Bottom return station.View up to the top.Tower 1 and Poma terminal.Loading area.Lower station with maintenance rail.Unique tower setup to span a road.Entire lift seen from above.Rare Poma detachable terminal model.Drive station overview.Side view of the top station.Terminal underskin missing a few panels.Breakover towers.Upper lift line.Middle part of the line.Lift line seen from KT-22.
The North Ridge Express and Beaver Run SuperChair use a different variant of the Competition terminal, where the inside end of the terminal is flat, rather than slanted like it is on Squaw One and the former American Eagle.
A similar lift exists in Ontario, also has the Arceaux carriers as opposed to the Competition. I’m pretty sure that, as with Doppelmayr CTEC in the early 2000s, customers had a choice between Competition and Arceaux carriers until the former was phased out.
This lift was the sister of the American Eagle lift that is currently being removed from Copper Mt, and one of the first detachable quads built in Grand Junction
Poma of America’s first unique detachables were built in 1988 (White Peaks at Waterville NH, Rainier Express at Crystal Mtn WA, and the Angel Express at Sunshine Village). Apparently the technology seen in the unnamed 1988 terminals is almost exactly the same as the Competition terminals (seen on Squaw One, current North Ridge at the bush, and former Eagle), just with a different enclosure. Big Burn at Snowmass (1987 Poma) may also be somewhat related from a technological standpoint, but (correct me if I’m wrong) I believe most of that lift was fabricated in France.
The pre-1988 terminals were all shipped over from Europe, but at one point they started installing them with North American crews. They offered both the Falcon and Competition chair for 1989 because the Sachem Quad at Okemo has them too.
Yes that’s what I meant. Said it a bit unclearly. My theory to the Falcon or Arceaux/Performant debate is that the chairs and terminals were sold as Falcon North American while in Europe they were sold as Arceaux and Performant for the chairs and terminals respectively.
This is a backup to the Funitel. It runs weekends and holidays and will only run mid-week if there are excessive crowds at the Funitel, or if the Funitel is having mechanical issues.
Headwall Express used to have footrests, and Siberia 6’s chairs were delivered with footrests, though had them cut off after the chairs were put on the line and before the lift ever saw public service.
Of the four Competition lifts built in the US, this and the North Ridge Express still use their chain contours. American Eagle also had a chain contour all the way through its removal last year, while the Beaver Run SuperChair was converted to tire contours sometime around 1999.
And all three Competition terminal lifts use different chair designs, interestingly: Squaw One here uses Arceaux chairs, the North Ridge Express uses its original Competition chairs, and the Beaver Run SuperChair has used Omega chairs since 2014.
This lift is actually one of my favorite lifts at Squaw Valley as I love its unique design and I really like the Arceaux chairs with footrests even if many people dislike footrests. I mean it is a long lift. I really want to see them keep it for a while longer. I do assume after they build the new connector replace granite chief and red dog it will be next to go, mainly due to its age, but then again it never really gets crowded.
I agree. It would be good if they could do a terminal replacement like Mt Bachelor did with Pine Martin, or Stowe with Forerunner. Issue is I am not aware of any examples like that with Poma lifts.
I have to say though the terminal design is one of my favorite parts and would most likely prefer them to simply upgrade the gear inside ie, convert from chains to tires.
This is a lift that honestly should run more often, since it provides direct access to Siberia, Big Blue and Headwall, plus has a few intermediate trails of its own.
This lift and Broken Arrow are both underutilized as secondary lifts. Given that the two are both needed to lap most of Broken Arrow’s terrain, I think it would be a good idea if they were replaced with a single detachable lift going from Squaw One’s bottom terminal to Broken Arrow’s top terminal. Intermediate skiers would still be able to use the lift and lap practically all of the terrain they can in the current alignment, while Big Blue and Headwall would both remain accessible from the summit.
With covid deterring many people from riding the Funitel or Cable Car this year for obvious reasons, this lift has been a workhorse this season. Similar to the Funitel, not many people lap this lift. There can be a line in the morning but it usually clears out as people move up the mountain. I wouldn’t be surprised if it racked up the most hours this season that it ever has in it’s 32 years.
