This article has been accepted for publication in a future issue of this journal, but has not been
fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TTE.2021.3120536, IEEE
Transactions on Transportation Electrification
TTE-Reg-2021-04-0462.R2
Demand for passenger capsules for Hyperloop
High-Speed Transportation System - case study
from Poland
Barbara Kowal, Robert Ranosz, Michał Kłodawski, Roland Jachimowski, Janusz Piechna
Abstract— The innovative concept of the vacuum
railway - High-Speed Transportation System has for many
years aroused great interest of people dealing with the
issues of modern and effective transport systems.
Transport scientists and engineers see this technology as a
great opportunity for modern societies, at the same time
struggling with many difficult and still unsolved problems.
This paper presents partial results of the research carried
out to assess the feasibility and legitimacy of implementing
this technology in Poland. Particular attention was paid to
the research methodology for estimating the demand for
passenger capsules used for the transport of people in
Hyperloop (HP) technology. The authors also presented
the results of using this methodology to determine the
investment outlays for Hyperloop capsules intended to
handle passenger traffic on selected routes planned in
Poland. The authors' contribution is an innovative
approach to determining the demand for passenger
capsules, investment outlays and determining the
maximum capacity depending on such parameters as, for
example, the sequence time or travel time of capsules on
one of the future Hyperloop routes in Poland.
Index Terms— hyperloop; passenger capsule; transport
capacity, potential demand for Hyperloop's capsules; high-
speed long-distance travel; costs.
Manuscript received (date); accepted (date); This work was supported by
the AGH University of Science and Technology [No. 16.16.100.215] and
Warsaw University of Technology
B. Kowal is with Faculty of Mining and Geoengineering, AGH University
of Science and Technology, Aleja Mickiewicza 30, 30-059 Cracow, e-mail:
bkowal@agh.edu.pl. Author is not an IEEE member.
R. Ranosz is with Faculty of Mining and Geoengineering, AGH University
of Science and Technology, Aleja Mickiewicza 30, 30-059 Cracow, e-mail:
rranosz@agh.edu.pl. Author is not an IEEE member.
M. Kłodawski is with Faculty of Transport, Warsaw University of
Technology, Koszykowa 75 street, 00-662 Warsaw, e-mail:
michal.klodawski@pw.edu.pl. Author is not an IEEE member.
R. Jachimowski is with Faculty of Transport, Warsaw University of
Technology, Koszykowa 75 street, 00-662 Warsaw, e-mail:
roland.jachimowski@pw.edu.pl. Author is not an IEEE member.
J. Piechna is with Faculty of Power and Areonautical Engineering, Warsaw
University of Technology, Nowowiejska 24 street, 00-665 Warsaw, e-mail:
janusz.piechna@pw.edu.pl. Author is not an IEEE member.
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1
NOMENCLATURE
ZKp – demand for passenger capsules,
C – sequence time of HyperLoop trains,
Kpmax – maximum number of passenger capsules in the
module,
Tp – time of travel between HyperLoop stations,
To-z – capsule handling time at stations during a single
transport cycle,
X1 – capsule handling time at the station before the end of the
course,
X2 – capsule handling time at the station after the start of the
travel,
m – number of independent stations from which modules
come to the CCP,
Pt – number of passengers on the one-way route (capacity),
Z – number of people in a capsule,
Y – passenger transport time.
I. INTRODUCTION
The Hyperloop (HP) system is becoming more and more
popular nowadays, mainly due to the fact that it provides the
possibility of transport at a much higher speed and in a much
shorter time than the current means of transport, such as rail or
air transport. According to the American company Virgin
Hyperloop, which deals with transport technologies, this
system allows you to travel 3 times faster than high-speed rail
and more than 10 times faster than traditional rail. The
company is working on commercializing the concept of a
high-speed technology called Hyperloop. They built the two-
seater Experimental-Pod-2 (XP-2) and last year the world's
first passenger test of this vehicle took place [1]. In turn,
HyperloopTT's global collective of visionaries has developed
the world's first and only full-size Hyperloop test track in
Toulouse, France. In addition, the company is running projects
for the commercial hyperloop system in Abu Dhabi as well as
the use of hyperloop technology in container operations in the
ports and inland shipping in the Port of Hamburg. They also
conducted a feasibility study of a Great Lakes Hyperloop
corridor in United States, which identified many benefits of
the development of passenger and cargo systems of
HyperloopTT [2].
"Hyperloop is an innovative concept of a new (fifth) mode
of transport, also known as a vacuum railway" [3], which
consists in moving the vehicle in the form of a hermetically
sealed capsule with the transported passengers or cargo in a
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low pressure tube [4]. This innovative method of transport,
proposed by E. Musk [5], begins to be more and more often
and more widely described in various publications, the more
so that the advantages of hyperloop technology include
ecological safety and ecological cleanliness, comfort,
independence from atmospheric phenomena and the
possibility of full traffic automation. For example, in this
respect, the authors of [6] considered various types of friction
depending on the tube material. They constructed a
mathematical model based on Newton's second law of
dynamics. In turn, other authors develop the method of
decreasing the wear of the contact insert by using disulfide
solid lubricant in order to improve the collection of current in
the speed range of 500-700 km / h. Other countries, such as
Russia, are also interested in the advantages and the use of
ultra-fast vacuum trains moving in tubes with reduced internal
air pressure and wants to solve transport problems in the Far
East in this way [7].
The review of the literature on the scientific and
technological development of hyperloop mainly covers the
general assumptions of this new type of transport and the
preliminary study of the technical Hyperloop solutions and the
basics of technology. A preliminary design study [8] proposes
a new type of high-speed transportation that reduces both
travel time and travel costs over existing modes of
transportation on the Los Angeles, California, and San
Francisco, California routes. It broadly presents the
assumptions for the hyperloop system under consideration and
draws attention to the lower energy cost of this system in any
currently existing means of transport. In turn, the authors of
the work [9] take into account the problems of environmental
hazards and energy consumption and consider installing solar
panels on the Hyperloop roof, which would allow for a clean
and self-powered system [10]. A lot of literature is devoted to
aspects of the geometry and motion of the capsule along with
technical data such as temperature, pressure and resistance of
the capsule. The authors of the article [4] undertook the
analysis of technical problems that solve the dynamics of
systems subjected to moving loads. For this purpose, they
conducted an analysis using a numerical three-dimensional
model of the guide. Other authors analysed the aerodynamic
drag when travelling through the tunnel at high speed [11].
Under such conditions, waves propagate, increasing the
pressure in front of the object and thus the drag compared to
the open flow case under these conditions. On the other hand,
the authors of [12] presented the concept of non-symmetric
double-sided linear induction motor (NSDLIM) and proposed
an all-in-one system for hyperloop that conducts propulsion,
levitation, and guidance. It is a system that could conduct all
functions. You can read about the research on the
aerodynamic properties of the Hyperloop capsule inside the
vacuum tube in the paper [13], while about the technical
aspects of the cooperation of magnetic elements with the guide
placed in the tube in the paper [4]. Some capsule design
methodologies have received an award for innovation in
design concept [14]. An important element of the Hyperloop
system, described in the literature, is also the Hyperloop
capsule drive. The authors focused on the optimal design of
the propulsion system of an energyautonomous Hyperloop
capsule supplied by batteries [15]. Their proposed sizing
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2
method minimizes the total number of cells in the battery
powering the capsule drive and maximizes its efficiency. The
Numerical Study of flow around Hyperloop Pod using
Reynolds Averaged Navier Stokes (RANS) is presented in the
paper [16]. The technical aspects of the hyperloop system are
the subject of other publications that describe the vehicle
suspension and dynamics system with the braking control
system [17]. The other solutions of the drive systems can be
found e.g. in the publication [18], in which the aerodynamic
drag was analysed. Two main aerodynamic design objectives
were evaluated to explore different conceptual ideas. One
project aimed at the minimization of the aerodynamic drag to
reduce the propulsion requirements, the other focused on the
ability to generate a certain amount of lift to mitigate the
responsibility of the main levitation system. Authors of
another paper focus on the assessment of the optimal design of
the propulsion system of an energyautonomous Hyperloop
capsule supplied by batteries [19]. Analysis of aerodynamic
drag on a subsonic train in evacuated tube transportation is
also a topic [20], where numerical simulations were used to
study the effects of different factors on the aerodynamic drag
of a train running at subsonic speed in an evacuated tube. In
turn, the paper [21] focuses on the aerodynamic design of the
Massachusetts Institute of Technology Hyperloop pod. The
overall design of this team’s Hyperloop pod won the design
competition of the SpaceX Hyperloop Competition 5 years
ago. Another publication presents an analysis of various
parameters of the tube train system such as the internal tube
pressure, blockage ratio, and operating speed through
computational analysis with a symmetric and elongated
vehicle [22]. The numerical simulations are also a topic of the
paper [23]. These simulations based on finite volume method
to study the effects of different factors on the aerodynamic
drag on a capsule running at subsonic and transonic speed in
hyperloop system.
Tools were also developed that automatically calculate
Hyperloop routes between any starting and ending point in
terms of minimizing construction costs during the journey [24]
and, for example, analyses of the transport time of intermodal
containers from China to the EU using Hyperloop technology
[25] were also carried out.
This is only a part of the research and consideration of the
Hyperloop transport system. It can be seen that more and more
scientists carry out a series of studies mainly related to the
technical aspects of the vehicle, but also many projects e.g.
implemented lately [26]. The Polish government is also
observing the progress of work on the creation of the Polish
Hyperloop model and the achievements of Polish scientists in
this area, both in Poland and in the world [27]. Spatial
analyses of the location of the Central Communication Port
are also being prepared and even commitments have been
made [28]. The conducted research contributed to the fact that
various research groups or companies dealing with hyperloop
achieved different levels of implementation of this technology.
An analysis of the opportunities and threats related to the
development of a modern means of transport in Poland was
carried out, in which special attention was paid to the aspect of
safety and the environment [29]. The proposals for
connections of selected Polish cities using the Hyperloop
technology were also presented and the travel time between
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Transactions on Transportation Electrification
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cities was estimated in the optimistic and pessimistic variants
using this means of transport [30]. One of the companies,
Hyper Poland, has been developing its own hyperloop-
inspired technology project for several years, which you can
read more about in [31]. On the other hand, the work [32]
shows how it can influence sustainable development and
develop logistics towards optimization of the supply chain and
decarbonisation. This paper also explains alternative ways to
green energy and how to implement self-sufficient systems.
It seems that low-pressure railway is an interesting and
necessary project that needs to be implemented. The growing
importance of mobility in contemporary socio-economic
processes requires ensuring the efficiency and effectiveness of
movement. As noted by the authors in [33] this efficiency and
effectiveness can be obtained through the use of modern forms
of transport. There is a need for transport that is as fast as air
and as inexpensive as road transport, which could change and
improve mobility. However, as demonstrated by the authors of
[34], the achievement of high speeds by HyperLoop vehicles
even in a tunnel with reduced pressure may be problematic..
This is due to a number of factors, the most serious of which
seems to be the Kantrowitz limit, which determines the
maximum speed at which an object can move for a specific
ratio of the object's cross-section to the cross-section of the
tube. Hyperloop is the idea of state-of-the-art collective
transport, thanks to which passengers will move in capsules
placed in tubes. Although several teams are working on the
Hyperloop technology in Poland [35], it is still in the initial
stage of development. The individual teams working over
HyperLoop compete in ideas, mainly presenting their capsule
concepts. Some of them, like the team [36], receive
international recognition. There are still many ambiguities and
unknowns that will affect the final technical and operational
parameters. Issues such as the drive and suspension of
capsules, their capacity, speed or frequency of departures do
not have their final version and are still at the stage of
frequently changing concepts. Nevertheless, the Hyperloop
technology shows itself as a promising mode of transport that
can be an attractive alternative for passenger and freight
transport. As indicated by the authors in [37] this type of
technology may be particularly effective for medium and
long-distance transport. The authors of work [38] reach similar
conclusions, while pointing out that such a transport solution
could easily compete with other means of transport in terms of
travel time, speed and the cost of "commuting" over long
distances, enabling faster than before door to door transport,
responding to the needs of customers and thus ensuring the
highest standards in passenger and freight transport. However,
the authors of the work [39] note that it should additionally be
borne in mind here that although HyperLoop can successfully
compete with other types of transport, its capacity will force
its cooperation with other modes of transport. Authors [40]
convince that such an initiative would develop new segments
of the economy, therefore "the interest in the transport of the
future is enormous" and begins to arouse more and more
interest in the world. Some of the foreign literature focuses on
the analysis of Elon Musk's concept. In [41] the author
analyses this concept and points to a number of technical
issues that designers and constructors of this technology will
have to deal with. In turm, in [42] the author discusses and
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3
summarizes the subsequent stages of building and testing the
HyperLoop One prototype in the USA. The Eastern Europe is
also interested in the possibilities of implementing the
HyperLoop Technology. The paper [43] the author presents
the "Russian version of HyperLoop", focusing his attention on
the technical parameters of the capsule and its aerodynamics.
In turn, in [44] the authors analyse the HyperLoop concepts
available in the world, comparing them with high-speed
railways and try to answer the question „is this fifth mode of
transport the future of intercity travel, or will it remain in the
field of science fiction”. The European perspective on
HyperLoop has been made in the paper [45]. The authors point
out the issue of safety, serviceability as well as problems and
challenges related to this technology from the European
perspective, at the same time pointing to the need to
standardize this type of transport system.
The literature also shows that research on this means of
transport is already underway in Poland. Important aspects
adjusting the system to the country's conditions, starting from
the technological basics of Hyperloop transport and the
prospects for the application of this technology were presented
in [46]. At the same time, the assessment of the possibilities of
developing and implementing the vacuum rail technology and
the application of Hyperloop to passenger transport in Poland
were introduced in [47]. Interesting calculations were
presented in [48] where author proposed to connect selected
Polish cities using Hyperloop technology and estimated travel
times between the cities. At the same time, the author of the
paper [48] identified that there was also an announcement by
the Railway Institute to build the Hyperloop test track at the
Experimental Track Operation Centre in Żmigród. Also,
projects of the hyperloop station building, adequate to the
advanced technology of low-pressure high-speed trains and
taking into account the principles of spatial planning and
safety standards were carried out in [49]. Authors provided an
analysis of a designed underground station infrastructure for
HyperLoop trains for the planned mega transport hub in
Poland.
Moreover, various concepts and comments concerning the
Hyperloop technology in Poland were presented at the
International Scientific Conferences. In the conference
materials [47] the authors presented the possibilities of using
the HyperLoop technology in Poland. In turn, the author of
materials [50] and [51] addressed the issue of digital systems
supporting and at the same time necessary for the functioning
of the HyperLoop technology, as well as the possibility of
extending the use of HyperLoop technology also for cargo
transport. The enormous potential for the development of a
new type of transport was also pointed in the conference
materials in the context of the decision to build the Central
Airport [52]. The author analysed variants of the operation of
the Central Airport with various means of ground transport,
taking into account also the HyperLoop.
The issues of logistics management of the Hyperloop High-
Speed Transportation System are convergent with the
problems of logistics management in other branches of
transport and require an analysis of many aspects. As the
authors of [53], argue, these aspects include: the demand for
vehicles as the necessary infrastructure, its capacity along
individual sections (dependent or independent) or barriers in
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obtaining the maximum parameters. All topics are very
important for the proper functioning of the low-pressure
railway and the maintenance of the Hyperloop system.
According to the authors, one of the necessary elements
related to the launch of the Hyperloop High-Speed
Transportation System in Poland should be the determination
of the size of the demand for such a means of transport, which
is why here we will deal with the first aspect mentioned -
researching the demand for vehicles in the form of passenger
capsules. This paper presents the research conducted in the
field of modelling the size of this demand for the low-pressure
railway - Hyperloop in Poland along the selected sections of
the planned routes. The subject of the research was the
analysis of the demand for passenger capsules (as a
consequence of the level of necessary investment outlays) in
the context of such technical parameters as: travel time,
integrated service time (e.g. time for passengers getting on and
off, cleaning, etc.) and sequence time (intervals at which
individual modules - capsules are released). Each of the
mentioned proposals directly affect the necessary investment
outlays.
All transport relations analysed in the paper take into
account the Central Communication Port (CCP). The Central
Communication Port is a planned transfer junction between
Warsaw and Łódź, which will integrate air, rail and road
transport. As part of this project, Port Solidarność (airport)
will be built 37 km west of Warsaw, on an area of
approximately 3,000 hectares. According to the current
assumptions, the passenger terminal will be adapted to handle
45 million passengers annually (as part of the first stage of
works - project year 2038). The actual maximum capacity will
be 56 million passengers, which results from the assumptions
regarding the capacity of the runways, the size of the aircraft
handled and the occupancy factors [54].
The CCP also includes a station and a railway station,
closely integrated with the airport (Port Solidarność), which
will enable collision-free rail traffic, handling of up to 40 pairs
of trains on long-distance routes and a maximum of 12 pairs of
agglomeration trains (maximum hourly 52 pairs of trains)
[54].
Additionally, the Hyperloop vacuum railway station is to be
built in its area as an integral part of the CCP. The analysis of
the possibility of using this mode of transport to handle the
CCP communication port and the required number of capsules
is the subject of research presented in this paper. In the paper,
the demand for passenger capsules was dictated by (technical)
parameters such as: route length, number of capsules in the
module, number of people in the capsule. Thanks to these
parameters, the demand for the number of capsules can be
determined. It is obvious that the length of the route, travel
time and service time do not affect the capacity on a given
route, but only the sequence time, the number of capsules in
the module and the number of people in the capsule.
Nevertheless, the first three parameters have a significant
impact on the amount of capital expenditure through the size
of demand for (purchase of) the appropriate number of
capsules. The paper estimates the cost of building the capsule
and the number of necessary capsules. It should also be
remembered that the amount of investment outlays is
positively correlated with the operation and maintenance costs
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4
of capsules in particular settlement periods. In the paper, the
starting point was deliberately not the number of passengers,
but the above-mentioned parameters, because they can
determine the maximum capacity under the given
assumptions.
In the publications on HP to date, studies have been found
that mainly concern systems planned in countries such as the
USA, especially related to technological and, to a lesser
extent, economic aspects. On the basis of the conducted
literature review, it can therefore be concluded that no
information on several aspects of it has been found, namely:
• Demand for passenger capsules depending on the sequence
time, maximum speed of the modules (travel time) and
integrated service time,
• Costs (investment outlays) that should be incurred for
passenger capsules, resulting from the demand for them
and the number of capsules in the module,
• Determination of the maximum throughput depending on
the previously mentioned parameters.
The above-mentioned issues constitute the authors'
contribution to the current studies on HP, at the same time
filling the knowledge gap in this area. Therefore, the
assumption of this paper is to develop the functions
determining the demand for passenger capsules depending on
the variables mentioned, as a result of which it was possible to
determine the amount of capital expenditure necessary to
implement HP investments in Poland in the construction of
passenger capsules. Additionally, the paper specifies the
function of the minimum number of stations. On this basis, it
was possible to present, inter alia, such parameters as the
maximum capacity on the assumed routes. It should be stated
that the functions presented by the authors of the paper are
universal for independent routes. Of course, these functions
can be modified (transformed) depending on the analytical
needs (such transformations were made in chapter 3 of the
paper - Results and Discussion). As part of the paper, the
functions were supplemented with the assumed data from the
simulations and environmental tests. All kinds of data and
simulations used in the paper are presented in detail in Chapter
II. Methodology.
The limitation of this paper is the assumption of the
independence of routes. The authors of the study assume that
if the so-called interchange stations were taken into account,
the function determining the demand for passenger capsules
could change its character. At this point, however, it should be
stated that research in this area is still being conducted, which
will result in further publications.
II. METHODOLOGY AND ASSUMPTIONS
A. Assumptions
The paper analyses the demand for HP passenger capsules
on two independent routes, i.e .: Warsaw – CCP – Warsaw
and Cracow - CCP - Cracow. For the purposes of the research,
it was assumed that HP stations will be built within the
existing infrastructure, i.e. Warszawa Główna station and
Kraków Główny station. The CCP station - is planned and is
to be built 37 km west of the Polish capital - Warsaw. The
following elements were the key aspects in the context of the
demand for passenger capsules and, consequently, the size of
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the investment outlays under the discussed paper: length of
interstation routes, travel times, related to accelerations, delays
and maximum speeds of capsules, capsule sequence time (time
intervals between successive capsule courses on a given
route), capsule handling time at individual stations, number of
seats in each capsule, cost of building one passenger capsule,
the number of capsules in the passenger module.
All of the above-mentioned elements have a direct impact
on the size of investment outlays. Due to the multiplicity and
complexity of these aspects, as well as the high
interdependence of the processes of handling individual
passenger capsules (both in the area of the starting station, on
the route between stations, and in the area of the end station),
it was assumed that for the purposes of estimating travel times
and capsule handling on individual routes, simulation
modelling tools will be used. Analytical methods make it
possible to take into account congestion, downtime and build-
ups in specific areas of the modelled system to a lesser extent.
Capsule handling times at individual stations and routes
estimated as a result of simulation tests allowed for the
determination of possible sequence times for individual
capsules. Thus, the demand for capsules on individual routes
and the resulting investment outlays were determined.
The number of capsules in the module and the number of
passengers were dictated by guidelines based on preliminary
analyses and research carried out by scientific experts within
[47]. The adopted assumptions are presented in table I. The
concept of transporting both passengers and cargo is based on
transport modules that contain capsules. As part of the [HP]
project, it was assumed that each module may consist of a
maximum of two capsules (passenger or cargo). In this paper,
the authors considered only the passenger version. It was also
assumed that each passenger capsule can accommodate a
maximum of 60 people.
TABLE I
GENERAL ASSUMPTIONS MADE TO MODEL THE DEMAND
FOR PASSENGER CAPSULES FOR INDEPENDENT ROUTES
Parameters Value Unit
Sequence time (initial) 2,5 minutes
Number of capsules in a 2 pieces
module
Number of people in a 60 person
capsule
The authors assumed that parameters such as sequence time
or travel time may have different values, characteristic of
specific technological and organizational solutions of the
Hyperloop system. They depend on, among others: the
parameters of the capsule and the tube (e.g. type of drive,
acceleration, maximum speed, tube diameter, capsule
capacity), the size and organization of the station (the number
and parameters of locks, the number of tracks and platforms,
capsules for the route). Therefore, in the paper, various values
of these parameters were analyzed and for them the required
number of capsules was estimated together with the resulting
expenditure and operating costs of the Hyperloop system (see
figure. 8 (Route 1) and figure. 9 (Route 2), where the amounts
of investment outlays resulting from the size of the demand
for passenger capsules).
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5
The methodology presented in the paper also uses
parameters with constant values. These include:
• number of capsules in the module,
• number of people in the capsule,
• distances between stations,
• failure-free system,
• cost of building one passenger capsule,
• integrated handling time To-z.
B. General assumptions about the construction of the tube
and capsules
This chapter presents the assumptions and guidelines for
Hyperloop capsules and tubes developed by interdisciplinary
teams participating in the implementation of the
Gospostrateg/387144/27/NCBR/2019 project [26].
The tube in which the capsules move is one of the key and,
at the same time, the most expensive element of the
HyperLoop system. Its cross-section must be selected in such
a way that it allows not only safe movement of the capsule
inside, but also allows for such a flow of air around the
capsule that will not lead to an excessive increase in its
resistance to motion. Taking the above into account, it has
been assumed in this paper that the tube will have a circular
cross-section and a minimum diameter of approximately 4,7
meters. Between the stations, the capsules will move in a
system of three tubes. Two of them are necessary to lead one-
way traffic in two opposite directions, while the third tube is a
backup channel, used in emergency situations to maintain
traffic continuity.
The materials that can be used to build the tube are: steel,
concrete and various types of composites. It was assumed that
the tube sections will be 4 to 20 m long. Each section will end
with flanges necessary to connect them with each other and
with other elements. Depending on the terrain, the Hyperloop
tube will be run on the ground or underground in a tunnel. If
the pipe is guided along the surface, its elements will be
placed on supports (pylons) at a distance ensuring that the
maximum local deflection of the pipe is not exceeded. It was
assumed that the strength of the tube should be min. 400 kN
plus the dead weight.
The radius of the curves that can be used during the design
of the tube and variations of its course are largely determined
by the speed of movement achieved by the capsules. In this
case, it is important that the deflection of the capsule moving
along the curvature enables the resultant acceleration directed
perpendicular to the floor of the capsule to be achieved and
not exceeding an increment of 0,5 g. Therefore, the radius of
the curves for individual maximum speeds should be: 1000 m
(for a maximum speed of 360 km/h), 3000 m (for a maximum
speed of 600 km/h), 10 000 m (for a maximum speed of 1200
km/h).
The high speeds that the capsules in the Hyperloop system
are potentially to achieve (up to 1200 km/h) require taking
into account many aspects, including environmental
conditions in which the capsule will move, technical
parameters of the capsule, capsule lifting system,
aerodynamics of the capsule or its behaviour while driving.
The starting point in these analyses was the capacity of the
passenger capsule. For the purposes of the considerations
presented in the paper, it was assumed that it would be 60
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people (a single capsule of 60 people or two connected

