AN INTEGRATED DESIGN VISION FOR THE HYPERLOOP
Rustem Baishev1, M.Sc Arch, Assoc. AIA
1
RB Systems, 123317, Russian Federation, Moscow, Presnenskaya Emb., 6-2, 19th floor, suite 1913
tel: +7(916)884-8995, email: rb2958@columbia.edu
http://www.rb-systems.us/
Prepared for ASCE 2017 Congress on Technical Advancement, Infrastructure Resilience Division
ABSTRACT
For the Hyperloop transportation system proposed by Elon Musk earlier in 20132, Rustem Baishev presents an
integrated design vision both for a station and a passenger pod. The station’s design is as of now speculative and is
not tied to a specific location, due to yet uncertain public intent in commissioning such a building; nonetheless - with
a firm promise of such an intent to arise in the foreseeable future - there is a strong sense in exploring its potential
layouts. With no previous precedents in such building typology, many spatial and programmatic concepts had to
be invented. Likely, they will continue to be subjects for testing until a reasonable worldwide standard in such typology is established. For now, an exploratory road has been taken and a detailed proposal for a station was made,
formulating key-features of passengers’ and pods’ logistics, which is believed to be the factor of an utmost influence
over a station’s design.
Fig. 1 - the station’s principal drawings - plan & cross sections
AN INTEGRATED DESIGN VISION FOR THE HYPERLOOP
PAGE 1
TABLE OF CONTENTS:
Abstract
р.1
The Station
р.3
Railshift
р.4
Spatial reserve for pressurization equipment
р.5
Safety zone
р.5
Interior experience
р.6
Glass dome
р.7
The pod
р.8
The pod’s CFD
р.8
The tube
р.10
Epilog
p.12
References
p.13
Fig. 1a
Fig. 1a - Pod’s model front view
Fig.2 - Station’s overall view
Fig.3 - Station’s section
Fig. 2
AN INTEGRATED DESIGN VISION FOR THE HYPERLOOP
Fig. 3
PAGE 2
1. THE STATION
1.1 THE STATION’S LOGISTICS
The expected pod’s travel speed of ~1200 km/h is an item for discussion leading to many engineering challenges
in the tube’s design. But the greater issue for designing a Hyperloop station’s layout is that proposed rate of
departures / arrivals is too very rapid in its own respect, estimated to be at 1 pod per minute. Meaning that
complete pod’s handling - to include many various operations - must be performed within such an extremely
short amount of time. Besides of a vast degree of automation, it would require a well-thought-out sequence of
spaces, and to our firm believe, an absolutely necessary change in levels to separate arriving and departing
vehicles. Level difference is pretty much the only mean to make such a demanding pace of throughput achievable
- otherwise a station’s footprint would have to grow sideways extensively. In this concept, once a pod enters the
station’s interior space after being cleared at a pressurized airlock, it is put on a robotic cart that carries it through
the tracks to a designated platform. From this point the throughput is organized as a queue, and after passengers
leave the pod, the vehicle then proceeds to enter the service block to undergo unloading of luggage, after which
it is put on a turntable elevator, which then lifts it to an upper level. It is at this upper level the pod is finally prepared for
departure, change of batteries and supplies, loaded with luggage again and is released to proceed to departure platforms
for the passengers to board. After that, the pod is ready to leave; the sequence of departures/arrivals is managed by an
automated dispatching system.
PLATFORM
M
A
I
N
T
E
N
A
N
C
E
PLATFORM
PLATFORM
PLATFORM
Fig. 4 - Types of stations - Through-traffic / End Hub (the latter is described)
Fig. 5 (below) - Pods’ logistics diagram
Fig. 6 - Pod’s movement through the station diagram
POD’S MOVEMENT ON THE CURVED RAILS
IS PERFORMED ON ROBOTIC CARTS FITTED
ON LINEAR BEARINGS:
ARRIVING SEQUENCE
DEPARTING PODS
DEPARTING SEQUENCE
ARRIVING PODS
ARRIVING LUGGAGE HANDLING
RESERVE PODS
DEPARTING POD ARRIVING POD
DEPARTING LUGGAGE HANDLING
AN INTEGRATED DESIGN VISION FOR THE HYPERLOOP
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1.2 ROBUST, LONG LIFE-SPAN, MINIMUM MAINTENANCE RAILSHIFT
One of the key-features of the design is the method proposed for separation of the vehicular flow through the
station - an answer on how to connect a single exit from the tube with at least 20 platforms. An initial analysis had
revealed that mechanical applications, especially exposed ones, involving rotary systems, elevating systems might likely be subject to jams affecting the scheduled queue operations in a domino effect, and may also require
a constant surveillance and a frequent maintenance. A robust, composite concrete-made rail shift (Fig. 7) - even
if being a conventional system - is a solution proven by time, requires minimal service, and allows for a streamlined operation, through which all the pods travel on automated carts, making it easy to remove a faulty vehicle
from the queue. This is a signature part of the design, which dictated the station’s layout and overall form. It is
also believed that the rail shift has to absolutely occur inside of a station, after an airlock, since that shifting tracks
within the pressurized tube’s environment would result in a significant engineering challenge.
