1.

INTRODUCTION

More than half the world populations are living in urban settlement, majority of
this growth occurring in developing countries. Urbanization is linked to economic
development and industrialization. Urbanization further leads to economic, social, and
environmental problems. Unplanned urban growth is characteristic of many cities in
developing countries causing population to become mobility deprived. The efficient
movement of city dwellers through urban areas is a fundamental requirement for
achieving sustainable and inclusive development.

Public transport system can enhance mobility on a large scale and if

implemented correctly have economic, social and environmental benefits. The
traditional transit system offers wide range of modes to travel. The various transit
modes available to urban population are rapid transit mode (e.g., metro), semi rapid
transit mode (e.g., tramway) and street transit (e.g., buses). These are provided along
corridors of varying passenger demands and population density. But sometimes due to
natural constrains, geographical or topographical barriers such as water bodies,
mountains, valley and cost associated with overcoming these barriers and also due to
lack of space and difficulties (such as economical and political difficulties) the
implementation and maybe even consideration of conventional public transport mode
becomes impractical. In such case various unconventional mode of transport maybe
considered to serve the need of the urban population Aerial ropeway transit is one
such unconventional mode of transport.

2. WHAT IS AERIAL ROPEWAY TRANSIT?

Aerial ropeway transit is a mode of transport in which passengers are
transported from one point to another through cabins (also called carriers or cars)
suspended from and pulled on by cables.

The fundamental technology of Aerial ropeway transit has been around for
several decades. Initially this technology was applied to for transporting materials
from geographically challenging terrain such as transporting ores from mines located
at top of hills to ore mill at base of hill. The perfection of Aerial ropeway through
mining lead to its application in other fields including logging, sugar fields, beet
farming, tea plantation, coffee beans and mining of ores. Later on this technology was
applied in Alpine regions and tourist spots located in challenging terrains, mostly by

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private firms. But now it is increasingly adopted and utilized in urban areas located in
challenging and constrained terrains as a mode of public transport.

Aerial ropeway is considered to be a member of the cable propelled transit

(CPT). CPT is a mode of transport in which people are transported in motor less
engineless cabins (vehicles) that are propelled by steel cable.

The cable propelled transit is classified on the basis of

(1) how cabin is supported.

(2) the type of grip used.

(3) the type of operation.

On the basis of type of cabin support it is classified into two:

i. Bottom supported system

ii. Top supported system

Bottom supported system are supported by tracks or rails underneath but

propelled by cables. Some bottom supported cable technologies are: Cable car,
Funicular, Hybrid Funicular, Cable liner, Minimetro.

Cable cars or Cable rails [Fig.1.] is a mass transit system where the cars are
pulled by continuously moving cables running at a constant speed. Individual cars
stop and start by releasing and gripping cable using a grip as required. The cables are
powered by a stationary motor situated in a cable or power house.

Funiculars [Fig.2,] also known as inclined plane or cliff railway is a cable rail
system which operates with one or two cars (trains) guided in guideways or tracks and
propelled by cables up and down steep slope.

Hybrid funicular [Fig.3.] are similar to funiculars the only difference is that the
cabin floor will always be horizontal whatever be the inclination of the vehicle. An
example of such technology or system is the Hungerburgbahn in Innsbruck Austria
built by Leitner- Poma.

Cable liner and cable shuttle is a range of automated people mover (APM)
product designed by DCC Dopplemayr cables [Fig. 4(a)] based on cable propelled
technology for use in airport, parks, resorts, amusement park, exhibition and
convention centre.

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 Minimetro is a people mover on rail built by Leitner group using cable propelled
transit technology. [Fig.4 (b)]

Fig.1. Cable car. (Source : http://www.triposs.com)

Fig.2. Funicular.
(Source : http://www.coloradotimetable.com)

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 Fig.3. (a) Shows Hybrid Funicular zero inclination; (b)Shows Hybrid Funicular
at an inclination. (Source: http://www.newgeography.com)

Fig.4. (a) Cable liner; (b) Minimetro.

