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Thursday, August 18, 2022

Race and the war on drugs

From Wikipedia, the free encyclopedia

The War on Drugs is a term for the actions taken and legislation enacted by the US federal government, intended to reduce or eliminate the production, distribution, and use of illicit drugs. The War on Drugs began during the Nixon administration with the goal of reducing the supply of and demand for illegal drugs, but an ulterior racial motivation has been proposed. The War on Drugs has led to controversial legislation and policies, including mandatory minimum penalties and stop-and-frisk searches, which have been suggested to be carried out disproportionately against minorities. The effects of the War on Drugs are contentious, with some suggesting that it has created racial disparities in arrests, prosecutions, imprisonment, and rehabilitation. Others have criticized the methodology and the conclusions of such studies. In addition to disparities in enforcement, some claim that the collateral effects of the War on Drugs have established forms of structural violence, especially for minority communities.

Law and order politics

Origin

Several scholars, including the historian and lawyer Michelle Alexander, have stated that the War on Drugs is one product of a political strategy known as "tough on crime." The emergence of the initiative in conservative politics can be traced to American campaigns in the mid-1950s. A 1966 U.S. News & World Report article covering Nixon's presidential campaign quoted him as saying that "the increasing crime rate can be traced directly to the spread of the corrosive doctrine that every citizen possesses an inherent right to decide for himself which laws to obey and when to disobey them." In the 1960s, as Nixon was making his first presidential run, crime rates began to rise dramatically in the United States. Street crime reportedly quadrupled, and homicide rates nearly doubled.

Alexander writes that while scholars now attribute the rising crime rates to the surge in population of the baby boomer generation, conservatives then tied the increases to race. Crime reports were used as evidence of a loss of morality and of social stability in the wake of the Civil Rights Movement. The 1964 Republican presidential candidate Barry Goldwater made the connection during his campaign and helped to lay the groundwork for the tough on crime movement. In a 1964 speech, "Peace through Strength," Goldwater said, "Choose the way of the Johnson Administration and you have the way of mobs in the streets." Lyndon Johnson's administration was responsible for passing the Civil Rights Act of 1964.

Alexander noted that Goldwater lost the presidential election, but his campaign strategy influenced that of Nixon's 1968 candidacy. Alexander stated that the politics of Nixon's campaign for president were coded anti-black rhetoric. Referring to the migration of black southerners to the north, Nixon said that "these cities were repaid with crime ridden slums and discontent." Nixon made 17 campaign speeches solely on law and order before the 1968 presidential election. The Republican strategist Kevin Phillips published his influential argumentative "The Emerging Republican Majority" in 1969 and wrote, "Nixon's successful presidential election campaign could point the way toward long term political realignment and the building of a new Republican majority, if Republicans continued to campaign primarily on the basis of racial issues, using coded antiblack rhetoric."

Nixon administration

The War on Drugs was declared by President Richard Nixon during a special message to Congress delivered on June 17, 1971 in response to increasing rates of death from narcotics. During his announcement, Nixon mentioned fighting the war on two fronts: the supply front and the demand front. To address the supply front, Nixon requested funding to train narcotics officers internationally and proposed various legislation to disrupt manufacturers of illegal drugs. The demand front referred to enforcement and rehabilitation; Nixon proposed the creation of the Special Action Office of Drug Abuse Prevention to co-ordinate various agencies in addressing demand for illegal drugs. He also requested an additional $155 million for treatment and rehabilitation programs and additional funding to increase the size and technological capability of the Bureau of Narcotics and Dangerous Drugs.

Controlled Substances Act

Nixon announced his first major federal policy relating to the issue of substance abuse in 1970. Known as the Controlled Substances Act (CSA), it was ratified into law on September 7, 1970 and marked one of his administration's first major policy achievements. The CSA. regulated at a federal level the manufacture, distribution, use, and distribution of certain substances. It placed all controlled substances into one of five scheduled classes based on their potential for abuse and ability to be used in medical treatment. One feature of the Act was the establishment of the National Commission on Marijuana and Drug Abuse, also known as the Shafer Commission, which was chaired by former Pennsylvania Governor Richard Shafer. Its purpose was to understand the extent of use of marijuana in the United States. The commission found that marijuana was undeserving to be classified as Schedule 1, the most dangerous classification, which included heroin and cocaine. In addition, the committee urged the administration to consider the potential of legalization laws in relation to marijuana.

The drug historian, writer, and researcher Emily Dufton attests to Nixon's disdain for marijuana and his personal convictions of a connection between the drug and social rot. In addition, she argues that Nixon viewed marijuana as a "black drug" and that pursuing a punitive attitude towards the drug could offer significant political gain. Dufton states that the administration directly ignored the report from the Shafer Commission because of Nixon's personal feelings towards the drug. Nixon told Shafer in a private meeting, "I have very strong feelings about marijuana." He continued, "I want a goddamn strong statement against the drug. One that just tears the ass out of legalization supporters." Marijuana's psychoactive chemical, tetrahydrocannabinol (THC), is still listed as a Schedule 1 drug, despite its legalization in several states. Scholars of criminal justice and drug policy like Antony Loewenstein and James Forman Jr. argued that the CSA was not punitive in nature but targeted marijuana in a demonizing and criminal way. Their argument was based on a belief that targeting marijuana was part of a larger anti-black political strategy. Both intellectuals argue that marijuana was purposefully aligned by conservative politicians with an urban black population, civil rights protests, and the rising crime rates of the late 1960s and the early 1970s. The argument concludes that the political strategy led to disproportionate punitive treatment of the black communities' usage of marijuana.

Increases in federal funding

On June 17, 1971, Nixon held a press conference in which he announced, "America's public enemy number one in the United States is drug abuse." He continued, "In order to fight and defeat this enemy, it is necessary to wage a new, all-out offensive." In the speech, Nixon called for Congress to approve the allocation of $150 million in new funding to the "treatment and prevention of drug abuse." According to the Bureau of Labor Statistics, that is now the equivalent of just under $966 million.

Heroin epidemic

During the Nixon administration, the country faced a heroin epidemic. There were 15 times as many heroin addicts in Washington, DC, as there were in all of England. The US government responded in two ways. The first response came from Nixon's newly appointed Special Action Office for Drug Abuse Prevention, headed by Jerome Jaffe to provide free synthetic alternatives to heroin in the form of government-regulated methadone. The idea was not to cure the addicts but to prevent them from engaging in street crimes to feed their addictions. The second response came in the form of an increased police presence. Some community activists criticized the Nixon treatment program, many of whom saw heroin addiction and methadone treatment as a new form of black oppression. There was a call from black community leaders for more punitive action against dealers and users. Black activists in Chicago, DC, and Harlem called on government to increase the policing and the sentencing for individuals involved in robbery, mugging, street dealing and murder. Many civil rights advocates pushed back against the law and order rhetoric that won Nixon the White House, but other activists from some of the most drug-affected cities were some of the earliest supporters of more punitive drug policies. Scholars argue that conservative politicians used the calls from the nation's urban leaders as proof that the law and order policies had nothing to do with race. Many historians, including Foreman Jr. and Alexander write that knowingly or unknowingly, black politicians helped the formation of the American penal system, which would grow to operate at levels unprecedented in world history.

Creation of Drug Enforcement Agency

In 1973, Nixon created the Drug Enforcement Agency (DEA) to bring together the Bureau of Dangerous Drugs and the US Customs Agency. According to the DEA's own historical record, the goal of the merger was to end the rivalry and the miscommunication between the offices in an attempt to combat the rising availability and use of drugs in the US.

Upon its creation, the DEA received a $1 billion increase in federal funding over what the two agencies had been receiving prior to the merger. From 1973, before the merger, to 1974, federal budgeting for drug enforcement rose $41 billion and would increase again in 1975 from $116.20 billion to $140.90 billion.

