The present planning of CargoCap orientates itself mainly on the burden on roads within the congested urban area Ruhr region. The supply of the producing economy, the retail market and the consumers is due the overcrowding of roads only possible with exceptionally high and time-dependent costs. These above-average expectations of savings due to shifting of traffic have not been taken into consideration since the Successful calculation of the CargoCap system, but it was started from the assumption of only average returns. The achievable savings remained with the forwarding agent, so the appeal for the use of CargoCap increases. In addition during the investigation of income statement-related measurements, which could only be estimated during planning, it was started from careful (low-risk) assumptions, for example relevant numbers of goods, freight rates, future development of prices or the selection of interesting sorts of goods.

In the future the basic conditions on the transport sector will develop increasingly in favour of CargoCap: The charge of a toll for heavy lorries depending on distance for federal roads is certain. In addition to that this toll could expand also on smaller vans as well as the use of local roads. Already today legal arrangements allow scaling of tolls depending on the time of day. An increase of costs for the transportation of cargo on roads would directly contribute to CargoCap because of differences between prices.

The expected increase of freight volume and the problems concerning the extension of roads in congested urban areas lead to even more traffic jams. The unpredictability of transports resulting from that leads to increasing transport costs which will partly be reflected in the freight rates. This also leads to an improved evaluation of the operational efficiency of CargoCap.

In contrast to classic investments increasing returns to scale occur with the construction of networks. The expansion of the networks leads to superproportional advantages from which an immanent growth of the network would be the result [that also occurred with the railway, the telephone or at present the internet]. Here it is important that a minimum size of the network has to be reached from the start, which makes these positive effects possible. The CargoCap network, that has been modellised up to now, was measured under these premises and the point of research suggests to reach this minimum size.

Along with the pipeline route through the Ruhr Area, in accordance to that also the effects of a network extension into the close-by Rhineland have also been investigated correspondingly. Additional economic successes resulting from the network effects prove that CargoCap can be evaluated as a profitable investment into the future.

But CargoCap is not solely designed for North Rhine-Westphalia. The traffic problems that come across also predominate in many other German and foreign congested urban areas. The system will be able to reach pioneer profits on this infrastructure sector, because on the worldwide sector of freight traffic CargoCap belongs to the few approaches which use underground space to avoid bottlenecks on the earth's surface. It so matches with the claims for "sustainability" which will be of increasing importance also for private investments in the future.

The operating authority of CargoCap could take advantage of a cooperation of private and public investors in the form of a public-private-partnership. The investigation of the possible basic structures showed the advantage of the Ltd as a form of organisation, which allows a participation of one or several regional authorities with an appropriate contract.