The city of Cebu in the Philippines has a proposed cable car that will be presented at the first mobility submit. The project is called the Aerial Ropeway Transit (ART) which is intended to connect downtown to the hinterlands to help mitigate traffic in these areas. Similar to Singapore, the cable car is expected to give the city a sense of modernization and boost tourism. This is not the first time a cable car has been proposed in Cebu; one was also considered in 1997, 2005, 2007, and 2014.
The history of the beloved South Africa cable car, Table Mountain Aerial Cableway, has been well documented via photography, from its inception in 1929 til modern times. With locals and tourists fond of this system, there are great pictures of every generation of the tram. The tram has been accident free since opening, even with its first cabin having minimal safety requirements, allowing doors being able to open at any time along the ride. By 1958, the second generation was able to move 23 passengers up the mountain in 8 minutes. Today’s generation has a rotating cabin that moves 65 passengers in 5 minutes. These incredible images show the evolution of the tram technology over the almost 100 years it has been in operation.
The Prairie Sky Gondola project in Edmonton has been cancelled. City council voted 12 to one to terminate the city’s agreement with Prairie Sky Gondola due to several reasons, including the financial risk to the city and the idea of building on the Rossdale Burial Site. The opposition believes the project can still advance if revised to avoid the Indigenous burial site and if more Indigenous consultation is conducted. See a related Weekly Roundup here. SCJ Alliance, the parent company of the Gondola Project, had been retained to provide gondola expertise for this project.
As more urban cities integrate cable cars as public transit, more people are understanding the benefits. Since 2008 the idea of building a cable car, Câble 1, in Paris has been around. The 4.5-km system is estimated to move 10,000 people per day between the southeast suburbs to a Metro Line station. The journey will take 17 minutes. Cable cars are a method that cities can use to manage traffic congestion in a more economical and eco-friendly way. See a related Weekly Roundup here.
Big Mountain Ski Resorts advances the installation of its new high-speed six-passenger chairlift. Foundations were poured using a helicopter in select areas where access was challenging and dangerous by truck. Leitner-Poma is working on building, galvanizing, and inspecting the chairlift equipment. Once all parts are delivered the installation will also be done with a helicopter. The chairlift is faster and larger, giving guests a ride that takes less than 5 minutes and moves 3,000 guests per hour.
Transport for London’s (TfL) £36m contract with global airline Emirates for its east London’s cable car has ended. The multi-million pound contract was a 10-year branding sponsorship that helped offset capital costs and operating & maintenance costs. The total capital cost of the project was £60m. The MDG system, formerly known as The Emirates Air Line, connects Greenwich’s O2 Arena to East London’s ExCeL Exhibition Centre and opened just in time for the 2012 Olympics. TfL plans to announce their new commercial partner later this summer.
Translink’s 10 year plan, including the Simon Fraser University (SFU) Gondola, has been officially approved by the Metro Vancouver Mayors’ Council. The proposed 3S, also known as TDG, system will connect SkyTrain Production Way Station to the SFU Campus. A direct route between the two locations was selected as the preferred alternative. The system’s capital cost is estimated to cost $210 million. The system will offer peak hour capacity of 3,000 people per hour per direction (pphpd), with 30 passenger cabins. The gondola is expected to have 30% lower operating costs than the existing bus systems. See a related Weekly Roundup here. SCJ Alliance, the parent company of the Gondola Project, has been retained to provide gondola expertise for this project.
Big Sky Resort in Montana continues to make progress on the tram. Over a 1,000 pounds of explosives were used to clear the upper station location for the new tram which will combine with the future gondola. The tram will also allow for guests to reach the top of the peak during the summer for the first time. The article shows a video and project pictures of the progress. See a related Weekly Roundup here.
Pittsburgh Regional Transit (PRT) will receive a federal grant to help fund a transit study. The study is set to investigate a new corridor known as NEXTransit, which will connect Oakland’s neighborhoods to its universities and hospitals. The study will look into several transit options that will integrate into the existing bus and light rail systems. For the steep slope portion of the proposed corridor the study will evaluate the feasibility of a gondola or funicular. PRT estimated the study to cost $825,000 and was awarded $594,000 from the grant which will require PRT to find additional funding or modify the study’s scope.
Steamboat Resort prepares the site for the Wild Blue Gondola in Colorado. The project is broken into two parts. The first leg of the gondola will open for the 2022-2023 winter season, connecting Steamboat Square and Greenhorn Ranch. The five-minute ride will increase uphill capacity from 6,000 to 10,000 people per hour (pph). The second leg’s alignment is currently getting trees cleared with helicopters. When completed, the Wild Blue Gondola will span 3.16 miles in 13 minutes, making it the longest and fastest 10-person gondola in North America.