capsules of 30 people - see figure. 1). Additionally, it was
assumed that three maximum speeds of capsules will be TABLE II
considered, i.e .: 360 km/h, 600 km/h and 1 200 km/h. As a LIST OF TECHNICAL PARAMETERS FOR 30 AND 60-PERSON
result, this determined the assumptions and technical CAPSULES
parameters of the capsule, which are as follows: Weight for Weight for 30
• The capsule consists of three modules: passenger, driving Components 60 person person
and security; capsule (kg) capsule (kg)
• The capsule weight is 26 Mg (detailed data are presented Passengers (88+17)kg 6300 3150
in table II);
Safety module 2850 1710
• The dimensions of the capsule are 3800 mm x 3450 mm
x 20 000 mm (height x width x length), details are shown Passenger module 2000 1200
on figure. 1; Seats (about 4kg) 224 112
• The acceleration and deceleration of the capsule realized Oxygen cylinders 120 60
by means of linear motors was set at 0,25 g (it is not
dependent on the number of passengers carried in the Electric motors 2460 1474
capsule) [55]; Batteries 1113 661
• The deceleration of the capsule during emergency Wheels 1600 1600
braking is limited by the coefficient of steel-on-steel
Transport module
friction to 0,15 g [55]. 5000 3000
frame
• The capsule safety module should be equipped with:
oxygen installation, installation to absorb carbon dioxide, Total 21667 12967,03
moisture and heat to ensure typical climatic conditions Correction factor 1,2 1,2
during the trip and minimum 2 hours in emergency Total after correction 26000 15560
conditions. Security systems should ensure the
evacuation of passengers during this time.
It should also be noted that the presented considerations are
An additional technical aspect that should be taken into only theoretical (indicating, in principle, that achieving these
account when analysing the possibility of achieving a certain speeds is possible), because the wave processes resulting from
maximum speed of the capsule is the engine power (under the movement of the capsules in the tube and the interaction
specific environmental conditions, i.e. pressure in the tube). with the conditions at the ends of the tube do not allow for an
As part of the research, it was assumed that the pressure in the unequivocal and accurate calculation of aerodynamic drag,
tunnel would be in the range from 100 Pa to 1000 Pa, and the motor power, required energy, etc.
rolling resistance at the level of 0,003.
To estimate the required engine power and energy
necessary to accelerate the capsule, a number of analyses and
calculations were carried out, the results of which are
summarized in table IV. The assumptions for this research are
presented in table III. The key factor in this case is the
pressure in the tube. With the pressure in the tube equal to
1000 Pa instead of 100 Pa, the aerodynamic resistance would
be 10 times greater, and this would significantly increase the
energy absorbed during the acceleration of the capsules.
3450 Vacuum railway vehicle
20000
2500
3800

