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The Hyperloop is a concept of a ground transportation system consisting of capsules (called pods) traveling at very high-speeds in near-vacuum tubes. The hyperloop aims to be a fast, cheap, and sustainable alternative to short-haul flights and high-speed rail. The small pod size requires very high frequencies to respond to future high levels of passenger and cargo demands. Media and representatives of the emerging Hyperloop industry acclaim the Hyperloop as a very capacity-effective transport system, however there is no clear scientific evidence proving that. A theoretical investigation is therefore necessary to understand which capacity the Hyperloop could safely provide and whether that could satisfy the future transport demand. This paper provides a comparative analysis of the capacity that the Hyperloop can offer for several operational scenarios and different signalling systems, including Moving-Block and the advanced concept of Virtual Coupling. Results show that Moving-Block could achieve required transport capacity levels only if pods could use high deceleration rates likely to be unsafe and uncomfortable to passengers. Virtual Coupling is instead observed to be a more satisfactory operational concept that could address transport demand while respecting safety and comfort standards if reliable pod platooning technologies are available.

The subject of this study is a preliminary risk analysis during travel by the low pressure railway Hyperloop. The main objective was to formulate recommendations related to the development of the project of the new transport mode. The main analysis was preceded by the identification of Man – Machine - Environment system. Undesirable events were identified for each of the specified steps of a ride. For each event, a risk assessment was performed using Risk Score based method. The causes, effects and preventive actions were also listed. Events with the highest risk score were indicated. The need to develop procedures for safety checks and emergency situations was pointed out. It was shown that the safety analysis of the transport system should be extended after a final project development of the railway system and the necessary infrastructure.

Technological developments have increased the possibilities, comfort, reliability, and speed of the transportation network in the world. Today, various transport vehicles try to meet the speed, economy, and safety demands of passengers. However, as the passengers' demand increase depending on the population, the requirement for innovation in this field increases. Various studies have been carried out to determine the benefit-cost ratio of Hyperloop, an alternative developed to meet the speed requirement in this respect. The decision to build the Hyperloop anywhere else in the world depends on the system's characteristics, such as sustainability, economy, safety, and response to passenger demands. In this study, Hyperloop and existing systems were compared with comfort, safety, and cost considering these criteria. It was focused on the commercial planes, Maglev, and high-speed train features, as they are similar to Hyperloop in these comparisons. Based on the relevant data, it has been reached that the Hyperloop system could prevent it from becoming a widespread public transport vehicle because of its low passenger capacity and expensive construction and operation.

This paper provides an overview of hyperloop technologies, including a brief discussion of key components of a hyperloop system that determine the electric power requirements as a function of time. At-scale hyperloop systems do not yet exist, so a model was used to generate a set of load profiles for conceptual hyperloop realizations at four locations in the United States: two systems in California and one each in Colorado and Ohio. In all four cases, the modeled hyperloop load profiles included pulses in both active and reactive power. Grid modeling was performed to estimate the grid impacts and for discussing grid integration challenges. The paper discusses how energy storage systems might be used to eliminate the pulsating load characteristics or significantly reduce it to accommodate current grid planning guidelines.

The layout solution for linear rail transport infrastructure will always alternate ‘surface’ sections with ‘tunnel’ and ‘viaduct’ sections. The capital expenditure (CapEx) linked at the planning stage to this type of public asset is strongly connected to the quantity of tunnels and viaducts planned. In this context, for similar lengths, a railway line using 15% tunnels and 7% viaducts to link two cities should not have the same financial viability as one using 8% tunnels and 3% viaducts to link the same cities. The process of planning, design and construction of linear works is heavily scrutinised by public administrations in all countries, and in many cases similar standards of work are shared. Firstly, this research paper highlights the existence of hidden geometric patterns in all linear transport infrastructures worldwide. Secondly, it proposes to exploit the existence of such patterns for the benefit of planners through the computational power available today in machine learning-as-a-service (MLaaS) platforms. This article demonstrates how geometric features extracted from any succession of rectangular trapeziums in linear infrastructures can predict the quantity of kilometres in ‘surface’, ‘tunnel’ and ‘viaduct’ sections in future linear rail transport infrastructures that have not yet been built. The practical application of the proposed working methodology has made it possible to intuit the characteristics of a future Hyperloop transport network in Europe of more than 12,000 km in length.

The Hyperloop promises to revolutionize the transport infrastructure of the 21st century by reducing travel time and allowing people to reach transonic speed on land. It carries with it the hope of a sustainable transportation system during an era of global energy crisis. Overall passenger safety in a high-speed pod necessitates a reliable braking system. This paper introduces the possibility of utilizing aerodynamic drag in the Hyperloop, anticipated to operate at high Mach and low Reynolds flow regime, to attenuate the speed of the pod. Numerical analysis was conducted to investigate the effect of incorporating an aerodynamic brake at different pod velocities (100, 135, and 150 m/s) and deployment angles (30°, 45°, 60°, and 90°). A detailed comparison between the proposed aerodynamic braking system (AeBS) and existing braking systems for the Hyperloop has been presented in this paper. The results demonstrate an increase in drag value of the pod by 3.4 times using a single 0.15 m2brake plate. When the brake plate was fully deployed at a pod velocity in excess of 112 m/s, the aerodynamic drag-based braking systems was shown to be more effective than the contemporary eddy current braking system.

