Think Big !

or

Great Things Simply Have To Be !

 

EURO AUTO BAHN

=
Employment
Energy Saving
Environmental Protection


Idea and Design
Wolfgang Feierbach

Why a EURO AUTO BAHN ? Because without an Europeanwide long-range traffic network, railway and highway traffic will collapse in the first decade of the new century. Short-range traffic obstructs long-range traffic and vice versa.
What means EURO AUTO BAHN ? The EURO AUTO BAHN transports all vehicles including their load over long distances in Europe. Trucks, even with extra large or extra heavy loads (train width and height approx. 8 m x 8 m), containers, vans, parcel services, mail vans, omnibuses, caravans, boats, cars, persons with luggage, persons with wheel-chairs, persons with bicycles - and all at an unobstructed speed of 150 km/h, eg. 1,350 km from Berlin to Paris in about nine hours.
20 Questions 20 Arguments
1. Isn't it desirable ? If long-range traffic on the highways would be eased by the
EURO AUTO BAHN !
2. Isn't it desirable ? If a new traffic system would be financed privately, especially regarding the low public budgets !
3. Isn't it desirable ? If a new traffic system would operate Europeanwide !
4. Isn't it desirable ? If by the construction of the EURO AUTO BAHN
130.400 new jobs would be created for at least 10 years !
5. Isn't it desirable ? If no arable, wooded or meadow areas have to be used
for that new traffic system !
6. Isn't it desirable ? If only existing traffic space would be used more efficiently !
7. Isn't it desirable ? If no pollution would be emitted by the new traffic !
8. Isn't it desirable ? To generate electric energy for driving with fuel cells on board !
9. Isn't it desirable ? To gain effective energy savings by using low-loss
electric wheel drum motors
10. Isn't it desirable ? To support a low-noise train rolling on rubber tyres !
11. Isn't it desirable ? If a train would run in its own topless conduit,
and therefore would be nearly invisible and
inaudible for the environment !
12. Isn't it desirable ? To build a train in a way that accidents are prevented by the construction principle alone ! (one-way roundabout traffic)
13. Isn't it desirable ?

If the EURO AUTO BAHN would carry trucks, even with extra large or extra heavy loads, containers, vans, parcel services, mail vans, omnibuses, caravans, boats, cars, persons with luggage, persons with wheel-chairs, persons with bicycles - all at an unobstructed speed of 150 km/h !

14. Isn't it desirable ?

If the EURO AUTO BAHN would run at an unobstructed speed of 150 km/h ! That is twice the speed for trucks and top speed for cars on free highways, plus spared stress and accident reduction. One reaches his destination well rested.

15. Isn't it desirable ?

If the EURO AUTO BAHN would offer cabins
similar to a ferry boat !

16. Isn't it desirable ? If there would be space for bicycles, wheel-chairs and
luggage on the EURO AUTO BAHN ! (lockable of course)
17. Isn't it desirable ? If the cabins could be locked to move around the train freely and enjoy the multiple services offered like those on ferry boats !
18. Isn't it desirable ? If the time on the train could be spent with leisure activities !
19. Isn't it desirable ? For travellers in Europe to enjoy an unblocked beautiful view not hindered by passing pylons or graffiti painted old factory buildings. The elevation of the EURO AUTO BAHN discloses beautiful landscapes to the passengers !
20. Isn't it desirable ? To build an ideal route of approx. 10,835 km in Western Europe within 10 years ! (Eastern Europe and Asia will follow)
The project in detail:
The privately financed European high-performance train
(1.)
There is plenty of money - in private hands, at financial institutions and banks in Germany and all over Europe. It isn't put in circulation because really clever and interesting projects don't exist or are held back for potential ecological damage. With a European high-performance train for long distances - for Inter-European transport of goods on wheels, for car traffic and for holiday traffic - financial interests and ecological protection can be combined for everyone's advantage in a completely new symbiosis. We can raise funds for this large project. But for this fundamental approval by the government and certain special ministers is necessary as well as a law to permit general planning and building. Also needed is the assistance by the foreign minister to support this project in Europe. An industrial lobby, sponsoring measures and technical expertises will come from our side.
Project costs
(2.)

10.000 km EURO AUTO BAHN (built within 10 years) 6.000.000 Euro je 1 km Strecke = 60.000.Mill. Euro; 22 main stations 1.000.Mill.Euro x 22 =22.000.Mill.Euro; 30 stations 200.Mill. Euro x 30 = 6.000.Mill. Euro; 300 trains, each 1 km long 250.Mill. Euro x 300 = 75.000.Mill.Eur; total investments for 10 years163.000.Mill. Euro; investments for 1 year 16.300 .Mill. Euro; running costs for 1 year 6.000.Mill.Euro;investments for 1 year 16.300.Mill.Euro; total annual costs = 22.300.Mill. Euro; jobs for ten years, planning and building phase, 130,400 employees in the building, construction and engineering industry, 50,000 long-term jobs to operate the EURO AUTO BAHN. From these figures it can be seen, that Europe needs even more such great ideas to be fully employed.

