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1、Shaping the future of hyperloopHow regulation can drive development and innovationForeword 3Executive Summary 41.Hyperloop:Where its at,and whats next 62.Step by step:Bringing stakeholders together 73.Chicken and egg:Why regulation is crucial for innovation 104.Build it safe:How to achieve workable

2、standards 155.Inclusivity and sustainability:Springboards for implementation 176.Crossing boundaries:How to bridge the gaps 197.Options for hyperloop:Recommendations and next steps 22Conclusion 26Endnotes 27Contents2Lara TabetAA concept that would enable travel at the speed of a plane,with the conve

3、nience of a metro line and for a reduced whole-life carbon footprint,hyperloop has the potential to be the most innovative and advanced mode of transport for decades to come.As a leading independent technical advisor to clients developing or considering the implementation of hyperloop projects and t

4、echnologies,Arup has identified technological standardisation and the establishment of a regulatory framework as the next major hurdles hyperloop needs to overcome to enable the development and implementation of a passenger service.Arup has worked with key stakeholders within the hyperloop industry

5、to explore the topic and assess the complexity and timescales for regulating hyperloop across the world.We are sharing our findings in this report.Our research has found that while hyperloop is mainly associated with rail regulations,there are other contexts and technologies to learn from.Bespoke st

6、andardisation for hyperloop is going to be crucial in order to ensure a consistent and intraoperative solution space.In Europe,the joint technical committee JTC 20 was formed in February 2020 as part of the European Committee for Standardization(CEN)and the European Committee for Electrotechnical St

7、andardization(CENELEC)to lead the work on hyperloop regulation.Arup stands ready to build upon this programme of work with its technical expertise and,more broadly,support the work that is ongoing in other geographies and contexts.This report aims to advance the debate on how an emerging technology

8、like hyperloop can find its footing in the world and play an important role within the future of mass transit.Hyperloop is a proposed new mode of transport based on electrical propulsion coupled with efficient magnetic levitation,all operating in a near-vacuum environment,that could revolutionise th

9、e way we travel.Shaping the future of hyperloopForeword/3PreviousNextAs a new technology that sits at the crossroads of rail,road and air transport,hyperloop is a nascent mode of transport with the potential to boost speeds and slash travel times.A number of organisations worldwide are working on th

10、e technology,but there is some reluctance to fully pursue possible developments because of the uncertainties surrounding the complexity,effort and timescales associated with delivering a hyperloop system for passengers.Hyperloop regulation is shaping up to be equally complex,and the absence of clari

11、ty in this space may represent a significant dampener on further development.Through this report,Arup shares the body of work it has produced on hyperloop regulation,based on exhaustive desktop research of the existing literature and extending to targeted interviews and workshops with a wide range o

12、f stakeholders.The hyperloop landscape includes governments that have plans in place,companies involved in vehicle design and development,organisations looking at the design and operation of future hyperloop infrastructure,bodies that are responsible for standards,alongside academic and research ins

13、titutions and organisations actively involved in societal integration and acceptance.While some significant progress has been made in shaping the conversation around hyperloop regulation in the past few years with a dedicated joint technical committee,JTC 20,formed in February 2020 at European Union

14、 level much more remains to be done.A crucial challenge is to identify the point at which regulation starts being perceived as a driver of innovation rather than an additional hurdle stifling it.To a large extent,hyperloop regulation will align with that for existing transport infrastructure.Given i

15、ts nature,infrastructure development and evacuation or fire hazards,however,are particularly challenging regulatory areas for hyperloop development.There is a strong consensus that stakeholder and community engagement on the topic will have to be followed by government-led commissions and investment

16、 to formulate appropriate regulation.How regulation can drive development and innovationExecutive Summary4/PreviousNextPublic acceptance will only result from better information on what hyperloop is and how it can improve peoples lives.In the context of regulation,issues such as social value,afforda

17、bility and environmental sustainability must take centre stage before any technological developments or industry standards can make significant advances.Whether regulation ends up being mostly mandated from central governments or led by the industry itself,global standards established through regula

18、tion would be beneficial in providing commercial certainty to companies looking to operate in this space.Based on this body of research,the Arup team has compiled a set of recommendations on the next steps needed to advance hyperloop regulation.As an emerging transport technology,hyperloop could fin

19、d early applications in the logistics sector through a freight-only pathfinder.By omitting the transport of people,it would focus on technical,environmental and energy regulations while avoiding passenger safety regulations and constraints.The less stringent requirements would help advance this inno

20、vative technology in the short term.While delaying the passenger transport stage could be beneficial,its implications should be considered and integrated into system planning at an early stage,even when exploring the minimum viable state for regulation of freight pathfinder infrastructure.Adapting e

21、xisting regulations and frameworks to hyperloop may provide the most robust way to deliver it,since it uses technology from different mobility sectors primarily rail and aviation and intersects with other areas such as autonomous vehicles,telecommunications and wider infrastructure.Because not all e

22、xisting regulations will be applicable to hyperloop,it is important to differentiate between what is genuinely transferable and what might stifle development by linking new technology to less-than-optimal existing standards.Bilateral commissions,wider collaboration,national legislation and policy ev