The Covid ski season of 2020-2021 definitely was the time for auxiliary lifts to shine, and for ski resorts that removed their auxiliary lifts to feel regret for their choice!
I think in 2022, Palisades should upgrade this to a D-Line 8 with all the features, custom terminal skin resembling a large spacejet terminal design just for the aesthetic front, but latest D-Line internals and under the hood equipment like DDD(Direct Drive) and all.
Maybe even a download capability as well for this lift. Far East Express by Garaventa can follow suit in the following year or two.
What need is there for download capacity when you have a high capacity funitel on the same alignment?
Also, we haven’t seen any investment from Doppelmayr here since Shirley Lake and that lift was more CTEC than Doppelmayr. It still doesn’t make sense to me why there should be a spacejet skin on a D-line. While many people aren’t a fan of the D-line’s exterior, I don’t understand why another non themed skin should be preferred. If it was the aesthetics the ski area cared about, the terminal interior would be integrated into a building, similar to what is happening at Loon.
Regarding a 8 pack, it just doesn’t make sense for a lift that only serves terrain accessible by the funitel. Is the funitel getting too crowded that a capacity boost is needed? If so, wouldn’t operating this lift be enough for out of base capacity?
Lift Blog 
This Lift should have Competition chairs to match the terminals
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I just noticed that! Both Sugarbush and Copper had Competition carriers. Sugarbush had a slightly newer terminal design than Copper and Squaw Valley.
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The North Ridge Express and Beaver Run SuperChair use a different variant of the Competition terminal, where the inside end of the terminal is flat, rather than slanted like it is on Squaw One and the former American Eagle.
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A similar lift exists in Ontario, also has the Arceaux carriers as opposed to the Competition. I’m pretty sure that, as with Doppelmayr CTEC in the early 2000s, customers had a choice between Competition and Arceaux carriers until the former was phased out.
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Is the lift your talking about the Louis Express Quad at Mount Saint Louis Moonstone: https://www.youtube.com/watch?v=pzaPtz9SRME
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This lift was the sister of the American Eagle lift that is currently being removed from Copper Mt, and one of the first detachable quads built in Grand Junction
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Poma of America’s first unique detachables were built in 1988 (White Peaks at Waterville NH, Rainier Express at Crystal Mtn WA, and the Angel Express at Sunshine Village). Apparently the technology seen in the unnamed 1988 terminals is almost exactly the same as the Competition terminals (seen on Squaw One, current North Ridge at the bush, and former Eagle), just with a different enclosure. Big Burn at Snowmass (1987 Poma) may also be somewhat related from a technological standpoint, but (correct me if I’m wrong) I believe most of that lift was fabricated in France.
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The pre-1988 terminals were all shipped over from Europe, but at one point they started installing them with North American crews. They offered both the Falcon and Competition chair for 1989 because the Sachem Quad at Okemo has them too.
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Sachem has Arceaux / Falcon carriers.
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Yes that’s what I meant. Said it a bit unclearly. My theory to the Falcon or Arceaux/Performant debate is that the chairs and terminals were sold as Falcon North American while in Europe they were sold as Arceaux and Performant for the chairs and terminals respectively.
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the original name of this lift was Squaw Peak Express
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She’s about to be renamed again. Any suggestions? Sunnyside Express or Olympic Valley Express would be logical.
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Cornice I Express
Vallee Express
Searchlight Express
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if you wanted a very “to the point name” auxiliary express.
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I think sunnyside or Olympic One would be good
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Is this an auxiliary lift or main lift?
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auxiliary
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This is a backup to the Funitel. It runs weekends and holidays and will only run mid-week if there are excessive crowds at the Funitel, or if the Funitel is having mechanical issues.
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Auxiliary lift that typically runs on weekends/holidays and or if the Funitel is down for maintenance
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This and Silverado are the only two lifts at squaw valley with footrests.
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Headwall Express used to have footrests, and Siberia 6’s chairs were delivered with footrests, though had them cut off after the chairs were put on the line and before the lift ever saw public service.
