Homer J. Simpson:
Sta mislite o ovome - revolucionaran vid transporta ili puste zelje i halucinacije ?

mmix: nema veze to sa pogonom, i avionima nije uvek pogon na krilima (propeleri, borbeni avioni, itd), niti sve letelice imaju aktivni pogon (jedrilice, npr). Ima veze sa uzgonom kao sistemom "vesanja".

mmix:
Ima tu jos nedorecenih stvari, koliko sam skapirao ideja je da se podovi redjaju jedan iza drugog na bezbednoj udaljenosti, sto je ujedno i slaba tacka ovog sistema. Sta ako se pod pokvari? Ok, ima mere bezbednosti, zaustavice se bezbedno, ali ce morati da stanu i svi podovi koji su vec krenuli iza njega. A posto je glavni akcelerator samo na pocetnim i krajnjim stnicama, to znaci da je "rasciscavanje" cevi i uspostavljanje normalnog saobracaja veoma dugotrajan proces.

etjen:
mislim da bi održavanje i gradnja bili preskupi.

mrkii:
Izgleda da jos neko cita MadZone :)

http://www.b92.net/tehnopolis/...13&mm=08&nav_id=742128

mr. ako:
Iako je B92 leglo nepismenih novinara prepisivaca, pogotovo kada se radi o redakciji koja radi tehnologiju i nauku, bilo bi previse da su ovo prepisivali sa ES-a, jer je ovo svetska vest i sve ozbiljne agencije su je prenele... Cak su i oni sami naveli da su je preneli sa BBC-a.

CoyoteKG:


Pa mozda su ideju nasli na EMZ :), pa izguglali malo vise i nasli detaljno na BBC

Nemanja: Kod ovakvih projekata nije ni konacan cilj realizacija, vec da se procuju po tome, posle toga dobijaju ozbiljne poslove koje realizuju , a ovo stoji , pa ako se neko upeca, upecao se.

Wajda.W: Ima li ko ideju kako bi ceo sistem bio povezan u neku "zeleznicu" da se tako izrazim. Ovo sto je predstavljeno mi deluje kao monorail, kako bi se realizovalo ovo sa vise koloseka, kontam da je izvodljivo da cela mreza tih cevi bude pod vakumom. Ali kako bi to cudo skretalo?
Kako uopste skrecu danasnji maglev vozovi?

mr. ako:Mislio sam na to da nema krila, ne na izgled ili poziciju samog motora... mada se i po tome razlikuje jer je u pitanju elektricna turbina, za razliku od avionskih varijanti.

mr.ako: Akceleratori jesu na pocetnim stanicama, ali da li si zaista mislio da je to dovoljno za 300 milja dugacak put?!
Pa koliku bi brzinu trebalo da ima na pocetku, da bi sa otporom vazduha stigao do cilja na tolikoj razdaljini...?? XD Odnosno, gresis, nije u pitanju takav princip, vec se bazira na externom indukcionom motoru, odnosno linernom el. motoru koji ce biti postavljeni sa spoljne strane tube citavom trasom u odredjenim razmacima i koji ce dodavati/odrzavati brzinu periodicnim boostovima.

Druga stvar, zar si stvarno mislio da o tome nisu razmisljali...?

Paunic91:
Ja sam ipak za dobri stari Konkord, ili neki hibrid između Konkorda i Spejs Šatla :)

mmix:

Bilo koja povrsina koja ima karakteristiku da strujanje vazduha preko iste porizvodi silu na dole/gore je tehnicki "krilo". Tako da je donja povrsina ovog poda u stvari "krilo". Taj "air bearing" koji pominje je balans izmedju sile uzgona sa jedne strane i gravitacione sile sa druge.



Vrlo je moguce da nisu razmisljali o tome. Nije im u mindsetu sto bi rekli, oni su inznjeri za kola (koja u slucaju kvara mozes da slepujes) ili raketa na kojima nema kvarova jer ako se nesto pokvari nema sta da se slepa :) Nisu navikli na razmisljanje o tome da nesto moze da se zaglavi u cevki :)

mmix:
Ja znam da princip nije samo sa dva akceleratora na krajevima, ali su to glavni DUGACKI akceleratori koji ubrzavaju pod od nula do putujuce brzine (brzine na kojoj turbina moze da gurne dovoljno low-pressure vazduha ispod poda da isti odlepi od zemlje). Takvi akceleratori nece postojati duzinom cevi jer nisu isplativi. Po njegovim sopstvenim recima bice kratki "dopunjivaci" brzine na svakih 70 milja:

"That then begs the next question of whether a battery can store enough energy to power a fan for the length of the journey with room to spare. Based on our calculations, this is no problem, so long as the energy used to accelerate the
pod is not drawn from the battery pack.
This is where the external linear electric motor comes in, which is simply a round induction motor (like the one in the Tesla Model S) rolled flat. This would accelerate the pod to high subsonic velocity and provide a periodic reboost roughly every 70 miles. The linear electric motor is needed for as little as ~1% of the tube length, so is not particularly costly."

