locomotives. 
 
TW has been developed in line with the tried-and-tested pneumatic tube system that has been used for over 150 years. However, TW has a smooth and low-turbulence permanent pneumatic system thanks to the moving internal drive.

TW impresses with its clear purpose design and system inherent price efficiency. All Individual steering done a central control, which leaves the capsules and cabins program-controlled to their destinations. A finely tuned logistics management of the automation-supported control center enables a secure and reliable just-in-time.
 

Now 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 / municipal network.

 

Although the IC concept is preceded by the technical TubeWay description, the sit-in-surf variant mostly usually remains a priority for the market launch. The financial condition for the IC system can thus be achieved

through the 2/3 cheaper SiS. 

 

The solar energy harvest, the drive technology and the centrally managed logistics remain the same for all three variants, only their dimension and destination vary.

 

For the gradual realization, teams of industrial specialists, high finance and the EU may find a mutually fruitful cooperation.

  

 

 

The change to the renewables can be done with benefits on all sides - after all, it must and must make it possible for future generations to sustain their livelihood - because our biosphere is in fact globally in danger!

 

Just as our heart manages to stream life fluid to each of our body cells,
should we create pneumatic-solar traffic arteries that connect us
and enable us to continue our economic activities and mobility.

  

 

 

Part 1:

 

Technical system - how do TWs work?

 

 

To solve the following problems of today's traffic, which are there

    #   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 and tracks
    #   high and short-lived material expenditure
    #   Wasting valuable fussil resources
    #   enormous space requirement for traffic
    #   Time losses due to congestion
 
the following technical approach can be used:

 

For the continuous transport of our ultra-light glide units (here the TW-IC (1)) we produce a small inner tube ...

 
  Pressure difference - in front of the cabins as suction and behind them as compressed air.

 

 

 

 

 

 

Our routes 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 section pillar archs by vibration-free tensioning rope technology (3). Basically, two-directional tracks are considered, which are guided parallel to each other (sometimes side by side) with flexible spacers. 

Helicopters deliver the components to the track extension; and hold a pipe module (each ~ 8 tons) on site, for its speedy disposal, in limbo.

  

Carrying parts, tubular composite and pier arches ensure the required safety
of such executed routes.
 

The bridge-technical statics carries a bidirectional route, the gliding units and the media line in about 7 meters height. At a support distance of 50 meters, it takes about 50 tons of line weight plus up to average 20 tons of road load per pillar arch to

carry. These relatively low loads bridge greater distance distances than allowed by conventional modes of transport in such a slim design.

 

The units - up to 10 tons cabin weight or 15 tons gross gross weight - glide to coded targets by means of permanent airflows that are effective in the tube.

 

The units glide over a 1.5 m wide, mirror-smooth and glued with VHB tape from 3M Scotch and padded Nirosta steel gutter.

The soles of the units have scales of smooth and indestructible Teflon (4). These sheds (500 to 40 m²) form palm-sized, weight-distributing single gliding surfaces. They carry up to 20 kg per piece in the total weight; they occupy only one-eighth of the total sole area. 
Also, think as an exemple of an ice skater who slips with his entire body weight, at only 30 Skids centimeters, almost effortlessly there and is slowed down only by air resistance.

 

For slip optimization, an electric on-board compressor presses air into hair-thin nozzles

on each drop-shaped scale and thus on the sliding channel.

 

The obliquely placed Compressed air entry raises the unit on the straight stretches of the dry sliding friction minimally high in a permanent "micro-floating" (5).
In a german TV show of  > Wetten dass <  a child, under a minute, pumped up a whole firefighting team standing on an empty hose with a bicycle pump! The E-compressor is housed in each sliding unit in a soundproof housing.
Added to this is a wafer-thin film of a special nano-sealant that lasts for years, for an additional gliding effect on the mirror-smooth gutter.

The sliding friction coefficient is thus in the extremely low range of ~ 0.01.

 

 

 

(1) 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.