23、olution could all be used to either incorporate hyperloop into an existing framework or to define specific regulations.An integrated collaborative approach involving innovators,regions and governments will drive towards common principles and standardised components even if the systems themselves are

24、 not connected.It will also reduce the risk that healthy competition between different approaches could escalate to the point where it threatens clear and comprehensive regulation.Gap analysis should be applied across the existing regulations and regulatory environments to identify the best way forw

25、ard,keeping in mind that safety is paramount and should always be the starting point.Public acceptance will only result from better information on what hyperloop is and how it can improve peoples lives.In the context of regulation,issues such as equitability,affordability and the net-zero carbon per

26、spective must take centre stage before any technological developments or industry standards can make significant advances./5PreviousNextHyperloop is a proposed magnetic levitation-based mode of transport with a passenger or cargo pod in a vacuum-sealed tube or system of tubes.It operates in a low-pr

27、essure environment to reduce drag,which increases efficiency and dramatically boosts speed,reducing travel times as a result.1 Expected to operate at speeds of up to 700mph,hyperloop aims to be fully autonomous and on demand for passengers,freight,or both.The first system will likely be point-to-poi

28、nt,but it is envisaged that the technology could eventually operate in full“anywhere-to-anywhere”networks.Since 2016,Arup has been involved in various external commissions as part of larger consortia investigating the feasibility of hyperloop systems and routes globally,with a focus on the Netherlan

29、ds,the UK and the Middle East.Arups internal research has explored hyperloop systems such as airlocks and specific case studies including airside connections,as well as competitions such as the Hyperloop Global Challenge.Arup maintains relationships with the seven main hyperloop development companie

30、s.In an effort to answer the key question“Should you invest time,effort and resources in exploring a hyperloop solution?”,Arup has developed a standardised methodology for a pre-feasibility model based on a set of unique,client-focused assumptions and qualitative assessments that will form part of a

31、 Standard Report Template.2 Developed in partnership with PA Consulting,the pre-feasibility report will help transport authorities and other relevant parties assess the costs,benefits and wider impacts of introducing a hyperloop solution over a designated route.There is widespread reluctance among p

32、otential hyperloop developers to pursue possible technology solutions because of the uncertainties surrounding the complexity,effort and timescales associated with delivering a hyperloop system for passengers.Clarity in the regulatory space could advance the hyperloop market significantly and create

33、 global opportunities for companies willing to operate in this sector.1.HyperloopWhere its at,and whats next6/PreviousNextArups approach to exploring how hyperloop regulation might work is based on a combination of desktop research,interviews and stakeholder workshops.Initial research included a lit

34、erature review of not simply hyperloop regulation but also comparator regulatory spaces such as rail,road and air.Stakeholder mapping ensured that the right people,organisations and institutions were involved in the exercise.Gap and implication analysis was used to include both those who are active

35、in the space and those who are inactive but should or may become engaged.Confidential interviews were conducted with five hyperloop companies on the understanding that answers would not be directly attributed and any quotes used in project outputs would be subject to prior approval.Interviewees incl

36、uded chief executive officers(CEOs),chief operating officers(COOs),strategy directors,business development directors,engineers and regulation specialists.They were asked about the context in which they operate,including roles and organisational approaches.Qualitative questions followed on:approaches

37、 to and prioritisation of regulatory topics openness or closedness to collaborative approaches consideration of comparator regulatory environments(rail,road,air or other)geographical areas of interest equalities,environmental and community engagement examples of best practice.2.Step by stepBringing

38、stakeholders together7/PreviousNext2.1.Stakeholder mappingAs an outcome of the literature review,several stakeholders were identified and classified into four categories,as described below.A number of academic and research institutions,including TU Delft,the University of Cambridge,Birmingham Univer

39、sity and NASA are also involved in the hyperloop space.Governments with planned developmentsGovernmental entities willing to influence the process by connecting hyperloop parties and local partners,financing feasibility studies,test tracks and potential projects,and working towards the development o

40、f a regulatory framework.Infrastructure design,construction and operationThose involved in hyperloop infrastructure including energy supply,tube system,magnetic rail,communications technology,risk management and safety protocols for passenger evacuation and fire risk mitigation.Technology and vehicl

41、e developersCompanies involved in vehicle design,manufacture and system readiness of the vehicle,including hyperloop capsule and associated technology such as maglev.Standard development organisationsOrganisations that develop,coordinate,promulgate,reissue,interpret or produce standards.A number of

42、other organisations are actively involved in societal integration and acceptance,including to foster engagement between stakeholders from different parts of the hyperloop technology ecosystem.They include Hardt Hyperloop,Messe Frankfurt Middle East,Shift2Rail,Zeleros Hyperloop.Public acceptance will

43、 only result from better information on what hyperloop is and how it can improve peoples lives.In the context of regulation,issues such as equitability,affordability and the net-zero carbon perspective must take centre stage before any technological developments or industry standards can make signif

44、icant advances.A workshop was held to gather feedback on the early research findings and test potential routes to regulation.It was attended by Arup domain experts,hyperloop development companies and industry experts,rail/air/space industry players,academia and research partners,and government repre

45、sentatives.Attendees were asked to examine three prospective scenarios for good hyperloop regulation.Each group contributed ideas on each scenario,culminating in the initial drafting of key findings and an expert workshop to test these findings,respond to any conflicting outcomes and discuss remaini

