Raadsinformatiebrief inclusief bijlagen.pdf

The connections to Leiden, Utrecht and Almere are considered an existing Daily Urban System.

-

Other cities, however, Rotterdam, The Hague, Eindhoven, Amersfoort, Arnhem, Lelystad, Zwolle, Groningen, Brussels, Dusseldorf, Duisburg become in a proximity of 40 minutes and form an agglomeration and Daily Urban System with the MRA.

-

On the 40-90 minutes proximity, it can be observed that hyperloop strengthens the competitiveness with Frankfurt and Paris to form a Weekly Urban System.

The comparison between rail and hyperloop can be reviewed on the graph on the next page. Based on “Agglomeratievoordelen en de REOS”: Link, and adapted from “Stedelijke regio’s ‘Niveau 2’ verbinden richting 2040”: Link 16

23

Concept Study Province North-Holland Hardt Hyperloop

Figure 10. Comparison of willingness to travel in existing situation (Rail – Black) and the potential increase with hyperloop (blue): The willingness to travel and exchange between two cities is capped at 60%, following other analysis. >20%: Agglomeration benefits between the city pairs (Daily Urban System) 5-20%: Strengthening the competitiveness of the city pairs (Weekly or Monthly Urban System)

24

Concept Study Province North-Holland Hardt Hyperloop

The faster the connections, the greater the connectivity and thus the contribution to strengthen the formation of the metropolis 17.

5.2 CONNECTIVITY Following on the willingness to travel, the accessibility of the MRA can be defined as the potential reach of work age population and potentially added GDP within 60 minutes doorto-door due to travel time reduction. Accessibility of the working age population Hyperloop would enable a greater mass of people in working age to access a more diverse labor market within a door-to-door commuting time of 60 minutes. In the five routes, hyperloop is expected to increase the size of the working age population by at least 35% when connecting domestic markets like Amsterdam-Groningen. On the international side, routes like AmsterdamBrussels-Paris would add 183% in the first 60 minutes and up to 384% in 90 minutes of the full route.

Figure 11. Potential increase in working age population reach from MRA on the routes.

In addition to the saving times, the density and the size of the population of the connected cities can foster the impact of hyperloop on accessibility and consequently on agglomeration benefits. Figure 12 and figure 13 show the effect of travel time reduction between the MRA and the cities on the routes of the development perspective to the potential reach of working age population. The graphs plot the working age population in the cities to the travel time from MRA, current and with hyperloop. The routes with larger cities like Paris, Brussels, Dusseldorf, Duisburg, and Frankfurt were the ones where the reduction in travel times translated into greatest increased reach of working population.

17 Conclusion of “Steden snel verbonden in één Daily Urban System”: Link

25

Concept Study Province North-Holland Hardt Hyperloop

Hyperloop would increase the accessibility to working age population of 11 cities within 60 minutes travel time.

Figure 12. Potential door-to-door travel time in existing situation (on the right) and in the situation with Hyperloop (on the left, marked with [H]) showing the travel time reduction of selected city pairs and the respective working age population.

26

Concept Study Province North-Holland Hardt Hyperloop

Hyperloop would improve the international accessibility of the MRA to 3 cities within 60 minutes travel time, and 2 within 90 minutes.

Figure 13. Potential door-to-door travel time in existing situation (on the right) and in the situation with Hyperloop (on the left, marked with [H]) showing the travel time reduction of selected city pairs and the respective working age population.

27

Concept Study Province North-Holland Hardt Hyperloop

Reach in GDP Hyperloop would connect markets of significant economic value for the province. Measuring the GDP value of the Dutch cities on the five routes, a compact area of 1-hour access time by hyperloop would add up to €275 billion to the GDP of the province, equivalent to an increase of +121%.

Figure 14. Potential increase in GDP reach from MRA on the routes, within 60 minutes and within 90 minutes.

Positive added values are expected on the five routes. However, the routes towards international destinations add more in terms of market size to the province than the domestic routes. In 60 minutes of door-to-door travel time, the route towards Paris would increase the connected GDP by 131%, bringing Brussels to the compact area, and leaving Paris in the 90 minutes proximity. Similarly, the route towards Frankfurt would add 49% to the regional GDP, incorporating Dusseldorf in the compact area, and leaving Frankfurt in the 90 minutes proximity. The route towards Dusseldorf through Duisburg would bring 86% extra value added with both cities within the 60 min ratio.

5.3 SUBSTITUTION On the three international routes of the compact metropolis, hyperloop would substitute up to 85% in trips from Amsterdam to Paris, 82% from Amsterdam to Frankfurt, and 71% from Amsterdam to Dusseldorf from aviation and high-speed rail (240km/h) when preferences are based on the travel time reduction. Modal share aviation, international rail and hyperloop The potential of travel time reduction, when keeping everything else constant, is the main driver of decision for a mode of transportation for the general public. While the institutional environment in the coming years can favor different scenarios for the transportation modes, the historical international experience shows that the improvements on travel time reduction -for example in high speed rail- can foster substitution of aviation, ended up on market shares up to 40% (in the first years) - 85% (after stabilization) for the new mode in routes around 500km length when comparing with aviation18.

28

Concept Study Province North-Holland Hardt Hyperloop

Table 4. High Speed Rail market share compared to aviation* Length (km)

Operating Speed (km/h)

% Market Share18 (High Speed Rail)

Madrid-Seville

471

300

85%

London-Paris

463

200

70%

Paris-Marseille

862

280

65%

Madrid-Barcelona

621

310

60%

Milan-Rome

666

250

65%

240

85%

OD Cities

Tokyo-Osaka 515 *Different sources from compilation of papers 18

For the Province of North Holland other factors, such as congestion of Amsterdam Schiphol Airport, constraints to physical expansion, and environmental pressures, are reasons to look ahead for novel alternatives that enable to maintain the high level of competitiveness of the airport and the international business climate of the region. Probability to choose hyperloop19 Hardt developed a theoretical modal choice model based on the utility of the travel time, under perfect market competition for aviation, high-speed rail (240 km/h), and hyperloop. The model is based on a set of factors that determine the probability of a passenger to choose one mode over the other. Among the factors are: Value of Time, Operating speed, Average access/waiting and transfer time. Figure 15 presents the expected market share of hyperloop for 406 routes in Europe in short, medium, and long distances, compared to high-speed rail and aviation. Because the quality of the data of international rail is very heterogenous between countries and routes, the study presents in table 7 an analysis based on averages of a European sample of routes, which can indicate better the degree of substitution per mode. Table 5. Substitution per mode on international trips European sample19 Modes

Without Hyperloop

With Hyperloop

Substitution

Aviation

88,6%

31,1%

-64,9%

Rail

11,4%

6,3%

-45,1%

Hyperloop (500 km/h)

0,0%

62,0%

+62,0%

On average, hyperloop performing at an average speed of 500 km/h, and using the most popular routes of Europe, is expected to deviate an average of 62% of passengers from the total market of transportation (substituting 64,9% from aviation, and 45,1% from rail). In case hyperloop performs at an average speed of 700 km/h, the substitution would increase the market share to 85%.

