Funimag Photoblog, Funimag’s former blog, has just been completely modernized, reorganized, and updated. It now focuses on in-depth articles about funicular railways. You’ll find old articles there, along with new ones that will be published regularly. In the archives, you’ll find all the news published in recent years in the form of posts. As for new news, you’ll now find it, and have been for several years now, on Funimag’s social media channels, particularly on X (formerly Twitter) and BlueSky.
Below are the previously published in-depth articles…
American people do not know and have forgotten that the United States of America have built the most spectacular funiculars but they have practically all disappeared.
It’s something that’s totally unknown, but there was a funicular in the same place as early as 1875, before the very famous one in Montmartre. It was used to build the Sacré-Coeur Basilica.
Le plan incliné des Eaux-Bonnes, aussi appelé plan incliné Valentin-Hourat, est certainement un des plans inclinés funiculaires les plus inconnus en France.
1826, the first railway and the first inclined railway were used to transport granite toward Boston for the purpose of erecting Bunker Hill Monument to commemorate the famous 1775 battle.
The United States of America was a great country of funiculars (inclines) but American people do not know or have forgotten these lost American funiculars.
The United States of America has built the most spectacular funiculars but they have practically all disappeared for a long time.
Here are more than fifty lost or stopped funiculars in order to remember what was the great era of American funiculars. This list is not exhaustive and is just a selection of the most representative ones.
Located on Catalina Island off Los Angeles, the incline was used to link Avalon and the amphitheater to Pebbly Beach on the other side of the hill.
Catalina Island (1904-1923)
Court Flight (1905-1943)
Court Flight incline was the other funicular in downtown Los Angeles. Not so famous as Angels Flight, which was opened in 1901 and is still active, Court Flight funicular linked Bunker Hill to Court Street.
Court Flight (1905-1943)
Fairfax Manor (1913-1930)
Fairfax Manor Incline Railroad was used to access Manor Hill near Redwood in Marin County and promote promote sell lots.
Fairfax Manor (1913-1930)
Los Angeles – Mount Washington (1909-1919)
The Los Angeles & Mount Washington Railway was a funicular which was built to develop the summit of Mt. Washington Hill.
Los Angeles – Mount Washington (1909-1919)
Mount Lowe (1893-1937)
The Mount Lowe Great Incline was part of a great set of railways built to reach top of Mt. Lowe from Pasadena near Los Angeles.
Mount Lowe (1893-1937)
Playa Del Rey (1901-1909)
This funicular was built to access the beach from Playa Del Rey, between the actual Marina Del Rey and Los Angeles International Airport.
Playa Del Rey (1901-1909)
San Francisco – Fillmore Hill (1895-1941)
The Fillmore Hill incline was an independent counterbalance funicular to climb from Broadway to Green and was not connected to the classical San Francisco cable cars.
San Francisco – Fillmore Hill (1895-1941)
San Francisco – Telegraph Hill (1884-1886)
As Fillmore Hill, The Telegraph Hill incline was an independent counterbalance funicular to climb from Broadway to Green and was not connected to the classical San Francisco cable cars. It ran on Greenwich Street from Powell to the Pioneer Pavilion.
San Francisco – Telegraph Hill (1884-1886)
Shasta Springs (1898-1950)
Shasta Springs was a famous resort near Mount Shasta volcano in North California.
Shasta Springs (1898-1950)
Colorado
Golden Castle Rock (1913-1918)
Golden Castle Rock (1913-1918)
Golden Lookout Mountain (1912-1916)
In 1912, the first funicular of Golden was built at top of the Lookout Mountain Park.
Golden Lookout Mountain (1912-1916)
Mount Manitou Incline Railroad (1907-1989)
Mount Manitou incline is certainly the most famous of US disappeared funiculars may be because it was recently closed. Its empty track is today used for vertical runs.
Mount Manitou Incline Railroad (1907-1989)
Manitou Red Mountain (1912-1925)
Few meters only from the famous Mount Manitou Incline and the Pike Peak Cog Railway, there was may be the most unknown US funicular… the Manitou Red Mountain Incline.