The Route of the EURO AUTO BAHN
(3.)
Red Phase 1 Europe Blue Phase 2 Eastern Europe and Connections to Scandinavia and Great Britain
traffic fares - calculated for 2003
(4.)
1 car 1 truck 1 cabine 1 shop
fare per km 0,18 EU 0,65 EU 0,13 EU  
fare per 1 stop = 150 km 27,00 EU 97,50 EU 19,50 EU  
fare per 3 stops = 450 km, eg. Hamburg-Frankfurt 81,00 EU 292,50 EU 58,50 EU  
fare per 5 stops = 750 km, eg. Hamburg-Munich 135,00 EU 487,50 EU 97,50 EU  
fare per 9 stops = 1,350 km, eg. Berlin-Paris 243,00 EU 877,50 EU 175,50 EU  
fare per 15 stops = 2,250 km, eg. Berlin-Barcelona 405,00 EU 1.462,50 EU 292,50 EU  
fare per 24 stops = 3,600 km, eg. 1 full day 648,00 EU 2.340,00 EU 468,00 EU 255,00EU

train capacity (5.) cars trucks cabins shops
train length 1.000 m 1.000 m 1.000 m 1.000 m
load length per unit 2,40 m 20 m 2,70 m  
number of loading lanes 2 2 2  
maximum capacity (units) 832 100 740 10
capacity mix (6.)
cars trucks cabins shops
train 1 - 1,000 m 50% cars, 50% trucks 416 50 740 10
train 2 - 1,000 m 80% cars, 20% trucks 666 20 740 10
train 3 - 1,000 m 30% cars, 70% trucks 250 70 740 10
turnover calculation
(7.)
von PKWs von LKWs von Kabinen von Shops
train 1 - turnover per day 735.438,00 Euro 269.568,00 Euro 117.000,00 Euro 346.320,00 Euro 2.550,00 Euro
train 2 - turnover per day 827.238,00 Euro 431.568,00 Euro 46.800,00 Euro 346.320,00 Euro 2.550,00 Euro
train 3 - turnover per day 674.670,00 Euro 162.000,00 Euro 163.800,00 Euro 346.320,00 Euro 2.550,00 Euro
mixed calculation: maximum turnover per day per train = 745.000,00 Euro
turnover, capacity, occupation
(8.)
turnover per day per 1 train 745.000,00 Euro  
turnover per 365 days per 1 train 271.925.000,00 Euro  
turnover per 365 days per 280 trains 100% 76.139.000.000,00 Euro = 100% Kapazitaet
annual income depending on occupation 90% 68.525.100.000,00 Euro  
annual income depending on occupation 80% 60.911.200.000,00 Euro  
annual income depending on occupation 70% 53.297.300.000,00 Euro  
annual income depending on occupation 60% 45.683.400.000,00 Euro  
annual income depending on occupation 50% 38.069.500.000,00 Euro  
annual income depending on occupation 40% 30.455.600.000,00 Euro  
annual income depending on occupation 30% 22.841.700.000,00 Euro  
     

annual expenses (see above)( 2 )

22.300.000.000,00 Euro = positive revenue at an occupation of 30%
traffic performance
(9.)
Density with 280 trains running on the route of 10,000 km =
1 train every 36 km or every 15 minutes.
20 trains are being maintained, repaired or cleaned.
maximum traffic performance with the mentioned figures
116,480 cars,
14,000 trucks, 207,200 cars x 3 = 621,600 passengers,
2,800 shops
The zero-emission and eco-train
(10.)
Every EURO AUTO BAHN train with a length of 1 km is powered by 332 axles with 6.00 m wheelbase and a total of 664 electric wheel drum motors, a Mercedes-Benz development with 150 h.p. power each. That is a total power of 99,600 h.p. per train. At the same time the train is a hydrogen generator which can be derived from different sources. The engineers are still working on that. An omnibus and several cars are running on that system. A large-scale use is predicted for the first years of the new century. The development runs at full steam, especially when large projects are expected - not only in Germany, but all over the world. Mercedes-Benz together with the Canadian company Ballard are in the lead. The electric power for the hydrogen generation can be obtained with approx. 8000 m2 of solar cells on the train's roof. Battery sets store the electric power for night and bad weather use. Diesel power units will be built in for emergencies. Until the use of "oxyhydrogen fuel cells" every train can be powered by conventional supply system electricity. It doesn't make any difference to the electric motors where the power comes from but of course the fuel cell is the most environmentally considerate solution.
The nature protection train consuming no new traffic areas
(11.)
The third level of the highway system is the ideal route for the one-way roundabout EURO AUTO BAHN running at an unobstructed speed of 150 km/h. The first level is the well-known 4 to 8 lane highway with its central reservation, hard shoulders, exits, small and large service areas. This level is used for individual traffic. The highway and motorway respectively serve as feeder routes to guide long-range fast traffic from wide areas to the EURO AUTO BAHN. The second level is reserved for bridges and link roads. These are good investments from the past which have to remain untouched. The third level is about 9 m wide, a topless reinforced concrete conduit, approx. 10 m above the first level. This EURO AUTO BAHN conduit will be built upon pillars on the highway central reservation. The use of this technically complex construction completely spares the consumption of new areas, the purchase of such areas, totally new plannings for land utilization plannings or infrastructures to be buried into the ground. Furthermore technical costs can be saved because the building site is within easy reach, as well for prefabricated parts, which can be produced by companies all over Europe and then be assembled on the spot. There is no better and more unobstructed route for the EAB than this third dimension above the highway.

