Posts Tagged: CPT



Hamilton Gondola — We Don’t Know What We Don’t Know

NOTE: An earlier version of this post originally appeared on December 4th, 2009 (yup, that’s over 7 years ago, kids). At that time, the report “City of Hamilton Higher Order Transit Network Strategy” was available online. Unfortunately, it is no longer available. 

Sometimes we don’t know what we don’t know and that’s really nobody’s fault.

For example:

In the spring of 2007 a working paper by IBI Group called City of Hamilton Higher Order Transit Network Strategy came out. For those who don’t know, Hamilton is a city in southern Ontario that is cut in half by a 700 kilometer long limestone cliff that ends at Niagara Falls. It’s called the Niagara Escarpment and has made higher-order transit connections between the Upper and Lower cities difficult.

You See The Difficulty

You See The Difficulty

In the IBI paper the writers conclude that a connection between the Upper and Lower cities is “physically impossible” and that the Niagara Escarpment Commission might “strongly resist” any new crossings of the escarpment. As such, Bus Rapid Transit (BRT) became the focus and preferred technology of the report. That’s because streetcars and Light Rail can’t handle inclines of more than about 10 degrees. The only way for a rail based technology to work, IBI concluded, was if a tunnel or viaduct was built.

No where in the report, however, was Cable Propelled Transit (CPT) even mentioned, despite cable’s ability to resolve most if not all of the issues IBI highlighted.

It’s no real surprise. Back in 2007 there was virtually no publicly accessible research available on cable. Believe me, I know; I had just started my research in 2007 and it was incredibly difficult to find anything.

Should IBI have considered cable? Should they have known about cable? I don’t know . . . and furthermore, I don’t think it’s relevant to this discussion. What you don’t know, you don’t know and that’s all there is to it.

What is, however, relevant to our discussion is this:

Hamilton Gondola

Photoshop of a gondola traversing the Hamilton Escarpment. Image via Hamilton Spectator.

The City of Hamilton is now updating their Transportation Master Plan and they’re surveying the public on their opinions. And the survey includes a question on gondolas. Last summer, meanwhile, around half of the people that responded at Hamilton’s Transportation Master Plan public meetings said they liked the gondola concept.

So why does that matter?

Because in less than 7 years’ time, a large North American city made a complete about-face on this matter. They went from a place where they thought (incorrectly) that a specific transit problem could not be solved with a fixed link solution due to their topography; to a place where they are actively soliciting the public’s opinion on using a gondola to solve the very problem they previously thought couldn’t be solved.

I know people in the cable car industry think seven years is a lifetime. And it is. But not to a large municipal bureaucracy. To a city, seven years is a heartbeat. In a heartbeat, Hamilton went from basically not even knowing cable cars exist to considering it as a part of their overall Transportation Master Plan.

That’s progress no matter how you look at it.

Creative Commons image by John Vetterli

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Medellin/Caracas, Part 1

Last week I travelled to Medellin, Colombia and Caracas, Venezuela to tour five of the most important CPT systems in the world. This is Part 1 of a photo essay on those systems. In this part, a brief overview of the history of cable transit in this part of the world will be explained. Image by Steven Dale.


Modern Cable Propelled Transit started in Caracas, Venezuela with the Mount Avila Gondola. This system was originally built in the middle of the last century to carry people from Caracas to the top of Mount Avila where the luxurious Hotel Humboldt had been built. Political and economic strife caused the government to leave for neglect both the hotel and gondola. The gondola itself was not reopened until 1999, after a successful rebuild.

The Avila Mountain Gondola In Caracas. Image by Steven Dale.

An Avila Mountain Gondola From Below. Image by Steven Dale.

A gondola passes over two original and well-preserved antique gondola cars at the Mount Avila Caracas Terminal. Image by Steven Dale.

The Avila gondola cannot, however, be truly classed as cable transit. It lacks integration to the local transit network and really exists more for tourists, not local commuters. It did, however, indirectly inspire the nearby city of Medellin, Colombia to pursue a fully-integrated CPT system to serve the impoverished and dangerous barrio of Santo Domingo. The system would take almost 5 years to open, from conception to fruition and would be the world’s first true CPT system. They would name it The Metrocable. The first line, consistent with the city’s existing Metro system, would be named Linea K.

A Linea K Metrocable Car in Medellin, Colombia. Image by Steven Dale.