Manitou Red Mountain (1912-1925)
Mount Morrison (1909-1914)
The Mount Morrison Incline Railroad was also an unknown and ephemeral funicular but as spectacular as those from Manitou Spring.
Mount Morrison (1909-1914)
Royal Gorge Incline (1931-2013)
The Royal Gorge Incline was in operation since recently but was forced to stop because of big damage after fire in the area.
Royal Gorge Incline (1931-2013)
Seven Falls (….-1992)
Located near Colorado Springs, the Seven Falls is a famous natural spot. A funicular was first built to help visitors to access the gorge… today it is replaced by an underground vertical lift.
Seven Falls (….-1992)
Florida
Tampa Harbour Island People Mover (1985-1999)
A very short life for this cable Automated People Mover which was built to link the Harbour Island to downtown Tampa in Florida. Today, every thing is gone.
Tampa Harbour Island People Mover (1985-1999)
Iowa
Dubuque Eleventh Street (1883-1927)
On 11th Street there was the second funicular of Dubuque which was less famous than Fenelon Place Elevator which is on 4th Street.
Dubuque Eleventh Street (1883-1927)
Michigan
Kalamazoo Western Michigan College (1908-1949)
This funicular was located inside Western Michigan University of Kalamazoo. In 2002 a replica was built by some students but it is only a static exposition.
Kalamazoo Western Michigan College (1908-1949)
Macatawa Lookout Pavillion (…-…)
The Angel’s Flight Inclined Railway of Macatawa was built to reach the top of Lookout Point over Lake Michigan.
Granite Railway and Incline– The first railroad in America (1826-1940)
Granite Railway & Granite Incline were located south of Boston. They were the first railway and the first inclined railway in America. They were built in 1826 transport granite stone from Quincy quarry to erect the Bunker Hill Monument of Boston for the fiftieth anniversary of the Battle of Bunker Hill. More details about Granite Railway and its incline
Granite Railway and Incline– The first railroad in America (1826-1940)
Mount Holyoke Summit House (1858-1951)
A tramway and a covered funicular was built to transport tourists to the Mont Holyoke Hotel at the top of the hill.
Mount Holyoke Summit House (1858-1951)
Mount Tom Railroad (1897-?)
Located new Holyoke, a railroad and a funicular were built to reach the summit of the Mount Tom above the western bank of the Connecticut River.
Mount Tom Railroad (1897-?)
Montana
Lewis and Clark Caverns (1947-1973)
Lewis and Clark Caverns were first accessible with a Jeep railway and a funicular. Unfortunately both of them were forced to close for administrative reasons.
Lewis and Clark Caverns (1947-1973)
North Carolina
Ghost Town in the Sky (1961-2002)
Ghost Town in the Sky is a Wild West-themed amusement park on top of a mountain in Maggie Valley which was accessible by a double funicular composed of four cars of 48 passengers each. The park is now accessible by two chairlifts.
Ghost Town in the Sky (1961-2002)
New Hampshire
Cranmore Skimobile (1938-1989)
Cranmore Skimobile was composed of 192 cable hauled cars in two sections to transport skiers and sightseers on top of Mount Cranmore in North Conway (New Hampshire).
Cranmore Skimobile (1938-1989)
Uncanoonuc Incline Railway (1907-1941)
Uncanoonuc Incline Railway and Development Company built an electric railway from Goffstown to the top of Mount Uncanoonuc near Manchester (New Hampshire).
Uncanoonuc Incline Railway (1907-1941)
New Jersey
Hoboken wagon lift (1874-1928)
The Hoboken wagon lift was a funicular used to lift vehicles from the foot of Paterson Plank Road to Jersey City Heights and close to the famous Hoboken Elevated Railway railway trestle.
Hoboken wagon lift (1874-1928)
Morris Canal Inclined Planes (1830-1924)
The Morris Canal was a 172 km canal used to transport coal on boats from Delaware river to Hudson river at Jersey City. There was 23 water-driven inclined planes the Morris Canal.
Morris Canal Inclined Planes (1830-1924)
Weehawken wagon lift (1892-?)
