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The Surprising Success of Gondola Transit Systems
The Surprising Success of Gondola Transit Systems
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Phụ đề (662)
0:00
This is La Paz, the capital of Bolivia.
0:03
As far as capital cities go, it's fairly
0:06
humble. Its population, well under a
0:08
million, is not huge. Its industrial and
0:11
economic output is not massive. Outpaced
0:14
within Bolivia by Santa Cruz Delier. And
0:17
yet, Leaz is home to this, a robust
0:21
interconnected, reliable urban transit
0:23
system that connects the core of the
0:25
city to the far reaches of its sprawling
0:27
outskirts. For a city of La Paza's
0:29
stature, this is unique. Santa Cruz de
0:31
Lasier has mass transit, but only in the
0:34
form of bus lines. The same goes for the
0:36
similarly sized metro areas of Urgue's
0:38
capital, Monte Vido, while Paraguay's
0:40
capital city has planned then suspended
0:42
its first bus rapid transit lines.
0:45
Ecuador's capital, Kito, a much larger
0:47
city, has a transit system expanding
0:49
beyond just buses with the Kito metro.
0:52
But this subway consists of just a
0:54
single line. Not until you get to South
0:56
American metro areas doubling the
0:58
population of La Paz will you begin to
1:00
see any sort of urban transit systems of
1:02
a similarly robust network map as that
1:04
of Bolivia's capital. And making this
1:06
system unique not just in South America
1:08
but the world over is the fact that it
1:10
is serviced exclusively by the sky. Each
1:14
line being run by a technology more
1:15
likely to be seen at a ski area. The
1:18
gondola now a decade old with its first
1:21
lines entering operation in 2014.
1:23
Melopherico, as the network is called
1:25
has been framed as fantastical by travel
1:27
vloggers and opulent and gimmicky by
1:29
political rivals. But so far, the
1:31
unconventional system has worked out as
1:33
it celebrated servicing some 520 million
1:37
passengers in its first 10 years
1:39
expanded from three initial lines to 10
1:41
and grew from daily ridership of 90,000
1:44
to 200,000. The core of the logic behind
1:47
La Paza's gondola system is that it
1:50
solves the city's fundamental geography
1:52
problem. The city is spread across
1:54
steep, rugged terrain within a canyon
1:56
where elevation ranges from 9,000 ft or
1:58
2,700 m to 12,000 ft or 3600 m.
2:02
Generally, the wealthier and
2:04
employment-rich areas sit lower and
2:06
nearer to the river, while more
2:07
working-class neighborhoods trend higher
2:09
into the hills, punctuated by the
2:11
sprawling city of Elto, sitting at top
2:13
the plane above the canyon entirely.
2:15
Connected by a single highway and
2:17
endlessly winding back streets, Elto is
2:20
traditionally where La Paz draws much of
2:22
its workforce from. Mere miles away, but
2:24
1,000 plus feet or 300 plus meters
2:26
higher in elevation. While climbing such
2:28
a steep grade is a unique problem for a
2:30
traditional transit system, it's one
2:33
well within the comfort zone of the
2:34
technology that specializes in similar
2:36
terrain, albeit for far different
2:39
purposes. Gondilas, of course, are
2:41
primarily designed for ski resorts
2:43
which earns them an opulent connotation.
2:45
But the engineering behind them is
2:47
ingeniously simple and remarkably cheap.
