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Hyperloop

Hyperloop is a proposed high-speed transportation system for both passengers and freight. The concept was documented by Elon Musk in a 2013 white paper, where the hyperloop was described as a transportation system using capsules supported by an air-bearing surface within a low-pressure tube.[1] Hyperloop systems have three essential elements: tubes, pods, and terminals. The tube is a large, sealed low-pressure system (typically a long tunnel). The pod is a coach at atmospheric pressure that experiences low air resistance or friction inside the tube[2] using magnetic propulsion (in the initial design, augmented by a ducted fan). The terminal handles pod arrivals and departures. The hyperloop, in the form proposed by Musk, differs from vactrains by relying on residual air pressure inside the tube to provide lift from aerofoils and propulsion by fans;[1] however, many subsequent variants using the name "hyperloop" have been relatively traditional vactrains.

Hyperloop was teased by Elon Musk at a 2012 speaking event, and described as a "fifth mode of transport".[3] Musk released details of an alpha-version in a white paper in August 2013, in which the hyperloop design incorporated reduced-pressure tubes with pressurized capsules riding on air bearings driven by linear induction motors and axial compressors.[4] The white paper showed an example hyperloop route running from the Los Angeles region to the San Francisco Bay Area, roughly following the Interstate 5 corridor.[1] Some transportation analysts challenged the cost estimates in the white paper, with some predicting that a hyperloop would run several billion dollars higher.[5][6][7]


The hyperloop concept has been promoted by Musk and SpaceX, and other companies or organizations were encouraged to collaborate in developing the technology.[8] A Technical University of Munich hyperloop set a speed record of 463 km/h (288 mph) in July 2019[9][10] at the pod design competition hosted by SpaceX in Hawthorne, California.[11] Virgin Hyperloop conducted the first human trial in November 2020 at its test site in Las Vegas, reaching a top speed of 172 km/h (107 mph).[12] Swisspod Technologies unveiled a 1:12 scale testing facility in a circular shape to simulate an "infinite" hyperloop trajectory in July 2021 on the EPFL campus at Lausanne, Switzerland.[13] In 2023, a new European effort to standardize "hyperloop systems" released a draft standard.[14]


Hyperloop One, one of the best well-known and well-funded players in the hyperloop space, declared bankruptcy and ceased operations in 2023. Other companies continue to pursue hyperloop technology development.[15]

History[edit]

Musk first mentioned that he was thinking about a concept for a "fifth mode of transport", calling it the Hyperloop, in July 2012 at a Pando Daily event in Santa Monica, California. This hypothetical high-speed mode of transportation would have the following characteristics: immunity to weather, collision free, twice the speed of a plane, low power consumption, and energy storage for 24-hour operations.[16] The name Hyperloop was chosen because it would go in a loop. In May 2013, Musk likened Hyperloop to a "cross between a Concorde and a railgun and an air hockey table".[17] By 2016, Musk envisioned that more advanced versions could be potentially be able to go at hypersonic speed.[18]


From late 2012 until August 2013, a group of engineers from both Tesla and SpaceX worked on the modeling of Musk's Hyperloop concept.[19] An early system conceptual model was published on both the Tesla and SpaceX websites[1][20] which describes one potential design, function, pathway, and cost of a hyperloop system.[1] In the alpha design, pods were envisioned to accelerate to cruising speeds gradually using linear electric motors and glide above their track on air bearings through tubes above ground on columns or below ground in tunnels to avoid the challenges of grade crossings. An ideal hyperloop system was estimated to be more energy-efficient,[21][22] quiet, and autonomous than existing modes of mass transit in the 2010s. The Hyperloop Alpha was released as an open source design. Musk invited feedback to "see if the people can find ways to improve it".[23] The trademark "HYPERLOOP", applicable to "high-speed transportation of goods in tubes" was issued to SpaceX on 4 April 2017.[24][25]


In June 2015, SpaceX announced that it would build a 1-mile-long (1.6 km) Hyperloop test track located next to SpaceX's Hawthorne facility.[26][27] The track was completed and used to test pod designs supplied by third parties in the competition.