Capacity 60 passengers
2200

Capacity 2x30 passengers

Fig. 1. Technical parameters of the passenger capsule
depending on the frontal section

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TABLE III As a result of the research, it was found that it is more

ASSUMPTIONS ADOPTED TO ESTIMATE THE POWER OF THE beneficial to lower the pressure in the tunnel and reduce the
DEVICE AND ENERGY NECESSARY TO ACCELERATE THE frontal surface of the vehicle than to develop aerodynamic
CAPSULE solutions in the form of modifying the shape of the vehicle.
Parameter Unit Value As part of the Gospostrateg project, three vehicle lifting
p Pa 100 systems were considered: pneumatic, electromagnetic and
mechanical, wheeled. Each of these solutions was the subject
Air density kg/m3 0,00116 of analyses and research, as a result of which the following
Sound speed m/s 345 conclusions were obtained:
Battery power kWh 75 • The use of an air cushion requires a continuous supply of
high pressure compressed air. Due to the low pressure in
Battery weight kg 480 the tunnel, the required compression ratio of the
compressors placed on the vehicle is very high, as is the
TABLE IV required power of the compressor. For this reason, the
RESULTS OF PERFORMED CALCULATIONS DEPENDING ON analysis disqualified this solution for use at present.
THE SPEED, SIZE AND CAPACITY OF CAPSULES • Currently, electromagnetic and magnetic systems
Speed km/h 360 360 360 generate too high induced resistances in relation to the
generated lifting force, which causes high resistance to
Frontal area m2 10 6 6
motion, which is associated with high energy
Number of persons pcs. 60 30 2x30 consumption to overcome it. Therefore, this solution was
Aerodynamics Power kW 40 24 24 also not taken into account in further considerations.
• The least problematic solution under certain
Weight kg 26000 15600 2x15600
environmental conditions of the HP capsules (mainly low
Rolling resistance Power kW 77 46 92 pressure in the tube) is the mechanical (wheeled) lifting
Power kW 117 70 116 system. This is due to the fact that the rolling resistance
of the wheel-rail systems is the lowest compared to the
Energy kWh 97 58 97 previously considered systems.
Battery weight kg 622 372 618
C. Characteristics of the considered routes
Ratio of drag to rolling
0,52 0,52 0,26 The presented concept of modelling the demand for
resistance
passenger capsules for the Hyperloop System covers two route
Speed km/h 720 720 720
sections and is intended to meet local transport needs. The
Frontal area m2 10 6 6 assumption of introducing such a system in Poland is to take
Number of persons pcs. 60 30 2x30 over the passenger traffic on the analysed route sections from
the current means of transport.
Aerodynamics Power kW 160 96 96 The routes analysed in the paper reflect two transport routes,
Weight kg 26000 15600 2x15600 namely: Warsaw – CCP – Warsaw and Cracow - CCP -
Rolling resistance Power kW 153 92 184 Cracow (figure. 2). These are the key transport relations from
the point of view of the planned implementation of the
Power kW 313 188 280 Hyperloop technology in Poland. Their main task is to deliver
Energy kWh 131 79 117 and pick up from the CCP a large number of passengers
Battery weight kg 836 505 746 handled at the Solidarność airport. Thus, the results of the
research presented in the paper will constitute an introduction
Ratio of drag to rolling
1,05 1,04 0,52 to a possible pilot implementation of a vacuum railway in
resistance
Poland.
Speed km/h 1200 1200 1200 The course of the route Warsaw - CCP (Route 1), which was
Frontal area m2 10 6 6 selected for the analysis, is a variant with a length of 35648 m.
Number of persons pcs. 60 30 2x30 However, for the route Cracow - CCP (Route 2), a variant
with a total length of 297437 m was adopted.
Aerodynamics Power kW 436 262 262
Weight kg 26000 15600 2x15600
Rolling resistance Power kW 253 152 304
Power kW 689 413 565
Energy kWh 174 103 143
Battery weight kg 1113 661 913
Ratio of drag to rolling
1,72 1,72 0,86
resistance

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Warsaw
CCP
Cracow
Fig. 2. Approximate course of the analysed routes
Both routes are independent routes, as shown schematically
in figure 3. This means that the connections are made directly
from station A to station B and back, and that their route and
travel time are not affected by other railway routes (figure. 3).
Therefore, the model assumed that the stations (Warsaw, CCP,
Cracow) will not be transit stations. Capsules will start and
end their courses there. After the end of the course, the capsule
will be prepared for the return course. This means that the
CCP station will handle connections from Warsaw and
Cracow separately.
Entry tube to Exit tube from
station A station B
Station
A Technical tube
Exit tube from Entry tube to
station A station B
Fig. 3. Conceptual diagram of the independent connection
D. Data and assumptions for simulation tests
Knowing the route between individual stations and the
distances, it is necessary to determine the remaining elements
(travel time, handling time at individual stations), which affect
the number of passenger capsules and the resulting investment
outlays. The crucial factor in this case is the travel time of the
modules between the stations and the capsule handling time at
the starting and ending stations of each of the analysed routes.
The travel time between stations is a result of the maximum
speed of the modules, the acceleration speed, the braking of
the modules and the distance between stations. It should be
noted that in this case the importance of individual parameters
depends on the length of the analysed routes. As the distance
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8
between stations decreases, the maximum speed becomes less
and less important (the time of driving at maximum speed is
shorter and shorter).
The time of capsule handling at the station is the result of
many factors. It depends on the number of capsules handled
simultaneously at the station, the number of available
platforms and tracks, the capacity of the capsules, the service
time for passengers (getting on and off), the queuing method
and the technology of handling capsules during their arrival
and departure from the station (including the number of locks,
cranes) and many other. This is related to the problem of
stacking and uneven submissions of capsules for handling, as
well as the resulting congestion and delays. All this leads to
the fact that in order to estimate the capsule handling time at
stations, the use of simulation modelling tools were adopted.
The simulation model enabling the estimation of the service
times of passenger capsules was developed in the FlexSim
simulation environment. The tests were carried out with the
use of hardware with the following parameters: Windows 10
Pro 64bit (operating system), Intel Core i7-6700HQ CPU
2,60GHz (processor), 32GB RAM (RAM memory). The basic
tasks of the model include mapping and simulation of
transport and haulage processes using the Hyperloop
technology. For this purpose, the model includes two
Hyperloop stations connected by tracks / tubes (figure. 3,
figure. 4), in which the Hyperloop modules will move,
carrying passengers and cargo between the stations.
Station A
Station
B
Fig. 4. Mapping of the Hyperloop station in the FlexSim
simulation model
The simulation used a base variant with two overhead cranes
at the entrance / exit from the station (figure. 4 and figure. 5)
and other parameters presented in table V. The simulation
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analyses included the determination of the impact of the TABLE VI

maximum speed of the module and the way of organizing RESULTS OF THE PERFORMED SIMULATION
work and traffic at stations on the duration of capsule handling Data name Value Additional information
on the transport routes considered in the study. The tests were Handling 519,11 s Average time of handling at a station
carried out for several speeds: 350 km/h, 700 km/h and 1 200 time at the
km/h. Cargo traffic was not taken into account in the end station
simulations, only passenger traffic. It was also assumed that Handling 338,91 s Average time of handling at a station
there are always passengers waiting for the capsule at the time at the
stations. This allows you to determine the maximum beginning
throughput of the system with given data and limitations. station
There is no need to impose the frequency of courses or the Total 858,02 s Time of handling at stations along a
timetable of capsules in advance. It also means that the handling single course
capsules are completely filled with passengers in each course. time
After completing unloading and loading, the module Average 429,01 s Average handling time at the end
immediately starts the next course (no fixed timetable). time and beginning station

TABLE V E. Passenger modules service process on a station

DATA USED FOR SIMULATION
Data name Value Additional information After reaching the station, the module stops before the end
This percentage of all passengers of the tube (the track along which it moves between stations),
Percentage of
will travel with more luggage where it waits for the crane and introduction to the station area
persons with 85%
(additional luggage handling time (1). From the tube, the module is transferred to a free lock
luggage
when getting on and off)
(station area) by a single crane (2). In the lock, the module
Number of locks on each of the
Number of locks 8 pcs. waits for pressure equalization (3), and then, after leaving it, it
stations
goes to one of the tracks and station platforms available at the
350/
Max. speed of the Maximum speed depending on station. After reaching the platforms (4), the doors in the
700/
capsule [km/h] the variant module are opened (5) and passengers get off (6). After the
1200
Capsule last passenger leaves the capsules, they are cleaned (7) and
4,50 prepared for the next course (8). Before starting the next
acceleration -
m/s2 course, the capsule is rotated, or just the rows of seats, so that
[m/s/s]
Capsule passengers can travel facing forward (9). After the capsules
4,50 are ready for the further journey, the door (10) is opened and
deceleration -
m/s2 the next passengers board (11). After boarding is complete, the
[m/s/s]
Max. capsule The maximum speed at which the door is closed (12) and the module moves towards the free
speed on the 2,77 m/s capsule can move in the station lock (13). In the lock, the module waits for the pressure to
station [m/s] area change and is handed over to the crane (14) for handling. The
The speed of The speed with which the capsule crane takes the module from the lock and inserts it to the
capsule entering enters the crane platform and the transport tube (15), with which the module goes to the next
0,5 m/s
onto / leaving the speed with which the capsule station (16).
cranes leaves the platform The process of handling capsules and modules at the
Speed with which the crane station, along with the numbering of its stages, is shown in
Crane carriage
2 m/s moves between the locations of figure 5.
travelling speed
collecting / leaving the capsules
Total number of people taken into
Number of people 30 account (getting on and off at
each station)

The data presented in table VI present the overall results of

the simulation performed. The times shown are from the
moment of entering onto the crane until it is lowered in the
opposite direction, including the time for getting on and off for
the passengers. The time of getting on and off depends on the
number of people, the presented simulation was made for 30
people.

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handling time at stations during a single transport cycle.

