UST: News

A detailed review with comments from the General designer of the project designing organization Anatoly Yunitskiy and Head of rolling stock Department Andrey Zaitsev:

Translation of the video:

Mikhail Kirichenko: Hallo, dear friends! I am with you again. I was on vacation most of September, stocked up with energy and plunged in work with new strength. Today you will see how I do it. The weather is fine today. We are at EcoTechnoPark, but not only because of good weather. The thing is, we haven't seen the Head of rolling stock Department at SkyWay Technologies Co. Andrey Zaitsev for a long time. We arrived and here he is. Good afternoon, Andrey!

Andrey Zaitsev: Hallo, Mikhail!

M.K.: Tell us what you are doing here today.

A.Z.: Today it is the first day of testing an urban unibus on the superlight track structure.

M.K.: Here it is approaching. You will all see it now. What was the need to test it on it, because quite recently we saw unibike tested on semi-rigid and slack tracks, then - on the truss. And now they have swapped places with unibus.

A.Z.: All the types of our routes are universally applicable for our whole rolling stock. You may say they are interchangeable. Now it is time for unibus to get on the superlight track.

M.K.: What particular parameters and features are checked here? As I understand, it is something that could not be checked on other types of the track.

A.Z.: Partially, yes. In contrast to the truss route and semi-rigid track, which are horizontal, the superlight track has gradients: both ascends and descends. Therefore, traction and dynamic features are checked under new conditions. We also check all the other parameters, like noise, smoothness of movement.

M.K.: The other tested features were explained in detail by the General designer of SkyWay Technologies Co. Anatoly Yunitskiy. He also answered the questions frequently asked lately about the railhead, track structure and also described how SkyWay could replace stits. Moreover, he will speak not only about unibike.

Anatoly Yunitskiy: The thing is, we have three types of track structure. I spoke about it many times and I'll repeat again. We have a slack track structure, where strings and the railhead are arranged in parallel. I'll speak separately about the railhead. Then it is a semi-rigid rail, a lightweight structure, where there is a hollow rail, later to be filled with concrete, the cables pass with a sag and hold the track, which can also have a small sag, just as we have done it in the lightweight system. I will also explain later, why we have done it so. It may be with a counter-curvature. And the third type of the track structure is with a rigid truss, where strings are arranged in parallel with the railhead and ground. They pass evenly. It is done so to achieve 500 km/h speed on this structure. It needs very high smoothness. At low speeds high smoothness is not needed. It should be sufficient for a comfortable travel. Since we make all the systems for suspended transport inclusively, all our rolling stock is produced with the same standards of suspended movement. Therefore, it can move both on the slack track structure, semi-rigid rail and rigid rail of the string truss. We are simply demonstrating it. All the three types. We shall enter the market with all the options of track structure, because in particular cases any of the three variants may be more suitable and profitable. Therefore, we are entering the market with a range of proposals and the probability of buying our technology will be much higher. That's why we are doing it.

M.K.: You started to speak about speed. By the way, what speed did unibus show at the slack track structure?

A.Y.: Yesterday it was about 100 km/h, today it will be above 100 km/h. It will not be able to show a higher speed, though it is designed for 150 km/h, because the track is very short. It is impossible to reach it on the 800-m long track for a heavy vehicle of public transport, like a metro, train or a tramway. It is not a car with excess power that can start quickly and reach this speed within 2-3 seconds. Public transport cannot do it.

M.K.: Really, not all the passengers have the possibilities of a sportsman.

A.Y.: They are not astronauts and we are transporting not wood.

M.K.: You promised to say something about the railhead.