46、ng gaps.8/PreviousNextStandard Development OrganisationsCEN/CENELEC/JTC20DG GROWDG MOVE DG RTD Dutch Ministry of Infrastructure and Water Management European Commission(EC)Joint Research Centre(JRC)European Maritime Safety Agency(EMSA)European Space Agency(ESA)European Union Agency for Railways(ERA)

47、European Union Aviation Safety Agency(EASA)Shift2RailTransport Canada TRL US DoT(NETT)Governments with planned developmentsConsultative Group at the Office of Principal Scientific Adviser on Future Transportation(India)DP World(Dubai)Governments of Estonia and Finland Government of Guizhou,China Sau

48、di Arabian Ministry of TransportUAE Integrated Transport CentreTechnology and vehicle developersCommunications:Globalinternet(+Delft)Test Track Operator:INTISMaglev developmentsChina Railway German Federal Railway System Japanese Ministry of Land,Infrastructure,Transport and Tourism South KoreaVehic

49、le China Aerospace and Industry Corp.Epoch(+Delft).Hardt HyperloopHyperloopTTKRRINevomoSwisspod TransPodVirgin HyperloopZeleros HyperloopInfrastructure design,construction and operationEnergy supply:IKOS Consulting(+TransPod)Tube systemLeyboldMagnetic railNevomo Evacuation and fire hazardArcadis(+De

50、lft)TUC Rail(+Delft)Risk management Deloitte(+Delft)Movares(+Delft)Munich ReFigure 1 Stakeholder mapping9/PreviousNextSitting as it does at the crossroads of rail,road and air transport,hyperloop regulation involves a wide range of considerations that will underpin and shape its further development.

51、The research process led by Arup revealed that hyperloop development companies are taking different approaches to market.Some are focusing on propulsion systems while others are looking at system integration.It is not unusual for the approach taken to be informed by regulatory concerns.For example,o

52、ne company is looking to implement different elements step by step rather than waiting for a full hyperloop system to be regulated.The company believes this approach will deliver a full hyperloop sooner by adapting assurance,standardisation and regulation from the world of rail.Another company is ac

53、tively planning a cargo solution rather than a passenger system partly because it believes this will reduce the time to market by avoiding critical issues such as certification and regulation that apply to passenger transport.If any testing is required in an operational environment,this would happen

54、 while revenue is being created,ahead of introducing passenger services.Another reason for prioritising cargo was that,while there are some commonalities between hyperloop and aerospace,creating a comfortable and safe passenger cabin for hyperloop remains a major challenge.3.Chicken and eggWhy regul

55、ation is crucial for innovation10/PreviousNextDuring the stakeholder engagement activities led by Arup,no fears were voiced that regulation would stifle innovation at this stage,given the progress that has been made so far.Instead,the ambiguity and lack of direction that dominate the conversation in

56、 the absence of regulation were seen as hindering the move from invention to delivery.Some companies expressed the view that,as a nascent technology that is still in the research phase,hyperloop has a distance to go before reaching the stage where it warrants regulation.Others pointed out that,while

57、 regulation and standardisation may be crucial to unlocking implementation,they might end up excluding some players from the market.This could potentially hinder specific streams of innovation and stifle the progress of individual companies,but may not necessarily impact negatively on the industry a

58、s a whole.Generally,companies spoke positively about striving to deliver a regulatory environment by developing standards collaboratively,as an industry.The view was that the more standards can be defined by industry but assessed and enforced by an independent body,the easier the route to market.For

59、 some,the approach is component by component.For example,starting with the linear motor,then moving on to levitation the first place where new,innovative regulation will be needed.While regulation always follows innovation,the prevailing view in the sector is that some regulatory certainty may be re

60、quired for investors to gain confidence that the technology will be permitted to operate.While regulation always follows innovation,the prevailing view in the sector is that some regulatory certainty may be required for investors to gain confidence that the technology will be permitted to operate./1

61、1PreviousNext3.1 Milestones to hyperloop regulation to dateIn recent years,a number of stakeholders and government bodies have formed working groups and initiated activity programs specifically to explore hyperloop regulation.2019 The Non-Traditional and Emerging Transportation Technology(NETT)Counc

62、il was created in the US under the leadership of the Department for Transportation(DoT).It sought to identify and resolve gaps be they of a legal or regulatory nature that may obstruct the deployment of novel technologies,including hyperloop.3 In Europe,the Dutch ministry of infrastructure and water

63、 management and the Delft University of Technology innovation hub,Delft Hyperloop,commissioned a report exploring standardisation and interoperability across Europe.It focused on how rail and aviation standards and certification processes may be adaptable to hyperloop.It also highlighted that if reg

64、ulation comes too early,it could stifle development.42020 Transport Canada published a report on the preliminary feasibility of hyperloop technology.By conducting a hazard,threat and vulnerability assessment,it identified areas where mitigation measures including the adoption or development of stand

65、ards could address safety concerns.5Figure 2 Global timeline of hyperloop regulations so farUS Creation of the NETTEuropeDelft Hyperloop report on standardisationCanadaTransport Canada report and threat and vulnerability assessmentEuropeIn February,JTC20 is formedEurope Hyperloop mentioned in Europe