2:50
It's simply a steel wire rope suspended
2:52
by pylons and anchored by two terminal
2:54
stations. Inside the terminals, electric
2:57
motors turn bull wheels which spin the
2:58
rope at a pace that is consistent and
3:00
reliable. This means installation is
3:03
simple, requiring only concrete
3:04
foundations for towers and terminals. In
3:06
fact, given the harsh winter weather at
3:08
ski resorts, the majority of the work of
3:10
gondola installation is typically
3:12
scheduled over the summer, meaning it's
3:13
common for one to go up after some prep
3:15
work in just a few months. These same
3:18
principles make gondilas low impact in
3:20
dense cities, requiring just a few small
3:21
plots for concrete pylon bases, and
3:23
quick to install, often going from
3:25
approval to operation in just a few
3:27
short years. Most urban systems use
3:29
detachable grip designs where cars slow
3:31
down for passenger loading and
3:33
disembarking. The actual hall rope
3:35
typically moves at 9 to 15 m or 15 to 24
3:38
km/h, far faster than the speed at which
3:41
passengers can safely load. So when
3:42
cabins enter the terminal, a flattened
3:44
contoured steel frame compresses the
3:46
coils and releases the grip, detaching
3:48
the cabin and carrying it through the
3:50
station on a separate slower track. Once
3:52
it completes a 180° turn with the wheel
3:55
another seal beam compresses the springs
3:57
and it reattaches to the wire before it
3:59
begins its return trip. All of these
4:01
parts, the cabins, the springs, the
4:03
rope, the pylons, even the terminals are
4:05
highly standardized. That's to say, the
4:08
pylon that might end up in Le Paz is the
4:10
exact same design of the pylon that
4:12
might end up in Aspen, just with a
4:13
customized height and angle, making them
4:15
fast and low cost to produce on mass.
4:18
This cost and construction efficiency
4:20
contributed to the lightning fast 6-year
4:22
timeline to complete La Paz's 10 lines.
4:25
Of course, gondlas are not perfect as
4:27
public transit. After all, they weren't
4:30
designed for it. Just like at 9:00 a.m.
4:32
on a powder day at a ski area
4:34
Melopherico experiences big lines during
4:36
peak commuting hours due to the
4:38
network's lack of surge capacity. A
4:40
train or a bus line can simply schedule
4:42
more vehicles during peak hours, but
4:44
across Le Paz's 31 stops, a 10person
4:46
gondola cabin is bound to head out every
4:48
12 seconds, but never any quicker.
4:51
Capacity is fixed. And then beyond that
4:54
gondlas still just can't compete with
4:56
the baseline capacity of trains. Just
4:58
the A-line of Medigene Columbia's Metro
5:01
for example, can move the entirety of La
5:03
Paza's Gondola systems hourly capacity
5:05
across the city with room to spare.
5:08
There are also some issues with
5:09
reliability, as at ski resorts, gondilas
5:11
often operate from 9:00 a.m. to 400 p.m.
5:13
during the ski season, then cease
5:15
operations altogether for months long
5:17
off seasons, leaving plenty of time for
5:19
maintenance. When operating as a public
5:21
transit system, there's less room to fit
5:23
this in without disruption. When
5:25
comparing a gondola with a train, it's
5:27
worse in just about every way but cost.
5:30
But cost matters a whole lot in transit
5:32
development, especially in a place like
5:35
La Paz. Establishing some sort of public
5:38
transit system has been a point of
5:39
discussion in Bolivia's capital since
5:41
the 1970s. In the 80s, as both La Paz
5:44
and Elto continue to grow, local
5:46
leadership contracted help from MIT to
5:48
analyze some options. The potential
5:50
solutions, as they saw it, were trolley
5:52
buses, light rails, or cable cars. All
5:55
had their merits: speed, capacity, cost.
5:58
All had their downsides, speed
6:00
capacity, cost. But nothing came of it.
6:03
In the decades that followed, traffic
6:04
only got worse. Elto only grew bigger
6:07
and still nothing. Any system would be
6:09
too costly. It would take too long to
6:11
build, and it would threaten too many
6:12
jobs for the army of informal
6:14
influential minibus drivers shuttling
6:16
between the cities. Then an economic
6:18
boom coincided with the presidency of
6:20
the brash socialist Evo Morales. Of
6:23
indigenous descent himself, Morales
6:25
recognized public transportation in the
6:26
nation's capital as a popular
6:28
opportunity for government investment. A
6:30
means to recognize Bolivia's
6:32
nationalized and burgeoning gas export
6:34
economy through a public project that
6:35
would help all, but particularly the
6:38
workingclass and indigenous majority
6:40
commuters. It would be innovative
6:42
putting Bolivia on the map. It would be
6:43
highly visible, helping with political
6:45
popularity, and most importantly, it
6:47
would be the most expedient option.
6:50
Phase one of the project would consist
6:52
of the red, yellow, and green lines
6:54
collectively servicing 11 stations
6:56
running 6.5 m or 10.5 km and connecting
6:59
Elto at two separate locations. This
7:02
would cost a projected $235 million, a
7:05
sum that the government could nearly
7:07
cover with Treasury reserves alone.