In the case of the routes in this study, hyperloop is considered with an average speed of 500 km/h. For the 4 international routes, the model predicts that hyperloop can effectively substitute jointly short-haul flights and high-speed rail trips in the range of 70-85%.

18 R. R. Clewlow, J. M. Sussman, and H. Balakrishnan, “The impact of high-speed rail and low-cost carriers on

European air passenger traffic,” Transport Policy, vol. 33, pp. 136–143, 2014 19 The detailed analysis of the EU market and modal choice model will be shared in a separate report.

29

Concept Study Province North-Holland Hardt Hyperloop

Hyperloop offers a potential substitution of average 62% on typical European distances, and 70-85% trips of aviation and high-speed rail on the route from Amsterdam to Paris, Frankfurt, Dusseldorf, and Brussels.

Figure 15. Modal share for hyperloop form the current aviation and high-speed rail market.

30

Concept Study Province North-Holland Hardt Hyperloop

5.4 DECONGESTION The congestion of the current transportation network impacts the accessibility of Amsterdam Airport Schiphol and the Enter[NL] corridor. Hyperloop would offer a means of decongestion for both Railway network The potential added capacity of hyperloop is compared to the existing peak-hour demand of the stations Amsterdam Central Station, South, and Schiphol. The comparison graph shows the required throughput and size of each station is highly contextual. Therefore, for the study the maximum added capacity of hyperloop to current existing network is plotted. Based on estimations, hyperloop could potentially facilitate 27.00020 passengers between any point A to B, operating at 500 km/h in a one-tube system with vehicles of 60 seats21. Calculating peak-hour demand at Amsterdam Central Station According to NS22, a daily average of 205.000 passengers traveled through Amsterdam Central station in 2019, making it the most crowded rail station in the Province of Noord Holland and the second most crowded of the Netherlands. Assuming 18 hours of operations per day (from 06.00 – 24.00), of which 4 peak-hours (from 07.00-09.00 and from 16.00-18.00), and 14 off-peak hours. Further it is assumed that 30% of all daily trips occur during peak-hour, equaling 61.500 peak-hour passengers.

Distributing the current daily number of passengers equally in 4 hours, results in an average peak-hour demand of 15.375 passengers. A similar exercise for Amsterdam Zuid and Schiphol results in an estimated average peak-hour demand of 4.900 and 8.200 respectively.

The current use of capacity in peak hours in the crowdest rail stations in North Holland can be certainly accomodated by hyperloop while adding up to five times more the peak flows, allowing sustantial decongestion. In a peak hour, Amsterdam central station facilitates 15 thousand passengers equivalent to approximately 57% the potential capacity of hyperloop. Similarly, Schiphol station in peak hours would use 30% of the capacity of hyperloop, while Amsterdam Zuid represents 18%.

Figure 16. Estimated current peak-hour passengers compared to the potential capacity of hyperloop.

20 In a likely scenario of operations. Different parameters can double the capacity. 21

For a more detailed explanation, refer to the Hyperloop Concept Document

22 https://www.nsjaarverslag.nl/reizigersgedrag/amsterdam-centraal

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Concept Study Province North-Holland Hardt Hyperloop

As can be reviewed in the graph, the potential capacity of the hyperloop system exceeds the aggregated travel demand of rail. This graph is purely to illustrate the indicative capacity of the system compared to demand. Further optimization of capacity towards demand, for example different train configurations on links with lower passenger volumes are to be studied in a later stage, also regarding the spatial implications. Amsterdam Airport Schiphol For the projections of the growth for aviation demand at Amsterdam Airport Schiphol, the updated WLO-scenarios for aviation are used23. These annual growth factors result in an unrestricted growth projection of 121-181 million passengers per year through Schiphol in 2050, a growth of 78-165% compared to 2017. Amsterdam Airport Schiphol will not be able to accommodate the unrestricted growth projections of passenger volumes due to several key infrastructural, regulatory, societal, and sustainability trends and drivers. The substitution of short-haul flights to Hyperloop aids in the decongestion of the airport, enabling the airport to focus on mainport related medium and long-distance connectivity. The table 6 presents the passengers and aircraft movement between the airport and other airports on the routes. Our estimations indicate that hyperloop would retain 70-85% of the combine market of aviation and high-speed rail. Table 6.

Overview of passengers and aircraft movements between Amsterdam Airport Schiphol and the other airports on the routes (2040) Route Airport Passengers 2017 WLO Forecast 2040 Aircraft Movements Brussels 258.553 415.753 2.772 Paris 1.420.656 2.284.415 15.229 AMS-BRU-PAR 1.679.209 2.700.168 18.001 Dusseldorf 210.716 338.831 2.259 Frankfurt 840.865 1.352.111 9.014 AMS-DUS-FRA 1.051.581 1.690.942 11.273 Total 2.730.790 4.391.110 29.274

Following from table 6, the international routes summed up 2,7 million passengers from aviation in 2017, equivalent to 29 thousand aircraft movements approximately. As a reference, Lelystad airport is said to offer a capacity of 25 thousand aircraft movements in its first year. The forecast of WLO24 predicts a restricted accumulated growth of 60% aviation passengers for 2040, equivalent to 4.3 million passengers in the same routes. In the route Amsterdam-Brussels-Paris, it is expected that 2.7 million passengers would demand flights, equivalent to 18 thousand aircraft movements, while Amsterdam-Dusseldorf-Frankfurt would reach a demand 1.6 million passengers, equivalent to 11 thousand aircraft movements.

23 Report: “Actualisatie AEOLUS 2018 en geactualiseerde luchtvaartprognoses, 15-02-2019, by Significance”.

annual growth factors in the period 2017-2030 have been adapted as the report calculated these averages from base year 2013, while using the start date 2017. 24 Report “Overstappen naar 2040, 15-12-2016”

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Concept Study Province North-Holland Hardt Hyperloop

Figure 17. Potential substitution of flights to hyperloop in 2040 on the international routes.

The expected substitution of hyperloop -estimated between 70-85% in the above routes- would allow a decongestion of passengers between 3-3.6 million passengers equivalent to 20-24 thousand aircraft movements, when combining the two routes. Per route, Amsterdam-BrusselsParis would shift between 12-15.3 thousand aircraft movements per year, while AmsterdamDusseldorf-Frankfurt would release around 7.9-9.2 thousand aircraft movements per year.

33

Concept Study Province North-Holland Hardt Hyperloop

5.5 SUMMARY AND OVERVIEW The objective of this study was to determine: “What could be the role of hyperloop in the “Compacte Metropool” development perspective?”. This question will be elaborated on regional/national scale, and on international scale. Impact on regional and national scale 1. On the national scale, the length of the route plays an important role. AmsterdamGroningen will benefit of reduction on door-to-door travel times of 66% when comparing against rail, while Amsterdam-Den Haag will save 46%. Competing for travel times against car in domestic short routes will not add significant saving times. For example, on the route 1 to Leiden, or route 5 to Almere, the car remains to be faster. 2. On the five routes, hyperloop is expected to increase the reach of working population by at least 17% - 66% when connecting domestic markets like Amsterdam-Groningen, or Amsterdam–The Hague respectively. 3. Hyperloop would connect markets of significant economic value for the province. Measuring the GDP value of the cities on the five routes, a compact area of 1-hour access time by hyperloop would add up to €275 million to the GDP of the province, equivalent to +121% more than rail and aviation. 4. In response to the question from the Province of Noord-Holland, Hardt reviewed whether hyperloop also fulfils a function in the metropolitan public transport network.