66、an Commission sustainable and smart mobility strategyUSNETT report on Pathways to the Future of TransportationUS NETT recommends the development of a preliminary framework of hyperloop components202020212019This research project has highlighted the question of where the dividing line between regulat

67、ing the sector and setting technical standards should lie,and what the role of each stakeholder should be in that crucial conversation.The European Commission put forward a sustainable and smart mobility strategy outlining its planned steps to transform the European Union(EU)transport system to meet

68、 the ambition of the European Green Deal and the objectives of the EUs sustainable and smart mobility strategy.Hyperloop was mentioned in the strategy.6 Meanwhile,NETT delivered the Pathways to the Future of Transportation report,in which it states:“Safe integration of hyperloop into the transportat

69、ion system could be accelerated through re-use,modification,and integration of existing(technical)standards from other transportation modes and(in some cases)non-transportation sectors.”7 In Europe,the joint technical committee JTC 20 was formed in February 2020 as part of the European Committee for

70、 Standardization(CEN)and the European Committee for Electrotechnical Standardization(CENELEC)to lead the work on hyperloop regulation2021 NETT published a desk review of hyperloop standards,providing an assessment of the status of hyperloop standardisation activities.Recommendations point to the dev

71、elopment of a preliminary framework of hyperloop system components,associated regulations and voluntary technical standards.8 Rail is subject to different regulatory models across geographies.In each country,public and private sector bodies have varying levels of involvement in railway operations an

72、d infrastructure,for example.Infrastructure and train service operations can sit fully or partly with the same organisation and,within each model,there are different degrees of devolution to local and regional bodies.12/PreviousNext3.2 Europes dilemma:central,local or both?The organisational and leg

73、al structure of rail networks in Europe is shaped by EU legislation.Four consecutive“packages”of EU legislation have opened up rail markets to increasing levels of competition.Importantly for hyperloop,which will be looking to operate high-speed long-distance services to compete with aviation,the EU

74、s fourth railway package establishes the right for railway operators based in a member state to operate passenger services anywhere in the EU.It also lays down rules to make access to railway infrastructure fairer while reinforcing the requirement for public service contracts in rail,for example fra

75、nchises,to be subject to competitive tenders,with specific and limited exceptions.EU legislation mandates the separation of infrastructure management activities from passenger and freight operations.This is in direct conflict with the approach taken by many hyperloop companies of developing a turnke

76、y solution encompassing infrastructure,pod and operations.Infrastructure managers and operators can enter into co-operative arrangements to reduce costs or improve performance.Development,maintenance and renewal works can be subcontracted to operators,as long as the infrastructure manager retains ul

77、timate responsibility.More broadly,in Europe rail regulation typically applies across national networks that primarily operate under a national transport ministry,national regulatory bodies and national standards.When regional bodies have both budget responsibility and democratic responsibility for

78、representing passengers,they tend to have a greater role in specifying and procuring rail services.Even where significant decisions are devolved to regional passenger transport authorities,central governments retain a role that can vary from simply providing funding through to setting overall polici

79、es and specifying rail services.Regional devolution allows some decisions to be made locally and has the potential to help integrated transport authorities plan across modes.But coordination between regions and with long-distance services is considered essential to ensuring that a rail network works

80、 as a whole.The introduction of hyperloop would further stretch the system and throw up the additional challenge of integrating it into the overarching transport ecosystem.A national or international approach to regulating and testing the feasibility and benefits of hyperloop is therefore recommende

81、d in Europe.A regional approach may also struggle to secure the necessary skills and expertise across the network.In Germany,for example,Deutsche Bahn retains the role of an effective national champion that subject to adequate funding by the federal government is able to develop network-level strate

82、gies,for instance on digitalisation9.13/PreviousNext3.3 North Americas approachIn contrast to Europe,where air and rail are regulated separately,in the US and Canada federal bodies the Federal Transit Administration and Transport Canada,respectively,regulate different modes of transport including ai

83、r and rail.This makes it easier to blend air and rail rules to create hyperloop regulations.Because it employs electromagnetic guideways,i.e.magnetic levitation technology10,in the US hyperloop is under the jurisdiction of the Federal Railroad Administration(FRA).The FRA is responsible for the safet

84、y of railroads,including any form of non-highway ground transport that runs on rails or electromagnetic guideways.The only exception are urban rapid transit operations that are not connected to the general railroad system.Hyperloop systems are likely to be regulated at a federal level,given the dist

85、ances likely to be covered.However,it is not impossible for a hyperloop system to progress within a specific state as long as the relevant federal entity chooses to defer those responsibilities to the local authorities.If they decided to progress at a regional level,hyperloop and infrastructure oper

86、ators would need to obtain an operating licence incorporating a safety management system.This means that the applicant would have to demonstrate that it fulfils safety requirements and,ultimately,be responsible for the safety of the system.The regulatory body would be more likely to request the appl

87、icant to provide an independent safety assessment or independent certification than to undertake its own technical review.A Transport Canada paper11 supports this view when it identifies the hazards a hyperloop operator or infrastructure owner would have to manage in order to obtain a licence.Public