7:09
While a massive expenditure for a
7:10
country of Bolivia's economic scale and
7:12
situation at $23 million per kilometer
7:15
for a turnkey system that would open
7:16
just 2 years after formal government
7:18
approval, Meloperico was comparatively
7:21
cheap and lightning fast to deploy. Even
7:24
bus rapid transit systems, usually
7:26
considered the cheapest fastest option
7:28
struggle to meet these costs and speeds.
7:31
Bogatas system, for example, has
7:33
exceeded that of the gondola's first
7:34
phase at $24 million per kmter for one
7:37
section and $33 million per km for
7:40
another. And then there's the
7:42
prohibitably expensive metro lines of
7:44
Medigene and Bogota that have come in at
7:46
98 and $81 million per km respectively
7:49
each with decadel long construction
7:51
timelines. By floating over the city
7:53
rather than reshaping it, Le Paz avoided
7:56
radical road reconstruction and
7:57
minimized property purchases, saving the
7:59
government millions of dollars and years
8:01
in construction. But cost per kilometer
8:04
really doesn't matter in the long run if
8:06
people don't use it. A transit system is
8:09
only as good as its wrership. Core to
8:12
the project's long-term viability was
8:13
the belief that it could justify a
8:15
one-way fee of about
8:17
43, slightly more than that of the
8:19
minibuses. It needed a large number of
8:22
fairly lowincome individuals to decide
8:25
to pay more for reliably faster
8:27
commutes. But a decade in, it's done
8:29
just that. Across the network, the
8:31
average rider is commuting 22% faster
8:34
and no longer has to worry about
8:35
protests or flooding closing down
8:37
roadways. They can leave home at the
8:39
last minute, confident that today's
8:41
commute will take exactly as long as
8:43
yesterday's. Melopherico in turn
8:46
requires no operational subsidies from
8:48
the government. But while breaking even
8:50
gives confidence that the system can
8:52
continue operating regardless of
8:53
politics, it's hardly the success metric
8:56
of a transit system. For that, consider
8:58
a user living somewhere around here and
9:00
commuting to Le Paz every morning. This
9:02
excursion was once a 40-minute drive at
9:05
best that could require haggling over
9:06
price with a minibus operator and
9:08
running the risk of being late on
9:10
account of worse traffic than usual or
9:12
weather or minibus breakdown. Now that
9:14
commute is just 10 minutes with no
9:17
haggling, no worry of delay, no road
9:19
stress, no car noise even. The impact of
9:23
such a change is hard to overstate as
9:25
it's proved nothing short of
9:26
lifealtering for many. Now students can
9:29
commit more time to study, commuters
9:31
more time and energy to work and careers
9:33
and all residents more time to interact
9:36
with the two cities rather than trying
9:37
to navigate between one and the other.
9:40
Gauntless have provided a bridge between
9:42
the economically and ethnically
9:43
divergent cities. With the red and
9:45
yellow lines first, then silver and blue
9:47
later. The system provides previously
9:49
isolated populations within the city
9:51
the young, the elderly, and the
9:53
disabled, an accessible, affordable
9:55
means to travel from Alto to anywhere in
9:57
Le Paz. In turn, now Leaz residents have
10:01
a reason to visit the vibrant markets of
10:03
Elto. In the abstract, studies have
10:05
quantified the benefits of paying the
10:07
daily fee as a commuter at a net
10:09
economic benefit of 58 cents or have
10:11
concluded that the economic benefits of
10:13
the gondilas outweigh the cost by a
10:15
ratio of 1.05 to 2.16. No matter how one
10:19
looks at it in the form of empirical
10:21
study or an anecdotal interview with the
10:23
Daily Commuter, the systems having a
10:25
profoundly beneficial impact across the
10:27
entire metro area it connects. Le Paz is
10:31
far from the only Latin American city
10:32
with a cable car system. And while it is
10:35
the most expensive, it wasn't even the
10:37
first. Medigene Colombia started the
10:39
phenomenon in 2004. The city is built
10:42
into a wide valley with its wealthier
10:44
core sitting primarily at the flat
10:46
center and lower income areas generally
10:48
creeping up onto the hills above. Unlike
10:50
Le Paz, it does have a metro and tram
10:52
system, but this primarily sits on the
10:54
valley floor, leaving the lower income
10:56
areas isolated from the rest of the
10:58
city. So like leaz gondilas were
11:00
implemented as a means of connecting
11:02
these lower inome areas to the rest of
11:03
the public transit network saving their
11:05
residents from sitting through the
11:07
horrendous traffic the areas can
11:08
experience. Also like leaz studies
11:11
indicate that in the newly connected
11:12
areas employment is up crime is down and
11:16
quality of life is just simply better.