CHECK-IN ZONE
WAITING HALL
TIMETABLE
SERVICE BLOCK GATES
DEPARTURE CONCOURSE
DEPARTURE PLATFORMS
RAILSHIFT
RAILSHIFT SAFETY ZONE
PV PANELS
1.3 SOLAR ENERGY
THE TUBE
Fig. 7 - Railshift overview
In order to provide an off-the-grid source of energy generation vast arrays of photovoltaic panels are integrated
into the building’s envelope. The diagram below (Fig. 8) shows the solid roofing assembly which perimeters the
station and transitions into the arrays which cover surrounding landscape. Other PVs are built in into the glass
dome.
SLAB
STRUCTURE
PHOTOVOLTAIC PANELS
(RAIN SCREEN)
Fig. 8 - Integrated PVs
AN INTEGRATED DESIGN VISION FOR THE HYPERLOOP
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1.4 MASSIVE SPATIAL RESERVE FOR PRESSURIZATION EQUIPMENT AND SAFETY SYSTEMS
An amount of machinery required for provision and maintenance of pressurization in an airlock is yet unknown,
therefore a considerable space reserve was laid out surrounding the area where the tube enters the station. The
machinery and other necessary equipment is to be housed within the station’s “beads”, parts of which are made of
soil that was excavated to form the station’s “bowl” - a zone which is covered by the glass dome. The “beads”, paneled by vast arrays of photovoltaics to generate energy as mentioned above, make the station to be “submerged”
in landscape - yet another safety precaution on an urban scale.
1.5 VAST SAFETY ZONE TO SEPARATE PLATFORMS FROM THE TUBE’S ENTRANCE
The potential safety risks of dealing with low-pressure environment and such a rapid movement of vehicles through
a station are not yet formulated; most likely, they are to be considerably high. As a mean of safety, the entire zone
in-between the platforms and the tube’s exit is made inaccessible for passengers. It is a space reserve, provided
with applications to remove faulty pods from the queue.
WAITING HALL
DEPARTURE
PLATFORMS
DEPARTURE CONCOURSE
SERVICE BLOCK
BAGGAGE CLAIM
ARRIVAL PLATFORMS
ARRIVAL CONCOURSE
Fig. 10 - Platforms / Service Block configuration drawing
Fig. 9 - Platforms and levels diagram
RAILSHIFT
DEPARTING PLATFORMS
SAFETY ZONE
ARRIVING PLATFORMS
TUBE
AIRLOCK
SPACE RESERVE FOR PRESSURIZATION
EQUIPMENT AND SAFETY SYSTEMS
Fig. 8 - Programmatic diagram
AN INTEGRATED DESIGN VISION FOR THE HYPERLOOP
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1.6 INTERIOR EXPERIENCE
The goal for the interior atmosphere is to be truly a celebration of pure excitement of travel using a forefront
technology. An airport, as well as a conventional train station - are usually the typologies which are expressive
the most, and serve as a “face” to a city in which a traveler arrives. The intent was to design a spacious, brightcolored interior filled with light, formal enough and spiritually uplifting, in a space-age aesthetics, symbolizing a
technological breakthrough that the Hyperloop is. The navigation is made easy, with timetables located simply
above each track. The Service Block is separated from
the station’s interior by a transparent storefront, making
passengers able to see the pods being handled by
intricate machinery. A spacious waiting hall provides
leisure facilities such as cafeterias, and opens up to
captivating panoramic views of the entire station’s
interior. The glass composition and PV cells that are
molded within the glass assembly do protect the interior
space from an excessive solar heat gain.
Fig. 12 - A view from the waiting hall towards the platforms
Fig. 11 - Interior views
AN INTEGRATED DESIGN VISION FOR THE HYPERLOOP
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1.7 GLASS DOME
A structural concept for the vast span of the dome is conceived as a uniform space truss that rests on a structural
ring, which encloses the entire perimeter of the building. An experimental idea of using light fiberglass pipes and
nodes, partially assembled in a factory and then on site, allows for greatly reduced weight of the system and
unconventional spans of nearly 100m, with the individual unitized structural cell’s size of 5x3m.