(2) The pipe diameter is only an average recommendation, in the dimension of which the most common groupage sizes find their transport volume. Large or too heavy or non-transportable dangerous goods can not handle this diameter and will continue to be transported by rail and freight companies.
(3) Optionally in ultralight Dyneema fiber rope. They are stronger than steel, UV stable, light, water repellent and reasonably priced. 
/ In one test, a heavy locomotive hovered over two tensioning cables over 200 meters and sank only 15 cm deep !

(4) Teflon (PTFE - polytetrafluoroethylene) - as a wear-resistant plastic - is highly heat-resistant, abrasion-resistant and pressure-resistant. The sliding and friction values are both close to zero.
(5) 15 tons need more air under the sole to glide; Heavy-duty capsules are therefore equipped with correspondingly stronger compressors.

 

 

 And now to the drive:

 
Mobile electric locomotive propulsion pods act at intervals of 3 to 9 km

as all-attaching pneumatic drives.

 
Driving on kevlar-reinforced drive rollers, these locomotives transmit their immense bull power to the front and rear end shields of all units. The force path is to be described as direct, since a uniform propulsive force is effective on all sliding units.
These agile, 3.8-meter-long electric locomotives follow their logistical working conditions.
If necessary, they change over turning bends once on the opposite lane, another time to readiness loops.

 

 

 

 

 

Tempo changes take place in imperceptibly gentle transitions and happen this way: The electric locomotives are set to one of the five tempos - via the sensory circuit - to the respective dedicated tempo section. Since more or less distance between the units is required, depending on the speed, we divert the surplus air into the acceleration side vis-a-vis.

 

The collective power of all electric locomotives benefits all units: it achieves the continuous momentum of the target-independent sliding masses. In linear airflow dynamics and the gentle dual force of suction and pressure, <each electric locomotive pulls and pushes up to ~ 30 units. This two-part force 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 optimal, non-contact felt seals are applied to the outer wall of the cabin towards the pipe. As a multi-chamber seals whose profile forms rotating, fully sealing air rollers. The profile of these hollow chambers is round and outwardly designed tangentially open to the pipe wall. The direction of rotation of the air rollers, which is in motion, prevents the drive medium from flowing past all around.
Against the first intrusion of suction or pressure forces, a soft lip seal is placed on the front and back plate circulation. The electric locomotives are also surrounded by a series of these seals.

 

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 90 passengers - in the middle divided 4 rows, like in a coach - comfortable seats. The space for baby carriages and wheelchairs is given in the entry area; there, these passengers may also get off.
Furthermore, standing room for up to 20 persons is available in the aisle.

 

Side windows open up a panoramic elevation view. The interior could be optimally made of natural lightweight materials. Full occupancy comes about 10,5 tons on the sliding trough.
The internal electrical supply is received by a contact brush from a laid in the tube bottom flat conductor. An air conditioner regulates the inside temperature and the fresh air supply.

 

The filtered cabin air flows through the driving units - in dosed normal pressure -

from back to front.

 

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 exactly coordinated. Cameras monitor these steps and then automatically close the exit doors.

 

The approach of the cabins in the parallel-separated station tube happens lever-mechanically. 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. 

 

TubeWay Station

 


At each passenger station and each loading location for goods, the gross weight of a sliding unit is weighed at the launch site. By means of an inductive regulator, the exact power required is then transmitted to the electric on-board compressor (1). Also, the exact starting torque is calculated for placement in the main pipe.

Shortly after the starting point there is a lock. From the end of the station bypass, each cabin is in the logistic control of the main flow; and is carried from previously 40 km / h with now 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 junction forks pipe starts there with
a solid gutter rocker as a switch and a lock. The destination of the cabin automatically sets the switch and closes one of the tube paths so that the cabin follows the desired suction directive. 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. Also located at these points turning or holding loops for the 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, we let moving PV lines automatically tilt towards the O-W sun (side shift).

