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OFFICIAL
CROWDSTORM
DOCUMENTATION
THE FUTURE IS
NOW
HYPERLOOP
T R A N S P O R TAT I O N T E C H N O L O G I E S
Weve put this document together to explain the process Hyperloop Transportation
Technologies, Inc. is going to use in order to make the Hyperloop a reality. It will also show
the progress and some of the key opinions and ideas that have been surfaced since the
Hyperloop idea was announced. Finally, youll find some preliminary studies and concepts
done in the interests of helping to answer some key safety and engineering questions.
THE METHOD
In todays economy, most entrepreneurs are trying to solve small-scale problems or
improving on currently active technologies. This leaves many larger but no less pressing
issues unresolved. The Hyperloop would not only have the potential revolutionize
transportation,, it solves a ma jor problem: over populated cities and highways. The
ramifications of partially resolving that problem is staggering. The question that we ask
ourselves: are the times of the Carnegies and Rockefellers over?
Our answer is a resounding No! We as a company believe that dedicated people
organized into companies can still succeed in amazing, massive undertakings. Of course
we are aware that building the Hyperloop will require a significant investment. However,
the most important ingredient to achieving amazing results is getting people involved who
are committed and passionate about working to achieve results. With people resources in
place, the financing of the project question becomes less daunting.
In todays world its much easier to connect passionate, interested individuals to each
other. At JumpStartFund, we truly believe that if we connect people who are willing to
invest their time and knowledge in the Hyperloop project, we will make it a reality.
Hyperloop Transportation Technologies (HTT) was founded with the specific intent to use
crowd collaboration as an integral component of its business model, from the first day of
inception to becoming a multi-billion dollar company. JumpStartFund believe that smarter
companies will be built that way. The crowd has power, offering opinions and expertise that
are difficult to come by easily unless harnessed through collaboration,. The crowdsourcing
model has proven itself in a variety of contexts, and has shown that it can beat even the
brightest scientists and supercomputers.
Reliance on crowdsourcing, allows anyone who gives valuable input should receive value in
return. By using JumpStartfunds (www.jumpstartfund.com) approach, 10% of HTTs future
revenue will be divided among the participants and winners of the different tasks that will
be completed (read more here www.jumpstartfund.com/howitworks).
This approach borrows many aspects from open source models, and combines them
with commercial enterprise. Thus, Hyperloop Transportation Technologies is a unique
combination of a commercial company and open forum, in which virtually anyone with ideas
and passion can participate and be part of potential future profits. If you can contribute
something valuable, you can receive a part of the companys success in return. This
open-ended, crowd-oriented approach has been Hyperloop Transportation Technologies
approach from the very beginning, and will continue to be.
HYPERLOOP
T R A N S P O R TAT I O N T E C H N O L O G I E S
The Team
Currently the core team consists of over a hundred amazing people who believe in the project
enough to work without immediate compensation, some of them full time. They dedicate as
much as forty or more hours a week and commit to a weekly minimum in exchange for stock
options within the company. Most of them have full-time jobs and amazing backgrounds.
Top talent has applied with education from top universities like Harvard, Stanford, MIT,
Dartmouth, UCLA and many others. Many also have work experience in leading companies
like Boeing, Airbus, NASA, Tesla, SpaceX, Salesforce, Yahoo, Cisco and many more.
HYPERLOOP
WORLDWIDE TEAMS
One of Hyperloop Transportation Technologies key partnerships is with UCLAs SUPRASTUDIO (for more info
see http://www.aud.ucla.edu/programs/m_arch_ii_degree_1.html). They UCLAs SUPRASTUDIO will lead the
design efforts in an extensive program with participants from all over the world, as well as with members
of Hyperloop Transportation Technologies core team who are interested in specific areas such as capsule
design, station logistics, and overall traveler experience.
Progress
The uniqueness of this crowd-oriented commercial project has brought some unique challenges to the
forefront, including the legal ramifications of this brand new model. Despite the obstacles, however, we
have attracted and developed a core team that will progress quickly and make sustainable impact. The
community has discussed many issues and several people have contributed amazing value. We would like to
use this document to present some of the findings that came from our treatment of the initial topics. This will
include opinions and ideas that range from the most immediately applicable to those in the distant future.
Why include the even the futuristic ideas? Its simple - we believe that at times, those are the ones that spark
the most valuable outcomes. Overall, we are trying to solve the challenges with a completely new approach.
One idea leads to the next, and with a project as new and gigantic as building the Hyperloop will be the only
way were going to find the correct solutions is by keeping an open mind.
