Ответы на вопросы с Анатолием Юницким: выпуск 5

Ответы на вопросы с Анатолием Юницким: выпуск 5

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Dear friends! Recently, I had a meeting with investors in the United Arab Emirates. Guests from more than twenty-five countries visited our uSky Center and joined us in launching the uTerra biofertilizer plant in Ras Al Khaimah. During these intense days, I met with over five hundred partners and spent several hours answering their questions in two dedicated sessions. At the same time, I promised that the information I shared would later be available to a wider audience, and today I would like to share it with you. So, let's begin with the first and most anticipated topic — commercial project implementation. Today, we are working on three hundred targeted projects in more than fifty countries worldwide.

To give you an idea of the vast geography of our activities, here are some of the key locations: Russia, Belarus, Australia, Azerbaijan, Albania, Bahrain, Brazil, Hungary, Vietnam, Ghana, the Dominican Republic, Israel, India, Indonesia, Spain, Italy, Kazakhstan, Cambodia, Canada, Qatar, China, Colombia, Kyrgyzstan, Madagascar and Malta, Mexico, Mongolia, Morocco, Myanmar, Nepal, the Emirates, Oman, Peru, Abkhazia, El Salvador, Saudi Arabia, Slovakia, the USA, Taiwan, Turkey, the Czech Republic, Sweden, Estonia, Ethiopia, South Africa, Uganda, Lesotho, Rwanda, and many more. Around 50 of these projects are in advanced stages, including more than 20 in Europe, Asia, Africa, and the Americas, as well as over 30 in Russia, Kazakhstan, and Belarus. In India, the government of one state has decided to begin a tourism project utilizing string transport technologies in one of the region’s most picturesque locations. A tender has been announced to prepare technical and cost documentation.

Official confirmation of the project’s launch is expected by late May this year, with construction starting before the end of 2025. Additionally, the development concept for Navi Mumbai has been finalized, integrating string transport as the primary public transportation mode within the city’s master plan. By the way, talking about India, the Indian Minister of Transport, who visited the uSky Center in the UAE, mentioned that they need about 500 projects in India. He’s supervising these projects. In Indonesia, we are actively advancing several projects.

For example, the Ministry of Transport is currently reviewing a proposal to construct a new public transit line in Jakarta, connecting one of the city’s districts to a light rail system. Earlier, the media reported the potential implementation of Belarusian string road technology. A second Jakarta project involves a passenger line connecting an existing railway station to an industrial cluster. This project is being developed in collaboration with key developers within the cluster.

Another project in one Indonesian region has high implementation potential and is undergoing additional approvals with the republic’s new government. It aims to enhance transport infrastructure in a developing tourism cluster. In Nepal, a decision is being made to construct a 7-kilometer string rail section connecting two cities. If successful, the line could extend up to 83 km in the future. The project has gained support from the province’s investment authority and infrastructure department.

We are conducting feasibility studies, while coordinating financial and legal aspects. Preliminary work is expected to be funded through the state budget in 2025. Dubai Project. We proposed several commercially attractive routes to Dubai’s Ministry of Transport, including tourist-oriented ones.

Currently, ministry representatives are analyzing these proposals to select the most suitable option for both parties. It is planned that the project will be implemented under a concession agreement signed with the Government of Dubai, with the allocation of state funding. Project for a key sanatorium in Belarus aims to facilitate the transportation of guests between the main building and a new spa facility. At this stage, project design documentation is under development. A memorandum of intent has been signed, and a contract for the design phase has been prepared and agreed upon.

Construction is expected to begin in the summer of 2025, with commissioning anticipated in 2026 by next fall. Two Projects in Leningrad Region, Russia aim to connect the suburbs of Saint Petersburg with the metro system. Official approval has been received from the region’s governor, and an interdepartmental working group has been established. Engineers have conducted on-site studies of the routes. Contracts for the design phase have been prepared. The project work is set to begin in 2025.

Project in Almaty Region, Kazakhstan. This project proposes an efficient transport link between a traffic-congested suburb and the nearest metro station, addressing challenges of commuter migration. Future plans include extending the line to the city center. Meetings have been held with the Akimat and the Almaty Region Transport Authority.

Negotiations with a Chinese investment fund are currently underway regarding terms of cooperation. The project design is set to start in 2025. At the initiative of the Governor of the Chukotka Autonomous District of Russia, a preliminary study is being conducted for an all-season crossing over the Anadyr Bay of the Bering Sea. The project is being carried out under the auspices of the Far East and Arctic Development Corporation and will involve federal budget funding.

