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The system at Oakland International Airport
The Birmingham Airport system was built on the old maglev guideway.

The Cable Liner is a range of automated people mover products designed by Doppelmayr Cable Car for use at airports, in city centers, intermodal passenger transport connections, park and ride facilities, campuses, resorts and amusement parks.

The design superseded the maglev transport system at Birmingham Airport which was, at the time, the world’s only commercial maglev system. The technology was used for the new AirRail Link on the existing maglev guideway to replace the previous system and temporary bus-service shuttle that had been operating in the meantime.[1]

System features

[edit]
The control room

The automated people mover systems are based on cable-propelled technology. The manufacturer claims distances up to 4 km (2.5 mi) and a peak passenger flow of up to 7,000 pphpd (people per hour per direction) are possible.[2]

In a cable-propelled automated people mover system, a central station powers the system, and therefore the train has no on-board drive engines, gearboxes or brakes. A fixed grip assembly connects the train to the cable.[3] The cable propels, accelerates, and decelerates the train.[3]

The system operation is monitored from a central control room; there are no drivers, conductors or operators on-board.[4]

The evacuation system is based on an independent stationary diesel emergency drive that would pull a stranded train back to the station, eliminating the need for an emergency walkway. Trains like these can be also used for different purposes, such as moving trailers and barge loaders.

Guideway

[edit]
The underside of the guideway, showing the cable propulsion system
The guideway of the Venice People Mover

The automated people mover uses a self-supporting steel guideway. It is a light steel guideway, which is possible because of the use of lighter trains. The track consists of an I-beam which forms the running and guiding surface.[5] The guideway superstructure is a steel framework construction. The guideway does not require heating in harsh winter conditions.[5] Steel adapters between the steel truss guideway and the concrete columns allow height adjustments to compensate for ground settlements.[6] The track can span more than 67 m (220 ft).

Because the guideway superstructure is a steel framework construction and do not have a solid track base, platform screen doors are used at stations on the system.

Sketch of the undercarriages of the trains[note 1]

Vehicles

[edit]
The interior of one of the Toronto Terminal Link vehicles
The underside of a Cable Liner guideway

The trains are bidirectional. The car is a self-supporting lightweight design with extruded aluminium box-type profile sections. The integral monocoque structure is bolted and riveted and joint connections are aluminium castings. The aluminium sections are made of high-grade, corrosion-resistant alloy.[7] The undercarriage supports are integrated into the car body and take the form of cavity-sealed tubular steel frames. The design is torsion-free. The vehicle interior is predominantly aluminium, with no heat release.[7]

The vehicles are usually manufactured by Swiss cabin manufacturer CWA Constructions, itself a subsidiary of Doppelmayr Garaventa Group; or Austrian cabin manufacturer Carvatech.[8][9]

Configurations

[edit]

There are three main system configurations in use.

Shuttle

[edit]
See also: Inclined elevator

The "Single Shuttle" system is the simplest configuration, with one train operating in both directions on one guideway track.[10]

The "Double Shuttle" configuration features two independent shuttle systems operating side by side on a double guideway track, each with its own haul rope and drive machinery. If one shuttle system fails or is closed for maintenance, the other system may continue to operate.[10] This configuration is designed for system lengths up to 3 km (1.8 mi) and may have several intermediate stations.[10]

The frequency and passenger capacity of both shuttle systems depends largely on the length of the system, and the number of intermediate stations. The passenger capacity additionally depends on the capacity of the train.