Based on the impact assessment, hyperloop would only be beneficial on shorter distances (+-50 km) if it becomes part of a longer route. Routes with distances of +-50 kilometer should be considered for the first commercial pilot, later to be expanded on international distances. Impact on international scale 1. Dusseldorf, Duisburg and Brussels could be reached within 60 minutes from the MRA, significantly improving the competitivity of the city pairs and allow the formation of one single Daily Urban System. 2. International routes like Amsterdam-Paris, Amsterdam-Dusseldorf, and AmsterdamFrankfurt will benefit of up to 75% travel time reduction when comparing against rail, and up to 66% when comparing with aviation. 3. On the three international routes of the compact metropolis, hyperloop would substitute up to 85% in trips from Amsterdam to Paris, 70% from Amsterdam to Brussels, 82% from Amsterdam to Frankfurt, and 71% from Amsterdam to Dusseldorf from aviation and highspeed rail (240km/h) when preferences are based on the travel time reduction. 4. The forecast of WLO predicts a restricted growth of 60% aviation passengers for 2040 at Schiphol, equivalent to 4.3 million passengers on the international routes to Dusseldorf, Frankfurt, Brussels, and Paris.

The expected substitution (70%-85%) of hyperloop would allow a decongestion of passengers between 3-3.6 million passengers equivalent to 20-24 thousand aircraft movements.

34

Concept Study Province North-Holland Hardt Hyperloop

6 ROADMAP This study showcases the potential impact of hyperloop for the MRA development perspective in 2040. Existing studies must be further detailed step by step to assess the feasibility of Hyperloop technology. To move from concept study to realization, a roadmap is proposed. The proposed roadmap allows the Province to make several important 'no-regret moves' in the short term (with limited financial risk), and to be ready for larger investments when the concept becomes more mature in the long term. However, in view of the long preparation times and broad knowledge required for a complex infrastructure concept such as the Hyperloop, it is important to launch several concrete actions in the short term.

6.1 ROADMAP TO COMMERCIALIZATION Hardt brings the hyperloop to the full-scale implementation with the following phases from technology development to the successful implementation of commercial routes. Schematically, the process can roughly be decomposed into three phases: Innovation phase: The purpose of the phase is to demonstrate the concept at low and high speeds, proving hyperloop is “innovation ready” to be implemented. Realization phase: The initial implementation serves to certify hyperloop for passenger transportation, later transforming into a full commercial route. The initial implementation will be at a different location than the High-speed demonstration. Exploitation phase: The first commercial route is operational.

Figure 18. Development phases toward the commercial pilot route

During the innovation phase, the Low Speed Test Facility (LSTF) was developed, in which essential hyperloop technologies have been tested separately and integrated. This facility is operational since June 2019 and has been developed by a consortium of Hardt Hyperloop and three core partners Royal BAM Group, Royal IHC, and Tata Steel, and five other parties that invested in-kind in this facility.

35

Concept Study Province North-Holland Hardt Hyperloop

The next step focuses on the development of a High-Speed Test Facility (HSTF), to prove that hyperloop can compete with aviation on speed. No other hyperloop company has measurable evidence for the promised high speeds of hyperloop (over 700km/h) yet. In the realization phase a short part (15 km) of the route will first be used to combine the knowledge gained in a full-scale system. The short route is to be extended to a commercial route between 2024 and 2028. The exploitation phase commences with the operational commercial route in 2028. Spin-off application: Cargoloop The focus of most hyperloop developments until now has been on hyperloop combining both passengers and cargo within the same infrastructure. Implementing hyperloop based on specifications designed for passengers takes time and certain steps need to be taken, such as: 1. Homologation: A certified system for passenger transport with hyperloop 2. Acquiring the financing of a billion euro first hyperloop route 3. Public Acceptance of a new mode of transportation In order to deal with these steps, Hardt is currently investigating a small-scale, cargo-only application of hyperloop technologies, the ‘Cargoloop’. Cargoloop might be implemented earlier than hyperloop for passenger because of less stringent safety requirements and lower investment need.

At the same time, having a commercial cargo network in place will help financiers, certification bodies and end-users with the acceptance of hyperloop as new mode of transportation. They will be able to see the system working reliable and safe in an operational environment, ensuring they will get more comfortable with the solution and thereby decreasing the perceived risk. Resulting, the high-speed test facility not only results in validation of Hardt’s technologies at high-speeds, but also in a near finished cargo-only application of hyperloop technologies. The high-speed test facility will be able to demonstrate the use of this ‘Cargoloop’ transporting parcels at high speeds. The Cargoloop would fit with “Accessible region” objectives of the province. Cargoloop connections between cities and hubs within the MRA and surrounding regions can offer decongestion by shifting time-sensitive goods such as parcels, perishables, flowers, groceries and pharmaceuticals away from road.

36

Concept Study Province North-Holland Hardt Hyperloop

APPENDIX 1: SUMMARY WORKSHOP SESSIONS Interim Meeting Date: 29-05-2019, 13.00-15.00h Attendees: Hardt: Stefan Marges, Jurany Ramirez, Kateryna Kopylova. Province North-Holland: Paul Chorus, Evert Bron, Jan Wijkhuizen. Hardt elaborated on the methodological framework to assess the potential impacts of hyperloop, for which the focus lays on accessibility, connectivity, substitution impacts. After a brief discussion the participants argued decongestion is considered an important impact to determine as well. Hence, Hardt will take this into account. For the route towards Germany, the point was raised why Dusseldorf. Hardt deducted this from the project description, in which the emphasis lays more on hyperloop as “public transportation system”, rather than the substitution of short-haul flights. After the workshop, Route 3 is extended to Frankfurt. During the workshop, the following 6 objectives had been defined and scored by the participants. Objective 1: Accessible (Metropolitan) region. Objective 2: Increasing Daily Urban System

Objective 3: Competitiveness of the region

Objective 4: Connectivity to the airport

Objective 5.1: Spatial sustainability Objective 5.2: Sustainable transportation Objective 6: Quality of life

37

It was concluded accessibility is currently measured on a metropolitan level. All the selected routes are aiming to increase interregional accessibility, hence have a limited relevance to the objective. The purpose of this objective is to improve the connectivity to and from the MRA and other regions. Route 1 potentially has medium impact because of the high-quality existence of current transport infrastructure on these routes. Route 2, 3 and 4 are expected to have high impact on the DUS (and FRA) because of increased reach of working population that could possibly commute within the routes. Route 5 is considered low, as the increase of working population is estimated to be relatively limited. The sensitivity of regional competitiveness is not expected to be sensitive to the hyperloop intervention on the routes 1 and 5 as these links are domestic and will not increase attractiveness of the MRA for international business. On the route 2, the connection to Rotterdam scores medium. This can be explained by the existence of the fast rail “Intercity direct” that can offer a trip between Amsterdam and Rotterdam within 25 minutes (in-vehicle time). But an even faster connection with hyperloop can increase the competitiveness of the MRA. Route 2 is expected to have high influence on the competitiveness of the region because of the increased accessibility to Paris.

