TubeWaysSolar traffic system
With FinTech + humility + 4.0 industry this goes #AWAYfromtheClimatetrap
The wealth of technical and logistical experience and proven partnership between SIEMENS Mobility, DB and ÖBB should now set out on a joint path to success with "TubeWaySolar". The concept from TWS could offer the pending traffic turnaround and the successive conversion of unprofitable public transport network sections. Like the dinosaurs of the past: they had to die out because they could not invest in further growth; even old sharks die quietly; TWS is setting the course for an economically sensible reorganisation!
What business aspects would TubeWay have? In other words: what existential tipping points fundamentally affect combustion engines, aviation and rail transport, which is still regarded as moderate? The vast expanses of the USA should be happy to offer space for TubeWays - space between their east and west coasts and in some of their states! Should Europe be hesitant to miss this opportunity?
The new mobility creation needs pre-investments and carefully planned realisations, but once established, investors and operators could constantly generate secure profits: earthsolar.info and Video: youtube.com/watch?v=19YDKukm2vc&t=18s
>> T U B E - W A Y - S O L A R <<
Michael Thalhammer
= DEVELOPMENT STUDY FOR A SOLAR-PNEUMATIC GUIDEWAY TRANSPORT SYSTEM =
ABSTRACT
It was in the millennium when the conceptual link between a pneumatic tube and a modern transport system came to me. TubeWaySolar was born.
TubeWay could be the answer to many of the challenges of our time: on the one hand, to maintain mobility in the long term and, on the other, to stop polluting the environment with CO2, noise and odours.
It soon became clear to me that the drive for this should come exclusively from the sun. Photovoltaic films applied to large areas of the tubes generate electricity from daylight.
TubeWay glides smoothly, quietly and emission-free in long-lasting, low-maintenance tube sections - and has the capacity of a 6-lane motorway. Speeds of up to 300 kilometres per hour can be achieved.
The route runs on elegant elevated tracks at an average height of 7 metres. TubeWay takes up very little land. Naturally grown habitats are preserved for people, animals and also for agricultural use.
TubeWay offers node connections and provides structural services for passenger and freight transport. Safety is a top priority for TubeWay: the entire route network is controlled and monitored by computer-aided control centres.
TubeWaySolar is helping to advance the energy and mobility transition. My main concern is that we protect our unique planet and preserve our shared living space.
The technical functions, their system security and the key business aspects are discussed in more detail below.
See also my video at: www.youtube.com/watch?v=19YDKukm2vc&t=18s and the
Hyper-loop-Analyse: https://www.tandfonline.com/doi/full/10.1080/03081060.2020.1828935#abstract
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modern pneumatic tube
TWS similar to classic pneumatic post: In 1819, the Scottish engineer William Murdoch carried out a series of experiments with compressed air and developed the first pneumatic communication system, which later became known as pneumatic post.
PART ONE:
TUBEWAYSOLAR IN THE SIT-IN-SURF VARIANT (TW SiS)
Illustrated here is the "TWS Sit-in-Surf" net system with an internal diameter of around 1.8 metres and cabins measuring approx. 15 metres in length. Its application would be of great benefit in urban and rural areas and as a regional transport network route.
In principle, TWs are conceived as two-directional routes that run parallel to each other with flexible spacers. Supporting cables*, tubular composite and pier arches ensure the necessary safety of such elevated routes. The bridge statics support a bidirectional section, the sliding units and the media line. The tensioning ropes are ultra-light fibre ropes from Teufelberger´s HyperTEN+ Pro-P or Trowis chaRope®. They are stronger than steel, UV-stable, lightweight, water-repellent and inexpensive.
The arch supports can bear a line weight of approx. 30 tonnes plus ~ 13 tonnes of traffic loads. The slender pillar arches keep the TW track on course using vibration-free tension cable technology. The distance between the pillar arches is approx. 90 metres.
The tracks run at an average height of 7 metres and consist of approx. 17 metre long sandwich tube modules. The galvanised sheet steel spiral pipes* filled with XPS rigid foam have an internal diameter of around 1.9 metres. For their foaming, the two pipes are prepared as an “interlocking sandwich”, as a “counter-stabilizing dral”. The pipe routes braced in this way are weatherproof and can withstand any terrain load.
* To produce straight modules, the parallel sheet metal strip seams remain uncut. For different curve radii required, the hems are cut to the appropriate size before they are folded. Pipe bends were also e-welded in the seam (for straight sections, tin soldering is sufficient). Each socket end carries its O-ring and is also an expansion joint in the joint.
TW-SiS travels at a maximum speed of 85 km/h in urban areas and up to 190 km/h in regional areas. In the city centre, the tracks run just above the buildings and partly rest on them.
All the dimensions proposed here are merely estimates describing the concept.
TW Sit-in-surf and TW Intercity would offer a high transport density thanks to connections to major passenger transport hubs and freight distribution centres.
The windowless cabins have around 70 seats. Each seat offers pre-recorded music, a selection of short films and/or scenery passing by on the monitor. Luggage can be stowed under the seat and in the upper shelf; a folding table and internet connection offer modern travelling comfort. The interior is made of optimally lightweight bamboo. Three passengers can travel comfortably in each row of seats. Sliding escape route doors and the anti-sound units are recessed into the vertical shields. The inner cabin floor consists of 3 mm cork-backed aluminium chequer plate. This longitudinal profile provides a horizontal floor for the two passengers seated on the outside, while at the same time bracing the chassis by means of two vertical flanks. The legs of the third passenger rest on the centre cabin floor, so he sits correspondingly lower. The rows of three are flooded with fresh air at a good temperature from the air conditioning system at the rear inlet. Two front metres of the interior are dedicated to the space required for pushchairs, bikes and wheelchairs. There are no on-board toilets in the regional short-distance network, but larger stations have toilets. The chassis of the "sliding units" are made of aircraft aluminium; they are most comparable to a drinks can.
TW SiS offers capsules for around 21 pallets with a freight weight of up to around 5 tonnes. Haulage companies transport their goods to the freight terminals provided for this purpose.
Dangerous goods, heavy and container transportation remain entrusted to road freight and the tried-and-tested railway park-and-rail system. They may not be transported in TW. For more even route utilisation, hauliers will receive a more favourable kilometre rate during the night hours from 9 p.m. to 7 a.m.
Each cabin/capsule glides in a constant airflow to its pre-coded destination. They glide along a 1 m wide, mirror-smooth, cork-lined stainless steel sheet trough. The floor of the cabins is covered with longitudinally parallel Teflon glide strips**. These 3 mm high x 30 mm wide strips actually only have a 3 mm wide and 2 mm high edge skid. As a skid, they support a load of up to 500 kg in contact with the high-gloss trough. Each of the glide strips, also lined with cork, is connected to the interior cabin floor with multiple steel screws. Every 2 meters, Pressure-calibrated steel pipework, each with a 0.5 mm nozzle, flow into the glide strips; these supply lines are laid in the cork layer. Connected to an electric on-board compressor, the nozzles deliver compressed air that optimizes glide.Together, they lift the cabins from dry sliding friction into a permanent "micro-floating" state. The compressor's air pressure output, coupled with speed/load, creates this overall optimized cushioning. The coefficient of sliding friction is in the extremely low range of ~0.01.
The interior cabin floor is made of 3 mm aluminum checkered sheeting with cork underlay. The longitudinal profile provides a horizontal floor for the two outer passengers and, for the specific shape of the vehicle, stiffens the chassis with two vertical flanks. The legs of the third passenger rest on the middle cabin floor, thus sitting correspondingly lower.
To ensure constant airflow under "hermetic conditions," a series of felt seals surrounds each cabin cylinder. These tangentially open, multi-chamber profiles form rotating air cylinder rings as they travel along the inner tube wall. The overpressure dynamics of these air cylinders, which feed themselves during travel, prevent any overflow of the propulsion medium (even between the sole sliding strips); all this without directly touching the tube wall. This "feeding" has its own self-limiting mechanism. The electric locomotives are also surrounded by several such seals.
* The pipe diameter is only an average recommendation, the dimensions of which are suitable for transporting the most common unit load sizes. The edge profile support arches with their bolted bases carry the two sections. The arch centre holds the tensioning cables from which the track modules are suspended.
** What is PTFE (Teflon)? It is an unbranched, linear, semi-crystalline polymer: the hydrogen atoms surrounding the carbon structure have been replaced by fluorine atoms. PTFE possesses an unusual combination of outstanding chemical, physical and electrical properties that have not yet been achieved by any other plastic. The temperature resistance of PTFE is between -140°C and +260°C. In the short term even up to +300°C. At temperatures above 327°C PTFE becomes semi-crystalline, above 400°C it releases toxic substances. PTFE has a very low coefficient of friction. The static friction is just as high as the sliding friction. Colloquially, PTFE is often equated with the name Teflon®, which is the brand name of the US company DuPont. // Even the extremely heavy sarcophagus for the defective Chernobyl reactor could only be moved using Teflon plates. PTFE is extremely cost-effective in comparison to current rail wheels or rubber tyres.