Station A entry/exit
F. Times of travel along the considered routes
platform Using the previously discussed simulation model, a series
of simulations of the module traffic were carried out on two
lock independent routes (Warsaw - CCP - Warsaw and Cracow -
platform CCP - Cracow). For each of them, the travel time was
(1) estimated depending on the maximum speed developed. Three
(3) (2)
speed variants were considered in the analysis: 350 km/h, 700
platform crane km/h and 1 200 km/h. The results of detailed analyses of
driving times in individual traffic phases and the distances
(4-12) lock covered at that time are presented in table VII. The obtained
results directly indicate that for the first route (of significantly
platform
shorter length), the maximum speed values were of less
lock importance. With the given parameters of acceleration and
Technical tube deceleration of the module, as well as the length of the route,
platform the average speeds achieved for the first route were
significantly lower. In this case, the module travelled only
lock
31% of its length with a maximum speed of 1200 km / h and
platform (13) only 18% of the driving time. In the case of the second, longer
route, the situation is completely different. The average speeds
(4-12) lock on this route are close to the maximum speed, and the time the
(15) (16) modules move at the travelling speed is over 92% of the
platform
driving time. This clearly suggests that with shorter routes it is
(14) crane not profitable to significantly increase the maximum speed, as
it does not give the expected results.
platform It should be noted, however, that the time to cover the
interstation distance is only a fraction of the total travel time
Fig. 5. Process of handling the capsules and modules at the of the module. The total time also includes the time of capsule
station handling at stations - beginning and end for individual routes.
At stations, modules are served by overhead cranes, stay in
For the purposes of this paper, a schematic drawing of the locks, receive and release passengers, they are queued,
process of handling the capsules and modules at the station cleaned, serviced, etc. All this extends the service time of the
was used. The planned area of the station, the technical zone module along the route, and thus their total travel time. For
with turnouts and the platform area can be presented in more example, table VIII compares the times of travelling between
detail and expanded, as can be found in the study [49]. stations and the total travel times on individual routes and at
The study assumes that the stages (operations) described specified maximum speeds.
above: 5, 6, 7, 8, 9, 10, 11 and 12, i.e. from the moment of
opening the door in the capsule until the end of boarding and
closing the door, will constitute the so called To-z – capsule

TABLE VII
DRIVING PARAMETERS OF MODULES ON THE ANALYSED ROUTES
Parameter Route 1 Route 2
Distance [m] 35648,00 35648,00 35,648,00 297,437,00 297437,00 297,437,00
Speed [km/h] 350,00 700,00 1200,00 350,00 700,00 1200,00
Acceleration time [min] 0,36 0,72 1,23 0,36 0,72 1,23
Break time [min] 0,36 0,72 1,23 0,36 0,72 1,23
Max speed time [min] 5,75 2,34 0,55 50,63 24,77 13,64
Acceleration distance [m] 1050,24 4200,96 12345,68 1050,24 4200,96 12345,68
Break distance [m] 1050,24 4200,96 12345,68 1050,24 4200,96 12345,68
Max speed distance [m] 33547,52 27246,08 10956,64 295336,52 289035,08 272745,64
Travel time [min] 6,47 3,78 3,02 51,35 26,21 16,11
Avg speed [m/s] 91,81 157,36 196,93 96,54 189,10 307,78
Avg speed 2 [km/h] 330,52 566,48 708,95 347,55 680,77 1108,02

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TABLE VIII
TOTAL TRAVELLING TIME BY MODULES WITH SPECIFIED MAXIMUM SPEEDS
Parameter Route 1 Route 2
Distance [m] 35648,00 35648,00 35648,00 297437,00 297437,00 297437,00
Speed km/h 350,00 700,00 1200,00 350,00 700,00 1200,00
Travel time [min] 6,47 3,78 3,02 51,35 26,21 16,11
Total route time [min] 20,14 17,69 17,12 66,04 40,00 29,48

The time of capsule handling at stations during a single

G. Demand for passenger capsules
transport cycle (To-z) may be different and depends on: the
The demand for passenger capsules in the presented paper instantaneous load of the station, the number of capsules
was made dependent on such variables as: travel time of the waiting for handling, the number of free platforms or available
module on a given route, integrated handling time (getting on cranes to transfer modules from / to the route, etc. The
and off, preparing the capsules for the next route, etc.) and the analysis assumed that the overhead cranes and locks handle
sequence time. As part of the assumptions, it was adopted that incoming and outgoing passenger modules on an ongoing
in a single transport module there are no more than two basis.
passenger capsules. Taking into account these variables, the Under the adopted assumptions, in order to ensure smooth
demand for passenger capsules (ZKp) can be determined using module rotation, the appropriate number of tracks at the
the following formula: station should be specified, and consequently the number of
platforms (formulas 3, 4 and 5).
 Tp + To − z   The number of tracks (Lt) at stations for independent lines
ZK p =   K p max   2 (1) (passenger transport) for stations in Warsaw and Cracow was
 C   determined according to the formula:
Where: T 
ZKp – demand for passenger capsules, Lt =  o − z  (3)
C – sequence time,  C 
Kpmax – maximum number of passenger capsules in the Due to the fact that each capsule has two large doors, one
module, on each side, and passengers get on and off on both sides (the
Tp – driving time on the route, i.e. the time in which the track on the left and right has platforms), the number of
capsule traverses the interstation distance in the tube (the platforms (Lp) was determined as:
section on which the capsule can reach the assumed maximum Lp = Lt + 1 (4)
speed), However, the number of tracks at the CCP station
To-z – capsule handling time at stations during a single (passenger transport) is determined by the formula:
transport cycle, m
where: Lt CPK =  Lti (5)
To− z = X1 + X 2 (2) i =1

where:
whereas:
m – number of independent stations from which modules
X1 – capsule handling time at the station before the end of the
come to the CCP,
travel / passenger getting off,
Knowing the assumed parameters, it is also possible to
X2 – capsule handling time at the station after the start of the
determine the maximum number of passengers transported in
travel / bringing passengers on board the capsule.
a given time Y (min). The maximum number of passengers
Two values have an impact on the To-z, value, i.e. the time
that can be transported on the route was determined using the
needed to handle capsules at stations during a single transport
relationship:
cycle (capsule emptying and reloading), namely:
• Capsule handling time at the station before the end of the
Pt =
(
K p max  Z  Y
(6)
)
course / passengers getting off (X1) – the time during C
which the capsule is handled at the entrance to the where:
destination station (the time from the moment the capsule Pt – number of passengers on the one-way route (capacity),
stops at the end of the tube and waits for introduction to Z – number of people in a capsule,
the station area, by starting the unloading of passengers, Y – time in minutes when the passengers are transported.
cleaning the capsule and closing the door, i.e. until the
capsule is ready for the next course), H. Passenger capsules cost
• Capsule handling time at the station after the start of the One of the elements necessary to determine the size of
travel / passengers boarding the capsule (X2) – the time investment outlays is the cost of building the passenger
during which the capsule is handled at the exit from the capsules. As part of the construction of the HP network in
source station (the time from the moment the capsule Poland, the following elements of the investment outlays
door is opened and the boarding of passengers begins to presented in table IX were determined on the designated
the moment they leave the station area and start routes.
travelling in the tube).

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TABLE IX calculated per one passenger. The results showed that we can
COST OVERVIEW [USD MILLION] talk about the comparability of these costs. In conversion, one
Cost type Warsaw - CCP CCP - Cracow obtained 67,5 thousand. USD/one passenger [3] and 71,9
thousand USD/one passenger [24]. It should be noted that the
Total connection cost $5770277909,30 $47855110873,57
costs presented in the Hyperloop Alpha project were estimated
Connection cost per a few years ago and are from 2015, currently they are not
$160285497,48 $161128319,44
1 km updated. On the other hand, the estimates of the cost of
HP stations cost $497193181,82 $479193181,82 building the Hyperloop capsule in Poland are quite up-to-date
Capsules cost $332000000,00 - $3613000000,00* and come from 2020. A detailed breakdown of costs is
presented in table X.
IT system handling
$80890909,09 TABLE X
HP connections
PASSENGER CAPSULE COST OVERVIEW [USD MILLION]
*maximum cost of capsules depending on maximum speed
Value
and sequence time Details
Alpha HP
Among the outlays, the following were distinguished: Passenger capsule cost 1,35 4,315789
connection costs, station costs, capsule costs and the cost of Capsule structure and doors 0,246667 0,789474
the IT system supporting the connections. The total cost of Interior and seats 0,253333 0,526316
connections for the analyzed route is estimated at Compressor and hydraulics 0,273333 0,789474
approximately $ 53,6 billion, which accounts for over 90% of Batteries, motors and electronics 0,15 1,289474
the total capital expenditure. The cost of the connection per 1 Drive 0,126667 0,131579
km is in the range of $ 160,3 million - $ 161,1 million on the Pneumatic suspension and bearings 0,2 0,526316
considered sections of the route. These costs include the costs Components installation 0,1 0,263158
of infrastructure necessary for the proper functioning of the Number of persons in the capsule 20 60
Hyperloop system in Poland in the form of tunnels and ground Cost of capsule per passenger 0,0675 0,07193
traffic, propulsion and tube equipment, as well as land According to the above, in this study, the cost of one
purchase and design costs. Train station costs account for capsule was assumed at the level of USD 4,32 million
approximately 1,7% - $ 958,4 million. These include the costs
of land acquisition, design and construction. In the case of the III. RESULTS AND DISCUSSIONS
cost of capsules, it is difficult to clearly determine their cost
due to the fact that their number, and thus the cost of building A. Research results
the capsules, is different and depends on two factors - the From the point of planned routes (Route 1 and Route 2), the
maximum speed and the sequence time. Thus, the cost of following parameters were used to determine the amount of
capsules may range between $ 332 million and $ 3,6 billion. demand for passenger capsules: travel time (Tp), integrated
The shown range represents a 1% - 6% share in the total service time (To-z), sequence time (C) – as one of the elements
investment outlays. The cost of the IT system supporting the determining the maximum quantity of people transported on a
connections is approximately $ 80,9 million, representing just given route. For the calculations, it was assumed that the
0,15%. module will contain two passenger capsules with a capacity of
The above-mentioned investment expenditure items are 60 people each.
largely independent of such factors as, for example, travel As shown in table VI, the To-z time is 858,02 s (14,30 min.).
time or the sequence time. According to the authors of the The simulation carried out included 30 people (the maximum
paper, items sensitive to this type of factors are the cost of number of people handled that could be assumed in the
building stations and the cost of passenger capsules. In this simulation). The project provides for the handling of 120
paper, it was decided to consider the last of the above- people in one passenger module. Due to this fact, it was
mentioned factors, i.e. the demand and cost of building decided to investigate whether the number of people handled
passenger capsules. To determine the total amount of will affect the total time To-z. This phenomenon was simulated
investment in capsules, first the cost of building one capsule using Flexsim. As shown by the simulation carried out for 10,
was determined. 15, 20, 25 and 30 people getting off and on at individual
The costs of building a passenger capsule estimated in the stations, different times were obtained for these activities. The
project [24] were compared with the costs of such a capsule simulation results are presented in table XI.
included in the studies of Hyperloop Transportation TABLE XI
Technologies Website [2] and Hyperloop Alpha [3]. The PASSENGER CAPSULE COST OVERVIEW [MILLION USD] TIME
presented costs relate to one capsule, but the projects had OF GETTING ON AND OFF DEPENDING ON THE NUMBER OF
different assumptions as to the number of people travelling in PASSENGERS
the capsule: the Hyperloop Alpha project assumed a 20-person number of passengers 10 15 20 25 30
capsule, while the Gospostrateg project implemented in getting in/off time [s] 49,8 50,9 51,3 52,4 52,6
Poland - a 60-person capsule. Some components of the cost of
building a capsule differ significantly and are two or even Figure 6 shows the above relationship in a graphic form. It
three times higher, as shown in table X. Therefore, in order to shows that the relationship between the time of getting on / off
be able to compare the amount of estimated costs, they were and the number of passengers is almost linear.