zero percent emission and zero percent noise pollution
(12.)

The symbiosis of fuel cells and wheel drum motors is innovative and points the way for vehicle drive techniques. 664 units of Mercedes-Benz electric wheel drum motors are used for each EURO AUTO BAHN train. What counts is the power transmission from the wheel to the road. And because it makes more sense to supply the power where it is needed, Mercedes-Benz moved the drive inside the wheel drums. This saves a lot of energy, material and space that can be used for fuel cell units which deliver electricity for the motors. The accompanying benefit: the slight noise pollution is hardly audible and the noise of rolling tyres is low.

Electric wheel drum motors transmit the power directly to twin-tyres. Here is one axle with two wheel drum motors, each with 75 kW power. With the tuning of road surface, tyre composition and profile an almost noiseless traffic system becomes possible. These electric motors can operate with the power from the fuel cells as well with the power of the network.

How does the Ballard fuel cell work ?
(13.)

1. Flow plate. Gases (hydrogen and atmospheric oxygen) are conducted to the electrodes through channels shaped in graphite plates.

2. Hydrogen Hydrogen flows through tight channels in the flow plate and passes a platinum catalyst, so that it is split into protons and electrons.

3. Membranes Each membrane consists of electrodes (anode and cathode) with a thin catalyst layer attached to both sides. This technique is called proton exchange membrane (PEM).

4. Atmospheric oxygen. Atmospheric oxygen also flows through a flow plate with tight channels to the cathode. The Atmospheric oxygen causes the migration of hydrogen protons through the proton exchange membrane. The ventilation extracts water which evolves as an intermediate product from the electrochemical process.

5. Fuel cell, Every single cell consists therefore of an electrode/membrane combination and two flow plates. Single cells are combined in cell stacks to get the desired electric current and voltage.

Energy saving by using the EURO AUTO BAHN
for long distances
(14.)
  PKW Benzin Liter LKW Diesel Liter Benzin/Diesel Preis 2003 1,15 Euro
fuel consumption per 100 km 10 20  
fuel consumption per 3600 km = 1 day EAB 360 720  
fuel consumption per 1 vehicle according to 365 days EAB 131.400 262.800  
116,480 cars as above traffic performance 15.305.472.000ltr   17.601.292.000 EUro
14,000 trucks as above   --3.679.200.000 ltr -4.231.080.000 Euro
savings Gesamt 18.984.672.000 ltr. 21.832.372.000 Euro

At Euro1.50 per litre of fuel the EURO AUTO BAHN would generate
savings of Euro 28,477,008,000.00 in 2010 -
more than half of the annual costs calculated for this traffic system.

