Posts Tagged: Urban Design

31
Mar

2010

Cable Transit In Edinburgh?

Please take the time to visit Maria Mysliborska’s wonderful Master’s Thesis Page. It’s a beautiful page that suggests how academic theses will likely be developed and submitted in the future.

Maria’s plan is an elegant redevelopment of Edinburgh’s derelict waterfront. Among the highlights of the plan are a local public transit circulator using (you guessed it) an urban gondola. Her unique configuration imagines a rectangular, closed-loop system. Does that mean a single line running in a single direction, or a dual system running in both directions? It’s hard to say.

Nevertheless, it makes for an inspiring read. Check it out.



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29
Mar

2010

Tiny Observations & Cable Propelled Transit

The Grindelwald First MDG system.

We can use ski lifts as transit!?!

That’s a Eureka Moment and one that’s been happening to the urban transit community for the last 10 years. It’s big, it’s profound and it’s exciting. It’s also unwieldily and awkward because too much has been left uncovered and left unsaid. There are too many questions, too many details. What about safety? Corners, can we turn corners? Can we have intermediary stations? Etc. Etc. Etc. All these things and more are still not a part of urban transit’s collective, general knowledge base.

Which brings me to a MDG system in the Swiss ski resort of Grindelwald First. The above picture is a piece of infrastructure incorporated into that system. Take a look at it and figure out what it is. If you’re familiar with CPT, you’ll have a few ideas. If not, you’ll have none. What is it? Is it a turning station? Is it an intermediary station? What is it!?!

If you guessed it’s a turning station, you’re halfway right. The other half of the answer is that it’s a high speed, slim-profile turning station. Turning stations are not typically slim, nor are they typically high-speed. This one is both and it was built in 1991.

I didn’t know such a thing as a high-speed, slim-profile turning station even existed until myself and some friends took a hike at Grindelwald last fall. I saw it and asked what’s that!?! This was not a discovery I earned, it was a discovery I fell backwards into purely by chance. It’s nothing more than a Tiny Observation, but one that has dramatic implications for the technology in urban environments. That it was discovered in a rural ski resort only complicates matters.

What if I’d not taken a hike to Grindelwald last fall? What if I hadn’t been lucky? Would we have known about this innovation? Hopefully, but who knows. I’ve read a report that says there are over 10,000 cable propelled systems throughout the world. What Tiny Observations are hidden in those 10,000?

For Cable Propelled Transit to find its way into mass acceptance as urban public transit, we need more Tiny Observations and we need more than just blind luck to find them. The Eureka Moment is all fine and good, but it’s the Tiny Observations that give shape and meaning to the discovery. They enable us to move from asking if we can use ski lifts as transit, to actually building ski lifts as transit.

Discovering we can use ski lifts as transit is only the beginning.



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25
Mar

2010

Medellin/Caracas, Part 7

Two weeks ago I travelled to Medellin, Colombia and Caracas, Venezuela to tour five of the most important CPT systems in the world. This is Part 7 where I discuss the social mandate that underlies the Caracas Metocable. Image by Steven Dale.

If you’ve been paying attention, you’ve probably noticed something problematic about the Caracas Metrocable: The stations are enormous. We’re not talking about just “big” here. We’re talking about “big enough for Cirque du Soleil to perform in.”

This is because the stations themselves are not really stations at all. Whut? Exactly.

In actuality, the Caracas Metrocable stations are full-service community centres with multiple neighborhood facilities all under one roof including a Cable Propelled Transit line. Most of these facilities are not yet complete and as such the stations have an eery empty quality thus far. The plan, however, is to have gymnasiums, markets, dental offices, police stations, medical clinics, theatres, libraries and all other manner of social services located within the 5 stations united by the Metrocable.

The idea is to have each station host one or two such facilities. As each station is linked to the other via Metrocable, those within the poor barrios can travel quickly and cheaply between those services in a way that simply would not have been possible before the Metrocable. When you consider this component of the plan, the Metrocable is less a transit line and more the connective tissue that holds together a network of social services.

Whether or not you agree with the political ideology behind Hugo Chavez’s plan, you have to admit it’s bold and unique. It’s also costly. The price of the Metrocable including stations/community centres has been reported as $265 million USD and I’ve heard numbers as high as $300 million USD. Considering the system is only 1.8 kilometers long, you could practically build a subway for that price.