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Fig. 6. Dependence of the time of getting on and off on the
number of passengers together with the regression function
The R2 coefficient for this relationship can be considered
good enough. At this point, however, it should be stated that
the simulation could not be performed for the number of zero
passengers, therefore the function presented in figure 6 should
take the following form:
 0 for x  0
f ( x) = 
0,1455 x + 48, 486 for x  0
On the basis of the above function, the time of getting on
and off for 120 people was estimated, which is 66 seconds
after rounding. Thus, the total To-z time will be 871,42 seconds
(14,52 minutes).
One of the key parameters in determining the demand for
passenger capsules on the routes in question is the travel time
(Tp). As in the case of To-z time, a simulation was performed
using FlexSim. As part of the simulation, three possibilities of
achieving the maximum speed on the considered routes were
taken into account, i.e.: 350 km/h, 700 km/h and 1200 km/h.
The relationships between the travel time and the maximum
speeds on individual routes are shown in figure 7.
As can be seen from the dependencies presented in figure 7,
reducing the travel time by one minute on both routes requires
ever higher maximum speeds.
a)
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13
b)
Fig. 7. Relationships between the maximum speeds on the
routes in question and the travel time a) Warsaw - CCP (Route
1), b) Cracow - CCP (Route 2)
In the case of the Warsaw - CCP route, reducing the time
from 6,26 minutes to about 5,26 minutes requires increasing
the maximum speed by about 110 km/h (from 350 km/h to 460
km/h), reducing the time by another minute on this route
would require increasing the speed by another 190 km/h (from
460 km/h to 650 km/h), while reducing the time to approx.
2,26 minutes would require increasing the maximum speed
level to 1750 km/h.
In the case of the Cracow - CCP route, obviously -
increasing the maximum speed of the journey brings much
greater effects. Increasing the top speed by 110 km/h (from
350 km/h to 460 km/h) cuts driving times by around 11,50
minutes (from around 51,10 minutes to around 39,50 minutes).
In order for the travel time on the Cracow - CCP route to be
20 minutes, the maximum speed should be about 940 km/h, if
this time would be 10 minutes, then the maximum speed
should not be lower than 1960 km/h.
Based on the simulation results and the adopted
assumptions, the size of demand for passenger capsules was
estimated. The work also specified the required number of
platforms. The results are presented in table XII.
The presented simulation results and the assumptions made
indicate that with the increase in the maximum speed on the
routes in question, the demand for passenger capsules
decreases, and thus the level of investment outlays. It can also
be concluded that maximizing the speed on the routes in
question will not bring significant savings in terms of capital
expenditure on passenger capsules. As shown earlier in the
paper, extending the sequence time also reduces the
investment outlays on passenger capsules. The influence of the
sequence time and the maximum speed on the amount of
capital expenditure on passenger capsules for the discussed
routes is shown in figure 8 and figure 9.
The amounts of investment outlays were determined on the
basis of formula 1, after adjusting it to individual routes
(taking into account the travel time on these routes for
maximum speeds). Thus, the amount of capital expenditure for
the Warsaw - CCP route was estimated on the basis of formula
7, and for the Cracow - CCP route, on the basis of formula 8.
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TABLE XII
THE DEMAND FOR PASSENGER CAPSULES AND PLATFORMS FOR THE ANALYSED ROUTES
Parameter unit Warsaw - CCP - Warsaw Cracow - CCP - Cracow
Basic parameters
Max speed km/h 350 700 1200 350 700 1200
Distance km 35,6 297,4
Sequence time min 2,5 2,5 2,5 2,5 2,5 2,5
Handling time - integrated min 14,52 14,52 14,52 14,52 14,52 14,52
Results
Travel time min 6,47 3,78 3,02 51,35 26,21 16,11
Demand for capsules units 34,00 30,00 29,00 106,00 66,00 50,00
Required number of platforms units 7,00 7,00 7,00 7,00 7,00 7,00
CAPEX for passengers capsules mln USD 146,74 129,47 125,16 457,47 284,84 215,79

 244,91x −0,626 + To − z  
CAPEX W −CPK = Q    K p max   2 (7)
 C  
 12734 x −0,942 + To − z  
CAPEX KRK −CPK = Q    K p max   2 (8)
 C  
where:
Q – cost of building one passenger capsule,
X – maximum speed.

Fig. 9. The impact of the sequence time and the maximum

speed on the CAPEX on the Cracow - CCP route

When analysing the above figures, it should be stated that

the low maximum speed on the routes and the short time of
sequence generate high investment outlays for passenger
capsules on both routes. If we assume that the maximum speed
on both routes is 100 km/h, and the sequence time is one
minute, then the cost of passenger capsules on both routes
would be USD 3,612 million. On the other hand, if the
maximum speed was equal to 4000 km/h, and the time of
consequence 10 minutes, then these outlays would drop to the
level of USD 65 million.
The time of sequence directly translates into the number of
people transported in a specific time, e.g. a year (relationship
Fig. 8. The impact of the sequence time and the maximum No. 6). Thus, for the assumed number of passengers, the main
speed on the CAPEX on the Warsaw - CCP route factor determining the amount of capital expenditure will be
the maximum speed of modules on individual routes. As
shown above, maximizing this value results in a lower
CAPEX value for the passenger capsules. Therefore, for a
certain number of people transported in a given period,
minimum amounts of investment outlays can be determined.
Based on the formulas 7 and 8 and assuming that the
maximum speed on a given route tends to infinity, then the
relations 7 and 8 are identical. Figure 10 shows the minimum
amounts of investment outlays for a given number of
passengers.

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Fig. 10. Minimum investment outlays depending on the b)

number of passengers transported in both directions during the
year
It is known that increasing the speed reduces the amount of
capital expenditure. Nevertheless, very high speeds could be
obtained only for a fraction of a second on a given route, while
not significantly reducing the travel time and the amount of
capital expenditure.
If we assume that the maximum speed on a given route
should be maintained for at least 80% of the total travel time,
on the basis of the function we can conclude that the
maximum speed on the Warsaw - CCP route is 400 km/h, and
on the Cracow - CCP route is 1200 km/h. The dependence of
travel time on the maximum speed on the routes in question is
shown in figure 11.
a)
Fig. 11. Relationships between the travel time and maximum
speeds on the routes in question and the travel time a) Warsaw
- CCP (Route 1), b) Cracow - CCP (Route 2)
The travel time on the Warsaw - CCP route at the specified
maximum speed of 400 km/h would be 5,76 minutes, and the
maximum speed would be maintained for 4,69 minutes, which
is 81,45% of the travel time on the route. Each time the
maximum speed of the module is increased by another 100
km/h, the travel time on the route is reduced, and thus the time
for which the maximum speed would be kept is reduced. For
example, increasing the maximum speed from 400 km/h to
500 km/h will reduce the travel time from 5,76 minutes to 5,01
minutes (i.e. by 45 seconds). The maximum speed would then
be maintained for 3,47 minutes, i.e. less than 70% of the total
travel time. However, when comparing the speed increase
from 900 km/h to 1000 km/h - for the first speed, the travel
time would be 3,46 min., the maximum speed would be
maintained for 1,05 min. (30,19% of the travel time on the
route), for the second speed, the time of travel would be 3,24
minutes, the maximum speed would be maintained for 0,77
minutes (less than 24% of the travel time on the route). In this
case, the travel time would be reduced by 0,22 minutes, i.e.
13,2 seconds. Considering purely theoretically, the maximum
speed of capsules on the Warsaw-CCP route, e.g. 2600 km/h
(travel time 1,87 min., time of maintaining the maximum
speed 0,01 min. maintained for 0,62% of the travel time on the
route) and its increase to 2700 km/h (travel time 1,83 min.,
time of maintaining the maximum speed 0,01 min., 0,47% of
the travel time on the route), it can be seen that the difference
in travel time is negligible and there is no difference in the
time of maintaining the maximum speed. Detailed overview is
presented in table XIII.

TABLE XIII
LIST OF PARAMETERS CHARACTERIZING THE WARSAW-CCP ROUTE (ROUTE 1)
Max Max speed Travel Max time CAPEX spaded CAPEX (1) CAPEX spaded CAPEX (6)
speed time time % (1) % (6) %
400 4,69 5,76 81,45 354 - 60 -
500 3,47 5,01 69,38 341 -3,66 60 0,00
600 2,57 4,47 57,61 328 -3,80 56 -7,14
700 1,91 4,05 47,01 324 -1,32 56 0,00

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Max Max speed Travel Max time CAPEX spaded CAPEX (1) CAPEX spaded CAPEX (6)
speed time time % (1) % (6) %
800 1,41 3,73 37,86 319 -1,33 56 0,00
900 1,05 3,46 30,19 311 -2,70 52 -7,69
1000 0,77 3,24 23,89 311 0,00 52 0,00
1100 0,57 3,06 18,79 306 -1,39 52 0,00
1200 0,43 2,89 14,70 302 -1,41 52 0,00
1300 0,32 2,75 11,45 302 0,00 52 0,00
1400 0,23 2,63 8,88 298 -1,43 52 0,00
1500 0,17 2,52 6,87 298 0,00 52 0,00
1600 0,13 2,42 5,30 293 -1,45 52 0,00
1700 0,09 2,33 4,08 293 0,00 52 0,00
1800 0,07 2,24 3,13 293 0,00 52 0,00
1900 0,05 2,17 2,40 289 -1,47 52 0,00
2000 0,04 2,10 1,84 289 0,00 52 0,00
2100 0,03 2,04 1,40 289 0,00 52 0,00
2200 0,02 1,98 1,07 289 0,00 52 0,00
2300 0,02 1,93 0,81 285 -1,49 47 -8,33
2400 0,01 1,87 0,62 285 0,00 47 0,00
2500 0,01 1,83 0,47 285 0,00 47 0,00
2600 0,01 1,78 0,36 285 0,00 47 0,00
2700 0,00 1,74 0,27 285 0,00 47 0,00
2800 0,00 1,70 0,21 281 -1,52 47 0,00
2900 0,00 1,67 0,16 281 0,00 47 0,00
3000 0,00 1,63 0,12 281 0,00 47 0,00

Table XIII shows that for increasing lower speeds, i.e.
above 400 km/h to a maximum of 900 km/h, the dynamics of
the decrease in travel time is definitely greater than for higher
speeds, where the differences are calculated in seconds and are
either very small or non-existent. The relationships between
the maximum speeds and the travel time, the time of the
maximum speed and its share in the travel time on the
Warsaw-CCP route are presented in figure 12a). They show
that with the increase in speed, the dynamics and the pace of
reducing the travel time on the route fades much faster than
the dynamics of increasing the maximum speed. It is also
noted that for these theoretical maximum speeds (even from
2400 km/h), increasing the maximum speed to such an amount
does not bring significant or any differences in reducing the
travel time. In addition, such a high speed of the module
would be maintained for fractions of a second while travelling
on the route, so it can be concluded that such a situation would
be unfavourable. Probably other technical transport parameters
of the HP system should be taken into account, such as
acceleration, G-force or operating costs (mainly energy
consumption), although the technological possibilities of
building the HP system are limited. On the other hand, when
looking at the demand for transport with the HP system in
terms of capital expenditure and the associated profitability of
the HP system in terms of maximum speeds, a similar trend
can be observed. This means that with the increase of the
developed maximum speed on the considered Warsaw-CCP
route, the outlays decrease, as shown in figure 12b. The
presented relation includes a comparison of the relationship
between the maximum speeds and the amount of investment
outlays for two amounts of transported passengers, namely 63
million and 10 million passengers. One may notice a similar
justification as with time, i.e. with increasing relatively low
speeds (400 km/h - 900 km/h), the dynamics of the reduction
in investment outlays is greater than for higher speeds.
Moreover, it can be seen that for 63 million passengers
transported, greater savings in expenditure are achieved in the
lower ranges of achieved speeds than for the number of
passengers equal to 10 million people. This is also seen in
table XIII, where savings are in the range of USD 13 million
to USD 8 million for the maximum speed range between 400
km/h and 900 km/h, and above from USD 3 million to no
savings in outlays. It can be concluded that for speeds above
900 km/h for 10 million passengers it is not profitable to
increase the maximum speed on the route, while for those 63
million analysed in paper, it can be considered whether
accelerating the module to higher speeds is justified.