Bypass

[edit]
See also: Funicular

In this system, only one guideway enters each end station, but movable switches direct trains onto dual tracks between stations so they can pass one another en route.[10] The bypass must be located approximately in the middle of two terminal end stations, and can form part of an intermediate station. This configuration is comparable to the Double Shuttle system in terms of capacity and frequency (headway). Either each train has its own haul rope or both trains are attached to the same haul rope depending on the application requirements (station configuration, system length, etc.).[10]

Pinched Loop

[edit]
See also: Cable car (railway)

This system creates a circular train flow where more than one train moves in the same direction. The principle of this system is based on several rope loops which adjoin and overlap each other in the stations. Every haul rope loop is supplied with its own drive and return machinery.[10] In every station each vehicle of the train has to be disconnected from the current haul rope to the next haul rope in order to continue the circular and synchronized train flow. The haul rope loop change may occur only when all the trains are positioned at the standard stop position in the stations and are standstill and will be carried out during boarding/alighting of the passengers.[10] Switches installed at the end stations will guide the train from one lane of the double lane track over to a single guideway in the end stations. During the station stop the switch will be repositioned that the train can leave the station at the other lane of the double lane track. For the functionality of the Pinched Loop concept the stations' spans have to be approximately equidistant from each other.[10]

Installations

[edit]
Cable Liner systems around the world
Luton DART, UK
Mandalay Bay Tram, USA
Mexico City Airport Aerotrén, Mexico
Hamad International Airport Shuttle, Qatar

See also

[edit]

Notes

[edit]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Cable Liner

View on Grokipedia
from Grokipedia
The Cable Liner is an automated people mover (APM) system developed by Doppelmayr Cable Car, a subsidiary of the Doppelmayr Group, employing -propelled technology on a rail-based guideway to transport passengers efficiently over short to medium distances up to 6 km. This fully automated system uses a continuous haul driven by a central power unit, with rubber-tired vehicles that attach and detach via detachable grips, enabling seamless operation without onboard propulsion. Key features of the Cable Liner include maximum speeds of up to 15 m/s (54 km/h), modular train configurations such as single or double shuttles, bypass loops, and pinched loops, and capacities ranging from 2,000 to over 6,000 passengers per hour per direction depending on the installation. It operates 24/7 under central control room supervision, with low noise levels, zero local emissions, and resilience to conditions, making it suitable for elevated, ground-level, or tunneled tracks. The system's design emphasizes barrier-free access, reduced maintenance, and minimal staffing, leveraging proven ropeway technology for reliability. Notable installations include the shuttle in , , covering 772 m at 45 km/h with a capacity of 6,300 passengers per hour per direction since 2016; the in , , spanning 2 km and reducing travel time to 3 minutes since 2023; and the Terminal Link at in , operational since 2006. Other applications span urban intermodal connections like the Cabletren Bolivariano in , , and resort or entertainment venues such as the in , . Developed in the early by Doppelmayr Cable Car in Wolfurt, , the Cable Liner represents an evolution of detachable gondola technology adapted for high-frequency, driverless urban transit.

History and development

Origins and early installations

The Cable Liner technology was engineered by Doppelmayr Cable Car, a subsidiary of the Doppelmayr Group, as an evolution of traditional and cable car systems adapted for modern urban and airport transit applications, emphasizing reliability and cost-efficiency over more complex alternatives like . Established in , Doppelmayr Cable Car drew on over a century of expertise in cable-propelled transport to develop the system, focusing on automated people movers (APMs) that provide quiet, low-maintenance operations suitable for high-traffic environments. The inaugural installation of the Cable Liner occurred in 1999 with the in , , , a shuttle system spanning approximately 838 meters that connects the Resort to the and hotels operated by the MGM Mirage Group. This project, completed in just eight months, marked the first real-world deployment of the technology and incorporated drive systems provided by , highlighting early collaborative efforts to integrate robust propulsion with Doppelmayr's cable expertise. Operational since late 1999, the tram addressed the need for efficient short-distance people movement in a bustling resort corridor, serving as a proof-of-concept for the system's viability in non-airport settings. In 2003, the technology saw its second major application with the Birmingham AirRail Link at Birmingham International Airport, UK, where it replaced the world's first commercial maglev system that had operated since 1984 but fell into disrepair due to maintenance issues. Doppelmayr adapted the Cable Liner to utilize the existing guideway infrastructure, demonstrating the system's flexibility in retrofitting scenarios despite challenges such as aligning with legacy structures and ensuring seamless integration with airport operations. This installation underscored cost-saving benefits, as it avoided the need for entirely new infrastructure while providing a more reliable alternative, and became operational on March 7, 2003, connecting the airport terminal to the nearby railway station in about 90 seconds. These early projects were driven by growing demand for sustainable, automated transit solutions in congested areas like and urban hubs, where Cable Liner's cable-driven offered lower levels, reduced , and minimal ongoing compared to wheeled or magnetic systems. Initially targeted at short-haul shuttles under 1 km, the technology's successes in and Birmingham paved the way for subsequent configurations, such as double shuttles in later adaptations.