Call to
Action
We believe that there are no technical challenges that cant be solved, and by using this unique
approach we hope to resolve challenges faster and more efficiently than would otherwise be possible.
Besides the technology aspect of the Hyperloop, we see enormous advantages on how the lives of
millions of people would be positively influenced with the Hyperloop becoming reality.
The most amazing thing in this process is that so many people, from all over the world and with
amazing backgrounds, is coming together to make the Hyperloop happen. Its the first project of its
kind in history, and people who share a common belief are doing it. The input of tens of thousands of
people, including yours, will make this one of the best transport systems in the world.
If youre interested in the Hyperloop, we would like you to join our team. Anyone whos interested in
being part of the project is welcome to apply at: www.jumpstartfund.com/hyperloop/team
If you are not quite ready to join the team, but still have an idea or an opinion youd like to share, let
us know! We welcome input on an array of topics included in this document, whether in the form of
new ideas, criticism, and general commentary, please submit them at: http://jumpstartfund.com/#!/p/
hyperloop/file/crowdstorm-document
Since the announcement of the Hyperloop concept in August 2013, the idea has anything but gone
away. Hyperloop Transportation Technologies has done a lot of engineering research on the capsule,
the tube, and the propulsion system. As much as we would love to have the Hyperloop built by the end
of the year, there are still plenty of questions that remain unanswered. Thats why weve published
this crowdstorming document. We want to brainstorm with you. Do you have ideas or answers to
these questions? Maybe you have other questions? In any of these cases, please let us know!
Hyperloop
Initially the Hyperloop was presented as an alternative to the Highspeed rail project from Los Angeles to San Francisco. As a refresher, the
Hyperloop design uses a combination of low air pressure and magnetic
acceleration to get people from LA to SF in just about 30 minutes, which is
almost three times faster than flying, while producing its own electricity
from solar power, with round-trip tickets projected to cost between $40$60. If you want to know more about the details of this system, you can
check out SpaceXs Hyperloop page (www.spacex.com/hyperloop),
which includes a good first look at the original proposal, as well as Elon
Musks original white paper.
While it would of course be fantastic to have a Hyperloop between LA
and SF as originally proposed, those arent the only two cities in the US
and all over the world that would seriously benefit from the Hyperloop.
Beyond the dramatic increase in speed and decrease in pollution, one
of the key advantages the Hyperloop offers over existing designs for
high-speed rail is the cost of construction and operations. Our goal is
to keep the ticket price between LA and SF in the $20-$30 range. If this
same overall price point were preserved for other city pairings, it could
dramatically change the way people live and work in cities.
HYPERLOOP
T R A N S P O R TAT I O N T E C H N O L O G I E S
Progress Overview
CAPSULE | AERODYNAMICS
Several studies have been conducted, with the one from Ansys standing out most have
shown that from a theoretical point of view it is feasible. Below is some of the information
from the analysis conducted by Ansys:
Assumptions:
1. Capsule moving at 210 m/s, i.e. at 470 miles per hour
2. Mass flow split assumed as: 50% sucked by fan, 50% goes around the capsule.
3. Air sucked by the fan is then distributed at 40% from the tail and remaining to the air bearings.
Preliminary results:
1. A circular cross-section will lead to better aerodynamics.
2. Exhaust of the air bearings will have to be controlled carefully to ensure proper capsule aerodynamics.
3. Front opening needs to be circular like that of an aircraft jet engine for improved aerodynamics.
4. End point of the tail needs to be lifted for improved capsule aerodynamics.
Our team has elaborated further, refined those models assuming the initial parameters:
Tube pressure = 100Pa
Air density = 0.00116kg/m3
Capsule speed = 210m/s (470mph) initially for better accuracy, later up to 760 mph
Mass flow is split 50-50 between compressor and outside capsule
-Compressor mass flow distributed 40-60 to the tail outlet and air bearings, respectively
The air flowing out of the air bearing strongly disturbs the airflow around the
capsule, so if the air bearing solution is implemented, the air bearing skies need to
be designed as one part to reduce disturbance of flow around capsule.
VELOCITY
HYPERLOOP
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CAPSULE ASSEMBLY
The initial design of the capsule was in one piece and with nice looking wing doors. We
believe the design is important for the passenger. It makes him feel comfortable and safe.
When thinking of boarding it comes clear that due to the barrow space boarding can only be
done laterally.
But the low pressure inside the tube and the velocity requires for a very solid capsule, which
would require very large doors and creates design challenges to keep the capsule structural
stable.