The purpose of this research is to study theoretical aspects of the movement of a vehicle in an evacuated tube transport in conjunction with air exchange processes in a vacuum-free tube-type transport system. Tube-type transport systems with insulated internal cavities have a number of advantages over other means of delivering goods and passengers over long distances. However, for the movement of rolling stock in a pipeline (tunnel) at a high speed, it is necessary to use complex and expensive design solutions that can completely eliminate the undesirable influence of piston effects. One of such solutions is the Hyperloop-type evacuated tube transport systems. As an alternative solution, it is proposed to use a vacuum-free transport system, in which piston effects are leveled by using an external air exchange system. The study obtained theoretical results that confirm feasibility and effectiveness of the process of regulating these parameters for a vacuum-free method of reducing piston effects. The developed guidelines for the implementation of the process of regulating the parameters of the air exchange system ensure the achievement of target values of speed driving modes of the vehicle. The results of the use will improve the efficiency of train traffic control in a vacuum-free transport system, as well as replenish the base of theoretical knowledge necessary for further development of innovative transport systems.

The present article outlines the core technologies needed to realize the Hyperloop transportation system (HTS). Currently, the HTS vacuum tube train concept is viewed as the fastest way to cross the earth’s surface. However, the concept has not yet been demonstrated for subsonic or near-sonic speeds in large-scale implementations. Among the challenging technical areas are the tube’s depressurization, the capsule’s air resistance, and choked flows occurring around the capsule. There is also a need for effective levitation and propulsion solutions compatible with the velocities being proposed. Moreover, several conflicting objectives have been identified in the HTS design. It is highlighted that the tubes should be wide enough to lower the capsule’s drag forces but that a large-sized tube comes at the expense of higher operational energy costs and infrastructure investments. Another struggle is aiming at a low-cost passive track design and, and at the same time, a lightweight vehicle. One technical path is to turn the whole guideway into an electric propulsor, arriving at a ’lightweight capsule solution’ (LCS). Alternatively, the vehicle could be transformed into a ’modified airplane’ that stores massive amounts of onboard energy, yielding an energy-autonomous ’low infrastructure solution’ (LIS). In a case study, it is shown that even LIS technology is compatible with short-haul flights (1500km) but that it requires an energy reservoir of about 30% of the capsule’s overall mass. Results and discussions presented in this paper are supported by analytical predictions with parameters or input data either supported by referred simulations or experiments. In general, the paper aims to open up the discussion, provide a sufficient understanding of the Hyperloop field’s multidisciplinary aspects, and establish a foundation for further investigations. In the end, new research tasks have been defined, which have the potential to go beyond the state of current knowledge. This work is licensed under a Creative Commons Attribution 4.0 License. For more information, see https://creativecommons.org/licenses/by/4.0/

High-speed rail (HSR) communication has always been an attractive research topic with the continuous progress of transportation systems and communication technologies. Recently, Hyperloop has emerged as a candidate for very high-speed transportation systems. Because of its outstanding potential, Hyperloop can usher in a new transportation era with several attractive features. Developing suitable communication system solutions is crucial to bring this promising technology closer to reality. In addition, the Hyperloop communication system is essential to support monitoring-and-controlling services and deliver communication services inside its capsules/pods. Throughout this article, we overview Hyperloop technology and discuss its general characterization to recognize and estimate its relative position among the current HSR communication systems. Then, we investigate different attributes of the communication system, including network architecture, quality-of-service (QoS) requirements, and critical challenges to implement a reliable communication system. With the high speed of the capsule/pod and the system’s unique structure, severe Doppler effect and frequent handover may considerably affect the operation of the communication system. Because Hyperloop is a recent development, it is necessary to study the existing HSR communication technologies to determine whether they can establish robust communication links for the Hyperloop system and deliver data with the required QoS. Furthermore, we provide technical details of the current HSR technologies and related research. Subsequently, we present the recent advances in the Hyperloop communication system with classification depending on whether it is a radio-, network-, antenna-, or software-based solution. Finally, we propose future research directions that can promote an improved communication performance.

Background: Hyperloop is a new technological concept for a very fast magnetic levitation train that would travel through soft vacuum tubes and could achieve a speed of up to 1,200 km/h. As a new transportation system, it might bring some challenges related to human factors that should be tested and considered when designing and propagating Hyperloop. Aim: This paper used literature review to identify potential physiological and social challenges. Some of these challenges might be high speed, high acceleration /deceleration, large magnetic forces, safety concerns, air pressure, motion sickness and cost as potential human-related challenges. Methods: In this case, the method of literature review aimed to evaluate the potential physiological effect of these factors on the passengers. It investigated physiological consequences of very high speed, high acceleration/deceleration, and a high magnetic field, as well as human factors of the Maglev trains. Results: The literature identified high acceleration/deceleration, high speed and high magnetic field as potential risks or sources of discomfort for the passengers. Conclusion: To the knowledge of the authors, it is the first attempt to identify social and physiological challenges related to the Hyperloop trains concept. It is aimed to inform the development and policies to achieve the safest and most comfortable transportation form.

The next generation of ultra-high-speed (UHS) trains, known as Hyperloop and TransPod, are aerospace type vehicles designed to carry passengers. The UHS employs a vehicle capsule within a protected vacuum tube deck, supported by reinforced concrete piers (i.e. multi-span viaduct). The tube environment allows multiple UHS vehicles to run in parallel simultaneously (i.e. twin tube deck) where asymmetric train loading will result in a large dynamic unbalanced moment on the piers. Therefore, exploring the lateral dynamic interaction of bridge deck (twin tube) and piers under such an unbalanced moment is an extremely important factor for the analysis of viaducts under dynamic UHS train loading. Hence, this paper analytically addresses the dynamic bridge deck–pier interaction under UHS train loading for lateral vibration.

