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In 1912 its energy provision was replaced by a hydraulic engine powered by a Pelton turbine. For example, the Giessbachbahn in the Swiss canton of Berne, opened in 1879, was originally powered by water ballast. Some funiculars of this type were later converted to electrical power. Another example, the funicular Neuveville - St-Pierre in Fribourg, Switzerland, is of particular interest as it utilizes waste water, coming from a sewage plant at the upper part of the city. The Bom Jesus funicular built in 1882 near Braga, Portugal is one of the extant systems of this type.
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The movement is controlled by a brakeman using the brake handle of the rack and pinion system engaged with the rack mounted between the rails. The water is drained at the bottom, and the process repeats with the cars exchanging roles. The car at the top of the hill is loaded with water until it is heavier than the car at the bottom, causing it to descend the hill and pull up the other car. Water counterbalancing įor a list of water-powered funiculars, see Category:Water-powered funicular railways.Ī few funiculars have been built using water tanks under the floor of each car that are filled or emptied until just sufficient imbalance is achieved to allow movement. The Abt rack and pinion system was also used on some funiculars for speed control or emergency braking.
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The first funicular caliper brakes which clamp each side of the crown of the rail were invented by the Swiss entrepreneurs Franz Josef Bucher and Josef Durrer and implemented at the Stanserhorn funicular, opened in 1893. In case of an emergency the cars are also equipped with spring-applied, hydraulically opened rail brakes. įor emergency and service purposes two sets of brakes are used at the engine room: the emergency brake directly grips the bullwheel, and the service brake is mounted at the high speed shaft of the gear. Modern installations also use high friction liners to enhance the friction between the bullwheel grooves and the cable. This arrangement has the advantage of having twice the contact area between the cable and the groove, and returning the downward-moving cable in the same plane as the upward-moving one. The bullwheel has two grooves: after the first half turn around it the cable returns via an auxiliary pulley. The bullwheel in its turn transfers its torque to the haul rope by friction. In most modern funiculars, the propulsion is provided by an electric motor which is linked via a speed-reducing gearbox to a large pulley – a drive bullwheel. Types of power systems Electric motor įunicular wheelset with Abt rack and pinion brake It is also used in systems where the engine room is located at the lower end of the track (such as the upper half of the Great Orme Tramway) – in such systems, the cable that runs through the top of the incline is still necessary to prevent the carriages from coasting down the incline. This practice is used on funiculars with slopes below 6%, funiculars using sledges instead of carriages, or any other case where it is not ensured that the descending car is always able to pull out the cable from the pulley in the station on the top of the incline. One advantage of such an installation is the fact that the weight of the rope is balanced between the carriages therefore, the engine no longer needs to use any power to lift the cable itself. In these designs, one of the pulleys must be designed as a tensioning wheel to avoid slack in the ropes. In some installations, the cars are also attached to a second cable – bottom towrope – which runs through a pulley at the bottom of the incline.
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įor passenger comfort, funicular carriages are usually (although not always) constructed so that the floor of the passenger deck is horizontal, and not necessarily parallel to the sloped track. Since the weight of the two cars is counterbalanced (except for the weight of passengers), no lifting force is required to move them – the engine only has to lift the cable itself and the excess passengers, and supply the energy lost to friction by the cars' wheels and the pulleys. While one car is pulled upwards by one end of the haul rope, the other car descends the slope at the other end. If the railway track is not perfectly straight, the cable is guided along the track using sheaves – unpowered pulleys that simply allow the cable to change direction. Instead, both cars are permanently connected to the opposite ends of the same cable, known as a haul rope this haul rope runs through a system of pulleys, whose movement is controlled in the engine room (usually at the upper end of the track). In a funicular, neither of the two carriages is equipped with an engine or uses any power to move along the track. 1.2.1 Turnout systems for two-rail funiculars.