A.Y.: We do not have a rail and a railhead in traditional understanding, because we have quite a different bearing. Yes, we have a steel wheel and a steel rail, but the bearing is different. A railway wheel pair is a 1-ton iron element joined with a bar. The bearing is conical there. The railhead has a cylindrical surface, i.e. a cone rests on a cylinder. Therefore, there are many disadvantages in a railway. Higher noise, higher depreciation, strikes with a ridge, which sweeps away the railhead and the rail does not stay long. As an engineer and inventor, I removed these disadvantages of the railway. We have a cylindrical wheel resting on a flat railhead, on a plane. Therefore our railhead is the surface, on which the wheel rests and rolls. It is a surface, which is flat, because the wheel is a cylinder. This flat surface may be a wall of a tube, a wall of a channel bar. It may be made as a separate element. Anyway, it will be a railhead. That's why we have worked out the use of the rail body as a string. There were many indignant cries from trolls in the Internet. How? No strings there? But the stretched rail body is also a string. It will be with a sag, so what? This sag was admissible to get a speed of 60-80 km/h. We have also made special research. I've done it long ago. The movement of a wheel on an uneven surface. Not just a steel wheel, but a wheel with a suspension member and a damper creating a load on the wheel. We needed to find out what movement would be comfortable. That is important. In fact, we are creating and selling neither rails, nor sleepers, nor strings, nor wheels, etc., but a transportation service to transfer passengers and cargo from point A to point B. And the transportation service has different notions compared to iron. It has the notion of haulage prime cost, the notion of transportation comfort, the notion of motion smoothness, the notion of eco-friendliness including noise level, services and so on. It has no technical terms. If all these features are good, like a transportation service, they will buy this service from us. So, we shall build the routes, where passengers and cargo will be transferred. Well, here we have unevenness diagrams worked out for various spans from 100 mm to 1 km long. And also for a sinusoidal surface that our track structure is now. It may be like this, and the waveform may equal to zero, if it is even. And it may be the opposite, if it is bulged in the counter-curvature. Let us take a 40-m span at the lightweight system. Here is the diagram for a 40-m span. There are curves here for motion smoothness of 2.5 W. It is the feeling as if you are sitting on a sofa and witching TV. Actually, no vibrations are felt. The railway has 3.5 W. These are curves for various motion speeds including 125 m/sec or 450 km/h. We show here admissible unevenness for comfortable movement and the so-called static suspension movement under the full load. It is from 10 mm to 1,000 mm. Unevenness here is from 0.1 mm to 1,000 mm, that is to 1 meter. If we take a curve for 60 km/h, here is the line, then at the static suspension movement of 30 mm, like in a tram, the admissible unevenness of the track will be 150 mm.

M.K.: That is 15 cm.

A.Y.: 15 cm! And it will be a comfortable travel. Why should we do an absolutely even track investing extra millions of dollars, if nothing is changed from the viewpoint of comfort. Moreover, when we have a wavelike movement, in fact, it is better for man. I'll explain why. If a man sits on a sofa for several years, he will not live long. This is clear. But if he goes on walking for years, he will live long. Why? Because when he is walking, his head and body move down with every step. It is the oscillation. And they move down by 50-60 mm. In this case, the frequency is also important. The optimal frequency is 1-2 Hz. A man feels badly at larger frequencies. For example 3, 5, 7, 10...

M.K.: Well, one oscillation per second, right?

A.Y.: Yes, this is just for our span. We shall have approximately the same frequencies at the speed of 20 m/sec, i.e. 72 km/h. It means a passenger will have a feeling as if not riding, but walking. It is better for him, then sitting motionless. It is not only less costly, because there will no need to stretch a string, to make counter-curvatures, etc., but is also more useful for a passenger's health. He will have to do less sports and less jogging or walking in the morning. He will travel doing stints.

M.K.: Most probably you've been waiting for it impatiently. I offer you to watch testing of the 14-hassenger unibus on the lightest flexible track structure.

Sign up to our YouTube channel. Stay tuned for the news update at our official website. Support our project. You made sure that there is nothing more beautiful than Yunitskiy's string transport among other transportation systems. And according to Dostoyevsky, the beauty will save the world.