Route 4 scores medium for the sensitivity for the competitiveness of the region. Route 3 will also have a high impact by connecting Brainport Eindhoven and Dusseldorf that would increase the flow of high-skilled workers to MRA. Route 1 contributes limited impact as the links of the route are within the existing catchment area of Amsterdam Airport Schiphol. Route 5 could potentially have medium sensitivity, as it increases the connectivity to the airport from the North of The Netherlands. The highest impact within the selected routes would have connecting passengers from Rotterdam, Eindhoven, Paris, Brussels and Dusseldorf airports to Amsterdam Airport Schiphol. This objective is not route specific. It is possible to move towards this aim with maximum utilization of current infrastructure without dedicating much open space for the new infrastructure. All routes are expected to experience high levels of congestions within the current infrastructure for both road rail, and aviation. Hence for all routes, hyperloop has the potential to reduce congestion and emissions. All the routes are expected to contribute significant to the “quality of life” in the region. For the hyperloop intervention, this mainly materializes through travel time reductions between origin and destination pairs.

Concept Study Province North-Holland Hardt Hyperloop

Converging meeting Date: 22-08-2019, 14.00-15.30h Attendees: Hardt: Stefan Marges, Jurany Ramirez Province North-Holland: Paul Chorus, Jan Wijkhuizen. Hardt elaborated on the results of the impact assessment of accessibility, connectivity, substitution and decongestion. On accessibility the participants discussed what could be the differences in willingness to travel between educational profiles in the work force. According to statistics, higher educated people are willing to travel further for commutes. This could become relevant in case of connecting Amsterdam – Eindhoven. With substitution and decongestion, the topic of network scalability was addressed. Hardt explained that network effects are created by each addition of a city. In this case the five routes in the development perspective show be regarded as a network, whereas now more regarded as separate routes. Finally, the discussion lead to where should the pilot route be developed.

38

Concept Study Province North-Holland Hardt Hyperloop

APPENDIX 2: OBJECTIVES OF THE PROVINCE AND RELEVANCE OF HYPERLOOP # 1

Objective Accessible region

Description Maintain a high level of accessibility within the MRA.

2

Daily urban system (DUS)

Keep the daily urban system functional and increase in size.

3

Competitiveness of the region

4

Connectivity to the airport Spatial sustainability

Maintain the economic position of the region vis-à-vis other regions. Fast response to challenges, ability to rapidly adopt new technologies. Building “regional assets”: attracting more international companies and, at the same time, giving a push for domestic business25. Increase the feed to Amsterdam Airport Schiphol.

5.1

Build new transport infrastructure with maximum utilization of space of current infrastructure.

5.2

Sustainable transport

New transportation interventions aimed to decongest the mobility system while reducing the environmental footprint.

6

Quality of life

Sustainability and accessibility need to be balanced with regional economic growth. Factors include increased freedom of travel and travel time savings (substitution of commuting time by leisure activities).

Hyperloop relevance to objective This objective deals with travel distances <25 km, hence, provides a low relevance. Hyperloop could create the opportunity to commute on further distances within a 60 minutes door-to-door travel time. As a result, the daily urban system of Amsterdam Metropolitan Region would increase in range. With the increased accessibility of the MRA by means of a hyperloop connection, it results in an increase of the attractiveness of the region for the business cluster.

Hyperloop can increase the catchment area of Amsterdam Airport Schiphol and attract passengers currently traveling from German or Belgian airports. Hyperloop infrastructure is expected to align along existing infrastructure of rail, including the location of hyperloop stations within the current location of train stations. This means not only spatial sustainability but also higher integration between the modes. Many road and rail links in the Netherlands (especially in Randstad) are becoming more congested. Interventions are required to keep the network from being congested, while also reducing environmental footprint. Hyperloop could provide additional high-speed capacity and reduce CO2-footprint due to its energy efficiency and lower emissions.26 Hyperloop could be an instrument to increase the quality of live in the MRA. Reduced commute time allows people to dedicate more time for leisure activities and higher accessibility will give an opportunity of more job alternatives. Reduction of noise and pollution from other modes might increase health indicators of the population.

Themes Accessibility Accessibility Connectivity Decongestion Connectivity

Substitution Decongestion Decongestion

Decongestion

Accessibility Connectivity Decongestion Substitution

25 OECD – definition of regional competitiveness http://www.oecd.org/cfe/regional-policy/regionalcompetitiveness.htm 26 An internal study by Hardt shows that the CO2 footprint of hyperloop is comparable with HSR. Please take into consideration that this is a comparison between a

mode at 700 km/h (hyperloop) to a mode at 250 km/h (HSR).

39

Concept Study Province North-Holland Hardt Hyperloop

APPENDIX 3: OVERVIEW PER ROUTE Route 1: Amsterdam – Leiden – Den Haag Route 1 concerns a national route, from MRA to Leiden and The Hague. Hyperloop acts as a public transportation system and creates the potential of agglomeration benefits in which the door-to-door trip to The Hague would be possible in 36 minutes. Trip time savings versus rail ranges between 3546%, but in absolute terms is limited compared to the other routes in the development perspective. Accessibility * travel time includes in vehicle time, 30 minutes access and egress time City

Travel time Car (min)*

Travel time Rail (min)

Leiden Den Haag

32 42

54 67

Travel time Aviation (min) -

Travel time Hyperloop (min) 35 36

Time Savings min

Time Savings max

-9% 14%

Total labor market of 1,2 million on the route.

35% 46%

Connectivity A compact 1-hour connected area of 49% additional GDP value added of €158 Billion with hyperloop. The mass of working age population accessing the MRA increases by 0,4 million people reaching a total of 1,2 million. City

MRA Leiden Den Haag Total (in 60 min)

40

GDP (billion Euro)

Increase (%)

107 15 37 158

49%

Labour Market (million) 0,7 0,104 0,396 1,20

Increase (%)

72%

Concept Study Province North-Holland Hardt Hyperloop

Connectivity Map route 1

Accessibility by public transport from Amsterdam South train station. Current – 45 min With hyperloop – 45min 41

Concept Study Province North-Holland Hardt Hyperloop

Route 2: Amsterdam – Rotterdam – Brussels – Paris Route 2 concerns an international route, from MRA to Rotterdam, Brussels and Paris. Hyperloop acts as a public transportation system, and as Highspeed international connection as alternative to short-haul flights. Towards Rotterdam the route creates the potential of agglomeration benefits, and with Brussels, within 60 minutes door-to-door travel time, and Paris it strengthens the competitiveness of the city pair. Towards Paris the door-to-door travel time is around 90 minutes, 55% reduction of travel time compared with aviation. Accessibility * travel time includes in vehicle time, 30 minutes access and egress time City

Travel time Car (min)*

Travel time Rail (min)

Rotterdam Brussels Paris

50 160 360

60 135 210

Travel time Aviation (min) 165 200

Travel time Hyperloop (min) 38 55 90

Time Savings min

Time Savings max

24% 59% 55%

Total labor market of 3,4 million in the route.