The one-way roundabout
EURO AUTO BAHN
(15.)
The EURO AUTO BAHN is used for fast transport of people and goods with their cars or trucks for long distances. So traffic has to be collected in wide areas and guided to the next station. The main long-distance traffic flows are north to south and east to southwest. Eg. from Scandinavia to Italy and back or from Russia to Spain and back and everything in between respectively. Here Germany is always traversed. So this kind of traffic always begins in wide areas and ends again in wide areas and for that everybody needs the car as a mobile container for people and goods. After studying the enclosed route map, these preferences become clear. The one-way roundabout traffic divided into several circles is economically and technically the best solution. It also almost totally excludes potential dangers for accidents. Switch points are only used for route shortenings because the traffic condenses in the center and loosens up in the outer areas. The short cuts can fulfil the conditions of the roundabout traffic volume and of the timetables.
The rubber tyre elevated security train
(16.)
The EURO AUTO BAHN is constructed from structural lightweight materials. It moves like a millipede, powered by 332 axles with 6.00 m wheelbase and a total of 1328 large rubber tyres. This happens without noise and goes up- and downhill within a reinforced concrete conduit which dictates the direction. The rubber tyres with a relatively large diameter run silently at a speed of 150 km/h with tread similar to those of aircraft and have a lifetime of more than 1 million km. Afterwards they will be remoulded. Air pressure and damage is permanently monitored with sensors and is reported immediately. A complete undercarriage can be exchanged within less than 3 minutes at the next stop. The safety of the EAB is, as it were built-in. The route, i.e. the reinforced concrete conduit, is the top traffic level of the highway. All bridges cross the EURO AUTO BAHN below its marked-out route. Except at possible tunnel entries there are no other buildings close to the EAB conduit that are higher. Also from the ground no stones or hooked nails can be thrown into the conduit. The lower and upper borders of the conduit are 6 m and 10 m high respectively. The tracks for the wheels are slim and raised. The ventilation of the whole train generates a strong steam of air which blows away especially rain and snow from in front of the train and possible alien elements as well.
The unobstructed fast train -
150 km/h for all traffic participants
(17.)
150 km/h is twice the speed for trucks and can only be reached on free roads without any gradients. 150 km/h is also for cars a high speed which is hardly ever reached - at least not as the average speed on today's highways. 150 km/h is a very good and economical speed for all means of transport, for people and goods. Especially if it is really reached and timetables are kept punctuality in agreements and other commitments can be kept precisely. Eg. a truck with a 20 ton load wants to go from Berlin to Paris or its surrounding areas and back - that is a total of 2340 km. For such a trip the truck needs 33 hours at an average speed of 70 km/h on free roads. A truck driver is allowed to drive nine hours per day, so including breaks this would be a four-day journey. With the EURO AUTO BAHN it takes one hour to the next station, eight hours with the EAB to Paris, four hours to the unloading area and back. At worst this will be three days, at best two days. This means savings of one or two days, plus savings of 350 litres of diesel and the environment will be preserved. If 280 trains per day carry 14,000 trucks, this would be savings of 1,890,000 litres of diesel each day or 689,850,000 litres of diesel each year.
The heavy loads, bulky freights,
and fast loading train
(18.)
There were several significant considerations taken into account for the cross-section of the EURO AUTO BAHN about 8 m width x 8 m height.
1. To succeed in fast uploading of the cars the driver drives the car into the train like into a garage, then gets out and goes to the upper deck and his cabin together with his family or fellow passengers. This is quite similar to a ferry boat. Therefore the width of the train has to be as the longest cars plus extra space at the front and back.
2. Also the loading time for trucks is shortest if the trucks already drive onto a palett before the arrival of the train, which is then hydraulically drawn up by the train and again discharged at the destination. If all the logistics and reservations are managed by up-to-date computers a complete loading and unloading cycle can be finished within five minutes.
3. The width of the train allows it to transport extra large loads, which otherwise would block major highways accompanied by the police.
4. The 8 m width of the train also makes it possible to put spacious cabins on the left and right side of the upper deck - with bed settees, sofas, tables, chairs and TV sets as in small hotel rooms or on ferry boats. A wide central corridor remains to walk through the whole train with its variety of facilities.
The truck train
(19.)
The carriage of goods via trucks with their flexible loading and unloading radius managed by flexible haulage firms is the most economical means of transport today and in the next century. But long distances are disadvantageous especially if they are obstructed by traffic jams, which then confuse the operators schedules and the drivers maximum steering times. In the end precise deliveries collide with working and resting hours. The drivers are put under stress or the haulage firm is regarded as unreliable - this can only be compensated with extra time and additional costs. The EURO AUTO BAHN helps to relieve the drivers and provides them with the necessary rest periods. The drivers are well rested when they load or unload or drive to or from the EAB stations. Haulage firms and their operators can now clearly rely on the efficiency of their drivers. The drivers could use long distances to rest, to read, for further education or in some other way. They come back well rested and can be deployed again much sooner. Haulage branches can even bring the truck to the EURO AUTO BAHN, send it off and have it collected at the destination by another driver especially with different national languages. The saving of diesel fuel and the environmental protection have been discussed earlier.
The car train
(20.)
Business travellers cannot always go by train or plane to their meetings and they often have to take samples, large plans or something else with them. Often their business partners are not located near cities or airports. There are enough reasons for business travellers to take the car. If their destination is more than 300 km away, it is worth taking the EURO AUTO BAHN especially if it goes every hour or more. The same considerations as with truck drivers apply. Eg. a journey from Hamburg to Basel which is 874 km takes at least eight hours even with a fast car. If a manager leaves Hamburg very early in the morning it is not until afternoon when he arrives at Basel. The meeting isn't worthwhile any more one is tired and goes to a hotel. The next day is spent for the meeting and the third day for the way home. This is different with the EURO AUTO BAHN. For the same way the EAB needs approx. six hours. One can leave Hamburg at 6:00 pm, reach Basel at 12:00 pm, having had lunch and attend the meeting at 1:00 pm. If this is finished at 5:00 pm one can take the next EAB train back to Hamburg at 6:00 pm and reach home after 18 hours - well rested. One can sleep at home without any stress. Additional savings: 216 litres of petrol.
The car train
(21.)
The truck train
(22.)

