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www.salo.fi Hyperloop Proof of Operations Facility, Technical Report TASK 3: Environmental Summary 04/2017 Ramboll Finland Oy
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Page 1: Hyperloop proof of facility - Saloon.fi · Hyperloop One Technology A Hyperloop One system is comprised of a vehicle carrying passengers or freight travelling through a controlled,

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Hyperloop Proof of Operations Facility, Technical Report TASK 3: Environmental Summary

04/2017

Ramboll Finland Oy

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Environmental Summary • Hyperloop would bind the city network of Southern Finland as a

coherent and attractive employment and economic region

• Hyperloop would increase the development potential of the regions of Turku and Salo and have a positive impact on the accessibility of the regions and their status as parts of the Helsinki metropolitan area and the larger international development region

• Environmental impacts to landscape, ground water, geology, nature, living areas etc. along the corridor should be anticipated

• Mitigations for the above categories should be developed in future planning and design phases

• Many adverse impact categories can be mitigated by locating the alignment underground. However, underground alternatives will still require careful assessment of geological, archaeological and ground water impacts among others.

• Similar impacts have been successfully mitigated in analogous project contexts such as gas pipelines, highways, railways etc.

• Sufficient alternatives exist such that, from an environmental point of view, no insurmountable obstacles have been identified at this stage

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Technical Summary

• Potential Hyperloop corridors identified for placement

• Geometrical requirements confirmed for this phase

• No impracticable limitations found at this stage

• Potential location for Salo station identified

• Environmental impact criteria identified

• Permitting requirements identified/better clarified

• Cost estimate elements disaggregated/clarified

• Three Main line corridor alternatives have been considered for the purposes of impact identification

• Two Branch line alternatives for the Salo-Hajala branch have been evaluated in more detail for PoF

• Use of existing rail corridor could expedite implementation of the Salo-Hajala test section

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Process Assumptions - Technical

• Understood technical requirements are incorporated to the planning process

• Geometric design criteria relevant as of Q1 2017 provided by Hyperloop One are used as a basis for establishing the concept corridors. Specifications may continue undergoing further refinement as technical development continues.

• Unresolved technical challenges are assumed to be resolvable in future stages

• Where choices were possible, conservative assumptions about the technical capabilities have been selected for this stage.

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Process Assumptions - Environmental

• Larger resolution environmental sensors identified so that potential permitting processes could be anticipated and considered vis-à-vis the implementation schedule

• Environmental sensors are categorized by common attributes to avoid the risk of over-analysis at this stage

• Smaller resolution environmental sensors are assumed to be relevant in future phases when actual alignments are studied in more detail

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Process Assumptions - Financial

• Financial considerations are de-prioritized in this exercise so that technical and environmental impacts could be better understood

• However, extremely high cost alternatives that are not entirely necessary are excluded for practical reasons. Similarly, lowest-cost options understood to dramatically sacrifice the system’s overall level of service are also excluded

• Future assessment phases assumed to base financial prioritization on given budget threshold(s)

• A complete cost-benefit analysis that includes financial considerations necessitates detailed ridership forecasting, also assumed to be handled in future phases

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Contents

1 Background and Purpose

2 Hyperloop Technology

3 Route Planning

4 Impact Assessment

5 Risk Assessment

6 Cost Estimates

1 Background and Purpose

2 Hyperloop Technology

3 Route Planning

4 Impact Assessment

5 Risk Assessment

6 Cost Estimates

7 Alternatives Comparison

8 Authority Discussions and Stakeholders

9 Conclusions and Next Steps

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Hyperloop, System Benefits

• Faster travel times for center-to-center trips

• Brings Nordic cities ”closer”

• Acceleration of regional/community development

• Comfortable travel conditions for medium-distance trips

• Energy efficiency potential

• One of Hyperloop’s important benefits is its low energy consumption and resultant role in transitioning from fossil to renewable fuels (particularly the decrease of kerosene consumption in air traffic).

• On-demand transport solution

• Mobility-as-a-Service (MaaS) integration opportunities

• Lower potential costs than other transport infrastructure

• Technology containment within controlled environment

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Leveraging Hyperloop for Salo

The impetus for assessing Hyperloop goes well beyond any potential benefits of introducing an entirely new mode to the Finnish transport network. Salo is serving as a national incubator for evaluating what opportunities - in both the short and long term - a Hyperloop Proof of Operations Facility (PoF) and innovation center could offer the region, and the state. These include specifically opportunities to leverage Salo’s strong information technology knowledge and skills, activate the employment base related to the former Nokia and Microsoft operations, and take advantage of existing facilities as a way to integrate city development with an extremely innovative technology that reduces distances of large geographic areas to minutes.