The Metrocable over top the Santo Domingo barrio. Image by Steven Dale.

Gondolas depart a Linea J Metrocable station. Image by Steven Dale.

Metrocable Linea K would be an enormous success. Crime rates in Santo Domingo plunged and area investment skyrocketed. In the four years since Linea K opened, crime in Santo Domingo virtually disappeared, jobs have increased 300% and 3 banks have opened along the Metrocable route. With such an obvious success story, Metro officials had little trouble convincing decision-makers to open Linea J.

Unlike Linea K, Linea J would connect several smaller barrios in the western end of the city. These barrios suffered from similar economic conditions but did not have the population density that Linea K had. This was considered a good thing as Linea K suffered from overcrowding almost immediately upon opening, a situation not witnessed on Linea J.

A Linea J gondola. Image by Steven Dale.

Meanwhile, Hugo Chavez, President of Venezuela was not to be undone. The opening of the second Metrocable line in Medellin made Chavez lust after a similar system in Caracas, the capital of Venezuela. Within 2 years, Chavez’s dream would be realized with Caracas opening their own cable transit system in early 2010. It was also to be named The Metrocable.

Like the Medellin systems before it, the Caracas Metrocable would provide transit to under-serviced barrios with a history of crime and poverty. But unlike the Medellin systems, Caracas would feature enormous stations that included social facilities such as gymnasiums, police stations, community centres and markets. The Caracas Metrocable would also be the first in the world to feature extreme 90 degree turning radii at stations.

Gondolas enter and exit a station in Caracas. Image by Steven Dale.

The Caracas Metrocable. Image by Steven Dale.

The Metrocable loop between Medellin and Venezuela came full circle in early 2010. While Chavez was opening his first system in Caracas, Medellin was opening their third Metrocable line. But this time, the line looked more similar to the original Mount Avila system from Venezuela circa 1999.

While still fully-integrated into the Medellin Metro, the new Linea L services the Parque Arvi at the top of a nearby mountain in Medellin and requires an additional fare of 1,550 Colombian Pesos (roughly $1 US dollar). Linea L would give quick, affordable access to wilderness and parkland facilities that had previously only been accessible to wealthy land-owners in Medellin. This was a welcome change, given Colombia’s historically wide gap between rich and poor.

A Linea L gondola. Image by Steven Dale.

Medellin as seen from the Linea L, Parque Arvi nature preserve. Image by Steven Dale.

Both cities are engaged in major plans to expand their Metrocable offerings and cities throughout Latin America are embarking upon cable transit plans of their own.

Read Part 2.

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Reviewing Good Advice: Low Profile Urban Gondolas

This piece was first published on The Gondola Project in 2010 but it is still highly relevant and useful. It’s about keeping your head low to the ground being unobtrusive; useful advice from a Canadian.

There’s a story about Cable Propelled Transit, Aerial Ropeways and Urban Gondolas that only hurts the technology’s future. Unfortunately, the industry does little to stop the spread of this story.

The story is simple: If you build an urban gondola, you’ll have vehicles flying over tall buildings, hundreds of feet in the air!

This story is bad for cable. Here’s why:

Read more

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Weekly Roundup: New Urban Gondola for Ankara, Turkey

Ankara Cable Car Rendering. Image from Leitner.

  • By 2014, Ankara will soon be home to another urban gondola. This 3.2km system will have 106 cabins with a capacity of 2,400 pphpd. Once opened, it will serve the Şentepe neighbourhood and will be located near Yenimahalle metro station. Based on renderings, the stations may be one of the most architecturally stunning urban CPT lines yet.
  • Reports suggest that the La Paz Cable Car system will be ready for passenger usage starting in the first quarter of 2014. It is not entirely clear at this time which of the 3 lines will be operational first. However, it seems that locations for some towers have yet to be finalized and officials are still looking to find the appropriate solutions to minimize impact on traffic and land use.

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Urban Cable Cars in Buffalo. Conceptual Alignment for Outer Harbour.

Similar to other citizen-developed urban gondola proposals in various American cities (i.e. Austin, Chicago, and Seattle), Buffalo is now the latest one to join this ever-expanding list.

Last Friday, Dean Evaniak, presented his idea on a CPT system for reconnecting Buffalo’s waterfront. He has made an interesting case for utilizing this technology in the city by clearly laying out and comparing the benefits and limitations of cable systems versus other options for waterfront transit.