The price of the gondola system, however, was modest. Everything necessary for the gondola system (the “electro-mechanical” cost in industry-speak) was only $18 million USD.

Consider that for a moment: Only 6-7 % of the total cost of the Metrocable went to the transit system and infrastructure itself. The rest was spent on the stations/community centres and land expropriation costs.

I want to state this plainly so that no one opposed to the concept of cable transit can use Caracas as an example of how expensive the technology is: The Caracas Metrocable did not cost $300 million. It cost $18 million. The additional monies spent were on community centre facilities and land expropriation costs that were separate from the transit system itself.

Once again (because the internet is great at taking people out of context): The Caracas Metrocable did not cost $300 million. It cost $18 million. The additional monies spent were on community centre facilities and land expropriation costs that were separate from the transit system itself.

Should some of those additional monies be allocated to station costs? Yes, but not the vast majority of it. The Medellin Metrocable (which uses similar MDG technology) Linea K cost $26 million USD in 2006; that included 1.8 kms of length and 4 stations. Linea J cost $50 million USD in 2008; that included 2.7 km and 4 stations. Linea L cost $25 million USD in 2010; that included 4.8 km and 2 stations. It would be fair to allocate an additional $10 – $20 million dollars to the cost of the Metrocable itself, but no more than that.

Perched high atop hills, the Caracas Metrocable stations are one small component of a much bigger network of community centres and social services. Image by Steven Dale

As a social experiment, it will be interesting to see how the Caracas Metrocable pans out. I, for one, am hopeful. Caracas needs these kinds of services, particularly in the barrios. One thing, however, I’m not certain of is the overt social message of the Metrocable. Many cabins are adorned with single word imperatives suggesting qualities which those in the barrio should aspire to and exemplify:

Sacrificio . . . Moral . . . Libertad . . . Equidad . . . Humanismo . . . Amor . . .

It’s an odd design choice that has nothing to do with the technology itself. But as one rides the Metrocable or sees them glide overhead, one can’t escape this blatant messaging. Granted, it’s hard to argue with the message: Sacrifice, Morals, Liberty, Equality, Humanity, Love. But at the same time, is it a transit agencies job to suggest how to behave? Maybe, maybe not.

In the western world we’re used to being told how to ride our transit. Hold the handrail. Exit by the rear doors. Don’t spit. Don’t litter. Give up your seat for the elderly. Mind the gap. These instructions transit agencies force upon us are nothing more than the practical application of the emotional instructions the Caracas Metrocable forces upon its riders.

Maybe we wouldn’t need so many rules and instructions in our transit systems if we simply had signs that read “Love” or “Equality.” Or not, I don’t know. It’s something I’ve wrestled with a lot since seeing it. Is it propaganda? No. But it veers pretty close to it and that’s what makes me uncomfortable. The message plays so blatantly upon emotions and that’s problematic. But at the same time, the sweet naiveté of the gesture is charming enough, innocent enough to catch even the most cynical observer off-guard.

I honestly don’t know. I’d love to know what everyone else thinks about this matter. Take a look at the images below and form your own opinion: Are the messages on the Caracas Metrocable propaganda? Are they amusing and pleasant? Are they harmless? Are they dangerous? What do you think?

Libertad. Image by Steven Dale.

Moral. Image by Steven Dale.

Sacrificio. Image by Steven Dale.

Amor & Humanismo. Image by Steven Dale.

Equidad. Image by Steven Dale.

Return to Part 6.



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24
Mar

2010

Cable Propelled Transit in Houston

The above image was created by Andrew Burleson over at Neohouston.com. It’s a conceptual/theoretical CPT line he designed for a poorly-serviced area of Houston.

Conceptual transit lines are a cottage industry for the transit enthusiast and hobbyist. They’re wonderful and exciting and they’re everywhere. I think every major city has a few people who do this sort of thing, if not on paper, than in their heads. Such conceptual designs are fun and exciting. They get people to imagine what could be rather than what is.

Andrew’s conceptual cable line is, as far as I’m aware, one of the first such theoretical cable transit lines ever. That’s why it caught my attention.

So, in honor of Andrew’s work, I’d like to open this up a bit: Send us your conceptual cable transit lines for your city, county or region. Send us the crazy, the practical, the outlandish and the awesome. You can use Funiculars, Cable Cars, Gondolas or Aerial Trams. You can use a combination of any of the above. Make a map. Create a photoshop mash-up. Do whatever you want, just show us how you would use CPT in your community and send the by-product to gondola (at) creativeurbanprojects (dot) com.

