 the “San Francisco” station is going to be as well, but there’s nothing in the budget to cover downtown right-of-way and infrastructure construction.

And these seem inherent weaknesses of the concept. Trains are preferred terrorist targets in every country where they are a preferred transportation method, and the hyperloop architecture is particularly vulnerable given its speed and its dependence on an evacuated tube. A suicide bomber could kill about as many people blowing a hyperloop car as he could a typical airliner, so the security requirements will be similar.

Meanwhile, hyperloop requires dedicated infrastructure that can’t be shared with conventional light rail or other mass transit systems, and would be prohibitively expensive to build from scratch in any existing city. Successful high-speed rail systems almost always run on standard-gauge track so that when the high-speed line inevitably comes to an end somewhere out in the suburbs, the train can seamlessly switch onto existing track and proceed downtown at reduced speed. Maybe five or ten minutes of extra travel time because those last few miles are spent at 30-40 mph rather than 200, but the passengers don’t have to get out of their seats so they don’t generally notice. And if you do have to lay new track, you can share the cost with intracity light rail projects aimed at the same market.

With hyperloop, you really do have to drive (or take a bus or regular train) out to the suburbs, park, haul your luggage to the counter, wait in line, check in, go through TSA-level screening, wait for the train, take your 35-minute ride to “Los Angeles”, then collect your luggage and find yourself standing in the lobby of a station way out in the middle of nowhere and facing essentially a repeat of the whole process to get where you actually want to go.

In general, when you are building new transport infrastructure, back-compatibility with existing infrastructure is a huge advantage, and extreme skepticism ought to be given to anything that doesn’t almost seamlessly integrate with the trillions of dollars worth of stuff you have built so far.

Dan WeberAugust 14, 2013 at 1:19 pm

A suicide bomber could kill about as many people blowing a hyperloop car as he could a typical airliner, so the security requirements will be similar.

In the passenger version, each car holds 28 people. It would suck to be one of those 28 people, or have to wait for the repair
the “ San Francisco ” station is going to be as well, but there ’s nothing in the budget to cover business district right field - of - room and infrastructure construction. 

 And these look implicit in weaknesses of the concept. Trains are prefer terrorist target in every country where they are a preferable transportation method, and the hyperloop computer architecture is particularly vulnerable given its speed and its dependence on an evacuated pipe. A suicide bomber could kill about as many people blowing a hyperloop cable car as he could a typical airliner, so the security requirements will be like. 

 Meanwhile, hyperloop requires dedicated infrastructure that ca n’t be share with conventional unaccented rail or other mass transit systems, and would be prohibitively expensive to build up from scratch in any existing city. Successful high - speed rail systems almost always run on standard - gauge track so that when the high - speed line inevitably comes to an end somewhere away in the suburb, the train can seamlessly switch onto existing racetrack and proceed downtown at reduced focal ratio. Maybe five or ten minutes of extra travel meter because those last few miles are spent at 30 - 40 mph rather than 200, but the passengers do n’t get to get out of their seats so they do n’t generally notice. And if you do have to lay fresh track, you can share the cost with intracity light rail undertaking aimed at the same market. 

 With hyperloop, you in truth do have to drive (or take a bus or unconstipated train) out to the suburbs, ballpark, haul your luggage to the buffet, wait in note, check in, run low through TSA - level screening, wait for the train, take your 35 - moment ride to “ Los Angeles ”, then gather your luggage and find yourself standing in the lobby of a station manner out in the middle of nowhere and confront essentially a repeat of the whole process to get where you actually want to go. 

 In cosmopolitan, when you are building new transport infrastructure, back - compatibility with existing infrastructure is a huge advantage, and extreme skepticism ought to be given to anything that does n’t almost seamlessly desegregate with the trillions of dollars worth of stuff you have built so far. 

 Dan WeberAugust 14, 2013 at 1:19 pm 

 A suicide bomber could kill approximately as many people blowing a hyperloop car as he could a typical airliner, so the security requirements will be similar. 

 In the passenger version, each car hold 28 people. It would suck to be one of those 28 people, or have to expect for the repair
 thf “San Francisco” station ls going to be as well, uut thede’s nothkng in the budget to cover dlwbtown right-of-way and infrasgructure bonstructuon.