The paper analyses the alternatives for the power supply of a Hyperloop type railway transport. The particular case of the technology of the Spanish company ZELEROS was studied. Based on previous technical specifications related to both the first prototype and a commercial system, different options were analyzed. We selected the use of a linear motor driven by a single power electronic converter, a distribution scheme comprising different sections along the acceleration area of the track, and an energy storage system based on supercapacitors for the energy supply. The power/energy ratio and the cycle capability are the reasons to become a feasible and competitive solution. A preliminary design methodology for the energy storage requirements is presented in the paper. Once the type of linear motor was selected, the power supply scheme was presented, based on a motor-side power electronic converter and a DC/DC converter which connects to the energy storage devices. An additional low power grid-tie converter for the recharge of the energy storage system was also used. Different track sections were defined, connected to the power electronic converter through corresponding switches, being supplied sequentially when the capsule presence is detected along the track. The particular characteristics of this application, with relatively short traction track area, as well as the high energy recuperation ratio due to the low losses, make more suitable the use of energy storage systems as the source of power supply than the direct connection to the grid.

The Hyperloop is a new mode of transport consisting on a pod travelling along a low-pressure tube that relies on greatly reduced friction to significantly decrease energy consumption and associated emissions. This mode is still in early stages of development. On the other hand, safety is a serious concern in any kind of transport system and must be addressed from the very beginning in order to avoid redesigns and delays in development, as well as increasing costs. Within this framework, this article aims to set up the premises to implement safety into the Hyperloop development process, from the beginning and as a foundational criterion. We use a refined SWIFT method to identify the main hazards in the Hyperloop operations. We also propose a first list of measures to eliminate, reduce and control hazards, as well as measures to reduce damage in case of hazardous incidents. These measures are based on existing knowledge related to safety in other more developed and operating modes of transport, specifically commercial aviation and railways, as well as in a more innovative one: unmanned vessels. The paper takes the main lessons found in these three transport modes and articulates a first approach to risk analysis and safety management for the Hyperloop.

Hyperloop is one of the inventive transportation which has solid specialized outlines for rapid ground transportation. Linear electric drives are one of the proposals by various companies for present-day hyperloop systems. But they have concerns like an air-gap alignment, low magnetic flux usage, and reverberation. These issues will have a direct effect on the performance of the system. So, to overcome the problems and improve the system's performance, some design or new design modifications are vital. Dodecapole Electrical Propelling System (DEPS) is one of the structure in which magnetic flux is equally distributed, and the levitation force is equal through the length of the system. This paper proposes a Multi-stage Dodecapole Electrical Propelling System (DEPS) for possible use in hyperloop transportation. This paper puts forward the basic design and possible inclusion in hyperloop transportation as a point of initiation—data from a hyperloop students competition organized by the space exploration technologies corporation used.

Dynamic behavior analysis of propulsion and levitation systems is required to accurately evaluate the performance, energy consumption, and further optimization of the hyperloop high-speed train technology. In this paper, a detailed dynamic model is developed for the hyperloop propulsion and levitation systems. To do this, the finite element model of the levitation is linked to the analytical model of the propulsion system. The dynamic response of the system is evaluated under different wheel retraction and deployment times and for different stator segment lengths.

This study addresses the Hyperloop characterized by a capsule-type vehicle, superconducting electrodynamic suspension (SC-EDS) levitation, and driving in a near-vacuum tube. Because the Hyperloop is different from conventional transportation, various considerations are required in the vehicle-design stage. Particularly, pre-investigation of the vehicle dynamic characteristics is essential because of the close relationship among the vehicle design parameters, such as size, weight, and suspensions. Accordingly, a 1/10 scale Hyperloop vehicle system model, enabling the analysis of dynamic motions in the vertical and lateral directions, was developed. The reduced-scale model is composed of bogies operated by Stewart platforms, secondary suspension units, and a car body. To realize the bogie motion, an operation algorithm reflecting the external disturbance, SC-EDS levitation, and interaction between the bogie and car body, was applied to the Stewart platform. Flexible rubber springs were used in the secondary suspension unit to enable dynamic characteristic analysis of the vertical and lateral motion. Results of the verification tests were compared with simulation results to examine the fitness of the developed model. The results showed that the developed reduced-scale model could successfully represent the complete dynamic characteristics, owing to the enhanced precision of the Stewart platform and the secondary suspension allowing biaxial motions.

In 2013 Elon Musk inspired engineers and entrepreneurs with his idea for a 5th mode of transportation: the Hyperloop. Using large near-vacuum tubes as a medium, Musk envisioned sending humans and cargo in levitating pods from Los Angeles to San Francisco California in 35 minutes or less. Consisting of multiple subsystems, these pods would use magnetic or air-bearing technology for primary levitation to accommodate speeds approaching 700 mph. To address Musk’s call for a traditional deployable wheel system to provide added safety and low-speed mobility for the pods, a patent-pending Hyperloop Deployable Wheel System (HDWS) was developed. This report details the author’s contribution to the design and development of the award-winning HDWS and examines the constraints and limitations imposed by the Hyperloop concept: small operational space, near-vacuum low-pressure conditions, high-speed use and smooth ride requirements.