Buffalo CPT proposal. Image from

Based on a preliminary read, the proposal seems to have much merit and there appears to be countless opportunities to enhance the area’s transport connectivity via CPT. In particular, I like how he kept the ideas open ended, thus sparking much discussion and debate on the proposal’s feasibility.

I won’t go into too much detail of his plans as he does a great job in explaining his concept in the original article.

Click here for more.

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Another Urban Gondola? Keçiören Teleferik in Ankara, Turkey

Keçiören Teleferik. Image by Panoramio user Zeynel Yesilay.

One of the great things about blogging on the Gondola Project is that you never stop learning. And this time, thanks to one of our long time followers, Giorgio, we’ve been informed about another urban gondola that’s allegedly been in operations since 2007.

This system is called the Ankara-Keçiören Teleferik or simply the Keçiören Teleferik.

We’ve tried to do a quick google search on this system but due to time constraints and a language barrier, we’ve only been able to find out very little. What we do know is that the system is reportedly 1.6km in length, has a capacity of 1200 pph, and runs at a max speed of 5 m/s.

If anyone has anymore information about this CPT line, we would love to hear about it. In the meantime, here are some more pictures of the system in action.

Keçiören Teleferik. Image by

Keçiören Teleferik. Image by

Keçiören Teleferik. Image by

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Zurich’s Urban Funiculars: The Polybahn and Rigiblick Funicular

This is a guest post by Ross Edgar.

The Swiss city of Zurich has a long heritage with the operation of funicular cable systems. At one time there were three funiculars within the city limits until the Dolderbahn was converted into a rack railway in 1973. Today, two funiculars remain in Zurich: the Polybahn in the city centre (map) and the Rigiblock Funicular (Seilbahn Rigiblick) (map) which climbs the Zurichberg in the north-east of the city.

Polybahn. Image by Flickr user hrs51.

Rigiblick Funicular. Image by Flickr user hrs51.

The Polybahn is an iconic symbol for Zurich, being possibly one of the most well known funicular railways in the world. Since 1889 the Polybahn has carried passengers between Zurich city centre and the main ETH Zurich university building, originally known as Eidgenossisches Polytechnikum. Between its opening in 1889 and its conversion to electric power in 1897, the Polybahn operated as a water balance funicular.

The line has been overhauled on a couple of occasions in its history. In 1976 both the track and the cars were refurbished, but in 1996 a more extensive rebuild was completed with the installation of new track and a new, automated haulage mechanism. Today’s Polybahn is 176m in length and ascends a total of 41m at an average gradient of 23%. The line features the standard funicular layout of two cars and two stations with a single passing loop at the midway point. However, at 955mm the Polybahn’s track gauge is far from standard. Each car has a capacity of 50 people with a travel time of just under two minutes.

Polybahn's integration with city and public transit. Image by hrs51.

The line is significant in its integration within the wider Zurich cityscape. The lower terminus is situated within a row of grand terraced townhouses with the entrance appearing just as any other building in the row. At the opposite end of the building the funicular emerges from the terminus at first storey level, immediately crossing a main road by means of a steel bridge. The Polybahn is a prime example of how a cable system can blend seamlessly and intelligently into a city environment.

The Seilbahn Rigiblick, in contrast, is located in Zurich’s largely residential outer suburbs. The funicular originally opened in 1901 but it was refurbished with all-new cars in the early 1950s and again in the late 1970s, together with an extension of the line at the upper terminus. Today’s Seilbahn Rigiblick is 385m in length and ascends a total of 94m at an average gradient of 25.3%. Interestingly, the line features two cars but a total of five different stops; two termini and three intermediate stops. Each car has a capacity of 30 people with a travel time of two minutes without any intermediate stops.

Rigiblick Funicular at Hadlaubstrasse stop. Image by Flickr user hrs51.

Rigiblick Funicular at Lower Base Station. Image by Flick user hrs51.

With its connections to both city tram routes and trolleybus routes, the Seilbahn Rigiblick is a prime example of how cable systems can be integrated within a wider urban transport network. Moreover, while it is not uncommon for funicular systems to feature intermediate stops at the midway point, intermediate stops in addition to this are indeed uncommon. However, as long as the intermediate stops are at uniformed intervals there is no reason why additional intermediate stops could not be a possibility.


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