Now to the drive:
At greater distances, electric locomotive drive housings push/pull their cabins/capsules along with them. They do this by pneumatically transferring suction or pressure to the front and rear end shields. This "swarm guidance", which takes place in a permanent air flow, gives the entire system a high degree of gliding smoothness.
The power for the electric locomotives is supplied by solar foils covering the pipe sections. Each electric locomotive can carry up to 60 cabins. Each locomotive has two drive wheels—one at the front and one at the rear, each almost as large as the surrounding pipe. The pair of rim wheels, covered with hard rubber tires, are made of precursor fibers; a direct precursor to PAN carbon fibers (for industrial spinning), but here more sustainably made of cellulose using a viscose/lyocell technology yet to be developed; until then, still made of aircraft-grade aluminum. Other essential components, which I currently see made of metal, could also be manufactured using this alternative. In any case, TWS could reach top speeds of approximately 300 km/h.
The articulated, approx. 4.2 metre long electric locomotives each follow their logistical working direction and switch to the opposite lane or to standby loops via reversing curves as required. All locomotives, cabs and capsules have articulated joints suitable for curves.
Speed changes take place in barely noticeable, smooth transitions. From the control centre, the electric locomotives are switched to the line speed dedicated to the respective swarm.
When slowing down, the excess air is transferred (by means of a pipe bend connection) to the acceleration side opposite; the energy from the deceleration is thus introduced opposite as pneumatic thrust without loss.
In curves, the load weight follows its unhindered momentum. Due to their freedom from the centre of gravity, the curves can hardly be felt regardless of the speed. The slide channels are designed to be more expansive there. In the same way, the goods capsules, with an unshifted load of goods, also reach their destination logistics centre.
They also all have a pneumatic, centrally controlled "all-round brake". A sheet steel casing covered with hard rubber, open towards the sliding sole, provides a brake that does not overheat from maximum speed to standstill.
5 - 15 units per hour (at the measuring point) are the TW systemic ideal.
Public stations are connected to the dynamic main line as a bypass. At the stopping point (usually at or above existing transport hubs), passengers boarding or alighting are transported by lift to the track or ground level.
The cabins in the parallel-separated bypass tube are approached by means of hydraulic leverage. The energy for the initial push assistance in the station area comes largely from the braking energy fed back from arriving units; they transfer the momentum to dynamos embedded in the floor.
The permissible weight of the sliding unit is weighed at each station and the required power input to the on-board compressor is determined. The exact starting torque for the permanent flow of the main pipe is also calculated.
At the end of the station bypass there is a sluice gate (as at the entrance). A second lever catapult starts there and accelerates from the previous 40 km/h to the 65 km/h of the main flow. From then on, each cabin is in the logistical control of the main flow. All lock gates operate as fast double-leaf sliding doors.
A long "channel rocker" (diverter) splits in front of the double pipe path of a branch and guides the car to its destination. For the purpose of air volume control, both pipes are fitted with a large air inlet, each for its own route control. The pipe sections have their own pressure relief and vacuum valves to control the air flow.
A centrally controlled zip fastener system is effective at feeders. Here, too much air would also be discharged to the outside. There are also turning and waiting loops for the electric locomotive deployment concerted by the control centre.
The complex laminar-turbulent and boundary layer flows that occur in TubeWaySolar flows that occur at TubeWaySolar require high-calibre specialists for the overall planning naturally require top-class specialists - among others -
from the field of fluid mechanics.
Physical aspects of TubeWaySolar
The speed of conventional means of transport is determined by their ability to overcome a certain amount of rolling resistance and air resistance caused by the air. At high speeds, the drag force predominates. It is determined by the square of the speed of the vehicle, the density of the fluid (air), the drag coefficient and the cross-sectional area (Fd = 0.5 x density x speed² x Cd x A).
The energy required to generate the air flow can be estimated using the calculation "tube cross-sectional area times speed times pressure required". A value between Hagen-Poiseull's equation and Reynold's number applies per glider.
If a pressure of only one tenth of an atmosphere (= 0.1 kp/cm² or a 10 cm high water column) acts on the rear of our cabin with a circular area of 3.2 m², a force of 3200 kp already acts on the cabin in the direction of movement; this would accelerate a weight of 3 tonnes to over 75 km/h in 5 seconds!
In TubeWay, air is the drive medium, which only experiences a certain reduction in force due to lateral tube wall friction. The resulting lateral flow in relation to the tube wall is even much lower than, for example, the flow of water in a garden hose.
Any resulting noise development must be adequately countered with anti-noise. In other words, with sound that is artificially generated in order to cancel out sound by means of destructive interference. To do this, a counter-signal is generated that corresponds to the interfering sound but has the opposite polarity.
About the solar PV films:
The large-scale covering of both tube tops with rear-ventilated PV-Thinfilm* provides the sections with cooling shade and enormous, free electricity gains year in, year out. These lightweight "solar bonnets" are applied at 5 cm intervals on their own support plate; they are left open at the top with a narrow air outlet. They supply the entire system with the 24-hour power requirement and harvest electrical energy even when there is only diffuse daylight. Only the sun provides electricity without a bill!
Any surplus electricity generated during the day is fed into the grid to provide mobility power** at night. The summer surpluses can be fed to consumers close to the grid. Every year, the PV cells and pipes are treated with a nano-coating for a self-cleaning lotus beading effect. Snow loads slide off on both sides of this coating and due to the reflective heat of the dark PV surface.
The internal electrical supply is received by means of a contact brush from a flat conductor laid in the tube top. This contact brush is tightened on a spring pressure rod at the rear of cabins, capsules and E-Locks.
* Suppliers such as: ARMOR solar power films, AltaDevices, Flisom, Heliatek, Alwitra-Evalon-cSi, FirstSolar, Nanosolar or Solaronix with their AgAs, OLED, DSSC, PSC or CIGS thin-film cells offer a good price-performance ratio. They can be cut to size, are lightweight, self-adhesive, frameless, easy to recycle and also produce high yields in diffuse daylight. GaAs are Galium-Arsenic-Cells and CIGS-Cells and are cheaper than the stiff, heavy silicon panels. They utilise a broader spectrum of light and therefore have similar power outputs to silicon cells even in hazy weather, which only deliver electricity yields in direct sunlight. OLED and CIGIS films are lightweight, have a sufficiently long service life and do not pose a waste problem.
Also interesting: Engr.Mohammad Aminul Islam - he posted on LinkedIn in July 2025: "In a quiet laboratory near Tokyo, Japan has unveiled a breakthrough in solar technology that could redefine the way we generate energy. Researchers have developed an ultra-thin, flexible solar fabric - essentially a lightweight fabric that can generate electricity when exposed to light. Unlike conventional panels, this new material can be sewn into tents, draped over buildings or even worn as clothing. The innovation comes from the RIKEN Centre for Emergent Matter Science, where scientists have developed a solar cell that is thinner than a strand of human hair - just 3 micrometres thick. Despite its paper-like appearance, it can bend, stretch and fold without losing its ability to harvest solar energy. Even more impressive? It weighs less than 1 gram per square metre, making it one of the lightest solar materials ever made."
** On the issue of a generally growing need for storage of surplus electricity, there is the approach of e.g. ADELE, which is a compressed air storage power plant; cost effective but would be AirHES in terms of electricity generation it works in the same way as conventional hydropower, but conventional hydropower has fundamental disadvantages: it requires significant investment to build dams, occupies large areas under the reservoir, damaging the environment, and is usually far away from the consumer. In addition, there is always the potential risk of dam failure. To some extent, these shortcomings are a consequence of the relatively low heads at high flows typical of most lowland rivers. Nevertheless, drop heights of 2 km, as with AirHES >fog collectors<, not exceptional. There are some systems (Bieudron Swiss HPS) that work with such drop heights and use a simple Pelton turbine.
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** Michael Walde, Dip. Ing. for high vacuum and thin-film application technology wrote to me on 18 November 2017 via LinkedIn:
I think the idea is very good. I once did the calculation with thin-film solar surfaces on the transport pipes (roughly) and came to the astonishing conclusion that with an assumed distance of 400 km and a space utilisation of 50% on the pipe diameter, immense amounts of energy would be available: at least about 1.6 million square metres for solar use.
With an annual solar average of 1200 kWh / m² and 15% efficiency, 105 W / m², i.e. 168 kW, are summarised on the calculated area of radiant power.
An electric locomotive requires around 15 kWh / km [DB AG]. With a journey time of 3 hours and a distance of 400 km, the average power per locomotive would be 1500 kW.
