Mobility 5.0: Designing the future of intercity transportation systems

MOBILITY 5.0

Industrial Design Honours Exposition Author & Designer Rowan Muller

Supervising Lecturer Simon Curlis

Institution

Royal Melbourne Institute of Technology School of Architecture and Design Printer & Binder Impact Digital, Brunswick Date November, 2016 Thanks to Simon Curlis Arthur Georgalas Zachary McLelland & VicHyper Janet, Roger & Clare Muller & Fellow fourth years Fonts used: Venus Rising, PT Serif & Gotham Pro All work is original unless specified otherwise rowan.muller11@gmail.com

mobility 5.0:

Designing the future of intercity transportation systems

rowan muller

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“If I had asked people what they wanted, they would have said faster horses�

- Henry Ford

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FOREWoRD My decision to undertake an honours project researching and designing a futuristic transportation system stems directly from my interests in sustainability, emerging technologies, mobility and futurism.

Since the beginning of the industrial revolution, the exploitation of oil has utterly transformed our world; socially, politically, economically and unfortunately environmentally.

We must plan for a future in which we no longer need this natural substance oil in order to maintain a prolific society and to reduce our ecological impact on the planet.

Rethinking mobility systems is

a key aspect of this paradigm shift. Through the abrupt rise of electric vehicles, we have seen the emergence of a method of facilitating this change in urban mobility. Our intercity mobility ecosystem in Australia, however, is still heavily reliant on air travel, a form of transportation still dependant on fossil fuels and inconvenient from a user perspective.

For my honours project, I was motivated by a desire to investigate mobility alternatives for intercity transportation, and to be open to a highly speculative approach to look beyond what technologies currently exist.

I believe speculative design projects are essential in enabling people to think about the sort of future we would like to see and specifically to consider the impact of technological change on society. Through my own highly conceptual design project, I hope my work can play a small role in both global and national discourse about how our current mobility practices can change to lower our ecological impact and achieve a more equitable transportation system. Disruption to the industry is needed if such changes are to occur, and my project takes inspiration from the ‘Hyperloop’ concept of tube transportation to demonstrate a potentially disruptive mobility alternative.

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TABLE OF CONTENTS

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Abstract

From A to B

The Field of Intercity Public Mobility

29 A Wide Brown Land Context & Application

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61

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Pipe Dreaming

Keeping on Track

Design Development

Design Research Methods

Methods of Validation & Evaluation

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120

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Reflection

References

Appendix

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Abstract What if it were possible to travel between Australian capital city centres, such as Melbourne to Sydney, in 45 minutes?

Australians depend on an intercity mobility ecosystem that is ill prepared for a looming peak oil crisis, forcing us to rethink conventional practices in generation and transmission of energy for mobility. An increasingly urbanised population is putting further strain on outdated systems and infrastructure. Governments propose construction of new rapid rail links and additional airport infrastructure, yet these industries demonstrates little capacity or intention to transition away from fossil fuels or current

practices.

Mobility 5.0 demonstrates a radical departure from business as usual to address emerging technologies, and design thinking to ignite discussion about the future of intercity transportation.

It provides a glimpse of the future in which we are unburdened by old-world energy sources, the systematic inconveniences of air travel, and the inflexibility of our current system.

A conceptual tube system hosts a series of challenges to conventional vehicle forms and styling language. The use of experimental propulsion technologies, which are under development, has been coupled with speculative computer modelling and generative form that heralds the arrival of new ways of thinking about vehicles

and forms that demonstrate intelligent, lightweight and efficient mobility.

The Design practice of bringing Mobility 5.0 to fruition includes future-oriented design methods including trend analysis, mobility services benchmarking and customer journey mapping in order to understand the behaviours, needs and desires of future users.

The project can be engaged through immersive experience via virtual reality which is featured to design, develop and present the futuristic tube transportation system that will potentially transform mobility for Australia into an era of increased usability and ecologically neutral sustainable transport.

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“Without change there is no innovation, creativity, or incentive for improvement. Those who initiate change will have a better opportunity to manage the change that is inevitable.�

- William Pollard

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From A to B The field of intercity public mobility Modes of rapid transportation developed in the industrial age have fundamentally changed the capability for humans to move about. Presently we have highly complicated transportation systems to serve our needs, which vary greatly in terms of speed, efficiency, comfort and cost.

Our current state of operation is under threat from a range of factors, including a booming global population and an overdependence on fossil fuels. In order to live in a more sustainable future we must respond to these

threats with innovation and a change in behaviour. In this chapter I will be outlining the following three topics of enquiry that sit within the field of public mobility, and in particular inter-city transportation: Sustainability, Mobility, Useability. Through discussion of these three topics I will be communicating the field of my design investigation to present the existing landscape into which an entirely new mode of transport may soon be entering.

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14.6 Cars with internal combustion engines

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Longdistance Buses

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Fast Trains (150 km/h)

High Speed Trains (280 km/h)

Short range Aircraft

Figure 1.

CO2 emissions from new vehicles in intercity traffic 2025.

Kageson, 2009 Note: Emissions measured in grams per seat per km. The figures are estimates for the direct or indirect emissions of greenhouse gases from new vehicles and vessels in 2025. This data also takes into account median load factors of the various modes.

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The World Needs Sustainable Mobility The increasingly important issue of sustainability has become a key discussion point in the field of intercity mobility.

The transportation industry has been responsible for a sizable contribution to humankind’s greenhouse gas emissions, leading to detrimental changes in the earth’s atmosphere and weather patterns.

The majority of these emissions stem from personal vehicles and it is clear that transitioning away from petroleum-based fuel sources for personal vehicles is essential in lowering the environmental impact of the industry. My study, however, focuses on the role public transportation will continue to play in shrugging off our unsustainable intercity transportation practices.

There is a clear need for for our mobility systems to transition away from fossil fuels. Our global supply of oil is predicted to reach a peak in the first quarter of the 21st century, and begin to decline, despite a predicted increase in demand (Fanchi & Fanchi, 2010). Oil usage and therefore carbon emissions are a key consideration in the claims of various transportation industries on their place in a low-carbon future. For example, while the manufacturers of modern aircraft like the Boeing 787 ‘Dreamliner’ claim it to be the industry’s most fuel efficient (“Boeing: 787 Dreamliner”, 2016), their reliance on copious volumes of fossil fuels means their emissions are far higher than all other modes of public transportation. Figure 1 contains a study by Pers Kageson (2009) which investigated the predicted carbon emissions of 5 modes of intercity transportation

in 2025. It is evident from these statistics that the environmental harm of short to medium-range aircraft carbon emissions is far greater than all modes of ground transportation, especially rail and buses. This indicates that the aviation industry needs to be investigating alternatives to their current dangerous reliance on a dwindling and harmful fuel source.

A future involving sustainable intercity mobility is intrinsically linked with the development of technologies that can combine equivalent efficiency with lower ecological harm. One potential solution to the problem identified from figure 1 is the development of biofuels. Companies such as Virgin are investigating the potential of producing aviation-grade fuel obtained from organic matter sources including trees, plants and algae (“Renewable Jet Fuel”, 2016).

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A CSIRO report has indicated that the aviation industry in Australia and New Zealand has the potential to source 40% of its total fuel requirements from biofuels by 2050 (CSIRO, 2011).

An additional example of a technology that could facilitate a move away from fossil fuels is the development of hydrogen fuel cells for rail locomotives. The German government has plans to have 20 hydrogen powered trains on its regional lines by 2020, implementing technology which the manufacturer Alstom claims will be completely emissions free (“Fuel cells to power regional trainsets”, 2014).

While no fuel source is entirely free of environmental harm, the development of certain mobilityrelated technologies can certainly reduce our reliance on fossil fuels for transportation.

Intercity transportation projects and operations can provide longterm economic sustainability to 14

the regions which are prepared to make the investment. There is a wide array of considerations when comparing the economic sustainability of various transport modes, which makes it complex to conduct an accurate analysis. A notable example in this area is the Californian high speed rail (HSR) line currently under construction.

Levinson (1996) advocated that this option would be the poorest choice of intercity transportation investment compared with infrastructure for air travel and highway construction, primarily due to the high infrastructure costs that were not justified by the appropriate market conditions. A report by Mattson et. al (2010) for the Upper Great Plains Transportation Institute in North Dakota, however, reveals a clear change in the economic conditions affecting transportation in the United States. The report showed that due to rising fuel prices, public transportation ridership was at its

highest level in over 50 years. Due to these changing circumstances

it is evident that high speed rail can be a more economically sustainable option, especially due to the likely continuation of rising fuel prices in the coming years.