Here a concept that uses an independent shell and loads them sideways.
A boarding from the back would be beneficial, as it would allow having a very stable capsule
and only one heavy door. But that seems impossible to do due to the space restrictions and
in addition if possible would delay boarding times.
The solution is to create a capsule assembly, where the outer shell, which travels inside the
tube and incorporates the compressor as well as all necessary technology is independent
from the seating module, Passengers can still board laterally and will than be moved inside
the outer shell ready for departure once seated.
The capsule could be kept separate from the outer shell, through magnetic levitation and
balance movement to provide a more comfortable ride.
The space in between the outer shell and the seating module could be in a vacuum to create
isolation from sound as well as high temperatures.
Capsule Types
In order to optimize the routes, we defined 3
types of capsule arrangements.
Economy class
Here the seating arrangement is dense to optimize performance
Business Class
The business class arrangement allows for more comfort and interaction during the ride.
The capacity is lower due to the use of some of the space for amenities.
Freight
The freight module fits standard airfreight shipping containers for easy handling.
CAPSULE INTERIOR
Claustrophobia was one of our main concerns while designing the interior. People will find
it difficult to accept a new mode of transport that makes them feel cramped and trapped.
How do you create a sense of openness inside a capsule with no windows?
We are studying several solutions. One is to create a window like feeling, where we imitate
the light spectrum outside of the capsule. It would vary by the time of day and therefore
not feel closed. We believe it would improve the overall passenger experience.
healthy
DEPARTURE
Flashlight
10s Alarm
ACCELERATION
Linear Light
Illumination
CRUISE
Visualization
Screen
Entertainment
System
Spot Light
Personal Space
Emergency
DECELERATION
ARRIVAL
Flashlight
10s Alarm
White Light
Illumination
Fluorescent
Indicator
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Other solutions that are being analyzed are concepts where the wall and ceiling of the
capsule would be lined with OLED television screens that work together to project the image
of the outside of the capsule or stock scenery.
An emergency bathroom could be available in the business class capsule, this bathroom
would be meant only for emergencies as we can assume a fasten seat belt sign on for
the entire trip. Any cabin feature / functionality that has passengers leaving their seats or
unbuckling their seat belts / harness is likely to be problematic. The accelerations in normal
operation are going to be of the order of +/- 0.5g axially and 1g or more under emergency
stopping situations. The emergency exit would be through the back of the capsule. The
business class will have all of the necessary amenities.
INTERFACE OF HYPERLOOP CAPSULE
80%
31%
44%
FEATURES OF INTERFACE
Virtual Office
Book,
Magazine,
bag, trash
space
Entertainment
iPad Arm
Mount Dock
Membrane
Switch Panels,
reading/table
light, thermal
Security
control,
Passengers are presented with a variety of choices in Hyperloop Capsule. From controlling lighting and temperature to experienc ing
advanced information, entertainment and management functionalities, you will decide what happens in your journey and have a
fulfilled time and a wonderful experience.
1. Wide
varietyHD
of entertainment
and
information
table
light and choices:
headsets,
HDMI
Galley
Scroll Wheel
CD MP3,
TV and
Radio overhead light
and USBDVD,
devices,
Control
Panel,
and table light
2. Full
digital Audio
and Video
Ethernet
sources
easy access
to distribution
3.
Vertual
office
features
and bluetooth
all cabin
4.
Flexible
configuration
devices.
functions
5. Interactive moving map
6. Touchscreen control of all system capabilities
The Regents of the University of California, Los Angeles
HD Widescreen
LCD
Blu-ray and
DVD Player
Folding board
for meal
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SEATING ARRANGEMENTS
Human emotion is always important while making a design, it could be influenced by so many
factors like dimension, environment, user experience, etc. It is widely accepted that different
spaces could generate specific feelings. Here we are going to research the influence of
space and distance to human emotion. As we have already studied the relationship between
human and space in dimension aspect, it would be possible for us to view a single person as
a bubble and combine several bubbles in different patterns to find out the most appropriate
function for different area.
The white paper suggests a propulsion system based on advanced linear induction motor
system developed to accelerate/decelerate the capsule and intermittently maintain speed
at regular tube intervals not to exceed a maximum of 1g. A rotor (capsule) and stator (tube)
system needs to be designed with an interface method & control such that the capsule
enters, it stays within and exits the gap safely and precisely.
The community has discussed the topic and several contributors even outside the core team
have sent us their ideas.