The postal,
express,
UPS,
Euro Cargo,
parcel and
service train

(23.)

The people with luggage,
bicycle tourists,
parents with prams,
wheel-chair users
and holiday train
(24.)
The holiday train
(25.)
It's the same every year, jammed highways and frustration among the young and old. Not so with the EURO AUTO BAHN. The car is safe on the car deck together with luggage and all holiday equipment. The family and the children are on the passenger deck. The father lies on the comfortable sofa in their private cabin reading or watching TV. The mother views the passing scenery out of the window and forgets about the stress of household and children's quarrelling. The children go exploring the 1 km train and tell their parents later that they discovered an ice-cream parlour and need some coins for an ice. There are also book, magazine and other shops where even sports equipment, maps and travel guides are offered. The mother didn't make it to the hair dresser and now discoveres the hair dresser on the train. She enjoys the multiple services offered during the 14-hour journey from Berlin to Barcelona, goes for a solarium session, takes a massage treatment, and adds a facial on top of that. The father goes to sleep and is only awakened for the coins that the children want. In the evening Bayern Mčnchen is playing versus Real Madrid. The father really wants to watch the soccer game on TV. The children become tired because of all the activities they didn't expect in the EURO AUTO BAHN. The mother lies comfortably in her husband's arms. The family will never forget their first day of holiday.
The bicycle
tourist train
(26.)
Two married couples from Berlin spend their holidays with a bicycle tour through the different parts of Europe every year. This time they want to cycle from Paris to Amsterdam. Today they would have had their bicycles taken to Paris in advance by a haulage firm, the two couples would either fly by plane or take the train. With the EURO AUTO BAHN it would be like this: The two married couples make a reservation for an EAB cabin with luggage locker from Berlin to Paris. They arrive at the Berlin station with their bicycles and their luggage on the bicycle carriers, then they wheel their bikes into the luggage locker themselves which belongs to their cabin. The door to this luggage space can be locked up. The two couples enjoy the nine-hour journey to Paris from the very beginning. They can take advantage of all the several services on the EAB which have been mentioned before or read in their cabin, watch TV or view the scenery out of the window, which appears in a new and unblocked perspective even for the most experienced travellers. At the end of their bicycle tour in Holland they go to the next convenient station and take the EAB back to Berlin. Their view out of the EAB is undisturbed without any passing pylons, ugly blocked environment or sprayed buildings as can often be seen on the left and right of tracks near cities. Bicycle tourism too can make a contribution to the economy of the EURO AUTO BAHN and to environmental protection.
The wheel-chair train
(27.)
For handicapped persons with wheel-chairs the EURO AUTO BAHN is not only an easily accessible and Europeanwide means of transport - but also a totally new experience itself. For the first time wheel-chair users can freely move around inside a transportation vehicle without any obstacles. Even persons with larger electric wheel-chairs can reach the passenger deck with the elevator at every station by themselves without any need for help. The EAB has a 2 m wide central corridor throughout the total length of the train of about 1 km. From this corridor all cabins can be reached with the wheel-chair. The doors are wide enough and the cabins are equipped in a way that allows handicaped persons to use the furniture, the couches, the beds, the TV sets, etc. There are cabins with luggage lockers in every train as mentioned with the bicycle tourists which can take up to three wheel-chairs - eg. if a small group of friends book a cabin together. For wheel-chair users as well as for other tourist parties the EAB is an ideal travel concept. With the roundabout travel concept of the EAB it is plausible to go on a comfortable tour from Berlin to Spain with any number of stops and take advantage of the multiple services offered by the EAB concessionaires.
The luggage train
(28.)
For travellers with luggage the EURO AUTO BAHN is a pleasant experience. Similar to airports there are luggage trolleys at every station which, other than at airports, can even be taken onto the EAB train. Each luggage trolley can carry three large suitcases with a total weight of up to 150 kg. Three of these trolleys fit into every luggage locker of the special cabins which are described above. With the reservation of such cabins four to six passengers can travel in the cabin and take about nine big suitcases with them including the trolleys. Here too the passengers can move around the train freely and simply lock the doors to the cabin and luggage space. At the destination the luggage can be wheeled to the taxi rank or pick-up place without having to drag it a single time throughout the whole trip. It is even conceivable to manage small removals or certain transports of goods this convenient way. Also unattended luggage can be sent in locked luggage spaces if the luggage lockers have combination locks and the code is given to the recipient by telephone.
The "living room with TV set" train
(29.)
The EURO AUTO BAHN and later the EURASIA RAILNET EXPRESS has cabins, which regarding the furnishings and living comfort are comparable to those of large ferry boats. The furnishing is sustainable, durable, inflammable but also cosy and designed in cheerful colours. A flat-screen TV built flush into the wall offers Europeanwide reception with an easy control. Another button controls the volume which can be adjusted down only for the comfort of neighbour cabins. Also a washbasin is built into the wall and is used to freshen oneself up. Clean bathrooms can be found all over the train. Bedding and towels are not offered. The passengers are informed about that and bring their own blankets, sleeping bags and towels, which they can easily store in their cars on the car deck. A folding table on the wall, bed settees for six persons and a couch belong to the furnishing of every cabin.
The beautiful view train
(30.)
Other than the train the EURO AUTO BAHN uses the existing routes of European highways which at most times lead through beautiful landscapes. The EAB has large windows on the passenger deck and runs in a conduit which reaches the lower border of this deck. Considering the height of the passenger deck one has a beautiful and excellent view not blocked by any obstacles. Car drivers on highways have a view blocked by crash barriers, trees or bushes most of the time. Tall double-decker buses have a much better view but the view out of the EAB is the most beautiful and one more reason to build this train as soon as possible. The view out of the EAB is a marketing attraction. Especially in Austria or Switzerland if the EAB does not run through tunnels but over the Brenner Pass and the St. Gotthard Pass with their indescribably beautiful panoramic views. The EURO AUTO BAHN can easily climb to even high mountain passes as long as the ascent and descent is made in soft gradients as with the Brenner Pass Highway. With the all-axle drive medium gradients and curves are no problem.