In addition, the American Public Transport Association points out that high speed rail also drives sustainability through increased economic activity along its corridor and the creation of thousands of jobs (“Benefits of High-Speed Rail for the United States”, 2016).

Economic sustainability is a further consideration in the future of intercity transportation, and although large projects such as High Speed Rail require significant investment, they can be a driver of economic growth.

Emissions

Social

In order for future generations to live in a world with the same access to resources and stable living conditions as we currently enjoy, we need to make a global effort to live more sustainably.

The transportation industry will be key player in transitioning to such a future. Sustainability encompasses many areas and a significant factor is the need to reduce harmful carbon dioxide emissions. This might be accomplished by reducing the need to travel on heavypolluting transport modes such as aircraft by implementing

competitive alternatives such as high speed rail. Furthermore, developments in fuel technologies such as biofuels and hydrogen indicate possibilities on how we can reduce our reliance on fossil fuels. Another important factor is the economic sustainability of building and operating intercity transportation alternatives, which require long-term thinking and high investment. Sustainability is evidently a paramount issue facing our future, and our existing mobility will be forced to adapt to a changing world.

Sustainability

Technologies

Economic 15

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Mobility Capability Since the first steam engine intercity railway line was constructed between Manchester and Liverpool in 1830, developments of industrialised modes of transportation have continuously changed the capability of humans to become mobile. One after another, the different modes of travel from steam train trips between English counties to intercontinental aircraft journeys, have consistently challenged our perception and relationship with distance.

Rail travel was the first of the industrial-era land transportation modes to become commercially viable. It took 61 years from the first patent for the steam engine to be filed to the first intercity line to be built. However, rail would become a catalyst for economic and and social prosperity in the industrial world.

“The age of the railway had begun, reducing transport times, lowering transport costs, consuming raw materials and stimulating investment.”

(Robinson, 2011) Steam-powered rail eventually gave way to diesel and later electrically powered rail in the latter half of the 20th century, both of which increased speed and reduced operating costs. Today rolling rail systems operate in most of the world, however there are alternatives in rail technology that allow for travel at far greater speeds.

High speed rail and Maglev are two developments that have shown the potential of rail to efficiently operate at high speeds and carry large numbers of passengers, although these

examples have had vastly different outcomes on society.

HSR is considered as trains with wheels capable of exceeding 200 km/h. Japan was the first country to commence operation of a HSR network, with the Shinkansen (colloquially known as the ‘Bullet Train’) system commencing with the Tokyo to Osaka line in 1964.

HSR networks reaching speeds up to 300 km/h have subsequently been developed in many other countries, notably France, Germany and China, which now boasts the world’s longest HSR network. HSR has repeatedly proven to be a cost-effective mode of transportation capable of competing with air travel over short-medium distances, however the same benefit cannot be said of Maglev trains.

The other notable rail transportation development of the 20th century is magnetic

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High Speed Trains (280 km/h)

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Short Range Aircraft

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Fast Trains (150 km/h)

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Personal Cars

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Long-Distance Buses

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Hours taken to travel 500km

Figure 2

Kageson, 2009 Travel time between city centres (point to point) by different modes of passenger transport, accounting for access and waiting time.

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levitation (Maglev) trains. Maglev technology involves electromagnetic, frictionless propulsion on exclusive, magnetic tracks that enables these floating trains to operate at greater speeds. Despite development and implementation in countries including Germany and England, only two Maglev lines currently operate commercially, the fastest of which, the Shanghai Airport Maglev, reaches a maximum service speed of 431 km/h (Curley, 2012). Many proponents of Maglev believe it will become a major player in future mobility, however Vuchic and Casello (2002) argue that its huge construction costs are not justified by the relatively modest speed gain in comparison to rolling HSR, whilst also requiring far greater energy consumption and incompatible infrastructure.

Maglev has not had the envisaged impact on society. Commercial air travel, however, has a been a global mobility revelation since its inception.

Commercial air travel is a further mode of public mobility that has caused a radical shift in our capability to affordably travel large distances. Despite instances of flight from pioneers in countries including France, Australia and New Zealand, the Wright brothers are generally credited with the first controlled, powered, heavier-than-air flight in 1903 (Drye, 2003). However, the era of commercial aviation did not eventuate until after the Second World War, due largely to technological developments of the jet engine (Curley, 2012).

The ability to travel at speeds of over 1,000 km/h (The Airbus A380 has a maximum service speed of 1,200 km/h) in passenger planes has revolutionised our capability to travel over medium to long distances. Inter-continental travel times were slashed from from boat trips lasting weeks and months to flying across oceans in a matter of hours. The rise of aircraft travel

has ‘shrunk’ the world by setting a new benchmark in transportation speeds, however developments are underway into new technologies which could offer new alternatives in high-speed mobility.

Relatively few innovations have taken place in the field of intercity transportation in the past decades, however developments in tube transportation concepts could provide disruption to the industry. As we head into a future in which peak oil, congested travel routes and rising populations will force a change in the way we move about, new concepts are being considered by future thinkers. One possibility for future transportation is the so called ‘Hyperloop’ that was initially proposed by entrepreneur Elon Musk in 2013. The concept is the latest evolution of existing ideas regarding high-speed transportation in vacuum tubes. Two American startup companies, ‘Hyperloop 19

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Transportation Technologies’ (HTT) and ‘Hyperloop One’ are currently (As of November, 2016) developing prototypes to test the theory of tube transportation in ‘pods’ that theoretically could operate at speeds as fast as aircraft (Terdiman, 2016).

While the technology of the ‘Hyperloop’ remains unproven, its development has provoked much-needed global debate on the future of sustainable transportation. This has led to a global university ‘Hyperloop’ design competition and debate over the feasibility of the idea and the potential for it to disrupt our current intercity transportation systems.

we have become reliant on a system dangerously dependant on fossil fuels.

While no existing modes of transportation can rival aircraft for speed, rail and high speed rail offer efficient and cost-effective transit for the masses. Although there have been no radical changes in the last few decades akin to the onset of commercial air travel, developments in tube transportation concepts have the potential to disrupt an industry that tends to rely on a ‘tried and true’ method of product development.

The development of industrialised modes of transportation have succeeded in incrementally slashing travel times and bringing about social and economic benefits, although 21

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Intercity Transportation and Users Consideration of the user experience is a key aspect of public intercity mobility. The user experience of a transportation journey, consisting of everything from the payment method to disembarking the vehicle, is critical in the overall effectiveness of a transit system. With the rise of service and user-centred design there is significant scope for development in this area in future mobility systems.

Transportation users have varying requirements and reliance on systems of public transportation.

“The need for intercity public transportation is growing rapidly due to a rise in the demand for private citizens and the business community to be mobile” (Kageson, 2009).

In pre-industrial times, intercity travel was far less accessible for

the bulk of the population. The development of industrialised transportation modes such as aircraft and rail have provided the masses with capability of affordably and rapidly traversing large distances. Public transportation is utilised by many groups in society, however the Public Transport Users Association of Victoria (PTUA) rejects a common notion that public transport is a subsidy for the wealthy, noting that the current systems generally favour city workers, who are often at the higher end of the pay scale (“Myth: Public Transport is a Subsidy to Rich People”, 2015).

Intercity Transportation is now accessible to almost all people, however the experience of travelling varies greatly between different modes of transportation.

Different modes of transportation provide vastly different user experiences. A prime example of this would be a comparison

of the user experience of air travel compared with rail or coach travel, as there are several parameters that can influence the user experience of the journey.

The obvious advantage of flying is the much greater speed at which the vehicle operates. However, when taking into account the greater complexity of undertaking air travel, this speed advantage can reduce dramatically. Factors such as the proximity of the airport, tighter security measures and greater waiting times can lead to a more convoluted travel experience, whereas trains and coaches offer a slower, yet more straightforward method of travel from city centre to city centre.

The user experience varies significantly between the different modes of intercity transportation, as each is subject to its own unique technological, security and infrastructural constraints. The relationship between the user and the need to travel, however, is also subject to change in the future.