3 October 2017		EcoTechnoPark: running tests of 14-passenger unibus on superlight track structure A 14-passenger SkyWay unibus is one of the models of rolling stock designed to carry passengers on urban and suburban routes. The vehicle runs on electric drive and can reach speeds of up to 150 km/h, while consuming much less energy than any of the existing cars. The cabin of the unibus has 2 seats, it is equipped with climate control, audio and video information devices for passengers. Unibus can move on all types of string rails: rigid, semi-flexible and flexible ones. The performance of the SkyWay line equipped with 14-seat unibuses may reach 25 thousand passengers per hour in one direction, which is comparable to the performance of a metro, while the cost of construction of the SkyWay line will be tenfold lower.

		A detailed review with comments from the General designer of the project designing organization Anatoly Yunitskiy and Head of rolling stock Department Andrey Zaitsev: Translation of the video: Mikhail Kirichenko: Hallo, dear friends! I am with you again. I was on vacation most of September, stocked up with energy and plunged in work with new strength. Today you will see how I do it. The weather is fine today. We are at EcoTechnoPark, but not only because of good weather. The thing is, we haven't seen the Head of rolling stock Department at SkyWay Technologies Co. Andrey Zaitsev for a long time. We arrived and here he is. Good afternoon, Andrey! Andrey Zaitsev: Hallo, Mikhail! M.K.: Tell us what you are doing here today. A.Z.: Today it is the first day of testing an urban unibus on the superlight track structure. M.K.: Here it is approaching. You will all see it now. What was the need to test it on it, because quite recently we saw unibike tested on semi-rigid and slack tracks, then - on the truss. And now they have swapped places with unibus. A.Z.: All the types of our routes are universally applicable for our whole rolling stock. You may say they are interchangeable. Now it is time for unibus to get on the superlight track. M.K.: What particular parameters and features are checked here? As I understand, it is something that could not be checked on other types of the track. A.Z.: Partially, yes. In contrast to the truss route and semi-rigid track, which are horizontal, the superlight track has gradients: both ascends and descends. Therefore, traction and dynamic features are checked under new conditions. We also check all the other parameters, like noise, smoothness of movement. M.K.: The other tested features were explained in detail by the General designer of SkyWay Technologies Co. Anatoly Yunitskiy. He also answered the questions frequently asked lately about the railhead, track structure and also described how SkyWay could replace stits. Moreover, he will speak not only about unibike. Anatoly Yunitskiy: The thing is, we have three types of track structure. I spoke about it many times and I'll repeat again. We have a slack track structure, where strings and the railhead are arranged in parallel. I'll speak separately about the railhead. Then it is a semi-rigid rail, a lightweight structure, where there is a hollow rail, later to be filled with concrete, the cables pass with a sag and hold the track, which can also have a small sag, just as we have done it in the lightweight system. I will also explain later, why we have done it so. It may be with a counter-curvature. And the third type of the track structure is with a rigid truss, where strings are arranged in parallel with the railhead and ground. They pass evenly. It is done so to achieve 500 km/h speed on this structure. It needs very high smoothness. At low speeds high smoothness is not needed. It should be sufficient for a comfortable travel. Since we make all the systems for suspended transport inclusively, all our rolling stock is produced with the same standards of suspended movement. Therefore, it can move both on the slack track structure, semi-rigid rail and rigid rail of the string truss. We are simply demonstrating it. All the three types. We shall enter the market with all the options of track structure, because in particular cases any of the three variants may be more suitable and profitable. Therefore, we are entering the market with a range of proposals and the probability of buying our technology will be much higher. That's why we are doing it. M.K.: You started to speak about speed. By the way, what speed did unibus show at the slack track structure? A.Y.: Yesterday it was about 100 km/h, today it will be above 100 km/h. It will not be able to show a higher speed, though it is designed for 150 km/h, because the track is very short. It is impossible to reach it on the 800-m long track for a heavy vehicle of public transport, like a metro, train or a tramway. It is not a car with excess power that can start quickly and reach this speed within 2-3 seconds. Public transport cannot do it. M.K.: Really, not all the passengers have the possibilities of a sportsman. A.Y.: They are not astronauts and we are