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a)
b)
Fig. 12. Dependencies on the Warsaw - CCP route: a) between
the maximum speeds and travel time, the maximum speed
time and its share in the journey, and b) between the
maximum speeds and the amount of capital expenditure for 63
million and 10 million transported passengers
Therefore, Appendix 1 presents a detailed presentation of
capital expenditure for the Warsaw - CCP (Route 1) route.
And so, for the sequence time equal to 1 minute, at the
designated maximum speed of 400 km/h, it would amount
USD 354 million and this cost would be higher than the
minimum cost by over 40%, for the Cracow - CCP route (
Appendix 2) at a speed of 1200 km/h, it would be at the level
of USD 531 million and this cost would be higher by 111%
than the minimum cost. The minimum cost for the routes in
question was USD 251 million.
It should be noted that from a certain maximum speed on a
given route, increasing it by another 100 km/h does not bring
significant savings in terms of investment outlays (blue area
marked in Appendix 1). In connection with the above, it
should be noted that the maximum speed on the Warsaw –
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17
CCP route should not be higher than 900 km/h. After
exceeding the speed of 900 km/h, there is no savings in capital
expenditure or they are equal to the cost of building exactly 1
capsule (USD 4,32 million). For this maximum speed on this
route, the amount of capital expenditure will be approx. 24%
higher than the minimum capital expenditure, and for the time
of sequence equal to 1 minute and for 63 million passengers it
will be USD 311 million.
It should also be stated that with a decrease in the number
of transported people (longer sequence time), the maximum
speeds, for which a further reduction in investment
expenditures does not bring any major effects, are reduced.
And so, starting from the sequence time of 5,5 minutes
upwards (expenditure for transporting 11,75 million people
one way at a speed of 300 km/h is USD 69 million) -
increasing the maximum speed above 300 km/h from the point
of view of investment outlays is not justified (it does not bring
expected benefits, i.e. savings in investment outlays, as shown
in Appendix 3).
On the other hand, on the Cracow - CCP route (Route 2),
which is a route longer than the Warsaw - CCP route by
almost 262 km, at a speed of 1200 km/h, the travel time would
be 16 minutes, while the time for which the maximum speed
would be maintained would be 13,75 minutes, which is
85,87% of the travel time on the route (table XIV). In case of
this route, each time the maximum speed of the module is
increased by another 100 km/h, the travel time on the route is
reduced, and thus the time for which the maximum speed
would be maintained is reduced. These changes (differences in
reducing travel time) are more visible due to the length of the
route. Initially, they are more varied, later they become
minimal and less significant. Comparing to the Warsaw - CCP
route, increasing the maximum speed from 400 km/h to 500
km/h will shorten the travel time from 45,06 minutes to 36,52
minutes (i.e. by 8,54 minutes). Here, the maximum speed
would then be maintained for 34,86 minutes, i.e. over 95% of
the total travel time. For the speed of 900 km/h, these values
are as follows: travel time 20,99 minutes, time of maintaining
the maximum speed 18,66 minutes, which is almost 89% of
the travel time. On the other hand, increasing the speed by
another 100 km/h would reduce the time by just 1,98 minutes.
From the theoretical point of view, comparing the speed of
2600 km/h (travel time 7,73 minutes, the time of maintaining
the maximum speed of 6,04 minutes maintained for 78,02% of
the travel time on the route) and increasing it to 2700 km/h
(travel time 7,46 minutes, the time of maintaining the
maximum speed of 5,81 minutes maintained for 77,84% of the
travel time on the route) on the route Cracow - CCP, the time
is reduced by only 0,27 minutes (16,2 seconds). It can be seen
that at such maximum speeds the differences are negligible
and even blur between consecutive intervals in increasing the
speed.
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TABLE XIV
LIST OF PARAMETERS CHARACTERIZING THE CRACOW-CCP ROUTE (ROUTE 2)
Max Max speed Travel Max time CAPEX spaded CAPEX (1) CAPEX spaded CAPEX (6)
speed time time % (1) % (6) %
400 44,20 45,06 98,07 1031 - 173 -
500 34,86 36,52 95,46 885 -14,23 151 -12,50
600 28,72 30,76 93,38 785 -11,22 134 -11,43
700 24,38 26,60 91,65 712 -9,34 121 -9,68
800 21,15 23,46 90,18 656 -7,88 112 -7,14
900 18,66 20,99 88,91 617 -5,92 104 -7,69
1000 16,69 19,01 87,78 583 -5,59 99 -4,17
1100 15,08 17,38 86,77 552 -5,19 95 -4,35
1200 13,75 16,01 85,87 531 -3,91 91 -4,55
1300 12,63 14,85 85,04 509 -4,07 86 -4,76
1400 11,67 13,85 84,28 492 -3,39 82 -5,00
1500 10,84 12,97 83,58 475 -3,51 82 0,00
1600 10,12 12,21 82,93 462 -2,73 78 -5,26
1700 9,49 11,53 82,32 453 -1,87 78 0,00
1800 8,93 10,93 81,75 440 -2,86 73 -5,56
1900 8,43 10,38 81,22 432 -1,96 73 0,00
2000 7,99 9,89 80,72 423 -2,00 73 0,00
2100 7,58 9,45 80,24 414 -2,04 69 -5,88
2200 7,22 9,04 79,79 410 -1,04 69 0,00
2300 6,88 8,67 79,37 401 -2,11 69 0,00
2400 6,58 8,33 78,96 397 -1,08 69 0,00
2500 6,30 8,02 78,57 393 -1,09 69 0,00
2600 6,04 7,73 78,20 388 -1,10 65 -6,25
2700 5,81 7,46 77,84 380 -2,22 65 0,00
2800 5,59 7,21 77,50 375 -1,14 65 0,00
2900 5,38 6,97 77,17 371 -1,15 65 0,00
3000 5,19 6,75 76,85 371 0,00 65 0,00

Table XIV shows, as in the case of the Warsaw-CCP route, given route does not fall below 76%. As mentioned earlier, the
that for increasing lower speeds, i.e. above 400 km/h up to a analysis could be extended to other aspects, such as technical
maximum of 900 km/h, the dynamics of the decrease in travel transport parameters of the HP system (acceleration, G-force,
time is definitely greater than for higher speeds, where the energy consumption), but this is not the subject of these
differences in reducing the travel time on the route becomes considerations.
slight. The discussed relationships between the maximum
speeds and the travel time, the time of the maximum speed
and its share in the travel time on the Cracow-CCP route are
presented in figure 13a. They show that with the increase in
speed, the pace of reducing the travel time on the route
decreases and it happens in a less dynamic way than in the
case of the Warsaw-CCP route. However, a characteristic
thing that is worth paying attention to is the fact that when the
maximum speed is increased, the time for which it would be
maintained during the journey on the route decreases slightly,
but still accounts for the majority of the travel time of the
module. For lower speeds, when increasing them by another
100 km/h, the differences are approx. 1%, for higher speeds -
less than 0,5% (table XIV). Nevertheless, for the speeds
analysed in the paper, the percentage of the time of
maintaining the maximum speed to the total travel time on a a)

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b)
Fig. 13. Dependencies on the Cracow- CCP route (Route 2): a)
between the maximum speeds and travel time, the maximum
speed time and its share in the journey, and b) between the
maximum speeds and the amount of capital expenditure for 63
million and 10 million transported passengers
From the economic point of view, and more precisely from
the investment outlays point of view, it is noted that the higher
the maximum speed developed on the considered Cracow -
CCP route, the lower the investment outlays (figure 13b). The
presented relation applied also to the relationship between the
maximum speeds and the amount of investment outlays for
two amounts of transported passengers, namely 63 million and
10 million passengers. In the case of increasing the maximum
speed in the low ranges (400 km/h - 900 km/h), the dynamics
of the decrease in investment outlays for 63 million
transported passengers is quite significant. Investment outlays
from the level of USD 1,031 million for 400 km/h drop down
to USD 617 million for 900 km/h. Along with the speed
increase by another 100 km/h, the outlays initially decrease by
USD 146 million (increasing the speed to 500 km/h), by
another USD 100 million (increasing the speed to 600 km/h),
and by another USD 73 million (increasing the speeds up to
700 km/h), then by USD 56 million (increasing the speed to
800 km/h) and USD 39 million (increasing the speed to 900
km/h). While increasing the speed for 63 million passengers
shows the benefits in the form of possible savings in
investment outlays (with the increase in speed, the amount of
necessary investment outlays is gradually reduced), for a less
number of passengers (10 million) increasing the speed above
900 km/h does not seem to be warranted.
Detailed results of the conducted analyses and simulations
are presented in Appendix 2. When analysing data given in
this Appendix and concerning the Cracow - CCP route, it
should be noted that from a certain maximum speed on a given
route, increasing it by another 100 km/h does not bring
significant savings in terms of investment outlays (blue area
marked in Appendix 2). Theoretically, it can be said that the
maximum speed on the Cracow - CCP route should not be
higher than 2900 km/h, although such speeds are impossible to
achieve. After exceeding this speed, the differences in the
amount of investment outlays are small, which is confirmed
by the savings presented (or in fact, the lack of them) in
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19
Appendix 4. After exceeding the lower speed of 2200 km/h,
there is no savings in capital expenditure or they are equal to
the cost of building exactly 1 capsule, i.e. USD 4,32 million.
For the maximum speed specified on this route, i.e. 1200
km/h, the amount of investment outlays for the sequence time
equal to 1 minute and for 63 million passengers will be
approximately 24% higher than the minimum investment
outlays and will amount to USD 311 million.
In the context of the idea of the HP system, the main point
of which is fast passenger transport, the investment outlays
should be adapted to this concept. Therefore, the starting point
should be the number of passengers transported on each route.
As described earlier, the number of transported people is
represented by the relationship defined by formula 6. On its
basis, one may determine the maximum number of people
transported in a specific time frame (from one minute to, for
example, one year). Figure 14 shows the relationship between
the time of the sequence and the number of people transported
(one way).
Fig. 14. Relationship between the time of the sequence and the
number of people transported one way
Taking into account the fact that the assumption that the
modules will be 100% occupied 24 hours a day and 365 days a
year is not entirely rational, the attention should be focused on
the hourly peaks that must be handled on a given route. If we
assume that, for example, on the route Warsaw - CCP (Route
1) during the rush hours it will be necessary to handle approx.
2,5 thousand people, the sequence time should be approx. 3
minutes. Converting this to the amount of capital
expenditures, which at the moment are determined by the
maximum speeds on this route, increasing the speed above
700 km/h does not bring savings in investment expenditures.
Considering the same hourly peak for passenger service on the
Cracow - CCP route (Route 2), increasing the maximum speed
above 1400 km/h also does not bring significant savings in
terms of capital expenditure.
This relationship (in the form of peaks - rush hours) is also
confirmed by the expenditure per passenger on an annual
basis. Considering the investment outlays on transport per one
passenger on an annual basis, it should be stated that the time
of sequence has a slight impact on the shaping of this
indicator. And the main deciding factor is the maximum speed
achieved along the route. The impact of the sequence time and
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Transactions on Transportation Electrification
TTE-Reg-2021-04-0462.R2
the maximum speed on the amount of investment outlays per
one passenger per year for the routes in question is shown in
figure 15.
a)
b)
Fig. 15. The impact of the sequence time and maximum speed
on CAPEX per one passenger per year: a) Warsaw - CCP
route (Route 1), b) Cracow - CCP route (Route 2)
By eliminating the factor in the form of time of sequence,
from the point of view of investment outlays, it should be
stated that on the route Warsaw - CCP, increasing the speed
above 900 km/h basically does not bring any savings.
However, in the case of the Cracow - CCP route, one does not
achieve a significant improvement in results at speeds
exceeding 2700 km/h.
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20
B. Dependence of the results on the fixed assumptions
According to the authors, the parameters in the form of the
sequence time and the time of transit of capsules between
stations are the main factors affecting the demand for
passenger capsules. Other factors that were necessary to
estimate the amount of demand for capsules were taken as
constant and were the result of the simulations carried out. The
fixed parameters included: the number of capsules in a
module, the number of people in a capsule, the distance
between stations, the failure-free system, the cost of building
one passenger capsule, the integrated service time. If the
assumed parameters differ slightly from those adopted, they
will have an impact on the final number of capsules necessary
for operation on the assumed routes. Therefore, referring to
the fixed parameters assumed in the paper in the context of the
demand for capsules, it should be stated that:
• For the number of capsules in the module (Kpmax) - it has
been assumed that on the planned routes the module will
contain two capsules. If the number of capsules in the
module is increased, the demand for capsules would
increase proportionally.
• The number of people in a capsule directly affects the
capacity. If the capacity of the capsule is doubled, then the
demand for capsules would decrease twice. However, one
would have to assume higher construction costs for a
capsule with increased capacity.
• The distance between stations directly influences the
demand for passenger capsules - the greater the distance,
the greater the demand for capsules, and vice versa (with a
constant sequence time). For the Warsaw-CCP route, a
10% increase in the length of the route from about 35 km
to about 38,5 km will increase the demand for passenger
capsules by 3,03% at an average speed on the route of 350
km/h and a sequence time of 2,5 minutes. For the Krakow-
CCP route (at the same average speed), a 10% increase in
the route length, i.e. from about 297 km to about 327 km,
will result in a 7,62% increase in the demand for capsules.
• In the paper it was assumed that during the exploitation
period the capsules will not break down - the authors made
this assumption (being aware of its imperfection) due to
the fact that this kind of transport does not exist yet, and
thus there are no reliability functions for this kind of
transport. It is obvious that if the specific failure rate of
vehicles and the need for their maintenance were taken
into account, the demand for capsules would be greater.
• The cost of building a passenger capsule was determined
for a specific number of people and the assumed
propulsion system. It should be assumed that if the unit
cost of building a capsule is higher, then the amount of
investment in capsules would be higher.
• In the considerations carried out, the value of the integrated
service time was assumed to be constant. This value was
determined on the basis of previously conducted
simulation studies. This time depended on, among other
things: the number of cranes, the parameters of cranes
operation, the time of changing the pressure in the lock, the
number of tracks and platforms, the time of cleaning and
preparing the capsule between courses, the time of
boarding, sitting down, fastening belts by passengers, the
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TTE-Reg-2021-04-0462.R2 21

time of closing and opening the doors, the speed of
movement of the capsule in the station area, the station
area and the length of station tracks. The values of these
parameters were adopted by the authors on the basis of
knowledge and experience resulting from many simulation
experiments carried out previously. However, it should be
noted that a change in these parameters, e.g. the number of
platforms, the number of locks or cranes, could lead to a
change in the integrated capsule handling time at the
station and thus lead to a change in the capsule demand.
Thus, the shorter the integrated handling time, the lower
the demand for passenger capsules.
IV. CONCLUSION
The High-Speed Transportation System as a potential
alternative to high-speed rail systems and passenger air
transport in Poland is becoming more and more legitimate and
real. The assumptions made by the authors regarding the
sequence time, the number of capsules and the number of
people in the capsule, as well as the module travel times
obtained from the simulation, allowed to estimate the
maximum demand for passenger capsules that would be used
for passenger transport in Hyperloop technology. The obtained
results also allowed to calculate the necessary number of
platforms needed to handle passengers at stations and to assess
the real capacity on the routes planned in Poland. With the
existing restrictions, a one-way route can handle 63 million
people for a sequence time equal to 1 minute and for 60
people in a capsule, while for a sequence time of 5 minutes it
is less than 13 million people. The paper also shows the
investment outlays for Hyperloop capsules to support
passenger traffic on the considered routes in Poland.
According to the designated functions, along with the increase
of the maximum speed, the travel time on the considered
routes and the time for which the maximum speed is
maintained are reduced. When increasing the maximum
speeds (in low ranges), investment expenditures decrease
more dynamically, which translates into greater savings.
Assuming that the maximum speed tends to infinity, the inputs
are identical for both routes and depend on the number of
people transported. However, in the case of continuously
increasing the maximum speed (higher ranges), no significant
savings are obtained. The amount of expenditure is influenced
by all the elements discussed in the paper, but the main
parameters that are variable and can be regulated are the
sequence time and the maximum speed (To-z, cost of building
the capsule). Taking into account the results of the analyses
and tests carried out, i.e. from the point of view of the travel
time on the route, capital expenditure on capsules necessary to
handle the maximum number of passengers and technological
possibilities, it can be concluded that increasing the maximum
speed of modules with capsules above 900 km/h is not
justified.
The Hyperloop High-Speed Transportation System, like any
venture of this kind, certainly has its limitations. From the
point of view of the research carried out, such a milestone
would certainly be the time of passenger handling at the
station, the long time of introducing the modules from the
technical tube to the station area and back using only two
cranes or two locks each time to be travelled by the passenger
module.