BUTT JOINT
PHOTOVOLTAIC
CELLS
LOW-E GLASS
WHITE PAINT
LOCK JOINT
FIBERGLASS
NODE
ALUMINUM MULLION
Fig. 13 - 5x3 m unitized structural cell
FIBERGLASS TUBE, Dia.=220 mm
Fig. 15- Fiberglass joint + glass composition detail + dome (below)
R 115000
R 169000
R 223000
220000
Fig. 14 - The Glass Dome’s principal dimensions
AN INTEGRATED DESIGN VISION FOR THE HYPERLOOP
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2. THE POD
The goal for the pod’s design was to come up with a user-friendly, non-aggressively looking machine that would
appeal to many categories of travelers; a design that does not remind of a flying engine, but rather an elegant
hybrid of an airplane with a high-speed train. The most design effort went into aerodynamics - in a belief that a
low pressure environment in the tube (not a full vacuum) would still leave the vehicle subject to drag, which might
be minimized not only by locating a compressor at the front, but by aero design as well.
2.1 THE POD’S INTERIOR
The interior is a no-aisle layout with two rows of seats separated by a central console. The entertainment system
is provided at all times controlled from an elbow-pad touch screen. The boarding is performed from both sides.
The luggage compartment is located above the cabin, and is accessed only inside of the service block and if
passenger doors are closed. The passenger doors are sized rather generously, with hope that further technology
development would allow to handle such apertures efficiently from pressurization standpoint.
Fig. 19 - CFD test showing Air Gills performance in the flow
Fig. 16 - Air Gills
Fig.17 above - Pod’s front/rear/section views. Fig.18 (below) - Pod’s elevations
AN INTEGRATED DESIGN VISION FOR THE HYPERLOOP
Fig. 20 - Pod’s technical section fragment
PAGE 8
REDUCED SURFACE DRAG OF THE FLOW ADJACENT TO
THE POD’S SURFACE BEHIND THE BOUNDARY LAYER SUCTION IMPELLER
AIR GILLS - FLOW TRANSIT FACILITATION + LATERAL STABILIZATION
2.2 THE POD’S CFD
Fig. 21 - CFD test
A lot of consideration was given to aerodynamics for the nose of the vehicle - the compressor’s impeller is exposed and its blades are designed to be bulging out off of design surface to provide boundary layer suction,
greatly reducing the surface drag along the entire pod’s body behind the impeller; the impeller is housed in a
round nacelle that is partially covered by body panels blended with the end of the nose; behind the impeller are
also the gills that evacuate an excessive flow and push it against the walls of the tube to provide additional lateral
stabilization. The aerodynamic concept is theoretical, but was proven effective in a low-resolution CFD test (Fig.
21). The engine’s compressor chamber is a spiral volute, in a turbo-like principle, to occupy less space inside
the vehicle (Fig. 23). Propulsion and levitation systems are not addressed in detail, but conceptually laid out as
electric and air skis respectively, in accordance with the proposals in the Alpha paper1.
Fig. 22 - Pod’s technical section fragment
Fig. 23 - Example of impeller’s CFD showing flow being redirected into spiral volute2
Fig. 24 - Pod’s physical model
AN INTEGRATED DESIGN VISION FOR THE HYPERLOOP
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3. THE TUBE
The “Hyperloop tube” is the main infrastructural element through which the pod travel occurs (Fig. 25).
Alternatively to schemes in Alpha Paper2, the vertical stacking of the tubes is chosen as a more rigid structural scheme, as a mean to achieve less frequent pylons’ spacing to save resources on the groundwork, to
1. TUBE
2. SERVICE SPACE
3. BEARING PYLONS
4. CASTELLATED BEAM
5. EXPANDED SCHEME
4
5
2
1
3
Fig. 25 - The tube’s 3D view
Fig. 26 - Tube’s sections
provide a continuous intermediate service space in between the tubes and beams for stator motors’ and other systems’ location and maintenance, and also to allow for the future expandability. It is also an important
part of the emergency evacuation strategy, where such space allows for provision of the Evacuation Hatches
to be spaced evenly along the route. When an emergency stop of the pod occurs - the pressure inside the
tube is equalized with the atmospheric one, then passengers leave the pod and ladder down into the service space from which they get to the ground by the ladders or stairs located in select pylons. The tube is
an assembly, which consists of elements showcased in Fig. 26 and Fig.27, of which most important are:
FOAMGLAS INSULATION
As a mean to reduce hazardous effects of the metal’s thermal expansion, the tubes are wrapped in prefab blocks
of Foamglas insulation, which moderates temperature fluctuations arising from exposure to the solar heat.
