Editing Cable car (railway)

{{Short description|Cable-hauled mass transit system}}
{{About|ground-based mass transit|other cable railway systems|Cable railway|other uses|Cable car (disambiguation){{!}}Cable car}}

[[File:11 Cable Car on Powell St crop, SF, CA, jjron 25.03.2012.jpg|thumb|right|A [[San Francisco cable car system|San Francisco cable car]] on the Powell & Hyde line]]

A '''cable car''' (usually known as a '''cable tram''' outside North America) is a type of [[cable railway]] used for [[Public transport|mass transit]] in which rail cars are hauled by a continuously moving [[Wire rope|cable]] running at a constant speed. Individual cars stop and start by releasing and gripping this cable as required. Cable cars are distinct from [[funicular]]s, where the cars are permanently attached to the cable.

[[File:Cable car.theora.ogv|thumb|View from a cable car in San Francisco]]

== History ==
[[File:Minories stationLBR.jpg|thumb|left|Winding drums on the [[London and Blackwall Railway|London and Blackwall]] cable-operated railway, 1840]]

[[File:Cable Driving Plant, Designed and Constructed by Poole and Hunt, Baltimore, MD.jpg|thumb|Cable Driving Plant, Designed and Constructed by Poole & Hunt, Baltimore, MD. Drawing by P.F. Goist, circa 1882. The powerhouse has two horizontal single-cylinder engines. The lithograph shows a hypothetical prototype of a cable powerhouse, rather than any actual built structure.<ref>{{cite book|last=Hilton|first=George W.|title=The Cable Car in America|year=1971|publisher=Howell NorthBooks|location=Berkeley, CA.}}</ref> Poole & Hunt, machinists and engineers, was a major cable industry designer and contractor and manufacturer of gearing, sheaves, shafting and wire rope drums. They did work for cable railways in Baltimore, Chicago, Hoboken, Kansas City, New York, and Philadelphia.<ref>{{cite news|title=The Cable in Chicago: Speeding along the Streets Rapid Transit there for Miles|newspaper=The Baltimore Sun|page= 8|date=Nov 9, 1889}}</ref>]]

The first cable-operated railway to use a moving rope that could be picked up or released by a [[Cable grip|grip]] on the cars was the [[Fawdon Wagonway]], a [[colliery railway line]] that opened in 1826.<ref>Erskine Hazard, "Observations upon Rail-roads", [https://books.google.com/books?id=yrgFAAAAYAAJ&pg=PA275 ''The Franklin Journal and American Mechanics' Magazine''], Vol. III, No. 4 (April 1827); p. 275.</ref><ref>Fawdon Wagonway, [http://sine.ncl.ac.uk/view_structure_information.asp?struct_id=722 Structural Images of the North East] {{webarchive|url=https://web.archive.org/web/20120902001020/http://sine.ncl.ac.uk/view_structure_information.asp?struct_id=722 |date=2012-09-02 }}, University of Newcastle upon Tyne, 26 Mar. 2004.</ref>  

Another began operation in 1840: the [[London and Blackwall Railway]], which hauled passengers in east [[London]], England.<ref>{{cite journal |last=Robertson |first=Andrew |date=March 1848 |title=Blackwall Railway Machinery |journal=The Civil Engineer and Architect's Journal |publisher=Wiley & Putnam |location=New York |volume=11}}</ref> The rope available at the time proved too susceptible to wear and the system was abandoned in favour of [[steam locomotive]]s after eight years. 

In America, the first cable car installation in operation probably was the [[IRT Ninth Avenue Line|West Side and Yonkers Patent Railway]], [[New York City]]'s first-ever [[elevated railway]], which ran from 1 July 1868 to 1870. The collar-equipped cables and claw-equipped cars  proving cumbersome, and the line was closed and rebuilt to operate with [[steam locomotive]]s.

In 1869, [[P. G. T. Beauregard]] demonstrated a cable car at [[New Orleans]]<ref name="St. Charles Streetcar">{{Cite book |title=St. Charles Streetcar, The: Or, the New Orleans & Carrollton Railroad |author=James Guilbeau |date =2011 |publisher =Pelican Publishing Company |isbn=9781879714021 |pages =48–49 }}</ref><ref name="The Streetcars of New Orleans">{{Cite book |title=The Streetcars of New Orleans |author=Louis C. Hennick |author2=Elbridge Harper Charlton |date = 1965 |publisher =Pelican Publishing |isbn=9781455612598 |page =16 }}</ref><ref>{{Cite web |url=https://www.asme.org/getmedia/40ef6e7c-697d-4f77-8daa-059a37f698b3/101-St-Charles-Avenue-Streetcar-Line-1835.aspx |title=St. Charles Avenue Streetcar Line, 1835 |access-date=2016-03-29 |archive-url=https://web.archive.org/web/20161220072405/https://www.asme.org/getmedia/40ef6e7c-697d-4f77-8daa-059a37f698b3/101-St-Charles-Avenue-Streetcar-Line-1835.aspx |archive-date=2016-12-20 |url-status=dead }}</ref> and was issued {{US patent|97343}}.