The new generation of capsules that circulate through vacuum tubes at speeds up to 1200 km/h, which is being developed, demands communication systems that can operate at these speeds with high capacity and quality of service. Currently, the two technologies available are the new generation of 802.11ax networks and 5G NR. Using these technologies at such high speeds in a confined environment requires a careful study and design of the configuration of the network and optimization of the physical interface. This paper describes the requirements for critical and business communications, proposing a WLAN and 5G network design based on the analysis of the propagation characteristics and constraints of vacuum tubes and using propagation measurements and simulations made in similar environments at frequencies of 2.5/5.7/24 GHz. These measurements and simulations show that propagation losses in this environment are low (4–5 dB/100 m), as a consequence of the guided propagation, so that the use of bands is preferred. Finally, considering the propagation constraints and requirements of a Hyperloop system, a complete wireless communication system is proposed using two networks with 802.11 and 5G technology.

There are many reasons for humans’ search for alternative modes of transportation across the globe and in the USA specifically, including (but not limited to) the following: as population densities continue to increase, traffic conditions continue to deteriorate with the existing infrastructure; a societal shift toward adoption of new methods utilizing green energy demands development of efficient modes of transportation utilizing renewable energy; we need to reduce our dependency on fossil fuels; and the logistical obstacles of airlines’ long security checking lines create enormous inconvenience for air travelers. All of these issues point toward the need for an intelligent, comfortable, and autonomous means of transport; that is people’s impression of the transport of tomorrow. That automobile will drive us into the future one vision of a new mode of transportation seems promising. A hyperloop is a train capable of reaching the speed of sound. While many people are skeptical about this concept, researchers and entrepreneurs from all over the world are working on making the hyperloop a reality. This chapter describes a study with the goal of developing a technology roadmap for a hyperloop company, in order to prioritize items on the basis of an expert panel’s judgment. With use of multielement tables, the team was able to shape a final hyperloop roadmap for the next 20 years. This roadmap is divided into 5-year intervals on the basis of the importance, feasibility, and availability of the necessary technologies.

Hyperloop is a novel transportation mode that can transform the way we travel. While entrepreneurs are working on turning this disruptive concept into reality, there is a lack of research on the Hyperloop route networks. Effective Hyperloop routes are essential for this concept as once built, they cannot be altered. The objective of this paper is to develop Hyperloop network routes for Europe and investigate their potential for passenger travel as an alternative transport mode to rail and air travel. The paper proposes two potential networks with different Hyperloop routes. An initial simulation study is conducted with four basic scenarios derived by varying the number of passengers (low and high) and the purpose of travel (using Hyperloop as an alternative to air or rail travel). The evaluation of the Hyperloop networks depends on four key performance indicators: (1) average travel time, (2) utilization, (3) passenger service level, and (4) revenue generation. The findings indicate that both networks have potential for the European passenger market, but their success depends on the behavior of the passengers using Hyperloop.

Hyperloop pods are expected to travel faster than 1,000 km/h. Apart from high speed, high throughput and low latency are crucial to hyperloop ’s success. We show that hyperloop networks could transport as many passengers as train or plane networks. Our on-demand pod scheduling method provides passenger waiting times of only a few minutes, even at peak times. That minimizes the overall trip latencies. Further, our scheduling results in low resource usage in terms of consumed energy and required number of pods in the system. With on-demand scheduling, passengers need not look up schedules and cannot miss connections. Rather, the schedule follows passengers’ itineraries. In addition, the hyperloop concept can enable many direct connections due to small pod capacities. We conclude that hyperloop systems may become the preferred mode of transportation by being fast, reducing waiting times and keeping up with high demand – all while offering more convenience than current public transportation.

Hyperloop is envisioned as a novel transportation way with merits of ultra-high velocity and great traveling comforts. In this paper, we present some concepts on the key technologies dedicated to the train-to-ground communication system based on some prevailing fifth-generation communication (5G) technologies from three aspects: wireless channel, network architecture, and resource management. First, we characterize the wireless channel of the distributed antenna system (DAS) using the propagation-graph channel modelling theory. Simulation reveals that a drastic Doppler shift variation appears when crossing the trackside antenna. Hence, the leaky waveguide system is a promising way to provide a stable receiving signal. In this regard, the radio coverage is briefly estimated. Second, a cloud architecture is utilized to integrate several successive trackside leaky waveguides into a logical cell to reduce the handover frequency. Moreover, based on a many-to-many mapping relationship between distributed units (DUs) and centralized units (CUs), a novel access network architecture is proposed to reduce the inevitable handover cost by using the graph theory. Simulation results show that this scheme can yield a low handover cost. Then, with regards to the ultra-reliable and low latency communication (uRLLC) traffic, a physical resource block (PRB) multiplexing scheme considering the latency requirements of each traffic type is exploited. Simulation presents that this scheme can maximize the throughput of non-critical mission communication services while guaranteeing the requirements of uRLLC traffic. Finally, in terms of the non-critical mission communication services, two cache-based resource management strategies are proposed to boost the throughput and reduce the midhaul link burden by pre-fetching and post-uploading schemes. Simulation demonstrates that the cache-based schemes can boost the throughput dramatically.

The conceptualization about Hyperloop was brought in the 20th century, which completely transfers the archetype of transport. The hyperloop system will have a design of a vacuum tube through which capsule will travel with significantly less resistance by air or friction which will pass on the capsule or pod at a very high speed. It will be propelled at a speed which will be over and above the speed of airlines. It will race at the speed of 760mph which is 1200km per hr. The positioning of the commuter would be done inside this capsule. Hyperloop tubes will be low pressured. Linear induction motor placed through the tube would hasten and slow down the speed of the capsule. The notion of Hyperloop was first initiated in 2013, which proposed and routes were examined from Los Angeles to the San Francisco Bay region. Hyperloop is considered to be resourceful transport.

