Rainier Express – Crystal Mountain, WA

crystal 3-19-06 128
TB-41 Grip
crystal 3-19-06 141
Bottom terminal.
crystal 9-2-07 265
Top terminal in the summer.
Crystal July 16 078
Top terminal.
Crystal July 16 120
Looking down the lift line.
Crystal July 16 141
Bottom drive terminal.
IMG_8498
Breakover towers near the summit.
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Looking up the lift line from the bottom terminal.
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Looking up the line in the summer.

14 thoughts on “Rainier Express – Crystal Mountain, WA

  1. Andrew October 4, 2017 / 9:14 pm

    The stations were painted white sometime after these pictures were taken. The pylons remain green however.

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  2. John October 23, 2017 / 3:24 pm

    They were white to begin with, so that’s cool. As I recall the towers were black, the terminal legs were blue (as was all the steel inside), and the towerheads were galvanized (zinc-coated). Boyne painted everything green somEtime after I left there (1997).

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  3. Raj Thorp January 27, 2020 / 8:57 pm

    These types of terminals are quite rare. Besides the one at sunshine village in BC, do any of you guys know where some others are?

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    • Donald Reif January 27, 2020 / 9:10 pm

      There’s this, Angel Express, and the White Peaks Express at Waterville. White Peaks is the only one of these three to be a top-drive, as Rainier and Angel are bottom-drive lifts. They are the precursor to the Competition terminal that came out a year later.

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      • AvocadoAndy January 28, 2020 / 9:10 am

        It’s a shame they didn’t continue to develop these, they’re surprisingly modern looking. I remember thinking it was some aftermarket retrofit the first time I saw it. Given Doppie was still making CLD-260s when these came out it seems like these would have given them a much more competitive edge as far as terminals go.

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        • skier72 January 28, 2020 / 10:13 am

          Agreed. I like this terminal design better than the clunky competition terminals that came out next. I also find it a shame that Poma didn’t introduce their Satellit Terminals to North America, but it was an exclusively European product. I just think the Satellit terminals look better than any North American product Poma produced.

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        • Donald Reif January 28, 2020 / 12:24 pm

          The only lift I can think of in North America that comes close to having the look of the Satellit terminal is the Peak Chair, which is a Doppelmayr.

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        • Donald Reif January 28, 2020 / 12:26 pm

          If they were kept for a few more years, the American Eagle, Beaver Run SuperChair, North Ridge Express and Squaw One Express lifts would’ve all had these terminals too. It’s also likely that this design would’ve still been shortened to the two-mast design of the Challenger terminals.

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        • Ryan Murphy January 28, 2020 / 9:30 pm

          They’re pretty long though. Albeit, shorter than an Alpha Falcon, but the soon to be released Challenger and UNI are much more compact than these are.

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        • pbropetech January 29, 2020 / 2:03 pm

          The length was pretty conventional for that time. The equivalent Doppelmayr terminals were similar. If you ride a lift of that vintage you’ll notice the acceleration and deceleration is much slower and smoother. The ’88 terminals we’re talking about had exactly the same machinery inside as the Performance (what you’re calling an Alpha Falcon), so they’re the same length even if they don’t look it.

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        • Max Hart January 29, 2020 / 5:49 pm

          The Performant detachables (Flyer at Copper) had vault drives with tensioning at the return.

          The Alpha Evolution terminals (Falcon Superchair at Breck) always had combined drive/tension terminals (obviously) and fixed returns.

          Then there was Big Burn, which I don’t think there’s an actual name for. It was Poma’s first overhead drive detachable (fixed drive, tension at return).

          The 1988 unnamed terminals seen on this lift were mechanically very similar, but they are fully enclosed. The masts look almost exactly like those on Big Burn (i.e. same arrangement and shape on both types of terminal). Also like Big Burn, they have a fixed drive and tensioned return. Even the trumpets are exactly the same. They seem to be structurally and mechanically the same, but the 1988 terminal is fully enclosed.

          The Competition terminal came out in 1989. 5 detachable quads were built that year. American Eagle at Copper and Squaw One are the same; both have the same masts from the 1988 terminal and a fixed drive with a tensioned return. Eagle had Competition chairs, while Squaw One had 2nd Gen. Arceaux chairs. Another, the Louis Exp. at Mount St. Louis Moonstone, Ontario, is a bit different; it has a combined drive/tension terminal, and a fixed return. It had 2nd Gen. Arceaux chairs as well. This makes that lift Poma of America’s first fully enclosed overhead drive/tension detachable. The other two are Vanier and Cheval Blanc, both at Mont Ste Marie. These two are mechanically the same as Eagle and Squaw One, but only have a partial enclosure over the fixed drive terminal and a “pancake” enclosure at the tensioned return. Both have 2nd Gen. Arceaux quad chairs.

          Some big changes were made in 1990. The Competition’s enclosure was changed slightly again. Two Competitions were installed (the original Green Mountain Express at Sugarbush, VT and Beaver Run at Breck). Both were mechanically and structurally the same as Eagle (same masts, fixed drive, tension at return), and both had Competition chairs. The Green Mountain Express was also the fastest in the world when it opened with a design speed of 1100fpm. The big change were the very first Challenger terminals, which were much more compact, got rid of the chain contour, and were dually tensioned.
          One was the Zephyr Exp. at Winter Park, and the other is Mystic at Mt. Norquay, AB. These terminals were very small and only allowed for a line speed of 800fpm. Both had Competition chairs.

          Poma’s only detachable in 1991 was a conversion of the High Lonesome fixed-grip quad at Winter Park. That lift also received very short early Challenger terminals capable of 800 fpm.

          The first real year for the Challengers was 1992.

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  4. Raj Thorp February 26, 2020 / 10:09 pm

    I think Poma definitely should have continued making these. They are much quieter, and more reliable than the old chain driven CLD 260’s that Doppelmayr was making at the time

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