PHOTOVOLTAIC ARRAYS
The tube is clad in prefab sheet metal aluminum panels as a mean of protection against the weather effects. On
top of the cladding are mounted the PV arrays, in form of the flexible transparent ETFE sheets with molded-in
PV cells, which allows for an easy installation as the sheets can follow the curvature of the tube, being mounted
on self-adhesive patches. PV’s position and surface area is determined by the sun’s angle per geolocation of
the each fragment of the tube.
THE CASTELLATED BEAMS
The introduction of castellated beams is to increase the span and pylons’ spacing. Being mounted sideways on
the pylon’s frame, it supports the gravity load of the upper tube; the lower tube is hanging from it. It also becomes
a “receiver” for all adverse forces such as seismic and others, which would be alleviated by damping joints to
isolate the tube itself from destabilizing vibrations/movements.
THE PYLONS
Spaced every 50m, they consist of composite columns tied by steel links and steel inserts to pick up the castellated beams. Columns cladded in metal is an option.
EXPANDABILITY
The sideways mounting of the beams which rest on the pylons’ columns allows for addition of tubes should
AN INTEGRATED DESIGN VISION FOR THE HYPERLOOP
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2
PRESSURIZED WINDOW
WINDOW WEATHER CAP
STEEL TUBE
STATOR MOTORS
LIGHT CONCRETE
FOAMGLAS INSULATION
POWER CONDUITS (ACCESSIBLE FROM
THE SERVICE SPACE)
SHEET METAL ALUMINUM CLADDING
DAMPING JOINTS
ANGELINA BEAM
FLEXIBLE ETFE SHEETS
W/ PV CELLS MOLDED
SERVICE SPACE IN-BETWEEN
THE BEAMS (WALKABLE)
1
Expansion diagrams:
1 - Dual tube
2 - Quadruple tube expanded
Fig. 27 - The tube’s assembly diagram
a demand in the system’s expansion arise. The new columns are being stack-mounted on top of the initial ones,
requiring minimum construction intervention and no additional foundations. Foundations are calculated to withstand expanded load capacities.
THE WINDOWS
As the greatest thing about the Hyperloop clearly is the speed, there is a possibility of attracting more users by
providing a feature that allows to actually sense it. Even with all the engineering issues to make the system real,
there might be an ultimate vision that relies on a moment in the future when technology is proven and advanced
enough to implement extreme design features. Providing windows (portholes) in both the tube and the pod would
allow for actually sensing the speed in relation to landscape objects, making the Hyperloop even more an exciting experience. For pressurization issues the windows are made to be individual apertures spaced every so
often. The spacing is calculated the same way as “frames per second” in movie-making - it is determined what
distance the pod travels in one second at every fragment of a route, and this number is then divided by 25 - an
AN INTEGRATED DESIGN VISION FOR THE HYPERLOOP
PAGE 11
amount of FPS that, if played continuously, human eye perceives as a steady image. For a very short moment
the windows both in the tube and in the pod would align, and if the pod flies so fast that in one second it passes
25 windows, then the passenger’s eye would see an uninterrupted passing image of an outside. Whether it is a
landscape or a city that the pod passes through, it seems as truly entertaining to be able to visually perceive such
a speed. For the pod cruising speeds of 300m/s, the window spacing is 12m, which requires only 6 apertures per
every tube’s 50-meter-long sector.
EPILOG
Above mentioned are only few factors which the
future station’s design will likely be revolving around.
With all the excitement that surrounds the Hyperloop
system and its disrupting potential, it is likely that we
will continue to see many designs addressing its every
feature. This project is to demonstrate an importance
of high-performance, integrated design and the holistic
visual characteristic it provides, giving related looks
and principles to all the parts ranging from a piece
of furniture to a vehicle, a station and, ultimately, to
its master planning aspects. The experimental nature
of this work is to encourage entities to join forces in
bringing the Hyperloop project closer to reality.
Fig. 28 - Parametric Model for the dome’s structural truss
Fig. 29 - Station’s sections
AN INTEGRATED DESIGN VISION FOR THE HYPERLOOP
PAGE 12
REFERENCES:
Musk, E. “Hyperloop Alpha”, (Aug 12, 2013)
http://www.spacex.com/sites/spacex/files/hyperloop_
alpha.pdf
2
Jadhav, S. “Performance Evaluation of Micro Gas
Turbine with CFD”, (2014)
https://www.linkedin.com/pulse/2014041707404014648565-performance-evaluation-of-micro-gas-turbine-with-cfd
3
Fig. 30
Full project at:
https://architizer.com/projects/hyperloop-station/
Fig.30 - Pod’s Air Gills
Fig.31 - Pod’s Physical Model
Fig.32 - Station’s view
Fig. 31
Fig.32
AN INTEGRATED DESIGN VISION FOR THE HYPERLOOP
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