Why are cities investing in cable cars for urban transport?
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- Опубліковано 3 чер 2024
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Don't forget to turn on subtitles!
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Have you ever wondered about the potential of cable cars for urban mobility? Join UMX as we journey to Brest and Toulouse to explore two successful examples! 🌍🚡 In this video, we delve into the numerous advantages of cable car systems, examining both their investment and operating costs as well as the quality of service they provide. We also compare cable cars with other urban transport modes such as metro or bus to fully understand their benefits and challenges. Discover the specific environments where cable cars fit, the type of passenger flows they can manage, and how they not only enhance sustainable mobility but also save time and increase accessibility while offering relaxing and enjoyable rides.
#CableCars #Brest #Toulouse #UMX
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This video was shot in October 2023.
Many thanks to Victor Antonio and Jean-Michel Lattes for kindly participating in this video.
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Writing: Wilfrid Duval
Video: Wilfrid Duval
Editing: Wilfrid Duval
Production: Malaurie Chokoualé and Jana Cotillas
Executive Production: Martin Vendel and Gautam Rao
Subtitles: Alanah Reynor
Graphic and thumbnail design: FAVO Studio
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Urban Mobility Explained is powered by EIT Urban Mobility, a European initiative to create liveable urban spaces! This project is co-funded by the European Union. Learn more about EIT Urban Mobility: www.eiturbanmobility.eu/ - Наука та технологія
These interviews were made in French! Don't forget to turn on subtitles if needed 🧐
I visited Columbia last year and I was shocked to see the incredible cable transport system in Medellin, which I believe, is the most developed city cable system in the world. There are multiple cable lines, each having multiple stations, connecting favelas with tram or metro stations. Absolutely amazing.
Thanks for your comment! Let's see if we can make a video in Medellín one day... 😉
Surprisingly, it really does seem like these were simply the most level-headed solutions to common problems. I guess the only reason they're not more common is because they do have a maximum capacity, and that they can't carry freight-unlike bridges or tunnels, to some extent-but this really does seem like a very interesting way to approach similar problems in the future.
(It's funny because London _does_ have a cable car, but it's £6.50 per ride, and gets you from nowhere to nowhere for the vast majority of the year)
En plus la téléo en Toulouse est bien accessible en fauteuil roulant, très utile pour les RDV aux hôpital car l'ancien navette par bus et beaucoup plus difficile d'utiliser en fauteuil roulant.
Les téléphériques urbaine n'est pas une panacée mais en certains endroits avec des éléments difficile comme les fleuves, rivières où collines c'est une solution bien pensée et sont pas de tout des 'gadget bahn'
👍👍👍👍👍👍👍👍👍👍👍👍👍👍👍👍👍👍
I doubt the "safe and enjoyable ride" part, I think it doesn't consider that people, especially women, would not feel safe with strangers, potentially drunk people, and ride with them for x amount of time in a place you cant easily get out of, and nobody is there for safety. It just calls for some incident to happen inside those cabins. On top of that, I think it fails to challenge car-centric status quo, as it's a way to leave car infrastructure unchanged. It's also a much higher investment than adding a bus line, or increase the frequency of buses on a given line, cable car has much more limited opportunity to scale, and if something goes wrong, it affects entire line, while if one bus malfunctions, it doesn't influence others. All in all, I think it's just a gadget Bahn for the appearance of futurism, but much less an actual widely-appliable solution for transportation issues.
I like it. Also you can just include security cameras like busses do
@@Aconspiracyofravens1 yes, I forgot that cameras always save everyone from something happening to them, thank you
I strongly disagree.
Paris' transit authority is currently building a 5-station 4.5km gondola line in the Southeastern quadrant of inner suburbs that will extend metro line 8 to pretty isolated neighborhoods.
The cabins have 10 seats (there are 105 of them if I recall correctly) and come every 20 or 30 seconds.
If need be, cabins can be reserved for women by the stations' staff.
It greatly challenges the car-centric status quo, as it is built instead of facilitating road circuits in the area. (They'll only facilitate cycling by improving bike lanes).
It drastically reduces travel times compared to bus lines, which have to make a circuitous detour (it's even worse for private cars).
The initial investment is more than adding new busses to existing lines, but the operational cost is substantially lower in the long run for a much better and more frequent service.
If built correctly, every segment of a multi-station gondola or cable line can be isolated and work as a loop, or only disabling the problematic segment. It's a bit more flexible than a subway or tramway in this regard.
In the case of Brest featured in the video, they chose the cable car instead of building a new bridge.
In the case of Toulouse, the 3S line (Téléo) extends the metro over a complicated topography and offers a substantial reduction in travel times compared to the bus.
It also offers a much greater ease of access to the 2 hospital centers on the line. One of them is not easy nor comfortable to access by road and thus by bus.
In Paris, the new Cable C1 line (first of the kind, several others may be built later) crosses over a high-speed line, a rail yard, high voltage lines, etc.
Of course, this won't be a "general" all-purpose transit infrastructure, and no one claims that it is.
But it is very useful and a great system for a number of configurations where there's an obstacle to overcome, a complicated topography, or an isolated or poorly served location.
It's another very efficient and useful tool in the transit layer cake. No one is advocating for a gondola or cable car system to be built in a straight avenue instead of a tram fir example...
It's location specific and offers a specific service that no other means can.
It's the bus that is the type of public transportation that is the most prone to maintaining the car-centric status quo as it needs roads to operate.
And once you build a road, it's much more difficult to make it bus only and prevent cars from using it. Even in Paris where they don't hesitate being tough on cars.
In the case of Paris, the most vocal opponents of the gondola were car advocates. They wanted a kind of BRT line with car lanes to facilitate road traffic from the isolated neighborhoods to where the gondola ends at the metro terminus.
The gondola prevented that and will be fully accessible to wheelchairs and bicycles.
So the only journeys that will be improved will be for pedestrians and cyclists.
One other important aspects of gondolas and cable cars is going "over" instead of through, so they don't add traffic to streets.
Another location in Paris that's being considered for a gondola is between a metro station and a neighborhood that's on a hill and not easily accessed from the metro.
Streets between the two are steep and not direct nor very wide. A gondola would greatly improve the neighborhood's mobility.
There are many locations that would benefit from a gondola or cable car system because of their specificity.
Edit : cabins are also equipped with cctv, help buttons, etc. So offenders can have a "welcoming party" at the next station.
@@DavySlovenac in what way are they more dangerous then buses or subways?
This is not a major issue. First, each cabin can be equipped with a live camera. Second, if a woman feels unsafe while boarding, she can just simply take the next cabin. If this works well in criminal districts of Columbia, there is no reason it cannot work in Europe.