Billionaire Elon Musk and his Boring Company are moving forward with plans to build an underground network of personal vehicle tunnels below the streets of Los Angeles.  After drilling a preliminary tunnel below the Tesla and SpaceX company headquarters in nearby Hawthorne, California, the company is now moving forward with an additional 2.7-mile “proof-of-concept” tunnel for a “zero-emissions, high-speed, underground, alternative means of transit for personal vehicles and/or single-rider use” that will run under Sepulveda Boulevard on L.A.’s Westside. The test tunnel will begin at 2352-2356 South Sepulveda Boulevard, a property owned by The Boring Company, Urbanize.LA reports. From there, it will run roughly 30-70 feet below ground to an area below the intersection of Washington Boulevard and Sepulveda Boulevard in Culver City. The tunnel will not daylight at this point, according to initial documentation.   The tunneling depth will allow the engineers to avoid underground utilities and other potential obstructions and is subject to change as conditions closer to the surface permit. Though the route has been vetted for the potential existence of archeological and paleontological materials, plans for independent monitors will be put in place should any sensitive resources be discovered over the course of work on the tunnel. In order to build the tunnel, The Boring Company has received a preliminary reprieve from California Environmental Quality Act (CEQA) restrictions at the behest of the Los Angeles City Council, which will also take up the final approval for the concept on behalf of the Los Angeles Bureau of Engineering if the test tunnels are successful. Further sections beyond the test tunnel will be subject to a variety of environmental and community reviews.  The test tunnels will not be available for public use and will be used solely for testing of a proposed “skate” technology that could eventually be used to ferry automobiles and passengers throughout the system.  The test tunnel is expected to be completed in nine months; a final timeline for approval and construction of a usable tunnel has not yet been released. 

The Boring Company, Elon Musk’s Hyperloop tunnel-digging side company, may have a new mission after Musk claimed that he would be shifting towards expanding mass transit. Although research into digging a traffic-bypassing “urban loop” under Los Angeles will continue, Musk tweeted that instead of moving cars and personal pods, the Hyperloop network would focus on moving 150-mile-per-hour buses before anything else. The Hyperloop system has been proposed–though nothing has been built yet–as an underground transit network where small levitating pods would be accelerated up to hundreds of miles an hour through a vacuum to eliminate air resistance. Where the Hyperloop differs from high-speed rail is that Musk has proposed scattering Hyperloop entrances along connecting cities more akin to subway stops rather than train halls, and that it was more for “personal transit”. In a string of tweets last Friday, Musk appeared to change his tune, saying that, “Adjusting The Boring Company plan: all tunnels & Hyperloop will prioritize pedestrians & cyclists over cars.” He then explained that the tunnels “will still transport cars, but only after all personalized mass transit needs are met. It’s a matter of courtesy & fairness. If someone can’t afford a car, they should go first.” Musk also released a new video of the theoretical system in action, showing a bus-sized transit pod descending into a tunnel and reaching speeds up to 150 miles per hour.

Better video coming soon, but it would look a bit like this: pic.twitter.com/C0iJPi8b4U

— Elon Musk (@elonmusk) March 9, 2018

The move is a surprising one from Musk, who has publicly railed against mass transportation in the past. “It’s a pain in the ass,” Musk told the audience at a Tesla event in Long Beach, California last year. “That’s why everyone doesn’t like it. And there’s like a bunch of random strangers, one of who might be a serial killer, OK, great. And so that’s why people like individualized transport, that goes where you want, when you want.” It may also be a response to the extreme backlash the tech mogul received from transit planners and advocates afterwards, many of whom he got down in the dirt with and called “idiots”. While Musk’s fans applauded the decision, skeptics pointed out that repositioning the Hyperloop’s mission towards public transit garners the company good will from the municipalities that The Boring company needs permission from for the Hyperloop. Though Musk has promised that the D.C.-New York Hyperloop route would follow a similar model, actual construction on any network is years away, even if the project can gain the local and federal approvals needed.