11:19
With such a seemingly strong case behind
11:21
them the urban cable car has been
11:23
spreading like wildfire across Latin
11:26
America. Caracus has first opened in
11:28
2010, Rio's in 2011, Calli's in 2014
11:31
and Mexico cities in 2016 as the first
11:34
of a network that's now up to five lines
11:36
with plans for plenty more. It's no
11:39
wonder why. A confluence of factors make
11:41
Latin American cities uniquely suited
11:43
for gondola public transit. They are
11:45
more often located in mountainous areas
11:48
partially due to the prevailing
11:49
landscape of the region, partially due
11:51
to the historical choices of settlement
11:52
locations. They are also often lower
11:55
income, meaning city and national
11:56
governments have less they can spend on
11:58
grand capital spending projects like
12:00
metros and trains. Many of these Latin
12:02
American cities experienced their most
12:03
rapid growth during the era of the
12:05
automobile. So they sprawled far more
12:07
than their European counterparts and yet
12:09
due to the often informal growth of
12:11
their lower income areas frequently
12:13
lacked strong central planning to build
12:14
high-capacity trunk roads like their
12:16
North American counterparts. So these
12:18
factors uniquely combined to boost the
12:21
use case for the gondola. The transit
12:23
method is relatively inexpensive to
12:24
build, yet comparatively fast due to the
12:27
glacial speeds on the roads, especially
12:28
in the hilly areas where travel speeds
12:30
slowed down even more. This equation
12:33
makes gondilas make sense. But what
12:36
about the rest of the world? Lacking
12:38
this unique combination of factors, can
12:40
gondas still serve a purpose as public
12:42
transit outside of Latin America? There
12:45
are certainly fewer systems outside the
12:47
region. Far fewer cities in the rest of
12:49
the world are built within hilly
12:50
environments. And in order for a gondola
12:52
to even begin to make sense as a transit
12:54
option, there needs to be some
12:56
geographic impediment that makes buses
12:59
slower or trains impractical. But
13:02
elevation change isn't the only
13:04
potential geographic impediment. For
13:06
example, the first urban cable car
13:08
serving as public transit in France
13:10
opened in 2016 in the rather small city
13:12
of Breast in the far west of Britany.
13:15
It's a historical port town split in two
13:18
by the deep coastal Penfeld River. For
13:21
centuries, the banks of this river have
13:22
been used as part of the city's naval
13:24
base. But in recent decades, the
13:26
facility has shrunk as the Navy's
13:28
industrial functions modernized and
13:29
moved elsewhere. This left these
13:31
workshops abandoned. So, the city
13:33
purchased them with the intention of
13:35
renovating into a new cultural and
13:37
commercial center. The only problem was
13:39
that the city center of Breast is
13:41
directly on the opposite side of the
13:42
river, and there were no bridges forming
13:44
a direct route between the two. At about
13:47
a 20-minute walk, it was unlikely that
13:49
the new Atalier Dapisan would become
13:51
part of people's downtown shopping
13:53
dining, and sightseeing routines. The
13:55
city considered a bridge, but costs
13:57
would have been high between 30 and $60
13:59
million according to estimates due to
14:01
clearance requirements. The river below
14:03
was still quite actively used for naval
14:05
functions, meaning any bridge needed to
14:07
be high enough to allow oceangoing
14:08
vessels to pass beneath, which made
14:10
construction more complicated and
14:11
timeconuming. So rather they turned to
14:14
the cable car. Its construction cost was
14:17
just $20 million. Nowadays, the
14:19
Telefreak de Breast runs every five
14:21
minutes during peak periods, carrying a
14:23
maximum of 1,200 passengers per hour
14:25
over the Penfeld. The service has not
14:27
been without stumbles. It's experienced
14:29
a number of extended shutdowns due to
14:31
defects and mechanical faults, but the
14:33
project was approved under the
14:34
expectation of 600,000 passengers a
14:36
year, and counts have mostly sat between
14:38
700 and 800,000 a year. All indicators
14:41
suggest this was a success both for
14:43
individual users and for the city of