This will be a unique project—a record-breaking endeavor in the transportation sector, where connections are made using an overpass configuration. In this case, the two banks of the Liman will be linked. The rail-string track structure will span a distance of 2,700 meters at a height of approximately 100 meters. This is necessary because the clearance under the bridge must be at least 60 meters, as large sea vessels navigate the area. I would like to highlight our largest project, which is currently in an active development phase — a high-speed hub in the United States, with an estimated total cost of approximately $750 million. In the high-speed hub, in addition to the high-speed test complex with a length of about 25 kilometers, three commercial projects will be implemented as the “last mile” using uST technology: Cargo-passenger mounted uST complex. Cargo-passenger suspended uST complex. Cargo uTrans complex.

There will be a сargo-passenger mounted uST complex and a сargo-passenger suspended uST complex, as well as a сargo uTrans complex. Its length will be approximately 2 kilometers. Everything depends on the land plot we secure there— we are actively searching for one now. We plan to attract $100 million for the “last mile” through investment platforms in the United States, where we are officially entering soon. I would like to remind you once again that all investors who helped us implement solutions at UST Inc where we are officially entering soon. I would like to remind you once again that all investors who helped us implement solutions at UST Inc. will also receive 5% in this project.

This is a token of gratitude to those who supported the initiative at the very beginning of its journey. The hub’s design phase is in full swing. This will allow us to enter the U.S. market with ready-made products –

urban and cargo uST complexes – by 2026 and not virtually, but actually. Profits from design work for the hub, fully executed by Unitsky String Technologies Inc., are expected to allow the first investor payouts regarding the results of 2025.

I assure you that we will make every effort to successfully implement our current projects and are firmly committed to fulfilling our obligations. We exercise caution when reporting the exact number of projects because unforeseen obstacles can arise – even in cases where advance payments and approved business plans are already in place. This has happened more than once.

For instance, we may negotiate project implementation with officials such as city mayors, state governors, transport ministers, and sometimes even prime ministers or presidents of countries. But when leadership changes—whether it’s a new mayor, governor, minister of transport, president, or government— we are often required to restart the entire negotiation process rom scratch. For example, we had two active projects in Ukraine, for which advance payments were received in late 2021.

We completed the feasibility studies, but the subsequent progression of these projects was influenced by factors outside our control. For situations like these, we always have a backup plan. We identify new regions eager to implement our string transport technology and continue our work.

That’s why we manage such a large number of projects simultaneously, never limiting ourselves to a single country. Today, Unitsky String Technologies has assembled a team of more than a thousand highly qualified professionals. Our experts possess unparalleled experience in string technologies, unmatched anywhere in the world. Thanks to their dedication, all ongoing projects will move forward and be successfully implemented. The next question raised at the meeting concerns the regulatory documentation that must be prepared for UST technology to officially enter the market.

We are creating an innovative technology that shapes the industry. Not just any device, machine, or small technology, but precisely an industry-forming technology that includes more than a dozen systems, and each includes its own technologies. Accordingly, before launching it to the market, we first need to confirm its safety at an international level. Secondly, since uST is a new and previously unimplemented type of transportation, we must develop regulatory documentation and carry out its standardization. In other words, considering the existing norms for traditional modes of transport, we need to create our own regulations and standards that align with modern requirements.

Then, in collaboration with government organizations, we must work on their approval and subsequent integration into the regulatory frameworks of the countries where we operate or plan to operate. I must emphasize—this is a very challenging process that spans many years and must be undertaken in each country where we plan to construct our string transport roads. I initiated this work in the last century, over 20 years ago. Naturally, this demands substantial time, effort, and resources.

Just think of how long it often takes to obtain a simple certificate or document! And here, we’re talking about the certification and standardization of a groundbreaking, previously untested product that directly concerns human safety. Regarding certification, we’ve been working progressively for over a decade. One of our significant achievements was obtaining certification in 2021 from the independent international organization TUV SW. They awarded us a certificate of compliance with safety requirements in the United Arab Emirates. Don't be afraid of the word "certification."

