## 5 Conclusions
\begin{tabular}{c c c c c c} \multicolumn{6}{c}{**Table A1**. _Cont.} \\ \hline
**Abbreviation** & **Definition** & **Unit (SI)** & **Abbreviation** & **Definition** & **Unit (SI)** \\ \hline \(E_{1}\) & Phase voltage at the stator after losses & V & \(R_{1}\) & Stator resistance & \(\Omega\) \\ \(E_{ac}\) & Energy consumed during acceleration & J & \(T_{f}\) & Tunnel factor & \(\Phi\) \\ \(E_{bat}\) & Energy consumed by the batteries & J & \(T_{t}\) & Temperature inside the tube & K \\ \(E_{gen}\) & Energy generated during deceleration & J & \(T_{o_{t}}\) & Total temperature inside the tube & K \\ \(E_{t}^{\prime}\) & Total energy consumed per unit length & J\(\cdot\)m\({}^{-1}\) & \(t_{ac}\) & Acceleration time & s \\ \(E_{v}\) & Energy consumed throughout the travel at & J & \(t_{dec}\) & Deceleration time & s \\ \(e_{bat}\) & Battery stored energy per unit mass & J\(\cdot\)kg\({}^{-1}\) & \(t_{des}\) & Batteries discharge time & s \\ \(e_{t}^{\prime}\) & Total energy per unit length and payload mass & J\(\cdot\)m\({}^{-1}\cdot\)kg\({}^{-1}\) & \(t_{tot}\) & Total route time & s \\ \(F_{D}\) & Drag force & N & \(t_{v}\) & Travel time at the speed v & s \\ \(F_{D_{EDS}}\) & EDS drag force & N & \(V_{1}\) & Phase input voltage to the stator & V \\ \(F_{x}\) & Propulsion force (along x & N & \(v\) & Vehicle operating speed & m\(\cdot\)s\({}^{-1}\) \\ \(F_{x}\) & axis) & N & \(X_{1}\) & Stator reactance & \(\Omega\) \\ \(F_{z}\) & Levitation force (along z & N & \(X_{1}\) & Stator reactance & \(\Omega\) \\  & Axis) & Filling factor of each & & & \\ \(f_{i}\) & container (for & \(\Phi\) & \(\beta\) & Blockage ratio & \(\Phi\) \\  & i = \(1,\ 2,\ldots,n_{cont}\)) & & & & \\ \(g\) & Gravity acceleration & m\(\cdot\)s\({}^{-2}\) & \(\gamma\) & Adiabatic index & \(\Phi\) \\ \(I_{1}\) & Stator line current & A & \(\gamma_{o}\) & Angle between E\({}_{1}\) e I\({}_{1}\) & rad \\ \(l_{c}\) & Transport capacity per unit time (capacity index) & kg\(\cdot\)s\({}^{-1}\) & \(\Delta_{1}\) & Displacement section & m\({}^{2}\) \\  & Energy consumption per & & & & \\ \(l_{e}\) & payload mass (energy & J\(\cdot\)kg\({}^{-1}\) & \(\Delta_{2}\) & Momentum section & m\({}^{2}\) \\  & index) & & & & \\ \(L_{ac}\) & Acceleration length & m & \(\delta^{*}\) & Boundary layer & \\  & & & & displacement thickness & m \\ \(L_{c}\) & Length of one capsule & m & \(\delta_{lc}\) & Pod longitudinal & \\ \(L_{cont}\) & Length of one container & m & \(\delta_{rc}\) & Pod radial thickness & m \\ \(L_{dec}\) & Deceleration length & m & \(\eta_{bat}\) & Battery charging & \\ \(L_{t}\) & Tube length (same as the & & & \\  & route one) & m & \(\eta_{EDS}\) & EDS efficiency & \(\Phi\)(p.u.) \\ \(L_{v}\) & Travel length at the & & & Boundary layer & \\  & speed v & m & \(\theta\) & momentum thickness & m \\ \(M\) & Mach number & \(\phi\) & \(\rho_{t}\) & Density inside the tube & kg\(\cdot\)m\({}^{-3}\) \\  & Maximum cargo of one & & & & \\ \(m_{carga}\) & container & kg & \(\tau\) & & \\  & Mass flow through the & & & & \\ \(\dot{m}_{cc}\) & annulus & kg\(\cdot\)s\({}^{-1}\) & \(\varphi\) & EDS power angle & rad \\ \end{tabular}   
In the table below, only the parameter v is given values. This is because the rest of the values are either constants or optimized ones. The lower limit is 500 km/h, a speed reachable by state-of-the-art maglev or even high-speed vehicles. The upper one is 1222 km/h, around the 1220 km/h proposed by [24]. At 20 \({}^{\circ}\)C and with \(\gamma=1.40\) and \(R=287\) J (kg\(\cdot\)K), \(a_{s}\) equals 1235.53 km/h (by means of Equation (29)), which is slightly superior to 1222 km/h and means that, even if the speed were that, the vehicle would not break the sound barrier and the first hypothesis would still be true:  
The following table is a variation of Table A3. Here, the \(L_{t}\) column has substituted the v column and there are five fewer runs because \(L_{t}\) adopts three values for each number of containers (15 rows in total):