The amount of energy generated would therefore be sufficient to operate several locomotives on the fictitious route; the tubular locomotives should also run even more efficiently than a conventional electric locomotive. Interesting, even if my assumed values reflect the facts in a very simplified way.
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TubeWaySolar offers technical solutions to the following problems of modern transport:
# Unlike maglev trains, TubeWaySolar does not pollute the health of passengers or neighbouring residents with the harmful micro-Tesla radiation* of strong magnets
# CO2 emissions, noise, friction losses and the use of fossil fuels are completely eliminated with "TW"
# TubeWaySolar bypasses the air conditions that prevail outdoors, where resistance increases to the square with increasing speed
# TubeWaySolar effortlessly overcomes heights and crosses rivers and valleys with ease. This hermetic system is almost completely spared the increased effort normally required for travelling uphill due to the subsequent downward gliding of the same loads
# high costs for the maintenance of roads, motorways and the mostly empty railway tracks
# Emissions of environmental toxins and noise; sickening effects
# waste of valuable fossil and other
# high and short-lived material costs and
# high space requirements for transport
# Accident frequency and consequential damage
# Loss of time due to traffic jams and stress
TubeWay's therefore offer the solution to the climate-necessary traffic turnaround!
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How safe is TWS in operation and as a structure?
As is usual with railway networks, the TW networks are subject to separate national and supra-regional authorities. To this end, there are uniform standards for route logistics, network maintenance and servicing, among other things. In this sense, all TW networks also have a globally standardised standard diameter.
As a future means of transport, TubeWay would have to be equipped with completely new network control logistics. With a high standard for quantum-encrypted transport operations, it relies on laser radio and fibre optic telematics, as well as highly trained support and specialist personnel in all area structures.
All system functions are backed up by multi-monitoring computer systems as well as by
emergency power storage and emergency power generators for power failure operation.
Only passengers with a personal, active TW prepaid card can access the network and use it within the booked routes. The tube tunnels are secured against unauthorised access so that only passengers can enter and exit the sliding cabins or the lift systems. Each platform has recording videos and at least one supervisor on site.
Each cabin has a direct intercom system, fire extinguishing blankets and is monitored by cameras.
For system security, the lines are equipped with pressure anomaly detection at certain points and have external sound and motion detectors at sensitive points, and possibly a night vision system.
The defined high-security programmes in the logistics centre operate under constant supervision. The highest decision-making authority remains with human system monitors. Any necessary "slowing down" of a section is initiated by the regional control centre as a localised diversion. The AI tends to play second fiddle here.
If the braking command for a route section comes into effect, a rerouting system avoids this section via reverse loops, a station or a parking loop. If it is also necessary to get off the train, instructions are issued from the relevant control centre. Repair and/or rescue teams are instructed and immediately equipped accordingly on the way to the incident.
The front and rear sides of the cabins have escape doors that are open in the event of an emergency; at each pillar arch, the route offers an access or exit that can be used via cross-adjustable ladder rungs.
Units behind a handicap zone simply leave it, but those immediately in front are stopped and brought back pneumatically to the last turnout. The transport operations in the overall network thus remain unaffected.
The specifications of the TW technology do not allow the train to be driven up. Beforehand, the electric locomotive and the units would be slowed down via the control centre.
Even in the event of flooding, storms or moderate earthquakes, the transversely movable socket O-rings between the pipe modules offer the operating sections room for manoeuvre and subsequently - for salvage - favourable possibilities.
TW pillar bends located close to other ground traffic are structurally reinforced to withstand any severe impact.
A turning loop at the end of the extension leads traffic to the opposite track.
Dangerous goods remain entrusted to road freight and the tried-and-tested railway park-and-rail system. They may not be transported in TW.
All TW components are serviced or replaced with new ones at predetermined intervals.
If experts recognise a problem that I have not noticed, i.e. one that has not been technically considered, their feedback would be helpful and would be gratefully received.
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ADMINISTRATION AT TUBEWAYSOLAR
For quick booking, passengers tap their destination on the interactive touchscreen network map at the terminal portal. The TW-Card is then checked for credit and the identity of the cardholder; once the passenger reaches their destination, the distance traveled is automatically recorded at the exit barrier.
In the freight area, bookings are made via the Internet and their transportation is processed as a forwarding transaction. The route kilometres and weight used are billed via a user account.
The freight agency offers bulk, liquid, goods and refrigerated capsules. It manages these and also carries out the relevant loading logistics.
A transport cabin in the TW-SiS offers 6 tonnes or 15 Euro pallets - in the TW-IC network 13 tonnes payload as loading capacity for up to 22 Euro pallets.
All cabins can be emptied via Kant; sorting loading grippers are used for loading and unloading. This enables freight to be moved efficiently in terms of transport logistics.
Freight forwarders, harbours and factories can purchase or rent their own access tubes from the operator. This type of favourable transport leads to network expansions and brings correspondingly and result in correspondingly adapted loading terminals.
The largely private haulage business cooperates with TW-Netzlogistik and thus participates via its usage tariffs. The TW stations, on the other hand, are the responsibility of public transport.
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Part 2.
TubeWaySolar-IC (InterCity)
The TW-IC uses the same technology as that already described in the TW-SiS. It is intended as a long-distance network linking major cities. The costs per kilometre of construction are approximately twice as high as those for the TW-SiS extension.
The route, which runs on average 7 metres above the ground, consists of approx. 17 metre long sandwich pipe modules. These sheet steel spiral pipes filled with XPS rigid foam have an internal diameter of around 2.7 metres. The stiffened pipe routes are weatherproof and can withstand any terrain load. These pipe modules (each weighing only approx. 7.5 tonnes) are connected by O-ring seals in their sliding sleeve and are also supported on slender pier arches and by vibration-free tension cable technology.
Here too, the bridge's structural engineering supports the bidirectional section, the sliding units and the media line.
50 metres of pier arch distance for the TW-IC means that approx. 50 tonnes of section weight plus an average of 20 tonnes of driving loads per arch support have to be carried. These relatively low loads bridge greater distances than would be possible with conventional modes of transport.
With the TW-IC, at a pier arch distance of 50 metres, approx. 50 tonnes of line weight plus an average of 20 tonnes of driving loads per arch support are carried. These relatively low loads bridge greater distances than have ever been possible with conventional modes of transport.
In sensitive natural areas, the route is gently extended using half-length modules, which are delivered by cargo helicopter; they hold the respective pipe module in suspension for rapid grouting on site.
Up to 120 people per cabin (or 13 tonnes of cargo transport capsules) glide in a permanent air to their pre-coded destinations. Cameras project a window-like view of the surroundings onto the monitor (optionally also films) and open up a panoramic high-altitude view in the IC.
Here, 30 metre long cabins glide over 1.5 metre wide, mirror-smooth stainless steel channels (similar to the TW-SiS). Overall, the now larger dimensions (from TW-SiS to TW-IC) have to be adapted to suit. The oil-free on-board compressor is also well soundproofed here.
The four seats per row in the TW-IC are arranged like in a coach. If necessary, there are also approx. 20 standing places in the centre aisle. An on-board WC is located near the exit.
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Part 3
The urban supply and disposal network - TW 40
... which has a sufficient diameter of 40 cm, transports loads weighing up to 16 kg in 85 cm long capsules at around 35 km/h to the respective recipients.
A flexible joint also ensures good manoeuvrability in the much tighter bends. In principle, they glide to their destinations using the same transport technology as the large TWs. 41
This urban supply and disposal network (TW-40) would be ideal within our urban centres - e.g. for
e.g. for ordered shopping, official documents, food delivery, postal and parcel services, waste disposal, etc. - would generally be of great benefit.
Companies and private individuals could be connected to the 40 cm network as subscribers - as is the case with district heating.
Laid under the pavement (in covered shafts), it would be fed right up into the buildings. Regional and municipal "postal network customers" send the corresponding capsules to the addressees according to their order.
Part 4
What are the business aspects of TubeWaySolar?
The rich technical and logistical experience and proven partnership of SIEMENS Mobility, DB and ÖBB should, through TWS, once again set out on a common path to success.
The TubeWaySolar approach could complement the existing transportation systems and would offer the successive conversion of those parts of the network that suffer from chronic inefficiency. Just like the dinosaurs in the past: they had to die out because they could not invest in further growth; TWS is setting the course for an economically sensible reorientation!
TWS mobility provision does require some upfront investment and carefully planned implementation steps, but once established, TubeWay investors and operators could generate steady, secure profits. But the constant increase in CO2 from global warming also creates an acute need for action! Oil crises and rising energy costs do not affect TubeWaySolar or even allow it to grow indirectly.
At the same time, a variety of business sectors would emerge. In terms of legal form, for example, it is conceivable that the tube routes could be nationally owned; the solar energy output could come from a public limited company, and the vehicle fleet could be under public administration. Several mixed forms are therefore possible here.