Seven months after Elon Musk claimed that he had “verbal governmental approval” from the Trump administration to build an underground Hyperloop from Washington D.C. to New York City, it looks like his plans might actually come to fruition. Musk’s The Boring Company has received a permit to begin exploratory digging in Washington, D.C., for what could one day be a stop along a D.C.-Baltimore-Philadelphia-New York route. Musk has made some ambitious claims about the Hyperloop, a high-speed rail system that would reach nearly 800 miles an hour and cut the 229-mile trip between D.C. and NYC to only 29 minutes. For contrast, the fastest train in the U.S. is Amtrak’s Acela Express, which tops out at 150 miles an hour and makes the same trip in three hours. Unlike Amtrak’s light rail network, the Hyperloop system would be more akin to a supersonic subway, moving small pods of up to 16 people, or vehicles, on electrically-powered sleds between widely dispersed stations scattered through each city instead of one centralized train hub in each. Now, The Boring Company will begin excavating a vacant parking lot at 53 New York Avenue NE, near the Bureau of Alcohol, Tobacco, Firearms and Explosives headquarters, after being granted a somewhat vague permit by the D.C. government. The initial exploration is just one piece of navigating a logistical boondoggle, as The Boring Company would need to tunnel under buildings, infrastructure, utilities, roads and just about everything else if an interstate Hyperloop network were to come to fruition. The city’s Department of Transportation has reportedly been trying to determine what other permits Musk’s company would need. Still, every piece of regulatory go-ahead has helped the Hyperloop inch closer to reality. In October 2017, Maryland Governor Larry Hogan gave Musk permission to begin excavation of a 10-mile stretch of Hyperloop track for the future New York-to-D.C. line, although city leaders along the way expressed their surprise at the decision. The federal government would also need to grant the Boring Company the appropriate permits to dig under federally owned land, of which the proposed route crosses several stretches. While testing of the Boring Company’s drilling technology and ability to tunnel under urban areas is still ongoing in Hawthorne, Los Angeles, at least the company will be able to fund its endeavors; at the time of writing, Musk had sold out of promotional Boring Company flamethrowers.

Since the beginning of civilization, architects have kept themselves primarily preoccupied with the buildings and structures here on planet earth. But with Elon Musk predicting that humans will reach Mars in 2025, perhaps it is time to consider architecture abroad—far, far abroad. What zoning requirements will exist on the Red Planet? What materials are there? What tools are needed? In short—what should we consider when planning for Martian architecture?

The Hawaii Space Exploration Analog and Simulation (HI-SEAS) program is attempting to answer these questions. In August 2016, HI-SEAS concluded the 12-month Mission IV, NASA’s longest Earth-based Mars simulation. Funded by NASA and carried out by the University of Hawaii at Manoa campus, the program’s main focus is on behavioral research, particularly the psychological and psychosocial changes that would occur in the crew during these grueling, isolating missions. But along with that research, HI-SEAS also offers opportunities to study extraterrestrial architectural possibilities and how design can impact the quality of life to, from, and on other planets.

The HI-SEAS habitat itself is a prefab geodesic dome by Pacific Domes International, an open concept design by Blue Planet Research. The structure has a habitable volume of approximately 13,000 cubic feet, which translates to approximately 1,800 square feet across the main floor, second floor loft, and a workshop in an adjacent 20-foot-long steel shipping container. The double-height main living area contains a kitchen, laboratory, bathroom, simulated airlock, storage unit, dining room, public area, and telemetry room. On the second floor are six bedrooms and a half-bath. A 10kW solar array on the building’s south side and back-up hydrogen fuel cell generator provide energy; a propane generator can be used in the event both systems are down. Water is stored in two 500-gallon potable water tanks (refilled once a month or so), and waste water is stored in two 250-gallon gray water tanks.

Superficially, this setup meets all basic requirements for the crew to survive and conduct research, but as Mission IV architect Tristan Bassingthwaighte discovered during his year-long tenure there, it does little to address the entire scope of human needs. “While it is nice and spacious and open, the actual programming of the habitat and the amenities inside are far from ideal in keeping a crew happy and productive,” he said.

According to Bassingthwaighte, one major issue was the lack of soundproofing and privacy. To be low-impact and semiportable (important factors when building an initial base on another planet), the habitat was constructed from lightweight materials such as canvas and plywood, which do little in terms of acoustic mitigation. In their efforts to find privacy, team members attempted to seek refuge in the airlock (the only semiprivate space), but other teammates were constantly walking through the space. So, in case spending a year with the same six people wasn’t enough of a challenge, they could also hear each other 24/7—a guaranteed method of irritating basically everyone.

With limited access to natural light, the LED lighting within the mostly white interior also began to grate on the crew. “It was more boring than anything,” Bassingthwaighte explained. “We had very fake looking colors and that plus the all-white interior was just so boring.”