Currently, e.g.
Heliatek®, Alwitra-Evalon cSi®, Hanergy®, Nanosolar® or CIGS layered cells (2) are good value for money. They are cut-to-size, lightweight and self-adhesive, as well as low-energy in manufacturing.
 
      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.

Ice and snow slip off (even through reflection heat on the dark, smooth PV surface) in the morning hours.

 

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.

 

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 mean of 1200 kWh / m² and 15% efficiency, approx.

105 W / m², ie 168 kW, are combined on the calculated area of 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 are produced in falling toughening process (3) below a (profile-giving) recycling glass melting furnace. These nitrile-chloride-hardened cast elements are obtained in the glass double-walled longitudinal webs. Then the modules are coated again with glass to the finished full safety glass module.

The strength of our pipes with such hitech material is even higher than the load capacity of steel / concrete (4). This method is mainly used recycled glass. The groupage of used glass is sufficiently available for a TW expansion.
 
 
(1) As the speed increases, the compressor throttles its performance accordingly; he still keeps the unit in the same floating state.
(2) CIGS are copper-iridium-gallium oxide diselenide 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.
(3) An identifiable microstructure on the surface of the inner tube (similar to that of the sharkskin - Riblet) 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.
(4) 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.

 

 

To the TubeWay Physicalic:

 

To estimate the energy requirement you 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.

 

 

Technical conclusion:

 

  # 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 force!

  
# The overall system is highly resistant to wear and friction.

  
# 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 highs, crossing rivers and valleys and ease Of course,

 

  # never needs snow chains.

  
# Also massive mountain tunnels are almost always unnecessary.

  
# TW systems provide the ideal complement and connectivity - and

  
# They are able to gradually replace existing traffic.

 

 

 

TW Nachtstrecke

 

 

 

How safe is the TW operation and its structure?

 

The TW-IC networks are - as is common with railway networks - subject to nationally separated local authorities.
Nevertheless, uniform standards for grid maintenance and maintenance are needed.
Thus, e.g. all TW-IC networks globally have a uniform pipe diameter.

                   As a transport of the future TubeWay is sensitive to manage and monitor.

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 may 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 at 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. Rescue or repair 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 (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 sliding seals (O-rings) of 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. These are carried out correspondingly reinforced.

Delivery transports glide without escorts and priced 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.

 

 

Administration to TW´s

 

For quick bookings, the network customer taps his destination on the interactive touchscreen network at the portal of the terminal and makes the transaction with the credit-based TubeWay / Card.
The TW-Card and its ostensible ID card are hereby thoroughly checked. Arrived at the destination, the distance traveled is booked electronically.
 
Carriage of freight is booked by 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 Switching each high-floor garage halls with conveyor racks in logistical distribution density are affiliated. A circulating, about one-hour replacement is partially automated, whereby the transport capsules have already been loaded and sorted by the forwarders.

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 12.5 tonnes of payload or loading capacity for 22 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.

 

 

 

 

The TubeWay-Sit-in-surf

 Illustrated here is TW Sit-in-surf (TW SiS) with 1.9 m inside diameter of the 20 m long cabins:

Its application would be of benefit to urban space and public transport. In the city center, all TW routes run just above the buildings and partly rest on them.

Sit-in-surf offers through the side entrances and exits to the 3-bank rows of seats a high transport density (~ 65 persons), which particularly benefits the occupational traffic.
 
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 about 60 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 regional short-haul network, but most stations have 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. 75 km / h; in the regional area it reaches up to 210 km / h; the big TW / IC "flies" even with ~ 320 km / h.

 

The transport capacity in a sit-in-surf long capsule would be about 18 pallets with up to ~ 8.5 tons of cargo utilization.
It should be noted that these speeds are only rough estimates and are not guaranteed for the accuracy of the calculations.

 

 

For the TW municipal supply network ...

 

... with 40 cm diameter, however, suffice 35 km / h. Per 65 cm long capsule 15 kilos of goods are allowed; and they glide to their destinations with the same transport technology.
This urban 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, etc. - of generally great use.
Companies such as private individuals could be voluntarily connected to the 40 cm network, as in the case of district heating. It would come down to the basements of the building (on request also vertically in your floor) and offers dedicated capsules on order.