Does TubeWaySolar have a realistic chance with us?
In other words: what existential tipping points fundamentally affect combustion engines, air travel and rail transport, which is still regarded as moderate?
At the latest, the vast expanses of the USA should be happy to offer space for TubeWays - space between their east and west coasts and in some of their states! Should Europe also be reluctant to miss this opportunity?
TubeWay mobility can revitalise key segments of our market and working world. The result is a win-win situation for customers, operators and our immediate environment.
Not a single drop of used petrol ever becomes available crude oil again! The fluctuating costs of the enormous oil imports also keep Europe dependent on Russia and the rest of OPEC.
Oil crises and rising energy costs do not affect TWS or even allow it to grow indirectly. In particular, the constant increase in CO2 from global warming is now creating an acute need for action.
TWS supplements existing transport systems and offers the successive conversion of those parts of the network that suffer from chronic inefficiency. Just like the dinosaurs in the past: they could not invest in further growth; TWS represents an economically sensible reorganisation!
The usual objections from affected landowners need not be feared by the high-route TW lines; no land is divided or agriculturally restricted. Tube Way glides over fields, woods and pastures - visually discreet - as well as emission-free and noise-free - away. Sustainable energy technologies are already recording high growth rates. They promote employment, energy mix, social security and monetary circulation.
Market - competitors - strategy
Overall, we need to develop sustainable solutions for our future general mobility needs!
If well planned, a prototype route could already establish itself as profitable. Due to its ecologically relevant, gentle and connection-friendly technology, a broad customer identification with this modern form of mobility would quickly emerge.
After its construction, TubeWay is no longer dependent on permanent public funding. On the basis of pneumatic solar operation, TW passenger and freight transport would also glide along in a low-cost and unrivalled "micro-float".
Business advantages with TubeWaySolar
# Reliability in terms of departure and arrival times for deliveries and passenger transport
# Even an airport feeder route can act as a seed for growing TW networks
# 100% solar, i.e. fuel-free and resource-saving eco-market advantage
# High acceptance - sympathy factor - low resistance from neighbouring residents
# Areas that implement TW can enjoy considerable benefits in future
# Enormous savings potential compared to traditional transport
# Good ratio of investment, amortisation and profit
# Relatively low costs for operation and maintenance
# High prestige value, high safety standards
Should future transport be solar?
Absolutely! With TubeWaySolar - as a broad-based transport system - we can prolong the preservation of the precious resources of crude oil and natural gas. We also need our crude oil for an ecological future for many applications that we are not yet aware of.
Our mineral oil is far too valuable for climate-damaging exhaust fumes, plastic waste and road asphalt! TubeWay specifically reduces oil imports, climate-damaging pollutant levels, noise and traffic accidents.
Hydrogen, for example, always has to be pre-produced by means of expensive water splitting using electricity. Other options are also not the best from an energy point of view.
TubeWay helps to reduce the CO2 pollution caused by fossil electricity and the dangers of electricity generated by nuclear power plants.
The transition to renewables can be to everyone's advantage. After all, it should and must enable our descendants to live. After all, our biosphere is actually in danger globally!
Comparisons with the state of the art
An overview of alternative and innovative forms of mobility and drive technologies can be found in the link:
http://www.faculty.washington.edu/jbs/itrans >> list of 100+ systems >> tubeway; and at
https://www.buch-der-synergie.de/c_neu_html/c_11_12_neu_mobile_prt_04_kapsel.ht
There you will find a collection of mobility approaches from all over the world, some of which have already been realised. TubeWay is also evident in these. The articles on pneumatic tube systems in Wikipedia are also interesting.
TW can be developed based on the pneumatic tube system that has been tried and tested for 160 years. TW transports passengers as well as goods using the all-moving solar-electric internal drive.
TubeWay wants to avoid linear motors with magnet-induced track equipment due to the unresolved issue of compatibility with their high microtesla use, the limited availability of magnet material, weight reasons and high noise levels.
We are currently in a lively discussion process in which suitable alternatives with responsibility for people and nature are sought.
TubeWay possibly stands for the decision in favour of technically simple, ecological mobility. The global shortage of resources and energy is also creating a need for rapid alternative solutions, including in the transport sector as a whole.
History: The original vacuum tube transport system was proposed by George Medhurst as early as 1799. Michael Verne, son of Jules, improved it in 1888 as a pneumatic tube transport. In 1904, Robert Goddard described a Vactrain Maglev; and soon afterwards, an underground and purely pneumatic test track paid for by a banker was already transporting people in New York - but this was not extended.
Does TubeWaySolar still have an upcycling use in the end?
Yes, after their service as cabins and tube modules, they still serve as:
# housing estates staggered into pyramids
# weather-protected cycle paths
# green house tunnels
# remodelled living spaces
# as storage volumes and much more.
+ + + + +
Written reference from the: Vienna Environmental Protection Department - MA22 Vienna, 14/02/2013
Dear Mr Thalhammer
Your TubeWay appears to be a modern, sustainable, ecological and therefore promising mobility solution. TubeWaySolar could - without competing with current means of transport - form new urban extensions.
If the results are favourable, it would be quite realistic to implement the system, initially on test routes, to gain practical experience.
As Austria is known worldwide for technical innovations, we believe that your idea has good chances of being realised, especially in times of energy price uncertainty.
In this context, we would like to draw your attention to the development bank (AWS) and EU funding programmes which, in your case, could provide a financial support for the in-depth studies required in your case.
We wish you every success in realising 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
==============
I hope that the TWS implementers do not risk anything with BIT and similar. Coins, so that all investors have real security with regard to their investment! Cryptos are ultimately just a pseudo-current darknet.
We need to encourage high finance and big industry to switch to sustainability and the preservation of our globally shared foundations!
Using TubeWaySolar as a broad-based transport system, we can also extend the availability of the precious resources of crude oil/natural gas. We will still need our fossil reserves for many things in the long term. However, our mineral oil is far too valuable for climate-damaging exhaust fumes and road asphalt!
Just as our heart manages to supply each of our body cells with life energy, we should be able to create new solar transport arteries that connect us and enable us to ensure our general mobility.
~ ~ ~ ~ ~ ~ ~
It remains to be seen whether Elon Musk's Hyperloop will provide a broadly feasible general solution to our future need for general mobility. Hyperloop-One, Virgin Hyperloop and HTT have been running an investment rip-off for years with ever new Maglev success stories in technically vague 3D short videos.
This and more is well traced in www.buch-der-synergie.de under "Hyperloop".
*https://www.ingenieur.de/technik/fachbereiche/verkehr/china-plant-magnetschwebebahnen-in-zwei-grossstaedten/ and spexialy in: https://www.tandfonline.com/doi/full/10.1080/03081060.2020.1828935#abstract
SIEMENS, Bombardier and Alstom could join forces to take the major Industry 4.0 task of TWS from the planning stage to TWS expansion!
_____________________
See my video at www.youtube.com/watch?v=19YDKukm2vc&t=18s
See also : www.youtube.com >> tubewaysolar - for a clea future - and in: https://www.buch-der-synergie.de
Images and 3D video - by Petrus Gartler, Graz - Designerei / 2003 and Pexels and Pixabay
© 2002 - Michael Thalhammer; last updated 08.2024
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The "TubeWaySolar" research project presents an innovative concept for an emission-free, solar-powered transport system that could serve as an alternative to conventional modes of transport such as road and rail transport and the Hyperloop.
🌞 What is TubeWaySolar?
TubeWaySolar is a concept for a pneumatically powered transport system that runs in stable, insulated tubes. The tubes are covered with photovoltaic films that convert solar energy into electricity. The system is designed to enable both passenger and freight transport in an efficient and environmentally friendly way.
🚄 Comparison with Hyperloop and maglev railway
- Hyperloop: A high-speed transport system designed to operate in almost vacuumised tubes at speeds of over 1000 km/h. However, current studies show that Hyperloop is not yet fully conceptualised and many technical components are still in the early stages of development. tc.canada.ca
===================
Why am I publishing these wasted approaches to patent-free prior art? Firstly, patent protection does not extend to urgently needed environmental protection inventions if, as here, overriding public rights are affected. Secondly, patent rights and their defence can practically only be realised by large companies and almost never by private individuals. And thirdly, published ideas can be disseminated more quickly as "open source". This means that you and any company can help these approaches to market maturity.
Unfortunately, the ownership claims patented in the Geneva-based World Patent Office and national patent offices are also authorised as "lawful" for medicines, seeds, genetic creations, i.e. even for living things! These encroachments show the extent to which the field of "intellectual property protection" has already become purely capitalist manipulation.