In 1873, the [[Clay Street Hill Railroad]], which later became part of the [[San Francisco cable car system]], was first tested. Promoted by [[Andrew Smith Hallidie]] with design work by [[William Eppelsheimer]], the line's grips became the model for other cable car transit systems, whose cars were often known as the ''Hallidie Cable Car''.

In 1881, the first such system opened outside San Francisco: the [[Dunedin cable tramway system]] in [[Dunedin]], [[New Zealand]]. For Dunedin, [[George Smith Duncan]] further developed the Hallidie model, introducing the pull curve and the slot brake; the former was a way to pull cars through a curve, since Dunedin's curves were too sharp to allow coasting, while the latter forced a wedge down into the cable slot to stop the car. Both of these innovations were generally adopted by other cities, including San Francisco.

In Australia: the [[Melbourne cable tramway system]] operated from 1885 to 1940 and was one of the most extensive in the world with 1200 trams and trailers operating over 15 routes with 103&nbsp;km (64 miles) of track; while Sydney had two cable tram routes - Milsons Point to North Sydney (1886-1905) and King Street Wharf to Edgecliff (1894-1905).<ref name=":0">{{Cite web |title=Powerhouse Collection - Sydney cable tram trailing car by Hudson Brothers |url=https://collection.powerhouse.com.au/object/207898 |access-date=2025-01-21 |website=collection.powerhouse.com.au |language=en}}</ref>

Cable cars rapidly spread to other cities, although the major attraction for most was the ability to displace [[horsecar]] (or [[mule]]-drawn) systems rather than the ability to climb hills. Many people at the time viewed horse-drawn transit as unnecessarily cruel, and the fact that a typical horse could work only four or five hours per day necessitated the maintenance of large [[stables]] of [[draft animals]] that had to be fed, housed, groomed, medicated and rested. Thus, for a period, economics worked in favour of cable cars even in relatively flat cities.

For example, the [[Chicago City Railway]], also designed by Eppelsheimer, opened in [[Chicago]] in 1882 and went on to become the largest and most profitable [[Cable cars in Chicago|cable car system]]. As with many cities, the problem in flat Chicago was not one of incline, but of transportation capacity. This caused a different approach to the combination of grip car and trailer. Rather than using a grip car and single trailer, as many cities did, or combining the grip and trailer into a single car, like San Francisco's ''California Cars'', Chicago used grip cars to pull trains of up to three trailers.

In 1883 the [[New York and Brooklyn Bridge Railway]] was opened, which had a most curious feature: though it was a cable car system, it used [[steam locomotive]]s to get the cars into and out of the terminals. After 1896 the system was changed to one on which a motor car was added to each train to maneuver at the terminals, while en route, the trains were still propelled by the cable.

[[File:Cablecarpicjpg.jpg|thumb|right|A San Francisco cable car travels along California Street in the city's Financial District.]]

On 25 September 1883, a test of a cable car system was held by [[Liverpool Tramways Company]] in [[Kirkdale, Liverpool|Kirkdale]], [[Liverpool]]. This would have been the first cable car system in Europe, but the company decided against implementing it. Instead, the distinction went to the 1884 [[Highgate Hill Cable Tramway]], a route from [[Archway, London|Archway]] to [[Highgate]], north London, which used a continuous cable and grip system on the 1 in 11 (9%) climb of Highgate Hill. The installation was not reliable and was replaced by electric traction in 1909.<ref>{{cite book |last=Taylor |first=Sheila |title=The Moving Metropolis |publisher=Calmann and King |location=London |year=2001 |page=82 |isbn=1-85669-241-8}}</ref> Other cable car systems were implemented in Europe, though, among which was the [[Glasgow Subway|Glasgow District Subway]], the first underground cable car system, in 1896. ([[London]], England's first deep-level tube railway, the [[City & South London Railway]], had earlier also been built for cable haulage but had been converted to electric traction before opening in 1890.) A few more cable car systems were built in the [[United Kingdom]], [[Trams in Lisbon|Portugal]], and [[Belleville funicular tramway|France]]. European cities, having many more curves in their streets, were ultimately less suitable for cable cars than American cities.