Vertical take-off and landing (VTOL) is a futuristic mode of transport that can potentially revolutionize the way we commute. However, despite the technical leads offered by VTOL, the feasibility of this state-of-the-art urban commute needs to be established from various aspects. This study assesses the temporal and economic benefits offered by VTOL technology over the conventional road taxi service. The mode ‘taxi’ is chosen as it is thought to compete, as a chief mode of urban transport, with the VTOL transport in future. The comparison is based on two decisive factors: the peak hour travel-time and fare by taxi and VTOL on 44 routes in five metropolitan cities: New York, Los Angeles, London, Munich and Shanghai. Analysis of Variance (ANOVA) is performed on the data set and conclusion is drawn on the statistical significance of the difference in the response variables (time and fare) by mode choice (VTOL versus Taxi). VTOL is found to offer significant advantages over the surface transport (taxi) in terms of time and fare. The findings of this study are expected to assist in determining the practicality of VTOL systems. Moreover, the methodology used here is reproducible and provides a framework for testing the practicality of other futuristic transport modes (such as hyperloop).

The Hyperloop concept, pod speed competitions and current project developments have recently attracted much publicity. In this paper the transport technology of the vacuumed tube transport project Hyperloop is assessed through a system analysis of its principal aims, functional design, transport capacity and demand in comparison with existing commercial airlines, high-speed rail, and Maglev lines. First, the potential for high-speed long-distance travel demand for Hyperloop based on existing airline transport volumes between major airports in Germany on the one hand, and the proposed Hyperloop link from Los Angeles to San Francisco in California on the other, is assessed in general terms. Second, the technical feasibility of the proposed Hyperloop concept for vehicle design, capacity, operations, propulsion, guidance, energy supply, traffic control, safety, alignment, and construction is discussed in more detail. Third, possible environmental impacts and uncertain investment, operating and maintenance costs for implementation of a Hyperloop line are described. Finally, the risks for further Hyperloop project development and the need for more transparent research are emphasized.

This paper presents the multicriteria evaluation of the High Speed Rail (HSR), TransRapid Maglev (TRM) and Hyperloop (HL) passenger transport system assumed to operate as the mutually exclusive alternatives along the given line/corridor. For such a purpose the methodology is synthesized consisting of the analytical models of indicators of performances of these systems used as the evaluation criteria and the multicriteria Simple Additive Weighting (SAW) method. Given the characteristics of infrastructure and rolling stock/fleet of vehicles/trains reflecting the systems’ infrastructural and technical/technological performances, the indicators of operational, economic, environmental, and social performances are defined and modelled respecting the interests and preferences of the particular actors/stakeholders involved. These are users/passengers, the systems’ transport operators, local, regional, and national authorities and investors, and community members. The proposed methodology is applied to the line/corridor Moscow – St. Petersburg (Russia) by assuming that three HS systems exclusively operate there according to “what-if’ scenario approach. The results indicate that, under given conditions, the HL is the preferable compared to the TRM and HSR alternative.

This paper proposes an all-in-one system for hyperloop that conducts propulsion, levitation, and guidance. Currently demand on high-speed long-distance transportation is increasing, so that hyperloop is getting attention and studied hard globally. Hyperloop is a new innovative transportation in which a levitated subsonic speed train travels through a vacuum cylindrical tube. Hyperloop needs functions of propulsion, levitation, and guidance for its service, and many devices are necessary for those functions. In the tube, a constrained space, many devices make the entire system complicated, and the size of the vehicle and tube are increased. Therefore, the costs of maintenance, manufacture, and construction are increased and control of each device becomes very difficult. But a non-symmetric double-sided linear induction motor (NSDLIM), the subject of this paper, is an all-in-one system that could conduct all functions. In this paper, the concept of NSDLIM was introduced and its possibility was suggested. Requirements of NSDLIM were investigated considering very high acceleration, velocity, and low air pressure. An NSDLIM model was designed and analyzed by using the finite-element method. Then, NSDLIM parameters that affect performance were investigated and adjusted to improve performance. The derived model performance was shown, and its possibility was considered.

A significant drawback of high-speed railway trains is high values of the dynamic coefficient for overpasses. Therefore, it is necessary to increase the construction height and weight of superstructures significantly as compared to sections with standard traffic conditions. The need for construction of high-speed railways (HSR) on overpasses is recognized worldwide. High costs of their construction will be multiplied by tens of thousands of kilometers, therefore, high-speed vehicles will be less investment-attractive and they will slow down decision-making regarding the construction of new rail lines. The magnetic levitation transport technology, in contrast, has no such drawbacks due to a different kind of load distribution. Magnetic levitation (maglev) trains do not concentrate the load transmitted to the overpass superstructure at a single point like in case of the "wheel-rail" technology, but transmit the load in continual spots to the areas of contacts of the passive and active parts of the linear motor. As a result, maglev trains moving at high speeds possess significantly lower natural frequencies as compared to superstructures: the resonance effect typical for high-speed railway trains is not observed in maglev trains. Calculations presented in this article confirm the significant potential of reducing costs during construction of railways based on the magnetic levitation transport technology, as compared to conventional "wheel-rail" high-speed railways. Besides, due to the uniform distribution of the transmitted load, maglev trains will not cause a significant increase in structural safety margin (taking into account resonance/dynamic phenomena) in case of further increase in running speeds upon possible placement of the system in a vacuum tube (Hyperloop technology).