mr. ako: Odnosno, gresis, nije u pitanju takav princip, vec se bazira na externom indukcionom motoru, odnosno linernom el. motoru koji ce biti postavljeni sa spoljne strane tube citavom trasom u odredjenim razmacima i koji ce dodavati/odrzavati brzinu periodicnim boostovima.

mmix:
Sto znaci da
- ti medju akceleratori nece biti dovoljno dugacki da obezbede ubrzanje na efikasnu brzinu na kojoj bi turbina u podu mogla da "sakupi" dovoljno vazduha da generise uzgon i podigne pod. Sto znaci da ce pod morati da se nekako doslepa do najblizeg izlaza iz cevke.
- sve i da jeste dovoljne duzine, ako pod crkne odmah iza akceleratora, bice neophodno dovesti ga 70 milja (ili 35 milja ako bude moguce pokretanje podova unazad i ako crkne na pola puta) do sledeceg akceleratora. To pomeranje ce morati da se odradi konvencionalnim metodama (tockovi i elektro pogon?).
- sta ako glavni ili pomocni akceleratori crknu?

Mislim da ce ovaj dizajn vrlo brzo biti revidiran.

mmix:
A posto je glavni akcelerator samo na pocetnim i krajnjim stnicama, to znaci da je "rasciscavanje" cevi i uspostavljanje normalnog saobracaja veoma dugotrajan proces.

The capsules are supported via air bearings that operate using a compressed air reservoir and aerodynamic lift.

A nozzle at the tail expands the flow generating thrust to mitigate some of the small amounts of aerodynamic and bearing drag.

This air is stored in onboard composite overwrap pressure vessels.
The stored air is eventually consumed by the air bearings to maintain distance between the capsule and tube walls.

An estimated 3,400 lb (1,500 kg) of batteries provides 45 minutes of onboard compressor power, which is more than sufficient for the travel time with added reserve backup power. Onboard batteries are changed at each stop and charged at the stations.

The capsule may also include traditional deployable wheels similar to aircraft landing gear for ease of movement at speeds under 100 mph (160 kph) and as a component of the overall safety system.

The aerodynamic method of generating pressure under the air bearings becomes appreciable at moderate to high capsule speeds. As the capsule accelerates up to cruising speed, the front tip of each ski is elevated relative to the back tip such that the ski rests at a slight angle of 0.05?. Viscous forces trap a thin film of air in the converging gap between the ski and the tube wall. The air beneath the ski becomes pressurized which alters the flow field to satisfy fundamental laws of mass, momentum, and energy conservation. The resultant elevated pressure beneath the ski relative to the ambient atmosphere provides a net lifting force that is sufficient to support a portion of the capsule’s weight.

Lift is supplemented by injecting highly pressurized air into the gap. By applying an externally supplied pressure, a favorable pressure distribution is established beneath the bearing and sufficient lift is generated to support the capsule. This system is known as an external pressure (EP) bearing and it is effective when the capsule is stationary or moving at very high speeds.

The air is introduced via a network of grooves in the bearing’s bottom surface and is sourced directly from the high pressure air reservoir onboard the capsule.

In addition, safety emergency exits and pressurization ports will be added in key locations along the length of the tube.

The expected cost for the tube is expected to be less than $650 million USD, including pre-fabricated tube sections with stringer reinforcements and emergency exits.

mmix:
Vrlo je moguce da nisu razmisljali o tome. Nije im u mindsetu sto bi rekli, oni su inznjeri za kola (koja u slucaju kvara mozes da slepujes) ili raketa na kojima nema kvarova jer ako se nesto pokvari nema sta da se slepa :) Nisu navikli na razmisljanje o tome da nesto moze da se zaglavi u cevki :)

Safety and Reliability

The design of Hyperloop has been considered from the start with safety in
mind. Unlike other modes of transport, Hyperloop is a single system that
incorporates the vehicle, propulsion system, energy management, timing, and
route. Capsules travel in a carefully controlled and maintained tube
environment. The system is immune to wind, ice, fog, and rain. The
propulsion system is integrated into the tube and can only accelerate the
capsule to speeds that are safe in each section. With human control error and
unpredictable weather removed from the system, very few safety concerns
remain.
Some of the safety scenarios below are unique to the proposed system, but all
should be considered relative to other forms of transportation. In many cases
Hyperloop is intrinsically safer than airplanes, trains, or automobiles.