By November 2015, with several commercial companies and dozens of student teams pursuing the development of Hyperloop technologies, the Wall Street Journal asserted that "The Hyperloop Movement", as some of its unaffiliated members refer to themselves, is officially bigger than the man who started it."[28]


The Massachusetts Institute of Technology (MIT) hyperloop team developed an early hyperloop pod prototype, which they unveiled at the MIT Museum on 13 May 2016. Their design used electrodynamic suspension for levitating and eddy current braking.[29]


An early passenger test of low-speed hyperloop technology was conducted by Virgin Hyperloop by two employees of the company in November 2020, where the unit reached a maximum speed of 172 km/h (107 mph).[30]


In January 2023, the European Committee for Electrotechnical Standardization released the first technical standard for hyperloop systems.[14] Hardt Hyperloop demonstrated a Hyperloop lane switch without moving components in the infrastructure in June 2019 at its test site in Delft, The Netherlands.[31]


As of 21 December 2023, Hyperloop One, a company that had been working to commercialize Hyperloop, has terminated operations.[15]

Hyperloop research programs[edit]

Eurotube[edit]

EuroTube is a non-profit research organization for the development of vacuum transport technology.[94] EuroTube is currently developing a 3.1 km (1.9 mi) test tube in Collombey-Muraz, Switzerland. The organization was founded in 2017 at ETH Zurich as a Swiss association and became a Swiss foundation in 2019.[95] The test tube is planned on a 2:1 scale with a diameter of 2.2 m and designed for 900 km/h (560 mph)

Hyperloop Development Program (HDP)[edit]

The Hyperloop Development Program is a public-private partnership of public sector partners, industry parties, and research institutions dedicated to prove the feasibility of hyperloop, test and demonstrate in the European Hyperloop Center Groningen, and identify the future prospects and opportunities for industry and stakeholders. The European Hyperloop Center is under constructions and will have a 420-meter test facility including a lane switch and is planned to commence testing in 2024.[96] The total program size is €30 million and it is co-funded with €4.5 million by the Dutch Ministry of Infrastructure and Water Management and Ministry of Economic Affairs and Climate Policy,[97] and €3 million by the Dutch Province of Groningen.[98] Partners in the program include AndAnotherday, ADSE, Royal BAM Group, Berenschot, Busch, Delft Hyperloop, Denys, Dutch Boosting Group, EuroTube, Hardt Hyperloop, the Institute of Hyperloop Technology, Royal IHC, INTIS, Mercon, Nevomo, Nederlandse Spoorwegen, POSCO International, Schiphol Group, Schweizer Design Consulting, Tata Steel, TÜV Rheinland, UNStudio, Vattenfall.

Criticism and human factor considerations[edit]

YouTube creator Adam Kovacs has described Hyperloop as a kind of gadgetbahn because it would be an expensive, unproven system that is no better than existing technology like traditional high-speed rail.[124] Some critics of Hyperloop focus on the experience—possibly unpleasant and frightening—of riding in a narrow, sealed, windowless capsule inside a sealed steel tunnel, that is subjected to significant acceleration forces; high noise levels due to air being compressed and ducted around the capsule at near-sonic speeds; and the vibration and jostling.[125] Even if the tube is initially smooth, ground may shift with seismic activity. At high speeds, even minor deviations from a straight path may add considerable buffeting.[126] This is in addition to practical and logistical questions regarding how to best deal with safety issues such as equipment malfunction, accidents, and emergency evacuations.


There is also the criticism of design technicalities in the tube system. John Hansman, professor of aeronautics and astronautics at MIT, has pointed out problems, such as how a slight misalignment in the tube would be compensated for, and the potential interplay between the air cushion and the low-pressure air. He has also questioned what would happen if the power were to go out when the pod was miles away from a city. UC Berkeley physics professor Richard Muller has also expressed concern regarding "[the Hyperloop's] novelty and the vulnerability of its tubes, [which] would be a tempting target for terrorists", and that the system could be disrupted by everyday dirt and grime.[127]

Political and economic considerations[edit]

The alpha proposal projected that cost savings compared with conventional rail would come from a combination of several factors. The small profile and elevated nature of the alpha route would enable Hyperloop to be constructed primarily in the median of Interstate 5. However, whether this would be truly feasible is a matter of debate. The low profile would reduce tunnel boring requirements and the light weight of the capsules is projected to reduce construction costs over conventional passenger rail. It was asserted that there would be less right-of-way opposition and environmental impact as well due to its small, sealed, elevated profile versus that of a rail easement;[1] however, other commentators contend that a smaller footprint does not guarantee less opposition.[34] In criticizing this assumption, mass transportation writer Alon Levy said, "In reality, an all-elevated system (which is what Musk proposes with the Hyperloop) is a bug rather than a feature. Central Valley land is cheap; pylons are expensive, as can be readily seen by the costs of elevated highways and trains all over the world".[128][129] Michael Anderson, a professor of agricultural and resource economics at UC Berkeley, predicted that costs would amount to around US$100 billion.[6]