The Weehawken wagon lift was a funicular used to lift vehicles from the foot of Hackensack Plank Road to West Hoboken (now Union City).
Weehawken wagon lift (1892-?)
West Orange Cable Road (1892-1906)
The West Orange Cable Road was a cable railway up the mountain in West Orange.
West Orange Cable Road (1892-1906)
New York
Harriman Mansion (1904-1925)
Edward Henry Harriman (1848–1909) director of the Union Pacific Railroad had a mansion built (today Arden House) on the heights of Turner (today Harriman, Orange County) with a funicular with a steam powered hoist to access it.
Harriman Mansion (1904-1925)
Lake George Prospect Mountain (1895-1903)
The Lake George Prospect Mountain railway was built by Otis to climb the top of Prospect Mountain west from Lake George City.
Lake George Prospect Mountain (1895-1903)
Mount Beacon Incline Railway (1901-1978)
The Mount Beacon Incline Railway was a funicular railroad up to Mount Beacon at Beacon on left bank of Hudson River.
Mount Beacon Incline Railway (1901-1978)
New York – Brooklyn Bridge Cable Railway (1883-1908)
At New York, Brooklyn Bridge is very famous as highway to cross East River but many people have forgotten that at the beginning there were special train shuttles that gripped a cable driven by a static steam engine and were then moved to the other track by steam locomotives for the next departure (From 24-Sep-1883 till end 27-Jan-1908).
New York – Brooklyn Bridge Cable Railway (1883-1908)
Knickerbocker Ice Company mined the ice from Rockland Lake and to transport the blocks of ice to New York needed to build a steam-powered funicular to cross Hook Mountain and down to the Hudson River.
Rockland Lake Knickerbocker Ice Co. (1860-1924)
Sea Cliff Incline Railway (1886-1907)
Located at Sea Cliff on Long Island, the Sea Cliff Incline Railway was used to transport passengers of steam boats from the dock to the top of the hill were was the Sea Cliff Hotel.
Sea Cliff Incline Railway (1886-1907)
Yonkers, Park Hill Elevator (1894-1937)
At Yonkers, near Otis headquarter, an Otis hydraulic inclined elevator was built to link two Victorian buildings in Park Hill between 83 Alta Avenue and 32 Undercliff Street.
Yonkers, Park Hill Elevator (1894-1937)
Ohio
Cincinnati
The city of Cincinnati is famous to have been a great city of 6 early big funiculars mainly capable to transport streetcars and other vehicles on the top of the hills but in 1948 all the inclines were gone!
Cincinnati / Bellevue Incline (1876-1926)
Also known as the Cincinnati & Clifton Inclined Plane Railroad, the Bellevue Incline was able to transport tramway and other vehicles from Elm Street at McMicken Avenue to Ohio Avenue.
Cincinnati / Bellevue Incline (1876-1926)
Cincinnati / Fairview Incline (1892-1923)
Cincinnati / Fairview Incline (1892-1923)
Cincinnati / Mount Adams Incline (1876-1948)
The Mount Adams & Eden Park Inclined Railway was the last and most famous funicular of Cincinnati. It was designed to transport street cars up to Adams Hill, the Zoo and Eden Park.
Cincinnati / Mount Adams Incline (1876-1948)
Cincinnati / Mount Auburn Incline (1871-1898)
The Mount Auburn or Main Street Incline was the first funicular of Cincinnati. First it was a passenger only incline than it was modified with an open platform to transport tramways and horse-driven vehicles.
Cincinnati / Mount Auburn Incline (1871-1898)
Cincinnati / Price Hill Inclines (1874-1943)
The Price Hill Inclines was composed of two separate funiculars. One was reserved for passengers only (on the left of the photo) and the other one was reserved for freight and vehicles.
Cincinnati / Price Hill Inclines (1874-1943)
Pennsylvania
Allegheny Portage Railroad (1834-1857)
The Allegheny Portage Railroad was a 36-mile railroad built to cross the Allegueny Moutains and to link Johnstown on Conemaugh River and Hollydaysburg near Altoona. The railroad was able to transport canal boats on rail and over the moutain with 10 funicular inclined planes.