Addressing these two concerns are fairly straightforward—Bassingthwaighte redesigned the interior layout to improve the sense of privacy, create additional semi-private areas, and include more flexible lighting options. This was done through minor program changes and introduction of soundproofing materials and more natural LEDs.

But to truly address “the sum of human needs within the space,” Bassingthwaighte and other previous crew architects had to get more creative than that. They concluded that a 3-D printer would be a crucial tool to help reduce the need for spare parts, solve unanticipated issues, and, ultimately, to allow newly settled Martians to build their homes and cities. During actual space flight, 3-D files can be made by designers on the ground and simply printed by the astronauts, who are otherwise occupied with the spaceship; but once crew members have reached their destination, anything can be printed as needed (provided there are a few space architects and designers on board to create the files).

Unsurprisingly, virtual and augmented reality are also important to help people transcend the physical limitations of the space and distract them from their immediate, isolating surroundings. “The major consideration of these designs is people and how to keep them happy,” Bassingthwaighte explained. “Regardless of the surrounding situation, if your living space is flexible with nice materials, nice lighting, and augmented reality to make the space seem larger and more dynamic, then the population is going to be happier.”

And, until we make it to Mars and start to build cities there, working with a different climate, topography, and gravitational force, human-centric design is our best bet for buildings on Earth, too. 

At the National Governors Association Summer Meeting in July, Elon Musk claimed that the U.S. can run solely on solar energy. “If you wanted to power the entire U.S. with solar panels,” he said, “it would take a fairly small corner of Nevada or Texas or Utah; you only need about 100 miles by 100 miles of solar panels to power the entire United States.” In October 2016, Musk unveiled Tesla’s latest products: a solar roof and an updated Powerwall 2 and Powerpack 2. Tesla, Musk’s electric car company, acquired photovoltaics company SolarCity in 2016 for $2.6 billion. The deal merged the two companies, allowing the tech millionaire to sell and advertise Tesla products and solar roofs for a fully integrated solar home. Energy gathered from the solar roof will be stored into a Tesla Powerwall, a 14 kWh battery for residential homes (it is scalable up to nine Powerwalls in one unit). During the day, the solar shingles will generate electricity and recharge the batteries, which will then provide power at night in place of a traditional utility grid. Each unit has enough capacity for a day’s worth of power. The Powerpack 2 is meant for commercial use and is limitlessly scalable. The solar roof system integrates the photovoltaic (PV) cells, which are covered with color louver film and glass tiles, inside the structure of the roof. There are four tile options hydrographically printed to resemble classic roofing materials. Tesla also offers a solar panel designed to be aesthetically innocuous to attract those who would otherwise be put off by typical solar shingles. In July, Tesla began accepting orders and released price points for a roof with a mix of active solar tiles and inactive glass tiles. As the ratio of active to inactive tiles varies, so does the cost. A 34 percent mix is only $21.85 per square foot, well under the $24.50 threshold that Consumer Reports sets in order for the roof to be price competitive with standard residential roofs. Tesla’s Solar Roofs were rolled out this August and the company claims that each roof will pay for itself in electricity savings over the course of the 30-year warranty. If the solar roof is truly this affordable, then it could become very attractive to the mass consumer. The acquisition of SolarCity is Musk’s answer to the fossil fuel industry, which he has said needs to be replaced by solar energy. In 15 years, Musk proclaimed at a TED 2017 conference in April, it will be unusual for a house to not have solar roofs. His visionary zeal—he also claims that it’s possible to colonize Mars in the next decade—is spreading. YarraBend, an upcoming mini-suburb in Australia, will have Tesla Powerwalls and solar panels in all of its houses. Nicknamed “Tesla Town,” it could be a model for planning around the combination of solar energy, home battery packs, and electric vehicles.

