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Power and data transmission lines
The roofing of rivers,
channels, freeways and
roads provides not only
ideal conditions for
power generation but
also for transmitting
different types of
electric current of
various voltages through
power lines. By the
connection of Italy’s,
Austria’s and Germany’s
networks we can
strengthen the European
integrated network and
our position at the
market itself.
POWER AND DATA
TRANSMISSION LINES
4.1 The
roofing of rivers,
channels, freeways and
roads provides
not only ideal
conditions for power
generation but also for
transmitting different
types of electric
current of various
voltages through power
lines. This allows for
the quicker expansion
and/or improvement of
the overloaded and
insufficient public
transmission and supply
grid since no additional
land is needed. Heading
towards the lowlands,
rivers become
increasingly broader.
Due to the stipulated
pitch, the roofing will
be increasingly higher.
It consequently provides
more space for electric
current transport lines.
At the same time, the
channel tunnels
underneath the main
ridge of the Alps and
the freeways across the
Alps facilitate
additional grid
connections. The
European electricity
grid as well as the
intra-community
electricity market will
thus be strengthened.
4.2 The
respective lines
also allow for feeding
the European electricity
grid with power
generated by the
Tyrol-Adriatic power
stations - Project A.
The high bottleneck
output of 3.500 MW and
the pump output of 2,000
MW result in a high
standard output able to
compensate the
short-term failure of
2,000 offshore wind
turbines. Therefore,
said installations can
be effectively used to
control and safeguard
the power supply.
TRANSEUROPEAN
NETWORKS - T E N
The
Tyrol-Adriatic
Projects
meet the
requirements
for being
incorporated
in the TEN
ranking.
This applies
in
particular
to:
-
B
the
Danube-Tyrol-Adriatic
Sea
Marine
Passage;
-
C
the
electrified
lanes
for
electric
powered
vehicles
on
waterways,
channels,
freeways
and
roads;
-
D
the AC
and/or
DC power
and data
transmission
lines
spanning
across
rivers,
waterways
and
freeways,
which
create
perfect
conditions
for the
interconnection
of power
grids
and data
lines in
Europe.
FINANCING
6.1 With the
proceeds gained from
selling the real estate
in hillside building
complexes at the raised
hills created from
tunnel mining material:
6.1.1
at the north portal east
of Innsbruck (Tirolcity);
6.1.2
at the south portal in
between Gargazon and
Vilpian (MeBoCity);
6.1.3
at the Garda portal
south of Torbole (Gardacity),
if the junction Adige-Lake
Garda should be
realized.
- Depending on the
construction
progress, said
proceeds will be
available as soon as
one or two years
after construction
start. It is thus
possible to finance
a large part of the
Danube-Tyrol-Adriatic
Sea Marine Passage.
6.2 With the
compensation gained from
feeding in electricity
generated for electric
powered vehicles and not
directly consumed by the
same, i.e.:
6.2.1
by PV film covering on
routes of roofed rivers,
waterways, freeways,
roads;
6.2.2 by the
updraft power plants on
roofing;
6.2.3 by the
hydropower stations at
the weirs of rivers and
waterways.
6.3 By fees
charged for using
electrified traffic
lanes on roads, freeways
and waterways and
respective power
consumption.
6.4
By making more than
10,000 ha of land in
former river basins
available for
agricultural use.
6.5 By fees charged
for the use of parks,
sports facilities,
tourist attractions and
leisure facilities
located at the riverside
and waterways.
6.6 The multiple use of
channel tunnels and
roofing of waterways,
freeways and roads also
allows for allocating
the costs to respective
forms of usage, i.e.:
6.6.1
PV power generation;
6.6.2
installation of tracks
for lightweight overhead
railways, road vehicles
and watercraft;
6.6.3
transmission of data and
electric current.
6.7 The
synergies featured by
the Tyrol-Adriatic-Project
deserve special emphasis.
For public institutions
like old-age insurances
and pension funds, banks
and credit institutes as
well as for private
individuals, this
project constitutes an
excellent option for
safe investments.
ENVIRONMENT
7.1 The PV
roofing
requires idle surfaces
only.