(Source:http://media.doppelmayr.com, http://en.leitner-ropeways.com)

Top supported system also known as Aerial cable systems (i.e., Aerial ropeway
transit) are supported from above by means of cable. Again there are various types of
top supported system depending on the type of technology used. The major
technology in use are: Monocable Detachable Gondola (MDG), Bicable Detachable
Gondola (BDG), Tricable Detachable Gondola (TGD/3S), Aerial Tram, Funifor,
Funitel and Pulsed Gondola.

Cable system is divided into fixed grip type and non fixed grip type based on
type of grip used and based on type of operation it is divided into reversible system,
continuous system and pulsed system.

As this report deals with Aerial ropeway system, only detail description of the
top supported cable system i.e., the Aerial system is described in detail. The various
technologies used along with their respective grip type and operation system are
explained in further section.

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3. BASIC COMPONENTS OF A.R.T SYSTEM

Different technology is used by various types of Aerial ropeway system, but the
basic components of all these system are same. The basic components [Fig.5.] are:
cabins, terminal stations, towers, ropes, and evacuation & rescue system.

3.1 CARRIERS

Carriers are defined as the structural and mechanical assemblage in or on which

the passenger of a ropeway system are transported. The carrier includes the passenger
cabin, the grip and hanger. The cabins may be small, medium or large, depending on
the passenger capacity of system. Usually large cabins are used for Aerial ropeway
system which has a greater passenger capacity as compared to various gondolas
system for which medium and small cabins are used. The cabins are always fully
closed and have standing room to reach full room capacity.

3.2. TERMINAL STATIONS

All Aerial ropeway transit system has two terminal stations: drive terminal and
return terminal. Some gondola systems have intermediate stations to pickup and drop
of passengers. Drive terminal house a bull wheel which acts as the driving wheel
while the return terminal houses a free spinning bull wheel which acts as the fixed
returning mechanism. The drive machineries may be installed overhead or in
underground vaults. In case of detachable grip gondola system an area for
decelerating and reaccelerating the cabin after loading and/or unloading of passenger
is required in terminals. These are usually operated electronically for better safety.
When there is vertical change the terminals are referred to as upper and lower
terminals.

3.3. TOWERS

Towers are intermediate structures and its primary function is to support the
track rope on saddles and line sheaves and haulage rope between terminals. They also
have guides to prevent cabins from hitting it. The necessity of tower depends on the
length of the system. These towers are often steel framed structures.

3.4. ROPES (CABLE)

Rope is the heart of the Aerial transit system. The cable is used for hauling and
supporting the cabins. These ropes are formed by intertwining individual wires to

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form strands and the strands are again intertwined to form the rope (cable). The
number of ropes used depends on the technology used i.e., a single rope is used for
both haulage and support as in monocable detachable gondola or three cable for
haulage and support as in tricable detachable gondola.

3.5. EVACUATION AND RESCUE SYSTEM

All Aerial ropeway system has provision for supplementary power source using
gasoline or diesel in event of electrical power failure. Most Aerial system has
provision for evacuation of stranded carriers by using harness and rope. Larger
systems have individually powered cabins to rescue passengers from stranded carries.

Fig.5. ART components.

(Source: ASCE journal of transportation, may 2013)

3.6. MAINTENANCE AND INSPECTION

A systematic routine maintenance and inspection schedule based on a

maintenance and inspection plan specified by designer, developed and set down in
writing by ropeway manufacturer is provided to ropeway controller as part of
operation document. The maintenance schedule will contain the frequency of
inspection, frequency of examination and detail maintenance requirement for
components such as wire rope, grips, drive and brake units, emergency equipments,
controls and switches, communication system and safety equipments.

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4. CURRENT A.R.T TECHNOLOGY

Various ART technologies have been used as mass transit modes in urban area.
Some of these technologies are Monocable Detachable Gondola, Bicable Detachable
Gondola, Tricable Detachable Gondola, Aerial Tramway, Funifor, Funitel and Pulsed
Gondola.

