Before Captain James T. Kirk ordered Agent Sulu to place the engines of the USS Enterprise on warp speed to go boldly to regions of the universe no man had gone before, in 1951 Isaac Asimov described Gaal Dornick waiting nervously for a Jump through hyper-space to visit Hari Seldon on Trantor. Dornick waited for his first ride on “the only practical method of traveling between the stars” through “hyper-space, that unimaginable region that was neither space nor time, matter nor energy, something or nothing, [by which] one could traverse the length of the Galaxy in the interval between two neighboring instants of time,” in ways that seem to prefigure Kirk ordering Scotty to place engines on “warp speed ahead” from his comfortable console on the Enterprise. Elton Musk once was–not surprisingly–a big fan of Asimov’s Foundation Trilogy of 1951, and he’s offered Californians the prospect of something of a hyperspace-trip along California’s Central Valley in the futuristic Hyperloop. And now the tubes of Elon Musk seem a viable route for futuristic transit, some forty-five years after the unveiling of the pioneering long-planned 3.8 mile Trans-bay Tube and 3 mile bore vehicular tunnels of BART–the Bay Area Rapid Transit system–in September, 1972, that were among the longest in the nation.
Original BART Map (1972)
The Hyperloop Musk has recently proposed recalls Asimov’s classic description of a trip to Hari Seldon, as much as to LA, as well as a byproduct of artifacts and ideas generated at Tesla motors, to recast the commute from San Francisco to Los Angeles along airtight aluminum tubes. Musk first mapped his new mode of travel along hermetically sealed pressurized tubes in ways that reflect the idealized esthetic Google Maps afford of the Golden State: indeed, the simple overlay of a yellow path of travel helps Musk spin the fantasy of real high-speed travel out on Google Maps template, removed from the risk of earthquakes on the Hayward fault or rainy seasons that would dim its solar-powered engines. The map projects an image that obscures questions about how the cars would manage those turns at such high speeds, even as it seeks to conjure the promise of such high-speed travel. A recently tweeted prototype of the Hyperloop makes the prospect of traveling in a vacuum actually all far more concrete. Planned to run through Quay Valley, a town to be built along Highway 5, midway between LA and San Francisco, to be built with Oerlikon Leybold Vacuum, who helped craft the large hadron collider at CERN in Geneva, capsules flying through vacuum tubes across the state were promised last year, and the cross between a Concorde and air hockey table may have arrived in an actual prototype tested in California over a shorter geographical stretch.
The pioneering tube of high-speed transit would suggest one of the “greenest” travel options in the state. Rather than make the drive down that expanse, or the airplane trip on which Musk may have doodled a map of the idea on a napkin, one commutes in the Hyperloop driven by a fan on its nose that sucks in pressurized air in the aluminum tube in which it is suspended, pushing air beneath and behind it like a hydrofoil, as one speeds in a vessel through the Central Valley past the many cars that travel on I-5: indeed, the proposed placement of the track of the Hyperloop beside the interstate allows its very structure to offer something of a standing advertisement for speedy velo-commuting.
Although Musk has yet to attract the investors or engineers to build the project along Highway 5 without disturbance to surrounding croplands on aluminum-encased rails on pylons, he promises that its economical construction would soon be able to shuttle seated passengers along on a cushion of air, in cars powered exclusively by fan that runs on batteries powered by solar energy that would rest on the roofs of its reinforced tubes. To be sure, the Hyperloop offers a radical updating of the sort of proposed transit solutions to link the two metropoles, including the “Sleepbus” equipped with oddly analogous pods, but promising to do the same distance overnight in old-style automotive style fueled by gasoline:
In the face of such an outdated (if funky) alternative of overnight transit in an old Volvo bus for $48, Musk advocated his speculative plan as a radical re-imagining of public transit corridors.