37% 67% 75%

Connectivity A compact 1-hour connected area of +130% additional GDP value added of €247 Billion with hyperloop and up to +330% in 90 minutes. The mass of working age population accessing the MRA increases until 1.9 million in the first 60 minutes, up to 3.4 million in 90 minutes. City

MRA Rotterdam Brussels Total (in 60 min) Paris (in 90 min) Total (in 90 min)

GDP (billion Euro) 107 63 76 247 213 460

Increase (%)

130% 330%

Labour Market (million) 0,7 0,465 0,81 1,975 1,4 3,4

Increase (%)

182% 198%

Substitution & Decongestion Brussels: 291.000 passengers (2040) Paris: 1.940.000 passengers (2040)

42

Concept Study Province North-Holland Hardt Hyperloop

Connectivity Map route 2

Accessibility by public transport from Amsterdam South train station. Current – 45 min With hyperloop – 45 min 43

Concept Study Province North-Holland Hardt Hyperloop

With hyperloop – 60 min

Route 3: Amsterdam – Utrecht – Eindhoven – Dusseldorf – Frankfurt Hyperloop acts as a public transportation system, and as High-speed international connection as alternative to short-haul flights. Towards Utrecht the route creates the potential of agglomeration benefits, and with Eindhoven and Dusseldorf, within 60 minutes door-to-door travel time, it strengthens the competitiveness of the city pairs. Frankfurt can be reached within 90 minutes, 55% reduction compared to aviation. Accessibility * travel time includes in vehicle time, 30 minutes access and egress time City

Travel time Car (min)*

Travel time Rail (min)

Utrecht Eindhoven Dusseldorf Frankfurt

35 80 150 262

55 110 210 270

Travel time Aviation (min) 170 185

Travel time Hyperloop (min) 35 44 58 83

Time Savings min

Time Savings max

0% 45% 61% 55%

36% 60% 72% 69%

Connectivity A compact 1-hour connected area of +140% additional GDP value added of €256 Billion with hyperloop and up to +202% in 90 minutes. The mass of working age population accessing the MRA increases until 1.6 million in the first 60 min, up to 2.1 million in 90 min. City MRA Utrecht Eindhoven Dusseldorf Total (in 60 min) Frankfurt Total (in 90 min)

GDP (billion Euro) 107 65 36 49 256 67 323

Increase (%)

140% 202%

Labour Market (million) 0,7 0,281 0,1677 0,421 1,6 0,505 2,1

Increase (%)

124% 196%

Substitution & Decongestion Dusseldorf: 241.000 passengers (2040) Frankfurt: 1.110.000 passengers (2040)

44

Concept Study Province North-Holland Hardt Hyperloop

Total labor market of 2,1 million in the route.

Connectivity Map route 3

Accessibility by public transport from Amsterdam South train station. Current – 45 min 45

Concept Study Province North-Holland Hardt Hyperloop

With hyperloop – 45min

Route 4: Amsterdam – Amersfoort – Arnhem – Duisburg – Düsseldorf Route 4 concerns an international route, from MRA to Arnhem and the Ruhr-area. Hyperloop acts as a public transportation system, and as High-speed international connection as alternative to short-haul flights. Towards Amersfoort the route creates the potential of agglomeration benefits, and with Arnhem, Duisburg and Dusseldorf, within 60 minutes door-to-door travel time, it strengthens the competitiveness of the city pairs. Accessibility * travel time includes in vehicle time, 30 minutes access and egress time City

Travel time Car (min)*

Travel time Rail (min)

Amersfoort Arnhem Duisburg Dusseldorf

45 65 130 150

65 90 210 230

Travel time Aviation (min) 170

Travel time Hyperloop (min) 36 44 54 58

Time Savings min

Time Savings max

20% 32% 58% 61%

45% 51% 74% 75%

Connectivity A compact 1-hour connected area of +85% additional GDP value added of €198 Billion with hyperloop. The mass of working age population accessing the MRA increases until 1.7 million in the first 60 minutes. City MRA Amersfoort Arnhem Duisburg Dusseldorf Total (in 60 min)

GDP (billion Euro) 107 63 * 17 49 198

Increase (%)

85%

Labour Market (million) 0,7 0,106 0,125 0,304 0,42 1,7

Increase (%)

137%

Substitution & Decongestion Dusseldorf: 241.000 passengers (2040)

46

Concept Study Province North-Holland Hardt Hyperloop

Total labor market of 1,7 million in the route.

Connectivity Map route 4

Accessibility by public transport from Amsterdam South train station. Current – 45 min With hyperloop – 45min 47

Concept Study Province North-Holland Hardt Hyperloop

Route 5: Amsterdam – Almere – Lelystad – Zwolle – Groningen Route 5 is similar as route 1, national route, connecting Groningen in the North of the Netherlands with the MRA (part of the proposed Zuiderzeelijn). Hyperloop acts as a public transportation system. Towards Almere and Lelystad the route creates the potential of agglomeration benefits, and with Zwolle and Groningen within 60 minutes door-to-door travel time, it strengthens the competitiveness of the city pairs. Accessibility * travel time includes in vehicle time, 30 minutes access and egress time City

Travel time Car (min)*

Travel time Rail (min)

Almere Lelystad Zwolle Groningen

30 40 69 104

49 70 90 150

Travel time Aviation (min) -

Travel time Hyperloop (min) 34 37 44 52

Time Savings min

Time Savings max

-13% 8% 36% 50%

31% 47% 51% 65%

Connectivity A compact 1-hour connected area of +33% additional GDP value added of €142 Billion with hyperloop. The mass of working age population accessing the MRA increases until 1.1 million in the first 60 minutes. City

MRA Almere Lelystad Zwolle Groningen Total (in 60 min)

GDP (billion Euro) 107 13 * ** 22 142

Increase (%)

33%

Labour Market (million) 0,7 0,14 0,052 0,0871 0,156 1,1

Increase (%)

62%

**oost+overig * Flevoland (Almere, Lelystad)

48

Concept Study Province North-Holland Hardt Hyperloop

Total labor market of 1,1 million in the route.

Connectivity Map route 5

Accessibility by public transport from Amsterdam South train station. Current – 45 min 49

Concept Study Province North-Holland Hardt Hyperloop

With hyperloop – 45min

Concept Study on the impact of hyperloop on the Development perspective “Compacte Metropool Hardt Hyperloop – 2020

50

Concept Study Province North-Holland Hardt Hyperloop

PRE FEASIBILITY SCHIPHOL HYPERLOOP

5

Introduction to Schiphol and the project

6

What is hyperloop and how does it work?