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PoF Generator Opportunities

Hyperloop technology is in its early phases; the next steps involve much testing and require significant technical knowledge and a highly skilled workforce, excellent matches for Salo. Examples of potential activities at the Salo PoF site include the following opportunities: • Tube design and construction methods

• Study of merge/diverge properties

• Design and testing of operational control systems

• Analysis of emergency conditions and solutions

• Study of pod behavior when banking

• Establishing efficient air pressure models

• Designing and commissioning portal/airlock functions

• Developing efficient acceleration models

• Improved engineering/inefficiencies testing

• Standardization development and testing

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Objectives and Limitations of the PoF Assessment

• The overall objectives of this work are to:

– Validate the physical possibility of a Hyperloop system between Turku and Helsinki, inclusive of branch connections to Salo, to fit within the known basic geometric constraints of the technology.

– Establish a reasonable evaluation corridor(s) so that a preliminary environmental screening exercise can be performed and initial potential impacts identified.

– Develop prelminary risk guidance regarding the implementation potential of the system cognizant of level of service, implementation schedule, and costs

• No specific alignments are recommended or studied in this phase. The placement of Hyperloop within proximate corridors is done to enable the above exercises.

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Contents

1 Background and Purpose

2 Hyperloop Technology

3 Route Planning

4 Impact Assessment

5 Risk Assessment

6 Cost Estimates

1 Background and Purpose

2 Hyperloop Technology

3 Route Planning

4 Impact Assessment

5 Risk Assessment

6 Cost Estimates

7 Alternatives Comparison

8 Authority Discussions and Stakeholders

9 Conclusions and Next Steps

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Hyperloop One Technology

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Hyperloop One Technology

A Hyperloop One system is comprised of a vehicle carrying passengers or freight travelling through a controlled, low pressure environment within a tube.

Since low pressure environment minimizes the aerodynamic drag, the energy consumption is minimized even at high speeds. Non-contact (frictionless) gliding by means of magnetic levitation is used. Design specifics are still being refined and subject to change.

The propulsion is achieved by using linear electric motors.

Thus, to summarize, key components of a Hyperloop One system are the following:

1. Tube

2. Pod

3. Magnetic Levitation and Guidance

4. Electromagnetic Propulsion

5. Transport electronics (Transponics) autonomous control system

Source: Hyperloop One Technical Summary, January 2017

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Contents

1 Background and Purpose

2 Hyperloop Technology

3 Route Planning

4 Impact Assessment

5 Risk Assessment

6 Cost Estimates

1 Background and Purpose

2 Hyperloop Technology

3 Route Planning

4 Impact Assessment

5 Risk Assessment

6 Cost Estimates

7 Alternatives Comparison

8 Authority Discussions and Stakeholders

9 Conclusions and Next Steps

Page 16: Hyperloop proof of facility - Saloon.fi · Hyperloop One Technology A Hyperloop One system is comprised of a vehicle carrying passengers or freight travelling through a controlled,

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Broader Route Target: Helsinki-Stockholm This schematic adds the International Link, which is a sub-sea tunnel between the Finnish to the Swedish coasts, with a terminal in Åland. Completion of the International Link enables the entire Stockholm to Helsinki super-region to function as a single economy. It becomes possible to live in Sweden, work in Finland – and easily commute on a daily basis. (FS Links, Stockholm-Helsinki pre-feasibility, 2016) The system is envisioned, in future phases, to also extend to other cities within Finland as well as the region, including St. Petersburg, Tallinn, and elswhere in continental Europe.

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Rationale of Corridor Placements

The PoF working group established general guidance for the rationale and placement of the corridors used to perform the required assessments. The following criteria were considered in said placements:

– Alt. A: Attempt to identify a corridor that may support the “ideal” operating speed (300 m/s) to the greatest extent possible.

– Alt. B: Maintain the ideal operating speed (300 m/s) but consider an alternative that is mainly underground for the purposes of avoiding most environmental sensors.

– Alt. C: Modify the ideal operating speed alternative to take advantage of the existing transport facility rights-of-way to the greatest extent possible so that implementation schedule can be minimized, regardless of impacts to level of service. In this alternative, it is likely not possible to reach speeds more than half the ideal speed (e.g. <150 m/s) along most segments.