The Hazleton Railroad was in charge to transport coal from Weatherly from top of the mountain down to the Lehigh River valley. Inclined planes were built at Penn Haven (actually Penn Junction) to reach the bottom of the valley.
Ashley Inclined Planes (1843-1948)
Penn Haven Inclines (1851-1864)
The Hazleton Railroad was in charge to transport coal from Weatherly from top of the mountain down to the Lehigh River valley. Inclined planes were built at Penn Haven (actually Penn Junction) to reach the bottom of the valley.
Penn Haven Inclines (1851-1864)
PITTSBURGH
Pittsburgh is unquestionably the American city that has had the most funiculars. The city counted up to 20 funiculars. Today there are only two: Monongahela Passenger Incline and Duquesne Incline.
Pittsburgh – Castle Shannon Incline (1890-1964)
The Castle Shannon Incline was carrying passengers and vehicles. It ran from Carson Street (near the present-day trolley tunnel) to Bailey Avenue on Mt. Washington. It was originally steam powered, and was converted to electric in 1918. Close to it there was also the Castle Shannon Coal Incline in charge to transport and the Castle Shannon South which was a kind of cable railroad to bring passengers to the main Castle Shannon Incline.
The Monongahela Incline which is still in use since 1870 is the oldest funicular in USA (right on the photo). In 1883 a second incline was built just on the left of the 1870 passenger incline. The Monongahela Freight Incline (left on the photo) was reserved for freight and vehicles and was dismantled in 1935.
The Mount Oliver Inclined Railway Company built an incline whose engine house was located on Mount Washington near Mount Oliver Street and down to the Southside.
The Norwood Incline (or Penny Incline because a penny was charged to use it) ran from Island Avenue near Adrian Street to Desiderio Avenue between McKinnie Avenue and Highland Avenue McKees Rocks/Stowe.
The Nunnery Hill Incline was the first curved track incline in Pittsburgh. It linked Federal Street at Henderson Street (formerly Fairmount Street), North Side, to Catoma Street near Meadville Street (formerly Clyde Street).
Pittsburgh – Nunnery Hill Incline (1887-1899)
Pittsburgh – Penn Incline (1883-1953)
The Penn Incline (or 17th Street Incline) was a freight, vehicles and passengers funicular railway from 17th Street between Liberty and Penn avenues in the Strip District to Arcena (Ridgeway) Street near Ledlie Street in the Hill District.
Pittsburgh – Penn Incline (1883-1953)
Pittsburgh – Knoxville Incline (1890-1960)
The Knoxville Incline was the longest incline in Pittsburgh with 806 meters and a curve in the middle of the track. It was designed to transport freight, vehicles and passengers from Arlington Ave at Warrington on Mt. Washington down to Bradish Street on Southside.
Pittsburgh – Knoxville Incline (1890-1960)
The links to the two remaining inclines of Pittsburgh still in use
The Shohola Glen Amusement Park in Pike County operated a switch back railroad from using passenger cars salvaged from the Pa. Coal Company Gravity Railroad that operated from Dunmore to Hawley. One section was an funicular inclined plane.
The Mauch Chunk, Summit Hill & Switchback Gravity Railroad was first designed to transport anthracite from mines on hills down to Lehigh River. In 1874, the railroad was transformed into a tourist attraction that became one of the first roller coasters. Tourists in cars were pulled up two hills (Mount Pisgah and Mount Jefferson) then the cars were released to follow the railroad by gravity.
Mauch Chunk Switchback Gravity Railroad – Mount Pisgah Incline (1827-1933)Mauch Chunk Switchback Gravity Railroad – Mount Jefferson Incline (1827-1933)
Tennessee
Chattanooga – Lookout Mountain First Incline (1886-1898)
The Lookout Mountain Incline was the first Incline (Incline n°1) at Chattanooga to climb to the Lookout Mountain at the old Point Hotel. This incline was located few meters beside the actual Lookout Mountain Incline (Incline n°2) which was built in 1896 and then replaced the incline n°1.