 

TWs mean that urban traffic areas - as a result of the reduced volume of traffic - can be returned to usable, green and quiet living and experience spaces for residents.

 

The TW / 40 has a rest from 22 to 8 hours and is rebooted in the morning.
At the same time, the TW / 40 would also be a cost-effective preliminary test for the person-conveying TW technology.

 

 

 

 

 

 

 

Part 2:

 

What business aspects does TubeWaySolar® have as a system ? 

 

 

 While these mobility approaches require a lot of preinvestment and carefully planned implementation steps, once TubeWaySolar is in place, investors and operators are expected to consistently generate high profits; and a variety of businesses is emerging.

 

Large corporations such as Thales, CRRC, Bombardier, Alstom and Siemens have the potential to establish TubeWaySolar in the mobility markets. With TubeWay in the portfolio of in-house product designs, there is also the opportunity to continue producing with future-shaping climate responsibility.

   

Well developed, even a prototype route could prove to be viable, expand and establish.

The establishment and operation of the innovative TW structure should provide investors with a consistently safe and environmentally relevant capital.

 

Although the IC concept is preceded by the technical TubeWay description, the sit-in-surf variant mostly usually remains a priority for the market launch. The financial condition for the IC system can thus be achieved

through the 2/3 cheaper SiS. 

 

Only Australia, Brazil and other large-scale states are more likely to start with TW-InterCity sooner.

The economic hierarchy of high finance, atomic interests, fossil power to the auto industry encountered by summit decisions to CO² reduction, a required Pardigmas change.

The change to the renewables can be done with benefits on all sides - after all, it like and must make it possible for future generations to sustain their livelihood - because our biosphere is in fact globally in danger!

 

We would like the TW approach to bring communal planning and corresponding consortia to the table.

 

Instead of funding emissions, the EU can develop and co-invest in TubeWay with its R & D funding programs.
Coordinators of technical operational specifications, capital raising, as well as grants, shareholdings and track licenses constitute the key TW / potentials.
Skills from science, investment, EU infrastructure planning, communities, environmental groups and related industries are now addressed.

 

 

TubeWay Station

 

 

We need coordinators for state business guidelines, raising funds, financiers and participations and track licenses support ware wanted now !

The competences of communities, environmental groups, media, investment, infrastructure planning offices and industrial manufacturers hold a decisive potential.

 
An accurate result from a feasibility and cost-benefit study as well as an acceptance and environmental assessment will show that the TubeWay system offers viable future prospects.

 

        Now it needs the appropriate capital consortium with affinity to politics and big industry.

 

 

TW's in feasibility, cost-effectiveness and costs

 

Railways cost an average of 26 million euros per kilometer. For a highway production can even spend up to 68 million euros per km. These costs do not even imply the respective track base purchase price.

 
A two-way track needs ~ 8000 m² and a highway route even ~ 25000 m² ground !

 Per kilometer of track are only about 50 m² for the support base to be calculated in annual installments.

 
In the rollover, a TW / IC expansion, with a well-developed production structure, should settle down a lot below the expansion costs of a railway line.

 

TW high breeds open the field for people, animals and agricultural work.

 
When using pedestal foundations, a stretch is trackless and simply "removable like a roller coaster" and can be used in other places (1).

 

                    The capacity of a TW bidirectional route would be that of a six-lane highway.

 

Road maintenance, winter services, traffic congestion and accidents are major economies - TW is safe and rarely needs expensive maintenance.

With the wide PV foils, solar electricity can be obtained in quantities far above the current demand on the TW total lines. 

 

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.

 

Summertime surpluses could also be sent competitively to consumers on the roads.

  

Nowadays, technical implementations are made very quickly: two dozen specialist teams and a dozen core-area companies offer financiers a manageable budget.