transporting not wood. M.K.: You promised to say something about the railhead. A.Y.: We do not have a rail and a railhead in traditional understanding, because we have quite a different bearing. Yes, we have a steel wheel and a steel rail, but the bearing is different. A railway wheel pair is a 1-ton iron element joined with a bar. The bearing is conical there. The railhead has a cylindrical surface, i.e. a cone rests on a cylinder. Therefore, there are many disadvantages in a railway. Higher noise, higher depreciation, strikes with a ridge, which sweeps away the railhead and the rail does not stay long. As an engineer and inventor, I removed these disadvantages of the railway. We have a cylindrical wheel resting on a flat railhead, on a plane. Therefore our railhead is the surface, on which the wheel rests and rolls. It is a surface, which is flat, because the wheel is a cylinder. This flat surface may be a wall of a tube, a wall of a channel bar. It may be made as a separate element. Anyway, it will be a railhead. That's why we have worked out the use of the rail body as a string. There were many indignant cries from trolls in the Internet. How? No strings there? But the stretched rail body is also a string. It will be with a sag, so what? This sag was admissible to get a speed of 60-80 km/h. We have also made special research. I've done it long ago. The movement of a wheel on an uneven surface. Not just a steel wheel, but a wheel with a suspension member and a damper creating a load on the wheel. We needed to find out what movement would be comfortable. That is important. In fact, we are creating and selling neither rails, nor sleepers, nor strings, nor wheels, etc., but a transportation service to transfer passengers and cargo from point A to point B. And the transportation service has different notions compared to iron. It has the notion of haulage prime cost, the notion of transportation comfort, the notion of motion smoothness, the notion of eco-friendliness including noise level, services and so on. It has no technical terms. If all these features are good, like a transportation service, they will buy this service from us. So, we shall build the routes, where passengers and cargo will be transferred. Well, here we have unevenness diagrams worked out for various spans from 100 mm to 1 km long. And also for a sinusoidal surface that our track structure is now. It may be like this, and the waveform may equal to zero, if it is even. And it may be the opposite, if it is bulged in the counter-curvature. Let us take a 40-m span at the lightweight system. Here is the diagram for a 40-m span. There are curves here for motion smoothness of 2.5 W. It is the feeling as if you are sitting on a sofa and witching TV. Actually, no vibrations are felt. The railway has 3.5 W. These are curves for various motion speeds including 125 m/sec or 450 km/h. We show here admissible unevenness for comfortable movement and the so-called static suspension movement under the full load. It is from 10 mm to 1,000 mm. Unevenness here is from 0.1 mm to 1,000 mm, that is to 1 meter. If we take a curve for 60 km/h, here is the line, then at the static suspension movement of 30 mm, like in a tram, the admissible unevenness of the track will be 150 mm. M.K.: That is 15 cm. A.Y.: 15 cm! And it will be a comfortable travel. Why should we do an absolutely even track investing extra millions of dollars, if nothing is changed from the viewpoint of comfort. Moreover, when we have a wavelike movement, in fact, it is better for man. I'll explain why. If a man sits on a sofa for several years, he will not live long. This is clear. But if he goes on walking for years, he will live long. Why? Because when he is walking, his head and body move down with every step. It is the oscillation. And they move down by 50-60 mm. In this case, the frequency is also important. The optimal frequency is 1-2 Hz. A man feels badly at larger frequencies. For example 3, 5, 7, 10... M.K.: Well, one oscillation per second, right? A.Y.: Yes, this is just for our span. We shall have approximately the same frequencies at the speed of 20 m/sec, i.e. 72 km/h. It means a passenger will have a feeling as if not riding, but walking. It is better for him, then sitting motionless. It is not only less costly, because there will no need to stretch a string, to make counter-curvatures, etc., but is also more useful for a passenger's health. He will have to do less sports and less jogging or walking in the morning. He will travel doing stints. M.K.: Most probably you've been waiting for it impatiently. I offer you to watch testing of the 14-hassenger unibus on the lightest flexible track structure. Sign up to our YouTube channel. Stay tuned for the news update at our official website. Support our project. You made sure that there is nothing more beautiful than Yunitskiy's string transport among other transportation systems. And according to Dostoyevsky, the beauty will save the world. BUILD SKYWAY — SAVE THE PLANET!
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