Implementation: the Complex Creation of the World's Largest Aerial Cable Car System

The Mi Teleférico cable car system system is hugely impactful for the neighboring cities of La Paz and El Alto; it is also incredibly complex. With 10 color coded lines that span over 30 kilometers, the system is the largest aerial cable car network in the world. With a system this expansive, one question frequently arises: how did it emerge? 

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To find out, I interviewed Alan Vera, an engineer and mobility specialist who had an integral role in the planning and implementation of the system. In the interview, Vera detailed everything from financing the system, to collecting data for station locations. He began by explaining why La Paz and El Alto needed a different transportation system to begin with, and how aerial cable cars were chosen. 

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Vera described how the cities of La Paz and El Alto, despite their physical proximity, were incredibly separated before the cable cars. La Paz sits within a deep canyon, while El Alto sits on the plane on the rim of the canyon. So, despite their proximity, travel between the two cities prior to the cable cars was difficult and required taking congested, winding roads down the side of the canyon. For this reason, Vera explained, the choice of an aerial cable car system was obvious; it was the only system that could effectively connect two adjacent cities with drastically different altitudes. Furthermore, before the cable cars, buses were the only public transportation option, and they often struggled to accommodate demand. 

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After discussion and debate, ex-president of Bolivia, Evo Morales, proposed the cable car system in July of 2012; then began the planning. According to Vera, before any construction started, extensive transportation and population data was collected across the metropolitan area to estimate passenger demand. This data was collected primarily by Bolivia’s ministry of public works, service, and housing. In the data, travel patterns were analyzed and projected ridership was estimated, allowing for adequate information to determine where stations should be located. Stations also needed to maximize accessibility and deal with engineering and financial constraints. Vera explained that there were debates over station placement, but that these challenges were ultimately resolved. 

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The next hurdle for the project was financing. At the time of Mi Teleférico’s construction, Bolivia was experiencing economic prosperity, primarily due to natural resource discoveries. For this reason, the first stage of the cable car system, estimated to cost upwards of 200 million USD, was financed entirely by the Bolivian national government, with an internal loan from the Central Bank of Bolivia. However, for later expansions of the system, the government partnered with external organizations, like the Inter-American Development Bank (IDB). 

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After funds were secured, the next challenge was designing the system. The cars were to be fully electric with zero direct emissions during operation. The main power source for the system comes from the public grid, which relies on local hydro-electric power. Vera also explained how each cabin is equipped with solar panels that provide electricity for lighting, automatic doors, security cameras, and wifi within the cabins. Vera also explained that the topic of accessibility was heavily discussed and considered during the planning of the system. As a result, all cabins are now wheelchair accessible. 

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Once the station locations were selected, funding was secured, and cabins were designed, construction could begin. Construction began in 2012 and was completed by the Doppelmayr Garaventa Group, an Austrian-Swiss ropeway manufacturer. The first three lines of the system (the red, yellow, and green lines) opened in May of 2014. Over the next five years, construction continued and the system expanded to include 10 lines. 

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According to Vera, Mi Teleférico has been highly useful since its implementation, as it allows for zero traffic congestion, predictable travel times, and almost no waiting. Beyond that, the system is accessible and reliable. Vera also briefly discussed how the system has strengthened the relationship between La Paz and El Alto. But rather than creating entirely new connections, he explained that the system reinforced strong ties that already existed. 

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To conclude the interview, Vera discussed next steps for transportation in the city. Although Mi Teleférico itself functions effectively, Bolivia’s transportation system is not fully integrated. Vera described how potential future improvements could include integration of public transport cards, so that one card can be used for both the cable cars and public buses. 

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Ultimately, Vera emphasized that the greatest implementation challenges—financing the project and determining station locations—were ultimately overcome through extensive planning and political commitment. More than a decade after construction began, Mi Teleférico has become one of the defining features of transportation in La Paz and El Alto. Yet, as Vera noted, its continued success will depend not only on expanding the network but also on integrating it more effectively with the region's broader transportation system.