88、 acceptance will only result from better information on what hyperloop is and how it can improve peoples lives.In the context of regulation,issues such as equitability,affordability and the net-zero carbon perspective must take centre stage before any technological developments or industry standards

89、 can make significant advances.14/PreviousNextRegulatory authorities are typically established by government bodies to oversee and enforce regulations regarding technical and environmental standards,occupational health and operational safety.There are a number of activities,however,that are not yet

90、subject to regulation.This is especially true for technical innovations,where the perceived need for regulation to enable practical and safe implementation grows as a new innovation progresses through its early stages and approaches the implementation stage.The route to regulation needs to take into

91、 account the component,system and city levels.Standards must be developed for specific components but also for the system itself.Overarching regulations or the requirements of individual clients may mandate Threat Vulnerability Risk Assessments(TVRAs)or other independent assessments for specific hyp

92、erloop routes.While it is beneficial for standards to be detailed and prescriptive,regulatory authorities looking at innovative transport such as hyperloop must strike the correct balance between referencing standards for ease and consistency,and allowing the technology to evolve in different ways w

93、ithout stifling innovation.One area where regulatory authorities will not compromise,however,is passenger safety.When it comes to hyperloop,regulatory authorities want to understand what normal operations look like and what emergency scenarios and responses entail in order to define and agree associ

94、ated procedures.4.Build it safeHow to achieve workable standards15/PreviousNextSafety,resilience and operational security are crucial,alongside mitigation for both minor incidents and major emergency/failure states.Regulatory environments for other transport modes that offer potential comparators fo

95、r hyperloop include rail,road(with emergent connected autonomous vehicles,CAVs)and aviation(with emergent unmanned air vehicles,UAVs).The main challenge for regulating a hyperloop passenger system is generally perceived to be safety.The second is the massive amount of investment needed,meaning that

96、public funding will most likely be required for public transport systems.The consensus is that strong stakeholder and community engagement on the topic would be necessary at first.Next,the state would have to step in with dedicated commissions and the investment needed to formulate regulations.It is

97、 only at this stage that hyperloop developers can get on board and realise their ambitions.This includes financing studies or construction,an active programme to engage with local partners,and a willingness to deliver a regulatory framework.In the end,hyperloop systems that are to be used as public

98、transport will require varied funding sources and financing mechanisms from both the public and private sectors including airports,ports,developers,banks and others.Some of the companies surveyed saw the role of the state as being supportive of innovation and the creation of a new industry,but also

99、responsible for delivering a service to citizens.When asked who should be part of the discussion on regulating the hyperloop,many companies pointed to the work of Shift2Rail and other hyperloop companies.Some mentioned aerospace,space and road vehicle agencies,given their knowledge of high-tech vehi

100、cle design.Rail regulators were seen as crucial for communication and other standards.In terms of broad regulatory aspects,infrastructure development and evacuation or fire hazards were most commonly highlighted as priorities for regulation.Many aspects of regulation,including planning and sustainab

101、ility requirements,will be no different for a hyperloop system than for any other linear transport infrastructure.Compliance with national and regional regulations and policies is self-evident and therefore not addressed in detail in this report.One area where regulatory authorities will not comprom

102、ise,however,is passenger safety.16/PreviousNextStakeholders were asked to consider how well they thought hyperloop would be received by the different user communities.Hyperloop companies were confident that users would like it,but acknowledged that most people would not want the infrastructure in th

103、eir backyard.See figure 3.Internal stakeholder research showed that hyperloop was seen as a positive development when people knew what it was and what it offered.Although the transformational benefits of hyperloop may be difficult to quantify,making local and regional communities aware of the techno

104、logy and its potential through the leadership of independent experts in the built environment was seen as a fundamental part of user acceptance.5.Inclusivity and sustainabilitySpringboards for implementationThe general public has little or no knowledge of what hyperloop is,the ways in which it might

105、 develop,and the difference it may make to peoples transport options.17/PreviousNextThe sustainability of hyperloopThe sustainability of hyperloop matters greatly to most of the stakeholders surveyed.See figure 4.In Dec 2020,the European Commissions Sustainable and Smart Mobility Strategy11,which me

106、ntioned hyperloop,suggested that by 2030 scheduled mass transit under 500km within the EU should be carbon neutral.This is an area where policy may boost hyperloop development,as well as influence the prioritisation of regulation in this space.Many of the research participants saw the need for low-c

107、arbon concrete and steel to deliver a decarbonised infrastructure.It was also noted that the carbon intensity of the grid would define the sustainability of operations,and that technological advances in battery design would also affect the efficiency of a hyperloop system.During this research,an exp

108、ert cited a statistic comparing the CO2 emissions of one million passengers travelling a distance of 500km.Hyperloop journeys powered by a typical 2020 EU energy generation mix would equal 6,000 tonnes,while aircraft journeys using typical 2020 aircraft models and fuel mixes resulted in 107,500 tonn

109、es.The aircraft industry is reviewing its sustainability,however,and it would not be fair to compare a future hyperloop system with current air transport.An in-depth study analysing future transport solutions would present a more relevant picture.On a wider point,one should remember the Marchetti Co