Onboard PassengerEmergency
All capsules would have direct radio contact with station operators in case of
emergencies, allowing passengers to report any incident, to request help and
to receive assistance. In addition, all capsules would be fitted with first aid
equipment.
The Hyperloop allows people to travel from San Francisco to LA in 30 minutes.
Therefore in case of emergency, it is likely that the best course of action would
be for the capsule to communicate the situation to the station operator and for
the capsule to finish the journey in a few minutes where emergency services
would be waiting to assist.
Typical times between an emergency and access to a physician should be
shorter than if an incident happened during airplane takeoff. In the case of the
airplane, the route would need to be adjusted, other planes rerouted, runways
cleared, airplane landed, taxi to a gate, and doors opened. An emergency in a
Hyperloop capsule simply requires the system to complete the planned journey
and meet emergency personnel at the destination.

Power Outage
The vast majority of the Hyperloop travel distance is spent coasting and so the
capsule does not require continuous power to travel. The capsule life support
systems will be powered by two or more redundant lithium ion battery pack
and so would be unaffected by a power outage. In the event of a power outage
occurring after a capsule had been launched, all linear accelerators would be
equipped with enough energy storage to bring all capsules currently in the
Hyperloop tube safely to a stop at their destination. In addition, linear
accelerators using the same storage would complete the acceleration of all
capsules currently in the tube. For additional redundancy, all Hyperloop
capsules would be fitted with a mechanical braking system to bring capsules
safely to a stop.
In summary, all journeys would be completed as expected from the passenger’s
perspective. Normal travel schedules would be resumed after power was
restored.

Capsule Depressurization
Hyperloop capsules will be designed to the highest safety standards and
manufactured with extensive quality checks to ensure their integrity. In the
event of a minor leak, the onboard environmental control system would
maintain capsule pressure using the reserve air carried onboard for the short
period of time it will take to reach the destination. In the case of a more
significant depressurization, oxygen masks would be deployed as in airplanes.
Once the capsule reached the destination safely it would be removed from
service. Safety of the onboard air supply in Hyperloop would be very similar to
aircraft, and can take advantage of decades of development in similar systems.
In the unlikely event of a large scale capsule depressurization, other capsules
in the tube would automatically begin emergency braking whilst the Hyperloop
tube would undergo rapid re-pressurization along its entire length.

Capsule Stranded in Tube
A capsule becoming stranded in the Hyperloop tube is highly unlikely as the
capsule coasts the majority of the distance at high speed and so there is no
propulsion required for more than 90% of the journey.
If a capsule were somehow to become stranded, capsules ahead would
continue their journeys to the destination unaffected. Capsules behind the
stranded one would be automatically instructed to deploy their emergency
mechanical braking systems. Once all capsules behind the stranded capsule had
been safely brought to rest, capsules would drive themselves to safety using
small onboard electric motors to power deployed wheels.
All capsules would be equipped with a reserve air supply great enough to
ensure the safety of all passengers for a worst case scenario event.

Structural Integrity of the Tube in Jeopardy
A minor depressurization of the tube is unlikely to affect Hyperloop capsules or
passengers and would likely be overcome by increased vacuum pump power.
Any minor tube leaks could then be repaired during standard maintenance.
In the event of a large scale leak, pressure sensors located along the tube
would automatically communicate with all capsules to deploy their emergency
mechanical braking systems.

Earthquakes
California is no stranger to earthquakes and transport systems and all built with
earthquakes in mind. Hyperloop would be no different with the entire tube
length built with the necessary flexibility to withstand the earthquake motions
while maintaining the Hyperloop tube alignment.
It is also likely that in the event of a severe earthquake, Hyperloop capsules
would be commanded remotely to actuate their mechanical emergency braking
systems.

Human Related Incidents
Hyperloop would feature the same high level of security used at airports.
However, the regular departure of Hyperloop capsules would result in a
steadier and faster flow of passengers through security screening compared to
airports. Tubes located on pylons would limit access to the critical elements of
the system. Multiple redundant power sources and vacuum pumps would limit
the impact of any single element.

Reliability
The Hyperloop system comprising all infrastructure, mechanical, electrical, and
software components will be designed so that it is reliable, durable, and fault
tolerant over its service life (100 years), while maintaining safety levels that
match or exceed the safety standard of commercial air transportation.

number42:mislim nema sanse da bih se licno prevozio 1000km/h tako da me sa te strane ne zanima

number42:
ne kapiram... zasto su ljudi pricali o brzini automobila od 40km/h ako su pre toga hiljadama godina koristili kocije od 50-60km/h?

mmix: TO sto neki sistem radi na struju ne znaci da je cist

jablan: Pa nije ni poenta da bude čist, samo znatno čistiji od postojećih sistema.

ivan.mojsilovic:
Don't get me wrong, ali tako govoriti o Elonu je malko preterano s obzirom ko je on i sta je do sada uradio.

ivan.mojsilovic: Don't get me wrong, ali tako govoriti o Elonu je malko preterano s obzirom ko je on i sta je do sada uradio.

mmix: Tim pre je njegovo ponasanje nebulozno u ovom slucaju jer toliko odudara od svega sto je do sada radio. "Doers" se ne ponasaju tako. On se ne ponasa tako.