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In assessing the future of mobility there are a number of possibilities that could alter the user dependency on public transportation. On the one hand, there are a number of factors which will likely lead to a greater dependency on public transportation in the coming years.

“For the first time since the end of post-War petrol rationing, there is a serious prospect that public transport may become the dominant motorised travel mode in Australian cities�

(Stone & Mees, 2010).

As the global population rises and peak oil looms in the near future, our reliance on aircraft and cars is at risk, due to their reliance on fossil fuels. This will lead to a greater need for mass transportation options with the capability of operating 24

independently on fossil fuels for propulsion. On the other hand, the introduction of certain technologies could lower the necessity to physically travel. The Institute for the Future (IFTF) suggests that developments in co-presence technologies such as real-time facial recognition, virtual/augmented reality, and AI-assisted conversation tools are due to occur in the next ten years (Hatch, 2014). This could lead to a decreased dependency on inter-city travel, if interactions conducted via co-presence technologies could be as effective as physical interactions, or potentially superior. This change would be especially prevalent for the business community, lowering the volume of travellers moving between work places in different cities. The relationship between public transport and the user will shift in the future, and whether our dependency grows more or less is dependent upon a number of factors chiefly

regarding the implementation of new technologies and the future of fossil fuels.

At the heart of public transport related discussion is the consideration of the user experience. Intercity transportation can be undertaken by a wide range of user groups with different intentions, and the experience can vary greatly between transportation modes.

Many signs indicate that the general need for public transport will be higher in the future, however developments in certain co-presence technologies may reduce the requirement for users to physically travel between distant cities in the future. Emerging technologies present new opportunities for design intervention in the user experience of transportation, and this, along with several other factors, will cause a shift in this field in the future.

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Summary Intercity transportation in our society is often a necessity, whether as a choice of leisure or as a business requirement. As the effects of climate change loom in the near future, it is clear that the transportation industry has a key role to play in our global efforts to switch to a more sustainable model of existence, which needs to be addressed from an energy, technological and economic perspective. The mobility technologies we have developed in the industrial era of human history have left us with various options for travel. Developments such as rail, high speed rail and

air travel have all made significant impacts on society, and each mode offers a different experience and value proposition to the user.

The development of emerging technologies will lead to new opportunities for intercity travel experiences in the coming years.

The field of intercity public mobility involves many spheres of influence and levels of complexity, and will undoubtedly be an area of continued significance as the 21st century progresses.

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“Australia must overcome the tyranny of the motor car, or face the destruction of its major cities as decent centres of our culture, our community, our civilisation�.

- Gough Whitlam

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A Wide Brown Land Context & Application Australia’s current intercity transportation system serves our current needs but, through speculation, it is possible to envisage a time in the near future when our current practises will no longer be sufficient. We must revise and implement change if we are to transition towards an efficient and lower-impact mobility ecosystem capable of thriving amongst impeding change.

My research into the future of intercity transportation is focused on the Australian context.

Australia provides transportation planners with a unique situation that is not present in most countries, due to its vast distances and sparse population Charles et. al., 2012).

The majority of Australia’s residents reside in a relatively small strip along the eastern seaboard in a few major cities.

At present, these cities are connected via various modes of transportation, each with its own major flaws, from high emissions

to low service speeds.

In this chapter I am discussing the sustainability of Australia’s energy and transportation industry, the current mobility ecosystem in place and the user experience of travelling between Australia’s distant cities.

I am conducting a speculative enquiry into what changes would benefit the industry, including the implementation of a tube transportation concept, and its potential to disrupt the Australian transportation landscape.

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Australian Annual Electricity Generation 2014 Figure 3.

Climate Council

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Of the 13.37% Renewables...

Sustainable Potential Australia has the potential to be a world pioneer in sustainable transportation systems, however we are struggling to shake off conservative thinking and behaviour. Addressing a multifaceted issue such as sustainability can offer many layers of complexity. I will be discussing the potential of Australia to produce renewable energy and the environmental impact of our existing transportation ecosystem.

Additionally, I will introduce the technological, social and economic sustainability potential which a new tube transportation system could offer Australia.

Australia has so far failed to capitalize on its renewable energy potential. Transportation is closely linked with the energy industry and, in order

to assess the potential energyrelated sustainability of future transportation developments, it is necessary to expose the current state of the industry.

In 2013/14 the transportation industry was responsible for 17% of Australia’s total greenhouse gas emissions, increasing emissions 24% since 19992000, with a considerable 46% from private road vehicles (Australian Government, 2015).

In relation to electricity generation, the Australian renewable energy sector generated only 13.5% of national electricity requirements in 2014, while the same year saw

an alarming 88% reduction in large-scale renewable energy investment (Climate Council, 2014).

These statistics contradict the fact that Australia ranks in the top 3 nations globally in terms of renewable energy potential, due largely to enormous stretches of land with wind and solar energy potential (Beyond Zero Emissions, 2015). Australia clearly has an issue with transitioning away from its history of fossil fuel-reliant transportation, however there are signs that change is imminent.

New technologies could offer Australia new avenues towards sustainable mobility. The Victorian Government has acknowledged the coming of a new era in transport due to the emergence of disruptive technology such as the ride-

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sourcing application Uber, autonomous vehicles and fully electric cars (City of Melbourne, 2016).

However, there is a clear problem with the environmental impact of our current state of intercity transportation, primarily due to the unsustainability of the air transport industry in a continuously carbonconscious society (Charles et. al., 2007) It is within this landscape that the ‘Hyperloop’ tube transportation concept could introduce a more sustainable alternative into our mobility ecosystem. Bibop Gresta of start-up company ‘Hyperloop Transportation Technologies’ has stated that their company is planning on integrating renewable energy generation into the system. Solar panels, geothermal 32

stations and wind turbines can be integrated into the system infrastructure to generate electricity to provide the ‘pods’ with propulsion, while additional energy could be generated through kinetic and regenerative braking (Gresta, 2016). While the ‘Hyperloop’ remains unproven technology, there is the potential for it to provide a ‘fresh start’ to the industry.

Emerging technologies can play a significant role in transitioning the transportation towards more sustainable practices, however economic and social sustainability are also a key consideration for the implementation of any new transportation system in Australia.

A high speed ground tube transportation system could provide a value proposition of economic and social sustainability. The concept of a tube system is comparable

to proposals for high speed rail in Australia, due to a number of shared parameters of operation. Hensher et. al (2013) proposed that despite high initial construction costs, a high speed rail project along the Australian eastern seaboard would benefit regional centres such as Albury and Wagga Wagga socially and economically and create infrastructure jobs for years to come. While this option is completely viable with today’s technology, it is beneficial to speculate on what future transit technologies such as the ‘Hyperloop’ could offer Australia. Looking ahead to future infrastructure projects, one of Europe’s fastest growing economies, Slovakia, is in discussions over the construction of a ‘Hyperloop’ system to Austria (Davies 2016). If the technology is proven, Australia could be at the forefront of tube transportation which might provide benefits

similar to HSR but at far greater service speeds. Sustainability encompasses both economic and social aspects, and these could be provided through HSR or potentially a tube transportation system in the foreseeable future.

Australia must change its current practices in order to maintain a viable mobility ecosystem in a future of looming threats

No Fossil Fuels

A New UX

including peak oil and a growing urban population.

Australia has the potential to become a global leader in renewable energy generation, however the nation has failed to capitalise on this opportunity.

No weather disruptions

Renewables integration

We still rely predominantly on aircraft and personal vehicles for intercity travel, despite their dependence on harmful fossil fuels. In the future, however, the potential of an HSR or speculatively speaking, a tube transportation system, could provide the solutions to establishing a sustainable ecosystem of intercity travel in Australia.

Reduced travel times

Alleviate strain on infrastructure

The potential benefits of a ‘Hyperloop’-like system 33

A Mobility Ecosystem at Risk The prosperity and geography of Australia means it has the potential to benefit from a far better mobility ecosystem than is currently the case. As a study of intercity mobility in Australia I am looking specifically at the route from Melbourne to Sydney.

The state capitals of Victoria and New South Wales are the two most significant urban locations in the country and home to over 8 million Australians. One can travel the approximately 870 kilometers between the two cities via a number of transportation options, however I will be specifically discussing rail and air modes and speculating on the potential of tube transportation as a mobility alternative.