110、nstant,according to which people tend to spend the same amount of time commuting,regardless of travel mode.Extrapolated onto travel more generally,this would point to the risk of hyperloop creating demand rather than providing environmentally better answers to current transport usage.The inclusivity

111、 of Hyperloop Another important aspect to be addressed is hyperloops degree of social inclusivity.This is largely dependent on the location of stations and whether they would prioritise business travel.Ticket pricing could potentially position hyperloop as a luxury travel mode.Some of the stakeholde

112、rs surveyed said the intention was not for hyperloop to become a form of transport for the privileged,but acknowledged it is something to be aware of and that would depend on projects whole life costs as well as the profile of investors and operators.In the context of regulation,it is essential to p

113、ay attention not just to infrastructure rules but also to equitability,affordability and the net-zero carbon perspective.Figure 3 How well do you think Hyperloop will be received by various communities?Very wellWellNeutrallyWith some difficultyWith a lot of difficultyFigure 4 In your view,how sustai

114、nable is Hyperloop?Very sustainableSustainableNot sustainable nor unsustainableNot very sustainableNot sustainableFigure 5 In your view,how equitable is Hyperloop?Very equitableEquitableNot equitable nor inequitableNot very equitableNot equitableVery equitableEquitableNot equitableNot very equitable

115、AverageNot sustainableNot very sustainableVery sustainableSustainableAverageWith a lot of difficultyWith some difficultyVery wellWellAverage18/PreviousNextIdeally,a single regulatory framework would enable all current hyperloop propositions.Discussions on the likelihood of this revealed a certain de

116、gree of optimism.Stakeholders understood the value of working towards interoperability as a goal but were cautious due to commercial competition and a lack of political leadership.When asked how easy it would be to transfer a regulatory framework across geographies,respondents were quite positive an

117、d saw the benefits of a global standard established through regulation providing much-desired commercial certainty.See figure 7.6.Crossing boundaries How to bridge the gapsAs to which geographies would lead the way in establishing hyperloop regulation,some respondents acknowledged opportunities in N

118、orth America and the Middle East,but all saw Europe as the leading geography see Figure 6.This may simply be a reflection of the fact that all the interviewees operate in the EU,but was primarily based on the notion of a strong existing regulatory environment and national powers with an interest in

119、frameworks that foster innovation.19/PreviousNextThis is evidenced by the creation of technical committee JTC20 the leading programme globally on hyperloop regulation by the European Committee for Standardization(CEN)and the European Committee for Electrotechnical Standardization(CENELEC).High-speed

120、,ground-based modes of transport involving propulsion systems do not exist in North America.The majority of the railways under federal regulation are freight and operate at relatively low speeds,which is not the case for hyperloop12.For that reason,hyperloop regulation may not necessarily follow sea

121、mlessly from the current landscape.The introduction of unmanned aerial vehicles(UAVs)and other advanced air mobility(AAM)solutions into the aerospace regulatory context represent an interesting comparator.In the aviation sector,AAM is the closest to hyperloop,being a similarly disruptive innovation

122、with many technical,societal and regulatory challenges.As part of the NASA Urban Air Mobility technical working group,Arup has participated in an exploration of regulatory options resulting in a NASA white paper.13 Figure 7 How transferable do you think a regulatory framework is across geographiesVe

123、ry transferableTransferableSomewhat transferableNot transferableNot at all transferableWhen asked how easy it would be to transfer a regulatory framework across geographies,respondents were quite positive and saw the benefits of a global standard established through regulation providing much-desired

124、 commercial certainty.Very t rans ferableTrans ferableNot at allNot verySomewhat t rans ferableFigure 6 In which geographies do you see the regulatory framework coming forward the fastest?Americas(USA/Canada)Eroupe(through the EU)Middle East United KingdomAsia Ame ricas(USA,Canada)EUAsiaO therMEUK/2

125、0PreviousNextGlobally,a clear policy and regulatory framework for AAM aircraft is still under development.In the UK,for example,the Department for Transport(DfT)is responsible for national policy on infrastructure and operations,while the Civil Aviation Authority(CAA)is responsible for implementing

126、the regulations set by the DfT and for setting up the certification guidelines for AAM aircraft.North AmericaIn the US,the Federal Aviation Administration(FAA)fulfils the roles of both civil aviation authority and traditional air navigation service provider,and is responsible for regulating airspace

127、 operations throughout the National Airspace System(NAS).In this context,while the private sector can undertake much of the work,it is for public authorities to set the rules.For example,the DfT could issue a National Policy Statement on AAM infrastructure,while the National Policy Planning Framewor

128、k could be updated to provide guidance on how to accommodate AAM into local planning.Through these frameworks,community and stakeholder engagement can make a difference in the adoption of disruptive technology.Europe A pilot study for the European Union Aviation Safety Agency(EASA)used Arups SoundLa

129、b to assess peoples responses to AAM noise.The study found that annoyance from AAM vehicles could be higher than for other transport modes,which may have implications for relevant planning and regulation.In Europe,regulatory contexts tend to rely on good governance,democratic representation and civi

130、c engagement.In other geographies such as North America and the Gulf States,which are considered hotbeds of innovation,the prevalent approach leans towards self-regulation.This research is not intended to advocate for one method of regulation over another,but to simply illustrate the diversity of ap

