A brief and amusing LinkedIn exchange with Shamal Ratnayaka on the likelihood of an Elizabeth line station at London City Airport, highlighted the somewhat arduous connections between the airport and the new line. While adequately serviced by Docklands Light Rail from a capacity perspective, the interchanges and pace of the onward journey make the airport forecourt a popular taxi haunt.
In Docklands Cable Cars 3, I had imagined a cable car connection between Canary Wharf and the airport via the new GLA HQ. The estimated passenger numbers on the Green line were edgy, the potential for larger, weightier goods containers evident. I had begun to investigate a bypass system for direct cable cars between Canary Wharf and the airport.
In Docklands Cable Cars 3, I had imagined a cable car connection between Canary Wharf and the airport via the new GLA HQ. The estimated passenger numbers on the Green line were edgy, the potential for larger, weightier goods containers evident. I had begun to investigate a bypass system for direct cable cars between Canary Wharf and the airport.
I was in Koblenz last week to see and travel the Seilbahn. This is a cable car that has been publicly voted to remain beyond its original temporary purpose, despite the threatened loss of World Heritage Status from the castle setting it serves. By reason of its original event use, the Seilbahn has the greatest capacity of all cable car systems, at 7600/hour in both directions, includes an 850m span across the Rhine and, by dint of its tricable support, is far less susceptible to inclement weather. It’s not in a hurry though, providing a leisurely journey from which to enjoy the view as part of the experience.
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Interestingly given their historic location, the terminals forego the dramatic built form seen in a few recent architectural exploits, employing a simple but effective fabric stretched over a timber frame designed by Werner Sobek, together with a couple of functional if none too elegant pylons.
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Getting on and off is largely self-administered, with only two people, who double up as maintenance crew, operating the stop buttons should a passenger require longer to board and alight.
The construction cost is difficult to evidence but €12m - €15m for design, build and operate for 10 years appears to be a popular range. More facts and figures are proudly listed in the promotional leaflet. I imagine this system used on the Docklands Green line.
By comparison, the present public transport connection, courtesy of the TfL route planner, is 22 minutes in the Peak, via DLR and Shanks’s Pony from Poplar, without allowing for any waiting for the train. Of course, there is also an Elizabeth line station at Custom House that can be reached by bus and, while it’s not really the point here, I’d be intrigued how many LCY passengers are taking this route. |
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While I appreciate that the present DLR numbers show sufficient capacity to accommodate growth at LCY, by international airport standards the onward travel experience can only be described as quaint or substandard, depending on your haste.
And when I first reviewed the TfL Journey Planner I found the DLR was out of service, which brought the question of resilience to the fore. However relaxed in demeanour is the traveller, I don’t want to think what the experience of using London City Airport was like on that day.
Certainly, it was somewhat less enjoyable than mine in Koblenz.
And when I first reviewed the TfL Journey Planner I found the DLR was out of service, which brought the question of resilience to the fore. However relaxed in demeanour is the traveller, I don’t want to think what the experience of using London City Airport was like on that day.
Certainly, it was somewhat less enjoyable than mine in Koblenz.
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