On je genijalan inzenjer, ali nijedan covek nije zgradio imperiju njegove velicine sam, sto znaci da je uspesno prevazisao fazu lone-rangera i uspeo da organizuje delegiranje odgovornost. Sto znaci da je bez ikakvih problema mogao da delegira i ovaj projekat. Sa svojom reputacijom, podizanje neophodnog kapitala bi bio maciji kasalj. Gomila njegovih zaposlenih bi sa tim kapitalom zavrsila projekat i on bi jos jednom,s a punim pravom, postao heroj narodnog folklora. bPa ipak, nista od toga se nije desilo. Najjednostavnije i najtuznije objasnjenje je da je njegova visost dostigla takvu slavu da je dovoljno da prdne da osvoji odusevljenje nekriticke mase.

mmix:Al probaj ti to da objasnis jednom eco-"svesnom" vlasniku Priusa, jer on kad gleda svog Priusa njemu iz auspuha izlazi cvece. Daleko od oka, daleko od uma.

jablan
Stvar je u tome da inžinjeri i naučnici počnu da razmišljaju o tome, a ne trošiti silne inženjer sate na to kako izvući još 10 konjskih snaga iz nekog Oto motora.

mmix:
Znas kako, bolje pljuvac pausalac, nego chep pausalac. Kultovi licnosti nekako nisu moj forte jos od kad je JBT poljubio blato, kroz istoriju ne postoji nijedan subjekat kulta sopstvene licnosti koji na kraju to nije zloupotrebio.

Tvoja primedba o tome kako on tuzan po ceo dan mikromenadzuje tri kompanije je nerealna i netacna. Nijedan covek to ne moze, isto kao sto nijedan covek ne moze disati u vakumu bez odgovarajuceg odela. On daje smernice, ideje, vizije, a realizaciju mu sprovode ljudi kao sto su braca Riv, Gvejn Shotvel, Tom Muler, JB Strabel, itd. Pogledaj malo po netu o tim ljudima o kojima mainstream mediji ne pisu koliko o Elonu i videces da to nisu cistacice i portiri koje je Elon naucio svmu sto znaju, to su ljudi koji su u tom biznisu bar toliko ako ne i duze od Elona i koji su u Elonove kompanije usli kao formirani kvalitetni inzenjeri i strucnjaci i koji su svojom ekspertizom doprineli uspehu tih kompanija. I to je ODLICNA stvar, njegova mogucnost da privuce i zadrzi takve talente; i teorija i praksa korporativnog liderstva su vema jasne, ne moze postati i funkcionsiati firma te velicine bez delegiranja odgovornosti, upravo zato sto jedan covek ne moze da postigne toliko sam. Jel sad jasnije malo, ili treba da se crta?

Tvoja druga primedba o delegiranju startup-a isto ne stoji, sve namenske kompanije koje formiraju maticne kompanije radi odradjivanja nekog posla potpadaju pod tu kategoriju, nisu startup kompanije samo one koje bubuljicavi klinci prave u garazama. U kontekstu koji mozes da skapiras, takva kompania ti je China Road and Bridge Co Serbia koja gradi "Kineski" most. Da li ti mislis da je gospodin Wen Gang, predsednik i CEO CRBCa, dosao u Srbiju da vodi izgradnju mosta?!? Naravno da nije, kompaniju u Srbiji, po podacima APRa, vodi izvesni Zhang Xiaoyuan. Sa obzirom na to da se most aktivno gradi, ja bih rekao da je kompanija uspesna uprkos tome sto glavni baja nije tu 24x7. Sta ti mislis?

Nista njega nije sprecavalo da formira HyperLoop Inc. i da postavi kvalitetne ljude na celo te kompanije i da prikupi kapital. Apsolutno nista. Ali nece, zato sto i sam zna da je projekat los, sto se i vidi iz cinjenice da jos niko nije pokazao nikakvu zainteresovanost da taj projekat realizuje. Covek se primio na cenu CHSRa i mislio da ce da zezne njih kao sto je zeznuo NASA-u. Ne samo sto nikog relevantnog ne interesuje ovaj rpojekat, nego je strucna javnost gotovo jednoglasna u oceni da je projekat nerealan, nekompletan, lose procenjen i da mu je procena troskova nerealno niska. Mora biti da su svi oni ljubomorni pljuvaci.

mmix: Da se vratimo na temu, upravo zato je i ovaj projekat smesno populisticki. Ako si vec pristalica masovnog transporta onda bi vise trebalo da ti je pri srcu postojeci CHSR plan koji ce rasteretiti tranzit commutera izmedju LA i SFa i koji ce imati 10 puta veci kapacitet od HyperLoopa. Dakle, nije da niko ne razmislja o konceptu masovnog transporta, samo sto je u realnosti taj sistem zaista i dalje skuplji od price koju Elon pokusava da "proda" i da nema bas toliko lufta za tako masovne ustede koje on reklamira.