7.2
Electricity for e-mobility
will be generated
directly on the PV roof
above, by updraft
turbines or hydropower
stations as renewable
energy. The 500 km of
the Brenner route
freeway crossing the
Alps alone serves to
replace 1,000,000 liters
of fossil fuel by
locally generated
renewable energies every
day.
7.3
The pollution mainly
caused by heavy goods
vehicle traffic
especially on freeway
routes leading through
the Alps would abruptly
reduce.
7.4 The guidance system
integrated with the
overhead lines
facilitates improved
traffic safety.
7.5
Electrified lanes offer
the opportunity for
private transport or
battery-powered busses
to drive in the
respective lane and – by
using a telescope-like
current collector (pantograph)
– to not only continue
their journey being
powered by electricity
but to also recharge
their batteries while
doing so in order to
gain more independence.
7.6 E-mobility
serves to recover
braking energy.
7.7 Power
transmission lines
run through the
roofing. Transmission
lines interfering with
the landscape can thus
be demounted.
THE FEASIBLE AND
PROMISING CONCEPT OF THE
TYROL-ADRIATIC PROJECT
IS MORE THAN JUST AN
ALTERNATIVE TO THE BBT
8.1 The intended
Brenner Base Tunnel,
together with its save
and ventilation tunnels,
is longer than the
channel tunnel from Inn
to Adige, running
through the Alp’s main
ridge.
8.2 The railway base
tunnel requires
the construction of new
access routes north and
south of the BBT.
Valleys and communities
are thus separated and
exposed to noise
pollution, which is the
reason why routing is
also demanded for access
route tunnels. This will
result in additional
routes that are several
times as long as the
BBT.
8.3
As high-speed line,
the BBT is not qualified
for mixed traffic.
Traffic experts thus
doubt that the BBT will
serve to relieve the
heavy traffic on the
Brenner freeway. The
common goods and
passenger traffic would
have to be transacted on
the existing Brenner
route as is the case by
now. Consequently, any
reduction of the
environmental pollution
caused by vehicle
traffic – and in
particular heavy goods
traffic – is not in
sight.
8.4 The rating
of the railroad line
Berlin-Palermo
including BBT as TEN-T-
EU scheme of priority
took place in 2004, i.e.
at a time when the
Tyrol-Adriatic Project
concept (which generates
the following
innovations) did not yet
exist.
8.5 The
Danube-Tyrol-Adriatic
Sea Marine Passage
creates the condition
required to shift a
large part of the goods
in traffic between
northern and southern
Europe from road to
inland shipping. As an
indirect result thereof,
the environmentally
friendly transportation
of goods on Europe’s
waterways will increase
as it will then be
possible to travel also
larger distances on
inland waterways without
any interruption and to
access the Adriatic Sea,
which is a gate to the
southern parts of the
world.
8.6 The lightweight
suspension or
overhead railroad itself
as advanced, safe and
budget-friendly means of
transport. It does not
require any additional
land, as it passes
through the 78 km long
Alpine Channel Tunnel
and runs in the roofing
above existing traffic
routes such as waterways,
freeway or in the open
air above roads all the
way into respective city
centers. It can help to
improve the quality of
heavy goods traffic and
might be a good
incentive to change from
passenger car or even
airplane to this
transport means. It will
furthermore also be able
to outperform the
results expected from
the BBT.
8.7 The use of electric
powered inland
ships, road vehicles or
overhead railways will
without a doubt cause
enormous savings in
fossil fuels and
respective reductions in
CO2 emission, noise
pollution and pollutant
loads – to a far greater
extent and within less
time as expectable from
BBT and railroad.
8.8
That means, before any
further railway lines
are built to cross the
Alps, the first linkage
between European inland
waterways and the
Adriatic and
Mediterranean Sea should
be established. Likewise,
the Tyrol-Adriatic-Project
with its Alpine Channel
Tunnel should be
realized instead of the
BBT.
8.9
The overall project will
cause change, in
particular with respect
to a step towards more
human and
environmentally friendly
traffic. Natural
resources will be
incorporated and
integrated with a
concept and contribute
to progress all across
Europe.
Tirol-Adria
Project Ideator & Manager: Albert Mairhofer
As of
January 2013
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