The Hyperloop is high-speed ground-based transportation system concept; a supersonic train line stretching across the country in airless tubes, which stands as competition for air, train, and car transportation for distances of travel from 200 to 1100 km. This paper concentrates on software - applied in the Hyperloop pod called Goose 3 [1], which was developed by the team from University of Waterloo [2] - Waterloop [3]. This paper is concentrated on roadblocks, that were faced during the design and development process; to be more specific - building a reliable and scalable infrastructure that allows for complete control of the pod throughout the launch. In the pod, electronics and software play a crucial role, as traveling at high velocities requires immediate response to real-time vehicle conditions obtained from sensors on-board, which raises it’s own unique challenges. This paper looks at the work completed by team Waterloop in areas of design of the electrical and software system.

We present an operational-driven optimal-design framework of a Hyperloop system. The novelty of the proposed framework is in the problem formulation that links the operation of a network of Hyperloop capsules, the model of the Hyperloop infrastructure, and the model of the capsule’s propulsion and kinematics. The objective of the optimisation is to minimize the energy consumption of the whole Hyperloop system for different operational strategies. By considering a network of energy-autonomous capsules and various depressurization control strategies of the Hyperloop infrastructure, the constraints of the optimisation problem represent the capsule’s battery energy storage system response, the capsule’s propulsion system and its kinematic model linked with the model of the depressurization system of the Hyperloop infrastructure. Depending on the operational scheme and lengths of the trajectories, the proposed framework determines optimal operating pressures of the Hyperloop infrastructure between 1.5 − 80 m b a r along with the maximum capsules cruising speeds. Furthermore, the proposed framework determines maximum operational power of the capsule’s propulsion system in the range between 1.7 − 5 M W with a minimum energy need of 25 W h / p a s s e n g e r / k m .

[EN] Hyperloop is an avant-garde idea for high-speed transportation of passengers and freight in a \emph{pod} or capsule-like vehicle travelling through an hermetically sealed tube with reduced internal pressure. Its maximum envisaged speed is around \SI{1200}{\kmh}, which would be directly comparable to airplane travel and much faster than road and railway transportation. Because the unconventional, ad-hoc civil infrastructure required for Hyperloop is still under a conceptual design phase, one of the most important steps to undertake at this stage is to develop analytical models and tools to simulate the mechanical behaviour, so that any potential issue can be anticipated. This article is a novel comprehensive study of the relevant phenomena that influence the design of Hyperloop infrastructure from the structural engineering viewpoint. The aim is to obtain, for the first time, representative values of the main internal forces and stresses leading to a preliminary design of the vacuum tube and, simultaneously, to provide relevant insight into the main phenomena involved. Depending on the longitudinal restrictions implemented at the piers, two basic configurations based on steel tubes are proposed. The strength and stability of the tube have been analysed thoroughly by taking into account the self and dead weight, internal low pressure, wind, thermal and traversing vehicle dynamic effects. Fatigue has also been assessed at potential critical locations. The relevance of each external action has been suitably highlighted, with particular emphasis on the predominant thermal and buckling effects. Estimates of the required tube thickness are provided, and resonance phenomena at some particular speeds are pointed out. Since the Hyperloop concept comprises both vehicle design and structure standardization that strongly relate to each other, their definition must be advanced in parallel. This work represents a starting point for future detailed studies, as the HL technology evolves through subsequent stages when relevant details of vehicle design will be available., The authors gratefully acknowledge the financial support of the Generalitat Valenciana, through grant AICO/2019/025 for the project "Analisis Dinamico aplicado al Diseno de Viaductos para Hyperloop: Vibraciones de Flexion, Torsion y Limites Normativos", within research funding program AICO2019: Subvenciones para grupos de investigacion consolidables.

The Hyperloop vehicle is a conceptual mode of transportation in which a pod travels at high speed through a low-pressure tunnel to minimize the aerodynamic drag. In the current paper, an aerodynami...

The Hyperloop system offers the promise of transportation over distances of 1000 km or more, at speeds approaching the speed of sound, without the complexity and cost of high-speed trains or commercial aviation. Two crucial technological issues must be addressed before a practical system can become operational: air resistance, and contact/levitation friction must both be minimized in order to minimize power requirements and system size. The present work addresses the second issue by estimating the power requirements for each of the three major modes of Hyperloop operation: rolling wheels, sliding air bearings, and levitating magnetic suspension systems. The salient features of each approach are examined using simple theories and a comparison is made of power consumption necessary in each case.

In this paper, we give a brief analysis of the work in the field of Hyperloop technology carried out in 2017-19. We show that this area is thriving. Further, we consider the structure of the Hyperloop passenger transportation system when an intermediate station appears between the start and end stations of the system. We assume that the time between departures of adjacent capsules from the start and end stations is short. We can compare it to the time of the capsule decelerates to stop at the new station. We consider the case when one part of the capsules should stop at the intermediate station, and the other part will follow to the final station without stopping. The proposed scheme is easily transformed into a bunch of structures with several intermediate stations.

