Seilbahn Koblenz | Buga-Seilbahn | Rheinseilbahn | Cable car in Germany
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- Äas pĆidĂĄn 24. 04. 2024
- Seilbahn Koblenz | Buga-Seilbahn | Rheinseilbahn | Cable car in Germany
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In Poland we also have an urban gondola. It's in WrocĆaw and is called "Polinka", and it connects two campuses of University of Technology. It, just like Koblenz one, crosses the river, due to being located on the Oder river and WrocĆaw is made from two "mainlands" and several islands connected by bridges.
Mooi uitzicht
Bisher ist die 3S-Bahn Koblenz (Doppelmayr, 2010) die einzige 3S-Bahn in Deutschland.
Allerdings gibt es mehrere 2S-Bahnen in Deutschland. Die neuesten 2S-Bahnen in Deutschland sind die Nebelhornbahn in Oberstdorf (Leitner, 2021) und die Kreuzeckbahn in Garmisch-Partenkirchen (Doppelmayr, 2002). Es gibt auch noch in Deutschland alte 2S-Bahnen mit niedriger ZugseilfĂŒhrung wie z.B. die Kampenwandbahn (Hasenclever, 1957), Wallbergbahn (Pohlig, 1950) oder die Brauneckbahn (Krupp 1957). Eine 3S-Bahn darf - wenn sie dafĂŒr gebaut ist - bis zu 8,5 m/s fahren.
Hallo !!!
Ich schaue alle deine Videos mit Freude und zu diesem Video wollte ich dir nur noch mitteilen, das die Seilbahn gleichzeitig ĂŒber das sogenannte " Deutsche Eck " in Koblenz hinwegfĂŒhrt, okay !!!
Schöne GrĂŒĂe
There's also a great 3S gondola in Toulouse, France, that opened a year or two ago with Pininfarina designed cabins.
It links a hospital, a research center and a university, with 3 stations, and connects with the automated subway.
It goes over a river and a hill.
There's also a gondola line currently being built in Paris that will be used as public transportation and integrated into the city-region mass transit system.
It will have 5 stations over 4.5 kilometers, extending from the Southeastern terminus station of line M8 in the inner-mid ring of suburbs.
It will be called Cable C1 as it's the first public transit cable based aerial transportation system in the region and will act as a functioning demo to see if other projects of the kind should be greenlit or not.
There were something like 15 other projects of this type, about a large third are pretty viable and 2 to 4 with a higher probability.
That's why this line is introducing the "C" category denomination, instead of a personalized name, as other ones may follow in the coming years.
This line C1 will be equipped with 105 cabins, each with 10 seats, and departing every 20 something seconds from each station in each direction.
It will open in 2025 and is fully accessible to people in wheelchairs without help.
Stations are quite gorgeous with bright, almost brushed mirror, metallic surfaces and grassy roofs.
They'll all be integrated in landscaped vegetation surroundings, and the pylons have sorts of vertical bent wings ,like a stylized V shape.
This C1 line flies over a large railyard, high voltage lines and a high-speed line to link fairly isolated neighborhoods that are difficultly accessed by bus as they have to drive a lengthy and tortuous detour.
Some of the most isolated locations will see their 35 to 55 minute bus journey reduced to less than 18 minutes and no wait with the gondola.
Great video, as always!
And fabulous intro, my favorite on YT ;-)
The biggest urban cable car line is in toulouse indeed the cable car opened in 2020 or 2021
In the future they are gonna expand it to basso cambo which will make it the most biggest city cable car line in france
The Cabin was designed by POMA And TISSĂO. In result in the future the TĂ©lĂ©o Will go from The Connection Line B from Saint agne (correct me if i am wrong) and will go to basso cambo connecting with line A in result it will make more than half of the line A which in my calculation it will make 7km bassicaly bigger than Rennes Line A
Now for the cabin
The POMA Pininfarina of toulouse have the same width as the Future Line C metro of toulouse Which suprisingly the line C train have a width of 3+ meters
Inside the cabin here is multiple chair many space and many wheelchair place
To keep informed here is 2 led pannels (the led pannels is the same pannels of the toulouse bus line 14).