APPENDIX
APPENDIX I
THE AMOUNT OF INVESTMENT OUTLAYS DEPENDING ON THE MAXIMUM SPEED AND TIME OF SEQUENCE ON THE WARSAW-CCP
ROUTE
Warsaw CCP Sequence time [min]
1 1,5 2 2,5 3 3,5 4 4,5 5 5,5 6 6,5 7 7,5 8 8,5 9 9,5 10
100 488 328 246 199 164 142 125 112 99 91 82 78 73 69 65 60 56 52 52
200 406 272 203 164 138 117 104 91 82 78 69 65 60 56 52 52 47 43 43
300 371 250 186 151 125 108 95 86 78 69 65 60 56 52 47 47 43 43 39
400 354 237 177 142 121 104 91 82 73 65 60 56 52 47 47 43 43 39 39
500 341 229 173 138 117 99 86 78 69 65 60 56 52 47 43 43 39 39 35
600 328 220 164 134 112 95 82 73 69 60 56 52 47 47 43 39 39 35 35
700 324 216 164 129 108 95 82 73 65 60 56 52 47 43 43 39 39 35 35
800 319 211 160 129 108 91 82 73 65 60 56 52 47 43 43 39 39 35 35
Speed [km/h]

900 311 207 155 125 104 91 78 69 65 60 52 52 47 43 39 39 35 35 35

1000 311 207 155 125 104 91 78 69 65 56 52 47 47 43 39 39 35 35 35
1100 306 203 155 125 104 91 78 69 65 56 52 47 47 43 39 39 35 35 35
1200 302 203 151 121 104 86 78 69 60 56 52 47 43 43 39 39 35 35 30
1300 302 203 151 121 104 86 78 69 60 56 52 47 43 43 39 39 35 35 30
1400 298 199 151 121 99 86 78 69 60 56 52 47 43 43 39 39 35 35 30
1500 298 199 151 121 99 86 78 69 60 56 52 47 43 43 39 39 35 35 30
1600 293 199 147 121 99 86 73 69 60 56 52 47 43 43 39 35 35 35 30
1700 293 194 147 117 99 86 73 65 60 56 52 47 43 39 39 35 35 35 30
1800 293 194 147 117 99 86 73 65 60 56 52 47 43 39 39 35 35 35 30
1900 289 194 147 117 99 86 73 65 60 56 52 47 43 39 39 35 35 35 30
2000 289 194 147 117 99 86 73 65 60 56 52 47 43 39 39 35 35 35 30
2100 289 194 147 117 99 82 73 65 60 56 52 47 43 39 39 35 35 30 30

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Transactions on Transportation Electrification
TTE-Reg-2021-04-0462.R2 22

Warsaw CCP Sequence time [min]

1 1,5 2 2,5 3 3,5 4 4,5 5 5,5 6 6,5 7 7,5 8 8,5 9 9,5 10
2200 289 194 147 117 99 82 73 65 60 56 52 47 43 39 39 35 35 30 30
2300 285 190 142 117 95 82 73 65 60 52 47 47 43 39 39 35 35 30 30
2400 285 190 142 117 95 82 73 65 60 52 47 47 43 39 39 35 35 30 30
2500 285 190 142 117 95 82 73 65 60 52 47 47 43 39 39 35 35 30 30
2600 285 190 142 117 95 82 73 65 60 52 47 47 43 39 39 35 35 30 30
2700 285 190 142 117 95 82 73 65 60 52 47 47 43 39 39 35 35 30 30
2800 281 190 142 112 95 82 73 65 56 52 47 43 43 39 39 35 35 30 30
2900 281 190 142 112 95 82 73 65 56 52 47 43 43 39 39 35 35 30 30
3000 281 190 142 112 95 82 73 65 56 52 47 43 43 39 39 35 35 30 30
3100 281 186 142 112 95 82 73 65 56 52 47 43 43 39 39 35 35 30 30
3200 281 186 142 112 95 82 73 65 56 52 47 43 43 39 39 35 35 30 30
3300 281 186 142 112 95 82 73 65 56 52 47 43 43 39 39 35 35 30 30
3400 281 186 142 112 95 82 73 65 56 52 47 43 43 39 39 35 35 30 30
3500 281 186 142 112 95 82 73 65 56 52 47 43 43 39 39 35 35 30 30
3600 276 186 138 112 95 82 69 65 56 52 47 43 43 39 35 35 35 30 30
3700 276 186 138 112 95 82 69 65 56 52 47 43 43 39 35 35 35 30 30
3800 276 186 138 112 95 82 69 65 56 52 47 43 43 39 35 35 35 30 30
3900 276 186 138 112 95 82 69 65 56 52 47 43 43 39 35 35 35 30 30
4000 276 186 138 112 95 82 69 65 56 52 47 43 43 39 35 35 35 30 30

APPENDIX II
THE AMOUNT OF INVESTMENT OUTLAYS DEPENDING ON THE MAXIMUM SPEED AND TIME OF SEQUENCE ON THE CRACOW - CCP
ROUTE
Cracow- Sequence time [min]
CCP 1 1,5 2 2,5 3 3,5 4 4,5 5 5,5 6 6,5 7 7,5 8 8,5 9 9,5 10
100 312 208 156 125 104 89 78 69 62 57 52 48 44 41 39 37 35 33 31
200 174
5 116
5 876
2 699
2 583
4 50
3 44
1 38
5 35
6 31
0 29
2 27
3 25
9 23
9 22
3 20
1 19
0 18
2 17
5
300 127
8 850
5 639 509 427 36
1 31
0 28
8 25
0 23
9 21
3 19
2 18
0 17
3 16
0 15
7 14
4 13
6 12
7
400 103
3 686 518 414 345 29
7 25
9 22
5 20
5 19
3 17
6 16
9 15
6 13
3 12
0 12
1 11
2 11
4 10
9
500 885
1 591 445 354 298 25
8 22
9 19
9 17
7 16
0 15
3 13
0 12
1 12
8 11
9 10
5 99
7 95
2 91
4
600 785 522 393 315 263 22
5 19
4 17
9 16
7 14
4 13
1 12
8 11
9 10
1 99
2 95
8 91 86 82
700 712 475 358 285 237 20
4 18
9 16
7 14
0 12
2 12
4 11
1 10
2 95
8 91 86 82 78 73
800 656 440 328 263 220 19
3 16
1 14
0 13
2 12
9 11
1 10
2 95
4 91 82 78 73 69 69
900 617 410 311 246 207 17
0 15
4 13
7 12
4 11
1 10
2 95
4 91 82 78 73 69 65 65
1000 583 388 293 233 194 16
7 14
5 12
8 11
5 10
2 99
4 91 86 78 73 69 65 65 60
1100 552 371 276 224 186 16
8 13
7 12
9 11
7 10
8 95 86 82 78 69 69 65 60 56
1200 531 354 268 211 177 15
0 13
8 12
5 10
2 99
4 91 82 78 73 69 65 60 56 56
1300 509 341 255 203 173 14
1 12
4 11
1 10
8 95 86 82 73 69 65 60 60 56 52
1400 492 328 246 199 164 14
7 12
9 11
7 99
4 91 82 78 73 69 65 60 56 52 52
Speed [km/h]

1500 475 319 237 190 160 13

2 12
5 10
2 95 86 82 73 69 65 60 56 56 52 47
1600 462 311 233 186 155 13
8 11
1 10
8 95 86 78 73 69 65 60 56 52 52 47
1700 453 302 229 181 151 12
4 11
7 10
4 91 82 78 73 65 60 60 56 52 47 47
1800 440 293 220 177 147 12
9 11
7 99
4 91 82 73 69 65 60 56 52 52 47 47
1900 432 289 216 173 147 12
9 10
2 99 86 82 73 69 65 60 56 52 52 47 43
2000 423 285 211 173 142 12
5 10
8 95 86 78 73 69 60 60 56 52 47 47 43
2100 414 276 207 168 138 12
1 10
8 95 86 78 69 65 60 56 52 52 47 47 43
2200 410 272 207 164 138 11
1 10
4 91 82 78 69 65 60 56 52 52 47 43 43
2300 401 268 203 164 134 11
7 10
4 91 82 73 69 65 60 56 52 47 47 43 43
2400 397 263 199 160 134 11
7 99
4 91 82 73 69 65 60 56 52 47 47 43 43
2500 393 263 199 160 134 11
7 99 91 82 73 69 60 56 56 52 47 47 43 43
2600 388 259 194 155 129 11
2 99 86 78 73 65 60 56 52 52 47 43 43 39
2700 380 255 190 155 129 11
2 95 86 78 69 65 60 56 52 47 47 43 43 39
2800 375 250 190 151 125 10
2 95 86 78 69 65 60 56 52 47 47 43 43 39
2900 371 250 186 151 125 10
8 95 86 78 69 65 60 56 52 47 47 43 43 39
3000 371 246 186 151 125 10
8 95 82 78 69 65 60 56 52 47 47 43 39 39
3100 367 246 186 147 125 10
8 95 82 73 69 65 56 56 52 47 43 43 39 39
3200 363 242 181 147 121 10
8 91 82 73 69 60 56 52 52 47 43 43 39 39
3300 358 242 181 147 121 10
4 91 82 73 69 60 56 52 52 47 43 43 39 39
4

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TTE-Reg-2021-04-0462.R2 23

Cracow- Sequence time [min]

CCP 1 1,5 2 2,5 3 3,5 4 4,5 5 5,5 6 6,5 7 7,5 8 8,5 9 9,5 10
3400 358 237 181 142 121 10 91 82 73 65 60 56 52 47 47 43 43 39 39
3500 354 237 177 142 121 10
4 91 82 73 65 60 56 52 47 47 43 43 39 39
3600 350 233 177 142 117 10
4 91 78 73 65 60 56 52 47 47 43 39 39 39
3700 350 233 177 142 117 99
4 91 78 73 65 60 56 52 47 47 43 39 39 39
3800 345 233 173 138 117 99 86 78 69 65 60 56 52 47 43 43 39 39 35
3900 345 229 173 138 117 99 86 78 69 65 60 56 52 47 43 43 39 39 35
4000 341 229 173 138 117 99 86 78 69 65 60 56 52 47 43 43 39 39 35

APPENDIX III
CAPEX SAVINGS PER PASSENGER PER YEAR RESULTING FROM INCREASING THE MAXIMUM SPEED ON THE WARSAW-CCP ROUTE
Warsaw-CCP Sequence time [min]
1 1,5 2 2,5 3 3,5 4 4,5 5 5,5 6 6,5 7 7,5 8 8,5 9 9,5 10
100
200 82,00 56,11 43,16 34,53 25,89 25,89 21,58 21,58 17,26 12,95 12,95 12,95 12,95 12,95 12,95 8,63 8,63 8,63 8,63
300 34,53 21,58 17,26 12,95 12,95 8,63 8,63 4,32 4,32 8,63 4,32 4,32 4,32 4,32 4,32 4,32 4,32 - 4,32
400 17,26 12,95 8,63 8,63 4,32 4,32 4,32 4,32 4,32 4,32 4,32 4,32 4,32 4,32 - 4,32 - 4,32 -
500 12,95 8,63 4,32 4,32 4,32 4,32 4,32 4,32 4,32 - - - - - 4,32 - 4,32 - 4,32
600 12,95 8,63 8,63 4,32 4,32 4,32 4,32 4,32 - 4,32 4,32 4,32 4,32 - - 4,32 - 4,32 -
700 4,32 4,32 - 4,32 4,32 - - - 4,32 - - - - 4,32 - - - - -
800 4,32 4,32 4,32 - - 4,32 - - - - - - - - - - - - -
900 8,63 4,32 4,32 4,32 4,32 - 4,32 4,32 - - 4,32 - - - 4,32 - 4,32 - -
1000 - - - - - - - - - 4,32 - 4,32 - - - - - - -
1100 4,32 4,32 - - - - - - - - - - - - - - - - -
1200 4,32 - 4,32 4,32 - 4,32 - - 4,32 - - - 4,32 - - - - - 4,32
1300 - - - - - - - - - - - - - - - - - - -
1400 4,32 4,32 - - 4,32 - - - - - - - - - - - - - -
1500 - - - - - - - - - - - - - - - - - - -
1600 4,32 - 4,32 - - - 4,32 - - - - - - - - 4,32 - - -
1700 - 4,32 - 4,32 - - - 4,32 - - - - - 4,32 - - - - -
1800 - - - - - - - - - - - - - - - - - - -
Speed [km/h]

