The Hyperloop is indeed going through a difficult phase, but it is too early to write off the technology completely. Let’s analyze the situation without excessive optimism or pessimism. Why Hyperloop One Shut Down Economic non-viability: Despite $400 million in investments (including Virgin Group), the project failed to overcome the imbalance between colossal R&D costs and the lack of a commercial model. Even the shift to cargo transport did not save the company—the demand for ultra-high-speed logistics solutions turned out to be low. Physical limitations: Maintaining a vacuum in tubes over 100+ km requires energy expenditure comparable to air travel. Aerodynamic drag at speeds of 600+ mph creates problems even with a partial vacuum. Practical failures: Test tracks (e.g., in Las Vegas) showed a maximum speed of 200 mph instead of the declared 700—physics “let down” the market sooner. Where Hyperloop Is Still Alive Europe (main focus): Hardt Hyperloop (Netherlands): Is building a test track in Haryana and has received €15 million from the EU. The goal is to connect Paris and Amsterdam in 90 minutes by 2035. Swisspod (Switzerland): Is working on a modular system for mountainous terrain, but focuses on cargo transport. The EU is funding the HyperTerra project—researching materials for tubes that can withstand temperature fluctuations. China: Southwestern Jiaotong University is testing vacuum tubes with maglev in Chengdu, but the data is classified. The focus is likely on military/state objectives. Main Obstacles Infrastructure costs: Laying sealed tubes for 500 km will cost $100–150 billion (compared to $30 billion for HSR). For comparison: the Virgin Hyperloop project estimated the LA-SF route at $40 billion with a payback period of 50+ years. Safety: In the event of an accident at 700 mph, the consequences would be catastrophic. No insurance company is prepared to cover such risks. Competition: High-speed trains (like Japan’s SCMaglev) reach 375 mph at lower costs, and airlines are implementing sustainable aviation fuel (SAF). Realistic Prospects The Hyperloop is unlikely to replace aviation or conventional high-speed rail, but it may find niches: Cargo corridors: For example, the delivery of valuable goods (pharmaceuticals, electronics) between hubs without customs delays. Specialized routes: Tunnels through the Alps or Himalayas where road construction is impractical. Urban logistics: Autonomous pods in underground networks (like The Boring Company in Vegas, but without exaggerating the speeds). According to the UIC (International Union of Railways), commercial Hyperloop is possible no earlier than 2040, and then in a limited form. For now, it is a technological experiment rather than a transportation revolution. As aerodynamic engineer Mark Hiller said: “We are inventing a reactive ski boot when people just need to buy a bus ticket.” To continue the conversation on permissible topics, please clear this chat or create a new one.
Who hasn’t given up on the dream of the hyperloop? Turns out, Europe hasn’t—and they are serious about it. HDP, a project supported by the EU and business, plans to launch the first commercial sections between 2035–2040 and deploy the network by 2050. According to their calculations, a network of about 15,000 miles connecting 130 major cities could shift two-thirds of short-haul air passengers to the hyperloop and save hundreds of millions of tons of CO2. The cost is around €981 billion (excluding capsules). Capsules will be supplied by private firms like Hardt: their large capsules for about 40 people are intended to travel through tubes a few seconds apart and even “exit” the main route to Amsterdam or Hamburg. Hardt announced a breakthrough in 2025— “track switching”—and improved their test vehicle (thrust +50%, bogie mass −45%), allowing for rapid acceleration and confirming real progress. HDP’s plans include a 3-mile test by the end of 2029 and a full 20-30 mile “Living Lab” by 2034. There are other players too—Hyperloop Italia (Venice–Padua), and research ongoing in Germany, Spain, India, and China. High-level political support is evident: Ursula von der Leyen asked the Commissioner to develop a hyperloop strategy, and the European Commission wants the EU to become a testing ground for rapidly bringing innovations to market. However, the hyperloop isn’t the only candidate for “flight without wings.” Maglev is already operational in Asia and demonstrates impressive speeds (the record L0 in Japan hit 375 mph). The projects are costly and complex—the Chuo Shinkansen example shows delays and cost overruns have pushed the opening to 2034, and the cost will exceed $80 billion. Globally, maglev offers speed and precision, but it comes with high costs and requires complex infrastructure. The conclusion: both technologies have serious potential but also significant obstacles. If Europe gets the hyperloop off the ground, and Japan and China complete their maglev projects, millions of passengers could be riding ultra-fast railways in the foreseeable future.
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