Are we one step closer to zipping around in pods at hundreds of miles per hour? One company would like us to think so. Hyperloop One announced last week that 10 winners have been selected in their global competition for potential Hyperloop routes. The hyperloop was the brainchild of tech entrepreneur Elon Musk. Musk proposed the hyperloop as a form of passenger and freight transportation in which pods travel at incredible speeds through nearly frictionless tubes, essentially allowing for Jetson-like travel between cities at a highly reduced time. The CEO and founder of Hyperloop One, Shervin Pishevar, met Musk during a 2013 humanitarian trip to Cuba and presented Musk's white paper on the Hyperloop to President Obama only months later. Less than a year after that, Pishevar had founded his own company, Hyperloop Technologies, Inc. (now Hyperloop One), in a garage. Mobilizing his extensive background in venture capital to get the project off the ground, he has already funded one of the world's first full-scale systems test of a Hyperloop project on a test track in the Nevada desert. The company announced its selection of 10 winning teams from a pool of  35 semi-finalists. The winners demonstrated the "strongest routes" for potential Hyperloop lines. The list will not seem intuitive to many, but below are the routes that were selected. United States

• Chicago-­Columbus-­Pittsburgh 488 miles, proposed travel time: 47 minutes
• Dallas-Laredo-Houston 640 miles, proposed travel time: 46 minutes
• Cheyenne-Denver-Pueblo 360 miles
• Miami-Orlando 257 miles, proposed travel time: 25 minutes

Canada

• Toronto-Montreal 400 miles, proposed travel time: 39 minutes

United Kingdom

• Edinburgh-London 414 miles, proposed travel time: 50 minutes
• Glasgow-Liverpool 339 miles, proposed travel time: 47 minutes

Mexico

• Mexico City-Guadalajara 330 miles, proposed travel time: 38 minutes

India

• Bengaluru-Chennai 208 miles, proposed travel time: 23 minutes
• Mumbai-­Chennai 685 miles, proposed travel time: 63 minutes

Why did a route from Cheyenne to Pueblo win, you may ask, rather than one that connected San Francisco to Los Angeles or New York to D.C.? In Hyperloop One's global competition, the latter two routes weren't proposed to begin with, for what we can only speculate are political reasons. Both are routes that Musk has talked openly about his proposals for creating under the auspices of two companies he's CEO of – SpaceX and Tesla. According to Hyperloop One's website, however, the Colorado route would support the state's "population growth and emerging industry sectors," such as biotechnology, technology and aerospace. The route between Bengaluru and Chennai would support an industrial corridor that is becoming "one of the fastest growing economic regions in India." The link between Edinburgh and London even aims to – by the company's humble claim – "reduce the country’s socioeconomic inequalities and rebalance growth in the region." Of course, behind such grandiose language there's a much more complicated story. The selection of winning routes entails no commitment to actual construction in the future, but rather to technical and feasibility studies to see whether each of the proposed projects are economically feasible and commercially viable. AECOM will serve as an engineering consultant for the Colorado route. A vital question remains: Who is Hyperloop for? Surely a form of transportation with such astronomical construction costs won't be cheaper than an Amtrak ticket, and the company hasn't detailed its ticket pricing plans. Some skeptics have argued that if Hyperloop One had any real commitment to equity in transportation, maybe those same funds would be better reallocated to repairing the nation's existing, decaying infrastructure. Those who have experienced the New York City metro system's "summer of hell" will probably understand this argument intimately.

Elon Musk’s The Boring Company—a tunnel-focused start-up aimed at reducing the overall cost of building underground tunnels in urban areas—has received approval from the Hawthorne City Council in Los Angeles County to build an initial two-mile-long test tunnel under the city’s streets. The approval was made this week and would allow Musk’s Boring Company to extend an ongoing pilot tunnel being dug on the site of the company’s headquarters in Hawthrone, near Los Angeles International Airport. The company is building the tunnel using a second-hand boring machine that was originally used to dig a sewer tunnel in San Francisco, Daily Breeze reports. The souped-up boring machine is named “Godot” and is designed to dig tunnels that measure 14 feet in diameter, 50 percent narrower than traditional subway tunnels. The smaller diameter is expected to bring costs down considerably, reducing costs three to four times compared to traditional methods, according to The Boring Company website. In recent weeks, the company took to building a shaft and a 160-foot-long tunnel on the property, a passage that will be extended underneath local city streets as soon as is feasible. With the approval comes a series of new details surrounding Musk’s plan, including a proposal for a new type of autonomous vehicle system that would allow the entire system to function seamlessly. The 14-foot wide vehicle would consist of an automated platform that can hold pedestrian passengers and bicyclists. These so-called “Skates” would travel in the tunnels and be capable of carrying people, vehicles, as well as other types of freight. The tunnels are also being planned to reuse excavated dirt from the construction process into site-cast building blocks that can be used to line the tunnel interiors in lieu of conventional concrete coatings. Musk also expects that the tunnels will be a useful way of extending a proposed Hyperloop network into dense urban areas.  Brett Horton, SpaceX's head of construction, said in a statement, "We won't have construction crews walking down the street, we won’t have any trucks or excavators working in those areas." Instead of performing labor-intensive and traffic-snarling decking procedures like those involved with traditional subway construction, "Everything that we’re doing is underground," Horton explained. For now, construction on the tunnels continues.