4.1 MONOCABLE DETACABLE GONDOLA (MDG)

Monocable Detachable Gondolas (MDG) [Fig.7.] generally known a gondola is

a type of ART system in which the cabin is supported by and hauled by a single cable
between two terminals. The cable is propelled by bull wheel in terminal connected to
an engine. The service type is continuous circulating [Fig.6.] i.e., the vehicles are
launched from terminal at equal interval of time. As the cabins reach the terminal they
decelerate, get detached from haulage rope, then are carried to unloading and
reloading area at a very low speed, then get accelerated and reattached to haulage rope
and carried by rope out of the terminal.

Fig.6. Illustration of gondola system operation at and between the terminals.

(Source: ASCE journal of transportation march 2012)

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 It is the most common ART system used, as the investment is quite low
compared to other technologies, MDG are excellent “starter” systems for cities
intrigued by the technology but question or doubt its effectiveness. They can act alone
as mid-capacity main lines, or function as feeder lines to other higher order transit
technologies (such as subways). MDG systems have been installed in cities in
Colombia, Venezuela, Algeria, England, Singapore, and Brazil. As they have only a
single cable they are susceptible to stoppage due to wind in excess of 70 km/hr.

4.1.1 Major Characteristics

Grip: MDG uses a detachable grip. This means cabins can detach from the cable
when in the station allowing for intermediary stations and turning (at stations).

Cables: A MDG utilizes a single cable which provides both support and propulsion.

Speed: About 22 km/h.

Capacity: Generally cabins hold 8 passengers with some systems allowing as few as 4
or as many as 15. This amounts to around 2,000-3,000 people per hour per direction.
As the technology’s speed capabilities increase, so will the capacities. Another
limiting capacity factor is the weight each cable can support.

Towers: MDG systems are generally supported by cylindrical towers,

although custom towers or lattice structures are also possible.

Cost: Although cost is very dependent on location, situation, and customization,

generally the cost for an MDG is between $5-20 million (US) / km.

Fig.7. MDG system.(Source: http://gondolaproject.com )

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4.2. BICABLE DETACHABLE GONDOLA

Bicable detachable gondola is similar to the MDG system. Both MDG and BDG
have detachable grip. The operation [Fig.8.] and service of system inside the terminal
are also similar to MDG. The BDG differs from MDG in one aspect i.e., the number
of cable used. In BDG two cables are used, a static cable used for support called track
rope and the other for haulage called haul rope, unlike the MDG where both support
and haulage is done by a single rope. This difference enables the system to have
longer span.

Fig.8. Illustration of BDG system operation.

(Source:ASCE journal of transportation February 8, 2013)

Bicable Detachable Gondolas (BDG) are rarely seen or built anymore.

Originally they had superior wind stability (upto wind of 90 km/hr) and could reach
higher speeds than their single cable MDG counterparts, and without the cost or
complexity of the 3S systems. Today, with advancements in MDG and 3S technology,
BDG systems have become overall redundant, even the wind speed capabilities, as
compared to the MDG, are nearly identical. The BDG still has a slight speed
advantage over the MDG but this minimal benefit is generally offset by the additional
cost and complexity incurred by the second cable.

BDG system have been installed in cities of Hongkong and Singapore. The
system in Singapore was originally a MDG system which was rebuilt in 2010 and
converted to a BDG system.

4.2.1 Major Characteristics

Grip: The BDG uses a detachable grip. This means cabins can detach from the cable
when in the station allowing for intermediary stations and turning (at stations).

Cables: A BDG has two cables, one which provides support and a second which
provides the system’s propulsion.

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Speed: Systems can travel at about 25-27 km/h.

Capacity: Generally cabins hold 8 passengers with a maximum of 17 people.

Towers: BDG systems are generally supported by cylindrical towers.

Cost: Although cost is very dependent on location, situation, and customization,

generally the cost for a BDG is between $15-25 million (US) / km, slightly higher
than an MDG system.

Fig.9. BDG system . ( Source: http://gondolaproject.com)

4.3. TRICABLE DETACHABLE GONDOLA

3S is a fast, modern gondola technology [Fig.11.]. The term 3S derives from the
phrases drei Seile ordrei Seil in German which translate directly to three
ropes or three rope in English because cabins run along three cables. The TDG consist
of three cables, two of the cables provide support while the third is for propulsion.
Similar to an MDG or BDG, detachable grip TDG cabins run in a continuous loop
[Fig.10.].