Technological evolution and expansions

Following lessons learned from initial shuttle installations in the late 1990s and early 2000s, Cable Liner technology advanced in the mid-2000s through key deployments that enhanced reliability and scalability. The 2006 Pearson Terminal Link system, spanning 1,473 meters, introduced improved capacity handling of up to 2,500 passengers per hour per direction (pphpd), setting a benchmark for integrations with modular expansions possible for future demand. By 2007, the Aerotrén project extended route capabilities to 3,025 meters, demonstrating adaptability to challenging urban environments like soft soils while maintaining . These evolutions incorporated bidirectional designs in subsequent systems, allowing flexible operations without dedicated turning facilities, and supported expansions to routes approaching 4 kilometers by optimizing central cable propulsion for efficiency. The 2010s marked significant growth in Cable Liner adoption at major airports, driven by advancements in automation for seamless, driverless operations. Enhanced control systems enabled precise dispatching and integration with airport infrastructures, as evidenced by the 2014 Oakland International Airport Connector, a 5,100-meter pinched loop serving 1,500 pphpd at speeds up to 50.4 km/h. This period's pinnacle was the 2018 deployment at Moscow's Sheremetyevo International Airport, where a 2,035-meter underground double shuttle handled peak World Cup crowds with 1,680 pphpd capacity and 24/7 reliability, connecting domestic and international terminals in under four minutes. Recent advancements have focused on innovative integrations and performance enhancements. Operational since 2016, the system in operates through the terminal building in its approximately 500-meter double shuttle configuration, achieving 6,300 pphpd with low-noise, glass-enclosed vehicles operating at 45 km/h indoors for superior passenger experience. Complementing this, the 2023 collaboration between Doppelmayr Cable Car, carvatech, and Transportation Systems for the project introduced MACS 8.0 modular air-conditioning units, reducing energy consumption through lightweight, efficient designs while ensuring consistent comfort across the 2,080-meter route serving 2,720 pphpd. In 2024, Doppelmayr secured a for a new Cable Liner system at , with groundbreaking in October 2025 and operations planned for 2029. Looking forward, Cable Liner developments emphasize sustainability as a premium alternative to traditional automated people movers, with central electric generating zero local CO₂ emissions and low energy use—less than 0.1 kWh per passenger-kilometer in optimized setups. Systems now support 24/7 operations in via robust, emission-free designs, as proven in Moscow's underground environment, promoting reduced congestion and alignment with green urban mobility goals.

System overview

Propulsion and operation

The Cable Liner system utilizes a detachable-grip mechanism where vehicles connect to a continuous loop haul cable integrated into the guideway, providing propulsion without requiring onboard motors. The haul cable, forming an endless loop, is driven by stationary electric machinery at a dedicated drive station, with its constant speed enabling vehicle acceleration and deceleration through attachment and detachment. This cable-driven approach ensures smooth, passive movement of the vehicles along the guideway. Operationally, vehicles attach to the haul cable via grips at the originating station and detach at destination stations, where mechanical conveyors decelerate them to low speeds for passenger boarding and alighting. The system supports bidirectional travel on single or dual tracks, enabling efficient routing in various configurations. In high-demand setups, service frequency can reach intervals of every 4 minutes. The primary power supply comes from the electric drive station, which incorporates to recover energy during deceleration and improve overall efficiency. allows significant reductions in travel times, such as 3 minutes for a 2 km route.