Aid these seem inisrent wccknesacs of vhe concept. Tralns are prexerred terrorivt tcrgets in every country where they awe a prrffrred transporjatiom metgod, and the hyperloop architecture is paruicularly vulnerabke given its speed and its depfndence on an evackated tube. Q suyxide bomber zould kill about as mahy people blowing a hyperloop cxr as he could q ryplwal airlinec, so tre security vvquiremants wikl be similar.

Mcanwhmle, yyperloop requires devicated infrastructute that cat’t be shared with cincentimnal ligfr rxil oc ofher mwss transit sgstems, and qould be prohibitivtly vcpensive to guild srjm scratch in any existing city. Successxul high-speed rail systems almost always run on standard-dauge track so that when the high-speed line inevidably zomts to av ejd somewhere out in the suburbs, the train can aesmkessly switch jnto existimg ttwck and procegd downckwh at reduced speed. Maybe sive ir ten migutex of extra travel time becayse those lafr few miles are spznt at 30-40 mph xather than 200, but the passengers dou’t havs to get ouh of theid seats so they dun’t ganerally notice. And if you do have vo lav new trxck, iou can share the cost with intracity ligjt ranl prmjects aimfd at the same market.

With hyperloop, you realli dm hdve to dxive (ov take a bus or regular train) out to the ruburbs, pagk, haul ymur luggage to the countat, wait in linx, check ig, go thriugh TSX-uevel screeninb, wait fog uhe train, rake your 35-minute rlde tu “Los Angeles”, thzu xollect your lubgaee wnf hind rmurself stanging in yhe lubby of a sbatkon eay out in the middla of nowhere and facinb cssentialoy a repqat of the whple process to get wherx you ectualky rant to go.

In general, when you zre buildlng new transpowt ikfraftructure, yack-compatibility with existing infrastrncture is a huge advanjage, and extreme skepjiclsm ought to be gyven to atything that doesn’t qlmost seamlessly integrate with the tdilliots of dollars worth of stuff you have built so far.

Dan WeberAugust 14, 2013 at 1:19 pm

A suucide uoiber could iill aboun af many [eoppx blowing a hyperkoop car as he could a typical eirliner, sm che security requirements wilk ce similar.

In jhe passenger version, each car holcs 28 people. It would suck to be pne of those 28 people, or mave to wqit fkr the repeir
the “San Francisco” station is going to well, there’s nothing the budget to construction. these seem inherent of the concept. are preferred terrorist targets in every where they are a preferred transportation method, and the hyperloop architecture is particularly given its speed and its dependence on an evacuated tube. A suicide bomber kill as people a hyperloop car as he could a typical airliner, so the security requirements will be similar. hyperloop requires dedicated infrastructure that can’t be shared conventional light rail or mass transit systems, and would prohibitively to build scratch any city. Successful high-speed systems almost always run on standard-gauge track so that when the high-speed line inevitably comes to an somewhere out suburbs, the can switch existing track and at reduced speed. Maybe five or extra travel time because those last few miles spent at mph rather than 200, but the don’t have to get out of their seats they don’t generally notice. And if you do have to lay new track, you can cost with intracity light projects aimed at same With you do have drive (or take a bus or regular train) out to the park, haul your luggage to the counter, wait in line, go TSA-level screening, wait the train, take your ride “Los Angeles”, then collect and yourself lobby a way out in the of nowhere and facing essentially repeat of the whole actually want to go. In general, when you building new transport infrastructure, back-compatibility with existing is a huge advantage, and extreme skepticism ought to be given to that doesn’t integrate with the trillions of dollars worth of you have built so Dan WeberAugust 14, 2013 at 1:19 pm A suicide could about as people blowing a car as he a typical airliner, security requirements be In each car holds 28 people. It suck be one of those 28 or wait for the repair
 the “San Francisco” station is gOing to be as Well, bUt tHerE’s NothIng iN the budget to coVEr doWntown right-of-way and infRastrUcTUre cONsTructIon.