The wealth of technical and logistical experience and proven partnership between SIEMENS Mobility, DB and ÖBB should now set out on a joint path to success with "TubeWaySolar". The concept from TWS could offer the pending traffic turnaround and the successive conversion of unprofitable public transport network sections. Like the dinosaurs of the past: they had to die out because they could not invest in further growth; even old sharks die quietly; TWS is setting the course for an economically sensible reorganisation!
What business aspects would TubeWay have? In other words: what existential tipping points fundamentally affect combustion engines, aviation and rail transport, which is still regarded as moderate? The vast expanses of the USA should be happy to offer space for TubeWays - space between their east and west coasts and in some of their states! Should Europe be hesitant to miss this opportunity?
The new mobility creation needs pre-investments and carefully planned realisations, but once established, investors and operators could constantly generate secure profits: earthsolar.info and Video: youtube.com/watch?v=19YDKukm2vc&t=18s
>> T U B E - W A Y - S O L A R <<
Michael Thalhammer
= DEVELOPMENT STUDY FOR A SOLAR-PNEUMATIC GUIDEWAY TRANSPORT SYSTEM =
ABSTRACT
It was in the millennium when the conceptual link between a pneumatic tube and a modern transport system came to me. TubeWaySolar was born.
TubeWay could be the answer to many of the challenges of our time: on the one hand, to maintain mobility in the long term and, on the other, to stop polluting the environment with CO2, noise and odours.
It soon became clear to me that the drive for this should come exclusively from the sun. Photovoltaic films applied to large areas of the tubes generate electricity from daylight.
TubeWay glides smoothly, quietly and emission-free in long-lasting, low-maintenance tube sections - and has the capacity of a 6-lane motorway. Speeds of up to 300 kilometres per hour can be achieved.
The route runs on elegant elevated tracks at an average height of 7 metres. TubeWay takes up very little land. Naturally grown habitats are preserved for people, animals and also for agricultural use.
TubeWay offers node connections and provides structural services for passenger and freight transport. Safety is a top priority for TubeWay: the entire route network is controlled and monitored by computer-aided control centres.
TubeWaySolar is helping to advance the energy and mobility transition. My main concern is that we protect our unique planet and preserve our shared living space.
The technical functions, their system security and the key business aspects are discussed in more detail below.
See also my video at: www.youtube.com/watch?v=19YDKukm2vc&t=18s and the
Hyper-loop-Analyse: https://www.tandfonline.com/doi/full/10.1080/03081060.2020.1828935#abstract
____________________
modern pneumatic tubeTWS similar to classic pneumatic post: In 1819, the Scottish engineer William Murdoch carried out a series of experiments with compressed air and developed the first pneumatic communication system, which later became known as pneumatic post.
PART ONE:
TUBEWAYSOLAR IN THE SIT-IN-SURF VARIANT (TW SiS)
Illustrated here is the "TWS Sit-in-Surf" net system with an internal diameter of around 1.8 metres and cabins measuring approx. 15 metres in length. Its application would be of great benefit in urban and rural areas and as a regional transport network route.
In principle, TWs are conceived as two-directional routes that run parallel to each other with flexible spacers. Supporting cables*, tubular composite and pier arches ensure the necessary safety of such elevated routes. The bridge statics support a bidirectional section, the sliding units and the media line. The tensioning ropes are ultra-light fibre ropes from Teufelberger´s HyperTEN+ Pro-P or Trowis chaRope®. They are stronger than steel, UV-stable, lightweight, water-repellent and inexpensive.
The arch supports can bear a line weight of approx. 30 tonnes plus ~ 13 tonnes of traffic loads. The slender pillar arches keep the TW track on course using vibration-free tension cable technology. The distance between the pillar arches is approx. 90 metres.
The tracks run at an average height of 7 metres and consist of approx. 17 metre long sandwich tube modules. The galvanised sheet steel spiral pipes* filled with XPS rigid foam have an internal diameter of around 1.9 metres. For their foaming, the two pipes are prepared as an “interlocking sandwich”, as a “counter-stabilizing dral”. The pipe routes braced in this way are weatherproof and can withstand any terrain load.
* To produce straight modules, the parallel sheet metal strip seams remain uncut. For different curve radii required, the hems are cut to the appropriate size before they are folded. Pipe bends were also e-welded in the seam (for straight sections, tin soldering is sufficient). Each socket end carries its O-ring and is also an expansion joint in the joint.
TW-SiS travels at a maximum speed of 85 km/h in urban areas and up to 190 km/h in regional areas. In the city centre, the tracks run just above the buildings and partly rest on them.
All the dimensions proposed here are merely estimates describing the concept.
TW Sit-in-surf and TW Intercity would offer a high transport density thanks to connections to major passenger transport hubs and freight distribution centres.
The windowless cabins have around 70 seats. Each seat offers pre-recorded music, a selection of short films and/or scenery passing by on the monitor. Luggage can be stowed under the seat and in the upper shelf; a folding table and internet connection offer modern travelling comfort. The interior is made of optimally lightweight bamboo. Three passengers can travel comfortably in each row of seats. Sliding escape route doors and the anti-sound units are recessed into the vertical shields. The inner cabin floor consists of 3 mm cork-backed aluminium chequer plate. This longitudinal profile provides a horizontal floor for the two passengers seated on the outside, while at the same time bracing the chassis by means of two vertical flanks. The legs of the third passenger rest on the centre cabin floor, so he sits correspondingly lower. The rows of three are flooded with fresh air at a good temperature from the air conditioning system at the rear inlet. Two front metres of the interior are dedicated to the space required for pushchairs, bikes and wheelchairs. There are no on-board toilets in the regional short-distance network, but larger stations have toilets. The chassis of the "sliding units" are made of aircraft aluminium; they are most comparable to a drinks can.
TW SiS offers capsules for around 21 pallets with a freight weight of up to around 5 tonnes. Haulage companies transport their goods to the freight terminals provided for this purpose.
Dangerous goods, heavy and container transportation remain entrusted to road freight and the tried-and-tested railway park-and-rail system. They may not be transported in TW. For more even route utilisation, hauliers will receive a more favourable kilometre rate during the night hours from 9 p.m. to 7 a.m.
Each cabin/capsule glides in a constant airflow to its pre-coded destination. They glide along a 1 m wide, mirror-smooth, cork-lined stainless steel sheet trough. The floor of the cabins is covered with longitudinally parallel Teflon glide strips**. These 3 mm high x 30 mm wide strips actually only have a 3 mm wide and 2 mm high edge skid. As a skid, they support a load of up to 500 kg in contact with the high-gloss trough. Each of the glide strips, also lined with cork, is connected to the interior cabin floor with multiple steel screws. Every 2 meters, Pressure-calibrated steel pipework, each with a 0.5 mm nozzle, flow into the glide strips; these supply lines are laid in the cork layer. Connected to an electric on-board compressor, the nozzles deliver compressed air that optimizes glide.Together, they lift the cabins from dry sliding friction into a permanent "micro-floating" state. The compressor's air pressure output, coupled with speed/load, creates this overall optimized cushioning. The coefficient of sliding friction is in the extremely low range of ~0.01.
The interior cabin floor is made of 3 mm aluminum checkered sheeting with cork underlay. The longitudinal profile provides a horizontal floor for the two outer passengers and, for the specific shape of the vehicle, stiffens the chassis with two vertical flanks. The legs of the third passenger rest on the middle cabin floor, thus sitting correspondingly lower.
To ensure constant airflow under "hermetic conditions," a series of felt seals surrounds each cabin cylinder. These tangentially open, multi-chamber profiles form rotating air cylinder rings as they travel along the inner tube wall. The overpressure dynamics of these air cylinders, which feed themselves during travel, prevent any overflow of the propulsion medium (even between the sole sliding strips); all this without directly touching the tube wall. This "feeding" has its own self-limiting mechanism. The electric locomotives are also surrounded by several such seals.
* The pipe diameter is only an average recommendation, the dimensions of which are suitable for transporting the most common unit load sizes. The edge profile support arches with their bolted bases carry the two sections. The arch centre holds the tensioning cables from which the track modules are suspended.
** What is PTFE (Teflon)? It is an unbranched, linear, semi-crystalline polymer: the hydrogen atoms surrounding the carbon structure have been replaced by fluorine atoms. PTFE possesses an unusual combination of outstanding chemical, physical and electrical properties that have not yet been achieved by any other plastic. The temperature resistance of PTFE is between -140°C and +260°C. In the short term even up to +300°C. At temperatures above 327°C PTFE becomes semi-crystalline, above 400°C it releases toxic substances. PTFE has a very low coefficient of friction. The static friction is just as high as the sliding friction. Colloquially, PTFE is often equated with the name Teflon®, which is the brand name of the US company DuPont. // Even the extremely heavy sarcophagus for the defective Chernobyl reactor could only be moved using Teflon plates. PTFE is extremely cost-effective in comparison to current rail wheels or rubber tyres.