The current state of rail travel from Sydney to Melbourne makes it, for many people, especially unattractive as a mode of transportation. Presently there

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are two services one way per day, costing around $130 for an adult in economy class. This journey from Melbourne’s Southern Cross Station to Sydney’s Central Station takes almost 11 hours via a number of regional cities and towns, notably Wagga Wagga and Albury-Wodonga, while bypassing Canberra (NSW TrainLink, 2016).

While this inefficient option is clearly not attractive for most people compared to the speed and cost of air travel, a proposed High Speed Rail (HSR) system has great potential to provide an alternative between Sydney and Melbourne that could supplement, rather than replace air travel, easing the congestion on our airports.

With air travel currently dominating the route, HSR is the only mode that could compete on a cost-time basis (Charles et. al 2012).

Despite the implementation of HSR in many other developed countries over the last few decades, successive federal governments in Australia have refused to commit the funding required to build a HSR network which was estimated to cost $114 billion in the HSR Phase 2 Report (Australian Government, 2013).

Climate think-tank Beyond Zero Emissions, however, has claimed it could be constructed for as little as $84.3 billion with revisions to the route plan (Beyond Zero Emissions, 2014). Rail travel between Melbourne and Sydney is currently a poor choice in intercity transportation, however significant investment in a HSR system could cause a shift in the mobility landscape along the corridor.

Air travel is currently the undisputed dominant mode of transport between Melbourne and Sydney.

With no competing HSR network, Australia relies heavily on aircraft to such an extent that research by air intelligence company O.A.G shows that the Melbourne to Sydney air route is the 4th busiest of any route in the world (Leff, 2015).

A paper by Srisaeng et al. (2014) indicates that the growth and success of domestic air travel in Australia is largely due to deregulation of the domestic market, which commenced in 1990. This allowed low cost carriers (LCCs) such as Virgin, Jetstar and Tiger to establish a foothold in the market which reduced the cost of air travel and led to the dominance of air travel in the Australian context. With no genuine competition, air travel is currently the clear leading transportation mode in Australia, 35

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Strengths • Fast • Existing Infrastructure • Affordable

Weaknesses • High emissions • Fossil Fuel Dependant • Airports approaching capacity • Poor UX • Airport proximity

Opportunities • Alternative Fuel Sources • New Airports • Electric propulsion

Threats • Peak Oil • Weather • Population strain on airport

Strengths • UX • CBD-CBD Transport • Serving regional centres • Low emissions

Weaknesses • Expensive • Slow & Infrequent

Opportunities • High Speed Rail • More services • Peak oil

Threats • Low air fares • Low ridership

Strengths • Cheap • Convenient • Lower emissions than aircraft • Flexible system serving vast system

Weaknesses • Slow and infrequent • Uncomfortable

Opportunities • Tourism • Electric propulsion

Threats • Cheap air fares • Peak oil • High speed rail

however new transportation technology concepts could disrupt this status in the future.

while emitting no carbon from the tailpipe (Upbin, 2015).

A system of tube transportation has disruptive potential, and could become a sustainable future mobility alternative that provides solutions to many of the flaws of the existing ecosystem. Bibop Gresta, Chief Operating Officer at start-up company Hyperloop Transportation Technologies, claims that a ‘Hyperloop’ tube journey between Melbourne and Sydney could be as fast as 47 minutes, and with two tubes carrying up to 67,000 people per day, it could substitute the entire flight industry along the route (Gresta, 2016).

While Australia’s conservative approach to public transport has prevented it from implementing a HSR system, the nation could instead be at the forefront of development of this so-called ‘5th mode’, which could be suitable for traversing the large distances between Australian cities such as the Melbourne and Sydney at sustained high speeds. The concept of a tube transportation system provides provocation of a new mode of transportation that could provide Australia with a sustainable mobility alternative.

The Hyperloop, which Elon Musk dubs the ‘5th mode of transportation’ would be as fast as a plane, cheaper than a train and continuously available in any weather

mode of choice for the majority of travellers in Australia. This is largely due to the affordability offered by domestic LCCs and a lack of legitimate competition.

However, just as commercial air travel once revolutionised our capability to travel affordably at high speeds, so too might a tube transportation system shift the Australian mobility ecosystem.

The Australian intercity transportation situation presents a unique challenge of connecting heavily urbanised regions via vast distances. Despite the heavily publicised potential of HSR, air travel remains the transportation 37

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a user-friendly future?

The development of a tube transportation system for Australia presents a fresh set of parameters for user experience design in intercity transportation.

Intercity travel in Australia has remained virtually unchanged from a user perspective since air travel became the dominant mode of domestic transportation, however this could be radically altered if a ‘Hyperloop’-like system becomes viable.

This system could prove beneficial for many user groups and integrate emerging technologies to reshape the user experience within the Australian intercity mobility ecosystem.

A major justification for the implementation of a system of

tube transportation in Australia would be the benefit it would provide to transport users compared with existing modes of transport. According to federal government statistics from its HSR phase 2 report, 96% of domestic intercity (defined as being >600km) business travellers utilise aircraft travel compared with 79% of non-business travellers over the same distance (although there are roughly twice as many nonbusiness travellers) (Australian Government, 2013). This indicates that a tube system of transportation could be especially beneficial to business travellers who rely on rapid transit that will ultimately save time and hence, money. In addition, this conceptual system could benefit the Australian tourism industry, assisting tourists by providing greater flexibility in their travel planning and

negotiating language barriers (by allowing systems interaction through foreign languageenabled applications rather than airport staff). It may also slash travel times by facilitating rapid transport directly into city centres that is free from weather disruptions such as those that affected the air travel industry after the volcanic eruptions in Iceland in 2010 and Bali in 2015.

Many groups have the potential to benefit from a ‘Hyperloop’like system in Australia, however business travellers and tourists are among those who would benefit the most. The entire conceptual system could provide value to many user stakeholders, however the user experience on a passenger- level has been the subject of debate amongst commentators on the ‘Hyperloop’.

The user experience of a ‘Hyperloop’ journey is one

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issue that has been contested by critics and advocates of the transportation concept. Many critics have justifiably questioned the experience of travelling at high speed in an enclosed tube.

Prominent transportation blogger Alan Levy claims that

(Hyperloop) users would be subjected to a ‘barf-ride’ of violent g-forces that would make the ride terrifying and uncomfortable (Levy, 2013).

According to the start-up companies such as Hyperloop One (formerly Hyperloop Technologies) that are working on making ‘Hyperloop’ a reality, however, a journey will be quieter and just as comfortable as a plane ride at 30,000 feet (Vlahos, 2015). In addition, Hyperloop Transportation Technologies Chief Operating Officer Bibop Gresta believes the ‘Hyperloop’ provides an opportunity for 40

technology integration that will alter the user experience of intercity transportation.

Specifically, he has mentioned the integration of 12K screens into the walls to supplement the forecasted lack of windows, which according to Gresta, will be such high definition that the eye cannot distinguish the display from real life (Gresta, 2016). The issue of the user experience of a ‘Hyperloop’ journey is purely speculation until the technology is proven, however there is clearly ample scope for designing a user experience that embraces the new parameters that the technology presents.

With rising populations burdening our current transportation infrastructure and systems, a tube transportation system could provide a much-needed mobility solution for the Australian user ecosystem. The population of the 3 eastern (and most populous)

states is forecast to increase by margins of 37% (NSW), 49% (VIC) and 80% (QLD) by 2050 (Australian Government, 2013). At this rate of expansion, Sydney airport will reach capacity by 2036. This indicates that change must be implemented to keep the industry from slipping to inefficient and unaffordable levels of service. Clearly additional airports or a HSR network are options in addressing this, however a ‘Hyperloop’-like system could also theoretically greatly assist in alleviating the strain on existing infrastructure. This system could facilitate travel speeds similar to an aircraft whilst offering the same societal benefits as HSR that come with ground transportation. A system like this can benefit not only state capitals, but also regional population centres like Shepparton or Wollongong that could alter the the user ecosystem. Rapid

transportation from regional centres to capital cities ‘shrinks’ the distances and makes living in a regional city a more attractive proposition, which could reduce the urbanisation rates of Australia’s capital cities.

A HSR network has long been advocated for its potential to benefit the transportation user ecosystem in Australia, and this same benefit could be amplified if a network of tube transportation proved viable.

‘Hyperloop’ that could greatly alter the user experience within Australia. While some user groups would benefit more than others and many question the user experience, it is evident that the concept has potential to provide solutions that address the current fragility of our current transportation system.