Automation and safety features

The Cable Liner system operates as a fully automated , requiring no human operators for routine functions. A central control room (CCR) provides comprehensive monitoring and oversight, utilizing state-of-the-art (PLC) technology to manage vehicle positioning, speed, and dispatching. (ATC) ensures precise spacing between vehicles, typically achieving headways as low as 21.5 seconds, while the system detaches vehicles at stations for controlled deceleration to low speeds like 0.28 m/s via mechanical conveyors. Safety is prioritized through redundant and designs, including obstacle detection sensors and automatic emergency stops to prevent collisions. Zoned operations divide the guideway into segments, allowing independent control of vehicle movements for enhanced collision avoidance, while at stations provide additional passenger protection. Cabin features such as , access monitoring, and emergency communication systems further ensure secure operations. In power failure scenarios, an independent stationary diesel emergency drive enables evacuation by pulling stranded vehicles back to the nearest station, minimizing risks during disruptions. The system's reliability exceeds 99.5% , supported by redundant components for all essential functions and low-maintenance ropeway-based . It performs effectively in conditions, including high winds and sub-zero temperatures, without compromising operation. Cable Liner installations comply with international standards such as EN 50126 for railway applications, incorporating designs to demonstrate reliability, , , and ().

Components

Guideway

The guideway of the Cable Liner system is a self-supporting structure designed to support rubber-tired vehicles in an automated configuration, typically elevated or tunneled to minimize environmental impact and integrate with urban settings. It features a tubular lattice construction with an running surface, providing a lightweight framework that reduces foundation requirements compared to heavier alternatives. The design incorporates an integrated channel for the continuous haul loop, which propels the vehicles without onboard motors. Key design features include torsion-resistant construction to ensure stability under load, compatibility with horizontal curves of a minimum radius of 30 meters, and gradients up to 10% in urban applications, enabling flexible routing through complex environments. The system operates reliably in all weather conditions, including extreme temperatures and high winds, without requiring heating or de-icing due to its robust steel framework and rubber-tired operation. At stations, are integrated for passenger safety, preventing falls into the open guideway structure. Construction utilizes prefabricated steel sections assembled on-site, allowing for rapid installation—such as the 8-month timeline for the system—and minimizing overall weight to facilitate urban integration with smaller support towers and foundations. Support spans typically reach up to 24 meters between columns, with heights ranging from 3.5 to 15 meters, and the total guideway length is scalable up to 6 kilometers for medium-distance routes. Maintenance is streamlined through accessible cable loops within the guideway and the use of low-wear materials, contributing to low operational costs and high system availability exceeding 99.5%. These elements support extended service life, with operations and maintenance projections covering at least 20 years in project evaluations.

Vehicles

The Cable Liner vehicles feature a lightweight aluminum structure designed for bidirectional operation and corrosion resistance, enabling efficient passenger transport in urban environments. These self-supporting units attach and detach via detachable grips to the continuous haul rope embedded in the guideway, enabling stable propulsion with high-speed rope movement and low-speed station operations. Trains typically consist of 3 to 5 cars, providing a capacity of approximately 80 to 170 passengers depending on configuration, with each car accommodating 25 to 32 seated and standing passengers. A key design element is the torsion-free frame, which minimizes vibrations for a smooth ride, complemented by rubber tires and systems. The vehicles emphasize low through their design and efficient components that lower overall system demands. Climate control is achieved via advanced HVAC systems, such as the MACS 8.0, which delivers uniform across the interior with modular units offering up to 32 kW of per setup for enhanced passenger comfort. Manufacturing of the vehicles is handled by specialized partners within the Doppelmayr Group, including Swiss firm CWA Constructions and Austrian producer Carvatech, which focus on high-quality aluminum fabrication and assembly. Interiors incorporate a mix of seating for 8 to 12 passengers per car, ample standing areas, and accessibility features like barrier-free entry and designated wheelchair spaces. Customization options allow for project-specific adaptations, including branding elements, integrated emergency lighting, and tailored interior layouts to meet local requirements while maintaining standards.