AIR
Suspending the capsule within the tube will be a significant technical challenge due to
transonic cruising velocities. The airflow will create a disturbance and controlling the capsule
during the ride as well as being able to connect safely to the linear motors at high speed,
seem to be the biggest challenges.
Proposed combined air suspension and section / plan of intercooling utilizing tube ambient
as means of cooling.
Magnetic Levitation
Many newer technologies, seem to be a fit for the system. It would be possible to use it for
levitation as well as propulsion. The capsule could be controlled throughout the way. But
even a hybrid might be a solution.
Wheels
The proposed wheel for Hyperloop, it is 1,200 mm (4ft) diameter, and has a curved surface.
Like ball bearings in a race, the surface radius is slightly smaller than that of the tube.
Hyperloop runs in a cylindrical tube, which is the perfect track because it has a large surface
area and cannot derail. Larger and wider wheels can be used and the system is inherently
stable with the capsule adopting the ideal bank angle to suit the speed.
Centrifugal force is inversely proportional to the
diameter; and bigger wheels have less stress. At
1200mm diameter and 1200km/h, the rotational
stresses are within safe limits for forged steel or
aluminum (Hoop stress 433 or 150 mPa).
Compared to typical railway wheels,
Hyperloops are larger diameter, wider and
have 1/5th of the surface contact stress.
The capsule requires acceleration and
regenerative braking of 0.5g. All 4 wheels
would be motor-driven. The friction coefficient (rail adhesion) of steel on steel is 0.35 - 0.5,
so we may need to angle the wheels 45 degrees from vertical, so the wedging effect would
allow a minimum 0.5g of grip. Other surface materials would perform better.
See the section on tube construction: Steering is required to give the passengers a smooth
ride. The bearings would need to be supplied with cool oil.
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Compressor
The compressor removes the air in front of the capsule and reduces the Kantrowitz limit.
Many commercial compressors exist that should fit the requirements.
At this time we have to define the exact requirements to select the first one.
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Tube Material
Cost, stability, and ease of manufacturing are the main factors we consider when looking at alternative materials. Most
of the time it comes back to the cost. A more stable tube needs less support. The pylons are a big cost factor and if we
can use less, we can reduce the construction cost dramatically.
Being able to manufacture the tube with ease on location would be great and accelerate production therefore reduce
cost as well.
Steel Option
There are several options when looking at steel. We are researching
the best fit to keep the cost minimal. One of the issues with a tube
like that is the fact that it will deform under its own weight. This
can be solved by producing a tube that has an oval shape and
than becomes round under its own weight. It would make sense
to manufacture the tubes in proximity to the building site, with an
eventual movable production site could be a solution.
A tra jectory for the tube would be designed to give the best passenger comfort at high speed. It
would be a complex blended curve, with gentle lead-ins for the tight turns and elevation changes.
The accuracy of the tube surface relative to the tra jectory would affect the g-forces and vibration
of the capsule even a few mm would cause problems.
Air bearing skis and wheels have the same challenges with smooth running in the tube.
The skis have a clearance of about 1mm, so the tube surface must be better than that.
Corrugated option
The most economical way to make a vacuum tube is corrugated
steel, possibly spiral-wound like used for culverts using much thinner
steel. The tube is less rigid, expansion joints are not required, and it
could be formed to match the curves.
But the accuracy would be poor, so the lower half needs to be faired
with precision with a concrete- like filler. Then a liner would be required
for the running surface, and a light liner above to help airflow.
Fiber Glass
Fiberglass molded sections would work well, giving excellent
accuracy using a computer-adjusted internal mold for the curved
sections. The material cost is much higher than steel, offset by
reduced labor cost, as the process could be automated. It would not
need expansion joints. The lower half would need to be lined.
An interesting idea regarding the fiberglass solution is the concept presented by AutoCAD.
There are machines that can churn out limited qualities of the braided carbon fiber. Brandt
envisions building a supersize version and mounting it onto a rig loaded with reels of carbon
fiber so it could roll along the Hyperloops route. Working at a rate of 1 meter per minute, this
factory on wheels could weave a Hyperloop tube from Los Angeles to San Francisco in less
than two years, and, so says AutoCAD, require fewer support pylons.
Tube Orientation
Currently exploring different solutions.
The basic premise is to stack the tubes rather than arranging them side-by-side. This will
achieve a greater structural depth, which has direct positive impact on the spanning capacity
of the tube assembly. I am speculating that it may be very efficient at spans approaching
150 feet or so based on conventional truck length to height ratios, which would cut the
number of pylons by at least half. There are some thoughts about the pylon construction in
those sketches the primary question being whether the pylon is itself a node to which
the tubes are mounted or is it simply a support to which the tube is attached.
