Plan- och byggprojekt

Stadslinbana i Göteborg – kunde ha blivit ett nytt sätt att åka kollektivt

Det vinnande arkitektförslaget: En jury har utsett det vinnande designförslaget för stationer och torn längs den planerade stadslinbanan. Förslaget heter New Beacons och bakom det står Amsterdam-baserade arkitekt- och designkontoret UNStudio och Göteborgs-baserade Kjellgren Kaminsky Architecture.

Nu är det sista beslutet fattat och det innebär att projekt Göteborgs stadslinbana Järntorget – Wieselgrensplatsen avbryts och inte blir verklighet. Den politiska processen har pågått sedan i december 2019 i både Göteborgs Stad och i Västra Götalandsregionen då stadslinbanan finansieras genom den så kallade Sverigeförhandlingen där de båda organisationerna är partners med staten. Nu har Göteborgs Stad och Västra Götalandsregionen inlett förhandling med staten om att avbryta avtalet om Göteborgs stadslinbana Järntorget – Wieselgrensplatsen.



Du hittar mer information på:
Göteborgs Stads webbplats om stadsutveckling Göteborg

Vad händer just nu?

Är du nyfiken på vad som händer med linbanan just nu? Läs mer på Göteborgs Stads webbplats om stadsutveckling Göteborg

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Diarienummer

  • Diarienummer TK

Kontaktuppgifter

Trafikkontoret

  • Telefon 031-365 00 00
  • E-post trafikkontoret@trafikkontoret.goteborg.se

Prenumerera på uppdateringar

Du kan prenumerera på uppdateringar för detta projekt. Information om hur du prenumererar på uppdateringar.

Status och handlingar

  1. Förstudie

  2. Plan utökat förfarande - samråd

    Under planskedet tas ett konkret och detaljerat planförslag fram. Om processen innehållit ett programskede tas synpunkter från detta med i arbetet. När förslaget är klart genomförs ett plansamråd. Efter samrådet upprättas en samrådsredogörelse och granskningshandlingar upprättas.

  3. Åtgärdsvalstudie

    En åtgärdsvalsstudie beskriver val av åtgärder för att lösa ett specifikt problem eller behov. Åtgärdsvalsstudien svarar framförallt på frågorna vad, varför och var.

  4. Genomförandestudie

    • Projekt Göteborgs stadslinbana är avslutat.

    En genomförandestudie görs för att definiera innehåll, kostnader och förutsättningar innan byggstart.

  5. Byggnation

    • Möjlig byggstart är planerad till 2020 men är beroende av att investeringsbeslut fattas under 2019.

  6. Informationsmaterial

  7. In English

    • Building a cable car system across the river was one of the many suggestions that emerged when the City Authority asked the people of Gothenburg for ideas about how we should mark the City's 400th Anniversary in 2021.

      We have continued to work on the idea. What do you think of this?

      Things have moved very quickly indeed. From being a 'fun idea' in 2012, where the emphasis was on it being a tourist attraction, it has developed three years later into a concrete proposal for a new form of public transport. In autumn 2014, the Traffic and Public Transport Authority conducted a preliminary study dealing with a cable car system in Gothenburg.

      The preliminary study reinforces the notion that a cable car system could very well work as a supplementary form of public transport or as a complement to a pedestrian and cycling infrastructure across the river in Gothenburg. A cable car system, with its extremely high frequency and reliability, would be a way of offering passengers a comfortable means of travel with very little energy consumption and relatively low operating costs.

      Report: Gothenburg – Cable Car Best Practices Report

      Report: Cable Car Gothenburg: Cable Car Safety Memo

      What is a cable car system?

      Many people associate cable cars with ski resorts. There are, however, cable car systems in various cities around the world where they are an integral part of the public transport network. Cable car systems can vary in terms of technology although basically they are made up of three components: stations, cables/support masts and gondolas. Imagine the following: At the station at Järnvågen you step into a gondola similar to a bus. It takes you up into the air, around 45 metres above the river, and five minutes later you arrive at the station at Lindholmen. It is estimated that the gondolas will travel at approximately 20 kilometres per hour and depart at intervals of at least eight seconds.

      Advantages and disadvantages of a cable car system

      One of the main advantages of a cable car system is its potential to offer a high frequency service that would offer very good and continuous capacity. Increasing the service level would not result in higher staffing costs as the gondolas do not need to be manned. A cable car system is also extremely energy efficient, virtually silent and a very safe and reliable mode of transport.

      The operating costs are relatively low and the construction time is short as it is possible to build all the support masts at the same time. Generally, it can be said that the investment and operating COSTs are considerably higher for a cable car system than for a bus system but lower than for a tram system. The investment costs, however, are low compared with investment in an alternative cross-river infrastructure.

      One of the disadvantages of a cable car system is that it would be a relatively prominent feature in the city landscape and it would require considerable thought in the design phase for it to blend in. Another disadvantage is that it could be a problem for people who are afraid of heights. It could also be regarded as being unsafe as the gondolas are unmanned and the stations could be deserted unless the location is planned very carefully. Manning the stations is a possibility. Legislation governing cable car systems is currently not adapted to a public transport system.

      System requirements for a cable car route between Järntorget and Wieselgrensplatsen (June 2015)

      • A tri-cable system with a detachable grip that would allow the use of large gondolas that offer good wind stability
      • Gondolas that stop completely for 2 x 20 seconds for smoother entry and exit
      • Vertical clearance across the Göta Älv river of at least 45 metres, which would mean 75-metre-high towers on either side of the river
      • Passenger capacity of around 3,000 standing passengers per hour in both directions
      • A new gondola would arrive every 45 seconds
      • Each gondola would have space for 25-30 standing passengers or a smaller number if there was a mixture of seated passengers, wheelchairs, prams or bicycles
      •The depot for the gondolas would not be located at the southern station (Järntorget)
      • The travelling speed would be six metres per second or approximately 22 kilometres per hour

    Here you will find information in English.

  8. Länkar