The innovations train
(31.)
Such a big and new idea as the EURO AUTO BAHN needs in detail a lot of single developments in different disciplines. After the fundamental approval by the politicians and support of the authorities a development company will be founded and design and technical competitions will be announced. Universities and academies will be invited to accompany and support this project in research and development and have dissertations in the different fields. The time to achieve official permissions - this must not take several years - is used to work out details, construct samples and models and exhibit them at international fairs and events. Basically all technologies for this project are known and no new and fundamental research has to be done. The building of the marked-out route can be started any time at todays state of technology. The building of the trains, the electric engines, chassisis, cargo and passenger corpus can also be made with todays technology. The same is true for the electric and electronic steering controls, nevertheless the details for this specific project would have to be worked out. The fuel cells are highly developed but need large-scale projects for this environmentally friendly energy to be really used.
The experience train
(32.)
There is plenty of space in the EURO AUTO BAHN for company, school and old peoples home events and club outings as well as events by bus travel promoters. Such events become extended and can be planned for several days or even a week. Today frustration arises because of jammed highways so that the original agenda has to be shortened or even cancelled. Omnibuses can also be carried by the EAB while buses and passengers travel conveniently with an entertainment programme. This programme can contain music, dance or other shows as well as speeches or retail shows. Besides, the train is large enough for those non-interested in the above to walk around and take advantage of services offered by the concessionaires. The omnibuses save fuel and are available at the travel destination. Concessionaires can offer food and beverages, travel and sports equipment. Gambling machines and jukeboxes can installed and possibly even a mini-casino could be established. An ice-cream parlour would be a good idea and perhaps a small discotheque or some other form of entertainment. Personal services like fitness and food advisers, beauty care, masseurs and hair dressers, i.a. one-to-two-man businesses can open in the EAB and offer their services during the journey. Once the possibility is offered the potential for more business increases.
The internet train
(33.)
The internet spreads very fast so it can be assumed that once the EURO AUTO BAHN is operational every household in Europe will have access to the internet. Then everyone can use the internet for ticket reservations from home. All scheduled train connections and seats are shown on the computer screen with a sketch of the train. Everybody has access and can book tickets and places for the car and the cabin he likes which are then marked as booked in the sketch. Every passenger can print out the ticket himself and transfer the fare from his bank account. All seats booked and paid at a certain time are then confirmed, so nobody can erase the booking. Conversely all seats booked but not paid are automatically released for new reservation. The self-printed ticket will be scanned at the train and cancelled. Then the ticked has to be inserted into a designated display at the cabin door and at the car. So the personnel is automatically informed about the occupation. Personal controls are dropped so the use of the EURO AUTO BAHN becomes simple and convenient.
The 10.800 km EURO AUTO BAHN
(34.)
The EURO AUTO BAHN network is formed by the outer highway ring: Berlin, Leipzig, Nuremberg, Munich, Brenner, Verona, Milan, Turin, Lyons, Marseilles, Barcelona, Saragossa, Pamplona, Bordeaux, Tours, Paris, Brussels, Amsterdam, Oberhausen, Mčnster, Bremen, Hamburg, Berlin. This route is approx. 4,500 km long. It is suggested, to drive along this route clockwise. As well as an inner ring: Berlin, Hanover, Cologne, Aachen, LiĆge, Reims, Paris, Troyes, Besancon, Lyons, Clermont-Ferrand, Paris, Nancy, Saarbrčcken, Frankfurt (on Main), Fulda, Dresden, Berlin. This route is approx. 3,200 km long and should be driven along counterclockwise as apparent on the map. The two rings don't get to all important cities so they should be completed by side routes, which also make it possible to shorten the EAB routes economically, according to the traffic volume. Side route 1: Hamburg, Hanover, Nuremberg, Munich, approx. 600 km north to south. Side route 2: Milan, Zčrich, Stuttgart, Frankfurt (on Main), Mčnster, approx. 970 km south to north. Side route 3: Munich, Stuttgart, Strasbourg, Besancon, approx. 600 km east to west. Side route 4: Montpellier, Toulouse, Bordeaux, approx. 470 km east to west. With the EURO AUTO BAHN connections within Western Europe are fast and efficient. Eastern Europe, Russia and the Far East can be connected later.
EURO AUTO BAHN main stations
(35.)
The EURO AUTO BAHN stations are not located directly in the city but always in the environs of big cities close to highway intersections and merging points. At the large EAB main stations the trains are guided at two or more points off the main track to one or two stopping tracks. At least one stopping track is used for loading. Already before the arrival of the train the whole load is made ready and put in place. Trucks drive onto large tin paletts directly beside the track. Cars drive over ramps into special roll-on frameworks. When the train arrives all vehicles to be unloaded are hydraulically ejected by the train on one side. On the other side the tin paletts with trucks and the roll-on frameworks with cars are drawn up hydraulically into the train. At a main station the loading of a starting train can take up to 30 minutes. Partial loadings at every next station may not take more than five minutes. Main stations have one or more stopping tracks for maintenance, repairs or cleaning together with garages, offices, recreation rooms, restaurants and hotels for the personnel as well as for passengers. Parking tracks for trains not in action have to be built at all main stations all over Europe.
EURO AUTO BAHN stations
(36.)
Normal stations are located along the main route, also outside the cities. For this the highway will be covered over a length of 1.5 km, so that the loading area can be built left and right of the EAB tracks, i.e. above the highway routes. Here paletts and roll-on frameworks with trucks and cars are prepared only at those free positions on the next train. Similar to main stations, trucks on palletts and cars in roll-on frameworks are made ready and put in place before the arrival of the train. After arrival of the train only the gates at the free positions of the train are opened and the palletts and roll-on frameworks are drawn up. According to the expected traffic volume there are one or two entrance buildings with recreation rooms, elevators and covered crossings for persons with luggage, bicycles or wheel-chairs. Luggage trolleys, bicycles and wheel-chairs can be taken into the train by the passengers themselves and packed into the appropriate places.
Part of a main station with loading area for trucks, containers and cars
and an entrance building for passengers.