Rockefeller Mandatory Minimum Drug Laws

In 1973, New York Governor Nelson Rockefeller passed the nation's first mandatory minimum drug laws. Increasing pressure from the failed treatment programs in New York's most drug-addicted cities, Rockefeller introduced mandatory minimum drug laws. Rockefeller, according to New York District Attorney Arthur Rosenblatt, had been a champion of rehabilitation treatment methods as governor but now felt that those policies were failing, turned to the "tough on crime" ideas of Nixon, and introduced the new laws to his state. The laws called for mandatory prison sentences of 15 years to life for drug dealers. Rosenblatt testified that addict or casual users, or anyone else found in possession of even trace amounts of marijuana, cocaine, or heroin were eligible for a prison sentence and that almost immediately, there was a disproportionate rate of arrest and incarceration in urban and minority neighborhoods. Whites were using and selling drugs at similar rates to blacks, but minorities disproportionately went to prison. Rockefeller would become vice president under President Gerald Ford after the resignation of Nixon.

Ehrlichman interview

A former Nixon aide suggested that the War on Drugs was racially and politically motivated.

The Nixon campaign in 1968, and the Nixon White House after that, had two enemies: the antiwar left and black people. You understand what I'm saying? We knew we couldn't make it illegal to be either against the war or black, but by getting the public to associate the hippies with marijuana and blacks with heroin, and then criminalizing both heavily, we could disrupt those communities. We could arrest their leaders, raid their homes, break up their meetings, and vilify them night after night on the evening news. Did we know we were lying about the drugs? Of course we did.

— John Ehrlichman, former Nixon aide, interview with Dan Baum

However, because he may have been disillusioned with the Nixon administration following the Watergate scandal, the validity of Ehrlichman's claim has been disputed.

Carter administration

Marijuana legalization

President Jimmy Carter was an advocate for legalization of marijuana at the national level. Carter argued that possession of less than 28 g of marijuana should be decriminalized. Carter believed in a more treatment-based approach to the addiction problems, with softer penalties for cocaine but was as opposed to heroin as his predecessors. In a speech to Congress in 1977, Carter stated that "penalties against possession of a drug should not be more damaging to an individual than the use of the drug itself."

Rather than legalization, congressional lawmakers passed a bill that would criminalize only marijuana "open to public view." Scholars would later criticize the abuse of that bill when they debated stop-and-frisk laws.

In 1967, the US Supreme Court ruled in Terry v. Ohio that a "stop-and-frisk" search does not violate the Fourth Amendment if the officer executing the search bears a "reasonable suspicion" that the person being searched has committed or is about to commit a crime. As a result, "stop-and-frisk" searches became much more common during the War on Drugs and were generally conducted in minority communities. "Stop-and-frisk" searches have been criticized for being disproportionately carried out against minorities as a result of racial bias, but empirical literature on that count is inconclusive. Certain authors have found that even after controlling for location and crime participation rates, blacks and Hispanics are stopped more frequently than whites. Others have found that no bias exists on average in an officer's decision to stop a citizen, but bias may exist in an officer's decision to frisk a citizen.

Carter oversaw the largest scale back of incarceration in US history. He presided over a 34% decline in sentenced prisoners between 1977 and 1980, a reduction of 9,625 inmates. That was the largest of any president on record, both as a percentage and in absolute numbers.

Reagan administration

President Ronald Reagan officially announced his War on Drugs in October 1982. Reagan began to shift the job of drug enforcement from the state to the federal level. Reagan greatly increased the budgets of the antidrug programs in the FBI, the DEA, and the Department of Defense.

African American representation in the media

Crack cocaine hit the streets of the United States in 1985. A decline in legitimate inner-city employment opportunities led some to sell drugs, most notably crack. The unsettled and developing crack markets created a wave of violence in many neighborhoods of the United States. The DEA began lobbying congress on behalf of Reagan's War on Drugs initiative by courting media outlets in an attempt to win public support for the War on Drugs. Robert Strutman, head of the New York City DEA office recalled, "In order to convince Washington, I needed to make drugs a national issue and quickly. I began lobbying efforts and I used the media. The media was only too willing to cooperate."

In June 1986, Newsweek called crack the biggest story since the Vietnam War and Watergate, and in August, Time termed crack "the issue of the year." Stories written about crack featured terms like "welfare queen," "crack babies" and "gangbangers," racially targeted terms. "Welfare queen" and "Predator criminals" were among the most frequently-used terms, which had been coined by Reagan during his presidential campaign. The sociologists Craig Reinerman and Harry Levine stated, "Crack was a godsend to the right.... It could not have appeared at a more politically opportune moment."

Military Cooperation with Law Enforcement Act

The Military Cooperation with Law Enforcement Act, passed in 1981 allowed the military to provide local, state, and federal police access to military bases, weapons, intelligence, and research in the name of drug intervention. The Act rescinded much of the power of the Comitatus Act, passed after the Reconstruction period, which prevented the use of the military in local police efforts without the consent of Congress. Police departments would receive disbursements based on the number of antidrug arrests the department made. Non-drug arrests brought no financial gain, even for violent crime.

Comprehensive Drug Abuse and Control Act

The original act, passed in 1970, allowed governments to attain funds, drugs, and equipment seized during raids through civil court hearings and drug convictions. Over the years, the list of items allowed to be seized grew in size. In 1984, the Act was amended to allow federal law enforcement agencies to "retain and use any and all proceeds from asset forfeitures, and to allow state and local police agencies to retain up to 80 percent of the assets value." The law now allowed police units to seize cars, cash, and property from drug raids, even without a conviction. "Because those who were targeted were typically poor or of moderate means, they often lacked resources to hire an attorney or pay the considerable court costs. As a result, most people who had their property seized did not challenge the government's action, especially because the government could retaliate by filing criminal charges."

Between 1989 and 1992, federally funded state and local police agencies seized over $1 billion in assets. That did not include the DEA or other federally-funded enforcement agencies.

Anti-Drug Abuse Act

Spurred by the media craze over the War on Drugs the House of Representatives allocated $2 billion in new funding to the federal anti-drug fight in 1986. The House also authorized the use of the military in narcotics control efforts, the death penalty for some drug related crimes, and the admission of illegally-obtained evidence in drug trials.

In October 1986, Reagan signed the Anti-Drug Abuse Act. It supported much-harsher federal penalties than any other drug legislation in the United States ever passed, with mandatory minimum sentences for the distribution of cocaine and far more severe punishments for the distribution of crack. It outlined a 100-1 discrepancy in prison terms for crack versus powder cocaine. An individual caught with 5 g of crack cocaine would face a five-year sentence. An individual would need to be caught with 500 g of powder cocaine to carry the same sentence. Many scholars have argued that these laws were racist in nature since crack was a drug identified by the media and the public to be associated with black America and powder cocaine with white America. In addition, scholars have pointed out that data from states like New York, where mandatory minimum sentencing had originated a decade earlier, show that mandatory minimums lead to a disproportionate number of arrests of black Americans. The Act was revisited by the administration in 1988 to allow public housing authorities to evict a tenant who allowed drug-related activity to occur on or near public housing premises. Also was added a five-year minimum mandatory sentence for anyone found in possession of cocaine base, even without evidence of intent to distribute. The penalties applied to citizens even without prior convictions.

The vote passed 346–11. Six of the negative votes came from the Congressional Black Caucus.

"The Dark Alliance"

In 1996, the journalist Gary Webb published a series of articles for the San Jose Mercury News tying the Reagan administration to the trafficking of illegal narcotics into the United States. The three-part expose by Webb, "The Dark Alliance," claimed that in an effort to support the Sandinista National Liberation Front (FDN) financially, the CIA supported narcotics trafficking into the US by top members of the Nicaraguan rebel group, the Contras. Webb alleged that the fallout from the operation was the large scale spread of the crack epidemic in the United States. A California-based drug dealer, "Freeway," Rick Ross testified that Norwin Meneses and Danillo Blandon Reyes, two members of the FDN, supplied him with cocaine for much of the 1980s. He testified that at its peak, the drug ring operated from California to Michigan and as far south as Louisiana. The State Department knew of the operation and interfered with local police investigation to prevent the prosecution of FDN-linked trafficking. In 1990 Reyes testified that his "cocaine sales were for a time C.I.A. approved." Blandón testified that the CIA notified him of a raid on his home in 1986. Neither Meneses or Blandón ever received prison sentences for their roles in the scandal.