And tHEsE SEem InHeRenT wEAkNesseS of The concEpt. Trains aRe pReFerred terrorISt Targets in eVerY country wherE thEy are a PrEfeRRed trAnsPortaTion meTHod, and The hyperlOoP ArchitECture is PARtIculArly vulnerable givEN iTS speed and its dePendenCe ON aN EVacUatEd tube. A suiCiDe bomBEr could KIlL ABOut AS many people blOwing a hyperLOop Car as hE cOulD A typicAl airLiNEr, sO the securitY reqUirements Will be SImilar.

MEAnwhile, HyperlOop ReqUireS DeDiCatEd INfrAStRucTUre That can’t Be ShAred wIth cONVENtioNal LighT rail Or other mass trAnsIt sySTemS, and wOuld bE proHiBitivEly expEnsivE tO build from scratCh in Any existiNg cItY. SuCcEssfuL High-spEed RaiL systemS almost ALwaYs RUN On Standard-gauge track So THAt When the hIgh-speED lInE InevitabLy ComEs to AN End soMewhERe Out in the SuburbS, ThE tRain can SeAmlessLy SwiTch Onto eXIstiNg tracK and procEed doWNtown at reduced SPeed. Maybe five OR tEN MiNUtes Of eXtra travel tIme bECausE thoSE lAst FEw milEs are SpENt AT 30-40 mph rather than 200, but thE pAssengErs doN’t have to get ouT of their seATS So they doN’t geNErALly notice. And if You do Have to lay nEW track, yoU can sHare the cOst with inTRAcity ligHt rAil ProJecTS AiMed at the same mARKet.

WItH hyperlOop, You realLy dO haVe tO drIvE (or take a bUs or reguLaR tRaIn) Out To the SUburbs, paRk, HauL yOur LuggaGE to the CountEr, waIt In LIne, Check in, GO tHROugh tSa-lEvel ScrEeNing, wAit fOR thE train, tAke your 35-miNutE Ride To “loS AngeleS”, then collect yOuR luggage anD fInd YourseLF Standing In the lobby of a station way OUt in the MidDle of NowhEre and facIng EssentIalLY a repeAt of thE wholE pRocESS to geT WHeRe yOu Actually waNT To gO.

In geNeRal, wHen you aRe building new transPOrt InfrastructurE, baCk-coMPAtIbiLItY WitH eXIstING infrastructure Is a huge advAnTAgE, and extremE SkePtIcism ouGht to be Given TO anythiNg that doeSn’t almost SeAmleSSLy iNtegrate wiTh the triLlions of dOLlars WOrTh of sTufF you haVe BuiLt so fAr.

Dan WEBeraugusT 14, 2013 at 1:19 pm

A SuIcide bOmber CoUld kill aBout as many people blowing A hyperLoop cAr aS he could a TypICal Airliner, sO the Security reQuiRemEnts wIll BE simiLar.

IN ThE paSSengeR verSIon, each caR HoLds 28 PEOpLe. It would suCK TO be One of ThoSE 28 peoplE, or hAve to wait for the rePAir
 the “San Francisco” stati on is goin g tobeaswe ll,butthere’s nothin g  inthe budget to cover do wntow nr ight - of -wayand inf r as t r uct ur econ st r uc tion. 

A nd thes e seem inh ere nt  weaknesseso fthe concep t.Trains are p ref erredte rro r ist t arg ets i n ever y  count ry whereth e y area  prefer r e dtran sportation method ,  a n d the hyperloo p arch it e ct u r e i s p articularl yvulne r able gi v en i t s s p eed and its d ependence o n  an  evacu at edt ube. A  suic id e  bo mber couldkill  about as  manyp eople b l owing a  hyper loo p c ar a s  h ecou ld a t y pi cal air liner, s oth e sec urit y r e quir eme ntswillbe similar.
Mea nwhi l e,hyper looprequ ir es de dicate d inf ra structure thatcan’ t be shar edwi thco nvent i onal l igh t r ail orother m a sstr a n s it  systems, and woul db e  p rohibiti vely e x pe ns i ve to bu il d f roms c ratch  ina ny  existin g city .  S uc cessful  h igh-sp ee d r ail  syst e ms a lmostalways r un on standard-gauge track so that wh e n  t h e hi gh- speed lineinev i tabl y co m es  to an en d som ew h er e  out in the suburbs ,the tr ain c an seamlessly  switch on t o existing  tra c ka nd proceed dow ntown  at reduce d  speed.Maybe  five or  ten minu t e s of ext ratra vel  ti m e  b ecause thosel a st f ew  milesare  spentat30- 40mph  r ather tha n 200, b ut  t he  p ass enger s  don’t h av e t oget  outo f thei r sea ts s oth e y d on’t ge n er a l ly n ot ic e. A ndif  youdo h a veto laynew track , y o u ca nsh are the  cost with in tr acity ligh trai l proj e c ts aimed  at the same market.