Projected low ticket prices by Hyperloop developers have been questioned by Dan Sperling, director of the Institute of Transportation Studies at University of California Davis, who stated that "there's no way the economics on that would ever work out."[6] Some critics have argued that, since Hyperloop is designed to carry fewer passengers than typical public train systems, it could make it difficult to price tickets to cover the costs of construction and running.[130] In a study done by the TU Delft researchers claim that the fares would have to be higher than €0.30 per passenger kilometer, compared to €0.174/p-km for high speed rail and €0.183/p-km for air travel.[131]


The early cost estimates of the hyperloop are a subject of debate. A number of economists and transportation experts have expressed the belief that the US$6 billion price tag dramatically understates the cost of designing, developing, constructing, and testing an all-new form of transportation.[5][6][34][129] The Economist magazine said that the estimates are unlikely to "be immune to the hypertrophication of cost that every other grand infrastructure project seems doomed to suffer."[132] Hyperloop One estimated that for a loop around the Bay Area the costs were in a range on $9 billion to $13 billion in total, or from $84 million to $121 million per mile. For another project in the United Arab Emirates the company estimated $52 million per mile and for a Stockholm-Helsinki route the company reported a cost of $64 million per mile.[133]


Political impediments to the construction of such a project in California may be large due to the "political and reputation capital" invested in the existing mega-project of California High-Speed Rail.[132] Because replacing that with a different design would not be straightforward given California's political economy, Texas has been suggested as an alternate for its more amenable political and economic environment.[132]


Building a successful hyperloop sub-scale demonstration project could reduce the political impediments and improve cost estimates. In 2013, Musk suggested that he might become personally involved in building a demonstration prototype of the hyperloop concept, including funding the development effort.[132][19]


The solar panels Musk plans to install along the length of the hyperloop system have been criticized by engineering professor Roger Goodall of Loughborough University, as not being feasible enough to return enough energy to power the hyperloop system, arguing that the air pumps and propulsion would require much more power than the solar panels could generate.[127]


According to The New York Times, "The central impediment" to the Hyperloop is that it "would require creating an entire infrastructure. That means constructing miles-long systems of tubes and stations, acquiring rights of way, adhering to government regulations and standards, and avoiding changes to the ecology along its routes."[134]

The , using high pressures behind a capsule to move it forward, was suggested in 1799 by the British mechanical engineer and inventor George Medhurst. In 1812, Medhurst wrote a book detailing his idea of transporting passengers and goods through airtight tubes using air propulsion.[148]

pneumatic tube

was operated from 1870 to 1873 as a one-block-long prototype of an underground tube transport public transit system in New York City, following a concept by Alfred Ely Beach. The system worked at near-atmospheric pressure, with the passenger car moved by means of higher pressure air applied to the back of the car while comparatively lower pressure air was maintained in front of the car.[149]

Beach Pneumatic Transit

Vactrains were explored in the 1910s, as described by American rocket pioneer and others.[132] Unlike pneumatic tubes, these do not use pressure for propulsion, but instead utilize a hard vacuum to eliminate drag ahead of the vehicle. The vehicle is both suspended and propelled by magnetic levitation.

Robert Goddard

was a proposal to run a maglev train in a low-pressure environment. Concessions were granted to Swissmetro in the early 2000s to connect the Swiss cities of St. Gallen, Zurich, Basel, and Geneva. Studies of commercial feasibility reached differing conclusions and the vactrain was never built.[150]

Swissmetro

(ET3) was founded by Daryl Oster in 1997 with the goal of establishing a global transportation system using passenger capsules in frictionless maglev full-vacuum tubes. Oster received interest from Elon Musk potentially investing in a 3-mile (5 km) prototype of ET3's proposed design.[151][152]

ET3 Global Alliance

In 2003 led the development of Pipenet, with a 100 m (110 yd)-long 1.25 m (1.37 yd) diameter prototype system constructed in Italy in 2005, with a vision to use an evacuated tube for moving freight at up to 2,000 km/h (1,200 mph) using linear synchronous motors and magnetic levitation. However development stopped after funding ceased.[153]

Franco Cotana

In August 2010, a vacuum-based maglev train able to move at 600 mph (1,000 km/h) was proposed for China, projected to cost 10–20 million (US$2.95 million at the August 2010 exchange rate) more per kilometer than regular high-speed rail.[154] In 2018 a short 45 m (49 yd) loop test track was completed to test some parts of the technology.[155]

CN¥

. newatlas.com. 2 June 2017. Retrieved 6 June 2017.

"Europe's first Hyperloop test track pops up at TU Delft"

Wired via YouTube

Video of First Successful Test Ride

Eurotube.org