Chattanooga – Lookout Mountain First Incline (1886-1898)
The Kennecott Copper Mine (today Rio Tinto Kennecott) is famous for its big open pit mine near Salt Lake City. During decades inside this big pit there was a real village called Bingham Canyon with many railroads. The village was located at the bottom of the canyon and the train station was on the top of the hill. A funicular was built to reach the village from the train station until 1970 when the village was abandoned and destroyed to expand the open pit mine.
The Washington Hotel (first named Denny Hotel) was built in 1889 on top of Denny Hill. To reach the entrance of the hotel from Third Avenue a short inclined railway was built. The hotel was demolished in 1907 during the regrade of Denny Hill.
Seattle – Washington Hotel (1901-1907)
Diablo Dam – Skagit Incline (1920-2001)
May be one of the most spectacular inclined plane ever built. The Skagit Incline was part of the Skagit Electric railway and was built to carried loaded freight cars and locomotives broadside up the hill to the Diablo Dam. The inclined plane was stopped after September 11 2001 terrorist attack for security reason but is still visible.
Diablo Dam – Skagit Incline (1920-2001)
West Virginia
Mozart Park, Wheeling (1893-1907)
In 1893, a recreational park was built on top of the hill near Mozart area. To link the new Mozart Park to South Wheeling, an incline railway was built near 43rd Street. It operated until 1907 and was replaced by a street car. The Mozart Park itself remained open until 1917.
Mozart Park (1893-1907)
Wisconsin
Milwaukee Shorewood – Atwater Park (1967-1977)
At Shorewood, near Milwaukee, a funicular was built in 1967 at Atwater Park to reach the beach 30 meters down. The two carriages were names “Able Cable” and “Twinkle Toes”. The cliff railway was dismantled in 1987.
The 7th Avenue West Incline was built in 1891 to climb on the top of the Beacon Hill 500 feet above the Duluth harbour on the lake Superior. In 1893, the Beacon Hill Pavilion was built just beside the top station of the incline. It was a big building devoted to concerts, picnics and special events. It was able to receive 5000 people at a time inside and outside in the park. Le funiculaire de la 7th Avenue West a été construit en 1891 afin de pouvoir grimper sur la colline Beacon Hill située à près de 100 mètres au dessus du port de Duluth sur le lac Supérieur. En 1893, le bâtiment Beacon Hill Pavilionfut construit juste à côté de la gare supérieure du funiculaire. C’était une grand bâtiment fait pour des concerts, picnics et lieu évènementiel. Il pouvait accueillir 5000 personnes avec son parc.
(click on the picts to enlarge / cliquer sur les photos pour les agrandir)
1900 – People watching hot-air balloon event at Beacon Hill. The Beacon Hill Pavilion (right), with the top station of the incline (center) and one of the incline car (left). This was the end position of the cars at the top station. The car did not enter in the hangar. 1900 – La foule regarde la préparation d’une ascension en ballon. Le Beacon Hill Pavilion (à droite) la gare supérieure du funiculaire (au centre) et une des deux voitures (à gauche). C’était la position finale de la voiture à la station supérieure. La voiture ne rentrait pas à l’intérieur du hangar.
The incline was a funicular with two large counterbalanced cars large enough to carry horses and passengers running on two parallel tracks. The cars were opened on the front and back to let passengers ans horses in. It was powered by a steam engine located in a large hangar at the top of the track beside the Beacon Hill Pavilion. C’était un funiculaire avec deux grandes voitures (plates formes) suffisamment grandes pour transporter des passagers et des chevaux. Il était propulsé par une machine à vapeur située dans le grand hangar de la gare supérieure à côté du Beacon Hill Pavilion.
1900 – The incline at Beacon Hill / Le funiculaire au sommet du Beacon Hill
The top station of the incline provided shelter to the steam engine (see the chimney) and was also a transfer station with the Highland Park tramway line which started just on the other side of the top station (left on the photo below). La gare supérieure du funiculaire hébergeait la machine à vapeur (voir la cheminée) et servait aussi à la correspondance avec le tramway de la ligne de Highland Park qui commençait de l’autre côté de la gare du funiculaire (à gauche sur la photo ci-dessous).