Though some new cable car systems were still being built, by 1890 the cheaper to construct and simpler to operate [[electricity|electrically]]-powered [[tram|trolley]] or tram started to become the norm, and eventually started to replace existing cable car systems. For a while hybrid cable/electric systems operated, for example in Chicago where electric cars had to be pulled by grip cars through the loop area, due to the lack of trolley wires there. Eventually, San Francisco became the only street-running manually operated system to survive{{snd}}Dunedin, the second city with such cars, was also the second-last city to operate them, closing down in 1957.

===Recent revival===
In the last decades of the 20th-century and the early 21st-century, cable traction in general has seen a limited revival as [[people mover|automatic people movers]], used in resort areas, airports (for example, [[Terminal Link]] at [[Toronto Pearson International Airport]] opening in 2006 and [[Oakland Airport Connector]] at [[Oakland International Airport]], [[San Francisco]]), huge hospital centers and some urban settings. While many of these systems involve cars permanently attached to the cable, the [[Minimetro]] system from [[Poma]]/Leitner Group and the [[Cable Liner]] system from [[DCC Doppelmayr Cable Car]] both have variants that allow the cars to be automatically decoupled from the cable under computer control, and can thus be considered a modern interpretation of the cable car.

==Operation==
[[File:San Francisco Cable Car Power House.jpg|thumb|right|Machinery driving the San Francisco cable car system]]

[[File:Cablecar tracks in San Francisco, 1970.jpg|thumb|The cable slot lies centered between the two rails of the track, providing an ingress for the grip, 1970.]]

The cable is itself powered by a [[stationary engine]] or motor situated in a cable house or power house. The speed at which it moves is relatively constant depending on the number of units gripping the cable at any given time.

The cable car begins moving when a clamping device attached to the car, called a ''[[cable grip|grip]]'', applies pressure to ("grip") the moving cable. Conversely, the car is stopped by releasing pressure on the cable (with or without completely detaching) and applying the brakes. This gripping and releasing action may be manual, as was the case in all early cable car systems, or automatic, as is the case in some recent cable operated [[people mover]] type systems. Gripping must be applied evenly and gradually in order to avoid bringing the car to cable speed too quickly and unacceptably jarring passengers.

In the case of manual systems, the grip resembles a very large pair of [[pliers]], and considerable strength and skill are required to operate the car. As many early cable car operators discovered the hard way, if the grip is not applied properly, it can damage the cable, or even worse, become entangled in the cable. In the latter case, the cable car may not be able to stop and can wreak havoc along its route until the cable house realizes the mishap and halts the cable.<ref name="Reardon_Page_60">{{cite book |last1=Reardon |first1=Patrick T. |title=The Loop: The "L" Tracks That Shaped and Saved Chicago |date=2021 |publisher=Southern Illinois University Press |location=Carbondale, Illinois |isbn=9780809338108 |page=60 |url=https://books.google.com/books?id=tqkJEAAAQBAJ&pg=PA60 |access-date=2023-03-18 |archive-date=2024-02-07 |archive-url=https://web.archive.org/web/20240207052710/https://books.google.com/books?id=tqkJEAAAQBAJ&pg=PA60#v=onepage&q&f=false |url-status=live }}</ref>

One apparent advantage of the cable car is its relative energy efficiency. This is due to the economy of centrally located power stations, and the ability of descending cars to transfer energy to ascending cars. However, this advantage is totally negated by the relatively large energy consumption required to simply move the cable over and under the numerous guide rollers and around the many [[sheave]]s.  Approximately 95% of the tractive effort in the San Francisco system is expended in simply moving the four cables at {{cvt|9.5|mph|order=flip}}.<ref>Source: San Francisco Municipal Railway</ref> Electric cars with [[regenerative braking]] do offer the advantages, without the problem of moving a cable. In the case of steep grades, however, cable traction has the major advantage of not depending on [[rail adhesion|adhesion between wheels and rails]]. There is also the advantage that keeping the car gripped to the cable will also limit the downhill speed of the car to that of the cable.

Because of the constant and relatively low speed, a cable car's potential to cause harm in an accident can be underestimated. Even with a cable car traveling at only {{cvt|9|mph|order=flip}}, the mass of the cable car and the combined strength and speed of the cable can cause extensive damage in a collision.