Tube ideally consists of a single ovoid steel shell with lightweight super strong, super
smooth liner. You would want a somewhat sloppy fit to enable the liner preferably carbon
fiber composite, to smooth out the radii without needing to bend the steel shell (difficult),
which at a radius of a mile or so is no issue. It might then make sense on tighter radii to
switch to a rectangular steel tube with tighter radii within. The ease with which a carbon
fiber or other composite can be configured to a radius makes it the obvious choice for a
liner, which could then be suspended within the steel tube on shock absorbent of at least
compliant mounts.
Tube orientation
concepts
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Pylons
The pylon design also involves cost, safety, and strength. Any project this size will also
incur a large real estate acquisition cost. To decrease our footprint we are looking to
reduce our number of pylons, increase our span between them, all while exceeding safety
codes and regulations.
We have factored in the weights for multiple capsules and a double stacked tube
spanning up to 200 ft. We are taking inspiration on up to date pylon designs used in topheavy concrete highways. The pylons have to factor in compressive loads as well as wind
and earthquake shear.
Ultimately, we can account for all these stresses with a large safety margin by using more
than the calculated vertical rebar, using post tensioned bars, fiber reinforced concrete,
and horizontal hoop reinforcement to account for any shear forces.
To ensure maximum safety there will be periodic tests and monitoring for uniformity and
consistency regarding concrete mix ratio and curing temperatures.
Correct ballast will also be needed for the varying terrains and soils we will have to
encounter and test for. Special attention needs to be given to liquefaction zones around
earthquake faults. Dampening and base isolation systems commonly found in bridges
and buildings can be utilized to reduce and eliminate damage to the structure as a whole.
There will be a fine line between bracing for movement or simply isolating the structure
and the moving ground.
A concept for a modular pylon design
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Safety
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Station
STATION TYPES
The time passengers will spend inside the station affect the design a lot. Time can decide
the size of station, the amenities in the station and the number of passengers inside the
situation.
So, first of all we need to decide how long we want the passengers to stay inside the station.
If we want them pass the station as soon as possible, we can design it like a subway station.
So our station will be very efficient. To further improve the efficiency we could provide some
special services such as Hyperloop Shuttle to take passengers from their own home then
directly to the gate.
The time inside the boarding area should be reduced to the minimum.
LUGGAGE HANDLING
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The time that capsule is in the boarding area needs to be precise to guarantee a constant workload.
AIRLOCK
The tube has a lower pressure than the station. So in order to maintain the pressure, we
need to employ airlocks. In this case a capsule would enter the first area and once the
airlock connected with the tube closed we can move forward into the next area which
closes behind and regulates the pressure.
.
By foot, car sharing or with other transit solutions the local hyperloop stations could be
easily reached. Local Hyperloops travel at lower speed, and can be integrated easily into
the city landscape.
Route
METHODOLOGY
Finding optimal routes for the Hyperloop across the USA is a two-step process:
ENVIRONMENTAL IMPACT
In the course of research a baseline for the Carbon Footprint was established as a comparative
between routes:
Hyperloop Environmental Analysis Matrix
Base assumptions:
Hyperloop
Headway between
Capsules (Peak Hr.)
0.50
10%
28
3,360
12,000,000
Car; 1 person
Car; 2 people
Diesel Train
Domestic Jet- Long Haul
(>700 miles)
Impact Type
Passengers/Day
378
189
186
185
Minutes
0.00220462
Comparison
Difference
380
Miles from LA to SF
CO2 Emissions
1 person/car
2.2
2 people/car
1.1
1.1
Hyperloop
0.0
Billion
Year
Billion
Year
Billion
Year
Billion
Year
After looking at the criteria mentioned above, we conclude that the two ma jor factors that
influence the users of the routes between two cities are population and ridership.
We combine them with other factors to get the final grades for the cities. The top ten cities
are chosen as the first stations of Hyperloop, and the next ten cities are the phase two of the
Hyperloop construction. Eventually the network will extend to other smaller cities.
1. Los Angeles to Las Vegas (Feasibility Score: 36, Travel time: 26.1 minutes):
We studied the domestic tourism. As you can see the maximum percentage of visitors to Vegas
are from L.A.
Looking at the current networks between L.A and Vegas, there are no existing passenger
rails between the two cities.
The freight railroad is extensive and is owned by union pacific which has stations in both cities.