Configurations

Shuttle

The shuttle configuration in Cable Liner systems represents the fundamental linear setup for providing direct, bidirectional transport between two terminal points, utilizing a back-and-forth oscillation of vehicles along a dedicated guideway. In the single shuttle variant, a single train operates on one track, propelled by a continuous cable loop that enables seamless direction reversal at each end without detaching the vehicle from the cable. This design is particularly suited for shorter routes, typically under 3 km in length, where simplicity and minimal infrastructure suffice for moderate demand. The double shuttle configuration enhances capacity by employing two independent parallel guideways, each with its own train and dedicated cable propulsion system, allowing simultaneous operations without mutual interference. This setup extends applicability to routes up to approximately 6 km while maintaining the core linear shuttling principle, with turnaround achieved through independent cable loop reversals at terminals. Both variants support 2 to 5 stations, facilitating point-to-point service in urban or environments. Key advantages of shuttle configurations include their straightforward design, which reduces and costs compared to more complex layouts, alongside high operational reliability and zero-emission performance through electric propulsion. Service frequencies typically range from 4 to 6 minutes, enabling efficient high-frequency transport without the need for overtaking mechanisms in basic operations; for instance, operational systems like the achieve headways of about 3.75 minutes with vehicle capacities supporting up to 2,720 passengers per hour per direction. However, these systems are limited in scalability for routes requiring numerous intermediate stops, as extending beyond 5 stations or longer distances necessitates additional modifications.

Bypass

The bypass configuration of the Cable Liner allows for passing on linear routes, improved passenger flow in multi-stop operations by permitting express trains to overtake slower local services. This setup utilizes a shared single guideway that diverges into separate tracks at designated bypass sections, typically positioned at intermediate stations approximately midway between terminals. Automated movable switches integrated into the guideway direct trains onto the bypass track, providing double-track functionality while minimizing infrastructure costs compared to fully dual-tracked systems. In operation, the two trains share the main guideway until reaching the bypass point, where switches route trains to separate tracks, allowing them to pass each other simultaneously without halting either, ensuring seamless rejoining on the far side. Vehicles remain attached to the continuously moving haul rope throughout the maneuver, with the process synchronized by a central that coordinates switch activations and train movements to prevent conflicts, supporting headways as low as 240 seconds and dwell times of 30 seconds at stations. The configuration accommodates routes up to approximately 6 km with intermediate stops, though practical implementations often feature shorter spans for urban integration. This arrangement enhances capacity on linear corridors with varying service speeds, making it suitable for medium- to high-demand environments such as urban centers and airports where congestion relief is critical. For instance, the Venezia People Mover installation in , , employs a bypass setup over an 850 m elevated steel girder guideway with three stations, achieving a system capacity of 3,000 passengers per hour per direction (pphpd) using two four-car trains each carrying 200 passengers at an operating speed of 28.8 km/h. By facilitating passing without full duplication of tracks, the bypass supports peak flows approaching those of more complex networks while maintaining cost efficiency and operational reliability. Technically, the switch points are embedded within the guideway structure for smooth transitions, with the central overseeing real-time of rope propulsion and vehicle positioning to ensure safe . This integration leverages the Cable Liner's , building on basic shuttle operations by introducing for more .