The response to Webb's writings were mixed. Journalists from both The Washington Post and The Los Angeles Times credited Webb with an important piece of journalism. David Corn of The Washington Post wrote that Webb "deserves credit for pursuing an important piece of recent history and forcing the C.I.A. and the Justice Department to investigate the contra-drug connection." Other journalists, including James Adams of The New York Times, were critical of Webb's work with his sources. Adams denounced Webb for his failure to contact the CIA and "cross check sources and allegations" and concluded, "For investigative reporters determined to uncover the truth, procedures like these are unacceptable."

The series resulted in three federal investigations (by the CIA, the Department of Justice, and the House Intelligence Committee) into the claims of "Dark Alliance." The reports rejected his main claims but were critical of some CIA and law enforcement actions. The CIA report found no evidence that "any past or present employee of CIA, or anyone acting on behalf of CIA, had any direct or indirect dealing" with Ross, Blandón, or Meneses or that any of the other figures mentioned in "Dark Alliance" were ever employed by or associated with or contacted by the agency. The Department of Justice report stated that "We did not find that he [Blandón] had any ties to the CIA, that the CIA intervened in his case in any way, or that any connections to the Contras affected his treatment." The House Committee report examined the support that Meneses and Blandón gave to the local Contra organization in San Francisco and the Contras in general and concluded that it was "not sufficient to finance the organization" and did not consist of "millions," contrary to the claims of the "Dark Alliance" series. The support "was not directed by anyone within the Contra movement who had an association with the CIA," and the committee found "no evidence that the CIA or the Intelligence Community was aware of these individuals’ support."

George H.W. Bush administration

In August 1989, during his first year in office, President George H.W. Bush announced that drugs were "the most pressing issue facing our nation." During the speech, Bush held up a bag of crack into the camera as he blamed "everyone using drugs" to be "the greatest threat to America." A New York Times/CBS News poll that year reported that 64% of those polled, the highest ever recorded, saw drugs as the most dangerous issue facing the nation. As recently as 1982, a poll on a similar issue recorded that just 2% of the nation saw drugs as the most pressing issue. Some scholars attribute the rise in public sentiment to an increase in drug activity. That opinion has been criticized, however, by those believe that the surge of public concern is more closely connected to a dramatic shift in political campaigns, public initiatives, and partisan appeals.

Keith Jackson

A 1989 Washington Post investigative story accused the administration of setting up an 18-year-old black man from Baltimore in a sting operation to showcase the drug problem close to home. The DEA, using an undercover agent, pushed a black 18-year-old high school student, Keith Jackson, to make a sale of crack outside the White House. (Jackson had already sold cocaine to agents on four other occasions.) In a recorded conversation with the agents, Jackson can be heard saying "Where the [Expletive] is the White House?" The agents set up a buy with Jackson in Lafayette Park, just across the street from the White House. Jackson was arrested and convicted of felony possession of crack cocaine with intent to distribute. He had no prior convictions but was sentenced to 10 years in prison based on the mandatory minimum laws of 1988. After his conviction, Jackson was visibly in tears. U.S. District Judge Stanley Sporkin told Jackson at his sentencing, "Bush used you, in the sense of making a big drug speech. But he's a decent man, a man of great compassion. Maybe he can find a way to reduce at least some of that sentence." Bush, when asked about the story, told the Washington Post, "The man went there and sold drugs in front of the White House, didn't he?... I can't feel sorry for this fellow."

Evidence of mass incarceration

The focus of the administration's National Drug Strategy (NDS) called for tough guaranteed punishment for drug dealers and a reduced response in penalties for users. The plan also laid out funding for treatment and education but ultimately believed that "none of these can be effective unless America restores the rule of law in its cities and holds drug users accountable for the damage they cause society."

The policy laid out by the administration represented the largest increase in resources for law enforcement in the nations history. Critics have stated that the policy spawned the creation of the prison–industrial complex. The NDS allocated nearly $1.5 billion in 1990 for the construction of 24,000 new federal prison beds, an increase of 1 billion dollars from 1989.

The policy also increased funding for security in public housing projects from $8 million to $50 million.

By the end of Bush's presidency in 1993, he had presided over one of the greatest hikes in imprisonment in our nation's history. During his four years, there was a 39% increase in incarcerations, an increase of 16,946 prisoners from the eight years of the Reagan administration.

By the end the Bush presidency, 9.18% of all black people in the United States were in prison, on probation, or on parole, but only 1.76% of the white population in the United States were in one of those situations. In 1993, there were 6 times as many black Americans in local jails per 100,000 inmates as there were white Americans. From 1989, when Bush took office, to 1993, when he left, the number of black males in American prisons increased by 300,000 people. The number of white males increased by 50,000 inmates. The number of sentences for drugs increased from 25,309 in 1989 to 48,554 in 1993.

Clinton administration

During his presidential campaign, Bill Clinton declared that no other president would be tougher on crime. Some scholars have argued that Clinton advanced the War on Drugs further than any previous president had imagined possible.

Violent Crime and Law Enforcement Act

Clinton signed the 1994 Crime Bill, which had written by Senator Joe Biden of Delaware. It included 30 billion dollars worth of federal anticrime funding. Specific to the War on Drugs, Clinton included the three-strikes law, which required a mandatory life sentence for any felony violent crime conviction after two other prior convictions. Some social justice critics argue that the law disproportionately affected criminals in urban neighborhoods hurt by policing the War on Drugs, rather than white-collar criminals. The bill also authorized $16 million in new funding for the development of federal prisons and state and local police forces. The Justice Policy Institute stated in 2008 that the administration's "tough on crime" policies caused larger increases in federal and state inmate populations than for any other president in American history.

The act also saw the expansion of the federal death penalty. Sixty new capital punishment charges were created including non-homicidal narcotics offenses, drive-by shootings resulting in death, and carjackings relating to death. Between 1994 and 1999, nearly two thirds of people sentenced to the federal death penalty were black during Clinton's presidency, nearly seven times that of their representation in the US population. During his two terms, the federal prison population increased from 1.3 million to 2 million inmates.

The law featured a provision that removed the approval of Pell Grants for low-income inmates in federal prison. That prevented most inmates in federal or state prison from continuing their education while they were locked up.

"One Strike and You're Out Policy"

Scholars have argued that Clinton's policies came in an attempt to swing back the tide of white voters who had left the party two decades earlier to support Reagan. The Clinton administration articulated that the policies were an attempt to be fiscally conservative and to slash the federal budget deficit.

During the administration, the federal budget saw a reduction in public housing funding by $17 billion. The federal corrections programs received a $19 billion, which a 61 percent decrease in public housing funding and a 171 percent increase in federal prison budgeting. Scholars argue that the construction of federal prisons replaced the major public housing programs for the urban poor. Clinton's "One Strike and You're Out" policy stated, "From now on, the rule for residents who commit crime and peddle drugs should be one strike and you're out." Any tenant of public housing convicted of any drug-related offence would no longer have access to public housing.

Controversial policies

A number of policies introduced during the War on Drugs have been singled out as particularly racially disproportionate.

Mandatory minimums

The Anti-Drug Abuse Act of 1986 established a 100-1 sentencing disparity for the possession of crack or powder cocaine. Possession of 500 g of powder cocaine triggered a five-year mandatory minimum sentence, but it took possession of 5 g of crack cocaine to trigger the same mandatory minimum penalty. In addition, the Anti-Drug Abuse Act of 1988 established a one-year mandatory minimum penalty for simple possession of crack cocaine, which made crack cocaine the only controlled substance for which a first possession offense triggered a mandatory minimum penalty.

A 1992 study found that mandatory minimum sentencing caused blacks and Hispanics to receive more-severe sentences than their white counterparts from 1984 to 1990.

In 1995, the United States Sentencing Commission delivered a report to Congress concluding that because 80% of crack offenders were black, the 100-1 disparity disproportionately affected minorities. It recommended for the crack-powder sentencing ratio to be amended, and other sentencing guidelines to be re-evaluated. Its recommendations were rejected by Congress. By contrast, certain authors have pointed out that the Congressional Black Caucus backed the Anti-Drug Abuse Act of 1986, which implied that that law could not be racist.

In 2010, Congress passed the Fair Sentencing Act, which reduced the sentencing disparity between crack and powder cocaine from 100–1 to 18–1. The mandatory minimum penalty was amended to take effect for possession of crack cocaine in excess of 28 g.