Fig.10. Illustration of TDG system operation.

(Source: ASCE journal of transportation February 8, 2013)

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 This system is comparatively more expensive than MDG or BDG but this added
cost is compensated by the advantages of this system over the other two (i.e., MDG
and BDG). The extra cables (as opposed to the MDG or BDG) allows for increased
wind stabilization (up to wind of 100km/hr) and additional capacity (because more
cables can support more weight) low power consumption and use of longer span up to
3000m.This technology has been successfully implemented in the city of Kolbenz,
Germany.

4.3.1 Major Characteristics

Grip: Similar to an MDG or BDG gondola, the 3S cabins have detachable grips. This
means cabins can detach from the cable when in the station allowing for intermediary
stations and turning (at stations).

Cables: The 3S has three cables, two for support and one for propulsion.

Speed: At least 27 km/h.

Capacity: Cabins are large, holding around 35 passengers each. This amounts to
around 6,000-8,000 people per hour per direction. As the technology’s speed
capabilities increase, so will the capacities.

Towers: 3S systems are supported by large lattice towers.

Cost: Although cost is very dependent on location, situation, and customization,

generally the cost for a 3S is between $10-24 million (US) / km, the highest for all
gondola technologies.

Fig.11.TDG system.
(Source: http://gondolaproject.com)

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4.4. AERIAL TRAMWAY

The Aerial Tram [Fig.13] is one of the original Aerial cable transit system.
Aerial tramway is also called single haul tramway. It consists of two-vehicle (cabins),
two-station systems with non-detachable grips and two to three cables. Aerial Trams
use one or two stationary ropes for support while a second or third moving rope
provides the propulsion. But unlike BDG and 3S systems the Aerial Tram’s grip is
fixed and cannot be decoupled from the propulsion rope during operations i.e., the
cabin themselves do not move on the rope rather they are fixed to the rope which is a
part of the propulsion system[Fig.12]. This means that corners (i.e., turning) are
impossible in an Aerial Tram configuration and intermediary stations are limited to
single mid-points along the line. These mid-stations are incredibly rare.

The two cabins are position at opposite ends of the haulage rope and pass each
other midway on the cable span. Aerial trams can reach high speeds and are therefore
really good at moving people between two points over shorter distances. (At longer
distances the two cabins become less efficient.). Because vehicles are attached to their
haul rope (propulsion cable) with non-detachable grips, as the two opposing cabins
enter the stations, the entire system is brought to a full stand still. The two cabins
shuffle back and forth between the two stations; hence Aerial Trams are also known
as reversible tramways.

Fig .12. A simplified diagram comparing how detachable Gondolas and Aerial Trams
operate: (Top) Small vehicles in a gondola system constantly circulate. (Bottom)
Larger Aerial Tram vehicles shuttle back and forth.
(Source: http://gondolaproject.com)

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4.4.1. Major Characteristics

Grip: Unlike a gondola (MDG, BDG, 3S) an Aerial tram utilizes non-
detachable grips. This means cabins cannot detach from the cable, which makes
turning near impossible and intermediary stations rare.

Cables: Aerial trams can have varying numbers of cables but generally systems have
one or two support cables and one propulsion cable.

Speed: Systems can operate as fast as 43 km/h.

Capacity: Cabins can be small or large, holding as few as 6 or as many as 200 riders
at one time. Because there are only two cabins per system, this amounts to no more
than 2,000 people per hour per direction.

Towers: Styles vary greatly.

Cost: Although cost is very dependent on location, situation, and customization,

generally the cost for an Aerial tram is generally between $10-30 million (US) / km.

Fig.13.Aerial Tram. (Source: http://gondolaproject.com)

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4.5 FUNITEL

This technology was originally created by Lift Engineering, Inc, an American

company that no longer exists. Poma/Leitner and Doppelmayr/Garaventa reworked
this technology. It is now one of the safest, fastest, most high-capacity Aerial cable
technologies in existence.