11

Proof of concept

12

Hyperloop as a substitute for short-haul flights

14

How hyperloop would aid in schiphol’s sustainable growth as an international multi-modal transport hub

18

Embedding the hyperloop at Schiphol

22

Lca - co2 emissions / energy consumption

26

Economic and financial case

28

The case for Schiphol

30

End notes

PRE-FEASIBILITY SCHIPHOL – HYPERLOOP

TOC

1

PRE-FEASIBILITY SCHIPHOL – HYPERLOOP

THE FUTURE OF ULTRA FAST CONNECTIONS TO AND FROM SCHIPHOL AIRPORT: THE HYPERLOOP Royal Schiphol Group’s partnership work is constantly evolving as it collaborates with various organisations to explore new forms of mobility, innovative transportation networks and other developments within the mobility landscape. As part of this, Schiphol and Hardt started their

PRE-FEASIBILITY SCHIPHOL – HYPERLOOP

@DePolitieheli

partnership in the Hyperloop Implementation

2

Programme, led by Hardt Hyperloop, based in Delft. The partnership, which was announced at September 2018's HyperSummit, sees Schiphol working with Hardt to investigate to what extent the hyperloop can help us meet our future accessibility needs. The hyperloop concept aligns closely with Schiphol's wider innovation programme and could prove to be a valuable addition to the future transportation landscape. In particular, this technology has the potential to become a successful mode of sustainable transport in the years ahead. This booklet presents the results of a preliminary study. The research is based on the premise that Schiphol maintains its operations at the existing location, with the hyperloop functioning as a sustainable means of transport within a balanced vision for the growth of Schiphol Airport as a whole. Our sincere gratitude to Royal Schiphol Group for their active and enthusiastic participation in the study. Happy Reading. Hardt Hyperloop.

3

PRE-FEASIBILITY SCHIPHOL – HYPERLOOP

Amsterdam Airport Schiphol (AAS) is vital to the

This opens the case for alternatives. Emerging

Dutch economy. The airport enables The Netherlands

innovations and new modes of transportation

to fulfill an important international function as a

represent important opportunities for Schiphol.

hub for trade and services. The further improvement

One of these is the hyperloop. A new type of

of international accessibility, for both people and

ground-transportation, hyperloop is based on

goods, is crucial to facilitating and strengthening

travel through a low-pressure tube where speeds

the national economy. However, though accessibility

similar to those in aviation can be achieved.

PRE-FEASIBILITY SCHIPHOL – HYPERLOOP

INTRODUCTION TO SCHIPHOL AND THE PROJECT

and connectivity are of vital importance, the

4

5

airport faces increasing pressure on its capacity; which creates challenges in facilitating the high

1

network quality of the airport.

referentiescenario’s – Toekomstverkenning Welvaart en

The study ‘Nederland in 2030-2050: twee

Leefomgeving’, or WLO for short, is the basis for many

This study takes as its context the years between

policy decisions in the field of the physical living

2030 and 2050. During that period, following

environment in the Netherlands. The WLO was drawn up by

the WLO-Scenarios , aviation passenger demand

PBL and CPB.

1

is projected to grow at a higher rate than the

Passengers growth following WLO-Scenarios

200

Million annual passengers

180

airport can accommodate2. The WLO-scenarios set

2

out two perspectives on passenger demand. The

luchtvaartprognoses, 15-02-2019, by Significance”.

Report: “Actualisatie AEOLUS 2018 en geactualiseerde

160

“unrestricted” scenario (in which no policy

140

or capacity restrictions at the airport are

3

considered), and the “restricted” scenario (where

A European high-speed rail network: not a reality but an

airport restrictions are taken into consideration).

ineffective patchwork: https://www.eca.europa.eu/en/Pages/

In the Restricted-High scenario, there is a demand

DocItem.aspx?did=46398w

120 100

Report European Court of Auditors: Report No 12 of 2018.

80

gap in 2030 of 21.5 million passengers and in

60

2050 the gap increases to 58.3 million passengers

4

compared with the unrestricted scenario. See

advancing in the realization of the T-ENT network. P2.

40

figures 1 and 2.

20

http://www.europarl.europa.eu/RegData/docs_autres_

0

2015

2020

2025

2030

2035

2040

2045

2050

A thriving aviation sector is essential to The

institutions/commission_europeenne/com/2018/0277/COM_

Netherlands: it is crucial to supporting Dutch

COM(2018)0277_EN.pdf

businesses and wider economic development. To Unrestricted - High

Restricted - High

Unrestricted - Low

Restricted - Low

Figure 1. Passenger growth forecast following WLO-Scenarios

ensure Schiphol maintains its strong position, alternative solutions need to be researched to sustainably accommodate future passenger growth.

58,3

Several potential solutions to deal with the constrained airport capacity focus on the substitution of short-haul flights. Recent studies

2,8

21,5

into high-speed rail, proposing it as an existing alternative, show it has been unable to solve

2,7

the problem3. All around the world infrastructure projects are running into problems, such as 123,0

181,3

118,5

121,3

98,3

119,8

86,7

cost overruns and unexpectedly long lead times, 89,4

European Commission. 2018. Streamlining measures for

resulting in increasingly congested cities. An estimated €1.500 billion needs to be invested in comprehensive European transport infrastructure

WLO 2030-Low

WLO 2030-High

WLO 2050-Low

WLO 2050-High

within the next decade4. In selecting the projects for these investments, short-term congestion relief

Unrestricted demand

Demand accommodated

needs to be carefully weighed against the long-term

Figure 2. Gap of passenger demand (in red, million passengers) at AAS in restricted

sustainable opportunities that new solutions could

scenarios compared to the unrestricted demand scenario in 2030 and 2050

bring, as the consequences of these investments will last a lifetime.

PRE-FEASIBILITY SCHIPHOL – HYPERLOOP

The hyperloop has the following key characteristics:

The sweet spot of hyperloop The graph below presents the expected market share

The hyperloop is a new mode of transportation

High capacity - up to 20.000 passengers per hour

of hyperloop for 406 O-D pairs in Europe in short,

for large volumes of passengers and cargo. The

per direction at 700 km/h

medium, and long distances, compared to high-speed

infrastructure consists of tubes that can be built

(or 40.000 passengers per hour with trains of

rail and aviation. It can be divided into three

both above and below ground. Vehicles that resemble

coupled vehicles).

ranges:

small aircraft travel inside the tube, either separately or in short trains of coupled vehicles.

High transit speeds - operational speeds ranging from 500km/h to 1000km/h.

The hyperloop system is a combination of existing

6

PRE-FEASIBILITY SCHIPHOL – HYPERLOOP

WHAT IS HYPERLOOP AND HOW DOES IT WORK?

technologies from different industries which together form a new mobility concept. Where rail

guidance and propulsion. Air resistance and noise emission can both be

7

Low energy consumption - 38 Wh/passenger/kilometre at 700 km/h.

500-1750 km: substitution of flights in distances between 500 km and 1500 solely by hyperloop, as

Low maintenance - magnetic levitation and

high-speed rail is not considered competitive,

propulsion without friction,

and hyperloop outperforms aviation in this

and switching without moving components

range.

minimises wear and tear. 1750-3000 km: competition between aviation and

major impediments at increased speeds. The hyperloop system counters these by operating with

with aviation. Hyperloop could substitute both HSR and aviation.

technologies use wheels on tracks, the hyperloop system uses magnetic forces for levitation,

100-500 km: in this range high-speed rail competes

Zero operational emissions - fully electric,

hyperloop will occur as hyperloop proves to be

pressurised vehicles inside a low-pressure tube.

powered by renewable energy

competitive to aviation (similar to HSR and

The low-pressure environment reduces both air

sources, produces zero operational emissions.

aviation in the range to 500km).

resistance and energy consumption, propelling vehicles to speeds of up to 1000km/h. The body of

Minimised infrastructure footprint - the small

the tube lowers noise emissions towards the direct

footprint of the elevated infrastructure allows

environment.

the hyperloop to follow existing infrastructure and reach, as well as integrate with transport

The hyperloop linear infrastructure comprises two

hubs.

parallel tubes that are either elevated on columns above the ground, run at ground level, or go underground. The two tubes allow vehicles to travel in opposite directions. In contrast to typical rail services, hyperloop travel runs directly between any origin and destination on the network without any intervening stops. Probability to choose any mode

0,9 0,8 0,7 0,6 0,5 0,4 0,3 0,2 0,1 0 0

500

1000

1500

2000

2500

3000

3500

4000

4500 distance

P.HL

P.Air

P.HSR

Figure 4. Probabilities to choose any mode modelled for 406 routes in Europe.