131、proaches that need consideration.Stakeholders understood the value of working towards interoperability as a goal but were cautious due to commercial competition and a lack of political leadership.21/PreviousNextAs part of this research project,Arup identified different scenarios for approaching hype

132、rloop regulation,including the option of allowing private independent assessment,free from government intervention,in certain geographies and regions.Participants in the study were asked questions exploring the risk of each scenario,the drivers behind it,and the minimum viable regulation it requires

133、.Summing up the experiences of the workshop participants,the answers given by the interviewees and the results of the desk research,the Arup team has compiled a set of recommendations on the next steps needed to advance hyperloop regulation.7.Options for hyperloopRecommendations and next steps22/Pre

134、viousNextFreight On private landISAFreight On public landInfrastructure onlyPassengersOn public landFull RegulationFigure 8 The freight pathfinder concept sequence7.1 Start with the freight pathfinderAs an emerging mobility technology,hyperloop could find early applications in the logistics sector,m

135、oving high-value goods at speed as a competitor to air freight.One suggestion is for hyperloop to complement air freight as a rapid,direct freight solution connecting airports,ports or logistics hubs.By omitting the transport of people,a freight-only pathfinder would focus on technical,environmental

136、 and energy regulations while avoiding passenger safety rules.The less stringent requirements would help advance this emerging innovative technology in the short term.Because logistics is a rapidly growing industrial sector,it is likely that freight could get early funding to progress the technology

137、 and infrastructure of hyperloop.It remains to be seen,however,whether there is enough demand for freight to use high-speed delivery and bear network costs.Several hyperloop technology companies are indeed considering a freight route,either as a stepping stone to a passenger route or as an independe

138、nt offering that could potentially be delivered entirely by private entities and with the involvement of independent safety advisors rather than through a formalised and recognised regulatory framework.Success for freight does not guarantee success for passengers.Many additional considerations are r

139、equired for passengers,such as comfort and emergency evacuation.Geographically,there is no evidence proving or denying a correlation between freight and passenger corridors.Given the different levels of traffic demand and city locations,it is possible that freight routes would not be reused for pass

140、enger transit,but testing would be required to confirm or disprove this hypothesis.While scalability and interoperability are essential for the sustainable profitability of a hyperloop network,delaying the passenger transport stage could be beneficial.However,the ultimate goal of passenger transport

141、 should be considered at an early stage,even when exploring the minimum viable state for regulation of early freight pathfinder infrastructure.Success for freight does not guarantee success for passengers.Many additional considerations are required for passengers,such as comfort and emergency evacua

142、tion.Governments could set principles for the development of larger-scale systems across public or private land.For example,the National Planning Policy Framework,National Policy Statements and Nationally Significant Infrastructure Projects in the UK.23/PreviousNextFreight On private landISAFreight

143、On public landInfrastructure onlyPassengersOn public landISAComms regulationRail regulationAviation regulationOther regulationFull Regulation7.2 Learn from other sectorsAdapting existing regulations and frameworks to hyperloop may provide the most robust way to deliver it,since it uses technology fr

144、om a range of different mobility sectors primarily rail and aviation and intersects with other areas such as autonomous vehicles,telecommunications and wider infrastructure.Bilateral commissions,wider collaboration,national legislation and policy evolution could all be used to either incorporate hyp

145、erloop into an existing framework or to define specific regulations.Not all existing regulations would be applicable or transferable to hyperloop.Nothing covers vacuum tubes,for example,and while aerospace standards might deal with the contingency of pod depressurisation,the possibility of the tube

146、being breached and a pressure wave hitting the pod is unique to hyperloop.More broadly,there is a danger of stifling development by linking new technology with existing technologies,in the same way as autonomous buses being held to rail standards with stricter-than-necessary regulations.Hyperloop ha

147、s much to learn from rail and aviation when it comes to visual and noise concerns,land impact and proximity to stations.The regulation and consenting processes for long-distance pipelines and cabling in the power and telecommunications sectors would also be relevant.The Airbus A380 programme could b

148、e a good example when considering the minimum viable state for hyperloop regulation.This vehicle-based megaproject was at the boundaries of the regulatory framework while in service,with a need to prove safe operation in test facilities.Test facilities for hyperloop should find where existing regula

149、tions are applicable and identify where we have gaps.Rail and aviation took several decades to converge on accepted regulations.If the hyperloop industry bifurcates and creates different standards throughout,it could take an equally long time for everyone to converge,particularly in terms of interna

150、tional alignment enabling connections between countries.Bilateral commissions,wider collaboration,national legislation and policy evolution could all be used to either incorporate hyperloop into an existing framework or to define specific regulations.Figure 9 The relevance of other industry regulati

151、ons24/PreviousNextFreight On private landISAFreight On public landInfrastructure onlyPassengersOn public landISAComms regulationRail regulationAviation regulationOther regulationFull Regulation7.3 Foster a collaborative,global approachTo fully realise its potential,hyperloop will need new,bespoke re

152、gulation that takes what is good from other sectors and cuts out stifling and archaic rules.In this context,an integrated collaborative approach involving innovators,regions and governments is the way to go,as it will drive towards common principles and standardised components even if the systems th