- CHSR nije smesan ni malo. Projektovani kapacitet za zavrsetak 2033 je 116 miliona putnickih voznji godisnje sa prosecno 70% popunjenosti vozova od po 1000 mesta koji idu na svakih pet minuta u spicu 19 sati dnevno uz cargo saobracaj preostalih 5 sati. HyperLoop nije ni blizu tom projektovanom broju i nema cargo opciju i ne ukljucuje ni deo od planirane rute sistema (700km Hyperloop od LA do SF u odnosu na 1300km od sakramenta do san dijega). Ja ne znam gde si ti video da ce CHSR biti jeftiniji? Bice deset puta skuplji ali ce se graditi u fazama i u nekom trenutku finansirati iz sopstvenih voznji i imace daleko duzi rok otplate i eksploatacije. I nemoj da ti ja lepim linove, guglaj malo, imas prste.

mr. ako: 
Kao i svakoj drzavnoj kompaniji, tako i NASA-i kada uzimas deo kolaca i kada radnici moraju da se prekvalifikuju ili odu, neko mora da histerise. Pa tako i ti koji ce biti najvise pogodjeni ukidanjem dela posla u JPL laboratorijama. No, JPL se ne odrice posla na starim propulsion sistemima potpuno, a kamoli na novim tipa solar electric propulsion ili heavy-lift SLS... jer im je to neophodno za deep space misije koje uveliko planiraju. Imaju oni dovoljno posla i bez usavrsavanja starih tehnologija, to mogu da prepuste privatnicima.

mr. ako: 
i dalje ne verujem da je Musk uspeo da prevesla strucnjake u NASA i da ih prikaze kao veverice, kao sto ti to ovde pokusavas da predstavis.

mr. ako: 
Da je iskoristio priliku, naravno da jeste (koji preduzetnik to ne radi?), ali da je nekoga prevario... tesko.

mr. ako: 
Stos' tice tehnologije, kako to cesto biva, drzava razvija, a kad se tehnologija/kompanija "privatizuje" neko napravi brdo kesha. :P Nije ni prvi, a ni poslednji put... To se eto desavalo i sa tehnologijama koje je NASA razvila tokom prethodnih 40-50 godina. :) Cudno mi je samo kako se to izbacuje u prvi plan, jos od strane (ako se ne varam) nekoga ko zustro podrzava kapitalizam. :)

mr. ako: 
Stos' tice tehnologije (addendum), k'o sto rekoh, to je u principu "zastarela" tehnologija koja dobacuje iskljucivo do ISS i sluzi samo za cargo i crew spediciju. Sluzi samo za snabdevanje ISS stanovnika hranom i vodom, slanjem satelita u LEO eventualno GSO/GEO. Ono sto je fokus NASA-e jesu heavy lift vozila (SLS) i beyond low earth orbit putovanja (asteroidi i planete tipa Mars) i ona razvija tehnologije u tom smeru koje recimo SpaceX ili Orbital nisu u stanju (jos?) da osvoje.

ventura:
Niko ni ne kaže da je on nekoga prevario, samo je iskoristio kratkovidost političara (odnosno kratkoročne interese) radi sticanja kratkoročnog profita nauštrb dugoročnog prosperiteta društva (kad pričam kratkoročno-dugoročno, to pričam u kontekstu vremena jednog društva a ne pojedinca).

mr. ako: 
Vertical Takeoff Vertical Landing (VTVL) reusable raketa koja smanjuje troskove i svodi ih samo na gorivo za razliku od trenutnih sistema koji sagore u atmosferi pri povratku.

ventura:Kada se podvuče crta, pa vidiš da te je tih dodatnih 45t koštalo 200 miliona dolara,

Odin D.: Kako 45t kerozina i tecnog kiseonika moze kostati 200 miliona dolara?

Ako imaš raketu koja nosi 13 tona tereta u orbitu, i neko ti za to plati 56 miliona dolara

Odin D.: To je pretpostavka da neko hoce toliko da plati, ali nisam siguran da se o tome radi.

Odin D.:
Ako nosis dodatnih 45 tona goriva i to gorivo te recimo kosta 200 000 dolara (lupam sad, ne znam koliko kosta tecni kiseonik, ali raketni kerozin nije vise od dolar-dva po litru) i ako za tih dodatnih 200 000 dolara dobijes raketu koju opet sutra (predvidjeno vreme ponovnog lansiranja je jednocifren broj sati od povratka) mozes lansirati - onda se meni cini da je to dobar deal, jer za dodatnih 200 000 dolara + servisiranje i reparacija za novo lansiranje tesko da ces negdje dobiti novu raketu.