The Funitel [Fig.15.] uses two cables for support and propulsion, but both cables
in a Funitel are in motion unlike the BDG system where only one of the cables was in
motion. The Funitel is a fast, detachable-grip gondola that offers a comfortable ride
and high wind stability. A major characteristic of Funitel cabins are their short, double
arms, which provide stability in winds up to 100 km/h. Funitel runs along a single,
dual-loop cable which gives off the illusion of two cables i.e., the Funitel system
appears to be using two separate cables, but in reality one single, double-looped cable
[Fig.14] creates the effect. Hence they are also referred to as the DLM or Double-
Looped Monocable.

Fig .14 A single, double-looped cable creates two sets of parallel ropes running in
opposite directions. (Source: http://gondolaproject.com)

This set up makes functionality high but adds to construction and maintenance
costs, as well as increased space requirements. Maximum span between towers about
1000m. Funitels are not typically found in cities, they are not used in urban
environment.

4.5.1 Major Characteristics

Grip: A Funitel cabin has four detachable grips that are attached by two arms. The
detachability means cabins can detach from the cable and slow down for boarding and
alighting when in a station.
Cables: A Funitel configuration consists of a single dual-loop cable which provides
both support and propulsion.

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Speed: About 27 km/h.
Capacity: Generally cabins hold between 20-30 passengers. This amounts to around
3,200-4,000 people per hour per direction.
Towers: Funitel towers are fairly large as they must accommodate the full width of
the dual arm cabins. They can be either cylindrical or lattice structures.

Fig.15. Funitel. (Source: http://gondolaproject.com)

The Dual Loop: There are multiple configurations [Fig.16] for the Funitel but they
all achieve the same effect of “doubling up” a single cable. Because there is only one
cable, each segment of the cable moves at an identical speed which means both arms
of the cabins also move at the same speed. This keeps cabins aligned and eliminates
small speed discrepancies that could otherwise occur.

Fig.16. (a)One type of Funitel dual loop set up;(b)Multiple Funitel configurations.
(Source:http://gondolaproject.com)

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The Car Funitel: One unique and intriguing use of a Funitel system can be found in
Slovakia at the Bratislava Volkswagen plant. Instead of cabins, the system was
outfitted with custom designed car carriers, which transport new cars between the
manufacturing plant and test tracks [Fig.17]. The entire system is 432m long and can
move 1,100 cars per day

Fig.17.The Volkswagen plant in Bratislava uses a custom Funitel to transport new

cars. (Source: http://gondolaproject.com)

4.6 FUNIFOR

The Funifor [Fig.19] is a jig-back Aerial cable technology patented by

Doppelmayr Garaventa Group that consists of two, independently operating, double-
armed vehicles. It is a combination of a Funitel and an Aerial Tram system. Its dual
grip mechanism allows for a short grip arm .The two arms give the system high wind
stability. Like an Aerial Tram it lacks the detachability. This means longer than
normal wait times and lower capacity. It also means intermediary stations are very
difficult and the technology is best used for point-to-point applications. Like most
Aerial Trams, a Funifor runs on a parallel set of support ropes, though the pair are
spaced wider apart than standard Aerial Trams. What distinguishes a Funifor from an
Aerial Tram is that each of the two cabins operates separately. As opposed to an
Aerial Tram, a Funifor’s propulsion rope is not returned to the opposite direction for
use by the other vehicle. Instead, each cabin uses its own set of bullwheels, engines
and propulsion ropes [Fig.18]. Hence when we see pictures of a Funifor, each
direction appears to use four separate ropes; two for support, one for
propulsion plus the return part of the propulsion loop.

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Fig.18. Illustration of Funifor system operation. (Source: http://www.funivie.org)

This allows a Funifor following advantages over an Aerial Tram:

 As cabins operate independently of each other, higher capacity can be realized
through reduced wait times.
 Intermediary stations become possible in locations other than the exact mid-
point.
 In the event that one line shuts down due to emergency and or maintenance,
the other line can still operate. The capacity is reduced by half, but the system
is still in operation.
 If evacuation of a vehicle is necessary, the second vehicle can be used.
Funifors can be equipped with bridging equipment allowing passengers to
move from the disabled vehicle over to the other operational line.