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If you look at the 4th picture you can see that this lift was never converted to tire contours and still retains it’s original chain driven system.
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Of the four Competition lifts built in the US, this and the North Ridge Express still use their chain contours. American Eagle also had a chain contour all the way through its removal last year, while the Beaver Run SuperChair was converted to tire contours sometime around 1999.
And all three Competition terminal lifts use different chair designs, interestingly: Squaw One here uses Arceaux chairs, the North Ridge Express uses its original Competition chairs, and the Beaver Run SuperChair has used Omega chairs since 2014.
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This lift is actually one of my favorite lifts at Squaw Valley as I love its unique design and I really like the Arceaux chairs with footrests even if many people dislike footrests. I mean it is a long lift. I really want to see them keep it for a while longer. I do assume after they build the new connector replace granite chief and red dog it will be next to go, mainly due to its age, but then again it never really gets crowded.
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I agree. It would be good if they could do a terminal replacement like Mt Bachelor did with Pine Martin, or Stowe with Forerunner. Issue is I am not aware of any examples like that with Poma lifts.
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I have to say though the terminal design is one of my favorite parts and would most likely prefer them to simply upgrade the gear inside ie, convert from chains to tires.
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The Beaver Run SuperChair exists as proof that a tire conversion is possible on this model of terminal.
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Stowe’s is a completely new lift.
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This is a lift that honestly should run more often, since it provides direct access to Siberia, Big Blue and Headwall, plus has a few intermediate trails of its own.
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It is a good lapping lift but most people don’t use it because of the length or because they don’t know about it.
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This lift and Broken Arrow are both underutilized as secondary lifts. Given that the two are both needed to lap most of Broken Arrow’s terrain, I think it would be a good idea if they were replaced with a single detachable lift going from Squaw One’s bottom terminal to Broken Arrow’s top terminal. Intermediate skiers would still be able to use the lift and lap practically all of the terrain they can in the current alignment, while Big Blue and Headwall would both remain accessible from the summit.
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https://www.youtube.com/watch?v=xs3xvzmflvc&t=136s Video I took of the lift ride
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With covid deterring many people from riding the Funitel or Cable Car this year for obvious reasons, this lift has been a workhorse this season. Similar to the Funitel, not many people lap this lift. There can be a line in the morning but it usually clears out as people move up the mountain. I wouldn’t be surprised if it racked up the most hours this season that it ever has in it’s 32 years.
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The Covid ski season of 2020-2021 definitely was the time for auxiliary lifts to shine, and for ski resorts that removed their auxiliary lifts to feel regret for their choice!
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This has officially been renamed “Wa She Shu”
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Source?
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A friend who works for Alterra. Look out for a press release or some sort of social media announcement either today or tomorrow.
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I think in 2022, Palisades should upgrade this to a D-Line 8 with all the features, custom terminal skin resembling a large spacejet terminal design just for the aesthetic front, but latest D-Line internals and under the hood equipment like DDD(Direct Drive) and all.
Maybe even a download capability as well for this lift. Far East Express by Garaventa can follow suit in the following year or two.
https://3dwarehouse.sketchup.com/model/c2803945-1601-4e2e-a9c5-e06e8365a88d/D-Line-CLDB8-with-Spacejet-terminal-skin
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They’re not doing a D-Line on this one. It’s more likely to be a project by LPA.
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What need is there for download capacity when you have a high capacity funitel on the same alignment?
Also, we haven’t seen any investment from Doppelmayr here since Shirley Lake and that lift was more CTEC than Doppelmayr. It still doesn’t make sense to me why there should be a spacejet skin on a D-line. While many people aren’t a fan of the D-line’s exterior, I don’t understand why another non themed skin should be preferred. If it was the aesthetics the ski area cared about, the terminal interior would be integrated into a building, similar to what is happening at Loon.
Regarding a 8 pack, it just doesn’t make sense for a lift that only serves terrain accessible by the funitel. Is the funitel getting too crowded that a capacity boost is needed? If so, wouldn’t operating this lift be enough for out of base capacity?
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I don’t see any need for a replacement here unless the lift is absolutely broken. It does not get enough use.
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