Mandatory minimum penalties have been criticized for failing to apply uniformly to all cases of illegal behavior.

2009. Percent of adult males incarcerated by race and ethnicity.

Crime statistics

Stops and searches

A 2015 report conducted by the US Department of Justice found that black drivers in Ferguson, Missouri, were over twice as likely to be searched during vehicle stops but were found in possession of contraband 26% less often than white drivers.

A 2016 report conducted by the San Francisco District Attorney's Office concluded that racial disparities exist regarding stops, searches, and arrests by the San Francisco Police Department and that the disparities were especially salient for the black population. Blacks made up almost 42% of all non-consensual searches after a stop but accounted for fewer than 15% of all stops in 2015. Blacks held the lowest search "hit rate" and so they were least likely to have contraband found on them during a search.

A 2016 Chicago Police Accountability Task Force report found that black and Hispanic drivers were searched by the Chicago Police more than four times more frequently than white drivers, but white drivers were found with contraband twice as often as black and Hispanic drivers.

Arrests

A 1995 Bureau of Justice Statistics report found that from 1991 to 1993, 16% of those who sold drugs were black, but 49% of those arrested for doing so were black.

A 2006 study concluded that blacks were significantly overrepresented for those arrested for drug delivery offenses in Seattle. The same study found that it was a result of law enforcement focusing on crack offenders and outdoor venues and dedicating resources to racially-heterogeneous neighborhoods.

A 2010 study found little difference by race with regards to the rates of adolescent drug dealing. A 2012 study found that black youths were less likely than white youths to use or sell drugs but more likely to be arrested for doing so.

A 2013 study by the American Civil Liberties Union determined that a black person in the United States was 3.73 times more likely to be arrested for marijuana possession than a white person, but both races have similar rates of marijuana use. Iowa had the highest racial disparity of the fifty states. Blacks in Iowa were arrested for marijuana possession at a rate 8.4 times higher than whites. One factor that may explain the difference in arrest rates between whites and blacks is that blacks are more likely than whites to buy marijuana outdoors, from a stranger, and away from home.

A 2015 study concluded that minorities have been disproportionately arrested for drug offenses and the difference could not "be explained by differences in drug offending, non-drug offending, or residing in the kinds of neighborhoods likely to have heavy police emphasis on drug offending."

Sentencing

In 1998, there were wide racial disparities in arrests, prosecutions, sentencing, and deaths. Blacks, despite being only 13% of regular drug users, made up for 35% of drug arrests, 55% of convictions, and 74% of people sent to prison for drug possession crimes. Nationwide African-Americans were sent to state prisons for drug offenses 13 times more often than white men.

Crime statistics show that in 1999 in the United States, blacks were far more likely to be targeted by law enforcement for drug crimes, and they received much stiffer penalties and sentences than whites. A 2000 study found that the disproportionality of black drug offenders in Pennsylvania prisons was unexplained by higher arrest rates, which suggested the possibility of operative discrimination in sentencing.

A 2008 paper stated that drug use rates by blacks (7.4%) were comparable to those by whites (7.2%), andsince there are far more whites than blacks, 72% of illegal drug users in America are white, and only 15% are black.

According to Michelle Alexander, the author of The New Jim Crow and a professor of law at Stanford Law School, drug trading is done at similar rates all over the US, but most people arrested for it are colored. Together, blacks and Hispanics were 58% of all prisoners in 2008 but only one quarter of the US population. Most prisoners are arrested for drug related crime, and in at least 15 states, three quarters of them are black or Latino.

A 2012 report by the United States Sentencing Commission found that drug sentences for black men were 13.1% longer than drug sentences for white men between 2007 and 2009.

Rehabilitation

Professor Cathy Schnieder of International Service at American University noted that in 1989, blacks, representing 12-15% of all drug use in the United States, made up 41% of all arrests. That was a noted increase from 38% in 1988. Whites were 47% of those in state-funded treatment centers but fewer than 10% of those committed to prison.

Incarceration by race and ethnicity

2010. Inmates in adult facilities, by race and ethnicity. Jails, and state and federal prisons.
Race, ethnicity % of US population % of U.S.
incarcerated population
National incarceration rate
(per 100,000 of all ages)
White (non-Hispanic) 64 39 450 per 100,000
Hispanic 16 19 831 per 100,000
Black 13 40 2,306 per 100,000

Legal history

Some have suggested that US Supreme Court rulings related to the War on Drugs have reinforced racially-disproportionate treatment.

In United States v. Armstrong (1996), the Supreme Court heard the case of Armstrong, a black man charged with conspiring to possess and distribute more than 50 g of crack cocaine. Facing the District Court, Armstrong claimed that he was singled out for prosecution because of his race and he filed a motion for discovery. The District Court granted the motion, required the government to provide statistics from the last three years on similar crimes, and dismissed Armstrong's case after the government refused to do so.

The government appealed the decision, and the US Court of Appeals affirmed the dismissal by holding that defendants in selective-prosecution claims did not have to demonstrate that the government had failed to prosecute similar cases. The case was then sent to the Supreme Court, which reversed the decision and held that defendants had to show that the government had failed to prosecute similar cases.

In United States v. Bass (2002), the Supreme Court heard a similar case. John Bass was charged with two counts of homicide, and the government sought the death penalty. Bass filed for dismissal, along with a discovery request alleging that the death sentence was racially motivated. When the government refused to comply with the discovery request, the District Court dismissed the death penalty notice. Upon appeal, the US Court of Appeals affirmed the dismissal, and the case was sent to the Supreme Court.

Reversing the decision, the Supreme Court ruled that a defendant in a selective prosecution case had to make a "credible showing" of evidence that the prosecution policy in question was intentionally discriminatory. The court ruled that Bass did not do so because he failed to show that similar cases with those different races were treated differently. Specifically, the Court rejected Bass's use of national statistics and held that they were not representative of cases.

Both cases have been criticized for perpetuating racially-motivated legal standards. It has been suggested that the current standard is impossible to meet for selective prosecution claims because the relevant data may not exist, or the prosecution may have sole access to it.

Effects of War on Drugs

Negative health effects

Felony drug convictions often lead to circumstances that carry negative health-related consequences. Employment opportunities (and associated healthcare benefits), access to public housing and food stamps, and financial support for higher education are all jeopardized, if not eliminated, as a result of such a conviction. In addition, a felony distribution charge often precludes a convict from benefiting from most healthcare programs that receive federal funding.

Collateral consequences

Some authors have suggested that the collateral consequences of criminal conviction are more serious than the legal penalties. In many cases, statutes do not require that convicts are informed of these consequences. Many felons cannot be employed by the federal government or work in government jobs, as they do not meet the standards to gain security clearance. Felons convicted of distributing or selling drugs may not enlist in the military.

Certain states are financially incentivized to exclude criminals from access to public housing. All states receive less federal highway funding if they fail to revoke or suspend driver's licenses of drug-related felons.

Collateral consequences, and felon disenfranchisement in particular, have historically been at least partially racially motivated.

African-American communities

The War on Drugs has incarcerated high numbers of African-Americans. However, the damage has compounded beyond individuals to affect African-American communities as a whole, with some social scientists suggesting the War on Drugs could not be maintained without societal racism and the manipulation of racial stereotypes.

African-American children are overrepresented in juvenile hall and family court cases, a trend that began during the War on Drugs. From 1985 to 1999, admissions of blacks under the age of 18 increased by 68%. Some authors posit that the overrepresentation is caused by minority juveniles committing crime more often and more serious crimes.

A compounding factor is often the imprisonment of a father. Boys with imprisoned fathers are significantly less likely to develop the skills necessary for success in early education. In addition, African-American youth often turn to gangs to generate income for their families, oftentimes more effectively than at a minimum wage or entry-level job. Still, this occurs even as substance abuse, especially marijuana, has largely declined among high school students. In contrast, many black youths drop out of school, are subsequently tried for drug-related crime, and acquire AIDS at disparate levels.

In addition, the high incarceration rate has led to the juvenile justice system and family courts to use race as a negative heuristic in trials, leading to a reinforcing effect. As more African-Americans are incarcerated, the more the heuristic is enforced in the eyes of the courts, which contributes to yet higher imprisonment rates among African-American children.