Pinched loop

The pinched loop configuration of the Cable Liner system features a closed-loop design utilizing multiple haul ropes that adjoin and overlap at stations, enabling continuous circulation of trains around the network. Each haul rope loop is powered by its own drive, allowing trains to maintain synchronized movement without full stops, as the "pinch" in the rope loop at stations briefly shortens the path to facilitate loading and unloading. This setup supports equidistant station spacing to optimize flow, with trains slowing momentarily for passenger exchange before accelerating again upon departure. In operation, the system accommodates complex networks, including branches, through automated merging at junctions where overlapping rope segments ensure seamless transitions between paths. Divided cable segments provide precise speed control, maintaining operational speeds up to 30 mph while minimizing headways through simultaneous train movements. Key advantages include the elimination of turnaround delays inherent in linear systems, making it particularly suitable for extended circular routes exceeding 4 km in length. The configuration achieves high throughput by deploying multiple non-interfering vehicles, supporting medium to high passenger capacities with reduced dwell times and enhanced overall efficiency. For instance, the Oakland International Airport Connector in , , operational since 2014, employs a pinched loop configuration spanning 5.1 km with a capacity of 1,500 passengers per hour per direction.

Installations

Operational systems

The in , , has been operational since 1999 as the first Cable Liner installation worldwide. This double shuttle system spans approximately 830 meters, connecting the Resort with the and hotels along the Las Vegas Strip, facilitating convenient guest movement between these Resorts properties. It operates with two parallel tracks—one providing express service and the other serving all three stops—and achieves a capacity of 1,900 passengers per hour per direction (pphpd) using formations of five 32-passenger vehicles each. The at Birmingham International Airport, UK, commenced service in 2003, replacing an earlier system by utilizing its reused guideway infrastructure. This single shuttle configuration covers 600 meters, linking the airport terminal directly to the in a 90-second journey, enhancing intermodal connectivity for passengers. The system delivers a capacity of 4,000 pphpd through automated, driverless operation with two four-car trains, each holding up to 54 passengers, and maintains high reliability with over 99.5% service availability. The Terminal Link at , Canada, has been operational since 2013, providing a 1.47 km double shuttle connection between Terminals 1 and 3 and the Viscount station over an elevated guideway. This automated system achieves a capacity of 2,500 pphpd with two trains operating at 43 km/h, supporting efficient passenger transfers in a high-volume environment with cycle times of 250 seconds. It demonstrates resilience to extreme Canadian weather conditions, ensuring reliable 24/7 service. The Cabletren Bolivariano in , , opened in 2013 as an urban elevated shuttle spanning 2.1 km in the district, integrating with the for improved intermodal access. Configured as a single shuttle with four five-car trains, it provides a capacity of approximately 3,000 pphpd at speeds up to 47 km/h, carrying up to 58 passengers per car to serve densely populated areas and reduce road congestion. Opened in November 2014, the Oakland International Airport Connector in , USA, provides a 5.1-kilometer link from the airport terminals to the Coliseum BART station, incorporating intermediate stops for improved accessibility. Configured as a pinched loop shuttle, it supports 1,360 pphpd using four three-car trains, each accommodating 108 passengers, and operates bidirectionally with a focus on seamless integration into the network. The system replaced a prior shuttle bus service, reducing travel time to about 8 minutes while prioritizing energy efficiency and low emissions. The Aerotrén at (), , entered operation in to connect Terminals 1 and 2 over a 3-kilometer route. This single shuttle setup, with bypass capabilities for efficient routing, handles 600 pphpd (extendable to 800 pphpd) via one four-car expandable to six cars, carrying up to 100 passengers per trip at speeds reaching 45 km/h, and completes the journey in about 4.5 minutes. It plays a critical role in managing high passenger volumes at one of Latin America's busiest airports by providing a reliable, weather-independent transfer option. Since its 2018 launch ahead of the , the Cable Liner at in , , has operated as a double shuttle spanning 2.1 kilometers between Terminals B and C. Designed for ongoing high-demand service, it achieves 1,700 pphpd with two four-car trains, each seating 108 passengers, and ensures a 5-minute travel time while maintaining over 99.6% availability. The system supports the airport's role as a major European hub by enabling efficient passenger distribution across its expansive facilities. At in , , the Cable Liner system began operations in 2016 as an underground double shuttle connecting the terminal's north and south halls over 772 . It offers a capacity of 6,300 pphpd through two expandable four-car trains, each holding up to 114 passengers, and provides a silent, glass-enclosed ride emphasizing passenger comfort in a high-traffic environment. With over 99.8% service availability, it facilitates rapid transfers within , supporting 's growing sector. The (Direct Air-Rail Transit) at London Luton Airport, , started public service in March 2023, featuring a 2.3-kilometer elevated double shuttle linking the terminal to Luton Airport Parkway railway station in a 3-minute journey. Equipped with MACS 8.0 HVAC systems for enhanced climate control, it delivers 2,720 pphpd using two four-car trains, each with 170-passenger capacity, and operates at peak frequencies every 4 minutes. This installation improves connectivity for the airport's 16 million annual passengers, reducing reliance on road transport.