Looking at the data of tourism specifically from southern California to Vegas, we see that
the primary means of transport is the car which is 96%.
Since the late 1980s the concept of high-speed travel across the high desert between Southern
California and Las Vegas has been a vision of many entrepreneurs, urban planners and
enthusiasts alike. The Hyperloop offers the opportunity to business travelers and weekend
tourists to breach this expanse in less than 30 min while maintaining the excitement and
expectation of an exciting, short-term adventure.
The Las Vegas Airport is one of the busiest in the U.S.; Hyperloop can serve as a connector
for arriving travelers, Southern California, with its semi-conservative business environment,
is well populated by capable consumers ready to spend ample funds in a loose environment
like Las Vegas with the safety of returning to the safety of their suburban lifestyle at the end
of such a journey.
Likewise, the residents of Las Vegas, while surrounded by entertainment and a viable
night-life, can now access the relaxed and low-key Beach Cities communities of Southern
California, well-known amusement theme parks, and year-round outdoor sports culture in
less time than a high-speed flight.
While affordable, the entire propulsion system for the Hyperloop has a nearly Zero Carbon
Footprint. Furthermore, traversing the expanse between Orange, San Bernardino and Clark
Counties with their pro-business environments will coincide well with these regions desire to
create local, well-paying jobs for their constituents. Next, the Carbon-displacement posed
by the Hyperloop promises to make it a favored alternative form of travel to planes, trains
and automobiles which are traveling the high deserts along the 60 and 10 Highways now.
Here, we place the route skeleton so as to force the path to go around Red Rock National
Conservation Area right before hitting Vegas, to save us the permit hassle:
Travel time, Comfort, and Safety: Despite avoiding the national park at the end, the
accelerations stayed within 0.15gs, with breathing room to the 0.5g limit:
Section San Bernardino to Las Vegas (Feasibility Score: 10, Travel time: 15.3 minutes):
Here, we place the route skeleton so as to force the path to go around Red Rock National
Conservation Area right before hitting Vegas, to save us the permit hassle.
Travel time, Comfort, and Safety: Despite avoiding the national park at the end, the
accelerations stayed within 0.15gs, with breathing room to the 0.5g limit:
Section San Bernardino to SB Metro link (Feasibility Score: 10, Travel time: 154 seconds)
Here, we followed the highway, since the surroundings were dense and heavily urbanized:
Travel time, Comfort, and Safety: Because of the tighter geometry at this small scale, jerky
motions seemed to dominate, and so, despite the radial accelerations being under 0.5gs,
the jerk reached over 5-6m/s^3, which, while safe, could induce vomiting. So while the trip
took a blistering 154 seconds, the speeds will have to be reduced to bring jerk to comfortable
levels:
Anaheim to San Bernardino (Feasibility Score: 10, Travel time: 10.8 minutes)
Once again, we stuck to the highway.
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TEXAS TRIANGLE
Overview: When evaluating city pairs, the Dallas - Houston - San Antonio triangle stood out
to the route optimization team as one of the areas in the USA where the Hyperloop could
make the biggest impact. In particular, feasibility predictors #1, 2, 3 and 4 were especially
high:
1. Existing air travel demand between city pair (significant intercity air travel demonstrates
likelihood for high HL ridership).
2. Population of cities in pair (larger population centers lead to increased HL ridership).
3. Terrain between city pair (flatter and straighter routes reduce cost have the potential
for faster speeds with smoother vertical and horizontal curves).
4. % Of route distance in urbanized area (Urban construction increases cost and limits
potential speed).
The destination from Dallas/Fort Worth to Houston to Austin is well traveled as a trucking
and courier route with some set conventional transportation times. For example, the ma jor
airlines have commuter air travel times from one hour plus while courier services between
the three cities is guaranteed for the same day. By contrast, the Hyperloop will be able
to transport the same payloads, people and packages alike, from 18.4 to 22.9 minutes,
less than half the time in the transport of people with no hassle from the Transportation
Security Agency (TSA). Furthermore, larger package items on-board the Hyperloop will
ensure a Carbon-Footprint reduction associated with tractor and trailer trucking as well as
conventional air-flight travel.
As for holiday travel, tourists traveling to the coast from Dallas/Fort Worth would have
an array of attractions with which to choose. Houston is a well-established port city, with
attractions like the Toyota Center, Astrodome, Six Flags AstroWorld, Space Center Houston
and the Lyndon B. Johnson Space Center. Conversely, travelers from Houston and Austin in
need of an international travel hub would be able to make their international connecting
flight at Dallas/Fort Worth (DFW) International Airport in less-than-half the current time
that it takes now. To be sure, DFW is so large that it has its own Zip Code (75261); the only
airport in the world with this distinction.