High numbers of African American arrests and charges of possession show that although most drug users in the United States are white, blacks are the largest group being targeted as the root of the problem. Furthermore, a study by Andrew Golub, Bruce Johnson, and Eloise Dunlap affirms the racial divide in drug arrests, notably marijuana arrests, where blacks with no prior arrests (0.9%) or one prior arrest (4.3%) were nearly twice as likely to be sentenced to jail as their white counterparts (0.4% and 2.3%, respectively). Harboring such emotions can lead to a lack of will to contact the police in case of an emergency by members of African-American communities, ultimately leaving many people unprotected. Disproportionate arrests in African-American communities for drug-related offenses has not only spread fear but also perpetuated a deep distrust for government and what some call racist drug enforcement policy.

Additionally, a black-white disparity can be seen in probation revocation since black probationers were revoked at higher rates than white and Hispanic probationers in studies as published under the Urban Institute.

Women of color

The War on Drugs also plays a negative role in the lives of women of color. The number of black women imprisoned in the United States increased at a rate more than twice that of black men, over 64% from 1986 to 1991. During that same period, the percentage of females incarcerated for drug-related offenses more than doubled. In 1989, black and white women had similar levels of drug use during pregnancy. However, black women were 10 times as likely as white women to be reported to a child welfare agency for prenatal drug use. In 1997, of women in state prisons for drug-related crimes, forty-four percent were Hispanic, thirty-nine percent were black, and twenty-three percent were white, quite different from the racial make up shown in percentages of the United States as a whole. Statistics in England, Wales, and Canada are similar. Women of color who are implicated in drug crimes are "generally poor, uneducated, and unskilled; have impaired mental and physical health; are victims of physical and sexual abuse and mental cruelty; are single mothers with children; lack familial support; often have no prior convictions; and are convicted for a small quantity of drugs".

Additionally, these women typically have an economic attachment to, or fear of, male drug traffickers, creating a power paradigm that sometimes forces their involvement in drug-related crimes. Though there are programs to help them, women of color are usually unable to take advantage of social welfare institutions in America due to regulations. For example, women's access to methadone, which suppresses cravings for drugs such as heroin, is restricted by state clinics that set appointment times for women to receive their treatment. If they miss their appointment, (which is likely: drug-addicted women may not have access to transportation and lead chaotic lives), they are denied medical care critical to their recovery. Additionally, while women of color are offered jobs as a form of government support, these jobs often do not have childcare, rendering the job impractical for mothers, who cannot leave their children at home alone.

However, with respect to mandatory minimum sentencing, female offenders receive relief almost 20% more often than male offenders. In addition, female offenders, on average, receive lighter sentences than those who commit similar offenses.

Wednesday, August 17, 2022

Hyperloop

From Wikipedia, the free encyclopedia
https://en.wikipedia.org/wiki/Hyperloop

Concept art of Hyperloop inner workings

A hyperloop is a proposed high-speed transportation system for both public and goods transport. The term was popularized by Elon Musk to describe a modern project based on the vactrain concept (first appearance 1799). Hyperloop systems comprise three essential elements: tubes, pods, and terminals. The tube is a large sealed, low-pressure system (usually a long tunnel). The pod is a coach pressurized at atmospheric pressure that runs substantially free of air resistance or friction inside this tube, using magnetic propulsion (in some cases augmented by a ducted fan). The terminal handles pod arrivals and departures. The Hyperloop, in the initial form proposed by Musk, differs from vactrains by relying on residual air pressure inside the tube to provide lift by aerofoils and propulsion by fans.

The hyperloop has its roots in a concept by George Medhurst in 1799 and subsequently developed under the names pneumatic railway, atmospheric railway or vactrain. Elon Musk renewed interest in hyperloop after mentioning it in a 2012 speaking event. Musk further promoted the concept by publishing a white paper in August 2013, which conceived of a hyperloop route running from the Los Angeles region to the San Francisco Bay Area, roughly following the Interstate 5 corridor. His initial concept incorporated reduced-pressure tubes in which pressurized capsules ride on air bearings driven by linear induction motors and axial compressors. Transportation analysts challenged the cost estimates included in the white paper, with some predicting that a realized hyperloop would be several billion dollars over budget.

The hyperloop concept has been promoted by Musk and SpaceX, and other companies or organizations have been encouraged to collaborate and develop the technology. Technical University of Munich Hyperloop set the hyperloop speed record of 463 km/h (288 mph) in July 2019 at the pod design competition hosted by SpaceX in Hawthorne, California. Virgin Hyperloop conducted the first human trial in November 2020 at its test site in Las Vegas, reaching a top speed of 172 km/h (107 mph).

History

After being conceived in 1799, the vactrain was invented in 1904 by Robert H. Goddard, a freshman at Worcester Polytechnic Institute.

Musk first mentioned that he was thinking about a concept for a "fifth mode of transport", calling it the Hyperloop, in July 2012 at a PandoDaily event in Santa Monica, California. This hypothetical high-speed mode of transportation would have the following characteristics: immunity to weather, collision free, twice the speed of a plane, low power consumption, and energy storage for 24-hour operations. The name Hyperloop was chosen because it would go in a loop. Musk envisions the more advanced versions will be able to go at hypersonic speed. In May 2013, Musk likened his Hyperloop to a "cross between a Concorde and a railgun and an air hockey table".

From late 2012 until August 2013, a group of engineers from both Tesla and SpaceX worked on the conceptual modeling of Musk's Hyperloop. An early system conceptual model was published in the Tesla and SpaceX blogs which describes one potential design, function, pathway, and cost of a hyperloop system. According to the alpha design, pods would accelerate to cruising speeds gradually using linear electric motors and glide above their track on air bearings through tubes above ground on columns or below ground in tunnels to avoid the dangers of grade crossings. An ideal hyperloop system will be more energy-efficient, quiet, and autonomous than existing modes of mass transit. Musk has also invited feedback to "see if the people can find ways to improve it". The Hyperloop Alpha was released as an open source design. The trademark "HYPERLOOP", applicable to "high-speed transportation of goods in tubes" was issued to SpaceX on 4 April 2017.

In June 2015, SpaceX announced that it would build a 1-mile-long (1.6 km) test track to be located next to SpaceX's Hawthorne facility. The track was completed and used to test pod designs supplied by third parties in the competition.

By November 2015, with several commercial companies and dozens of student teams pursuing the development of Hyperloop technologies, the Wall Street Journal asserted that "The Hyperloop Movement", as some of its unaffiliated members refer to themselves, is officially bigger than the man who started it."

The Massachusetts Institute of Technology (MIT) hyperloop team developed the first hyperloop pod prototype, which they unveiled at the MIT Museum on 13 May 2016. Their design uses electrodynamic suspension for levitating and eddy current braking.

On 29 January 2017, approximately one year after phase one of the hyperloop pod competition, the MIT Hyperloop pod demonstrated the first ever low-pressure hyperloop run in the world. Within this first competition the Delft University team from the Netherlands achieved the highest overall competition score, winning the prize for "best overall design". The award for the "fastest pod" was won by the Technical University of Munich (TUM), Germany, team WARR Hyperloop. The MIT team placed third overall in the competition, judged by SpaceX engineers.

The second hyperloop pod competition took place from 25 to 27 August 2017. The only judging criterion was top speed, provided it was followed by successful deceleration. The TUM WARR Hyperloop won the competition by reaching a top speed of 324 km/h (201 mph), breaking the previous record of 310 km/h (190 mph) for hyperloop prototypes set by Hyperloop One on their own test track.

A third hyperloop pod competition took place in July 2018. The defending champions, the TUM WARR hyperloop team, beat their own record with a top speed of 457 km/h (284 mph) during their run.

The fourth competition in August 2019 saw the TUM team, now known as TUM Hyperloop (by NEXT Prototypes e.V.), again winning the competition and beating their own record with a top speed of 463 km/h (288 mph).

The first passenger test of hyperloop technology was successfully conducted by Virgin Hyperloop with two employees of the company in November 2020, where the unit reached a maximum speed of 172 km/h (107 mph).