 

An internal combustion engine in the car has an efficiency (energy to energy expenditure) of 33% on average. By contrast, DC motors, as used in TW, provide about 95% of the power efficiency. Similarly, the CO² balance improves when using electricity versus oil.
 
Public funds and shareholder capital can reshape future mobility and the industry's interest in orders.
EU-relevant R & D programs, which help to reduce the costs of climate change, already have a high share of finance available today.

 

 TubeWay does not depend on Public Endowment after its establishment and is the decisive factor for TWs as  > the traffic future < .

 

 

 

(1) Are IC- and SiS-TWs habitable spaces?

TubeWay pipe modules and cabins can still be used as living spaces for a number of years due to their temporary use as a driving structure before their final recycling.

The global trend in the cities is likely to show a partly declining tendenzy. This Families could move into flat on the lower edge of the city on the basis of cheaper used TW parts and have small parcel, e.g. Maintaining a city-catering vegetable farm management.
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 ...

 

 

 

Do TW's have realistic chances?

 

Not a single drop of lost fuel ever becomes available crude! And its import volumes and costs are pushing us Europeans into the economic rear.

 

Usual objections of affected landowners need not fear the highly trimmed TW / guided route. No plot is shared or restricted agriculturally. TubeWay glides over fields, woods and pastures - visually discreet as well as exhaust and noise-free.

 

Sustainable energy technologies have already recorded high growth rates. They promote employment, the energy mix, social security and a positive capital market.

 

In legal form, e.g. It is conceivable that the TW pipeline network may be nationally owned, the solar energy management an AG and the gliding units a co-operative matter.

So here are several hybrids possible.

 

TubeWay is an important complement, connection and relief for existing traffic and simultaneously solves many problems. 

 

Oil crises and rising energy costs do not affect this system. On the contrary: these problems may indirectly allow it to grow !

 

We are focusing on the fact that TW is expected to be about 60% cheaper than high-speed railway lines. On the basis of the pneumatic solar operation also the goods and passenger transport are unrivaled favorable.

 

                   TubeWay brings traffic-relevant addition, connection and discharge, and solves

several problems at the same time.

 

The TubeWay is meant to be an alternative to expensive extensions and repairs of existing traffic connections that are dependent on fossil resources.  All of these parameters bring about a further recovery in the current trend of sustainability and traffic reversals; and the accessibility of the ambitious and necessary climate targets.
 
It is not unlikely that - following business considerations - the EU will embrace the industry and the banking world in a timely implementation of TubeWay's in a concerted alliance.

 

 

TW Nachtstrecke

 

 

 

Market – Competitors – Strategy

 

Our system is useful for all customers and transport areas. As a public service provider, TW places itself as city, country and road as an independent mobility provider.

Because of its diverse application possibilities, an attractive, intelligent and ecologically relevant form of mobility is created with the incentive of favorable travel costs and a specific customer identification.

 

With planned development, TW mobility can be realized in four to six years! 

 

Well developed, even a prototype route could prove to be profitable, expand and establish.
Through continued excessive consumption of limited fossil fuel, the healthy atmosphere and a peaceful development are already in dire straits today!
 

By further excessive consumption - e.g. of limited fossil fuel - globally, the healthy atmosphere and peaceful development are already in dire straits. This paralyzes the economy and capital flows and makes people and nature impoverished !

 

 

Advantages from TW´s

 

   #   Eco-marketing benefits: Fuel-free and resource-natural

   #   High consumer acceptance – support from ecological activists – little resistance from landholders

   #   Reduction of costs in comparison to traditional traffic

   #   Low investing costs – fast amortization

   #   Low operation and maintenance costs

   #   High prestige – high gains

   #   Reliability, punctuality and high safety standards

 

 

Comparison with the current state of technology

 

An overview of alternative and innovative forms of mobility and drive technology can be found in the links: copy>search

>> http://faculty.washington.edu/jbs/itrans/photoindex1.htm and at  https://www.solarify.eu/?s=tubeway+solar+verkehr&sumit=Search and in  http://buch-der-synergy.de  << There you will find a collection of partially implemented mobility approaches from all over the world. Also TubeWay is evident in both.