It's simply about meeting certain requirements— and we know those requirements. And we meet them. This certificate of compliance covers all key elements of our transport infrastructure complex: the string rail transport overpass, unmanned rail electric vehicles on steel wheels (uPods), the automated control system, anchoring structure and supporting tower, passenger and service stations (including a dispatch center and repair workshop), and the power supply and communication systems, as well as the engineering networks. After receiving recognition from a leading international authority in technical auditing and certification, we continued our efforts in this area. In 2024, the semi-rigid string rail track structure built at uSky Test & Certification Center in Sharjah, the overpass of uBus KARAT, also received a compliance certificate from TUV SW.

The design and components of another type of uST transport-infrastructure complex, with 288-meter spans and the urban uBus "KARAT, which has a capacity of 25 passengers but can accommodate up to 50, have been recognized as reliable—"KARAT" included— and safe for passenger transportation. We now have permission to transport passengers. All of our investors have experienced a ride on the Karat. As far as I know, they were satisfied. We’ve already transported numerous passengers on our certified roads, including mayors from hundreds of cities across dozens of countries, ministers, governors, sheikhs, and even royalty. These compliance certificates help strengthen our position in the international market for innovative transportation solutions and aid in attracting potential customers searching for safe and eco-friendly transport technologies. Additionally, I’d like to emphasize: It’s not only the uST complexes that need to be certified but also the professionals designing and manufacturing them.

This issue remains under our control— we have all the necessary certifications confirming that our quality management system for the design, development, testing, and maintenance of string transport complexes, as well as our work as a general designer, contractor, and developer, meets the requirements of the international standard ISO 9001:2015. We have over a dozen of such certifications. Regarding the standardization of our solutions, I’d like to highlight that we develop all components of our complexes in compliance with international requirements. This means that all the engineering structures we design— including the string rail overpass, stations, automated control systems, uPods, and more—are created in accordance with Eurocode standards. At the same time, we’re not solely dependent on Eurocodes, as we adapt to regional construction requirements and follow the technical regulatory acts of the client’s country.

Looking ahead, as I mentioned earlier, we are actively working on establishing our own standards that align with modern requirements. For example, in Belarus, we are diligently working to establish the necessary norms to give our transportation system legal recognition. Currently, three national standards are under review: for passenger and for cargo uPods, and one for terminology and definitions related to uST transport. We even create our own new terms because it is an industry, for example: string rail, pre-stressed track structure, uPod, uCont. Creating a regulatory framework will not only confirm the scientific and technical maturity of our product in the country but also enable compliance assessments of uPods and uST transport and infrastructure complexes against national requirements. Additionally, the regulatory documentation being developed under the auspices of the Belarusian State Standards authority will later be extended to all CIS countries, including Russia and Kazakhstan, where we are actively operating.

This, in turn, will help build trust in our technology among potential customers and simplify the implementation of our uST complexes in various regions. By doing so, we aim to resolve the key challenge of our projects: determining the specific regulatory documentation required for designing, constructing, testing, certifying, and operating string rail roads with unmanned rail electric vehicles on steel wheels. Many partners at the meetings were interested in how I envision the future mass production of unimobiles and the global construction of string transport routes. At the SW Plant in Belarus, we’ve established our own versatile industrial facility to implement all our design solutions. This facility is equipped with state-of-the-art technology and resources to carry out small-scale production of uPods, anchoring and supporting nodes, motor wheels, and other key elements of our uST transport and infrastructure complexes. Currently, the plant fully meets our needs for manufacturing components for our initial commercial projects.

Additionally, the facility fulfills external orders, the revenue from which has allowed it to achieve self-sufficiency. It’s important to understand that a factory cannot be built around a single machine tool. A diverse range of equipment is essential to design such a complex technical product as the uPod. So, by and large, this equipment is redundant. If we limited ourselves to this, we would be depended on funding from investors to maintain the plant and its personnel.

To ensure the plant’s self-sufficiency and avoid further reliance on investors, it took on external orders. Through the execution of these orders, we’ve gained additional professional competencies. We even engineered an electric car for Russia, designed for asphalt surfaces. We developed all components, including the frame, chassis, energy storage, and motor-wheels. This represents a new area of expertise, which is crucial for the ongoing development of string transportation projects.

The demand for mass production of rolling stock, supports, string rail track structures, and other elements will arise when they are required for large-scale deliveries for specific projects. At that point, SW Plant will cease external orders and fully dedicate itself to producing elements, nodes, and equipment for uST commercial projects. For instance, the plant could produce up to a hundred uPods annually, which would meet the needs of 10 initial projects. As demand for our solutions increases (e.g., reaching hundreds or thousands of units per year), we will be able to scale up production and establish a factory for manufacturing uST complex components in the country where a major project is being implemented.