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 Groupcalled City of Hamilton Higher Order Transit Network Strategycame 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
In the IBI paper the writers conclude that a connection between the Upper and Lower cities is “physically impossible” and that the Niagara Escarpment Commissionmight “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:
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.
I recently met someone who disapproves of this whole Urban Gondola concept – which is fine, you’re entitled to your own opinion. He said it’s hard enough to get his grandmother to ride the subway (because she finds it terrifying), let alone a gondola.
According to The Grandmother Test (yeah, it should be called that) we should therefore stop everyone from building subways entirely. Probably not going to happen.
Whether it’s urban gondolas or any other great idea, if you spot someone who fails (passes?) The Grandmother Test, just walk away and don’t waste your time. There’s nothing you can do there.
A couple of years back, Volkswagen came up with a brilliant viral marketing campaign known as The Fun Theory. The basic idea being that “fun is the easiest way to change people’s behaviour for the better” (their words, not mine).
The shorthand for the theory was the very public transformation of a subway stairwell into a piano as a means to coax people from using the escalator to using the stairs (or piano?). The resulting video became a viral sensation, and has been viewed over 16 million times on youtube.
If you haven’t already seen it, take a look:
The video claims that the piano staircase resulted in 66% more people using the stairs than using the escalator. No doubt and great. Of course, that number has to be taken with a grain of salt. We don’t know how that number was calculated, over what period of time it was measured and if people slowly gravitated back to the escalator after the novelty of the piano wore off.
Nevertheless, there’s something here.
Let’s be frank: Public transit planning and policy are pretty much the antitheses of fun. They’re science without the coffee. And while most of us would agree that increased public transit usage is an incredibly worthwhile and noble goal, there’s been few successes throughout the last 50 years to create a long-lasting trend towards increased ridership within western, developed nations (Europe, possibly, notwithstanding).
Now I’m not suggesting that ridership is dependent solely on a “fun factor,” but I am suggesting that fun is certainly one way to stimulate ridership.
The last 10 years have been a bonanza of learning about the human condition. Fields such as cognitive psychology, behavioral economics and change management have taught us – if nothing else – that humans respond to their environment in irrational, emotional ways.
Change is not a state that occurs out of hard examination of facts and details, it is a state that is achieved when people are emotionally driven to do something that makes them feel better than they did before. That may frustrate numbers-oriented professions and people but it is also an enormous opportunity.
It’s all fine and well for planners and policy-makers to obsess about facts and details – that’s important, don’t get me wrong. But when it comes to implementing the desired change the facts and details point to, the traditional tools used by the planning and policy-making establishment are utterly ineffective.
(Note: For a longer discussion of the fun versus detail argument, please see our single most viewed post Form vs. Function.)
When it comes time to implement, the facts and details need to be thrown out the window because the target audience doesn’t care about them. Consider the typical “pro-transit” arguments:
It saves you money. People don’t care that taking transit saves money. If they cared about saving money, they wouldn’t spend $4.00 for pre-cut carrots and celery at their local grocery store. People will pay for convenience.
It’s safer than driving. People don’t care that taking transit is safer than driving a car. If they cared about safety, no one would ever ski, sky-dive or smoke. Furthermore, you wouldn’t have people irrationally devoted to their car yet completely unwilling to fly (the safest form of mass transit there is).
It reduces traffic. People don’t care that taking transit reduces traffic. Why? Because the benefit of using traffic goes to someone else. If I take transit, I inconvenience myself so that other people may benefit from clearer roads. That’s implicit in the argument and the reason it fails.
That’s where fun comes in. We can change people’s behavior not by advertising to them, educating them or forcing them. We change people’s behavior by stimulating an emotional state that makes them susceptible to change their behavior of their own choice and accord.
Fun is one such tactic for the simple reason that people like fun. You like fun, don’t you?
Problem is there’s no room for fun in our planning and policy-making. These are not realms where fun is allowed to intercede as fun is viewed as unprofessional, naive and strange. Our planning and policy-making fundamentally misunderstands the fact that people are not mere numbers in a model but are wonderfully emotional, fun-loving and irrational. To assume otherwise is to create a model completely out-of-touch with reality.
If there is one thing I wish we could change about our (transit) planning methods it’s that. I want us to start from the simple and uncontroversial assumption that people are irrational, emotional and motivated by things other than time and money. We go from there.
So how does this relate to Urban Gondolas? Simple.
Gondolas are fun.
(Big thanks to Jason for calling my attention to The Fun Theory. Like everyone else, I’d seen the video a couple years back, but I’d never taken the time to apply it.)