The emergence of the ‘Hyperloop’ concept in recent years has generated numerous topics of debate over the manner in which it could alter the user experience of intercity transportation. As a proposed ‘5th mode’ of transport there are many opportunities that are associated with the 41

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Summary Few countries on earth face the same intercity transportation challenges as Australia. The country’s isolation, large distances and highly urbanized population have so far resulted in a transportation system at risk from a changing landscape.

Air transportation currently dominates the Australian industry, however its high emissions and convoluted travel experience exposes an opportunity for a new mode to provide a more sustainable and superior user experience option for the market. HSR seems the obvious option in fulfilling this requirement. However, while Australia has languished behind many countries in implementing

HSR, a new ‘Hyperloop’ concept of tube transportation has emerged which could provide Australia the opportunity to seize the initiative and develop a sustainable, futureorientated mobility system.

While the feasibility of the technology remains the ‘Hyperloop’s’ biggest point of contention, this contextual essay has demonstrated that the Hyperloop is no mere pipe dream to be dismissed.

Engineers around the world are serious about making this concept a reality, and like many ambitious advancements of the past such as powered flight have

shown, a concentrated effort in technological developments can yield a result which seemed previously delusional to many. If a tube transportation system proves possible it will cause a shift in the world’s transportation practices and it will offer great potential to Australia.

Australia’s current transportation system is beginning to look fragile. It is approaching a crossroads in which it must move on from its past successes and embrace the change of future- thinking projects like the ‘Hyperloop’ concept if it is to transition into a nation unburdened by a flawed mobility ecosystem.

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“We need to dream new dreams for the twenty-first century as those of the twentieth century fade.

But what role can design play?�

- Anthony Dunne & Fiona Raby

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Pipe Dreaming Design Research Methods Approaching a complex speculative project such as this one requires the implementation of a broad range of design research methods in order to attain the most valuable findings that will lead to a well-informed and resolved design outcome. In approaching the methodologies for my project I am maintaining the three key sections that have been consistent in the early

stages of my research which are sustainability, mobility and the user experience. In each of these sections I am multiple methods of design research that will underpin the unique design challenge of a futuristic mode of intercity transportation.

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Speculating on Sustainability For my first main topic of investigation, sustainability, I require design research methods which allow for speculation in an attempt to assess whether a ‘Hyperloop’-like system might be as sustainable as proponents of the technology have claimed.

Research methods relating to sustainability are quite varied across the micro and macro level of the topic and I selected methods which allowed me to combine both holistic and specific levels of sustainability enquiry.

One key design research method to assist in considering the sustainability of my project is Backcasting. In order to understand more about the scenario, the method of backcasting will prove valuable.

Backcasting requires the designer to conduct an analysis of a future 46

scenario in which future targets have been met and proceed backwards from that desirable situation and describe the pathways that led to this state (Mattila & Antikainen, 2011).

This method is beneficial in the field of future thinking, in which the designer strives to look into the uncertainty of the future and assess the sort of technological and social changes that may take place which will affect their design work in the present. For my project in particular, this is a highly worthwhile approach due to the speculative nature of the design work that is taking place. I am situating a design concept in an uncertain future, and assessing what changes in the field of sustainability will provide design opportunities for me in the present. While backcasting provides design insights in considering an ideal future scenario, my tertiary research method of ‘what if…’ will also be beneficial.

An additional method of design research I am utilizing in speculating on a sustainable Hyperloop system of the future is “What if…”. This method, along with backcasting, is an appropriate method for a futuristic project, and will further contribute to my project. The method of “What if…” is a prompt question that challenges designers to think about a problem in even the most outlandish future scenarios (Stickdorn & Schneider, 2012). This method allows designers to prepare products and services that can avoid suffering from obsolescence through a consideration of varying future scenarios. In relating this method to assessing the sustainability of my tube transportation system design, “what if…” allows me to consider the scenario in a broader context of potential futures based on technological or social changes that may occur in the future. “What if…” is a method

that can assist speculative design projects such as mine through consideration of futuristic variables in the project context.

Due to the growth of sustainability awareness amongst product and service design practitioners, research methods which target this field are becoming increasingly prevalent.

My two future-orientated methods which will help to envisio a new transportation system are Backcasting and “What if…” to assist my thinking of sustainability in the future context. The combination of these three methods allows me to consider the problem at both a macro and micro level which leads to a more detailed understanding of the sustainability implications of my design.

The “what if” question of how we will maintain effective mobility systems if we lose access to of oil is a key method during the project

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Methods of Mobility I have identified mobilityrelated methods to assist in translating insights from previous examples in the field to the design of an entirely new mode of transportation. Undertaking a speculative project such as is this is a challenge due to a lack of precedents in the precise field and context in which I am designing.

My methodologies for mobility, therefore, consider what can be learnt from similar past examples and look ahead to try to envision a realistic operating environment for a tube transportation system in Australia.

My primary research method for investigating futuristic mobility system is Benchmarking. In order to develop a mobility solution

in a mode of transport that does not yet exist, it is necessary to base design development on existing modes. “...Benchmarking encompasses identification of improvement opportunities, search for best practices (both inside and outside the industry), and ultimately adaptation and implementation of these best practices in a systematic, ordered and standardized manner in order to address the diversities and specialties…” (Avinash et al. 2013). Benchmarking can be conducted internally or externally and address questions of processes, performance and strategy. In the case of my project, designing a tube transportation system,

benchmarking is essential to consider how the industry currently operates and for example, how decades of precedents in aircraft, coach and rolling stock human packaging arrangements inform the human factors of a ‘pod’ to carry people at close to supersonic speeds in a tube.

While Benchmarking is vital in addressing how the design of this new transport mode can be informed by examining what currently exists, supporting methods such as a business canvas help to frame the design within a speculative, yet realistic, environment of operation.

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A secondary design research method I have identified as beneficial to my understanding of the context of my project is developing a Business Model Canvas. In order to have the tangibility I desire from the project it is necessary for me to speculate on how a tube transportation system in Australia would operate in a business sense. A Business Canvas will assist my thinking and research in this matter. “A business model describes the rationale of how an organization creates, delivers, and captures value” (Osterwalder

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et al., 2010). The canvas is a tool that allows one to describe and think through a business model across all areas of strategy to gain insights. In relating this to my project, a Business Canvas will help in translating the ‘Hyperloop’ transportation concept into a business model of operation that will assist in communicating the context in question. A Business Canvas contributes to the design proposal in a contextual sense, however case studies will also be an important retrospective methodology for this project.

Business Model Canvas - Tube Transporation System Key Partners

Key Activities

Government • Approves major projects • Operate publically owned system

• Logistics

Transit Companies • Likely to operate bulk of vehicle systems

• Maintanence

Energy Companies • Potential to integrate energy generation into tube infrastructure User Groups • Akin to PTUA Construction Companies Suppliers/Maufacturers

• Communication •

Service design

Key Rescources •

Energy generation/ transmission

• Industries • Land • Communities

Template from Stratagyzer.com

Value Propositions

Customer Relationships

Customer Segments

Rapid & Convenient • CBD to CBD • Aircraft-equivalent speeds

Service Design • Purchasing experience • Ingress/Egress • Providing for various customer segments

1. Business • Despite the rise of telepresence technologies, the need for domestic business travel is still rising • Need efficient, direct transportation.

• Price is not such an obstacle

UX • Efficient ingress and egress • Basic, yet adequetly comfortable seating Sustainability • Meets future user expectation of low emissions transportation • Socially sustainable through affordable ticketing options

Channels Physical Environments • Stations/infrastructure • Vehicle interior Communication • Social Media of the future • AR/VR • On-board entertainment

Cost Structure

Revenue Steams

Huge up-front costs • Research and development • Infrastructure construction • Land acquisition • Vehicle manufacturing • Logistics • Potential low early ridership

Maintanence and services

Multi service level system Economy: 80% of fleet = 50% Revenue Business: 15% of fleet } =50% Revenue First/Luxury: >5% of fleet Advertising Land value

2. Leisure •

•

Travelling for personal reasons, such as visting family and friends Would be more willing to seek cheaper travel and experience poorer service

3. Tourist • •

Only in the country or region for a limited time.

Delays can be costly for tourists if they have limited time to experience a location

Sell excess power generated 51

Figure 4 A case study into the history of magnetic levitation (Maglev) trains has been an interesting precedent for this project.