14:45
breast. But that doesn't necessarily
14:47
mean cable cars as transit over rivers
14:49
is always a good use case. Just look to
14:53
London. In many ways, the implementation
14:55
of London's cable car is quite similar
14:57
so it'd be intuitive to expect a similar
15:00
result. It also spans a river. London
15:02
was also looking to connect the two
15:04
sides and the city even ran into the
15:06
same difficulty with the bridge option
15:07
due to the necessity for nautical
15:09
navigation. There was only one bridge
15:11
downstream of this point on the temps
15:13
and its construction cost was over $300
15:15
million in part due to its 200 ft 61 m
15:18
height. On top of that, the area around
15:20
the cable car was also formerly filled
15:23
by maritime industries that had
15:24
previously dried up. And over recent
15:26
decades, London Stocklands were
15:28
redeveloped into a hodgepodge of various
15:30
modern facilities and functions. On the
15:32
south side, the UK government built the
15:34
Millennium Dome to host a year-long
15:36
exhibition to mark the new Millennium in
15:37
2000. And this was later redeveloped
15:39
into the O2 Arena to host concerts
15:41
sports, and other events. This portion
15:43
on the north side of the river grew into
15:45
a combination of apartments and hotels
15:47
and restaurants to service the crowd
15:49
visiting the nearby XL Exhibition
15:51
Center. Now the cable car project was
15:53
primarily championed by then mayor of
15:55
London and future prime minister Boris
15:57
Johnson and his public justification
15:59
always centered around its potential
16:00
function as public transit just as in
16:03
Leaz or Medigene or breast. It was
16:06
therefore fully integrated into the
16:08
transport for London system. One could
16:10
pay for it using an Oyster card. It
16:12
featured the iconic round and it even
16:13
showed up on tube maps. But its service
16:16
for this function has been nothing short
16:17
of catastrophic. Detailed passenger
16:20
statistics released as part of a 2013
16:22
Freedom of Information Act request
16:24
showed that during the work week
16:25
starting October 14th, 2013, an average
16:28
of just 37 people per day total use the
16:31
cable car during the prime commuting
16:32
hours of 7 to 9:00 a.m. But even then
16:36
only a small portion of those appear to
16:38
be consistent commuters as a total of
16:40
just four people used the cable car at
16:43
least five times that week. It's not
16:46
hard to understand why. The north side
16:48
is a 3minute walk to a dockland railroad
16:50
station whereas the south is 5 minutes
16:52
to a tube station. From almost anywhere
16:55
else in London, the fastest route to
16:57
either side of the cable car is by
16:58
train. Almost no intuitive journey
17:00
involves the cable car itself. So the
17:02
primary use case is for a journey
17:04
directly from one side to the other. But
17:06
the catchment area where the cable car
17:08
is the fastest option is tiny. In fact
17:11
taking the train from one side of the
17:12
cable car to the other takes about 15
17:14
minutes with one connection. whereas the
17:16
cable car itself takes 10 minutes. And
17:19
these days, the fair for the cable car
17:21
is £7 versus a maximum of 210 for the
17:25
train. Now, the cable car is not an
17:27
abject failure. The city's government
17:29
projected ridership of 2 million a year
17:31
and it reached 1.5 million in 2023, far
17:34
from the goal, but not by orders of
17:36
magnitude. Any strength is wrapped up in
17:39
the fact that while £7 is a lot for a
17:41
means of public transit, it's an
17:43
absolute steal as a London tourist
17:45
attraction. The London Eye, for example
17:47
charges a minimum of £29 for admission.
17:50
Thanks in part to social media spreading
17:52
the word, tourists have flocked to the
17:54
cable car in recent years as an
17:55
affordable way to see the sites from
17:57
above. That being said, it's pretty
17:59
clear that the cable car is an abject
18:01
failure as a means of genuine public
18:04
transit. After more than a decade of
18:06
continuing to insist on its transit
18:07
utility, Transport for London has
18:09
finally admitted to its futility by
18:11
proposing to reduce operating hours and
18:13
start most weekday service at 8:00 a.m.