Elon Musk tweeted earlier this morning that he received government approval to start building a New York-Philadelphia-Baltimore-D.C Hyperloop, as reported by engadget.

Just received verbal govt approval for The Boring Company to build an underground NY-Phil-Balt-DC Hyperloop. NY-DC in 29 mins.

— Elon Musk (@elonmusk) July 20, 2017

His series of tweets indicate that while The Boring Company, the infrastructure and tunneling company that Musk founded, received “verbal” government approval, there are still steps to be made before getting formal approval. If the project is actually approved, construction will begin in conjunction with the company’s other talked-about project: underground tunnels in L.A. that aim to relieve vehicular congestion.

Musk is already plotting future connections elsewhere, too. One of his follow-up tweets reveals that the next Hyperloop would likely be an L.A-San Francisco track, and maybe even a Texas loop (Dallas-Houston-San Antonio-Austin).

For sure. First set of tunnels are to alleviate greater LA urban congestion. Will start NY-DC in parallel. Then prob LA-SF and a TX loop.

— Elon Musk (@elonmusk) July 20, 2017

A Hyperloop in the Northeast Corridor could do wonders for the deteriorating rail infrastructure at New York’s Pennsylvania Station, which has resulted in a “summer of hell.” Right now, a regular Amtrak train between New York and Washington D.C takes approximately three and a half hours; the same trip is two-and-a-half on the Acela Express. With a Hyperloop, however, it will only take 29 minutes.

Apparently, local officials in charge of the cities involved were not looped into the conversation; New York City Mayor Bill de Blasio’s press secretary tweeted that “this is news to City Hall.”

The entirety of what we know about this proposal is what's in Mr. Musk's Tweet. That is not how we evaluate projects of any scale. https://t.co/kcJR17SMCs

— Eric Phillips (@EricFPhillips) July 20, 2017

It’s unclear who Musk received this verbal approval from, though it is likely someone from the Trump administration (where he briefly served as one of President Trump’s advisors), according to CNBC. It will take numerous hurdles before Musk can even begin drilling a hole; he would need approval from the federal Department of Transportation, not to mention the various states, counties, cities, and elected officials.

On Monday, Tesla became the most valuable car company in America. The day before, the Californian company headed by Elon Musk unveiled a new "streamline" solar panel to continue its foray into the green energy market. The slender panels are designed to be aesthetically innocuous and attract customers who would otherwise be put off by shingles or a large blue grid. To achieve the look, invisible mounting hardware and front array skirts allow the panels to appear to float upon the roof. “I think this is really a fundamental part of achieving differentiated product strategy," said Musk in Electrek. Japanese tech giant Panasonic will manufacture the panels at their "Gigafactory 2" in Buffalo, New York. As part of a deal with Tesla, Musk's firm will be the only company allowed to use and sell the panels produced there. Tesla and Panasonic have an already established business partnership after the two worked together to produce batteries for Tesla's electric cars. As for the panels, the well-disguised mounting system was originally developed by fellow Californian firm, Zep Solar. That company, however, was bought out by SolarCity who they themselves were purchased by Tesla. As reported by Techcrunch, Zep co-founder Daniel Flanigan has taken the role of Senior Director of Solar Systems Product Design in Tesla's engineering department. If you want an even more discreet solar panel, look, Tesla does that too. Solar panel shingles with textured glass span the whole roof, and like the new panels revealed last week, work with Tesla's Powerwall battery to power homes "with a completely sustainable energy system."

Tesla announced last week that it has upgraded its Gigafactory 1 in Nevada and begun battery cell production in anticipation of the launch of the Model 3 electric car later this year. Tesla’s newest model is a four-door sedan designed for families and is expected to be the company's most affordable model, starting at $35,000. The development and manufacturing of the Model 3 are on track to begin production in July, having begun prototype testing earlier in February. Gigafactory 1 is also being adapted to accommodate the manufacturing of Tesla’s new solar roof system, which is expected to begin production later this year as well. The company is currently constructing a second factory, Gigafactory 2, a solar panel manufacturing plant, in Buffalo, New York, and expects to finalize the locations of Gigafactories 3, 4, and possibly 5, later this year. To learn more about the new Gigafactory, you can read Tesla's fourth quarter investor letter here or visit their website here. (Investor letter originally linked on Inhabitat.)