This expansion won’t require additional investments from our stakeholders, as the factory’s construction will be financed by future clients. Meanwhile, single and small-scale deliveries of rolling stock and other uST complex elements an continue to be supplied from Belarus, both now and in the future. The next question I was asked was whether there are independent test reports or pilot projects that confirm the reliability, safety, and economic efficiency of UST solutions compared to existing transportation systems.

We develop uST transport infrastructure complexes in accordance with the requirements of modern transportation solutions. Our complexes are eco-friendly, cost-efficient, exceptionally safe, and adaptable to existing urban infrastructure and challenging terrain. Among the other advantages we have over traditional transport systems are reduced transportation costs, minimal land acquisition for construction, long service life, and low energy consumption (2–3 times lower than traditional transport systems using steel wheels or magnetic levitation, and 5–7 times lower than automotive transport and conventional electric vehicles with pneumatic tires).

These advantages make uST technology a competitive innovation ready to successfully enter the global transport services market. No existing solutions match its potential. And let me emphasize: we are not merely creating an innovation; we are creating a fundamentally new, industry-defining technology. Unlike car manufacturers who focus solely on developing, manufacturing, testing, and certifying a range of vehicle models, our product requires designing, constructing, and certifying entirely new overpass-type roads, complete with all aboveground logistics, energy, and supporting infrastructure. Additionally, we need to develop and test automated control systems, power supply systems, communication networks, and even corresponding engineering structures above the ground.

Over the past decade, we have completed a massive array of work, confirming the safety and reliability of all key components of the uST technology in two demonstration and testing centers: in Belarus (EcoTechnoPark) and the United Arab Emirates (uSky Test and Certification Center in Sharjah). Here, we showcase solutions designed and manufactured using investor funds, tested in our own facility, and put into operation: 15 fundamentally different models of uPods 7 types of fundamentally different pre-stressed string rail overpasses 10 passenger and service stations integrated with anchoring structures 2 central dispatch centers, and many other equally important elements necessary for entering the global market. In addition, complex aboveground infrastructure has been implemented here— such as stops, traction substations, communication lines, linear energy supply systems, repair workshops (depots), loading and unloading terminals, and switches.

These facilities have been tested in two distinct climatic zones: northern and tropical. All uST complexes are managed by our fully developed and tested automated control system, which consists of two major components: onboard systems installed on each uPod and linear systems installed on each transport line, including supports, string rails, stations, terminals, dispatch centers, and more. Last year in Belarus, on the territory of Aquarelle Ecopark, we launched the uST complex called uLite, which can be considered our pilot project.

This is our first product designed not just for demonstration and testing purposes but for commercial applications. All the solutions we developed and implemented in uLite have been validated through numerous research tests. These included checks of the complex’s functionality, fine-tuning of the uPod’s control system, and testing of electrical and structural safety parameters, as well as weight and other characteristics of the transport. uLite complex demonstrates operation in real-world conditions, having undergone every stage of the infrastructure project’s lifecycle required for entry into the transportation market: design, land allocation, construction, commissioning, approval from government authorities, inspection, and operational launch. I would also like to point out that the industry itself is not subject to certification.

Is aviation certified? Is the railway sector certified? Was automobile transport ever certified as a whole? It is not the technology itself that undergoes certification but its individual elements. In aviation, for example, each specific aircraft model must be certified separately, and every subsequent model also requires certification. Even runways must be certified individually. The same applies to our technology. This is something that many investors do not fully grasp, and it is important to clarify. There is no need to fear certification. UST Inc. does not require certification as a whole.

I believe such explanations are essential. Traditionally, at every meeting, I am asked many questions about how I manage to balance work across such diverse fields. First of all, I would like to emphasize that all my developments are interconnected, like links in a single chain. Many of these projects originated more than 50 years ago. For example, the technology for a General Planetary Vehicle (GPV) – designed to transport millions of passengers and tons of cargo to near-Earth space – is a concept I began developing during my university years. As I continued work on the space project, I realized that people living in orbit would need access to natural, organic food. Therefore, EcoCosmoHouses would need to feature gardens and house agricultural animals and birds.