Planned projects

In December 2023, Doppelmayr was awarded a $570 million contract by the Port Authority of New York and New Jersey to design, engineer, construct, and provide 20 years of operation and maintenance for the Cable Liner system as part of the AirTrain Newark Replacement Program at Newark Liberty International Airport. Ground was broken in October 2025, marking the start of construction to replace the aging 1996 monorail system with a modern automated people mover. The project features a 4 km (2.5-mile) elevated guideway loop in a pinched loop configuration, connecting the airport's three terminals, parking facilities, rental car center, and the regional rail link station for NJ Transit and Amtrak services. The new system is designed for enhanced , with electric and low-noise operation to minimize environmental impact, while achieving headways of 2–3 minutes and a capacity of 2,000–3,500 passengers per hour per direction, supporting projected daily ridership of 41,000 by 2030 and 50,000 by 2040. Passenger service is expected to commence in , addressing reliability issues in the existing and improving connectivity for millions of annual travelers. This initiative builds on the proven success of Cable Liner deployments at other airports, adapting the technology for urban-scale replacement of outdated transit systems. Beyond Newark, Doppelmayr has referenced potential expansions for Cable Liner in urban environments across and as of 2025, though no further contracts or detailed plans have been confirmed. These proposals emphasize the system's role in sustainable infrastructure upgrades, with Doppelmayr positioned to manage full lifecycle delivery from design through operations.

References

  1. https://www.doppelmayr.com/en/systems/automated-people-mover/
  2. https://www.doppelmayr.com/wp-content/uploads/2025/04/Broschure_Automated_People_Movers_2025_ENG.pdf
  3. https://www.advantageaustria.org/cn/news/Doppelmayr_Pitch.pdf
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  7. https://www.railway-technology.com/projects/mandalay/
  8. https://www.doppelmayr.com/en/reference-projects/air-rail-link-birmingham-airport/
  9. https://mediacenter.doppelmayr.com/wir-03-2018-en/62367495/14
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  11. https://www.liebherr.com/shared/media/corporate/news/news-2023/06/01/aer/liebherr-press-release-macs-8-0-cableliner-carvatech-may2023_en.pdf
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  26. https://liftblog.com/2022/10/10/doppelmayr-acquires-cabin-manufacturer-carvatech/
  27. https://oitaf.org/wp-content/uploads/2023/12/445315_Doppelmayr_Pichler_report.pdf
  28. https://www.pittsburghpa.gov/files/assets/city/v/1/dcp/documents/8370_pittsburgh_gondola_report_2018.pdf
  29. https://thebeautyoftransport.com/2014/06/25/last-night-i-dreamt-i-went-to-mandalay-again-mandalay-bay-tram-las-vegas-nv-usa/
  30. https://www.bart.gov/sites/default/files/docs/Microsoft_PowerPoint_-_OAC_December_10_Award_-_Final.pdf
  31. https://www.gondolaproject.com/2013/02/13/airrail-link-birmingham-international-airport/
  32. https://www.doppelmayr.com/en/reference-projects/terminal-link-toronto-pearson-international-airport/
  33. https://www.gondolaproject.com/2013/09/11/cabletren-bolivariano-cable-liner-opens-in-venezuela/
  34. http://www.ropeways.net/aktuell/doppelmayr8/index.htm
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