These advantages, however, are offset by a couple of negatives:

 Towers are necessarily larger and sturdier in order to carry the extra load.
 Doubling of engines and propulsion ropes causes a significant increase in cost.

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 Fig .19. Funifor. (Source: http://www.doppelmayr.com)

4.7. PULSED GONDOLA

Pulsed gondolas [Fig.20] are fixed-grip systems with cabins grouped together in
“pulses” rather than being spaced evenly along the cable. The entire line slows down
or stops completely in stations to allow passengers to embark and disembark. While
popular in the mid to end of the last century, their limited capacity and operational
inflexibility makes them rare in the urban context. However, one example of a pulsed
gondola built in a city is the Grenoble-Bastille Cable Car.

4.7.1 Major Characteristics

Grip: Non-detachable or fixed grip.

Cables: Pulsed gondolas utilize a single cable which provides both support and
propulsion.

Speed: About 22 km/h.

Capacity: Up to 10 persons per cabin. However, due to non-detachable grips,

maximum system capacity is only 2000 pphpd.

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Towers: Can be supported by either lattice or cylindrical towers

Fig.20. Pulsed gondola. (Source: http://gondolaproject.com)

5. COMPARISON OF ART WITH CONVENTIONAL TRANSIT

ART systems are comparable to street transits (e.g., buses) and semirapid
transits (e.g., tramway) in terms of performance and investment cost. Aerial tramway,
MDG ,and BDG have capacities similar to the average capacity of street transit while
TDG can achieve capacity relatively similar to semirapid transit. ART system have
low investment cost in terms of the cable technology and tower needed to operate

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ART line. Generally rope propelling system can be built at roughly 1/3-2/3 of cost of
today’s conventional transit. The most expansive ART technology (TDG) requires
$15-25 million (US)/km, which is less than a semirapid transit line ($5-40 million
(US)/km) of similar length . The below table shows the cost and service
characteristics of ART and conventional transit.

Table.1. Cost and service characteristics of ART and conventional transit.

(Source: ASCE journal of transportation March, 2012)

Transit system Operation Vehicle Investment cost /km Line capacity

speed capacity (US $ million) (ppdph)
(km/h)

Bus 15-25 80-125 0.5-0.6 3000-6000

Tram 12-20 100-300 5-10 10000-20000

Bus rapid 20-40 80-180 5-40 6000-24000

transit (BRT)

Light rail 20-45 100-720 10-50 10000-24000

transit (LRT)

Metro 25-80 720-2500 40-100 40000-70000

Aerial tramway 43 20-200 15-25 500-2800

Dual Haul 27 Upto 100 20-25 Upto 2000

Aerial tramway

MDG 21 4-15 5-10 Upto 3600

BDG 23 4-17 10-20 Upto 3600

TDG 30 Upto 35 15-20 Upto 6000

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6. CURRENT STATE OF ART IMPLEMENTATION

Various technology of ART has been implemented in several cities around the
world, but the literature available about this technology is still limited. Some of the
ART technology that have been successfully adapted in urban cities are: Portland
Aerial Tramway U.S, Roosevelt Island Tramway U.S and Medellin Metrocable
Columbia and many more.

6.1. PORTLAND AERIAL TRAMWAY, U.S

In 1999, the Oregon Health & Science University (OHSU) identified South
Waterfront as the best expansion site for its campus, assuming a rapid and reliable
transit connection between the campus and the waterfront could be established. A
study was commissioned and it concluded that an Aerial tram was the best solution.

Accordingly, construction of Portland Aerial Tramway [Fig.21] began in

August 2005, and the tram opened to the public on January 27, 2007, with a total cost
of US$57 million. The tram consists of two stations (terminals) and a single
intermediate tower. The tram is part of Portland’s public transportation network that
includes the Portland Streetcar, MAX Light Rail, and TriMet buses. The lower
terminal is located in the South Waterfront neighborhood, adjacent to a stop on the
Portland Streetcar line, which connects the South Waterfront neighborhood with
downtown Portland. The tram’s route goes over a state highway, two frontage/service
roads, an interstate highway, and several neighborhoods.

