Norway contains the world's only bike escalator, and it is excellent

Image: Trampe 5927 via Flickr.

Cycling’s great – it’s cheap, healthy, and environmentally friendly. But unless you’re a masochist, cycling gets rapidly less great when you’re faced with a giant hill.

That’s why it’s a little surprising that cycling escalators aren’t more common. The first was installed in Trondheim, Norway in 1993. And, as far as we can tell, it’s still the only one in the world.

The escalator, originally known as the “Trampe” but recently renovated and relaunched as the “Cyclocable”, can pull up to five cyclists at a time up the city’s 150m long Brubakken Hill. It can also pull along skateboards and other wheeled objects.

Image: Jonas Ahrentorp via Flickr.

The system actually connects to the cyclist's foot, not their bike: users place one foot on a shelf connected to the system's conveyor belt, which then drags both bike and rider up the hill.

Here’s a video of the escalator in action:

The escalator travels at around 5 mph, which has led some cyclists to complain that it’s “too slow” and they’d be able to cycle up the steep hill faster without mechanical aid (good luck). Others on the Cyclechat forum have complained that using a cycle escalator is not really in the spirit of the exercise. One cyclist commented:

I think that’s cheating… nothing wrong with getting off and walking.

According to Slate’s Atlas Obscura blog, bike escalator systems cost between $2,400 and $3,200 a yard (about £1300-£1900 per metre) to construct, which may be why they haven’t caught on elsewhere. But motorways cost around £17,000 a yard and are way less fun – so bring on the bike escalators, we say.

 
 
 
 

What's actually in the UK government’s bailout package for Transport for London?

Wood Green Underground station, north London. Image: Getty.

On 14 May, hours before London’s transport authority ran out of money, the British government agreed to a financial rescue package. Many details of that bailout – its size, the fact it was roughly two-thirds cash and one-third loan, many conditions attached – have been known about for weeks. 

But the information was filtered through spokespeople, because the exact terms of the deal had not been published. This was clearly a source of frustration for London’s mayor Sadiq Khan, who stood to take the political heat for some of the ensuing cuts (to free travel for the old or young, say), but had no way of backing up his contention that the British government made him do it.

That changed Tuesday when Transport for London published this month's board papers, which include a copy of the letter in which transport secretary Grant Shapps sets out the exact terms of the bailout deal. You can read the whole thing here, if you’re so minded, but here are the three big things revealed in the new disclosure.

Firstly, there’s some flexibility in the size of the deal. The bailout was reported to be worth £1.6 billion, significantly less than the £1.9 billion that TfL wanted. In his letter, Shapps spells it out: “To the extent that the actual funding shortfall is greater or lesser than £1.6bn then the amount of Extraordinary Grant and TfL borrowing will increase pro rata, up to a maximum of £1.9bn in aggregate or reduce pro rata accordingly”. 

To put that in English, London’s transport network will not be grinding to a halt because the government didn’t believe TfL about how much money it would need. Up to a point, the money will be available without further negotiations.

The second big takeaway from these board papers is that negotiations will be going on anyway. This bail out is meant to keep TfL rolling until 17 October; but because the agency gets around three-quarters of its revenues from fares, and because the pandemic means fares are likely to be depressed for the foreseeable future, it’s not clear what is meant to happen after that. Social distancing, the board papers note, means that the network will only be able to handle 13 to 20% of normal passenger numbers, even when every service is running.


Shapps’ letter doesn’t answer this question, but it does at least give a sense of when an answer may be forthcoming. It promises “an immediate and broad ranging government-led review of TfL’s future financial position and future financial structure”, which will publish detailed recommendations by the end of August. That will take in fares, operating efficiencies, capital expenditure, “the current fiscal devolution arrangements” – basically, everything. 

The third thing we leaned from that letter is that, to the first approximation, every change to London’s transport policy that is now being rushed through was an explicit condition of this deal. Segregated cycle lanes, pavement extensions and road closures? All in there. So are the suspension of free travel for people under 18, or free peak-hours travel for those over 60. So are increases in the level of the congestion charge.

Many of these changes may be unpopular, but we now know they are not being embraced by London’s mayor entirely on their own merit: They’re being pushed by the Department of Transport as a condition of receiving the bailout. No wonder Khan was miffed that the latter hadn’t been published.

Jonn Elledge was founding editor of CityMetric. He is on Twitter as @jonnelledge and on Facebook as JonnElledgeWrites.