Towers 1 and 2.Bottom terminal building.View up towards Gold Coast.Tower 1.T2.Terminal closed up for the summer.Tower 3.Turntable at the turnaround allowing cabins to be parked in the middle of the terminal.Arrival side of the top station.Each hanger features four detachable grips.Top station turnaround.Top terminal building at Gold Coast.Tower and cabin.Downhill side of the top station.Cabins passing.Gold Coast building.Middle part of the line.Protect Our Winters livery.Cabins inside the top station.Side parking area.Toyota cabin livery.T10.Upper part of the line over Big Blue.Arrival side at the top.Breakover towers.Tower 9.A tower from above.Cabins pass tower 6.Tall tower.View down the lift line.Lower portion of the line.T3.A huge section of rock had to be blasted away to make room for such a large lift.View up the line with cabins out.POW and Toyota liveries.Cabin departing the bottom station.Acceleration equipment.
4 thoughts on “Gold Coast Funitel – Squaw Valley, CA”
Duncan N.March 22, 2018 / 11:40 am
Since the hangar was completely free standing in the terminals, how did they insure alignment when it entered into the acceleration setup? And if this worked, why do modern terminals suspend the cabins instead of using this tech? As a side question, how do double grips work? It seems like there would be a lot of conflict in the acceleration/deceleration portions when one grip is being driven by a tire running at a different speed from the other.
If you notice, one of the photos shows a single traction plate in the centre of the four-grip suspension platform. The tyres drive this and not the grips as a single detach grip normally is driven.
I’ve always thought that was a terrible design. On Doppelmayr Funitels, the cabins have two hangers, each with the grips on the outside and the rollers on the inside, so it’s fully suspended in the terminal. Of course, Funitels have been more or less superseded by 3S’s anyway.
Since the hangar was completely free standing in the terminals, how did they insure alignment when it entered into the acceleration setup? And if this worked, why do modern terminals suspend the cabins instead of using this tech? As a side question, how do double grips work? It seems like there would be a lot of conflict in the acceleration/deceleration portions when one grip is being driven by a tire running at a different speed from the other.
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I don’t know, but it’s pretty cool to have the grips be free standing like that.
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If you notice, one of the photos shows a single traction plate in the centre of the four-grip suspension platform. The tyres drive this and not the grips as a single detach grip normally is driven.
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I’ve always thought that was a terrible design. On Doppelmayr Funitels, the cabins have two hangers, each with the grips on the outside and the rollers on the inside, so it’s fully suspended in the terminal. Of course, Funitels have been more or less superseded by 3S’s anyway.
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