== Relation to funiculars == <!-- Do not make this section about funiculars -->
A cable car is superficially similar to a [[funicular]], but differs from such a system in that its cars are not permanently attached to the cable and can stop independently, whereas a funicular has cars that are permanently attached to the propulsion cable, which is itself stopped and started. A cable car cannot climb as steep a grade as a funicular, but many more cars can be operated with a single cable, making it more flexible, and allowing a higher capacity. During the rush hour on San Francisco's Market Street Railway in 1883, a car would leave the terminal every 15 seconds.<ref>{{cite book |last1=Evanosky |first1=Dennis |title=Lost San Francisco |date=2013 |publisher=Pavilion Books |page=60 |isbn=9781909815247 |url=https://books.google.com/books?id=KP-_CAAAQBAJ&pg=PT60 }}{{Dead link|date=May 2024 |bot=InternetArchiveBot |fix-attempted=yes }}</ref>

A few funicular railways operate in street traffic, and because of this operation are often incorrectly described as cable cars. Examples of such operation, and the consequent confusion, are:
* The [[Great Orme Tramway]] in [[Llandudno]], [[Wales]].
* Several street funiculars in [[Lisbon]], [[Portugal]].

Even more confusingly, a hybrid cable car/funicular line once existed in the form of the original [[Wellington Cable Car]], in the [[New Zealand]] city of [[Wellington]]. This line had both a continuous loop haulage cable that the cars gripped using a cable car gripper, and a balance cable permanently attached to both cars over an undriven pulley at the top of the line. The descending car gripped the haulage cable and was pulled downhill, in turn pulling the ascending car (which remained ungripped) uphill by the balance cable. This line was rebuilt in 1979 and is now a standard funicular, although it retains its old cable car name.

== List of cable car systems ==

=== Cities currently operating cable cars ===
<!-- Please do not add funiculars here-->

==== Traditional cable car systems ====
The only known existing traditional cable car system is the [[San Francisco cable car system]] in the city of [[San Francisco, California]]. San Francisco's cable cars constitute the oldest and largest such system in permanent operation, and it is one of the few still functioning in the traditional manner, with manually operated cars running in street traffic. Other examples of cable powered [[street running]] systems can be found on the Great Orme in North Wales, and in Lisbon in Portugal. Both of these, however, are funiculars.

==== Modern cable car systems ====
<!-- Please do not add funiculars here-->
Several cities operate a modern version of the cable car system. These systems are fully automated and run on their own reserved right of way. They are commonly referred to as [[people mover]]s, although that term is also applied to systems with other forms of propulsion, including funicular style cable propulsion.

These cities include:

* [[Oakland, California]], United States – The [[Oakland Airport Connector]] system between the [[Bay Area Rapid Transit|BART]] rapid transit system and [[Oakland International Airport]], based on [[Doppelmayr/Garaventa Group#Doppelmayr Cable Car|Doppelmayr Cable Car]]'s [[Cable Liner]] Pinched Loop
* [[Perugia]], [[Italy]] – The [[Perugia People Mover]], based on [[Leitner Ropeways|Leitner]]'s [[MiniMetro]]
* [[Shanghai]], [[China]] - The [[Bund Sightseeing Tunnel]], based on Soulé's [[SK (people mover)|SK]]
* [[Caracas]], [[Venezuela]] - The [[Cabletren Bolivariano]], based on [[Doppelmayr Cable Car]]'s [[Cable Liner]] Pinched Loop
* [[Zürich]], [[Switzerland]] - The [[Skymetro]] connects the [[Zurich Airport]]'s main Airside Center, Gates A, B and C with its mid-field Gates E, based on [[OTIS]]'s [[Otis Hovair]]

=== Cities previously operating cable cars ===

==== Australia ====
[[File:Melbourne cable tram 1905.jpg|thumb|Cable tram and trailer on the St Kilda Line in [[Melbourne]] in 1905]]
* [[Melbourne]] (1885–1940). Main article: [[Melbourne cable tramway system]]
* [[Trams in Sydney|Sydney]] (1886–1905). <small>Milsons Point to North Sydney (1886-1905) and King Street Wharf to Edgecliff (1894-1905).<ref name=":0" /></small><!--
==== Colombia ====
* [[Bogotá]], destroyed during the [[Bogotazo]] (1948){{citation needed|reason=No evidence of a cable car system in Bogota can be found anywhere else|date=February 2015}} -->

==== France ====
* [[Laon]] – The [[Poma 2000]]  (service ended in 2016)<ref>{{cite web | url = http://www.tul-laon.net/poma.php | title = POMA | publisher = Transports Urbain Laonnois | language = fr | access-date = 2009-04-02 | archive-date = 2009-04-21 | archive-url = https://web.archive.org/web/20090421201622/http://www.tul-laon.net/poma.php | url-status = live }}</ref>
* [[Paris]] ([[Tramway funiculaire de Belleville]] 1873–1935)

==== Lebanon ====
* [[Beirut]] (Late 1880s until destruction during the [[Lebanese Civil War]])

==== New Zealand ====
* [[Dunedin]] (1881–1957, the [[Dunedin cable tramway system]])
* [[Wellington]] (1902–1979, the original [[Wellington Cable Car]] hybrid system)

==== Philippines ====
* [[Manila]] (Early 1900s-1930s, the Manila-Malabon railway.)