In further phases of planning, other corridors may also be considered for the main line, like the one going via Karjaa. Also, even though the West branch Salo – Hajala (– Turku) has been used as an example, the PoF may also be built towards Suomusjärvi or Perniö.

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Corridor Components

Turku Helsinki

Salo

Hajala

Main Line: Direct connection between Turku and Helsinki

East Branch: The on/off ramp connecting the Salo portal (station) to the main line heading to/from Helsinki

West Branch: The on/off ramp connecting the Salo portal (station) to the main line heading to/from Turku

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Corridor Alignment, Alt. A and B

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Corridor Alignment, Alt. C

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Corridor Profile

A. Main Line Mostly Above Ground

Hyperloop elevations in relation to ground level, Main Line Alternative A

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Branch Placement, West (Salo-Hajala) Branch

Branch Alternative 1 Branch Alternative 2

Branch Alternative 1 follows the existing rail R.O.W. for a short distance and then assumes a smooth geometric alignment towards the Main Line before Hajala. This alternative allows for faster speeds and shorter tube length.

Branch Alternative 2 attempts to follow the existing rail R.O.W. through Hajala and then assumes a smooth geometric alignment towards the Main Line. This alternative results in slower speeds and longer overall tube length but potentially faster implementation schedule.

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Branch Profile, West (Salo-Hajala) Branch

Alternative 1: Maximum speed, shortest overall length, mostly above-ground at Salo (length: ~21 km)

Alternative 2: Slower average speed, follows railway corridor slightly longer before reaching the main line (length: ~27 km)

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Alternative Modeling Output This sample output (Main Line Alt. A, Branch Line Alt. 1) from Hyperloop One’s model provides critical benchmarking information such as reachable velocity and the need of system components. The results are based on preliminary corridor geometry that has been developed in order to support the environmental impact evaluations in this phase. The modelling proved that in main line alternatives A and B with Salo West Branch alternative 1 the maximum speed of 300 m/s can be reached. In main line alternative C top speed was mostly less than 150 m/s. In Salo West Branch alternative 2 speed of 300 m/s was not possible for the whole section.

East Branch West Branch Main line

Source: Hyperloop One

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Contents

1 Background and Purpose

2 Hyperloop Technology

3 Route Planning

4 Impact Assessment

5 Risk Assessment

6 Cost Estimates

1 Background and Purpose

2 Hyperloop Technology

3 Route Planning

4 Impact Assessment

5 Risk Assessment

6 Cost Estimates

7 Alternatives Comparison

8 Authority Discussions and Stakeholders

9 Conclusions and Next Steps

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Regional Impacts - International (Northern Development Zone)

• Helsinki-Salo-Turku-connection is part of a larger development zone

connecting the metropolitan areas in Northern Europe (Northern Development Zone Oslo-Stockholm-St. Petersburg)

• The Hyperloop project supports and strengthens the Northern Development Zone (the ”Superregion of the Baltic Sea”), very powerfully linking the centers of the development zone as a larger employment and economical region

• Internationally attractive environment and investment target for companies

• A basis for innovation development and competitive international markets

• Integrated labour market and economic zone

• Enhances cultural interaction of the metropolitan areas

• Strengthens the importance of Finland as the connection point of Europe and Asia

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Regional Impacts - International (Northern Development Zone)

Source: Ministry of Economic Affairs and Employment

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Regional Impacts - National (Regional Structure of Finland)

• The Hyperloop project would evolve the national transport system and

present a new and interesting means of transportation both for passenger and freight transport. This would further boost the competitive edge and attractiveness of city regions of Southern Finland

• Hyperloop would bind the city network of Southern Finland as a coherent and attractive employment and economic region

• Fast connections to Sweden, Estonia and possibly also to Russia expand the present employment region and provide new possibilities for the expansion of cooperation, regional development and employment mobility

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Regional Impacts - Regional (City Regions in Finland)

• Hyperloop would increase economic development and contribute new energy

to the liveability of the Helsinki, Turku and Salo city regions, among others

• Hyperloop would increase the development potential of the regions of Turku and Salo and have a positive impact on the accessibility of the regions and their status as parts of the Helsinki metropolitan area and the larger international development region

• The Salo region and city have actively initiated and led the pursuit to realize Hyperloop in Finland including a strong willingness to host the development centre and the test track. Salo has especially good capabilities and facilities needed for the development centre and the test track.