It offers evidence of his interest in thinking ahead of the curve for the benefit of the state in which he works. Musk proposed this vision primarily as an alternative to plans for implementing high-speed rail in California proposed by Governor Jerry Brown. He couched the proposal as an illustration of an illustration of his public-spirited commitments: rather than spending the 68 billion dollar price tag on rail to be completed in 2029, Musk promises a commute time from San Francisco to LA in under half an hour, if you’ll just buy his batteries and plan and follow him in the scrapping of all existing public rail systems in the US. Although the pragmatics of the proposal have all to be mapped out in further detail, his 57-page spec sheet PDF Musk manages, with the help of Google Maps, to flesh out the practicalities with an urgency that makes one wonder why no one every thought of this model for moving through space before–that seems designed primarily to hold skeptics temporarily at bay, and meet the building anticipation for Musk’s plans for a “fifth mode” of transport. It is amazing that his proposal manages to resolve so many issues, and present itself as a significantly lower-cost alternative to high-speed rail, and even makes one question how “high-speed” the quite expensive rail system would actually be.
In providing commuters with a cabin that is “specifically designed with passenger safety and comfort in mind,” Musk’s plans caters to the jet-set who probably wouldn’t even want to drive. It’s rather something of an alternative to the airplane. Musk envisions Hyperloop as the travel of the future, whose construction would be far less costly than a rail system, and directly linked to renewable solar energy. Since the Hyperloop also evidences of Musk’s commitment to the public good, it is odd that it also undermines recent attempts to create a useful means of public transit that would reduce both air pollution, gas use, and highway-crowding in California. Musk’s antagonistic presentation of the “bullet train [as] both one of the most expensive per mile and one of the slowest in the world” seeks to use engines created by Tesla to offer a “fifth mode” of public transit able to reach supersonic speeds driven by an electric compressor fan, charged by photovoltaic cells perched on above its path. Its DeLorean-like doors, like the “Falcon Wings” of the Tesla XTesla X, seductively open to invite passengers to hop on in for the ride . . .
The map for the route is not that different from Highway 5 itself, whose path it follows, but the conceptual mapping of travel through space is decidedly futuristic in tone, boasting traveling speed not beyond light but above 700 miles per hour, allowing something of a Jump between the two not so neighboring cities in California akin to an air hockey table on skiis, which he promised “would generate far in excess of the energy needed to operate” and whose energy could be stored in the form of compressed air itself. Told with the urgency that one might associate with the inventor Nikola Tesla himself, the basic diagram of the Hyperloop is devoid of any actual spatial placement–which seems to be waiting for its engineer to actually map.
The ‘conceptual diagram’ is wonderfully futuristic vision that has been beautifully sketched as a sleek object of a consumer’s fantasy for an aerodynamic car running on skis, more than clearly mapped as a means of transit, whose propulsion system allows it to accelerate quickly to 300 miles per hour before reaching 760 mph by a linear induction motor, making the trip last but 35 minutes:
Needless to say, the linear induction motor has already been built by Tesla motors, and the solar generators on the roof of the tube use cels from Musk’s own SolarCity company; but mapped on Google Maps to follow I-5, the route becomes a reality, and that huge stretch of Highway 5 that no one really likes to drive on is reduced to a route the Hyperloop passenger barely registerd as s/he was sucked past:
The pneumatic tube isolates commuters from the travel experience, shuttling them from LA into San Francisco in ways that seem perfectly synchronized with the excitement over the new Bay Bridge, whose own futuristic and streamlined design it seems to leave in the dust.
Granted, we do need to update the systems of public transit that are woefully underfunded and often outdated in the United States. The existing options are mapped in the below illustration, brought to us by radical cartography‘s own Bill Rankin, comparing the layouts and expanse served by systems of urban mass transit: the great majority of these mass transit systems follow a simple hub-and-spoke design of regional commutes seem diminished insects once placed beside the grandiose vision of futuristic streamlined jetting between metropoles of the sort that Musk envisions, raising some questions about the efficiency of Musk’s futuristic system.
The ways of viewing the city as a self-contained unit is not necessarily a canvass broad enough for spatial travel to accommodate urban growth. The limited efficiency of our rail corridors, which aside from the Northeast get low scores–and are in need of massive structural updates–moreover seem retrograde when compared to the system Musk sketched.
Musk, to be fair, advocates an eventual state-wide expansion that would be a virtual state-wide redesigning of the rail system into a range of spin-off Hyperloop stations: “give me a map,” Tamburlaine said, weary of further battle, “[and] then let me see/ how much is left for me to conquer all the world”–or, in the case of Musk, all the state of California.
