Elon Musk’s hyperloop is actually making progress (Wired UK)

Hyperloop Transportation Technologies is a company formed to design and eventually build the fanciful transportation system envisioned by Tesla and SpaceX CEO Elon Musk


When Elon Musk unveiled his idea for the Hyperloop in August of
2013, no one seemed sure what the next step would be. The Tesla
Motors and SpaceX CEO dropped a
57-page alpha white paper
 on us, noting he didn’t really
have the time to build a revolutionary transit system that would
shoot pods full of people around the country in above-ground tubes
at 800 mph.

Fortunately for futurists and people who enjoy picking apart
complicated plans, an El Segundo, California-based startup has
taken Musk up on his challenge to develop and build the
Hyperloop. JumpStartFund combines elements of crowdfunding and
crowd-sourcing — bringing money and ideas in from all over the
place — to take ambitious ideas and move them toward reality.

When Musk proposed his idea, JumpStartFund was fresh off its
beta launch, and taking on the Hyperloop seemed like the perfect
way to test the company’s approach (and drum up headlines), says
CEO Dirk Ahlborn. So they reached out to SpaceX, proposed the
project on their online platform, and created a subsidiary company
to get to work: Hyperloop Transportation Technologies, Inc.

The incorporated entity has a fancy name and all, but it’s less
a standard company than a group of about 100 engineers all over the
country who spend their free time spitballing ideas in exchange for
stock options. That said, this isn’t a Subreddit
trying to solve the Boston Marathon bombing
. These gals and
guys applied for the right to work on the project (another 100 or
so were rejected) and nearly all of them have day jobs at companies
like Boeing, NASA, Yahoo!, Airbus, SpaceX, and Salesforce. They’re
smart. And they’re organized.

The team is split into working groups, based on their interests
and skills, that cover various aspects of the massive project,
including route planning, capsule design, and cost analysis. They
work mostly over email, with weekly discussions of their progress.
Hierarchy is minimal, but leaders have naturally emerged, says
Ahlborn. And if a decision needs to be made, as CEO, he makes the

A lot of the work is being done by 25 UCLA students. The
school’s SUPRASTUDIO design and architecture program partnered with
JumpStartFund, and now the students are working on all the design
solutions the new transit system would require.

Ahlborn doesn’t expect to have the technical feasibility study
finished until mid-2015, but he decided to show off what his team
has done so far to coincide with the midterm break of the design
group at UCLA. So far, the team has made progress in three main
areas: the capsules, the stations, and the route.

Here’s what we know so far about the Hyperloop JumpStartFund
wants to build.

The Route
The group working on finding a suitable route used
algorithms that account for things like existing buildings, roads,
and geography, and optimize the path for speed and comfort. That
means keeping the line as straight as possible. Like in a plane,
high speeds alone don’t lead to nausea, but if you start turning,
you feel the g-forces. The route won’t be completely smooth,
Ahlborn says, but contrary to 
the claim of one transportation blogger, “I don’t think
it’s a barf ride.”

Musk’s proposed Hyperloop route running from San Francisco to
Los Angeles came under a lot of criticism: What about earthquakes?
Right of way? Crossing the San Francisco Bay? How will you
avoid the political struggles that have made the region’s
in-development high-speed rail system something of a punch line?
Ahlborn has the answer: Pick a different route. Los Angeles to
Las Vegas is being considered, as are other parts of the US and the
world. “We would love to see LA to San Francisco, but our primary
goal is to build the Hyperloop.” Yes, there are political hurdles.
But not everywhere. Not in Dubai.

The UCLA students working on potential routes imagine networks
criss-crossing the country, as well as Europe and Asia. This is
where things get fanciful: we’re at least 10 years away from a
commercially viable Hyperloop, and the idea of a national network
is hard to imagine. They tacked on the idea of a “Mini Hyperloop,”
which would offer shorter routes into and around cities.

The Capsules
The team had to make a few changes to the capsules
Musk proposed. The Tesla CEO suggested doors that would open
upward, but Ahlborn says that’s hard to do, since the low-pressure
environment of the tube requires fairly heavy doors. So the team
decided on what it calls a “bubble strategy.” There’s the swanky
capsule, the one with fancy doors and windows, that pulls into the
station. It’s the “bubble.” Passengers get in, and that capsule
enters an outer shell as it’s loaded into the tube. The outer shell
is built to handle the ride, and has the air compressor and other
needed bits.

Don’t expect the Hyperloop to end the struggle between the
bourgeoisie and proletariat: in addition to capsules made for
freight, there will be economy class, and a roomier business

The Stations
As the UCLA students imagine it, a passenger would
arrive at a station and drop her luggage off with a Kiva robot (the
Amazon uses in its warehouse). She would pass through
security on what seems to be a moving sidewalk going under a metal
detector, an idea that sounds tricky when you consider how often
people in airports forget to take coins or 
terrifying objects
 out of their pockets. But once
through, she would be able to kill time in the lobby doing some
shopping, grabbing a bite, using the bathroom, or renting a tablet
for the trip. Then she heads to her platform, gets in her assigned
seat, and is whisked away.

The Hyperloop would be made of two stacked tubes, in which the
capsules travel in opposite directions. When a capsule reaches
a station, the bubble slides out sideways and onto the platform,
and the passengers unload. Then the capsule is moved to the
opposite tube and ready to get going again.

What Remains to Be Done
So JumpStartFund and the UCLA students have made
good progress, but there’s a lot to figure out before anyone gets
to tackle the really fun parts like testing, permitting, and
construction. Ahlborn says the questions of how to build the
low-pressure tube and the pylons that support it have mostly been
solved, and creating the capsules shouldn’t be too tricky. The hard
part is moving the capsules within the tube, and seeing how fast
they can go. To eliminate friction in the tube, Musk proposed using
a compressor to create a pocket of air under the capsule. That’s
the cheapest approach, Ahlborn says, but it has its drawbacks. His
team is looking at the possibility of using magnetic levitation and
other alternatives. “We want to find the best possible way to make
this work.”

“I have almost no doubt that once we are finished, once we know
how we are going to build and it makes economical sense, that we
will get the funds,” Ahlborn says, and Musk’s cost estimate of
$6-10 billion for a 400-mile stretch of Hyperloop is on point,
based on the team’s work.

Considering the  nonsense that’s getting venture capital these days, that’s
not a crazy thing to say, though it will require unusually patient
investors. Ahlborn expects to start building the first in a series
of prototypes sometime in 2015. A final product “can be built
within the decade,” Ahlborn says. “That’s for sure.”

At some point, Hyperloop Transportation Technologies will likely
have to shift from this work-when-you-can-but-don’t-expect-money
model to something a bit more conventional with, you know,
employees. But for now, it’s a fitting approach: Bring in as many
minds as possible to sort through the myriad questions an idea this
ambitious presents. This is why Ahlborn’s excited about the
Hyperloop: It’s a huge undertaking. That’s why people like Elon
Musk, he says: The dude wants to die on Mars and he’s actually
moving toward the awesome, if macabre, goal. “Other people work on
their next app.”

This article originally appeared on Wired.com 

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19 December 2014 | 10:36 am – Source: wired.co.uk


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