• In the Helsinki region it is expected that the significance of the Helsinki Airport as a focal point of the regional structure will increase due to the new Hyperloop connection

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Preliminary Environmental Impact Assessment

The preliminary environmental impact assessment has been carried out based on the following environmental criteria:

• Natura 2000 Areas

• Nature protection areas

• Nature protection programme areas

• Valuable landscape areas

• Groundwater areas

• Valuable geological areas

• Dense residential areas

• Recreational areas

• Regional Development

• Existing and Planned Transport Corridors

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Environmental Impacts, Nature, Alt. A

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Environmental Impacts, Valuable Landscape Areas, Alt. A

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Environmental Impacts, Groundwater and Geology, Alt. A

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Environmental Impacts, Settlement and Recreation, Alt. A

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Environmental Impacts, Alt. B

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Environmental Impacts, West Branch (Salo-Hajala), Alt 1 & 2

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Main Findings of the Environmental Analysis

• Hyperloop would bind the city network of Southern Finland as a coherent and attractive employment and economic region

• Hyperloop would increase the development potential of the regions of Turku and Salo and have a positive impact on the accessibility of the regions and their status as parts of the Helsinki metropolitan area and the larger international development region

• Environmental impacts to landscape, ground water, geology, nature, living areas etc. along the corridor should be anticipated

• Mitigations for the above categories should be developed in future planning and design phases

• Many adverse impact categories can be mitigated by locating the alignment underground. However, underground alternatives will still require careful assessment of geological, archaeological and ground water impacts among others.

• Similar impacts have been successfully mitigated in analogous project contexts such as gas pipelines, highways, railways etc.

• Sufficient alternatives exist such that, from an environmental point of view, no insurmountable obstacles have been identified at this stage

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Typical Impacts During Construction

• Job creation opportunities

• Business development possibilities

• Construction vehicle traffic

• Construction noise

• Blasting vibrations

• Construction site emissions

• Temporary access routes to construction sites

• Construction sites (pump stations, evacuation headhouses, portals)

Mitigation measures for these impacts are the same as in any large infrastructure project.

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Contents

1 Background and Purpose

2 Hyperloop Technology

3 Route Planning

4 Impact Assessment

5 Risk Assessment

6 Cost Estimates

1 Background and Purpose

2 Hyperloop Technology

3 Route Planning

4 Impact Assessment

5 Risk Assessment

6 Cost Estimates

7 Alternatives Comparison

8 Authority Discussions and Stakeholders

9 Conclusions and Next Steps

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Preliminary Risk Identification

The following initially identified potential risks should be included in a future risk management plan:

• Planning:

– Land owner rejections

– Environmental restrictions

– Regulative drawbacks

– Retaining aesthetics on environment

– Ground material composition mixture

• Construction:

– Disrupted supply chain

– Tunneling/boring speeds

– Insufficient funding

• Operation:

– System isolation demands

– Blackouts in telemetrics

– Pressure control hazards

– Security/susceptibility to unforeseen events

– Information security

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Contents

1 Background and Purpose

2 Hyperloop Technology

3 Route Planning

4 Impact Assessment

5 Risk Assessment

6 Cost Estimates

1 Background and Purpose

2 Hyperloop Technology

3 Route Planning

4 Impact Assessment

5 Risk Assessment

6 Cost Estimates

7 Alternatives Comparison

8 Authority Discussions and Stakeholders

9 Conclusions and Next Steps

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• The cost estimation exercise in this study is limited to the civil infrastructure works required to support the implementation of hyperloop technology. The costs include bridges, tunnels, excavations and embankments adapted to suit the geometric and structural requirements of Hyperloop One technology.

• Cost estimation is based on unit costs for different typical types of structures. These civil engineering works were estimated to cost

– ALT A (above ground): 1.5 billion €

– ALT B (below ground): 3.3 billion €

The sums are for Main Line Helsinki – Turku including Salo Branches

• Proprietary hyperloop technology costs, such as tubes, their supports, portals, compressor stations, boosters, power supply, etc., are not included in this study.

• Several significant assumptions were made to produce the above preliminary cost estimations for the civil engineering works component of the system. These include average soil and rock conditions, structural requirements, etc., for Southern Finland based on relevant built highway and railway precedent projects.

• Costs, such as land acquisition, construction technology, planning and design, financing, operations and maintenance, should all be considered in future planning phases.