Now to the drive:
At greater distances, electric locomotive drive housings push/pull their cabins/capsules along with them. They do this by pneumatically transferring suction or pressure to the front and rear end shields. This "swarm guidance", which takes place in a permanent air flow, gives the entire system a high degree of gliding smoothness.
The power for the electric locomotives is supplied by solar foils covering the pipe sections. Each electric locomotive can carry up to 60 cabins. Each locomotive has two drive wheels—one at the front and one at the rear, each almost as large as the surrounding pipe. The pair of rim wheels, covered with hard rubber tires, are made of precursor fibers; a direct precursor to PAN carbon fibers (for industrial spinning), but here more sustainably made of cellulose using a viscose/lyocell technology yet to be developed; until then, still made of aircraft-grade aluminum. Other essential components, which I currently see made of metal, could also be manufactured using this alternative. In any case, TWS could reach top speeds of approximately 300 km/h.
The articulated, approx. 4.2 metre long electric locomotives each follow their logistical working direction and switch to the opposite lane or to standby loops via reversing curves as required. All locomotives, cabs and capsules have articulated joints suitable for curves.
Speed changes take place in barely noticeable, smooth transitions. From the control centre, the electric locomotives are switched to the line speed dedicated to the respective swarm.
When slowing down, the excess air is transferred (by means of a pipe bend connection) to the acceleration side opposite; the energy from the deceleration is thus introduced opposite as pneumatic thrust without loss.
In curves, the load weight follows its unhindered momentum. Due to their freedom from the centre of gravity, the curves can hardly be felt regardless of the speed. The slide channels are designed to be more expansive there. In the same way, the goods capsules, with an unshifted load of goods, also reach their destination logistics centre.
They also all have a pneumatic, centrally controlled "all-round brake". A sheet steel casing covered with hard rubber, open towards the sliding sole, provides a brake that does not overheat from maximum speed to standstill.
5 - 15 units per hour (at the measuring point) are the TW systemic ideal.
Public stations are connected to the dynamic main line as a bypass. At the stopping point (usually at or above existing transport hubs), passengers boarding or alighting are transported by lift to the track or ground level.
The cabins in the parallel-separated bypass tube are approached by means of hydraulic leverage. The energy for the initial push assistance in the station area comes largely from the braking energy fed back from arriving units; they transfer the momentum to dynamos embedded in the floor.
The permissible weight of the sliding unit is weighed at each station and the required power input to the on-board compressor is determined. The exact starting torque for the permanent flow of the main pipe is also calculated.
At the end of the station bypass there is a sluice gate (as at the entrance). A second lever catapult starts there and accelerates from the previous 40 km/h to the 65 km/h of the main flow. From then on, each cabin is in the logistical control of the main flow. All lock gates operate as fast double-leaf sliding doors.
A long "channel rocker" (diverter) splits in front of the double pipe path of a branch and guides the car to its destination. For the purpose of air volume control, both pipes are fitted with a large air inlet, each for its own route control. The pipe sections have their own pressure relief and vacuum valves to control the air flow.
A centrally controlled zip fastener system is effective at feeders. Here, too much air would also be discharged to the outside. There are also turning and waiting loops for the electric locomotive deployment concerted by the control centre.
The complex laminar-turbulent and boundary layer flows that occur in TubeWaySolar flows that occur at TubeWaySolar require high-calibre specialists for the overall planning naturally require top-class specialists - among others -
from the field of fluid mechanics.
Physical aspects of TubeWaySolar
The speed of conventional means of transport is determined by their ability to overcome a certain amount of rolling resistance and air resistance caused by the air. At high speeds, the drag force predominates. It is determined by the square of the speed of the vehicle, the density of the fluid (air), the drag coefficient and the cross-sectional area (Fd = 0.5 x density x speed² x Cd x A).
The energy required to generate the air flow can be estimated using the calculation "tube cross-sectional area times speed times pressure required". A value between Hagen-Poiseull's equation and Reynold's number applies per glider.
If a pressure of only one tenth of an atmosphere (= 0.1 kp/cm² or a 10 cm high water column) acts on the rear of our cabin with a circular area of 3.2 m², a force of 3200 kp already acts on the cabin in the direction of movement; this would accelerate a weight of 3 tonnes to over 75 km/h in 5 seconds!
In TubeWay, air is the drive medium, which only experiences a certain reduction in force due to lateral tube wall friction. The resulting lateral flow in relation to the tube wall is even much lower than, for example, the flow of water in a garden hose.
Any resulting noise development must be adequately countered with anti-noise. In other words, with sound that is artificially generated in order to cancel out sound by means of destructive interference. To do this, a counter-signal is generated that corresponds to the interfering sound but has the opposite polarity.
About the solar PV films:
The large-scale covering of both tube tops with rear-ventilated PV-Thinfilm* provides the sections with cooling shade and enormous, free electricity gains year in, year out. These lightweight "solar bonnets" are applied at 5 cm intervals on their own support plate; they are left open at the top with a narrow air outlet. They supply the entire system with the 24-hour power requirement and harvest electrical energy even when there is only diffuse daylight. Only the sun provides electricity without a bill!
Any surplus electricity generated during the day is fed into the grid to provide mobility power** at night. The summer surpluses can be fed to consumers close to the grid. Every year, the PV cells and pipes are treated with a nano-coating for a self-cleaning lotus beading effect. Snow loads slide off on both sides of this coating and due to the reflective heat of the dark PV surface.
The internal electrical supply is received by means of a contact brush from a flat conductor laid in the tube top. This contact brush is tightened on a spring pressure rod at the rear of cabins, capsules and E-Locks.* Suppliers such as: ARMOR solar power films, AltaDevices, Flisom, Heliatek, Alwitra-Evalon-cSi, FirstSolar, Nanosolar or Solaronix with their AgAs, OLED, DSSC, PSC or CIGS thin-film cells offer a good price-performance ratio. They can be cut to size, are lightweight, self-adhesive, frameless, easy to recycle and also produce high yields in diffuse daylight. GaAs are Galium-Arsenic-Cells and CIGS-Cells and are cheaper than the stiff, heavy silicon panels. They utilise a broader spectrum of light and therefore have similar power outputs to silicon cells even in hazy weather, which only deliver electricity yields in direct sunlight. OLED and CIGIS films are lightweight, have a sufficiently long service life and do not pose a waste problem.
Also interesting: Engr.Mohammad Aminul Islam - he posted on LinkedIn in July 2025: "In a quiet laboratory near Tokyo, Japan has unveiled a breakthrough in solar technology that could redefine the way we generate energy. Researchers have developed an ultra-thin, flexible solar fabric - essentially a lightweight fabric that can generate electricity when exposed to light. Unlike conventional panels, this new material can be sewn into tents, draped over buildings or even worn as clothing. The innovation comes from the RIKEN Centre for Emergent Matter Science, where scientists have developed a solar cell that is thinner than a strand of human hair - just 3 micrometres thick. Despite its paper-like appearance, it can bend, stretch and fold without losing its ability to harvest solar energy. Even more impressive? It weighs less than 1 gram per square metre, making it one of the lightest solar materials ever made."
** On the issue of a generally growing need for storage of surplus electricity, there is the approach of e.g. ADELE, which is a compressed air storage power plant; cost effective but would be AirHES in terms of electricity generation it works in the same way as conventional hydropower, but conventional hydropower has fundamental disadvantages: it requires significant investment to build dams, occupies large areas under the reservoir, damaging the environment, and is usually far away from the consumer. In addition, there is always the potential risk of dam failure. To some extent, these shortcomings are a consequence of the relatively low heads at high flows typical of most lowland rivers. Nevertheless, drop heights of 2 km, as with AirHES >fog collectors<, not exceptional. There are some systems (Bieudron Swiss HPS) that work with such drop heights and use a simple Pelton turbine.
+ + +** Michael Walde, Dip. Ing. for high vacuum and thin-film application technology wrote to me on 18 November 2017 via LinkedIn:
I think the idea is very good. I once did the calculation with thin-film solar surfaces on the transport pipes (roughly) and came to the astonishing conclusion that with an assumed distance of 400 km and a space utilisation of 50% on the pipe diameter, immense amounts of energy would be available: at least about 1.6 million square metres for solar use.
With an annual solar average of 1200 kWh / m² and 15% efficiency, 105 W / m², i.e. 168 kW, are summarised on the calculated area of radiant power.
An electric locomotive requires around 15 kWh / km [DB AG]. With a journey time of 3 hours and a distance of 400 km, the average power per locomotive would be 1500 kW.
The amount of energy generated would therefore be sufficient to operate several locomotives on the fictitious route; the tubular locomotives should also run even more efficiently than a conventional electric locomotive. Interesting, even if my assumed values reflect the facts in a very simplified way.