PRE-FEASIBILITY SCHIPHOL – HYPERLOOP

Solar panels Cabin Lighting

8

Artificial skylight system

RECARO® seating Sub systems

Low pressure tube

Air tanks Sensors Communications Batteries

Levitation Suspension Guidance Emergency brake

60 Seats Individual Double Front to front Front to front double

Ø3.5m 100PA

Entrance / exits Every 6 passenger rows 30 seconds evacuation 1.5m wide

Luggage storage One aircraft cabin bag per seat 5+m

24.0m 35.0m

Figure 3. Overview of the Hardt hyperloop system

PRE-FEASIBILITY SCHIPHOL – HYPERLOOP

Magnets

9

PRE-FEASIBILITY SCHIPHOL – HYPERLOOP

Hardt Hyperloop is leading the European developments of hyperloop technology thanks to its establishment of the first European fullscale hyperloop test facility. Additionally, Hardt has been successful at establishing a broad range of partnerships with relevant stakeholders within the transportation and technology sector,

PRE-FEASIBILITY SCHIPHOL – HYPERLOOP

PROOF OF CONCEPT

whose expertise is being leveraged during product

10

development. This gives Hardt Hyperloop a unique knowledge base regarding the design and engineering of hyperloop technologies and their interfaces, as well as with the actual production, construction and operation of such a system. What’s more, Hardt Hyperloop is the only company in the world that has proven hyperloop lane changing technology, which is crucial for the implementation of a hyperloop network. The lane changing technology allows hyperloop vehicles to change from one lane to another without any additional, or moving components. This enables the vehicles to retain their high speeds, effortlessly switch routes, and merge in and out of the network. Hardt Hyperloop has also developed unique software for the control of a hyperloop vehicle.

Figure 5. Hardt’s Low-Speed Test Facility with the first prototype of the lane-switch.

11

PRE-FEASIBILITY SCHIPHOL – HYPERLOOP

PRE-FEASIBILITY SCHIPHOL – HYPERLOOP

HYPERLOOP AS A SUBSTITUTE FOR SHORT-HAUL FLIGHTS By 2050, Amsterdam Airport Schiphol’s (AAS) capacity to handle flights will be restricted, putting pressure on the high quality of the network. Aviation passenger demand is projected to continue to grow at a higher rate than the airport can accommodate, and by 2050 it is calculated the airport will be unable to facilitate expected

12

13

passenger numbers, up to 58 million annually.

Hamburg This case study presents hyperloop as a sustainable means of transport that could contribute to the growth of AAS as part of a balanced approach. It focuses on sustainable ways to accommodate aviation demand, reduce airport congestion and maintain the competitive position of AAS as an international multi-modal hub.

Berlin Amsterdam

Eindhoven

London

Dusseldorf Brussels Cologne/Bonn

Frankfurt

Paris

AMS

BER

BRU

KLN

DUS

EIND

FRA

HAM

LON

PAR

AMS

-

63

21

24

19

11

36

52

58

47

BER

63

-

62

47

44

52

60

34

99

89

BRU

21

62

-

22

19

10

35

51

37

26

KLN

24

47

22

-

4

12

13

36

56

49

DUS

19

44

19

4

-

9

16

33

56

45

EIND

11

52

10

12

9

-

25

41

47

36

FRA

36

60

35

13

16

25

-

49

72

61

HAM

52

34

51

36

33

41

49

-

89

78

Indicative travel times

LON

58

99

37

56

56

47

72

89

-

39

between Origin and destination

PAR

47

89

26

49

45

36

61

78

39

-

pairs in the network

PRE-FEASIBILITY SCHIPHOL – HYPERLOOP

PRE-FEASIBILITY SCHIPHOL – HYPERLOOP

HOW HYPERLOOP WOULD AID IN SCHIPHOL’S SUSTAINABLE GROWTH AS AN INTERNATIONAL MULTI-MODAL TRANSPORT HUB The study proposes an international crossborder hyperloop network between Schiphol and the major airports and cities of N.W. European countries, which fall within a 600 km radius. The proposed hyperloop network links five countries of Northwestern Europe. From West to East, the

14

15

countries in the network would be: the UK, France, Belgium, The Netherlands, and Germany. The proposed network connects Schiphol airport with the main

2050

neighbouring airports that currently have direct LOW

HIGH

flight connections. The network comprises a

Aviation

40.2 M

59.9 M

length of +/- 2.200 km, connecting a total of 18

Of which accommodated at AAS

12.1 M

12.5 M

stations, with hyperloop operating at an average

Of which unaccommodated at AAS

0.3 M

5.9 M

speed of 700 km/h. In contrast to typical rail

of the network

27.8 M

41.6 M

origin and destination on the network without any

Rail

56.7 M

66.7 M

intervening stops.

Total:

96.9 M

126.6 M

The total estimated ridership for hyperloop accrues

Of which through the rest

services, hyperloop services are direct between any

between 97 – 127 million passengers in 2050, of which +/- 12 million aviation passengers travel through Schiphol. PARAMETERS

VALUE

Hyperloop is projected to decongest AAS by substituting 12.1-12.5 million passengers in 2050,

Network

approximately 10% of total passenger movements,

Total network length

2.200 km

corresponding to 75.400-76.600 Air Traffic

Stations

18

Movements5 at the airport. Because it allows for direct connections, the proposed hyperloop network

System Tubes

could also supply services for passengers of 2 (1 per

both international and domestic trains, when they

direction)

overlap with the same routes and corridors.

Vehicle capacity

60 passengers

Vehicles per train

1-2

The peak-hour capacity utilisation rate ranges from

System capacity per hour

20.000 - 40.000

10% on the lower boundary (to Hamburg) to 40% in

passengers

the upper boundary (Brussels – Eindhoven). After

/ tube / hour

consolidating all passenger demand from aviation and

In this preliminary study Hardt assumes the

In the case that other airports in the

60-80%

rail through the proposed network, Hardt determined

other airports in the network grow following the

network also become congested, in combination

the peak-hour capacity requirements of each link in

unrestricted scenario. But demand is likely to

with a high demand growth, they face an

Vehicle load factor (%) Service Quality

What if other airports are also congested?

the network. This shows that based on international

surpass the limits of the adjustable capacity

opportunity cost of unaccommodated demand. The

Vehicle cruise speed

700 km/h

rail and aviation passenger segments; the system

of EU airports from 2025 onwards. In fact,

unaccommodated passengers could be accommodated

Operating hours per day

16

capacity exceeds demand in all links significantly.

in the EuroControl Regulation & Growth (most

by the hyperloop network, accounting for a

Operating days per year

365

Upscaling/downscaling strategies for capacity based

likely) scenario of 1.9% annual average growth

potential of 11.8–18.5 million passengers in

Reliability

Completely

on demand and travel patterns include increasing /

of passengers until 2040, it is expected that at

2040-H and 2050-H respectively.

automated

reducing headway, and vehicle linking.

least 2% of the demand will go unaccommodated in

Process time (at the terminal)

Shielded from

2025, reaching 8% in 20406.

external influences

5

20 minutes

number of passengers per airplane is 160 in 2050, this is

Based on extrapolation of the WLO scenarios, an average

used to determine air traffic movements.