Assuming people take me up on this offer, we’ll post a few of the best ones in the coming weeks.

(Medellin/Caracas will continue tomorrow.)



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23
Mar

2010

Medellin/Caracas, Part 6

Two weeks ago I travelled to Medellin, Colombia and Caracas, Venezuela to tour five of the most important CPT systems in the world. This is Part 6 where I discuss the technological innovations of the Caracas Metocable. Image by Steven Dale.

Like the Medellin Metrocable, the Caracas Metrocable is a MDG system, the most basic of aerial Cable Propelled Transit technologies. It is fully-integrated into the local Metro system, has a maximum operating speed of 18 km/hr, a capacity of 3,000 pphpd and is 1.8 km long. Vehicles can carry 8 sitters and 2 standees. The system has 2 terminals and 3 intermediary stations; a total of 5 stations. Unlike the Medellin systems, which were built by the French-Italian consortium of Poma-Leitner, the Caracas Metrocable was built by the Austrian-Swiss partnership of Doppelmayr/Garaventa.

The most important aspect of the Caracas Metrocable is its alignment. The Caracas Metrocable’s alignment includes two extreme 90 degree turns. That this was the first aerial cable system in known history to implement a 90 degree turn is impressive, that the designers had the guts to attempt two 90 degree turns is all the more so. With this single act, the cable transit industry has demonstrated their ability to adapt, innovate and improve upon their technology within the public transit market.

What’s more, engineers did not utilize a separate drive wheel at each angle station as is common in most corner-turning applications. Instead, engineers used a single, passive deflection bullwheel at the two 90 degree stations, dramatically reducing complexity, size and cost of the system. Only at the middle station is a second drive wheel utilized. This, in essence, means that the Caracas Metrocable is made up of two separate lines where vehicles switch automatically from one line to the second at the middle station.

A graphical representation of the Caracas Metrocable system. Notice how the system is made up of two separate lines (represented by two different shades of blue). If one line fails, vehicles can be re-routed back onto the original line. Image by Steven Dale.

Additionally, a mechanism was designed into the middle station that allows operators to divert vehicles such that they do not automatically switch onto the new line, returning instead from whence they came. This configuration creates enormous additional benefit from an operations perspective. In the even that either of the two lines were to experience mechanical difficulties, the second of the two lines would be able to continue operations.

This simple feature debunks the common (but provably misinformed) opinion that with cable technology when one part of the system goes down, the whole system goes down.

A passive deflection wheel at angle stations allow vehicles to make sharp, 90 degree turns. Image by Steven Dale.

Vehicles enter and depart one of two 90 degree turning stations. Image by Steven Dale.

Image by Steven Dale.

Further features add to the Metrocable's appeal: Two way intercoms are located in each vehicle to assist with safety and emergency situations. Image by Steven Dale.

Sylish wooden benches in each vehicle are a charmingly casual (though somewhat Spartan) method of dealing with seating. Image by Steven Dale.

8 spots on the floor cue passengers where to stand and how to cue up. It's a unique and incredibly cost-effective design feature that speeds loading and disembarking times. Image by Steven Dale.

Return to Part 5.

Move on to Part 7.



Want more? Purchase Cable Car Confidential: The Essential Guide to Cable Cars, Urban Gondolas & Cable Propelled Transit and start learning about the world's fastest growing transportation technologies.

22
Mar

2010

Medellin/Caracas, Part 5

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 5 where I introduce Caracas, Venezuela's brand-new Metocable. Image by Steven Dale.

The Caracas Metrocable, Introduction

Imitation, they say, is the greatest form of flattery. And if that’s the case, then Caracas is clearly smitten with Medellin. Inspired by Medellin’s incredibly positive experience with Cable Propelled Transit, Venezuela has embarked on their own CPT campaign, beginning first in the capital city of Caracas.

Like Medellin, Caracas exists in a narrow mountain valley. It is crowded, dangerous and littered with impoverished, poorly connected hillside barrios. It is an ideal environment for CPT. But the similarity ends there. So much is similar between the Medellin and Caracas Metrocables (not the least of which is the name), it would be easy to ignore the differences. But those differences are many and dramatic. The two systems are both cousins and rivals, synonyms and antonyms. The Caracas component of Medellin/Caracas will partly focus on those differences.