+++
=======
TubeWaySolar offers technical solutions to the following problems of modern transport:
# Unlike maglev trains, TubeWaySolar does not pollute the health of passengers or neighbouring residents with the harmful micro-Tesla radiation* of strong magnets
# CO2 emissions, noise, friction losses and the use of fossil fuels are completely eliminated with "TW"
# TubeWaySolar bypasses the air conditions that prevail outdoors, where resistance increases to the square with increasing speed
# TubeWaySolar effortlessly overcomes heights and crosses rivers and valleys with ease. This hermetic system is almost completely spared the increased effort normally required for travelling uphill due to the subsequent downward gliding of the same loads
# high costs for the maintenance of roads, motorways and the mostly empty railway tracks
# Emissions of environmental toxins and noise; sickening effects
# waste of valuable fossil and other
# high and short-lived material costs and
# high space requirements for transport
# Accident frequency and consequential damage
# Loss of time due to traffic jams and stress
TubeWay's therefore offer the solution to the climate-necessary traffic turnaround!
_____________________
How safe is TWS in operation and as a structure?
As is usual with railway networks, the TW networks are subject to separate national and supra-regional authorities. To this end, there are uniform standards for route logistics, network maintenance and servicing, among other things. In this sense, all TW networks also have a globally standardised standard diameter.
As a future means of transport, TubeWay would have to be equipped with completely new network control logistics. With a high standard for quantum-encrypted transport operations, it relies on laser radio and fibre optic telematics, as well as highly trained support and specialist personnel in all area structures.
All system functions are backed up by multi-monitoring computer systems as well as by
emergency power storage and emergency power generators for power failure operation.
Only passengers with a personal, active TW prepaid card can access the network and use it within the booked routes. The tube tunnels are secured against unauthorised access so that only passengers can enter and exit the sliding cabins or the lift systems. Each platform has recording videos and at least one supervisor on site.
Each cabin has a direct intercom system, fire extinguishing blankets and is monitored by cameras.
For system security, the lines are equipped with pressure anomaly detection at certain points and have external sound and motion detectors at sensitive points, and possibly a night vision system.
The defined high-security programmes in the logistics centre operate under constant supervision. The highest decision-making authority remains with human system monitors. Any necessary "slowing down" of a section is initiated by the regional control centre as a localised diversion. The AI tends to play second fiddle here.
If the braking command for a route section comes into effect, a rerouting system avoids this section via reverse loops, a station or a parking loop. If it is also necessary to get off the train, instructions are issued from the relevant control centre. Repair and/or rescue teams are instructed and immediately equipped accordingly on the way to the incident.
The front and rear sides of the cabins have escape doors that are open in the event of an emergency; at each pillar arch, the route offers an access or exit that can be used via cross-adjustable ladder rungs.
Units behind a handicap zone simply leave it, but those immediately in front are stopped and brought back pneumatically to the last turnout. The transport operations in the overall network thus remain unaffected.
The specifications of the TW technology do not allow the train to be driven up. Beforehand, the electric locomotive and the units would be slowed down via the control centre.
Even in the event of flooding, storms or moderate earthquakes, the transversely movable socket O-rings between the pipe modules offer the operating sections room for manoeuvre and subsequently - for salvage - favourable possibilities.
TW pillar bends located close to other ground traffic are structurally reinforced to withstand any severe impact.
A turning loop at the end of the extension leads traffic to the opposite track.
Dangerous goods remain entrusted to road freight and the tried-and-tested railway park-and-rail system. They may not be transported in TW.
All TW components are serviced or replaced with new ones at predetermined intervals.
If experts recognise a problem that I have not noticed, i.e. one that has not been technically considered, their feedback would be helpful and would be gratefully received.
_______________________
ADMINISTRATION AT TUBEWAYSOLAR
For quick booking, passengers tap their destination on the interactive touchscreen network map at the terminal portal. The TW-Card is then checked for credit and the identity of the cardholder; once the passenger reaches their destination, the distance traveled is automatically recorded at the exit barrier.
In the freight area, bookings are made via the Internet and their transportation is processed as a forwarding transaction. The route kilometres and weight used are billed via a user account.
The freight agency offers bulk, liquid, goods and refrigerated capsules. It manages these and also carries out the relevant loading logistics.
A transport cabin in the TW-SiS offers 6 tonnes or 15 Euro pallets - in the TW-IC network 13 tonnes payload as loading capacity for up to 22 Euro pallets.
All cabins can be emptied via Kant; sorting loading grippers are used for loading and unloading. This enables freight to be moved efficiently in terms of transport logistics.
Freight forwarders, harbours and factories can purchase or rent their own access tubes from the operator. This type of favourable transport leads to network expansions and brings correspondingly and result in correspondingly adapted loading terminals.
The largely private haulage business cooperates with TW-Netzlogistik and thus participates via its usage tariffs. The TW stations, on the other hand, are the responsibility of public transport.
___________________
Part 2.
TubeWaySolar-IC (InterCity)
The TW-IC uses the same technology as that already described in the TW-SiS. It is intended as a long-distance network linking major cities. The costs per kilometre of construction are approximately twice as high as those for the TW-SiS extension.
The route, which runs on average 7 metres above the ground, consists of approx. 17 metre long sandwich pipe modules. These sheet steel spiral pipes filled with XPS rigid foam have an internal diameter of around 2.7 metres. The stiffened pipe routes are weatherproof and can withstand any terrain load. These pipe modules (each weighing only approx. 7.5 tonnes) are connected by O-ring seals in their sliding sleeve and are also supported on slender pier arches and by vibration-free tension cable technology.
Here too, the bridge's structural engineering supports the bidirectional section, the sliding units and the media line.
50 metres of pier arch distance for the TW-IC means that approx. 50 tonnes of section weight plus an average of 20 tonnes of driving loads per arch support have to be carried. These relatively low loads bridge greater distances than would be possible with conventional modes of transport.
With the TW-IC, at a pier arch distance of 50 metres, approx. 50 tonnes of line weight plus an average of 20 tonnes of driving loads per arch support are carried. These relatively low loads bridge greater distances than have ever been possible with conventional modes of transport.
In sensitive natural areas, the route is gently extended using half-length modules, which are delivered by cargo helicopter; they hold the respective pipe module in suspension for rapid grouting on site.
Up to 120 people per cabin (or 13 tonnes of cargo transport capsules) glide in a permanent air to their pre-coded destinations. Cameras project a window-like view of the surroundings onto the monitor (optionally also films) and open up a panoramic high-altitude view in the IC.
Here, 30 metre long cabins glide over 1.5 metre wide, mirror-smooth stainless steel channels (similar to the TW-SiS). Overall, the now larger dimensions (from TW-SiS to TW-IC) have to be adapted to suit. The oil-free on-board compressor is also well soundproofed here.
The four seats per row in the TW-IC are arranged like in a coach. If necessary, there are also approx. 20 standing places in the centre aisle. An on-board WC is located near the exit.
______________________Part 3
The urban supply and disposal network - TW 40
... which has a sufficient diameter of 40 cm, transports loads weighing up to 16 kg in 85 cm long capsules at around 35 km/h to the respective recipients.
A flexible joint also ensures good manoeuvrability in the much tighter bends. In principle, they glide to their destinations using the same transport technology as the large TWs. 41
This urban supply and disposal network (TW-40) would be ideal within our urban centres - e.g. for
e.g. for ordered shopping, official documents, food delivery, postal and parcel services, waste disposal, etc. - would generally be of great benefit.
Companies and private individuals could be connected to the 40 cm network as subscribers - as is the case with district heating.
Laid under the pavement (in covered shafts), it would be fed right up into the buildings. Regional and municipal "postal network customers" send the corresponding capsules to the addressees according to their order.
Part 4
What are the business aspects of TubeWaySolar?
The rich technical and logistical experience and proven partnership of SIEMENS Mobility, DB and ÖBB should, through TWS, once again set out on a common path to success.
The TubeWaySolar approach could complement the existing transportation systems and would offer the successive conversion of those parts of the network that suffer from chronic inefficiency. Just like the dinosaurs in the past: they had to die out because they could not invest in further growth; TWS is setting the course for an economically sensible reorientation!
TWS mobility provision does require some upfront investment and carefully planned implementation steps, but once established, TubeWay investors and operators could generate steady, secure profits. But the constant increase in CO2 from global warming also creates an acute need for action! Oil crises and rising energy costs do not affect TubeWaySolar or even allow it to grow indirectly.
At the same time, a variety of business sectors would emerge. In terms of legal form, for example, it is conceivable that the tube routes could be nationally owned; the solar energy output could come from a public limited company, and the vehicle fleet could be under public administration. Several mixed forms are therefore possible here.
Does TubeWaySolar have a realistic chance with us?
In other words: what existential tipping points fundamentally affect combustion engines, air travel and rail transport, which is still regarded as moderate?