Table 1. Operational performance of Hyperloop

6

Report EUROCONTROL: European Aviation in 2040: Challenges of Growth: Annex 1: Flight Forecast 2040: https://www.

eurocontrol.int/sites/default/files/2019-07/challenges-of-growth-2018-annex1_0.pdf

PRE-FEASIBILITY SCHIPHOL – HYPERLOOP

PRE-FEASIBILITY SCHIPHOL – HYPERLOOP

Hamburg

16

17

Berlin Amsterdam

Eindhoven

London

Dusseldorf Brussels Cologne/Bonn

Frankfurt

ROUTE AMSTERDAM - BERLIN Projected number of passengers per year in 2050: Aviation: 1.5-1.6 million (restricted growth)

Paris

Rail: 0.9 – 1 million Trip time

Distance

Energy use

Environmental

Mode

(hh:mm)

travelled

(TTW)

Impact (WTW)

Fare price

Aviation

1:16

596 km

387 wh/pkm

64 - 78 kg CO2*

79

HSR

6:05

614 km

61 wh/pkm

28 – 34 kg CO2*

79

Hyperloop

1:03

733 km

38 wh/pkm

23 - 33 kg CO2*

71

* per passenger

PRE-FEASIBILITY SCHIPHOL – HYPERLOOP

PRE-FEASIBILITY SCHIPHOL – HYPERLOOP

Hyperloop Terminal. The Schiphol Hyperloop Terminal configuration is

19

EMBEDDING THE HYPERLOOP AT SCHIPHOL Schiphol Airport is busy, and space is limited. The existing built environment dictates the possible locations for hyperloop. In the scope of this study, Hardt, Royal Schiphol Group and UNStudio conducted a preliminary study towards the spatial and operational implications of the Schiphol

18

designed to accommodate at least the projected 12.5 million annual aviation passengers. Schiphol Hyperloop Terminal Peak-Hour Passenger (PHP) demand in the 2050 low and high scenarios ranges from 2.500–3.000 passengers per peak-hour. The ratio Non-Schengen (London) and Schengen destinations is 50-50. Therefore, one platform will be dedicated to the Non-Schengen destinations, and one platform to the Schengen destinations (see table 2). On average 6-7 trains per hour depart/ arrive per platform, resulting in a turnaround time per train of 7-10 minutes on average.

Figure 6. Indicative location at Schiphol Terminal A (UNSTUDIO)

WLO-2050-LOW

WLO-2050-HIGH

Platform

Destination

Arrivals

Departures

Arrivals

Arrivals

1 (Schengen)

Berlin

18

18

19

19

Brussels

5

5

5

6

Cologne-Bonn

-

-

-

-

Düsseldorf

5

5

5

5

Eindhoven

-

-

-

-

Frankfurt

17

17

18

17

Hamburg

9

9

9

9

Paris

28

29

29

30

London

90

89

94

93

Total:

172

172

178

177

2 (non-Schengen)

Table 2. Daily vehicles arriving and departing to other cities in the network from AAS in 2050-low and 2050-high

Figure 7. Indicative location at Schiphol Terminal West (UNSTUDIO)

PRE-FEASIBILITY SCHIPHOL – HYPERLOOP

Hyperloop platform level

20

PRE-FEASIBILITY SCHIPHOL – HYPERLOOP

Schiphol level 1 departures

21

Schiphol level 2 departures Hyperloop departure level

Schiphol Plaza arrivals Hyperloop arrivals level

Figure 7. Concept hyperloop terminal layout at indicative location at Schiphol Terminal West currently Excellent parking (UNSTUDIO)

PRE-FEASIBILITY SCHIPHOL – HYPERLOOP

PRE-FEASIBILITY SCHIPHOL – HYPERLOOP

LCA - CO2 EMISSIONS / ENERGY CONSUMPTION The Dutch Climate Act sets the targets of a 49% reduction in CO2 emissions by 2030, and a 95% reduction in CO2 emissions by 2050, compared to 1990. Additionally, The European Green Deal promotes more sustainable means of transportation and “seeks a 90% reduction in these emissions by 2050.”7 In the aviation sector ICAO and IATA have set

22

23

goals for 2050 as well. These aim to reduce the emissions produced from aviation worldwide by 50% in 2050, as compared to 2005. This means, the aviation sector needs to focus on sustainable ways to accommodate aviation demand. The necessary transition of the aviation sector to achieve these 2050 decarbonisation goals requires the exploration of a broad range of options. Hyperloop offers just the kind of potential the aviation sector needs to meet its decarbonisation goals. CE Delft executed a “Prospective LCA” of the hyperloop system. Prospective means that the assessment is based on design parameters and the expected use of the hyperloop network. The prospective LCA provides insights into the energy demand and environmental impact of hyperloop. The scope of the LCA is based on the (1) operational use, (2) vehicle construction and maintenance, and

Well (fuel extraction)

Power generation

Refueling

Flight

Well (fuel extraction)

Power generation

Recharging

Electric flight

Well (fuel extraction)

Power generation

Recharging

Hyperloop travel

(3) infrastructure. The (1) operational use is based on the entire energy chain defined as ‘well-to-wheel’ (WTW). The latter is divided into ‘well-to-tank’ (WTT), and ‘tank-to-wheel’ (TTW). The WTT provides information on the production and distribution of fuel and electricity, whereas TTW describes the energy efficiency of the fuel in the hyperloop vehicle, train or airplane.

7

“EU Green Deal Sustainable mobility, 2019”: https://

ec.europa.eu/commission/presscorner/api/files/ attachment/860070/Sustainable_mobility_en.pdf.pdf

Well to tank (WTT)

Tank to wheel (TTW)

From fuel extraction to fuel tank

From fuel/energy storage to consumption Well to wheel (WTW)

From fuel extraction to consumption Figure 9. Well-to-wheel chain for aviation, electric aviation and hyperloop

primary energy demand of hyperloop is 2-3 times

emissions ranging between 28-39 gr CO2-eq/pkm

lower than electric planes and 3-5 times lower than

(based on current NL-energy mix).

conventional planes.

This graph indicates the WLO low and high

The following graph depicts the energy demand of

scenarios, with hyperloop solely for passengers

aviation (average Schiphol to Berlin) and that

from aviation, or for both aviation and rail

which hyperloop (average Schiphol to Berlin) might

passengers. The total impact on climate change

develop towards 2050. It includes the option of

per passenger-km of hyperloop is comparable with

electric aviation. The comparison is based on the

high-speed rail (HSR)8,9 It must be noted that this