In 2022, journalist Paris Marx claimed that "Musk admitted to his biographer Ashlee Vance that Hyperloop was all about trying to get legislators to cancel plans for high-speed rail in California—even though he had no plans to build it."

Theory and operation

An artist's rendition of a Hyperloop capsule: Axial compressor on the front, passenger compartment in the middle, battery compartment at the back, and air caster skis at the bottom
 
A 3D sketch of potential Hyperloop infrastructure. The steel tubes are rendered transparent in this image.

The vactrain concept resembles a high-speed rail system without substantial air resistance by employing magnetically levitating trains in evacuated (airless) or partly evacuated tubes. However, the difficulty of maintaining a vacuum over large distances has prevented this type of system from ever being built. The hyperloop is similar to a vactrain system but operates at approximately one millibar (100 Pa) of pressure.

Initial design concept

The hyperloop concept operates by sending specially designed "capsules" or "pods" through a steel tube maintained at a partial vacuum. In Musk's original concept, each capsule would float on a 0.02–0.05 in (0.5–1.3 mm) layer of air provided under pressure to air-caster "skis", similar to how pucks are levitated above an air hockey table, while still allowing higher speeds than wheels can sustain. With rolling resistance eliminated and air resistance greatly reduced, the capsules can glide for the bulk of the journey. In the alpha design concept, an electrically driven inlet fan and axial compressor would be placed at the nose of the capsule to "actively transfer high-pressure air from the front to the rear of the vessel", resolving the problem of air pressure building in front of the vehicle, slowing it down. A fraction of the air was to be shunted to the skis for additional pressure, augmenting that gain passively from lift due to their shape.

In the alpha-level concept, passenger-only pods were to be 7 ft 4 in (2.23 m) in diameter and were projected to reach a top speed of 760 mph (1,220 km/h) to maintain aerodynamic efficiency. The design proposed passengers experience a maximum inertial acceleration of 0.5 g, about 2 or 3 times that of a commercial airliner on takeoff and landing.

Proposed routes

Interstate 5

A number of routes have been proposed for hyperloop systems that meet the approximate distance conditions for which a hyperloop is hypothesized to provide improved transport times (distances of under approximately 1,500 kilometres (930 miles)). Route proposals range from speculation described in company releases to business cases to signed agreements.

United States

The route suggested in the 2013 alpha-level design document was from the Greater Los Angeles Area to the San Francisco Bay Area. That conceptual system would begin around Sylmar, just south of the Tejon Pass, follow Interstate 5 to the north, and arrive near Hayward on the east side of San Francisco Bay. Several proposed branches were also shown in the design document, including Sacramento, Anaheim, San Diego, and Las Vegas.

No work has been done on the route proposed in Musk's alpha-design; one cited reason is that it would terminate on the fringes of the two major metropolitan areas (Los Angeles and San Francisco), resulting in significant cost savings in construction, but requiring that passengers traveling to and from Downtown Los Angeles and San Francisco, and any other community beyond Sylmar and Hayward, to transfer to another transportation mode in order to reach their final destination. This would significantly lengthen the total travel time to those destinations.

A similar problem already affects present-day air travel, where on short routes (like LAX–SFO) the flight time is only a rather small part of door to door travel time. Critics have argued that this would significantly reduce the proposed cost and/or time savings of hyperloop as compared to the California High-Speed Rail project that will serve downtown stations in both San Francisco and Los Angeles. Passengers traveling from financial center to financial center are estimated to save about two hours by taking the Hyperloop instead of driving the whole distance.

Others questioned the cost projections for the suggested California route. Some transportation engineers argued in 2013 that they found the alpha-level design cost estimates unrealistically low given the scale of construction and reliance on unproven technology. The technological and economic feasibility of the idea is unproven and a subject of significant debate.

In November 2017, Arrivo announced a concept for a maglev automobile transport system from Aurora, Colorado to Denver International Airport, the first leg of a system from downtown Denver. Its contract described potential completion of a first leg in 2021. In February 2018, Hyperloop Transportation Technologies announced a similar plan for a loop connecting Chicago and Cleveland and a loop connecting Washington and New York City.

In 2018 the Missouri Hyperloop Coalition was formed between Virgin Hyperloop One, the University of Missouri, and engineering firm Black & Veatch to study a proposed route connecting St. Louis, Columbia, and Kansas City.

On 19 December 2018, Elon Musk unveiled a 2-mile (3 km) tunnel below Los Angeles. In the presentation, a Tesla Model X drove in a tunnel on the predefined track (rather than in a low-pressure tube). According to Musk the costs for the system are US$10 million. Musk said: "The Loop is a stepping stone toward hyperloop. The Loop is for transport within a city. Hyperloop is for transport between cities, and that would go much faster than 150 mph."

The Northeast Ohio Areawide Coordinating Agency, or NOACA, partnered with Hyperloop Transportation Technologies to conduct a $1.3 million feasibility study for developing a hyperloop corridor route from Chicago to Cleveland and Pittsburgh for America's first multistate hyperloop system in the Great Lakes Megaregion. Hundreds of thousands of dollars already have been committed to the project. NOACA's Board of Directors has awarded a $550,029 contract to Transportation Economics & Management Systems, Inc. (TEMS) for the Great Lakes Hyperloop Feasibility Study to evaluate the feasibility of an ultra-high-speed hyperloop passenger and freight transport system initially linking Cleveland and Chicago.

India

Hyperloop Transportation Technologies were considering in 2016 with the Indian Government for a proposed route between Chennai and Bengaluru, with a conceptual travel time for 345 km (214 mi) of 30 minutes. HTT also signed an agreement with Andhra Pradesh government to build India's first hyperloop project connecting Amaravathi to Vijayawada in a 6-minute ride.

On 22 February 2018, Hyperloop One entered into a memorandum of understanding with the Government of Maharashtra to build a hyperloop transportation system between Mumbai and Pune that would cut the travel time from the current 180 minutes to 20 minutes.

Indore-based Dinclix GroundWorks' DGWHyperloop advocates a hyperloop corridor between Mumbai and Delhi, via Indore, Kota, and Jaipur.

The Ministry of Railways will collaborate with IIT Madras for the development of an "indigenous" Hyperloop system and will help set-up a Centre of Excellence for Hyperloop Technologies at IIT.

Saudi Arabia

On 6 February 2020, the Ministry of Transport in the Kingdom of Saudi Arabia announced a contract agreement with Virgin Hyperloop One (VHO) to conduct a ground-breaking pre-feasibility study on the use of hyperloop technology for the transport of passengers and cargo. The study will serve as a blueprint for future hyperloop projects and build on the developers long-standing relationship with the kingdom, which has peaked when His Royal Highness Prince Mohammed bin Salman Abdulaziz Al Saud, Crown Prince of Saudi Arabia, viewed VHO's passenger pod during a visit to the United States.

Italy

On 29 December 2021, the Veneto Regional Council approved a memorandum of understanding with MIMS and CAV for the testing of hyper transfer technology. By mid 2023, the feasibility study by a company selected by CAV will have to be completed and the development of a first prototype completed in 2026. 4 million euro have been allocated for this phase.

Elsewhere in the world

Many of the active Hyperloop routes that have been considered are outside of the US. In 2016, Hyperloop One published the world's first detailed business case for a 300-mile (500 km) route between Helsinki and Stockholm, which would tunnel under the Baltic Sea to connect the two capitals in under 30 minutes. Hyperloop One undertook a feasibility study with DP World to move containers from its Port of Jebel Ali in Dubai. In late 2016, Hyperloop One announced a feasibility study with Dubai's Roads and Transport Authority for passenger and freight routes connecting Dubai with the greater United Arab Emirates. Hyperloop One was also considering passenger routes in Moscow during 2016, and a cargo hyperloop to connect Hunchun in north-eastern China to the Port of Zarubino, near Vladivostok and the North Korean border on Russia's Far East. In May 2016, Hyperloop One kicked off their Global Challenge with a call for comprehensive proposals of hyperloop networks around the world. In September 2017, Hyperloop One selected 10 routes from 35 of the strongest proposals: TorontoMontreal, CheyenneDenverPueblo, MiamiOrlando, DallasLaredoHouston, ChicagoColumbusPittsburgh, Mexico CityGuadalajara, EdinburghLondon, GlasgowLiverpool, BengaluruChennai, and MumbaiChennai.