One difference between the Caracas and Medellin situations must be stated up front: While both cities (like all cities) suffer from traffic congestion, one is typical (Medellin) and the other is a complete and utter basket case (Caracas). See, Venezuela is a net exporter of oil whose central policy is to subsidize petrol prices. This policy results in Venezuela having the cheapest gasoline on the planet; 12 cents per gallon (USD)! Consequently, the roads of Caracas are a traffic nightmare the likes of which would make North Americans pine for the rush hour gridlock they are typically accustomed to. A trip of a half dozen kilometers can take (literally) hours. Traffic lights, lane demarcations and signals are ignored and pointless. Bumper-to-bumper is a ridiculous understatement.

In other words, Caracas needs cheap public transit outside the right-of way of the private automobile in a way that one needs to witness to appreciate. It could rightly be called a crisis. The Metrocable is part of the solution to that crisis.

As the Caracas Metrocable opened mere weeks ago (it had been out of testing for just two weeks during my visit), it is impossible to discuss the “success” of the system, only it’s existence. But the fact that it exists at all is important. That the world doesn’t know it even exists, more so.

The photos you’ll see here over the next few days are unique. I was afforded time to speak with technicians, operators, designers and salesmen associated with the Metrocable and given free reign to photograph and videotape as I saw fit. Please lead people to these next few posts. Anyone associated with or interested in public transit needs to see them.

Hopefully you find the Caracas Metrocable as inspiring as I did.

A work crew completes work on the Caracas Metrocable while a young women hangs laundry atop her home in a hillside barrio. Image by Steven Dale.

A construction crew completes work on the Caracas Metrocable. Meanwhile, a young woman nearby hangs laundry in a hillside barrio. Image by Steven Dale.

In Caracas, the Metrocable highlights the disparity between progress and the past. Image by Steven Dale.

The Metrocable sails overtop of Caracas barrios. The stations, meanwhile, sit like small hillside castles. Image by Steven Dale.

Vehicles approach and depart from the St. Augustin transfer station in dense, crowded downtown Caracas. Image by Steven Dale.

A Caracas Metrocable gondola. Image by Steven Dale.

Return to Part 4.

Move on to Part 6.



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16
Mar

2010

Building Transit

Beyond the obvious, here’s a few things I think transit should be:

  1. Free. Or close to it. Most businesses would pay millions of dollars for a captive market of individuals who predictably use the same two stations twice a day, five days a week. Transit operators should make their money not off of transit, but off the ancillary services people actually covet. The Freemium Model of Transit.
  2. Where people are, not where transit operators think people may sometime be. Expanding transit into a place that cannot support it in hopes that people will someday move to that place puts transit operators at risk of financial loss. If the bet you placed comes through, great! But what if it doesn’t? When you build transit where you suspect people will be rather than where people actually are, you’re engaged in speculation, not planning.
  3. Familiar. I want to see the same drivers, attendants and ticket takers working at the same place at the same time. This way, when I’m using the service, I’m being taken care of by the same people all the time. I want them to be familiar to me and me familiar to them. Over time, I’d like us to know each other by first name. Anyone whose a regular customer of a specific restaurant or bar knows the positive impact this causes.
  4. Automated. It’s easy to blame drivers and operators for the ineffectiveness of transit. But traffic and people are complex things not prone to follow rules and schedules. So instead of trying to legislate around the problem, let’s eliminate it entirely and switch to automated methods. That way, employees are freed of the hassle of driving and can focus on providing service.
  5. Fun & Comfortable. Many drivers drive because they enjoy the act of doing it. To get drivers to switch from the private automobile to public transit, operators must provide a means of travel that is more pleasant, comfortable and fun to ride than the private automobile. Start from there.
  6. Accepting of Humans. Transit should be designed around the needs and limitations of humans, not the other way around.
  7. Proud. People will take pride in their transit when they’re given a reason to be proud of it. It’s either a vicious circle or a beneficent circle, and its the service providers’ choice as to which it will be.
  8. Stylish & Attractive. For the obvious reason that what we ride to work every day has a direct impact on our emotional and psychological well-being as a population. Transit should make us feel better about ourselves, not worse.

There are so many things transit should be yet isn’t. What do you want transit to be?



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