The alternative to riding the tram is via public roadways through a 3.1 km route
with numerous traffic lights and intersections. Earlier studies by transportation
officials originally estimated the tram would carry over 1,500 people a day, a figure
that was expected to rise to 5,500 by 2030. Those initial estimates proved to be
modest, as the tram actually attracted one million riders in its first 10½ months of
operation, an average of 3,700 riders per day.

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 Fig.21. The Portland Aerial Tram. (Source:http://gondolaproject.com)

6.2. ROOSEVELT ISLAND TRAMWAY, U.S

The Roosevelt Island Tramway, which also uses Aerial tramway technology,
was built in 1976 as a temporary transportation solution for Roosevelt Island.
However, the tram became too popular to discontinue and was converted into a
permanent facility in 1989. Similar to the Portland system, the tram has two terminals
and two cabins. Since 2005, the tram service has been integrated with the New York
Metropolitan Transit Authority (MTA) MetroCard system, allowing tram riders to
transfer to other MTA services such as the bus and subway systems without paying an
extra fare.

On March 1, 2010, the Roosevelt Island Tramway was closed as part of a

US$25 million project to upgrade and modernize the system [Fig.22]. Among the
improvements, the new tram cables and cars are allowed to operate independently of
each other in a dual-haul system. The new dual-haul system allows for greater
scheduling flexibility as the cabins run independently of each other, which will permit
maintenance of one cabin while the other remains operational.

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 Fig.22. The Roosevelt Island Tram Redesign.
(Source: http://gondolaproject.com)

6.3 MEDELLIN METROCABLE, COLOMBIA

Medellin is located in the Aburra Valley and therefore is surrounded by hills

that are home to underdeveloped neighborhoods (or barrios) that cannot be reached by
mass transit services such as the Medellin Metro system. In some cases, these areas
cannot even be served by street transit services. One of these barrios is the Santo
Domingo barrio, where the only form of public transit was a private bus company that
infrequently served the area. At the time, the residents of Santo Domingo could
expect to spend 2–2.5 h for a one-way commute to work in the Medellin core .These
topographical constraints led to the conclusion that other (unconventional) types of
transit modes should be explored to serve the residents of the neighborhood.

In the early 2000’s, Metro Medellin considered connecting Santo Domingo to

the metro system via an MDG gondola system [Fig.23]. In 2006, Medellin opened its
first gondola line (Line K) with the purpose of providing a complementary
transportation service to that of the Medellin Metro. The line cost US$26 million with
a length of 2.8 km and 4 stations, and it was an enormous success. The commute time
for residents of the neighborhood to the Medellin core was cut by almost a half (to1–
1.5 h). Since then, two other Metrocable lines have been built: Line J (cost US$50
million) and Line L (cost US$25 million). The system is managed by Metro Medellin.

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 Fig.23. Medellín Metrocable. (Source: http://gondolaproject.com)

6.4. A.R.T TECHNOLOGY IN INDIA

In India Aerial ropeway transit has been used mostly for transporting tourist
and pilgrims to panoramic and religious destinations (mostly hill tops). So far only
Monocable, Bicable and pulsed type A.R.T technologie have been used.

The ropeway system from Joshimath to Auli in Uttarakhand [Fig.24(b)] is the

highest and longest in India. This ropeway which has two cable cars and 10 towers
covers a distance of 4.15 Kms in just 22 minutes. Tourists can enjoy ride in the cable
car known as Gondola and it also offers beautiful views of Himalayas.

Malampuzha Passenger Ropeway[Fig.24(a)], locally known as Udan Khatola,

is located at Malampuzha dam in Palakkad district of Kerala and it is the only
Passenger Ropeway in kerala. The ropeway built over Malampuzha gardens is one of
the gorgeous attractions in the state and one can enjoy brilliant views of the gardens
and mountain ranges of Western Ghats, from a height of 60 feet from the ground.

Fig.24. (a) Malampuzha Passenger Ropeway; (b) Auli Passenger Ropeway.