Others have put forward European routes, including a route beginning at Amsterdam or Schiphol to Frankfurt. In 2016, a Warsaw University of Technology team began evaluating potential routes from Cracow to Gdańsk across Poland proposed by Hyper Poland.

TransPod explored the possibility of hyperloop routes which would connect Toronto and Montreal, Toronto to Windsor, and Calgary to Edmonton. Toronto and Montreal, the largest cities in Canada, are currently connected by Ontario Highway 401, the busiest highway in North America. In March 2019, Transport Canada commissioned the study of hyperloops, so it can be "better informed on the technical, operational, economic, safety, and regulatory aspects of the hyperloop and understand its construction requirements and commercial feasibility."

Hyperloop Transportation Technologies (HTT) reportedly signed an agreement with the government of Slovakia in March 2016 to perform impact studies, with potential links between Bratislava, Vienna, and Budapest, but there have been no further developments. In January 2017, HTT signed an agreement to explore the route BratislavaBrnoPrague in Central Europe.

In 2017, SINTEF, the largest independent research organization in Scandinavia, announced they were considering building a test lab for hyperloop in Norway.

An agreement was signed in June 2017 to co-develop a hyperloop line between Seoul and Busan in South Korea.

Mars

According to Musk, hyperloop would be useful on Mars as no tubes would be needed because Mars' atmosphere is about 1% the density of the Earth's at sea level. For the hyperloop concept to work on Earth, low-pressure tubes are required to reduce air resistance. However, if they were to be built on Mars, the lower air resistance would allow a hyperloop to be created with no tube, only a track, and so would be just a magnetically levitating train.

Open-source design evolution

In September 2013, Ansys Corporation ran computational fluid dynamics simulations to model the aerodynamics of the capsule and shear stress forces that the capsule would be subjected to. The simulation showed that the capsule design would need to be significantly reshaped to avoid creating supersonic airflow, and that the gap between the tube wall and capsule would need to be larger. Ansys employee Sandeep Sovani said the simulation showed that hyperloop has challenges but that he is convinced it is feasible.

In October 2013, the development team of the OpenMDAO software framework released an unfinished, conceptual open-source model of parts of the hyperloop's propulsion system. The team asserted that the model demonstrated the concept's feasibility, although the tube would need to be 13 feet (4 m) in diameter, significantly larger than originally projected. However, the team's model is not a true working model of the propulsion system, as it did not account for a wide range of technical factors required to physically construct a hyperloop based on Musk's concept, and in particular had no significant estimations of component weight.

In November 2013, MathWorks analyzed the proposal's suggested route and concluded that the route was mainly feasible. The analysis focused on the acceleration experienced by passengers and the necessary deviations from public roads in order to keep the accelerations reasonable; it did highlight that maintaining a trajectory along I-580 east of San Francisco at the planned speeds was not possible without significant deviation into heavily populated areas.

In January 2015, a paper based on the NASA OpenMDAO open-source model reiterated the need for a larger diameter tube and a reduced cruise speed closer to Mach 0.85. It recommended removing on-board heat exchangers based on thermal models of the interactions between the compressor cycle, tube, and ambient environment. The compression cycle would only contribute 5% of the heat added to the tube, with 95% of the heat attributed to radiation and convection into the tube. The weight and volume penalty of on-board heat exchangers would not be worth the minor benefit, and regardless the steady-state temperature in the tube would only reach 30–40 °F (17–22 °C) above ambient temperature.

According to Musk, various aspects of the hyperloop have technology applications to other Musk interests, including surface transportation on Mars and electric jet propulsion.

Researchers associated with MIT's department of Aeronautics and Astronautics published research in June 2017 that verified the challenge of aerodynamic design near the Kantrowitz limit that had been theorized in the original SpaceX Alpha-design concept released in 2013.

In 2017, Dr. Richard Geddes and others formed the Hyperloop Advanced Research Partnership to act as a clearinghouse of Hyperloop public domain reports and data.

In February 2020, Hardt Hyperloop, Hyper Poland, TransPod and Zeleros formed a consortium to drive standardisation efforts, as part of a joint technical committee (JTC20) set up by European standards bodies CEN and CENELEC to develop common standards aimed at ensuring the safety and interoperability of infrastructure, rolling stock, signalling and other systems.

Hyperloop research programs

TUM Hyperloop (previously WARR Hyperloop)

TUM Hyperloop is a research program that emerged in 2019 from the team of hyperloop pod competition from the Technical University of Munich. The TUM Hyperloop team had won all four competitions in a row, achieving the world record of 463 km/h (288 mph), which is still valid today. The research program has the goals to investigate the technical feasibility by means of a demonstrator, as well as by simulation the economic and technical feasibility of the hyperloop system. The planned 24m demonstrator will consist of a tube and the full-size pod. The next steps after completion of the first project phase are the extension to 400m to investigate higher speeds. This is planned in the Munich area, in Taufkirchen, Ottobrunn or at the Oberpfaffenhofen airfield.

Eurotube

EuroTube is a non-profit research organization for the development of vacuum transport technology. EuroTube is currently developing a 3.1 km (1.9 mi) test tube in Collombey-Muraz, Switzerland. The organization was founded in 2017 at ETH Zurich as a Swiss association and became a Swiss foundation in 2019. The test tube is planned on a 2:1 scale with a diameter of 2.2 m and designed for 900 km/h (560 mph).

Hyperloop pod competition

Hyperloop pod competition

A number of student and non-student teams were participating in a hyperloop pod competition in 2015–16, and at least 22 of them built hardware to compete on a sponsored hyperloop test track in mid-2016.

In June 2015, SpaceX announced that they would sponsor a hyperloop pod design competition, and would build a 1-mile-long (1.6 km) subscale test track near SpaceX's headquarters in Hawthorne, California, for the competitive event in 2016. SpaceX stated in their announcement, "Neither SpaceX nor Elon Musk is affiliated with any Hyperloop companies. While we are not developing a commercial Hyperloop ourselves, we are interested in helping to accelerate development of a functional Hyperloop prototype."

More than 700 teams had submitted preliminary applications by July, and detailed competition rules were released in August. Intent to Compete submissions were due in September 2015 with more detailed tube and technical specification released by SpaceX in October. A preliminary design briefing was held in November 2015, where more than 120 student engineering teams were selected to submit Final Design Packages due by 13 January 2016.

A Design Weekend was held at Texas A&M University 29–30 January 2016, for all invited entrants. Engineers from the Massachusetts Institute of Technology were named the winners of the competition. While the University of Washington team won the Safety Subsystem Award, Delft University won the Pod Innovation Award as well as the second place, followed by the University of Wisconsin–Madison, Virginia Tech, and the University of California, Irvine. In the Design Category, the winner team was Hyperloop UPV from Universitat Politecnica de Valencia, Spain. On 29 January 2017, Delft Hyperloop (Delft University of Technology) won the prize for the "best overall design" at the final stage of the SpaceX hyperloop competition, while WARR Hyperloop of the Technical University of Munich won the prize for "fastest pod". The Massachusetts Institute of Technology placed third.

The second hyperloop pod competition took place from 25 to 27 August 2017. The only judging criteria being top speed provided it is followed by successful deceleration. WARR Hyperloop from the Technical University of Munich won the competition by reaching a top speed of 324 km/h (201 mph).

A third hyperloop pod competition took place in July 2018. The defending champions, the WARR Hyperloop team from the Technical University of Munich, beat their own record with a top speed of 457 km/h (284 mph) during their run. The fourth competition in August 2019 saw the team from the Technical University of Munich, now known as TUM Hyperloop (by NEXT Prototypes e.V.), again winning the competition and beating their own record with a top speed of 463 km/h (288 mph).

Criticism and human factor considerations

Some critics of hyperloop focus on the experience—possibly unpleasant and frightening—of riding in a narrow, sealed, windowless capsule inside a sealed steel tunnel, that is subjected to significant acceleration forces; high noise levels due to air being compressed and ducted around the capsule at near-sonic speeds; and the vibration and jostling. Even if the tube is initially smooth, ground may shift with seismic activity. At high speeds, even minor deviations from a straight path may add considerable buffeting. This is in addition to practical and logistical questions regarding how to best deal with safety issues such as equipment malfunction, accidents, and emergency evacuations.