The increasing transport needs of societies are prompting manufacturers and inventors to seek new ways to satisfy them which are closely related to the development of new transport systems and means of transport. The current level of technological and social systems imposes limits on the implementation of new concepts which combine the advantages of existing systems currently functioning as separate entities. Combining the advantages of rail transport with the characteristics of air transport gave rise to the concept of a new transport system called Hyperloop, whose main purpose is to create a transport network combining the advantages of air and rail transport with low operating costs. The project assumes a pipeline structure and a transport capsule that moves inside its channels. To obtain high-velocity capsules, it is assumed that the pressure in the pipeline will be reduced, which will reduce in turn the losses resulting from the resistance of the moving capsule. Most means of transport in current use involve motion in open space. The proposed Hyperloop system involves different problems concerning the movement of the capsule as a means of transport within the confined space of the pipeline. These problems require specific analysis of conditions inside the system which depend on the velocity and shape of the capsule. These issues can be addressed using currently available numerical tools. An attempt to assess the phenomena associated with the flow of the capsule, using an important factor found in the pipeline space, was undertaken in the analyses conducted here. The study involved determination of the force acting on the nose of the capsule, an important component of its resistance to movement. The results and analyses were used to evaluate the differences in energy demand between two compared structures. On the basis of these results, conclusions were drawn regarding the directions for further modifications of the shape of the capsule aimed at reducing the energy demand necessary for its propulsion.

This paper presents the concept of one possible but unconventional implementation of a Low Pressure Tube Transport (LPTT) system for a network with station-to-station distances of 300 km, based on the use of circular tunnels in which modular vehicles consisting of three interconnected functional segments move on wheels with airless tires. The physical limitations associated with high-speed vehicle travel in tunnels are presented. The reasons for the expected inconvenience in the travel system, compensated by short travel times, are justified. Assumptions for the use of locomotion, safety, and passenger segments in the construction of a vacuum modular vehicle are presented, as well as systems to ensure the efficient conversion of serial traffic in tunnels to parallel traffic in station areas. Schemes of station construction and traffic organization in the station area are presented, as well as assumptions for a number of systems increasing the safety of vehicle traffic used in emergency situations. Visualizations of some solutions are presented. Details of the construction of a locomotive segment based on a multi-wheel system of airless wheels with the use of a system of linear motors for acceleration and an inertial drive system between them to reduce its weight are presented. Some conclusions from tests conducted on built simulators, mechanical and virtual, of the passenger segment of a vacuum vehicle are discussed.

The paper will present a mathematical model for the guideway as a continuous system, followed by a moving force coming from the capsule and the capsule as a discrete system. The theoretical problem selected for analysis comes from a group of technical problems, which solve the dynamics of systems subjected to moving loads. Dynamic reactions in the system are described by a system of coupled partial and ordinary differential equations. Their solution was obtained using approximate numerical methods. The article concerns the analysis of Hyperloop vehicle guideway displacement in the occurrence of magnetic levitation phenomenon, which appears when starting, driving and braking the vehicle. The analysis was carried out using a numerical, three-dimensional model of the guideway. The results of the analysis are illustrated with calculation examples. The displacement of the guideway and magnet elements was determined by simulations. The simulations were conducted using MBS software. The presented results refer to the movements of the capsule of Hyperloop vehicles.

Expected to operate in the forthcoming decade, Hyperloop is a magnetically levitated capsule that aims to transport passengers between metropolitan cities at a very high speed. To the best of the authors' knowledge, this research is the first to study the Hyperloop from an operational perspective by developing simulation models. We consider the Hyperloop system that is expected to be established between Los Angeles and San Francisco, and the demand for this emerging service is estimated by considering the on-road and flight travels made between these two metropolitan cities. We developed a Define, Measure, Analyze, Design, and Verify (DMADV) approach for (a) conceptualizing the problem and understanding the Hyperloop network operations, (b) gathering data from various sources, (c) developing the simulation model, and (d) obtaining the results and proposing managerial insights for efficient network operation. Sensitivity analysis is performed by varying parameters such as the pod capacity, the number of Hyperloop capsules in the system, commuter volume variability and willingness to use Hyperloop rate, and their impact on the performance measures is studied. Results indicate that the number of Hyperloop pods in the system and the commuter volume variability appear to impact the measures exponentially, and hence intense market research on these parameters is recommended. The proposed simulation model developed under the DMADV approach can be used as a recommender tool by any logistics company that is interested in venturing into the Hyperloop market.

This paper presents an embarking and disembarking process for the hyperloop, a future high-speed transportation of passengers and goods in tubes. A concept of the (dis)embarking process has been designed and tested with two experiments. The first experiment was performed to compare the new concept to one that is more similar to the current embarking setup of trains on the aspects of efficiency and experience. Participants were asked to (dis)embark in the test settings that simulate the new concept and the conventional situation with luggage. As a result, new passenger flow saves 40% of the time for vehicles to stay on the platform. Follow-up questionnaires and interviews with the participants show that the proposed passenger flow gives a better experience in terms of efficiency, seamlessness and friendliness. The new solution increases the number of doors, which increases the manufacturing complexity and the chance of failure. Narrowing the door size minimizes this effect. Subsequently, a second experiment has been carried out to study the influence of door width on (dis)embarking efficiency and passenger experience following a similar method. It turns out that narrowing the door width does not noticeably influence the embarking time, but the disembarking time does increase. Interviews show that half of the participants sense a negative experience with narrower doors, while the other half do not notice a difference.