1900 – Top station of the incline / Gare supérieure du funiculaire Note the gap between the car and the station. We can see the cables in the gap! Notez l’espace entre la voiture et la gare! On aperçoit même les câbles dans l’intervalle!
1900 – The Highland Park street car / Le tramway de la ligne Highland Park The Beacon Hill Pavilion in the background. The top station of the incline can be seenon the right, behind the snow heap. Le Beacon Hill Pavilion est en arrière plan de la photo ci-dessus. On aperçoit la gare supérieure du funiculaire derrière le gros tas de neige à droite.
1900 – Bottom station / La gare basse The bottom station was located on the West Superior Street. The two cars can bee seen on the top of the track, in fact the middle of the line. Note the two wooden gates from where it was possible to access directly through the front of the cars. La gare inférieure du funiculaire était située sur la West Superior Street. On aperçoit les deux voitures en haut de la voie… en fait à mi-distance. Notez aussi les deux portails en bois qui donnaient de front accès aux voitures.
May 28, 1901 – The fire / L’incendie
On May 28, 1901 there was a fire in the steam powerhouse of the top station of the incline! The fire destroyed the top station… and spread to the Beacon Hill Pavilion which was destroyed too! Le 28 mai 1901, il y eu un violent incendie dans la gare supérieure du funiculaire! Le feu détruisit complètement la gare… mais il se propagea aussi au Beacon Hill Pavilion qui fut entièrement détruit aussi!
May 28, 1901 – Smoking ruins of the Beacon Hill Pavilion and top station / Ruines fumantes du Beacon Hill Pavilion et de la gare supérieure This document is exceptional! It shows the still smoking ruins and the car still at the burnt top station… In a few minutes… the cable, which still maintain the car, will break due to the heat which melt the cable! The car hurtled down to the bottom of the slope… and pulverized the bottom station at West Superior street! Ce document est exceptionnel! Il montre les ruines encore fumante du Beacon Hill Pavilion et de la gare supérieure du funiculaire mais aussi la voiture encore stationnée à la gare… Dans quelques minutes… le câble, qui maintient la voiture, va se rompre car il a fondu sous l’effet de la châleur! la voiture va dévaler la pente pour aller fracasser la gare inférieure!
May 28, 1901 – After the fire, the wreck of the incline / Après l’incendie, l’accident de la voiture à la gare basse At West Superior street, the bottom station was pulverized by the car on the right track; the car was also pulverized! Nobody were injured because after the fire at the top station, the rupture of the cable was predicted and the bottom station was evacuated! A la West Superior street, la gare inférieure a été pulvérisée par la voiture de droite qui elle-même a été pulvérisée! Il n’y eu pas de victimes parce qu’après l’incendie la rupture du câble avait été prévue et la gare basse avait été évacuée!
May 28, 1901 – The wreck of the incline / L’accident du funiculaire This is the photo of Quiz #25 Et voilà la photo du Quiz #25
May 28, 1901 – The wreck of the incline / L’accident du funiculaire On this document, you can see the details of the car. It was mostly a platform for carriages and horses. There was a small compartment for passengers on the exterior side of the cars. Sur ce document on peut voir les détails de la voiture. C’était une plate forme pouvant transporter des chariots, des chevaux et des passagers qui disposaient d’une petite cabine allongée sur le côté extérieur des voitures.
May 28, 1901 – The top station after the fire / La gare supérieure après l’incendie This photo was taken after the rupture of the cable… the top car is not there anymore! Interesting details of the pulleys. Cette photo a été prise après la rupture du câble… la voiture qui était stationnée à la gare supérieure n’est plus là! Détails intéressants des grandes poulies.