Cost Estimation

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Turku Helsinki

Salo

Hajala

Main Line

East Branch

West Branch (Salo-Hajala)

Salo-Turku

A B

1 0.13 0.18

2 0.15 0.19

A B

1 0.34 0.59

2 0.36 0.60

A B

1.15 2.75

A B

0.22 0.35 A B

1 1.5 3.3

2 1.5 3.3

Total costs

Cost Estimation, Civil Works, billion €

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Contents

1 Background and Purpose

2 Hyperloop Technology

3 Route Planning

4 Impact Assessment

5 Risk Assessment

6 Cost Estimates

1 Background and Purpose

2 Hyperloop Technology

3 Route Planning

4 Impact Assessment

5 Risk Assessment

6 Cost Estimates

7 Alternatives Comparison

8 Authority Discussions and Stakeholders

9 Conclusions and Next Steps

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Alternatives Comparison

Alt. Level of Service

Permitting Time

Construction Time

Costs Environ-mental Impacts

Regional Impacts

Next Steps

A (above ground)

Good Longest Medium Medium High Good Consider

B (below ground)

Good Shortest Longest High Low Good Consider

C (existing or planned transport corridors)

Poor Medium Medium Medium Medium Medium Abandon

In this exercise, a qualitative comparison is provided for discussion purposes and recognition of the trade-offs between the competing priorities. In future stages, more detailed assessments and further definitions of alignments, schedules, and costs could allow for quantitative comparative analyses to better inform decision making. Implementation schedule and impacts on any alternative can be significantly reduced – though not entirely eliminated – by increasing the length of system placed within tunnels. While this would be advantageous to expediting implementation schedules, it is expected to result to increased costs.

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Contents

1 Background and Purpose

2 Hyperloop Technology

3 Route Planning

4 Impact Assessment

5 Risk Assessment

6 Cost Estimates

1 Background and Purpose

2 Hyperloop Technology

3 Route Planning

4 Impact Assessment

5 Risk Assessment

6 Cost Estimates

7 Alternatives Comparison

8 Authority Discussions and Stakeholders

9 Conclusions and Next Steps

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Authorities Contacted

Following authorities have been contacted/interviewed during the project:

• Centre for Economic Development, Transport and the Environment for Southwest Finland

• Centre for Economic Development, Transport and the Environment of Uusimaa

• Finnish Transport Safety Agency

• Regional Council of Southwest Finland

• Regional Council of Uusimaa

• Finnish Transport Agency

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Main Findings

• Existing right of way for roads and railways can not directly be used for Hyperloop routing according to current legislation

• Mainline will likely require an EIA process and a regional land use plan

• As Hyperloop will represent a new transport system/mode, it will require an own legislation

• Salo test site may be possible to implement via local land use planning processes

• Existing transport safety processes can be applied to Hyperloop

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Authorities

Authorities

• Centre for Economic Development, Transport and the Environment for Southwest Finland

• Centre for Economic Development, Transport and the Environment of Uusimaa

• Regional Council of Southwest Finland

• Regional Council of Uusimaa

• Finnish Transport Agency

• Finnish Transport Safety Agency

• Ministry of Economic Affairs and Employment

• Ministry of Transport and Communications

• Ministry of the Environment

Following authorities have been identified to be significant in the next phases of the project:

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Stakeholders

Private Funders

Universities and Research Institutes

Local Companies

Local associations

Private Companies

Following stakeholders have been identified to be significant in the next phases of the project:

Cities • Salo • Paimio • Kaarina • Turku • Helsinki • Espoo • Kirkkonummi • Siuntio • Lohja

Local Citizens

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Stakeholder Co-operation

Authority stakeholder management follows same principles as in any large infrastructure project: • Negotiations and meetings • Workshops • Formal hearings (EIA, land use plans, permits) • Involvement in local and regional planning processes These can be supported with additional communications tools, such as web-based map questionnaire, field investigations, etc. With inhabitants, companies and local actors the list includes also • Co-operation with media • Information/PR strategy • Public hearings • Individual negotiations e.g. land owner discussions

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Contents

1 Background and Purpose

2 Hyperloop Technology

3 Route Planning

4 Impact Assessment

5 Risk Assessment

6 Cost Estimates

1 Background and Purpose

2 Hyperloop Technology

3 Route Planning

4 Impact Assessment

5 Risk Assessment

6 Cost Estimates

7 Alternatives Comparison

8 Authority Discussions and Stakeholders

9 Conclusions and Next Steps

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Planning/Design, EIA, Land Use Planning and Implementation Processes – Preliminary Schedule