153、emselves are not connected.Research participants expressed concerns,however,that a competitive approach will become the default in the absence of strong leadership.The so-called“gauge war”between expanding railway companies in Great Britain in the 19th century is a great example of a conflict betwee

154、n two similar but incompatible technologies escalating to a struggle over commercial primacy.It testifies to the risk of prioritising commercial competition and innovation over clarity and integration in regulation.With hyperloop,this risk could potentially extend across country boundaries.Whatever

155、new rules may be introduced to regulate the infrastructure and vehicles,because hyperloop will cross regional,national and international boundaries,it will have to comply with existing consenting and regulatory processes that are relevant to its operation.It is important not to underestimate the ext

156、ent of regulation covering land use planning,land acquisition and environmental protection.Gap analysis should be applied across the existing regulations and regulatory environments to identify the best way forward,keeping in mind that safety is paramount and should always be the starting point.Figu

157、re 10 Leveraging discipline and component knowledge for regulations25/PreviousNextHyperloop is establishing itself as a hybrid technology,and as such the right regulatory context for it is yet to be defined.In the literature,hyperloop is mostly associated with rail technology(44%of publications),fol

158、lowed by road(24%)and aviation(7%).A quarter of publications are about hyperloop exclusively.The development of hyperloop,including vehicle design and associated technologies,is still at an early stage.Most of the people involved in Arups research project thought that hyperloop would become a realit

159、y for passenger transport within the next two decades.But there is no consensus yet on the technologies to be used as standard,with some aspects of the technology still very much in the process of being developed and optimised.Standardisation will be crucial to achieving an intraoperative solution t

160、hat ensures consistent operations across geographies.Standards should allow for the use of different technologies rather than creating a monopoly for one development company.However,encompassing all emerging companies should not be a priority that sets back progress in the regulatory space.In Europe

161、,JTC20 is actively working on hyperloop regulation,with standardisation,interoperability and security as high priorities.Direct legislation is yet to be created,and while hyperloop will partially integrate elements from rail and aviation,it is likely that customised regulations will be needed to sup

162、port its development and operations.Best practices in rail and aviation are likely to provide the backbone of safety standards for passengers.It is possible that,initially,some hyperloop development companies will seek certification of the technology for cargo operations.This could also be used as p

163、roof of concept for future passenger services.History shows that regulation always follows innovation,it does not precede it.But it is important at this early stage,after a period of intense innovation,to define what regulation should mean for hyperloop as a new transport technology.New policy,regul

164、ations and standards will shape the needs and expectations of companies operating in this space.The expectations of business and society at large are also changing,as they shift towards net-zero technologies.Hyperloops net-zero aspiration must be backed up by firm evidence if it is to progress to im

165、plementation.Arup is ready to advise and partner on the important work of shaping the future of hyperloop regulation in the context of a sustainable future that calls for transformative change in every aspect of society.A hybrid technologyConclusionHyperloops net-zero aspiration must be backed up by

166、 firm evidence if it is to progress to implementation.As hyperloop technology develops,so will the importance of its public acceptability.Hyperloop will only thrive if communities understand its implications and opportunities,and stakeholders are able to engage in fruitful and collaborative discussi

167、ons.26/PreviousNextEndnotes1 Pathways to the Future of Transportation A Non-Traditional and Emerging Transportation Technology(NETT)Council Guidance Document2 https:/ https:/www.transportation.gov/nettcouncil4 https:/hyperloopconnected.org/2019/06/report-the-future-of-hyperloop/?msclkid=f4dd7986b1be

168、11ec93e9bcfef01b0c915 https:/tcdocs.ingeniumcanada.org/sites/default/files/2020-08/Hyperloop%20prelim%20study.pdf?msclkid=b7a01a70b1bf11ecb03f419483b3393d6 Sustainable and smart mobility strategy Delivered at local level|Think Tank|European Parliament(europa.eu)7 Pathways to the Future of Transporta

169、tion|US Department of Transportation8 https:/www.transportation.gov/nettcouncil?msclkid=938b1af2b1be11ec965a1b9b272efbf69 Current railway models(Great Britain and overseas):an evidence paper,Department for Transport,19 March 2019,available online in https:/assets.publishing.service.gov.uk/government

170、/uploads/system/uploads/attachment_data/file/786969/current-railway-models-gb-and-overseas-evidence-paper.pdf10 NETT Council Pathways to the Future of Transportation.Available online:https:/www.transportation.gov/policy-initiatives/nett/pathways-future-transportation11 https:/transport.ec.europa.eu/

171、system/files/2020-12/mobility-strategy-memo-qa.pdf12 Preliminary Feasibility of Hyperloop Technology,RFP-T8080-180829,Transport Canada,July 202013 NASA White paper:Rizzi,S.A.,Huff,D.L.,Boyd,D.D.,Bent,P.,Henderson,B.S.,Pascioni,K.A.,Sargent,D.C.,Josephson,D.L.,Marsan,M.,He,H.B.and Snider,R.,2020.Urban air mobility noise:Current practice,gaps,and recommendations(No.NASA/TP-20205007433).27/PreviousNextContact:Lara Tabet Associatee:Lara.T8 Fitzroy Street,London United Kingdom,W1T 4BJ28/PreviousNext