Ground level route
(37.)

Ground level route in flat, wide and uninhabited areas - with underpasses for watercourses and passageways for animals. Here too the EAB route remains the highest and unobstructed traffic level.

Tunnel route
(38.)

Perhaps in the middle, a little above highway tunnels. With cross-tunnel connections as ideal escape routes for highway tunnels.

Switching points
(39.)

Simple principle of the EURO AUTO BAHN points: The red guide bars are hydraulically taken up for the intended direction.

Motorway and broad-gauge
railway 1933 to 1942
(40.)
A few months after the political takeover by the Nazis, the German Reichsbahn (= State Railway) was instructed to take on the building of the planned motorways. On June 27th, 1933 the law for the construction of the motorways came into effect. Two months later, on August 25th, the Gesellschaft Reichsautobahn (= State Motorway Company) was founded as a branch of the German Reichsbahn. South of Frankfurt (on Main), on September 23rd, 1933, Adolf Hitler officially turned the first sod for the motorway construction. On May 19th, 1935, he opened the first Reichsautobahn (= German State Motorway), Frankfurt - Darmstadt. In 1934 a basic network of 6,900 km was first planned. Later up to 15,000 km were contemplated, especially after the entry of Austria and the Sudetenland. The motorway network should have grown thousands of kilometers every year. Actually on September 27th, 1936 the thousandth kilometer could already be opened to traffic. At the end of 1937 the next thousand kilometers were finished. The first large motorway ring from Berlin to western Germany via Stuttgart to Munich and back to Berlin was completed in 1939. Already on June 1st, 1938 the Reichsautobahn was excluded from the State Railway and put under the direct control of the State Government.

The broad-gauge railway -
designed in the thirties
(41.)