May 28, 1901 – The top station after the fire / La gare supérieure après l’incendie
First rebuilding (1902-1911) / Première reconstruction (1902-1911)
Six months after the fire and the crash of the right (east) car, the service was restored but with only one car, the left (west) car. The steam engine was replaced by an electric power station. This car (N° 163) was a new car quickly built from a street car body mounted on a platform. On the right track, the second car was replaced by a flat counterweight which was just four wheels carrying a weight! Four bridges were built over the east track to gain access to the car whose entrance was not on the front of the car but on the right side, the interior side! Six mois après l’incendie et le crash de la voiture Est, le service a été rétabli mais avec une seule voiture, celle de la voie de gauche (Ouest). La machine à vapeur a été remplacée par une motorisation électrique. La voiture (n°163) a été construite à la va-vite à partir d’une caisse de tramway posée sur un chariot. Sur la voie de droite, la voiture a été remplacée par un chariot bas sur lequel est posé un contrepoids. Quatre passerelles ont été construites au dessus de la voie de droite pour accéder à la voiture de gauche dont la porte est sur le côté intérieur!
(click on the picts to enlarge / cliquer sur les photos pour les agrandir)
1905- Rebuild of the incline with one car / Reconstruction du funiculaire avec une voiture On the photo you can see the four bridges over the right track corresponding to the four intermediary stops. These bridges do not allow any right car except a flat counterweight which passed below the bridges! At the real top of the right track you can see the flat counterweight… the flat counterweight is at the end of the line. there is no more top station hangar. Sur la photo on peut voir les quatre passerelles qui passent au dessus de la voie de droite pour accéder aux quatre arrêts intermédiaires. Ces passerelles empèchent la circulation d’une voiture sur la voie de droite… par contre elles permettent la circulation du chariot contrepoids qui passe sous les passerelles! Au sommet de la voie de droite on aperçoit d’ailleur le chariot. Il n’y a plus de hangar à la gare supérieure.
1905 – The car with the counterweight / La voiture avec le contrepoids The car N° 163 which looks like a small street car. Note the only door on the interior side of the car and note also one of the four bridges over the right track which was used to access the car at the intermediary stops. A trolley wired was used to supply power for lightning. La voiture n° 163 ressemble à celle d’un petit tramway. Il n’y a qu’une porte d’accès située sur le côté intérieur de la voiture. En haut de la voie de droite on aperçoit une des quatre passerelles d’accès aux stations intermédiaires. La voiture est équipée d’une perche de trolley pour alimenter l’éclairage de la voiture.
1905 – The new bottom station / La nouvelle gare basse Note that the new bottom station was built over the end of the right track! To access the car of the incline, the passengers had to use the narrow door. The wooden gate on the left side is not a door any more. La nouvelle gare basse comprend aussi une petite boutique sur le bas de la voie de droite inutilisée! Pour accéder à la voiture, les passagers utilisent la porte étroite. La barrière en bois sur la gauche n’est plus le portail d’accès à la voiture.
Second rebuilding (1912-1939) / Seconde reconstruction (1912-1939)
This makeshift incline continued until 1911 until two new cars, designed especially for the incline were put in service in 1912. Ce funiculaire improvisé continua son service jusqu’en 1911 jusqu’à ce qu’il soit équipé des deux nouvelles voitures spécialement conçues et qui furent mises en service en 1912.
1912 – The new incline / le nouveau funiculaire You can see the two new cars: one at the top on left track, the second at the bottom station on the right track. Note also that the four bridges have been removed and replaced by four tiny intermediary stations located between the two tracks! To access these stations, passengers used stairs located below the tracks. On aperçoit les deux nouvelles voitures: une au sommet de la voie de droite et l’autre en bas de la voie de droite. A noter aussi que les quatre passerelles ont été supprimées et remplacées par quatre petites stations intermédiaires situées entre les deux voies! On accédait à ces station par des escaliers sous la voie montée sur piliers.