There is 2 meters Doors which is pretty good since the toulouse metro have door of 2+ meters.
Now for the station
The station is very gorgeous including the terminus
They are Almost larger than Jean Jaures Station which is the biggest station for TISSĂO
There is metallic surface some bridges ect
The pylon have a kind of Y shape in toulouse which make it very special
In the future for the extension of Téléo there will probably be landing door and a 30 second wait for each cabins
For the buses there is even a 5 minute wait for each buses and even a less than 60 second wait for the subway
In response for the river its not a normal kind of river its a part of the Garonne and the hill is the hill that we see far away in toulouse
@BasedMHFan I didn't understand what you meant in the last sentence of the first paragraph?
Rennes' line A is 9.4km long, of which a little over 8.5km are public. Line B is the longest in Rennes, with a little over 15km, of which 13.4km open to the public.
The current length of Téléo is 3km, which makes it the current longest urban cable system in France (there are much longer ones elsewhere in the world, namely in South America) until next year when C1 will open in Paris' inner-mid suburbs with a 4.5km line and will take the title.
The interchange with line B is at Université Paul Sabatier station.
The first extension of Téléo will be towards the Northwest to line A's current terminus Basso Cambo. The extension to the East-Northeast is less defined yet but should be to Montaudran, where it would connect with the future new metro line C currently being built.
The schedule for the project planning of both extensions should only be defined in 2025 or 2026 at the earliest, pushing back the actual extension probably after 2030 or even after 2035. These extensions aren't yet funded.
Though there seem to be political will to expedite the process and planning, we'll see.
Line C's trains will have a width of 2.7 meters, not 3+, and a height of also 2.7 meters. (Current VAL trains are about 2m wide and 2.3m high).
Trains will initially have a length of 36 meters, being 2-car sets, with the possibility of being extended with one extra middle car.
These trains will be fairly similar but to the MR6V & MR3V of Grand Paris Express lines M15, M16, and M17, or the series 9000 running on Barcelona Metro L9 and L10, as they'll be derived from the same Alstom Metropolis lineup, but they'll apparently be slightly narrower (GPE trains will be 10cm wider, with a 2.8m width).
The VAL trains of lines A & B of the Toulouse metro have doors with a maximum width of 1.3 meter, not 2+.
The absolute minimum frequency interval on Toulouse metro is 60 seconds, not less.
61 seconds in maximum frequency operations, it's the VAL system's physical capacity.
It won't be as low on line C, which will use systems made for heavier trains (with steel wheels on rails) that usually have a minimum frequency interval of around 80 or 85 seconds, like Paris M14.
And even then, it might be slightly more difficult to attain such frequency with steel wheeled trains because they have slightly less precise movements as they have less friction than rubber tyre trains.
What's called frequency interval is the time between successive departures, not between the departure of the previous train and the arrival of the next one.
The time between one departure and the next arrival is the separation and isn't a good indicator of the real frequency of a line.
For example, RER A in Paris can have only a handful of seconds between a train departure and the next arrival, as it's common during peak hours to see a train entering the station while the previous one hasn't even cleared the platform yet. But the frequency usually doesn't go under 2 minutes (between departures) in normal peak hours operations.
What did you mean by "landing door" ?
@@KyrilPG at the last sentence i did not say val train had a door width of 2m+ i said for the Neoval not the Val 208 or val 206 + i am sorry you said similar to the mr03v and mr06v? I do not see any similaritys between them. I looked up on the line C train width and yes your right the train will have a width of 2,7 meters or 2,70 meters(2,70 and 2,7 is the same there is not any differences)
"An extra wagon between the train" its not an extra wagon for me
Also yes your right the Téléo should be extended to montaudran as jean Luc moudenc said
The Line C will take place as one of the longest Driveless metro line in the world (In the top 100)
I already know that line B was the biggest line in renne no need to tell me.