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My tertiary method of design research for my project is Case Studies. This method aims to gain extensive knowledge about a single instance or set of related instances through research. It is a useful method in exploratory research for understanding phenomena for comparison, inspiration or information but can also be used to study the effects of change (Hanington & Martin, 2012). In the case of my mobility research, case studies will contribute to my primary method of benchmarking in terms of gaining design information from precedents in the field, however using case studies allows me to delve deeper into the history of mobility and examine more abstract examples.

Specifically, this method can inform my understanding of previous incidents when entirely new transport modes such as air travel entered existence and what this may mean for the implementation of a tube transportation system. Alongside benchmarking, case studies will be an important design methodology in understanding how lessons from precedents in the field will influence my design practise.

with similar modes of transport in the past to frame my design thinking. Conversely, the completion of a business model through a business model canvas will benefit the project in attributing a tangible sense to how the transportation system may operate in the future.

In selecting design research methodologies to frame my understanding of mobility I selected both past and futureorientated methods. My two past-orientated methods of benchmarking and case studies allow me to utilise comparisons

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Understanding Users An essential use of design research methods for this project will be those relating to analysing and ultimately designing a wellresolved user experience. Design methods concerning user-centred design are abundant and selecting appropriate methods for this section was a manageable task due to the large output of work in this growing field of design research.

My primary research method concerning the user is customer journey mapping. Stickdorn & Schneider (2012) define customer journey mapping as “...a structured visualisation of a service user’s experience”. This method is highly useful as it its user-focus identifies all the points at which the user engages with a service, providing a holistic representation of the user’s ‘journey’ and indicating potential problems areas and opportunities for design intervention. In the 54

context of my project, customer journey mapping will be essential in developing the overall user experience at all stages of travel in a tube transportation vehicle.

Due to the speculative nature of this project, a journey map greatly assists in helping communicate to non-designers the sort of experience they might one day engage in if this technology becomes a reality.

To assist in journey mapping a key user-related method will be the creation of personas.

A secondary method I have identified in designing the user experience for my project is the creation of personas. This method directly supports the primary method of customer journey mapping, as personas

will greatly assist in delving deeper into understanding the needs of the user. A persona is an alternative method for communicating or representing the needs of customers portrayed by a fictitious narrative, name and photo which provides the designer with a vivid representation of the target user (Miaskiewicz & Kozar, 2011). In relating this method to my individual design project, personas will be critical in maintaining a user-centred approach to the design tasks.

Developing meaningful personas will be vital as a secondary design method in supporting my customer journey mapping, however a more engaging tertiary method will also support these two user-centered methods of design research.

To support my two previously mentioned conventional methods of user-centred research, a tertiary method that is a key component of my project communication is virtual reality (VR). While customer journey mapping and personas assist in understanding user needs through speculation to inform design decisions, the use of virtual reality facilitates a more embodied approach to communicating the future user experience. Digital, photorealistic models are used as virtual prototypes in the design review step for aesthetic and ergonomic evaluation of new products.

(Pignatel & Brevi, 2011) In this manner, I am utilising the relatively new method of virtual reality as a digital prototype in order to demonstrate the future user experience of my project’s outcomes. This is particularly applicable to the design of the interior of the vehicle, due to the capability of virtual reality

to communicate more design detail about a space than is possible to achieve with twodimensional outcomes such as renderings and models viewed on a computer screen. This method adds a valuable embodied element to my design research and communication and deepens my ability to speculate and demonstrate a well resolved user experience in this futuristic mode of transportation.

Methods to build empathy and understanding of the user are essential to the design research I am undertaking to determine the user experience, one of the fundamental topics of research which underpin this project. In the process of creating personas which feed into a customer journey map

future users of a Hyperloop system are and identify issues and opportunities which will inform my considerations of the user experience.

My tertiary method of virtual reality contributes to this in an alternative manner, by allowing me to virtually replicate conditions that user will experience, leading to a greater capability to communicate the user experience of the project.

I am, as the designer, able to visually speculate on the needs and behaviours of the 55

STEVE

REBECCA

The Businessman

• • • • • • • •

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45 Years old Annual Salary: $90K Works for Telstra in Melbourne CBD Lives alone in Ascot Vale Flies to Sydney once a month for a department meeting Returning later in the day.

Only bringing cabin luggage Usually flies economy class with Qantas Flights are booked and paid for by his work

THOMAS

The Weekend Visitor

• • • • • • •

37 Years old Annual Salary: $60K Self employed Graphic Designer Lives in Burwood with husband (works in IT) and 2 young chidren, aged 6 and 9 Flies to Sydney 2-4 times a year to stay with her sister Carrying luggage for her long weekend visit` Usually flies economy class with Jetstar or Virgin

The Backpacker

• • • • • • •

21 Years old Annual Salary: $8K German tourist Software engineering student on holiday in Australia for 8 weeks Has been staying in a backpackers in the Melbourne CBD for 2 weeks Carrying all his luggage in a large backpack Has been travelling cheaply with Tiger and Jetstar in addition to travelling on buses

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Summary My selection of design research methods for this project are centred around the three main topics of investigation upon which I have based this project: sustainability, mobility and the user experience. The futuristic nature of the project led to the selection of some future and past-orientated methods such as backcasting and case studies which will contribute to well-

constructed speculation on the future scenario in which the tube transportation concept may soon become a reality. The result of my selection is a broad methodology base which will inform my design thinking from a variety of perspectives which all contribute to my efforts in envisioning a new mobility ecosystem for Australia in the near future.

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“Stringent standards of self-evaluation [can] make otherwise objective successes seem to be personal failures�.

- Albert Bandura

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Keeping on Track Methods of Validation & Evaluation This project presents a unique opportunity in speculative design practise, and the methods for evaluating and validating the design work reflect this.

There is potential for this to be a provocative and stimulating project, and by utilising the appropriate methods it is possible to determine whether the project has been successful in achieving the desired impact.

Designing a futuristic mode of transportation that cannot be prototyped at full scale presents a unique scenario for project evaluation. Throughout the phase of undertaking research methods, I am presenting a case for my speculative mode of transportation and working towards achieving my project aims, however it is the evaluative

methods which ultimately define the success of the project.

Two of my methods, project involvement and online exposure, will provide evaluation and the ability to validate based on external responses to my work, whereas conducting a contextual analysis will achieve this through comparison with benchmarked examples of transportation.

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PROJECT INVOLVEMENT A key method of evaluation and validation for Mobility 5.0 is project involvement. Throughout 2016 I have been involved with VicHyper, a student team from RMIT designing and building a ‘Hyperloop’ prototype for a university competition run by SpaceX, due to compete in Los Angeles in January, 2017.

This side-project has allowed me to engage with engineers to seek evaluation and validation throughout the honours project.

As a highly speculative mobility systems design project, it is essential for me to become involved in the development of the ‘hyperloop’ concept in any

way possible. I have been able to accomplish this through my involvement in the VicHyper team, currently the only group developing a design for the Australian context. The team consists mainly of aerospace, mechanical and electrical engineers. Their intention is to build an early prototype ‘pod’, about 3 meters in length, which will demonstrate the potential of the concept, when tested on a vacuum tube test track constructed by SpaceX at the competition weekend. My involvement with the team has seen me produce digital image material including sketches and renderings to showcase the concept for the team in order to gain publicity and assist in securing sponsorship.

Conversely, this has allowed me to discuss my honours design project with members of the team to receive their evaluation.

As a project focused on form and user experience I have not showcased a detailed approach to the technical aspects of the system. However, I have discussed and showed the engineers my project at many stages and they have been interested by my highly speculative design proposition.

They have validated it as a thought-provoking hypothetical concept that encompasses the fundamental elements of the ‘hyperloop’ design proposal with a unique future-orientated approach to form language driven by material and manufacturing speculation.

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The process of evaluation and validation through project involvement in the SpaceX ‘Hyperloop’ concept will continue beyond the conclusion of the honours project. In 2017 I will travel to Los Angeles as part of the competing team, however this will also provide an opportunity to showcase my own tube transportation design to a wider audience. University ‘Hyperloop’ teams from around the world will be attending the event, therefore allowing me to receive evaluation and validation from a diverse range of people who are all involved in the development of this technology.