 
Even the Hyperloop from Elon Musk does not provide a broadly feasible general solution to our future need for general mobility. T
he technical attempt of a magnet-induced track equipment has already brought the Transrapid project a billion-dollar grave; it does not have to be repeated.

     
We are in a lively discussion process, in which suitable alternatives with responsibility for humans and nature are sought. TubeWay may be the deciding factor for new, ecological mobility - with increased comfort at the same time.

 

 

Influences/ Positive side effects

 

Air pollution levels, petroleum imports, noise and road accidents will go down.

 Already an airport feeder route can be seminal for a growing TW network.

 

The new network creates new jobs, new personal groups and industry contracts which means upswing and stimulation also for small and medium size enterprises.

Apart from the subsidies from F+E, the government or other sources, TubeWay will be financially advantageous for the national budget.

 

 

Ecological aspects/ Urgency

 

Targeted drops in crude oil imports, climate-polluting pollutants, noise and traffic accidents.

 
       Urban habitats are calmed down by the successive separation of ground traffic through

                               high-trenched traffic routes and designed as green spaces.

 

However, with TW as a broad transport system, we could extend the conservation of the precious resources of oil / gas quite a bit.

     Crucially, this system reduces the pressure of one-sided gas, oil, coal or atomic dependencies.

 

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Reverenc from:

http://world-you-like.europa.eu/de/erfolgs-geschichten/projektueberblick/tubeway-future-mobility-and-transport-and-eco-wall-modules/ 

 

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A letter reference from the city administration of Vienna: 

 

What have you achieved so far?                                                                                     Wien, 14.02.2013

 

Dear Mr Thalhammer, 

 

Your TubeWay appears as 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 the existing transport network, or demand-related cross-links could be created in particularly sensitive zones.
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.
In this context, 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

 

 

About me: 

 

Inventor, author and domain operator for TubeWay    -   

 

I am 65 years old, catholic, happily married and a father of three children. Previously, I worked professionally with handicapped people, but also did various technical jobs. My wife and I have been interested in ecological and future technologies for many years. 

 

 

Just as our heart manages to stream life fluid to each of our body cells,
should we be able to create new solar traffic arteries that connect us
and enable us to continue our economic activities and mobility.

 

 You can also find a study for a solar bicycle and building vacuum walls on my page:

www.tubewasolar.at

 

 

E-mail: thalhammerm@yahoo.de                                 Tel.: +43 1 9195724                                            www.tubewaysolar.at

 

I am available for any kind of cooperation concerning further development. I look forward to your feedback. Thank you for your interest - please share this link. 

 

 It is the high finance and large-scale industry - by their transition to sustainability - wrestle with the preservation of global common foundations.

 

The time is ripe to save this wonderful creation! Now we too have to overcome our inertia - carry the message of

>>  www.tubewaysolar

 Thank you !

 

TW Nachtstrecke

   

© 2002 Script and Innovation    -   Michael Thalhammer        -         Last update in October 2017 -Vienna      -     Pictures and video 3D - Petrus Gartler,Graz - Designerei

 

 

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Sie und jede Firma können diese Ansätze zu einer Produktlinie Ihrer Marke ausbauen. Keine Patente, keine strikten Bedingungen.

Zuwendungen aus Gewinnerlösen nehme ich gerne an.  

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You and every Company can these approaches  expand to an product line of its trademark. No patents - no strict conditions. 

I would like to receive donations from winners.

      

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e-mail: 

thalhammerm@yahoo.de  

http://www.tubewaysolar.at

Tel. +43(1)9195724, Austria, 0664 9122127                                          - - - - - - - - -         

 

Ich bitte all jene, die NICHT mehr über Aktivitäten von TubeWay solar informiert werden wollen, um eine eMail mit dem Betreff "unsubscribe".

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I ask all those who want NO more to be informed of activities of TubeWay solar to send an email with the subject "unsubscribe".

 

Besucherzaehler