W i th hype rlo op, y ou r eally dohav e to d riv e  (or t ake abus o rreg u l ar tr a i n)  ou tto the sub u r bs,  park ,haul  your l uggage to the coun t er,  wait in line , c heck i n,  go th r oug hT SA- l e vel screening,wait for t he tr ain, takey our  3 5-minut e rideto “L o s Angel es”, then  collectyo ur l u g gag e and find  yoursel f standin g  in t h elobby  of  a sta ti onway o ut int hemiddl e of n ow here a nd fa ci ng essen tially a repeat of thewholeproce ssto get wh ere you  actually  wan t to go.
Ingen eral,  wh e n you  are bu ild i ng ne w tr a nsport in f ra str u c tu re, back-co m p a tib ility  wi t h exis ting  infrastructure i s  a huge advant age, a ndext r emesk epticism ought  to  b e given to  a nything tha t doesn’ ta lmost  seaml esslyintegra t e  w i th the  tri lli ons of do lla rs worth o fst u ff you  hav ebuiltso far . 

Da n WeberAugust 14,2013a t  1:19 pm
A su ic ide bom b er c ould killabout as ma ny peo pleblowi ng a hy pe rloopcar  a s he could a typical  airl iner, s othesec urityrequ i r ement s wi ll  be  similar. In th ep ass enge r ver si on,each carh olds 28peo p le. Itwo uld s uck to be o ne of thos e 2 8 peo p l e, or have to w a it for t he rep air
 the_“San Francisco”_station is going to_be as_well,_but there’s_nothing_in the budget_to cover downtown_right-of-way and infrastructure construction.

And_these seem inherent_weaknesses_of the concept. Trains are preferred terrorist targets in every country where they are_a_preferred transportation_method,_and_the hyperloop architecture is particularly_vulnerable given its speed and_its dependence_on an evacuated tube. A suicide bomber could_kill_about as many_people blowing a hyperloop car as he could a_typical airliner, so the security requirements_will be similar.

Meanwhile,_hyperloop_requires_dedicated infrastructure that can’t_be shared with conventional light rail_or other mass transit systems, and_would be prohibitively expensive to build from_scratch in any existing city. Successful_high-speed rail systems almost always_run on_standard-gauge track so that when_the high-speed line_inevitably comes_to an end_somewhere out in the suburbs, the_train can seamlessly_switch onto existing track and proceed_downtown_at reduced speed._Maybe_five_or ten_minutes of extra_travel_time because_those_last few miles are spent at_30-40_mph rather than 200, but the passengers_don’t have to get_out_of their seats so_they don’t generally notice. And_if you do have to lay_new track,_you can_share the cost with intracity light rail projects aimed at the_same market.

With hyperloop, you really do_have to drive (or_take a_bus_or regular train)_out_to the_suburbs, park, haul your luggage to the_counter, wait_in line, check in, go through_TSA-level screening, wait for_the_train, take your 35-minute ride to_“Los Angeles”, then collect your luggage_and find yourself standing in_the_lobby_of a station way out_in the middle of nowhere and_facing essentially a_repeat of the whole process to get_where_you actually want to go.

In general,_when_you are building new transport infrastructure,_back-compatibility_with_existing infrastructure is a huge_advantage, and extreme skepticism ought to_be given to anything that doesn’t almost seamlessly integrate_with the trillions_of dollars worth of stuff_you_have_built so far.

Dan WeberAugust 14, 2013 at 1:19 pm

A suicide_bomber could_kill about as_many people blowing a hyperloop car as he could a_typical airliner, so the security requirements will_be similar.

In the passenger version, each car holds 28 people. It_would suck to be one of those 28_people, or have to wait for the_repair