Same amount of time for High Temp Superconductors [HTS], and we don’t have maglev trains nor Superconducting power lines. The difference between HTS and Cold Fusion is that HTS didn’t have an entrenched science mafia protecting their turf. If we had spent 2% of the high-temp fusion dollars on cold fusion, we’d have those flying cars by now.
” ... and we don’t have maglev trains ... “
https://www.jrailpass.com/blog/maglev-bullet-train
What is the Maglev train’s top speed? In April 2015, a manned superconducting Maglev train broke two previous land speed records for rail vehicles. The train was clocked at 603 kilometers per hour or 375 miles per hour. This is much faster than the Maglev trains already operating in Shanghai, China, and in South Korea, which run at speeds of 268 to 311 miles per hour and 68 miles per hour, respectively.
The Maglev train has also exceeded previous Shinkansen world speed records in trials at the Miyazaki Test Track. Most Shinkansen trains operate at speeds of about 500 kilometers per hour (200 to 275 miles per hour). As new technologies are developed and instituted, future trains may achieve even greater velocities.
VERY misleading. We have had ‘superconducting’ maglev trains as test systems since 1962, but not HTS superconducting trains — certainly not ROOM temperature superconducting — because we didn’t even GET HT superconductivity until 1990.
https://en.wikipedia.org/wiki/SCMaglev#History
History[edit]
Japanese National Railways (JNR) began research on a linear propulsion railway system in 1962 with the goal of developing a train that could travel between Tokyo and Osaka in one hour.[5] Shortly after Brookhaven National Laboratory patented superconducting magnetic levitation technology in the United States in 1969, JNR announced development of its own superconducting maglev (SCMaglev) system. The railway made its first successful SCMaglev run on a short track at its Railway Technical Research Institute in 1972.[6] JR Central plans on exporting the technology, pitching it to potential buyers.[7]
Miyazaki test track[edit]
In 1977, SCMaglev testing moved to a new 7 km test track in Hyūga, Miyazaki. By 1980, the track was modified from a “reverse-T” shape to the “U” shape used today. In April 1987, JNR was privatized, and Central Japan Railway Company (JR Central) took over SCMaglev development.
In 1989, JR Central decided to build a better testing facility with tunnels, steeper gradients, and curves.[6] After the company moved maglev tests to the new facility, the company’s Railway Technical Research Institute began to allow testing of ground effect trains, an alternate technology based on aerodynamic interaction between the train and the ground, at the Miyazaki Test Track in 1999.[citation needed]