Hitler pursued even more gigantic plans with the development and construction of a high-performance railway, which should have run from the west to the east through the Grossdeutsche Reich as a maximum performance traffic system. Its end points had been differently marked out in the planning. Munich and Berlin on the one side and Moscow, Charkow and Turkey on the other side. Or Marseilles and Rostov-on-Don or even Lisbon and Vladivostok. An essential characteristic of this high-performance train was its extraordinary gauge, four meters were planned first. Despite planning concentrated on arms projects, the preliminary works for the broad-gauge train continued until they came to a certain end in 1942.

Everything conceived but not achievable until today
in a Europe without borders
by a technology which leaves no desires.

And even before
(42.)

The following essays are from the book: "Vom Dampfross zum Schienenpfeil" (= From iron horse to high-speed train ) by Ralf Roman Rossberg published by: Verlag Das Beste, Stuttgart, Zčrich, Vienna, 1984

The first step is always the hardest
(43.)
The development of railways and the steam locomotive as the first efficient means of transport made slow headway under unfavourable external circumstances. In February 1804 the first steam-driven railway train in the World operated at Merthyr Tydfil's mine in South Wales. The locomotive was constructed by Richard Trevithick, who caused a sensation two years earlier by driving a steam car on the road from Redruth to Plymouth. Until George Stephenson went into locomotive construction ten years later with his first work called "Mylord", lots of steam vehicles were built, but their construction didn't make a linear advance.
"To hell with the railway...... !"
(44.)
The majority of people had to be suspiciously disposed to the new if not even negative. In Great Britain, where the technical development was generations ahead, the steam-driven industrial revolution didn't lead to wealth, but on the contrary to tremendous misery of the masses. Tens of thousands left their home and followed the temptation of the industry into the cities, to work for starvation wages and live rootless in poverty and suffer. The new technology brought wealth and power only to the nobility, the landowners and the industrialists. Their interests and manipulations ruled over political power.
Germany catches up
(45.)
The "Ludwigsbahn Nuremberg - Fčrth" with its excellent economic result had changed the general attitude towards railways. This was reflected by the strong interest in the shares of the "Leipzig - Dresdner Bahn". The completion of the first longer railway route in Germany unified the two big Saxon cities Leipzig and Dresden into one community and aroused a railway passion like the Liverpool - Manchester train did in England before.
Visions and speculations
(46.)
Franz Josef Gerstner can be seen as the first railway pioneer on the European continent. In 1807 he already suggested a railway link between the Vltava and the Danube river. As founder of the Prague academy of technology he became more famous with further scientific publications about railways. But it was his son Franz Anton Ritter von Gerstner who achieved permission in 1824 to build the railway route between the Vltava and the Danube river, nearly one and a half decades after his father planned this. As a horse-drawn tram Budweis - Linz is among the first in railway history.
Pros and cons
(47.)
The use of steam power for shipping, which took place much earlier than on land, was first of all badly discredited by ignorance and prejudices. When the mathematician and physician Denis Papin, who lectured as a professor in Marburg at the turn of the 18th century, wanted to drive a steam boat on the Fulda river in 1707, his invention drew hostility from angry fishermen. The same happened to the American Robert Fulton, whose constructions were ridiculed as a "monstrous invention of a burned mind". This disapproval was directly passed on to the steam railway. Whoever was willing to support it ran the risk of being pitied and declared as mad.
Everything already heard ?
Seen ? Read ?
Every development needs
sponsors and enthusiastic
comrades-in-arms.
Whoever feels to be chosen to participate is kindly invited. Bricks, donations and active collaborators are welcome.
As development constituents pictures and illustrations are offered:  

EURO AUTO BAHN architectural illustration
(48.)

 

Approx. DIN A 1 1080 x 835 mm in wooden frame with coated glass, Euro 3.420,00
Approx. DIN A 2 594 x 420 mm in fine metal frame with coated glass, Euro 2.180,00
Approx. DIN A 3 420 x 300 mm in glass-only frame, Euro 840,00

EURO AUTO BAHN station architectural illustration
(49.)

 

Approx. DIN A 1 1080 x 835 mm in wooden frame with coated glass, Euro 3.420,00
Approx. DIN A 2 594 x 420 mm in fine metal frame with coated glass, Euro 2.180,00
Approx. DIN A 3 420 x 300 mm in glass-only frame, Euro 840,00

 

EURO AUTO BAHN traffic route Europe computer illustration
(50.)

 

Approx. DIN A 1 1080 x 835 mm in wooden frame with coated glass, Euro 3.420,00
Approx. DIN A 2 594 x 420 mm in fine metal frame with coated glass, Euro 2.180,00
Approx. DIN A 3 420 x 300 mm in glass-only frame, Euro 840,00

 

I'd like to thank you for the visit of this web page
Yours sincerely Wolfgang Feierbach
FG Design + Marketing
Industriestrasse 6
D-63674 Altenstadt/Hessen Germany

Tel. office : + 49-6047-1452
Fax office :+ 49-6047-4432
Tel. private :+ 49-6047-4003