But Musk doesn’t offer a system of mass transit, but something more like a transit for the haves, and elite type of shuttle that can be experienced by those whose time is worth the public investment on a project that would best serve them. While he of course isn’t explicit about the audience he is addressing, it is pretty much the same as those to whom he is selling a Tesla S for a $70,000 cash payment–some of which can be recouped through electric vehicle tax incentives, and a monthly saving in energy costs–not the prospective audience, in short, as Amtrak.
And maybe–just maybe–Musk’s futuristic Hyperloop isn’t really so future-oriented after all, but more of a projection of Musk’s own fantasy, designed while scribbled on a napkin while flying from Los Angeles to Menlo Park. It is striking that the notion of a phasing in of plans for high-speed rail is a plan mapped that has been mapped by the Regional Plan Association America 2050, was premised upon the belief that rail can sustain and facilitate regional economies’ growth in crucial ways, and should be built around them in order to foster their growth.
Eventually, the Regional Plan Association envisions a Trans-National Network to connect “megaregions” sharing natural resources and ecosystems–as well as interests–by new corridors to foster their inter-related economic systems:
Musk’s plotting of a travel corridor by Google Maps software seems a quick reality, even if one that has come in for some ridicule on late-night TV, that might be mostly for folks who jet-set between two cities on the California coast. The “reality” of his Google Maps reconstruction of a state-wide system, positioned itself to replace the very cars that his company produces, but is also a pretty darn exclusive ride. To be sure, Musk invites open feedback and contributions to his design from anyone at email@example.com. But the devil seems to lie in its details: plans call for “Building the energy storage element out of the same lithium ion cells available in the Tesla Model S is economical,” he assures us on page 38 of the spec sheet for the Hyperloop, using the very supercharger batteries which, he promises, “directly connected to the HVDC bus, eliminating the need for an additional DC/DC converter to connect it to the propulsion system,” provide the linear accelerator with sufficient propulsive energy to accelerate to supersonic speeds, allowing one effectively to ski from Los Angeles to Norcal, or ski back to Bakersfield. While cool as hell, the axial model of this coastal shuttle suggests few possibilities for expansion to the hinterland, or obstacles form the environment–like earthquakes. (Musk likes comparing the Hyperloop by comparing it to a cross between the Concorde and an air hockey game, a colorful simile, probably to give the concept a populist appeal; but this is an air hockey game on fixed and tracks.)
But the deeper question behind the funding of the system of Hyperloop may be the degree to which San Francisco and Los Angeles will ever come to constitute a single economy: the forecasting of a map of national megaregions suggests it may in fact not be one, and provides a picture of the megaregions it wants to link.
The scheme that Musk floated is not attentive to the clusters of economics, but incarnates the very aesthetic of the Google Map. Indeed, as a scheme of travel, it perpetuates a means by which one can move through a landscape without registering its existence, and removing space from travel, much as Google Maps isolate place from environment, in a new form of transit whose focus adopts the passenger’s perspective of space, rather than the expanse through which s/he travels, or the impact of building these rails on surrounding farmlands or their potential impact. In removing the schematic map of rail destinations from any external or material constraints by the dream of frictionless travel in an air-bearing suspension system, Musk maps an argument to channel public monies to a system which awaits its designers and engineers–or at least to plan on doing so to bolster shares of Tesla (NASDAQ: TSLA) to robustness on Wall Street.
Some concern about Musk’s eagerness about the project encountered has been directed to the far greater price tag it would probably involve, as well as its earthquake-safety, and skepticism about the entire question of whether “the thing would actually work.” Perhaps the deeper question is whether the state of California–and indeed the coast of that state–provides the sort of economic hub that needs to be connected. The fantasy that it does seems to grow out of the maps that so prominently convince readers’ of the reality in Musk’s elegant spec sheet. These maps suggest yet another way maps generate ways of thinking of and considering space without reflecting on its occupation: how hard would it be, after all, to travel down the Interstate to not be confined to cars, without having the distractions of the farmland that lies between, and the smell of all those cows?
Hyperloop concept art from HTT