The width of the door for the line C train is a bit bigger than the Neoval
I didn't know what porte paliĂšre was in english so i tried to traduct it
I was not reffering GPE Trains I was reffering to The MR03V
With the extension of Téléo it will gain back the crown of being the most longest urban Cable car in france
I didn't know line A was 9.4km long Because many people tells it 6km long
And i wasn't reffering to VAL 60 seconds i was reffering to the extension of the Téléo which they could maybe add more cabin to the line and there will be less waiting
You said minimum frequency of 85 seconds while the line C wasn't even finished building and the train haven't circulated yet
But i respect your opinion
@BasedMHFan But there's no NeoVAL in Toulouse, only in Rennes on line B.
Toulouse, however, has some 208 NG trains of the first and second subgenerations (NG1 & NG2).
The NeoVAL is not compatible with VAL lines, it's wider and uses a different guidance system.
On TISSEO's leaflet about line C's trains, it's stated that the new trains will have 1.5m wide doors, not 2.
But maybe this has changed in the meantime.
When I say that the future trains of line C are similar to MR3V & MR6V or Barcelona Series 9000, I mean technically or technologically, as they are derived from the same Alstom Metropolis lineup.
Not visually or esthetically.
Just like Paris' MP14 are very similar to Lyon's MPL16, even if they look very different and have different width, they are very similar in technology.
The appearance of the trains is irrelevant, the similarities are technical.
What do you mean by "it's not an extra wagon for me" ?
The trains will initially have only 2 cars, for 36m in length, and the project provisioned the future possibility of adding a 3rd car, an intermediate one in between the two end cars, extending the length to 48 meters.
"Portes paliÚres" or "façades de quai" are called "platform screen doors" (PSD) or sometimes "platform screen gates".
The MR3V and MR6V are all GPE trains, they are exactly the same type in 3-car and 6-car formations, respectively 54m and 108m long.
There's also the MRV (possibly only a temporary name) that is also a GPE train and will be used on line M18.
Is it the one that you were referring to?
The MRV is narrower than the MR3V/MR6V, it has a 2.5m width and will be set in 45m long 3-car formation.
And, contrary to the MR3V / MR6V, it will use a contact shoe and 3rd rail system for power collection instead of a pantograph and overhead wire system.
What I said about line C's future frequency is not just an opinion. It's based on the type of systems that the line will use.
These systems already exist in various metro systems and have known capabilities.
Currently, only VAL systems are capable of reaching and sustaining a 60 second frequency in commercial operations.
Lines with larger trains, steel wheels, etc. usually cannot go lower than 80 or 85 seconds. Some even had difficulties reaching and maintaining a 90-second frequency.
It's a technical limit but also a passenger movement limit. Even during super peak hours, it can be difficult to handle the passenger exchange flow in stations to comply with a 85 second frequency.
80 or 85 seconds (42 to 45 trains per hour) is the highest frequency that can be seen in non-VAL metro lines in the world. It's already very rare, there's very few metro lines in the world capable of such high frequency with larger trains.
The steel wheels are also slightly less precise than rubber tyres for super high frequency.
Though, the shortness of the trains used on line C may help to reduce frequency.
But in Montreal's REM, for example, which also uses short 2-car Alstom Metropolis trains on steel wheels, they had difficulties reaching even a 90 second frequency.
Line C will use the Alstom Urbalis 400 CBTC system, which should be able to reach 80-85 second frequency, but we may be pleasantly surprised.
Officially, only the Alstom Urbalis Fluence system is capable of 60 second frequency (it was developed as an improved system to replace the original system of the VAL in Lille).
The longest fully automated driverless metro line and longest fully underground metro line will be Paris M15 with 75km.
I'm eager to ride Toulouse line C, it's going to be great.
@@KyrilPG I said the neoval not the toulouse val and i never said neoval was in toulouse
NG: mean new generation not subgeneration
The line C train exposed in capitole was just a prototype
I said its not an extra wagon for me because they will probably set the lenght of the train with 3 wagon instead of 2 making 48meters
i think you don't understand what i am talking about