Elon Musk announced today via Twitter that he is making plans to build at least one tunnel under Los Angeles as part of the Tesla and Space X CEO’s efforts to overcome automobile traffic in that city. A few weeks ago, the technology magnate issued a series of tweets expressing displeasure with what must have been a particularly bad patch of gridlock, saying, “Traffic is driving me nuts. Am going to build a tunnel boring machine and just start digging…” Early this morning, Musk followed up with an update, saying, again via Twitter, “Exciting progress on the tunnel front. Plan to start digging in a month or so.” Responding to a follower who asked exactly where would Musk’s new tunnel be, Musk said, “Starting across from my desk at SpaceX. Crenshaw and the 105 Freeway, which is 5 mins from LAX.”

Exciting progress on the tunnel front. Plan to start digging in a month or so.

— Elon Musk (@elonmusk) January 25, 2017

It is unclear if or how these tunnels will be approved for construction, whether Musk has begun the environmental review process for the tunnels, or if the tunnels will be built using solely private investment or whether the local, state or federal governments will help out. Musk has cozied up to President Trump in recent weeks, attending a technology summit at Trump Tower earlier this month and another meeting on manufacturing just after the president was inaugurated, so it’s possible he could have access to some portion of the president’s purported $1 trillion infrastructure plan. Details for that plan is still forthcoming, but early reports indicate it will rely heavily on Public Private Partnerships and will aim to boost highway, bridge, and tunnel infrastructure—not to mention detention centers, and prisons—at the expense of more publicly-oriented and environmentally-friendly infrastructure like rapid-transit. It is also unclear if Musk has considered taking L.A.’s existing rapid transit system when traveling to the airport. There’s a stop on the system’s Green Line at the corner of the block where Space X’s headquarters sits. Additionally, with the Crenshaw / LAX Transit project due to be completed in 2019, getting to the airport should be quick, easy, and only cost $1.75 each way from there. “Traffic,” after all, isn’t something that merely happens in isolation; it’s a phenomenon that happens as a result of individuals using private vehicle transport to get around.

After teasing audiences with a 170-second-long video last month, Bjarke Ingels Group (BIG) has unveiled further information on its collaboration with Elon Musk's Hyperloop One, a super high-speed transit network in the United Arab Emirates (UAE). With expected travel times of just 12 minutes between Dubai and Abu Dhabi, the route would slash current car journey times of two hours between the cities. It's a tantalizing prospect and BIG has been working on the project since May of this year. The firm has developed concepts for autonomous point-to-point travel including Hyperloop One's transport portals and pods while also working on a feasibility study financed by the Transport Authority of Dubai (RTA). The plan so far involves a pods—capable of carrying humans and freight—traveling in excess of 680 miles per hour through pressurized tubes that would stretch between Dubai and Abu Dhabi. These pods will carry six people and would be part of a zero-emission electric propulsion system. Speed is also a concern relative to passenger circulation outside the pods. "All elements of the travel experience are designed to increase convenience and reduce interruptions," BIG said in a statement. "The main objective of the design is to eliminate waiting from the passenger experience." BIG's designs for the portals build on a study that looked at inter-city transport network integration with existing infrastructure and population density in the two cities. As a result, the firm's proposal involves easily identifiable departure gates that passengers can swiftly access. While pods may be small in size, BIG explained that their frequency rate of arrival and departure would cater to high demand. Pods would also be able to operate autonomously away from the pressurized tubes, meaning they could travel on regular roads. "Together with BIG, we have worked on a seamless experience that starts the moment you think about being somewhere—not going somewhere,” said Josh Giegel, president of engineering of Hyperloop One, in a press release. “We don’t sell cars, boats, trains, or planes. We sell time.” Bjarke Ingels, founding partner of BIG, added: “With Hyperloop One we have given form to a mobility ecosystem of pods and portals, where the waiting hall has vanished along with waiting itself. Hyperloop One combines collective commuting with individual freedom at near supersonic speed," he said. "We are heading for a future where our mental map of the city is completely reconfigured, as our habitual understanding of distance and proximity—time and space—is warped by this virgin form of travel.”