(Source: http://travel.siliconindia.com)

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 So far there is no aerial ropeway system used as a means of urban transport in
India. Ropeway manufacturer in India called Conveyor & Ropeway Services Pvt.Ltd
have invented and developed a prototype for an urban transport on a ropeway called
CURVO. This system is still in its testing phase. Some of the proposed features are
line capacity of 2000 pphpd, average travel speed of 12.6 km/hr, Cabin capacity of 8-
10 persons, Tower “kerb” spacing of every 80-90m, Tower footprint of 2.0 sq.m, Cost
of $27 – 50 million (US)/km. It is non-linear and can negotiate curves without
detachment. The statistics are comparable to a MDG but that main difference between
the CURVO and its existing counterparts lies in its gripping mechanism. The
prototype [Fig.25] how a 'curvo' ropeway can be used for urban transport on a 300-
400 metre stretch will be showcased in one of its factory premises. West Bengal has
shown interest in the concept and could become the first city to have a ropeway as
urban transport.

Fig.25. Prototype development angular module.

(Source: http://www.crspl.com/CurvoRopeway.pdf)

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7. ADVANTAGES OF ART

 It leaves fewer footprints on landscape during both construction and operation.

 As the cabins themselves do not have motors they produces less or no noise
and air pollution compare to conventional mode of transit i.e. it is eco friendly.
 ART system can be implemented where there is a need for direct link between
two points.
 It is a reliable, pleasant and fast mode of travel, not affected by automobile
and pedestrian movements.
 ART systems have low investment cost compared to conventional mode of
transit.
 It is a terrain specialized transit mode, specifically to get past natural barriers
without changing topography.
 It allows for flexible network design i.e., alignment need not follow street
topology .Thus allows for reduced travel time
 Its operation is automated, which allows to customize the system i.e., frequent
and reliable service can be provided. These services can be made available 24
hours.
 It is energy efficient because it relies partly on gravity and counterbalancing
methods for propulsion.
This technology has its disadvantages such as shutdown due to high winds and
electrical storm, requirement of special evacuation technique.

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8. CONCLUSION

In this paper it was attempted to introduce Aerial ropeway technology as a

transit mode in the urban environment. The paper gave an idea of what Aerial
ropeway transit is and describes the various ART technologies available at present.
The need for transit modes for specific condition/function has lead to use of
new and unconventional modes of transit such as ART. Categorizing these new
modes as transit mode should be technically sound and defensible. Any new transit
mode should fulfill following two conditions: 1.they must be technologically and
operationally sound 2.they must have a performance /cost package at least equal to
existing conventional mode. The first condition is easily met as is shown by success
of several ART applications around the world. But the second condition is yet to be
fulfilled as research in ART system has been limited to ART manufacturers with
limited contribution from scientific community.
In recent years there has been a significant introduction of Aerial ropeway
transportation system (ART) in urban environment, especially in situation where
conventional modes are not always feasible. The fact that many ART applications
have come to life only a few years ago and their success prove that ART is gaining
attention from transit agencies as a viable and feasible mode especially in naturally
constrained urban areas. This technology is still in its developmental stage and has
scope for further improvement.

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REFERENCES

 Alshalalfah,B., Shalaby,A., Dale,S. (2012) “Aerial Ropeway

Transportation System in the Urban Environment: State of the Art”, ASCE
journal of transportation engineering ,Vol.138, no.3, pp 253-262.

 Alshalalfah,B., Shalaby,A., Dale,S. (2012) “Improvements and

Innovations in Aerial Ropeway Transportation Technologies: Observations
from Recent Implementations”, ASCE journal of transportation
engineering ,Vol.139, no.8, pp 814-821.

 Alshalafah,B., Shalaby,A., Dale,S. (2013) “Experiences with Aerial

Ropeway Transportation Systems in the Urban Environment”, ASCE
journal of urban planning and development .

 Dale,S. (2011) “The gondola project.” http://gondolaproject.com.(june

3,2011)

 Poma Group. (2011). <http://www.poma.net> (July 7, 2011).

 The Doppelmayr/Garaventa Group. (2011). “Doppelmayr/Garaventa

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lifts.com> (June 13,2011).

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