From a jobs creation perspective, while the Hyperloop might initially displace some initial
shipping and courier services; it would the augment the well-established shipping and flight
centers of Houston, Austin and Dallas/Fort Worth respectively. Overall, the reduction in
Carbon-Footprint for travel with the triangle would be immense.
3 New York to Boston (Feasibility Score: 10, Travel time: 19.5 minutes)
While commuter-rail transportation along the Eastern Seaboard is well established, the
prospect of truly high-speed ground transportation (near Mach 1) remains elusive. The
Hyperloop offers the prospect for many Easterners of transcending their conventional
transportation and engaging in authentic high-speed transport which makes the route from
the Big Apple to Bean Town seem like a commute to the local grocery store. In fact, to be
sure, an enterprising commuter could certainly shop for their groceries in one city while
dining at home in the next - that is the benefit and value of the Hyperloop!
Here, we analyzed three possible routes (Red, Black, Green):
4 New York to Washington D.C. (Feasibility Score: 10, Travel time: 21 minutes)
As already stated, commuter-rail transportation along the Eastern Seaboard is well established
but the prospect of truly high-speed ground transportation (near Mach 1) remains elusive. In
addition, the value of this transportation to the Nations Capital will make access to some of
Washington D.C.s monuments along, The Mall accessible to students from urban centers
who might not have this kind of opportunity otherwise.
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Financial
We are looking at 2 ma jor things. Construction cost and the overall business model.
Keeping a ticket price at a low level would allow us to change the way people use the
Hyperloop. The ticket price reflects the construction cost that needs to be recovered so we
want to keep it as low as possible.
COST
In our calculations we are filling in the blanks at the moment with assumptions from the
white paper. Until we have our own calculations, we are very conservative and normally
over-engineer.
We started with calculating a cost per mile. The cost components include site work,
landscaping, tunnels, pillars, tube, electrical, solar panel, HVAC, burdens and miscellany. We
have omitted the negligible costs, like the capsule price per unit.
Calculating, as an example, the initial proposed route between LA to SF, we arrived at a
best-case scenario of $7.027 B and in the worst, $19.034 B.
We know that values will change as we define details. Other areas can be reduced as well.
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Revenue
For the revenue model we primarily are focusing on passenger transport. The revenue
components include traffic times and ticket price anchor points. The potential for massive
improvement in transportation represented by the Hyperloop has the potential to transform
population distributions, commutes, housing markets, etc. in ma jor populations. In order to
reach its highest potential though -- a transportation system that allows people to split ma jor
parts of their daily lives across two ma jor metropolitan areas -- it needs to be affordable as
a daily mode of transportation.
Economic theory would indicate that there is only one appropriate price -- the point at
which supply equals demand. In our case this is where the number of people the loop
can transport equals the number of people who are willing to pay the designated price.
Though, in practice it is possible to employ multiple pricing strategies, like walk-up tickets
vs. prepaid monthly passes.
In short, there are two steps: determining the loops capacity at peak demand times, and
estimating that demand at various prices.
PEAK CAPACITY
This part is fairly straightforward; the alpha document estimates shipping a new capsule
every 30 seconds, with a capsule carrying up to 28 people.
Capsule Capacity x Capsule Launch Rate = Transportation Capacity per Unit of Time
Using the alpha document estimates, the loop should be able to transport 3360 passengers
per hour.
DEMAND
This part is much trickier. The alpha document estimates travel as being 7.4 million passengers
per year, using the currently available methods. However, with the Hyperloop providing
such a substantial improvement over current transportation options we should expect the
number of passengers to increase substantially. It should be noted that a minority of people
might still choose to travel by plane/train/car even after travel via the loop is available. In
addition to an initial increase, there could be an increase over time as people incorporate
the availability of the Hyperloop into their plans, as a daily commute or otherwise. It may
be possible to estimate this gradual increase by examining travel increases between cities
where high-speed rail was installed.
To start to estimate this demand, we can compare typical prices and costs of flights, train/
bus rides, and driving to the number of travelers that choose that method.
COST LIMITATIONS
To this point, we left out that a constraint on price is the need to turn a profit, or at minimum
to break even. The alpha document suggest that if the loop transports 7.4 million passengers
annually, it can repay its original projection of $6 billion over 20 years with ticket prices of
$20+ operational costs.