At the latest, the vast expanses of the USA should be happy to offer space for TubeWays - space between their east and west coasts and in some of their states! Should Europe also be reluctant to miss this opportunity?
TubeWay mobility can revitalise key segments of our market and working world. The result is a win-win situation for customers, operators and our immediate environment.
Not a single drop of used petrol ever becomes available crude oil again! The fluctuating costs of the enormous oil imports also keep Europe dependent on Russia and the rest of OPEC.
Oil crises and rising energy costs do not affect TWS or even allow it to grow indirectly. In particular, the constant increase in CO2 from global warming is now creating an acute need for action.
TWS supplements existing transport systems and offers the successive conversion of those parts of the network that suffer from chronic inefficiency. Just like the dinosaurs in the past: they could not invest in further growth; TWS represents an economically sensible reorganisation!
The usual objections from affected landowners need not be feared by the high-route TW lines; no land is divided or agriculturally restricted. Tube Way glides over fields, woods and pastures - visually discreet - as well as emission-free and noise-free - away. Sustainable energy technologies are already recording high growth rates. They promote employment, energy mix, social security and monetary circulation.
Market - competitors - strategy
Overall, we need to develop sustainable solutions for our future general mobility needs!
If well planned, a prototype route could already establish itself as profitable. Due to its ecologically relevant, gentle and connection-friendly technology, a broad customer identification with this modern form of mobility would quickly emerge.
After its construction, TubeWay is no longer dependent on permanent public funding. On the basis of pneumatic solar operation, TW passenger and freight transport would also glide along in a low-cost and unrivalled "micro-float".
Business advantages with TubeWaySolar
# Reliability in terms of departure and arrival times for deliveries and passenger transport
# Even an airport feeder route can act as a seed for growing TW networks
# 100% solar, i.e. fuel-free and resource-saving eco-market advantage
# High acceptance - sympathy factor - low resistance from neighbouring residents
# Areas that implement TW can enjoy considerable benefits in future
# Enormous savings potential compared to traditional transport
# Good ratio of investment, amortisation and profit
# Relatively low costs for operation and maintenance
# High prestige value, high safety standards
Should future transport be solar?
Absolutely! With TubeWaySolar - as a broad-based transport system - we can prolong the preservation of the precious resources of crude oil and natural gas. We also need our crude oil for an ecological future for many applications that we are not yet aware of.
Our mineral oil is far too valuable for climate-damaging exhaust fumes, plastic waste and road asphalt! TubeWay specifically reduces oil imports, climate-damaging pollutant levels, noise and traffic accidents.
Hydrogen, for example, always has to be pre-produced by means of expensive water splitting using electricity. Other options are also not the best from an energy point of view.
TubeWay helps to reduce the CO2 pollution caused by fossil electricity and the dangers of electricity generated by nuclear power plants.
The transition to renewables can be to everyone's advantage. After all, it should and must enable our descendants to live. After all, our biosphere is actually in danger globally!
Comparisons with the state of the art
An overview of alternative and innovative forms of mobility and drive technologies can be found in the link:
http://www.faculty.washington.edu/jbs/itrans >> list of 100+ systems >> tubeway; and at
https://www.buch-der-synergie.de/c_neu_html/c_11_12_neu_mobile_prt_04_kapsel.ht
There you will find a collection of mobility approaches from all over the world, some of which have already been realised. TubeWay is also evident in these. The articles on pneumatic tube systems in Wikipedia are also interesting.
TW can be developed based on the pneumatic tube system that has been tried and tested for 160 years. TW transports passengers as well as goods using the all-moving solar-electric internal drive.
TubeWay wants to avoid linear motors with magnet-induced track equipment due to the unresolved issue of compatibility with their high microtesla use, the limited availability of magnet material, weight reasons and high noise levels.
We are currently in a lively discussion process in which suitable alternatives with responsibility for people and nature are sought.
TubeWay possibly stands for the decision in favour of technically simple, ecological mobility. The global shortage of resources and energy is also creating a need for rapid alternative solutions, including in the transport sector as a whole.
History: The original vacuum tube transport system was proposed by George Medhurst as early as 1799. Michael Verne, son of Jules, improved it in 1888 as a pneumatic tube transport. In 1904, Robert Goddard described a Vactrain Maglev; and soon afterwards, an underground and purely pneumatic test track paid for by a banker was already transporting people in New York - but this was not extended.
Does TubeWaySolar still have an upcycling use in the end?
Yes, after their service as cabins and tube modules, they still serve as:
# housing estates staggered into pyramids
# weather-protected cycle paths
# green house tunnels
# remodelled living spaces
# as storage volumes and much more.
+ + + + +
Written reference from the: Vienna Environmental Protection Department - MA22 Vienna, 14/02/2013
Dear Mr Thalhammer
Your TubeWay appears to be a modern, sustainable, ecological and therefore promising mobility solution. TubeWaySolar could - without competing with current means of transport - form new urban extensions.
If the results are favourable, it would be quite realistic to implement the system, initially on test routes, to gain practical experience.
As Austria is known worldwide for technical innovations, we believe that your idea has good chances of being realised, especially in times of energy price uncertainty.
In this context, we would like to draw your attention to the development bank (AWS) and EU funding programmes which, in your case, could provide a financial support for the in-depth studies required in your case.
We wish you every success in realising 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
I hope that the TWS implementers do not risk anything with BIT and similar. Coins, so that all investors have real security with regard to their investment! Cryptos are ultimately just a pseudo-current darknet.
We need to encourage high finance and big industry to switch to sustainability and the preservation of our globally shared foundations!
Using TubeWaySolar as a broad-based transport system, we can also extend the availability of the precious resources of crude oil/natural gas. We will still need our fossil reserves for many things in the long term. However, our mineral oil is far too valuable for climate-damaging exhaust fumes and road asphalt!
Just as our heart manages to supply each of our body cells with life energy, we should be able to create new solar transport arteries that connect us and enable us to ensure our general mobility.
~ ~ ~ ~ ~ ~ ~
It remains to be seen whether Elon Musk's Hyperloop will provide a broadly feasible general solution to our future need for general mobility. Hyperloop-One, Virgin Hyperloop and HTT have been running an investment rip-off for years with ever new Maglev success stories in technically vague 3D short videos.
This and more is well traced in www.buch-der-synergie.de under "Hyperloop".
*https://www.ingenieur.de/technik/fachbereiche/verkehr/china-plant-magnetschwebebahnen-in-zwei-grossstaedten/ and spexialy in: https://www.tandfonline.com/doi/full/10.1080/03081060.2020.1828935#abstract
SIEMENS, Bombardier and Alstom could join forces to take the major Industry 4.0 task of TWS from the planning stage to TWS expansion!
_____________________
See my video at www.youtube.com/watch?v=19YDKukm2vc&t=18s
See also : www.youtube.com >> tubewaysolar - for a clea future - and in: https://www.buch-der-synergie.de
Images and 3D video - by Petrus Gartler, Graz - Designerei / 2003 and Pexels and Pixabay
© 2002 - Michael Thalhammer; last updated 08.2024
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The "TubeWaySolar" research project presents an innovative concept for an emission-free, solar-powered transport system that could serve as an alternative to conventional modes of transport such as road and rail transport and the Hyperloop.
🌞 What is TubeWaySolar?
TubeWaySolar is a concept for a pneumatically powered transport system that runs in stable, insulated tubes. The tubes are covered with photovoltaic films that convert solar energy into electricity. The system is designed to enable both passenger and freight transport in an efficient and environmentally friendly way.
🚄 Comparison with Hyperloop and maglev railway
- Hyperloop: A high-speed transport system designed to operate in almost vacuumised tubes at speeds of over 1000 km/h. However, current studies show that Hyperloop is not yet fully conceptualised and many technical components are still in the early stages of development. tc.canada.ca
- - Magnetic levitation train (Maglev): Utilise magnetic fields for levitation and locomotion. Projects such as Nevomo are working on integrating such technologies into existing rail networks. en.wikipedia.org
- - TubeWaySolar: Utilises a combination of pneumatics and solar energy to offer a sustainable and cost-effective alternative. With speeds of up to 300 km/h and a capacity comparable to a six-lane motorway, it represents a viable solution for the future of transport.
- 🌍 Conclusion
- TubeWaySolar offers a promising, environmentally friendly alternative to existing transport systems. Compared to Hyperloop and Maglev, it is characterised by less complexity, lower costs and faster implementation. The combination of solar energy and pneumatics could make a significant contribution to sustainable mobility in the future.
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Unfortunately, the ownership claims patented in the Geneva-based World Patent Office and national patent offices are also authorised as "lawful" for medicines, seeds, genetic creations, i.e. even for living things! These encroachments show the extent to which the field of "intellectual property protection" has already become purely capitalist manipulation.