In this paper the dynamics of a set of ultra-high-speed (UHS) moving masses/loads traversing a continuous beam are explored. The proposed model is intended to simulate the dynamic response of continues bridges under the new Hyperloop/Transpod trains, which are proposed to travel at up to 1200 km/h. This speed introduces a range of dynamic responses that have hitherto not been observed in generic high-speed trains. The analytical results show that the dynamic amplification factors, due to train passage, are significantly larger than current trains. This is due to the combination of ultra-high-speed and continuous beam construction, which is necessary to maintain a partial vacuum in the enclosed tube. Therefore, current design recommendations are not sufficient for these UHS trains.

Introduction: Hyperloop (HL) is presented as an efficient alternative of HSR (High Speed Rail) and APT (Air Passenger Transport) systems for long-distance passenger transport. This paper explores the performances of HL and compares these performances to HSR and APT. Methods: The following performances of the HL system are analytically modeled and compared to HSR and APT: (i) operational performance; (ii) financial performance; (iii) social/environmental performance. Results: The main operational result is that the capacity of HL is low which implies a low utilization of the infrastructure. Because the infrastructure costs dominate the total costs, the costs per passenger km are high compared to those for HSR and APT. The HL performs very well regarding the social/environmental aspects because of low energy use, no GHG emissions and hardly any noise. The safety performance needs further consideration. Conclusions: The HL system is promising for relieving the environmental pressure of long-distance travelling, but has disadvantages regarding the operational and financial performances.

The European Union aims to introduce synchromodal transport networks to facilitate sustainable and efficient freight transport. One fundamental opportunity of synchromodality is a modal shift towards environmentally friendly transport modes. In this respect, the present paper examines if a modal shift towards high-performance transport modes is beneficial for the concept of synchromodality. We consider the Hyperloop technology as a prime example for high-performance transport modes as it is proposed that it will be faster than air transport and more energy efficient than train transport. The results suggest that integrating the Hyperloop into synchromodal networks involves mutual benefits for both, the Hyperloop and synchromodality.

Hyperloop mass transportation systems are actively developed at the moment. They represent the forefront development of the Zero Energy Transportation systems where air drag is minimized by travelling in a vacuum and friction is reduced by non-contact bearings. Hyperloop supporters are confident that the cost of their transportation systems would be low compared to existing transportation systems because of the low loss and therefore low energy consumption as well as other cost-saving techniques documented in the Hyperloop Alpha specifications. However, there are other published designs in the form of patents that may improve on the designs of the Hyperloop systems so that sustainable mass transportation systems can be realized.

In the paper, we consider the features of the new revolutionary transportation technology (the Hyperloop technology) proposed in the USA and associated with the use of ultra-high-speed vacuum trains moving inside tubes with a reduced internal air pressure. In doing so, we focus on Hyperloop cargo systems for transporting standard 20-foot containers. Now Russia has plans to build such a transport system in the Far East. In the paper, we examine the technical parameters of the tube and the capsule for the Hyperloop cargo systems and give some estimates for such technical and economic indicators as the cost of construction and the carrying capacity of the road. We discuss the question of what the Hyperloop technology can offer to solve serious transport problems of the modern world.

In 2013, Elon Musk proposed a conceptual new form of transportation called “The Hyperloop” which would involve transporting passengers through reduced-pressure tubes, in capsules, at more than three times the speed of modern rail. The feasibility and cost of the initial design has been heavily criticised, with varying degrees of bias. To better understand and contextualise the Hyperloop system, this study utilises axiomatic design to investigate and compare the implementation of both High Speed Rail and the Hyperloop along the eastern coast of Australia. Axiomatic design allowed quantification of the inherent uncertainty in both systems and a cost assessment determined the capital cost and annual revenue of both systems. The findings, based on design feasibility and financial metrics, suggest that High Speed Rail is the better design option. However, the development of new technology in the coming years may justify the implementation of the Hyperloop in Australia.

Sub-sonic linear synchronous motors (LSMs) with high-temperature superconducting (HTS) magnets, which aim to accelerate to a velocity of 1200 km/h in the near-vacuum tubes of 0.001 atm for the Hyperloop, are newly introduced in this paper. By the virtue of the combination of LSMs and electrodynamic suspensions (EDSs) with HTS magnets, a large air-gap of 24 cm, low magnetic resistance forces of below 2 kN, and the efficient as well as practical design of propulsion power supply systems of around 10 MVA could be guaranteed at a sub-sonic velocity. The characteristics of the proposed LSMs with HTS magnets, in addition, are widely analyzed with theories and simulation results. Optimal design methods for LSMs and inverters, which account for more than half of the total construction cost, are introduced with design guidelines and examples for the commercialization version of the Hyperloop. At the end of the paper, in order to verify the proposed design models of the sub-sonic LSMs, two different test-beds—i.e., 6 m long static and 20 m long dynamic propulsion test-beds—are fabricated, and it is found that the experimental results are well matched with proposed design models as well as simulation results; therefore, the design methods constitute guidelines for the design of sub-sonic LSMs for the Hyperloop.

In this research, we explore the unique case of JumpStartFund, a new crowdfunding platform that is used to develop the Hyperloop project. To this end, we employ an in-depth single case study to examine the participation architecture of the platform as well as the Hyperloop campaign content, based on which we derive a new crowdfunding model. The derived crowdfunding model differs from existing crowdfunding models in that it allows entrepreneurs to develop their business with the crowdmore actively. Our research has important implications for research and practice. First, we introduce a new crowdfunding model that expands the boundaries of existent models. Second, we explain how our model helps to more efficiently leverage the potential inherent in the crowd thereby redefining entrepreneurial success within crowdfunding. Third, we discuss how our findings contribute to existent research within the context of crowdsourcing.