18:15
rather than 7:00 a.m. considering the
18:17
average wrership of just 20 per day
18:20
during that first hour. Gondlas as
18:22
tourist attractions absolutely have
18:24
their role. They exist all around the
18:26
world, but a city transit agency
18:28
operating a tourist attraction is rather
18:30
bizarre and misguided. While the cable
18:32
car now tends to cover its operating
18:34
cost through fairs, the taxpayers paid
18:36
for quite a lot of the original
18:38
construction cost and much of that money
18:40
was never recouped. Among Londoners
18:42
it's widely mocked as a white elephant
18:44
project indicative of their prevailing
18:46
opinions on Boris Johnson. It's easy to
18:49
project similar sentiments onto other
18:51
aerial cable propelled transit projects.
18:53
The fact that they are cheap, quick to
18:55
build, and flashy makes them prime
18:57
candidates for misguided development by
18:59
governments eager to provide the
19:01
feelings of progress. In response, city
19:04
voter bases are naturally skeptical. But
19:07
having seen genuine success in Latin
19:09
America, the public transit cable car is
19:11
spreading with renewed vigor to the rest
19:13
of the world. Just a tube, train, and
19:16
metro. Right away, Paris's new cable car
19:19
is on the cusp of opening. Its profile
19:21
is somewhat unique. It's not spanning a
19:23
river or climbing a mountain or
19:25
traversing over any natural barrier. Its
19:28
barrier is an artificial one. Its
19:30
northern terminus will be the southern
19:31
terminus of the Paris Metro Line 8 and
19:34
it will route over this highway and
19:35
railard to connect this neighborhood to
19:37
the wider public transit system. The
19:39
idea is that the cable car will act as
19:41
essentially a lowcost extension to the
19:43
metro line since actually extending the
19:45
line would have been expensive given the
19:47
need for tunnels or bridges traversing
19:48
the highway and rail yard. In many ways
19:51
the project appears to have the recipe
19:52
for success. It's servicing an in-
19:54
demand route to reach the broader metro
19:56
system. It's replacing buses that are
19:58
highly subject to delays due to road
19:59
congestion, and it's spanning a
20:01
significant geographic barrier. Perhaps
20:03
the primary point of concern is that
20:05
it's servicing a relatively low density
20:07
area with plenty of suburban style homes
20:09
with large yards. Whether it can reach
20:11
its projected daily ridership of 11,000
20:13
remains to be seen, but like with any
20:15
transit project, it has the potential of
20:17
inducing demand through inducing
20:18
development in the area it connects.
20:21
Paris's is far from the only gondola
20:23
public transit project underway outside
20:25
of Latin America. There are others in
20:27
Salt Lake City, Los Angeles, and
20:28
Amsterdam at various phases of planning.
20:31
In these cities and beyond, what was
20:32
once considered fanciful is increasingly
20:35
considered the most pragmatic option.
20:37
But that's not to say gondilas are a
20:39
perfect form of public transit. Far from
20:41
it. They are low capacity, slow
20:44
mechanically finicky, prone to weather
20:46
disruptions. When you compare them
20:48
directly to trains, they're just
20:50
objectively worse. And given the
20:52
inertia, there have now been some cases
20:54
in South America where cities built
20:56
gondilas where they should have built
20:57
trains or even bus rapid transit, and
21:00
the results have been predictably poor.
21:02
But in a very unique set of
21:04
circumstances, gnels have an ability to
21:07
provide highquality transit where there
21:08
is essentially zero pragmatic
21:10
alternative. High-quality transit is
21:13
almost always a worthwhile investment.
21:15
So it's nothing but a good thing that
21:16
gondlas are increasingly being
21:18
recognized as an option for areas where
21:21
either economically or geographically
21:23
there was no realistic alternative.
21:25
Previously, there was nothing, but
21:27
increasingly gauntlas are the something
21:30
that are transforming communities and
21:32
lives in Latin America and
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beyond. There's an overwhelming amount
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The Surprising Success of Gondola Transit Systems - Video học tiếng Anh