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Online Exposure A further method of validation and evaluation for my design project involves gaining responses via online exposure.

website. By seeking exposure on these platforms there is great potential to receive evaluation on my design development.

Online exposure will allow my project to receive evaluative responses beyond the immediate university context, and will be critical in validating my design response.

The fundamental benefit of this method is the sheer volume of viewership it can attain. It extends the exposure far beyond the RMIT graduate exhibition, facilitating responses from an audience which ranges from those highly educated and experienced in the field to those with very little understanding of fields of importance to this project such as transportation, energy, service design and engineering. The feedback I receive will therefore vary in its relevance and value, facilitating allow fluctuating degrees of evaluation.

My self-devised method of online exposure involves sharing my design response through a range of online platforms to gain viewership and feedback from a broader potential audience. My design project involves producing many visual elements which could be viewed by a worldwide audience if given the appropriate exposure. My project can be shared on platforms such as transportation blogs, social media, design websites and my personal

I aim to expose online viewers to a project which provokes critical thinking of our current state of intercity transportation.

Viewers will hopefully understand

the speculative nature of the project and it will provide them with a ‘glimpse into a future of sustainable mobility systems’.

My intention is not for this to be viewed online as a fantasy approach to transportation, but instead to present a desired nearfuture situation which could be reached through the development and adoption of technologies which are all based on current research and thinking. My design response will be validated if I receive online responses which align with this aim.

Online exposure will play an important role in the evaluation and validation of my design project, as this method extends the potential viewership of the digital design work far beyond the RMIT industrial design course, providing a means for feedback which will hopefully align with my project’s communication aims.

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Summary My core aim with this project is to present a speculative future transportation system which can showcase a more sustainable and userfriendly alternative to our current state of operation.

In order to claim I have achieved this aim, a series of methods must be utilised that will provide a means of evaluation and

validation of my design response.

The methods I have selected are presenting my project to an industry panel, analysing my design within the context and gaining online exposure and feedback. Through these methods, which will gain evaluative responses from industry experts and novices alike, it will be possible to validate whether my project has delivered the impact I have intended.

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DESIGN DEVELOPMENT The process of designing a tube transportation vehicle and system has been an evolutionary process primarily based in a digital design space. For such a highly speculative project I have spent a great deal of time working on CAD models, which have consistently changed as a response to design feedback.

There have been three main design iterations throughout the year, for the semester one final presentation, semester two week 8 completion seminar and the final project submission and exhibition.

Each major iteration has been a reflection in a change in thinking about future mobility systems.

In this chapter I am showing the development of the design project throughout the project including a series of images which represent my final design outcomes.

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TIMELINE OF DEVELOPMENT

Semester One Final Presentation

The ‘Platypus’ • • • • •

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Determined scale First speculative technical layout Initial interior concept Design of economy class interior Laser cut 1:25 Scale Model

Semester Two Week 8 Presentation

Semester Two Final Exhibition

Generative concept

Final concept

• • • •

•

Change in approach to the technical proposition More experiemental with vehicle exterior form Development of virtual reality prototype Design of a three class system and their respective seating design and layouts

• •

Organically inspired form language for both interior and exterior Design of more refined economy class seating and layout 3D Printed Scale model inside tube

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The First Iteration My first major iteration of the tube vehicle was the ‘Platypus’ design I presented at the end of semester one.

The concept emerged as a result of a desire to envision a tube vehicle concept which differed greatly from the ‘Hyperloop’ proposition.

Instead of a proposing a system of levitation I decided to present the concept of a tube vehicle with wheels. The intention behind this was that having wheels could initiate a discussion on the energy requirements of the system, due 74

to my research findings about the huge energy requirements for magnetic levitation trains in comparison to rolling trains.

This also indicated a concept which would be more viable with technology of today.

The iteration proved to be a valuable first attempt at understanding the CAD workflow required for designing such a concept. When I started the project my CAD skills were quite basic, so this design served as ‘skilling up’ test of my digital design capability.

Dual engine Induction charged electric propulsion Autonomous operation

One entry

Three wheel configuration

Overhead and side lockers

Coaxial Rotors Space for WC

Basic Economy Seating Layout

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Scale Model In addition to my digital model I made a laser cut model at 1:25 scale of my initial design concept.

The exterior sat within two rings at each end to show the vehicle sitting within a tube system. The interior package was represented in 2 dimensions and sat in front of the exterior.

My skills in digital design for rapid prototying let the model down, as there were parts that did not fit together. However, this was a useful excercise in visualising the proportions of the vehicle and demonstrating the concept in 3 dimensions.

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The Second Iteration The second major iteration of my design concept proved to be a radical departure from the initial approach.

After discussion with engineers at VicHyper, I decided that the first concept involving the use of wheels had to be changed. The use of steel wheels would reduce the capacity of the vehicle to travel at very fast speeds due to the friction on the tube walls. It also did not suit the speculative focus of the project to incorporate emerging and future technologies.

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Upon this realisation my concept proposition became far more speculative. I decided to employ the air bearings levitation method of the ‘Hyperloop’ concept with a different approach. This resulted in the concept of two rings at either end of the vehicle through which compressed air is expressed, levitating the vehicle on a tiny cushion of air to allow rapid, frictionless travel.

The design of the exterior was an experimental approach to transportation form language

through the incorporation of generative design. I utilised the program Meshmixer to generate a highly organic form to make the suggestion that this could be a futuristic flexible ‘skin’ for the vehicle which allows it to turn.

Air Bearing ‘Rings’ (Inductive charging) Levitates vehicle and flexes to turn Compressor Nozzle

Generative Design Flexible Skin

Compressor Intake 1 x 300 KW engine

Battery Pack & Electric Motor

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A Three Class System One aspect of the project which I decided to develop was the creation of a three class system.

This was due to the need for the system to be economically sustainable, due to the revenue potential of providing premium seating for a higher price. My research indicated that large proportion of revenue from a transit system can be generated from a small amount of business and first class system.

I created three seating layouts for three customer segments, each benchmarked from existing modes of transportation. These all offered a variance from the standard three service systems The business class included a pod seating arrangement and conference suite to provide a unique proposition for business travellers.

A key aspect of developing a multi class system was defining a user space envelope for each service level. Before I designed the furniture I created the space envelopes for each service and used that to determine the layouts based on the minimum amount of space each level would need 83

‘Eco-Efficiency’ Seat (Economy)

‘Engagment’ Class Seat (Business)

Group Seating Pod

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‘Comfort’ Class Seat (First Class)

Conference Suite

ECO -EFFICIENCY CLASS • • • • • • •

Economic Travel for the masses Maximum Passenger yield per vehicle Adequetly Comfortable Basic ‘no frills’ service 60-70% of Fleet 54 Passenger Capacity Departing Melbourne-Sydney every 8 minutes

ENGAGEMENT CLASS • • • • • • •

Ideal for business travellers and social groups Basic seating with greater comfort and space Emphasis on social interaction Greatest variation in layout configurations, including conference suite and seating pods 20-30% of fleet 25 Passenger Capacity Departing Melbourne-Sydney every 15 minutes

COMFORT CLASS • • • • • •

Highly comfortable, spacious seating Higher level of service Smallest amount of fleet, yet high comparitive revenue yield 5% of Fleet 18 Person Capacity Departing Melbourne-Sydney every 75 mins

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Virtual Reality Another key element of the design development has been my progression with virtual reality as a means of visualisation. Virtual reality is a relatively new method for industrial designers, and especially for the RMIT Honours course, and my intention with prototyping with this method is to develop an element of the project which pushes the futurethinking and provocative aspects of the project. The process of learning how to develop a design package in virtual reality has been an interesting challenge, as it has been a departure from many of the processes that I have been familiar with throughout my studies in industrial design.

Initially my work in virtual reality involved learning how to import CAD models into the Unity gaming engine, and 86

learning how to build virtual scenes to an android phone. I have found the Google Cardboard development application to be a fantastic method of showcasing basic, highly accessible virtual reality using only an android smartphone. I utilised a first person controller in order to position a realistic camera view that has worked particularly well for the interior cabin of the tube vehicle. A key aspect of the communication is the application of textures to give a higher degree of realism to the models and environments.

Once I had developed a workflow of building to Android from Unity, I was able to greatly improve the quality of the VR work through the acquisition of an Oculus Rift Development Kit 2 and making a switch to the Unreal Engine.