1900 4,32 - - - - - - - - - - - - - - - - - -
2000 - - - - - - - - - - - - - - - - - - -
2100 - - - - - 4,32 - - - - - - - - - - - 4,32 -
2200 - - - - - - - - - - - - - - - - - - -
2300 4,32 4,32 4,32 - 4,32 - - - - 4,32 4,32 - - - - - - - -
2400 - - - - - - - - - - - - - - - - - - -
2500 - - - - - - - - - - - - - - - - - - -
2600 - - - - - - - - - - - - - - - - - - -
2700 - - - - - - - - - - - - - - - - - - -
2800 4,32 - - 4,32 - - - - 4,32 - - 4,32 - - - - - - -
2900 - - - - - - - - - - - - - - - - - - -
3000 - - - - - - - - - - - - - - - - - - -
3100 - 4,32 - - - - - - - - - - - - - - - - -
3200 - - - - - - - - - - - - - - - - - - -
3300 - - - - - - - - - - - - - - - - - - -
3400 - - - - - - - - - - - - - - - - - - -
3500 - - - - - - - - - - - - - - - - - - -
3600 4,32 - 4,32 - - - 4,32 - - - - - - - 4,32 - - - -
3700 - - - - - - - - - - - - - - - - - - -
3800 - - - - - - - - - - - - - - - - - - -
3900 - - - - - - - - - - - - - - - - - - -
4000 - - - - - - - - - - - - - - - - - - -

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Transactions on Transportation Electrification
TTE-Reg-2021-04-0462.R2 24

APPENDIX IV
CAPEX SAVINGS PER PASSENGER PER YEAR RESULTING FROM INCREASING THE MAXIMUM SPEED ON THE CRACOW-CCP ROUTE
Cracow Sequence time [min]
-CPK 1 1,5 2 2,5 3 3,5 4 4,5 5 5,5 6 6,5 7 7,5 8 8,5 9 9,5 10
100
200 137 91 68 55 46 39 34 30 27 25 22 21 19 18 17 16 15 14 13
300 6,7
474 9,2
31 6,223 2,4
18 1,715 2,7
13 0,9
12 6,410 6,294, 0,3
86, 8,777, 1,4
73, 8,5
64, 5,5
60, 2,6
60, 4,0
56, 5,3
51, 6,7
51, 8,1
47,
400 ,74
4241 5,0
616 7,3
112 9,8
294, 5,3
982, 3,7
469, 0,8
560, 3,5
256, 95
147, 32
243, 68443, 37
738, 74
334, 42
834, 42
330, 11
025, 79
725, 79
421, 47
125,
500 ,68
146 4,0
594, 0,8
773, 95
960, 00
747, 05
943, 42
434, 11
830, 4730, 16
25, 16 21, 8421, 53
21, 53
17, 21
17, 89
17, 89
17, 58
17, 89
12,
600 ,74
99, 95
069, 37
451, 42
38, 4734, 16
30, 53
25, 2121, 2117, 89
21, 58 17, 5817, 58
17, 26
12, 26
12, 26
12, 26
8,6 26
8,6 95
8,6
700 26
73, 0547, 7934, 84
30, 5325, 21
21, 89
17, 5817, 2617, 58
12, 26 12, 268,6 26
8,6 95
12, 95
8,6 95
8,6 38,6 38,6 38,6
800 37
56, 4734, 5330, 21
21, 8917, 58
12, 26
17, 2612, 268,6 95
8,6 95 8,6 38,6 38,6 954,3 38,6 38,6 38,6 38,6 34,3
900 11
38, 5330, 2117, 58
17, 2612, 95
12, 26
8,6 958,6 38,6 38,6 38,6 38,6 34,3 28,6 34,3 34,3 34,3 34,3 24,3
100 84
34, 2121, 2617, 26
12, 9512, 95
8,6 38,6 38,6 38,6 34,3 34,3 34,3 24,3 34,3 24,3 24,3 24,3 2- 24,3
0110 53
30, 5817, 2617, 95
8,6 958,6 38,6 38,6 34,3 34,3 24,3 24,3 24,3 24,3 2- 24,3 2- 2- 4,3 24,3
0120 21
21, 2617, 268,6 312, 38,6 38,6 34,3 24,3 24,3 24,3 24,3 24,3 24,3 4,3 2- 4,3 4,3 24,3 2-
0130 58
21, 2612, 312, 958,6 34,3 34,3 24,3 24,3 24,3 24,3 24,3 2- 24,3 24,3 4,3 24,3 2- 2- 4,3
0140 58
17, 9512, 958,6 34,3 28,6 24,3 24,3 24,3 24,3 24,3 24,3 4,3 2- 2- 2- 2- 4,3 4,3 2-
0150 26
17, 958,6 38,6 28,6 34,3 24,3 24,3 24,3 24,3 24,3 2- 24,3 4,3 4,3 4,3 4,3 2- 2- 4,3
0160 26
12, 38,6 34,3 34,3 24,3 24,3 24,3 24,3 2- 2- 4,3 2- 2- 2- 2- 2- 4,3 - 2-
0170 95
8,6 38,6 24,3 24,3 24,3 24,3 2- 2- 4,3 4,3 2- - 4,3 4,3 - - 2- 4,3 -
Speed [km/h]

0180 312, 38,6 28,6 24,3 24,3 2- 4,3 4,3 2- 2- 4,3 4,3 2- 2- 4,3 4,3 - 2- -
0190 95
8,6 34,3 34,3 24,3 2- 4,3 24,3 2- 4,3 - 2- 2- - - 2- 2- - - 4,3
0200 38,6 24,3 24,3 2- 4,3 24,3 2- 4,3 2- 4,3 - - 4,3 - - - 4,3 - 2-
0210 38,6 28,6 24,3 4,3 24,3 2- 4,3 2- - 2- 4,3 4,3 2- 4,3 4,3 - 2- - -
0220 34,3 34,3 2- 24,3 2- 4,3 2- 4,3 4,3 - 2- 2- - 2- 2- - - 4,3 -
0230 28,6 24,3 4,3 2- 4,3 2- - 2- 2- 4,3 - - - - - 4,3 - 2- -
0240 34,3 24,3 24,3 4,3 2- - 4,3 - - 2- - - - - - 2- - - -
0250 24,3 2- 2- 2- - 4,3 2- - - - - 4,3 4,3 - - - - - -
0260 24,3 4,3 4,3 4,3 4,3 2- - 4,3 4,3 - 4,3 2- 2- 4,3 - - 4,3 - 4,3
0270 28,6 24,3 24,3 2- 2- - 4,3 2- 2- 4,3 2- - - 2- 4,3 - 2- - 2-
0280 34,3 24,3 2- 4,3 4,3 4,3 2- - - 2- - - - - 2- - - - -
0290 24,3 2- 4,3 2- 2- 2- - - - - - - - - - - - - -
0300 2- 4,3 2- - - - - 4,3 - - - - - - - - - 4,3 -
0310 4,3 2- - 4,3 - - - 2- 4,3 - - 4,3 - - - 4,3 - 2- -
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This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TTE.2021.3120536, IEEE
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This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TTE.2021.3120536, IEEE
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in Europe” Sustainability vol. 12, 2020, p.7868. DOI: Geoengineering at AGH (2002-2006). She obtained a Ph. D.
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generacja transportu. Ocena możliwości wdrożenia engineering, mining and energy in 2020. A member of
koncepcji podróżowania z wykorzystaniem tuneli national and international research and development projects
próżniowych” Technika, vol 6, pp. 40-43, 2019. as well as industrial projects. Her scientific interests focus on
Available online: issues related to strategic management of companies in the
http://yadda.icm.edu.pl/yadda/element/bwmeta1.elem mining and raw materials industry, including financial aspects.
ent.baztech-fefc1263-1235-4c37-a21f-40912b5186f0 Robert Ranosz obtained a doctoral degree
(accessed on 25 November 2020). in technical sciences in 2007, and associate
[47] J. Feliks, R. Rumin, „Analysis of the potential of the professor in 2018. Currently, he is
development and implementation of vacuum rail employed as a professor at the AGH
technology in Poland: Zarządzanie University of Science and Technology in
przedsiębiorstwem : teoria i praktyka : XIX Cracow at the Department of Economics
international science conference, 1–2 june 2019, and Management in Industry. The area of
Cracow-Racławice. research interests includes issues related
[48] A. Żurkowski, „Rozwój technologii Hyperloop primarily to the optimization of investment projects. Within
w Polsce – zastosowania w przewozach this area, he conducts didactic classes, carries out research
pasażerskich” Zeszyty Naukowo-Techniczne SITK projects and cooperates with the broadly understood industry.
„Nowoczesne technologie i systemy zarządzania w Michał Kłodawski received the M.Sc.
transporcie szynowym”, Część II Transport szynowy. degree in transport engineering
Sterowanie ruchem kolejowym, vol 2, pp 199−208, (specialization logistics and technology of
2017. material handling and warehousing) from
[49] O. Stryhunivska, K. Gdowska, R Rumin, “A Concept Warsaw University of Technology,
of Integration of a Vactrain Underground Station Faculty of Transport, Poland, in 2008. In
with the Solidarity Transport Hub Poland” Energies 2012 he received doctorate on technical
vol. 13 no 21, 2020, p. 5737. sciences in the field of Transport. After
https://doi.org/10.3390/en13215737. that, in 2018 he got his tenure. Since 2011 Michał Kłodawski
[50] M Rudowski, „Cyfrowe systemy wspierające is an assistant professor, and since 2019 he is an associate
technologie Hyperloop”, Proceeding of the professor at WUT, Faculty of Transport. He is a specialist in
conference Najnowsze technologie w transporcie analysing and designing storage and material handling
szynowym, Warsaw 2017. systems, as well as in modelling and optimizing logistics
[51] M. Rudowski, „Rozszerzenie zastosowania kapsuł processes with mathematical and IT tools. During his
Hyperloop w transporcie towarów i osób” academic work he implemented many industrial, development
„Najnowsze technologie w transporcie szynowym”, and research projects as well as he cooperated with logistics
Proceeding of the conference Najnowsze technologie companies.
w transporcie szynowym, Warsaw 2017. Roland Jachimowski obtained his
[52] A. Żurkowski, „Centralny Port Komunikacyjny – doctoral degree in the discipline of
warianty obsługi transportem naziemnym” transport in 2012, and the assistant
Proceeding of the conference Najnowsze technologie professor in 2018. Currently, he is
w transporcie szynowym, Warsaw 2017. employed as a professor at the
[53] M. Jacyna, M. Wasiak, K. Lewczuk, M. Kłodawski, Department of Transport Systems
“Simulation model of transport system of Poland as a Engineering and Logistics at the Faculty
tool for developing sustainable transport”, Archives of Transport of the Warsaw University of
of Transport, vol. 31, no. 3, pp. 23-35, 2014. Technology. He conducts didactic classes
[54] https://www.cpk.pl/pl/inwestycja/lotnisko (accessed at engineering and master's studies. He was the promoter of
on 20 January 2021). many engineering and master's theses. He is the author of
[55] J. Piechna “Low Pressure Tube Transport—An academic textbooks for students studying transport and
Alternative to Ground Road Transport— logistics. His research interests include modelling of transport

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This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TTE.2021.3120536, IEEE
Transactions on Transportation Electrification
TTE-Reg-2021-04-0462.R2 28

systems and processes, with particular emphasis on processes

in intermodal terminals. He actively participates in national
and international research and development projects and
projects for industry.
Janusz Piechna was born in Szczecin in
1949. He received the title of MSc in
Engineering in 1973, PhD in 1981,
habilitated doctor in 2006, and academic
title of professor in 2021 at the Warsaw
University of Technology. He has
published over 150 scientific articles. He
is a co-author of more than 10 patents.
Fellowships/visits/collaborations: Max
Planck Institut für Strömungsforschung in Göttingen
(1985,1986, 1993), Strathclyde University in Glasgow (1988),
Universidad de San Buenaventura Bogota Colombia (2006,
2009), Michigan State University (2010, 2011), University of
Tokyo (2012, 2015), Kyushu University (2014). He has
participated in many research projects and has almost fifty
years of teaching experience. He is currently a professor at the
Warsaw University of Technology. His current research
interests include fluid mechanics, gas dynamics, transient
flows, numerical methods, CFD, automotive aerodynamics.

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