This led to the creation of the soil elixir and biohumus technology uTerra, which, as it turns out, is also perfectly suited for restoring degraded lands on Earth and improving the fertility of any soil. And that is why medicinal herbs have been planted along the first line in the EcoTechnoPark. They remain completely uncontaminated since nothing falls onto them—there is no tire wear, asphalt erosion, exhaust emissions, anti-icing salts, or other pollutants. That is why we are also testing uTerra there. Interestingly, the area used to be a tank training ground where nothing grew. Yet now, on that same land, we are harvesting crops at yields comparable to those from fertile black soil.

The string transport project also emerged from the space project. While optimizing the overpass of the planetary transport system that spans the ocean, I conceived the idea of an efficient, economical, and eco-friendly transport system above the ground. I had to do this because when I submitted my first application for a general planetary transportation system in 1977, I was not granted a copyright certificate in the USSR. One of the reasons was that there was not enough material to build the General Planetary Vehicle overpass. So, I began refining it—simplified it as much as possible, made it prestressed, then developed the rail head, and later thought, why not place a wheeled transport vehicle on it, which we eventually called the unimobile. And that is how string transport evolved as an element of the General Planetary Vehicle takeoff and landing overpass.

Developing infrastructure to accompany such string complexes on Earth, I arrived at the concept of eco-friendly cities—pedestrian-friendly, linear cluster-based settlements. I even received two UN grants for the development of these areas. The first one was given to me in 1998, the second one in 2002, precisely for the use of string transport in cluster-type cities. It is essential to understand that all the technologies I have developed exist in parallel and complement one another. United under the global EcoSpace program, they do not compete but instead work in synergy, creating a large-scale impact when implemented together. A single technology will not solve the problem of relocating industry into space and transforming the planet into a flourishing garden.

Moreover, these technologies support and promote one another. Allow me to illustrate this approach with an example. UNITSKY FARM ENTERPRISE, which I founded, seemingly has no connection to the string transport project, yet it contributes to its advancement. It helps popularize string technologies. This commercial project attracts thousands of visitors annually from over 50 countries worldwide.

Many of them—including city mayors, ministers, and governors— come for leisure and witness the demonstration track of operational string transport located on the farm’s territory. As a result, they engage with Unitsky String Technologies Inc. for further collaboration, becoming investors and customers of uST technology. For instance, one of our projects in Russia was introduced solely because a governor from the Russian Federation learned about us while visiting Aquarelle Ecopark for leisure. There are many such examples. Secondly, I’d like to highlight that all the technologies implemented within the farm are part of the EcoSpace program and its space-oriented vector, uSpace.

In fact, we have established a cluster of a linear city here— a prototype EcoHouse with rooftop gardens, subtropical trees, and plants inside that bear fruit even in winter. At Aquarelle Ecopark, we are testing technologies for EcoCosmoHouses, creating closed-loop biosphere-type ecosystems for living in space. Of course, the majority of my time is dedicated to the development of string transport and bringing projects to commercial realization.

I promised this, and I am even more interested in this than all the other investors. After all, I am also an investor in string technologies. I am committed to project implementation and receiving rewards for it. I conceived this idea back when I was a student.

The General Planetary Vehicle is a vision for the distant future, but today we must focus on what is necessary— on opportunities to generate substantial revenue that can be reinvested into the realization of the EcoWorld Program. I understood that no one would provide funding except me. In fact, no one but me is an investor in the EcoWorld Program.

However, in my free time—weekends and holidays—I focus on farming, space-related initiatives, and other biosphere projects. So I have neither weekends nor holidays, but I am not complaining—just stating a fact. I enjoy it. I chose this path myself.

I create a lot during the New Year holidays. I record my ideas and solutions in a notebook, marking the dates. In fact, most of the dates when I worked on drawings and projects fall on weekends and holidays. As a result, I have neither weekends nor holidays: I use my downtime from one technology to work on another. This type of switching not only prevents fatigue but also enhances my overall productivity and improves my health – physical, spiritual, and moral. Dear friends! I will continue sharing updates with you in future video releases.

I would like to note that due to my busy schedule and frequent business trips related to the implementation of our commercial projects, I also publish answers to questions in text format alongside the videos. You can find them in the blog on my personal website, and links to the materials are always available on my social media. Thank you all for your support and unwavering interest in the development of our technologies! Until we meet again!

2025-05-23 00:51

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