I have found it to be a much simpler process to produce a high quality virtual package through the application of high quality textures and lighting into the scenes. Likewise, the change from the Google Cardboard to the Oculus Rift has vastly improved the capability to show far higher quality packages. The Oculus, however, does require a rethink of the way the VR is presented, due to the multitude of computer cables required to connect the headset to a computer.

Developing a workflow to demonstrate my design work through various modelling software and into the gaming engines Unity and Unreal has been a major success of the project and is a key exhibition of my exhibition plan.

Screenshots from the Virtual Reality prototype visualisation from the week 8 completion seminar

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Meshmixer Experimentation After the week 8 completion seminar I began some experimentation to integrate a more organic form language into the cabin interior, following suggestions from the panel.

I used the free meshing software Meshmixer to experiment with meshing various CAD geometry into voronoi-type 3D patterns.

This could represent light-weight structures that look they would be ‘grown’ rather than fabricated through traditional methods of manufacturing.

I developed a workflow and an understanding of how the 88

software could be best utilised.

However, there were a number of issues that resulted in me deciding not to pursue forms created in Meshmixer for the final designs.

I decided that the mesh patterns did not make structural sense, and were best employed for aesthetic effect rather than weight-bearing structures.

The models were also much more difficult to manipulate and control, and I felt that an entire assembly made of the meshes could be highly problematic and hard to work with.

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Solidthinking Modelling After my decision to avoid software such as Meshmixer for the final CAD design, I switched my efforts to Solidthinking products to create a more organic, structural form.

I created a very simple double seat design on Evolve and loaded into Inspire to generate on optimised form. The software requires information inputs about forces supports and produces a highly organic form which makes much more sense from a manufacturing perspective. I then loaded this form back into Evolve and modelled the final design design.

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I utilised the optimised form as the main inspiration for the final form, however I changed many aspects of it purely to produce the aesthetic I intended.

I was satisfied with the result of the polynurbs modelling I was able to generate, due to the great surfacing which suited my intended aesthetic.

I decided to also apply this modelling method to the exterior and created a dramatic looking exterior form which was able to translate the fundamental idea from the previous model into a more interesting form.

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The Third and Final Iteration

The third and final iteration of my concept vehicle for the honours project demonstrates a radical departure from traditional approaches to vehicle design.

It builds upon the fundamental concept of the second iteration, taking into account feedback from my completion seminar.

The panel was encouraging to really push the form language to 94

a far more speculative outcome and incorporate generative and organic forms into the interior cabin.

The organically inspired forms and structures show a vision for a future in which additive manufacturing and smart material development allows for the implementation of highly

optimised, light-weight designs.

For the final design I decided to model only an economy class interior cabin. I did this due to time constraints and a desire to produce a single, refined interior rather than producing 3 interiors of a lower standard of development.

3000

4500

15000 23500

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The interior seating is designed to be light-weight with thin structures and mesh. They provide adequently comfortable seating for domestic passengers in Australia travelling rarely more than two hours.

Due to the vehicle being enclosed in a tube and therefore a lack of windows, the interior walls are instead installed with high resolution curved screens. These screens display by default the pasing outside environment.

However, with the acquisition of augmented reality glasses, passengers can choose their own environment display which could be for the purpose of entertainment or education.

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Tube air pressure is reduced to a near vacuum, allowing faster transit due to lower air resistance.

The vehicle’s electric motor is partially charged indusctively through the tube walls.

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Incoming air enters the front compressor and this compressed air is expelled out of the front and rear air bearings, levitating the vehicle on a tiny cushion of air.

Passing air that has not entered the front compressor is siphoned into a further compressor at the rear which is expelled from the nozzle, increasing propulsion.

The exterior structure of the vehicle is made from a bioengineered flexible metal. This material holds the air bearings and encases the interior cabin.

This material is capable of pushing and pulling its form, providing the vehicle with the

flexibility it requires to be able to go around curved tube sections.

This is especially important at lower speeds in city environments, where tube construction is more limited due to land congestion and cannot always be as straight as in regional areas.

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3D Printed Scale Model For my end of semester exhibition I am making a 3D printed scale model to assist in communicting the design concept. I am positioning inside a 96mm inside diameter tube, therefore making thd model roughly 1:45 scale.

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I am printing at the Advanced Manufacturing Precinct at RMIT on the Fortus 900mc in ABS plastic. At the time of publication the print is being treated, however it is evident that the print has effectively captured the 3D form of the vehicle exterior.

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“Don’t think what’s the cheapest way to do it or what’s the fastest way to do it...

Think what’s the most amazing way to do it”.

- Sir Richard Branson 114

REFLECTION My honours project, Mobility 5.0, has been primarily a conceptual design project investigating mobility alternatives for intercity transportation systems. I started this year with an interest in disruptive technologies that can lead to a more sustainable future, and therefore decided to base my final year project around the ‘Hyperloop’ concept, which aligned with my interests and skills as a designer.

Much of my research in the project explored the justification of developing this completely new mode of transportation. My aim has been to communicate a real need for this by outlining

many of the flaws of our current system. The research indicates that our current system serves us adequately, yet is unprepared for many potential future challenges.

The project has evolved from initially being a strictly ‘hyperloop’ project instead into an exploration of the overarching concept of tube transportation and the possibilities of designing with technology of the future.

A key aspect of the project has been the use of virtual reality to allow viewers the opportunity to experience the vehicle system in an embodied, tangible way that is still relatively new within the industrial design course.

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USER EXPERIENCE

MOBILITY

SUSTAINABILITY Economic

Social

Environmental

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The Honours Project

Findings

Impact & Intention

Impact on self

The findings of my project have identified the need for change, both globally and within Australia.

In Australia we rely heavily on aircraft in order to travel between our distant cities. The aviation industry does have a clear plan on how they plan to transition away from fossil fuels, a change that must occur due to a peak oil crisis and growing recognition of climate change. This project has isolated the need for a mobility alternative, such as high speed rail network, which could future-proof our mobility ecosystem.

My intention of this project has largely been of a speculative and discursive nature. I have focussed less on designing a beautifully resolved vehicle and more on exploring a future-thinking project that presents a radical departure from a business as usual approach to mobility systems. My greater intention has always been to allow viewers to think critically about our current practises of transportation and consider how mobility systems could be vastly different in the future.

This honours project has had a significant impact on myself as an emerging design practitioner.

As my largest and most indepth design project I have ever undertaken, it has been both an extremely challenging and rewarding experience.

My research and practise has found that the ‘Hyperloop’ concept has enormous potential but is likely to be a great many years away from fruition. Australia should concentrate on other options such as rapid rail in the near future.

With such a large project scope it was extremely difficult to reach all the intentions I had set out to achieve. I did not develop the service or systems aspect of the project anywhere near as much as I had hoped. The primary impact will therefore be a provocation on mobility futures and form language.

The self-directed nature of the course has allowed me to become much more confident and efficient in self-directed projects. In addition, I have improved my skills across many areas including research, writing, computer-aided design (CAD), visualisation and graphics. The project has confirmed my interest in speculative design and my desire to be involved in design practise incorporating emerging and future technologies.

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Now What?

Much of the thinking in this project involves designing for future scenarios based on trends and expert predictions. Regardless of whether ‘Hyperloop’ becomes a reality and revolutionises transportation systems around the world or becomes an expensive pipe dream, changes are inevitable. We can no longer afford to stay ignorant of the realisation that we must embrace radical change if we are to limit the impending environmental, societal and economic impacts of climate change. Within the Australian transport industry this change could take the form of a bullet train or electric car network

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in the near future but potentially a tube transportation system in the long term.

The next step for ‘Hyperloop’ is the SpaceX university competition in Los Angeles in January 2017, which will undoubtedly receive a lot of media attention. This will test the feasibility of the concept and generate a lot of interest in mobility alternatives. The two start-up companies, HTT and Hyperloop One, still appear to be a long way off functional prototypes and demonstrating their ability to deliver on a heavily vaunted concept.

For my personal future direction, I will take what I have learnt during

this honours project and apply it to my next step, a twelve-month design internship. I will not be working in the transportation industry, as I once was very interested in, but will instead be more focused on emerging technology.

I have found Mobility 5.0 to be a highly enriching project that has pushed me a long way as a design thinker and practitioner.

The project has demonstrated a vision for a problem that we must solve and I hope my work can contribute to a discussion about a future with more sustainable intercity mobility.

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3.

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4.

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