1914 – The new bottom station / La nouvelle gare basse The small shop have been removed and now the bottom station is symmetrical. Note the roof… I am quite sure there was such a roof at the bottom station in 1901 when the car crashed! On the photo of the Quiz #25 we can see such a roof in the middle of the street… La petite boutique a été supprimée et la gare basse est maintenant symétrique. A noter le toit… je suis persuadé qu’il y avait un tel toit à la gare basse en 1901 au moment du crash du funiculaire! Sur la photo du Quiz #25 on voit un tel toit qui a été projeté au milieu de la rue…
1926 – The top station / La gare supérieure This is a very interesting document! It shows the top station which is really minimalist! On the left the east car stopped at the end of the track. To exit/enter the cars, passengers used a small platform located between the tracks. Below the track, the small cube is the power house… above the cube is a small shack used for the operator… over the heads of the couple, the waiting room which looks similar to the four intermediary tiny stations… on the right, the Highland Avenue street car. C’est une photo très intéressante! On y voit la gare supérieure qui est vraiment minimaliste! A gauche la voiture Est est arrêtée en bout de voie. Pour accéder aux voitures, les passagers utilisaient une petite plate forme située entre les deux voies. Sous la voie, le bâtiment en forme de cube abrite la salle des machines… au dessus du cube, une petite baraque utilisée par l’opérateur… au dessus de la tête du couple qui pose, la salle d’attente qui ressemble fortement aux quatre stations intermédiaires… à droite le tramway d’Highland Avenue.
1926 – The Highlang Avenue street car / The tramway de Highlang Avenue The same top station but the photo was taken from the Highland Avenue. On the foreground this is the Highland Avenue street car ans you can see the west car od the incline in the background on the right. Même gare supérieure mais vue depuis Hihland Avenue. Au premier plan le tramway d’Highland Avenue et en arrière plan à droite on voit la voiture ouest du funiculaire.
1939 – The new car / La nouvelle voiture
1939 – Lake Superior and the Aerial Lift Bridge of the Duluth harbour / Le lac Spérieur et le pont levant du port de Duluth
Duluth is more well known for its Aerial Bridge which preceded the actual Aerial Lift Bridge. Duluth est encore plus célèbre pour son pont transbordeur qui précéda le pont levant actuel. See a great shot of the Aerial Bridge (1905) / Ci-dessous une superbe vue du pont transbordeur (1905):
1905 – The Aerial bridge / Le pont transbordeur
See also a great shot of the Aerial Bridge from the great SHORPY site. Voir aussi cette superbe photo du Aerial Bridge sur le très interessant site SHORPY.
1939 – The last days / Les derniers jours Everything is written on the bottom station! This photo is so sad… the incline seems to have no more success… the operator seems desperately waiting for passengers! Tout est écrit sur la gare basse: “Dernière chance – Ne loupez pas cette fameuse excursion – Vue sur les ports jumeaux, à 100 mètres au dessus – Même tarif que le tramway – Le funiculaire va bientôt être supprimé pour cause de modernisation des transports”
The incline closed on September 4, 1939. Le funiculaire a été fermé le 4 septembre 1939.
2 – Duluth Belt Line Incline
Belt Line Incline Railway waiting room, Duluth, Minnesota (USA) Salle d’attente du funiculaire Belt Line Incline Railway, Duluth, Minnesota (USA)
Duluth, Minnesota, had two inclined railways. The most well known was the ‘7th Avenue West Incline’ (1891-1939). But there was another incline which is not known by many people. It was the Belt Line Incline Railway (1889-1917). The bottom station was located at 61st avenue and Grand avenue and the top station at Bayview, Vinland street. Today a power line marks the location of the old cable railway.
Il y avait deux funiculaires à Duluth, Minnesota. Le plus connu était le ‘7th Avenue West Incline’ (1891-1939). Mais il y en avait un autre que très peu de gens connaissent. C’était le Belt Line Incline Railway (1889-1917). Situé beaucoup plus à l’ouest, la gare basse était au croisement de la 61ème avenue et de la Grand avenue et la gare haute se trouvait à Bayview sur la Vinland street. Aujourd’hui une ligne électrique indique l’emplacement de l’ancien funiculaire.
Duluth Belt Line Incline (near 1900)
Map
A – Duluth Belt Line Incline B – Duluth 7th Avenue West Incline
The photos are from the Minnesota Digital Library and with a big work for rebuilding! Les photos sont de la Minnesota Digital Library avec un énorme travail de reconstruction et de restauration.