SpaceX believes a fully and rapidly reusable rocket is the pivotal breakthrough needed to substantially reduce the cost of space access. SpaceX’s Falcon 9 rocket currently carries a list price of about $54 million. However, the cost of fuel for each flight is only around $200,000—about 0.4% of the total. The majority of the launch cost comes from building the rocket, which flies only once. Compare that to a commercial airliner. Each new plane costs about the same as Falcon 9, but can fly multiple times per day, and conduct tens of thousands of flights over its lifetime. Following the commercial model, a rapidly reusable space launch vehicle could reduce the cost of reaching Earth orbit by a hundredfold.

A ako već praviš veću raketu, onda ti je isplativije da taj dodatni kapacitet iskoristiš za korisni payload a ne da tegliš beskorisno gorivo gore-dole.

mr. ako: Trenutno, resavaju najveci problem a to je cena, i to ne goriva (0.3% cene lansiranja), cak ni materijala, vec sklapanja i izrade same rakete... a cenu ce smanjiti sa reusable vozilom.

mr. ako: smanjice je drugacijim nacinom izrade i sklapanja, a najvise time sto ce je jednu istu koristiti vise puta. Zamisli da se posle svakog leta putnicki avion unistava... cena karte bi najvecim delom bila za IZRADU novog aviona, a ne goriva. :)

mr. ako: @mmix
Izgleda da ima jos neozbiljnih ljudi koji kazu da Hyperloop koncept nije los... :)
http://www.foxnews.com/tech/20...-hyperloop-dream-into-reality/

mr. ako:
@mmix
Izgleda da ima jos neozbiljnih ljudi koji kazu da Hyperloop koncept nije los... :)
http://www.foxnews.com/tech/20...-hyperloop-dream-into-reality/

mmix: Yawn.

Hyperloop Transportation Technologies company is being announced on JumpStartFund, a crowdfunding site that also helps drum up crowd ideas.

Iskreno, ako oni to naprave ja cu javno priznati da nisam bio u pravu, ali za sada ovo ne menja situaciju. Prvo skocis onda kazes hop.

ventura: Našao si da citiraš američki Kurir :)

mr. ako: Ma rek'o si da jos samo ja verujem u Hyperloop, pa reko da pokazem da nas je dva komaTa. :P)

mmix: Ja sam vec rekao da cu javno priznati svoju gresku ako neko napravi funkcionalan HyperLoop.

Otto23: To pitanje je samo po sebi pogresno postavljeno - trebalo bi da glasi: Ako hyperloop dobije finansije koje su projektom i zacrtane, i ne bude nista od toga...

Otto23: Ono sto sam ja procitao o hyperloopu mi se cini logicnim. Jedinu manu koju vidim je to sto je to transport od tacke A do B bez medju stanica, bez racvanja itd.

Otto23: I kao takav moze biti isplativ samo za coast to coast transport izmedju mega-gradova, tj. kao dopuna postojecim sistemima transporta, a ne kao totalna zamena za recimo zeleznicu. Recimo da je dobra alternativa odredjenim linijama avio transporta, i da je dobro zamisljen za tu specificnu vrstu transporta (nikako kao sveobuhvatno resenje koje ce "magicnim stapicem" resiti sve probleme masovnog transporta - jer za tako nesto nije ni osmisljen).

Otto23:
Nazvati neciju ideju idijotskom, podrazumeva da onaj koji to cini ima iskustveno i teoretsko znanje iza sebe, koje mu daje za pravo da tako nesto izjavi. Sve manje od toga je ... zakljuci sam.

ivan.mojsilovic: Takodje mislim da osim ako nemas slicne kompetencije ne bi trebalo necije ideje neargumentovano nazivati idiotskim.
Mozemo biti sumnjicavi, zabrinuti ali vredjati ne bi trebalo.

Otto23: Nazvati neciju ideju idijotskom, podrazumeva da onaj koji to cini ima iskustveno i teoretsko znanje iza sebe, koje mu daje za pravo da tako nesto izjavi. Sve manje od toga je ... zakljuci sam.

Otto23: To pitanje je samo po sebi pogresno postavljeno - trebalo bi da glasi: Ako hyperloop dobije finansije koje su projektom i zacrtane, i ne bude nista od toga...
Dakle, ako dobije neophodne finansije, i ispostavi se da to nije moguce realizovati - onda ce naravno svako normalan priznati da je pojeo, ono sto je pojeo... i javno priznati gresku.