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Overall Conclusions 1/2

• Salo can provide all the needed facilities for the PoF, and the region is well suited for this kind of activity, both due to skilled workforce available and general innovative attitude

• Technically there’re no insurmountable obstacles either building of a Hyperloop track between Turku and Helsinki or a test track in Salo

• Existing right of way for roads and railways can not directly be used for Hyperloop routing according to current legislation and the required speed demands of the Hyperloop are difficult to reach within the geometrics of the corridors

• Both construction above ground or below ground have advantages and disadvantages in relation to permitting and construction time as well as to costs and environmental impacts. However, below ground alternative causes less adverse environmental impacts and it’s design and permitting phase should be easier. Final decision on the optimal vertical location and horizontal alignment of the track requires more detailed technical and financial assessments.

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Overall Conclusions 2/2

• Technically, the test track could be built either towards the city of Turku or the city of Lohja. Turku direction has benefits in relation to potential ridership, but more restrictions in relation to fitting the track into urban structure and landscape.

• Administrative processes can be handled efficiently for the first phase of PoF in Salo. When continuing the test track towards Turku or Lohja, significantly more land use planning and permitting is required.

• There, as well as when the main line Helsinki-Turku is planned and designed, previous experience of planning, assessment, and permitting of conventional infrastructure projects will be crucial

• The general attitude in Finland seems to be in favor of the PoF, but the whole system has to solve all the same questions as any large project, including financing issues

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Next Steps 1/4 • As the desired time frame of the whole project is very tight compared

to typical highway or railroad implementation, all administrative processes should be started as soon as possible. This applies especially to regional land use planning and EIA.

• Authority discussions need to be initiated without delay

• Risk management of the overall Hyperloop One system is needed from the beginning of the process

• Commencing with a feasibility study covering all aspects of the project is crucial in view of the schedule, e.g.

– Demand forecasts

– More detailed planning and design

– Cost estimates

– Land use planning on different levels

– EIA process

– Hyperloop One technology

• Based on the above mentioned issues an optimal route can be determined taking into account financial, environmental and technical aspects

• As soon as the more detailed land use planning and technical design starts, it has to include Salo – Hajala, Salo – Turku, and the Main line simultaneously.

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Next Steps 2/4 What Who When

STEP 1 Project setup and organization

FS Links Hyperloop One Investors City of Salo

Months 0-3

Establish a legal entity FS Links Hyperloop One Investors et al.

Months 1-3

Project financing FS Links Hyperloop One Investors

Months 0-3

Programme implementation scoping study • Legal • Financial • Technology • Planning and design

(incl. EIA and land use planning)

• Risk and safety

FS Links Hyperloop One Investors

Months 3-7

Authority discussions City of Salo Other cities ELY centres Regional Councils Transport Safety Agency Transport Agency Ministries (TEM, YM, LVM)

Months 3

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Next Steps 3/4 What Who When

STEP 2 DPD based on the implementation scoping study (step 1) • Legal • Financial • Technology • Planning and design (incl. EIA and land use

planning, general plan and detailed plans in Salo, regional plans for Uusimaa and Varsinais-Suomi) SEE TIMETABLE

• Risks and safety

FS Links Hyperloop One Investors

Months 7-15

Environmental studies • Nature studies

• Valuable flora • Valuable fauna

• Natura 2000 screening studies • Soil and bedrock studies • Archaeological studies

Months 7-15 During EIA and land use planning processes

STEP 3

General alignment plan • Design basis

• Traffic and forecasts • Ground conditions • Environment and land use • Other plans connecting to the project • Earlier alignments • Safety and security

FS Links Hyperloop One Investors

Months 9 – 18 (PoF) Months 9 – 30 (Helsinki – Turku) Continues…

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Next Steps 4/4 What Who When

…continues • Alignment alternatives • Technical solutions

• Design speeds and geometry

• Ground reinforcements

• Tunnels • Bridges • Portals • Power supply • Compressor stations • Control systems • Access roads and

road arrangements • Environmental effects

and mitigation • Construction and

maintenance • Benefits and costs • Alternative comparisons

and selection of alternative

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Contacts

Jarmo Heimo, City Architect, City of Salo

[email protected]

Peter Nisula, Project Coordinator

[email protected]


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