Other maglev trains are already in use, which avoid much of the added costs of hyperloop. The SCMaglev in Japan has demonstrated 603 km/h (375 mph) without a vacuum tube, by using an extremely aerodynamic train design. It also avoids the cost and time required to pressurize and depressurize the exit and entry points of a hyperloop tube.

There is also the criticism of design technicalities in the tube system. John Hansman, professor of aeronautics and astronautics at MIT, has stated problems, such as how a slight misalignment in the tube would be compensated for and the potential interplay between the air cushion and the low-pressure air. He has also questioned what would happen if the power were to go out when the pod was miles away from a city. UC Berkeley physics professor Richard Muller has also expressed concern regarding "[the Hyperloop's] novelty and the vulnerability of its tubes, [which] would be a tempting target for terrorists", and that the system could be disrupted by everyday dirt and grime.

Political and economic considerations

The alpha proposal projected that cost savings compared with conventional rail would come from a combination of several factors. The small profile and elevated nature of the alpha route would enable hyperloop to be constructed primarily in the median of Interstate 5. However, whether this would be truly feasible is a matter of debate. The low profile would reduce tunnel boring requirements and the light weight of the capsules is projected to reduce construction costs over conventional passenger rail. It was asserted that there would be less right-of-way opposition and environmental impact as well due to its small, sealed, elevated profile versus that of a rail easement; however, other commentators contend that a smaller footprint does not guarantee less opposition. In criticizing this assumption, mass transportation writer Alon Levy said, "In reality, an all-elevated system (which is what Musk proposes with the Hyperloop) is a bug rather than a feature. Central Valley land is cheap; pylons are expensive, as can be readily seen by the costs of elevated highways and trains all over the world". Michael Anderson, a professor of agricultural and resource economics at UC Berkeley, predicted that costs would amount to around US$100 billion.

No total ticket price was suggested in the alpha design in Elon Musk's initial whitepaper. Projected low ticket prices by hyperloop developers have been questioned by Dan Sperling, director of the Institute of Transportation Studies at UC Davis, who stated that "there's no way the economics on that would ever work out." Some critics have argued that, since hyperloops are designed to carry fewer passengers than typical public train systems, it could make it difficult to price tickets to cover the costs of construction and running.

The early cost estimates of the hyperloop are a subject of debate. A number of economists and transportation experts have expressed the belief that the US$6 billion price tag dramatically understates the cost of designing, developing, constructing, and testing an all-new form of transportation. The Economist said that the estimates are unlikely to "be immune to the hypertrophication of cost that every other grand infrastructure project seems doomed to suffer."

Political impediments to the construction of such a project in California will be very large. There is a great deal of "political and reputation capital" invested in the existing mega-project of California High-Speed Rail. Replacing that with a different design would not be straightforward given California's political economy. Texas has been suggested as an alternate for its more amenable political and economic environment. In August 2022, Time.com and Gizmodo published that the Hyperloop announcement could have been a attempt to discourage the California High-Speed Rail project.

Building a successful hyperloop sub-scale demonstration project could reduce the political impediments and improve cost estimates. Musk has suggested that he may be personally involved in building a demonstration prototype of the hyperloop concept, including funding the development effort.

The solar panels Musk plans to install along the length of the hyperloop system have been criticized by engineering professor Roger Goodall of Loughborough University, as not being feasible enough to return enough energy to power the hyperloop system, arguing that the air pumps and propulsion would require much more power than the solar panels could generate.

Hyperloop companies


Company Name Country Est. Fate Notes
Virgin Hyperloop U.S. 2014 Active Ended development of passenger travel in February 2022 to focus on freight
Hyperloop Transportation Technologies U.S. 2013 Active
Transpod Canada, France 2015 Active
DGWHyperloop India 2015 Active
Arrivo U.S. 2016 Defunct Ended hyperloop development in November 2017 in favor of maglev
Hardt Global Mobility Netherlands 2016 Active
Zeleros Spain 2016 Active
Nemovo Poland 2017 Active Named Hyper Poland until November 2020

Related projects

Historical

The concept of transportation of passengers in pneumatic tubes is not new. The first patent to transport goods in tubes was created in 1799 by the British mechanical engineer and inventor George Medhurst. In 1812, Medhurst wrote a book detailing his idea of transporting passengers and goods through air-tight tubes using air propulsion.

In the early 1800s, there were other similar systems proposed or experimented with and were generally known as atmospheric railway projects, though this term is now also used for systems where the propulsion is provided by a separate pneumatic tube to the train tunnel itself.

One of the earliest constructions was the Dalkey Atmospheric Railway which operated near Dublin between 1844 and 1854.

The Crystal Palace pneumatic railway operated in London around 1864 and used large fans, some 22 ft (6.7 m) in diameter, that were powered by a steam engine. The tunnels are now lost but the line operated successfully for over a year.

Operated from 1870 to 1873, the Beach Pneumatic Transit was a one-block-long prototype of an underground tube transport public transit system in New York City. The system worked at near-atmospheric pressure, and the passenger car moved by means of higher pressure air applied to the back of the car while comparatively lower pressure air was maintained on the front of the car.

In the 1910s, vacuum trains were first described by American rocket pioneer Robert Goddard. While the hyperloop has significant innovations over early proposals for reduced pressure or vacuum-tube transportation apparatus, the work of Goddard "appears to have the greatest overlap with the Hyperloop".

In 1981, Princeton physicist Gerard K. O'Neill wrote about transcontinental trains using magnetic propulsion in his book 2081: A Hopeful View of the Human Future. Though being a work of fiction, this book was an attempt to predict future technologies in everyday life. In his prediction, he envisioned these trains which used magnetic levitation running in tunnels which had much of the air evacuated to increase speed and significantly reduce friction. He also demonstrated a scale prototype device that accelerated an object using magnetic propulsion to high speeds. It was called a mass driver and was a central theme in his non-fiction book on space colonization "The High Frontier".

Swissmetro was a proposal to run a maglev train in a low-pressure environment. Concessions were granted to Swissmetro in the early 2000s to connect the Swiss cities of St. Gallen, Zurich, Basel, and Geneva. Studies of commercial feasibility reached differing conclusions and the vactrain was never built.

The ET3 Global Alliance (ET3) was founded by Daryl Oster in 1997 with the goal of establishing a global transportation system using passenger capsules in frictionless maglev full-vacuum tubes. Oster and his team met with Elon Musk on 18 September 2013, to discuss the technology, resulting in Musk promising an investment in a 3-mile (5 km) prototype of ET3's proposed design.

From 2003 Franco Cotana led the development of Pipenet which had a small bore evacuated tube for moving freight at up to 2,000 km/h (1,200 mph) using linear synchronous motors and magnetic levitation. A prototype system - 100 m (110 yd) long and 1.25 m (1.37 yd) in diameter - was constructed in Italy in 2005. However development stopped after funding ceased.

China was reported to be building a vacuum based 600 mph (1,000 km/h) maglev train in August 2010 according to a laboratory at Southwest Jiaotong University. It was expected to cost CN¥10–20 million (US$2.95 million at the August 2010 exchange rate) more per kilometer than regular high-speed rail. In 2018 a 45 m (49 yd) loop test track was completed to test some of the technology.

In 2018, the new concept of creating and using intermodal hyperloop capsules was presented. After detaching the drive elements, capsules could be used in a way similar to traditional containers for fast transport of goods or individuals. It has been proposed that specialized airplanes, dedicated high-speed trains, road tractors or watercrafts perform "last mile" transport for solving the problem of fast transportation to centers where hyperloop terminals are locally unavailable or infeasible to be constructed.

In May 2021, it was reported that a low-vacuum sealed tube test system capable of reaching speeds around 1,000 km/h (620 mph) had begun construction in Datong, Shanxi Province. An initial 2 km (1.2 mi) section is to be completed by July 2022 and a 15 km (9.3 mi) test line within two years. The line will be built by the North University of China and the Third Research Institute of China Aerospace Science and Industry Corporation.

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