Otto23: Ja iskreno ne znam da li taj njegov projekat moze da proradi, ali sam uveren da on i tim ljudi koji stoji iza toga, imaju debelo "hands-on" iskustvo u razlicitim oblastima/projektima, i nemaju razloga da se blamiraju/lupaju gluposti radi neke samo-promocije.

mr. ako: Finansije uopste nisu jedini faktor koji utice na citav projekat, jer je tu politicki uticaj velik, dozvole, drzavne pijavice, zemljiste potrebno na deonicama koje ne idu uz auto-put,...

Da li umes prepoznas mućak (pokvareno jaje)?
A da da sneses jaje?

Da je Elon rekao "resio sam da napravim HyperLoop" ja bih bio sumnjicav, a posto je rekao "evo ja sam izmislio Hyperloop a vi ga napravite" onda je ideja idiotska, snishodljiva i bezobrazna prema hiljadama ljudi koji svakodnevno rade na resavanju problema transporta.

Hyperloop Update: Elon Musk Will Start Developing It Himself

Elon Musk just finished a phone call with reporters explaining a little more about his Hyperloop idea. Before the call he posted the link to a 57-page outline describing what it might entail. You can read the whole thing here.

Here are a few other things Musk mentioned and clarified while on the call:

- The plans Musk unveiled were developed by a team of a dozen engineers from both Tesla and SpaceX. They spent roughly nine months developing them, though Musk started thinking about a Hyperloop concept about two years ago. “It was very much a background task—it was not anybody’s full-time job,” he said. “We were just batting it around in the background at SpaceX and Tesla and then in the last few weeks we ended up allocating some full-time days to it.”

- The Hyperloop sits in a tube system, rather than previously speculated underground tunnels or rails.

- The electromagnetic tubes will run mostly along the I-5 corridor, with exceptions around the densest areas in Los Angeles and San Francisco. “There is a tricky portion near LA which is called the grapevine,” Musk said, so he would make a “series of tunnels through the hills – they’re not very long tunnels”—to help navigate passengers to the correct station. The passenger pods “end up essentially chasing the pulse,” he said.

- The Hyperloop is optimized for travel between cities that are fewer than 1,000 miles apart. “The Hyperloop (or something similar) is, in my opinion, the right solution for the specific case of high traffic city pairs that are less than about 1500 km or 900 miles apart,” Musk wrote in the report. “Around that inflection point, I suspect that supersonic air travel ends up being faster and cheaper… For much longer journeys such as LA to NY it would be worth exploring super high speeds and this is probably technically feasible, but, as mentioned above, I believe the economics would probably favor a supersonic plane.”

- The Hyperloop will travel 800 miles per hour–and in every way feel more like the Concorde than an Amtrak car. “Trains are heavy,” he says. “This is designed more like an aircraft.”

- In theory, the Hyperloop will be safer than a plane or train. “Obviously never is a rather strong word, but it would just be extremely difficult I suppose to crash,” Musk said. “It’s not like it’s going to fall out of the sky, essentially, nor can it be derailed as a train can.”

- Same goes for earthquake hazards: “The thought I had was actually in the pylons where the tube is mounted to have earthquake dampers, the sort of things you have in buildings in California, basically shock absorbers…. There’s going to be potentially some earthquake that is so gigantic that it overcomes the dampers but we have that same problem with buildings, too. So relative to say a train where you can’t really do that with tracks it should be quite a bit safer.”

- The Hyperloop will use some of the same technology that is found in the battery packs of the Tesla Model S. “It’s a linear electric induction motor, the same as what is in the Model S. This is a pretty longstanding technology: The linear electric induction motor was essentially invented by [inventor Nikola] Tesla back in the day.”

- Musk will build a demonstration prototype himself. “I think it might help if I built a demonstration article. I think I probably will do that, actually. I’ve sort of come around in my thinking on that part.”

- The Hyperloop will feel like an airplane to ride. “There will be initial acceleration and once you’re at traveling speed you wouldn’t really notice the speed at all,” Musk said, noting that there will be no lateral acceleration (by which he means swaying side-to-side like a roller coaster). “It should just feel really super smooth and quiet, and obviously there wouldn’t be any turbulence or anything.”

- It’ll take roughly seven years before we can ride in it.

- For now, this is a low priority for Musk. “Maybe I would just do the beginning bit, create a subscale version that is operating and then hand it over to someone else. Ironing out the details at a subscale level is a tricky thing. I think I would probably end up doing that. It just won’t be immediate in the short term because I have to focus on Tesla and SpaceX execution.”

- If it was his first priority, he could have it done in a year. “The demonstration project would not be anything that required some sort of big government approval process,” he said.

- The $70 billion “high-speed” rail system proposed for California’s coastal corridor prompted Musk to act. “I don’t think we should do the high-speed rail thing because it’s currently slated to be roughly $70 billion but if one ratio is the cost at approval time versus the cost at completion time of most large projects I think it’s probably going to be close to $100 billion. And it seems like it’s going to be less desirable to take that than to take a plane, so that means it’s not just going to be, I mean California taxpayers are not just going to have to write off $100 billion but they’re also going to have to maintain and subsidize the ongoing operation of this train for a super long time, sort of California’s Amtrak. And that just doesn’t seem wise for a state that was facing bankruptcy not that long ago.”