We are using the higher cost estimate of $16 billion, which implies a need for a higher
minimum price per trip. However, this does not account for the assumed increase in travel
between the two cities.
If there is sufficient demand, we could lower ticket prices by increasing capsule capacity
and/or launch rate, otherwise there will have to be a longer repayment plan, or higher prices.
SUMMARY
Passenger capacity per capsule, and capsule launch rate needs to be determined to calculate
maximum number of trips provided at peak times, and per year.
We might assume current demand to be under 7.4 million, but likely to rise once the project
is completed.
The lowest price we can charge is affected by our costs. The alpha document projects $20+
prices could cover $6 billion in costs over 20 years.
However, our current projected cost is closer to $16 billion, implying a need for a higher
ticket price, unless the loop transports significantly more than 7.4 million annually, or the
timeline for repayment is extended. The demand for increased travel may exist with the
shorter trip time provided by the loop, but the ability to match that demand is determined
by transportation capacity (capsule capacity x launch rate).
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Financing
A very important part of the project is financing.
In general the company HTT is a research and development company that develops the
know how to build Hyperloops in many cities around the world. The company is committed
to using a community-based approach for crowdsourcing technical and financial inputs to
the project.
There are some exciting opportunities ahead for the marketplace in 2015 with respect to the
JOBS Act once the rules go live. Title III, the crowdfunding regulations allows companies to
raise up to $1 million dollars from the general public. But also Title IV Regulation A+ will allow
us to raise up to $50 million, again from the general public online. There is investor limits
based on individual net worth or annual income for each of these financing opportunities,
which are de facto investor protections. The HTT team looks forward to using these methods
because then the crowd has an opportunity to participate and be rewarded for all of the
great work the contributors are making.
We all know that the capital required to make this project a reality is large in sum and
we may need to source some of the money using another JOBS Act provision, Title II
506c (general solicitation and advertising) which is akin to traditional financing methods
allowing only accredited investors to take part even though we can raise the money on a
crowdfunding platform. The benefit using this mechanism of financing is that there is no
cap on the amount of money that HTT can raise and it allows a larger group of investors to
get in at the ground level.
However it is limited to only accredited investors and would leave out the general public,
therefore serious consideration is also being given to filing as a public traded company
to sell shares on the public market so that anybody has an opportunity to be a part of
Hyperloops growth and the company gets the money needed to make this project a reality.
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Prototype
For sure one of the most challenging areas, The team is still uncertain about the best way
to create a prototypes that allows to test all necessary components.
We have started to build a mockup in order to test the capsule interior.
It seems like several steps have to be taken in order to test the different areas
1. A scaled version allow for the testing of the technical feasibility and probably the first step to
take, taking care of hovering and propulsion outside of a tube to then move into the tube and
the low-pressure environment. Here the tube capsule ratio, airflow could be tested as well as
the compressor.
2. A full scale Version of the capsule interior allows for getting an ambient feeling and the human
factor.
3. A full operating capsule that is capable of hovering and boarding people
4. In order to test boarding procedures, it would seem like a great solution to test the station
design at a high traffic area, like an amusement park.
a. On a stretch of a couple of miles a full-scale Hyperloop could transport visitors. Costs
for this version are high but reducing it to a couple of miles it would allow testing all
components with a low risk, as it would be low speed. A draw back is that we would not
be able to test speed.
5. The best solution would be to create a full-scale version on a commercial route used for freight
transport only. Here we could test out all components optimize speed, acceleration and get the
most data for the final scope of transporting humans.
a. In order to get up to speed and be able to slow down, we would need a minimum
length of a little over 38 km (23.61 miles) but it wouldnt be able to be used by people, with a
smooth ride we need approximately 120km (74.56 miles).
b. As the cost for such a prototype are close to the final one, it would make only
sense to place it in an area that has an actual need for a Hyperloop.
Foreign countries interested in a green alternative have approached our company in the past in order to move
the freight transport off the highways. We would not be able to test boarding procedures it still would be the
most complete prototype.
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THE FUTURE IS
NOW
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CONCLUSION
As you can see, a lot of work has already been done on
the Hyperloop. By this time youve been able to see there
is still a lot more to do.. Let us re-iterate that we are open
to all sorts of ideas. Bring your creativity, your interest,
and your desire to do something radically different about
mass transit in the United States and the world. Together,
well all be amazed at what we can accomplish.
To register to become a member of the team, or just to
throw ideas around, please visit www.jumpstartfund.com.
We look forward to collaborating with you!
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