- The Hyperloop will cost closer to $6 billion to build. “That’s about the right number,” Musk says. “It’s worth noting that that’s more than Tesla, SpaceX and Solar City have spent, combined.”

- Musk will invest his own money into this project, even though he hopes others will help as well. “I always invest my own money in the companies that I create. I don’t believe in the whole thing of just using other people’s money. I don’t think that’s right. I’m not going to ask other people to invest in something if I’m not prepared to do so myself.”

- But it’s okay if it doesn’t make him a lot of money. “I’m not trying to make a ton of money on this but I would like to see it come to fruition,” he said. “I don’t really care much one way or another if I have any economic benefit or another, but it would be cool to see an alternate form of transport.”

Jedino sto ja vidim da je tacno u tom clanku je ovo

Startup sets sights on rapid transit Hyperloop prototype by 2015
Nidhi Subbaraman NBC News
Oct. 31, 2013 at 9:04 AM ET

Prototypes of Elon Musk's high-speed "Hyperloop" transit will be ready by 2015, according to the group taking over development of the project. That's just two years after Musk first described his idea to transport humans between cities in pods accelerated to near-supersonic speeds.

A newly created company, "Hyperloop Transportation Technologies," will lead the charge, its team leaders announced Thursday. They also published a project timeline for the next two years.

Piloting the ship are Marco Villa, an ex-SpaceX man, and Patricia Galloway, who has served as CEO of a management consulting firm, presided over the American Society of Civil Engineers,and sat a term on the National Science Board under President George W. Bush. They are backed by JumpStarterFund, sort of a Kickstarter for startups, based in California.

While the leadership of the company has been appointed in August 2013, the ranks have yet to be filled out. More than 160 aspiring Hyperloopers have turned in applications from the U.S., Europe, and Asia. They will receive stock options for contributing part-time or full-time work.

"Our goal is by the end of 2015, [to have] one of more prototypes available," Marco Villa told NBC News. "There are certain [concerns] you can only retire after doing testing," he explained, and a wind-tunnel model, a life-scale version, and a prototype that's smaller than the real deal can be expected.

When Musk first floated the idea of the supersonic rail in August, researches and engineers cited several challenges: the train cars could overheat, passengers may be flipped over, it is a challenge to maintain a near-complete vacuum chamber for the train cars spanning hundreds of miles, would the system be earthquake-proof?

But this team is confident it will work. "We couldn’t identify anything that cannot be solved or cannot be tackled," Villa said of Musk's proposal. "We really look forward to start asking the tough questions."

Galloway compares the scale of the undertaking to other pioneering ventures, such as building Concorde supersonic jet, or two of Musk's other undertakings: Tesla and SpaceX.

"People said they couldn’t be done and they were done," she told NBC News, and yet they were. "The difference here is the conceptualization of the design and the vetting of the design will be done by the crowd," she said.

But the two acknowledge there is a steep road ahead. For one, it's not enough that the Hyperloop is built, it must be affordable to use, Villa said: "Cost must be paramount."

Galloway has other hurdles in her sights: convincing government that the project is worthy one to support. "When you're competing against projects like the hight speed rail line, our challenge will be to explain to them how this is cost saving, how it will move people in a more efficient manner," she said.

Hyperloop Transportation Technologies is also announcing partnerships with Ansys, which created some of the first software simulations of the rail, GloCal, a company that will help source materials and parts, and SUPRASTUDIO, a design program at UCLA.

According to the roadmap, the project will see liftoff by November this year. By March 30 2014, the group will release a roadmap that will demonstrate, theoretically, that the train will work.

The question is: Will too many cooks get in the way?

mmix:
Ah, izvini, potpuno sam zaboravio na ovu teoriju zavere. Ljubomorni vlastodrsci mu ne daju da bude velika faca. Dali su mu da lansira svemirske brodove, ali da, dozvole za niskogradnju su veliki problem. Jos pride kupiti zemljiste kao sto to radi McDonalds i Lidl, da, to je veliki problem. Treba imati razumevanja, ipak je to Srbi... ovaj Amerika, i dozvole se cekaju godinama i mora da se podmiti salterusa, i .... wtf?!?
Ozbiljno, ima li jos neki presmesni izgovor zasto ova velika ideja nikad nece videti svetlo dana? Bilo sta bar iole smisleno za ljude sa IQ veci od 100, ako vec ne mozemo da prebacimo 120?

DaliborP:
Uh otvaras Pandorinu kutiju sad ce da se stvori ventura i co i da nam prica da to i njegova baba moze da uradi.