==== Portugal ====
* [[Lisbon]] (converted to regular [[Trams in Lisbon|tram]] lines in the early 20th century: ''São Sebastião'', ''Estrela'', and ''Graça'')

==== United Kingdom ====
* [[Birmingham]] ([[City of Birmingham Tramways Company Ltd]], 1888–1911, converted to [[Railway electrification system|electric traction]])
* [[Edinburgh]] ([[Edinburgh Corporation Tramways]], 1899–1923, converted to electric traction)
* [[Glasgow]] ([[Glasgow Subway]], 1896–1935, converted to electric traction)
* [[Hastings]]
* [[Liverpool]] (trial in 1883)
* [[London]], England (1884–1909, [[Highgate Hill Cable Tramway]] connecting [[Archway, London|Archway]] with [[Highgate]], the first cable car in regular operation in Europe)
* [[Matlock, Derbyshire|Matlock]] (1893–1927, the [[Matlock Cable Tramway]])

==== Isle of Man ====
* [[Douglas, Isle of Man|Douglas]] (1896–1929, the [[Upper Douglas Cable Tramway]])

==== United States ====
[[File:Cable car on Yesler Way at 3rd Avenue in 1940.gif|thumb|right|A Seattle cable car in 1940, just before service ended. Seattle was the last city in the U.S. to abandon all its street cable railways, with the last three lines all closing in 1940, leaving San Francisco as the only U.S. city where cable cars continued to operate.<ref name=hilton-p167>Hilton (1982), p. 167.</ref>]]
<!-- Please note this is a list of cities; if you want to link an article on the system, please do so as part of a bracketed annotation (e.g. Chicago below). -->
* [[Baltimore, Maryland]] (1890–1897)
* [[Binghamton, New York]] (trial in 1885)
* [[Brooklyn|Brooklyn, New York]]
** [[New York and Brooklyn Bridge Railway]]
** [[Brooklyn Cable Company]]'s [[Park Avenue Line (Brooklyn surface)|Park Avenue Line]]
** [[Brooklyn Heights Railroad]]'s [[Montague Street Line]]
* [[Butte, Montana]] (1889–1897)
* [[Cable cars in Chicago|Chicago, Illinois]] (1882–1906)
**[[Chicago City Railway]]
**North Chicago Street Railroad
**West Chicago Street Railroad
* [[Cincinnati, Ohio]]
* [[Cleveland, Ohio]]
* [[Denver, Colorado]] (1886–1900, the [[Denver Tramway]])
* [[Grand Rapids, Michigan]]
* [[Hoboken, New Jersey]] (1886–1892, the [[North Hudson County Railway]]'s [[Hoboken Elevated]])
* [[Kansas City, Missouri]] (1885–1913), including 9th St Incline (1888–1902), 8th St. Tunnel in use (1887–1956)
* [[Los Angeles, California]] (1885–1889) [[Second Street Cable Railway]], (1886–1902) [[Temple Street Cable Railway]], (1889–1896) [[Los Angeles Cable Railway]]
* [[New York City]]
** [[West Side and Yonkers Patent Railway]]'s [[Ninth Avenue Line (Manhattan elevated)|Ninth Avenue Line]]
** [[New York and Brooklyn Bridge Railway]]
** [[Third Avenue Railroad]]'s [[125th Street Crosstown Line]]
** Third Avenue Railroad's [[Third Avenue Line (Manhattan surface)|Third Avenue Line]]
** [[Metropolitan Street Railway]]'s [[Broadway Line (Lower Manhattan surface)|Broadway Line]]
** Metropolitan Street Railway's [[Broadway and Columbus Avenue Line]]
** Metropolitan Street Railway's [[Broadway and Lexington Avenue Line]]
** [[IRT Ninth Avenue Line]] (defunct)
* [[Newark, New Jersey]] (1888–1889)
* [[Oakland, California]]  
** [[Oakland Cable Railway]] (1886–1899)
** [[Piedmont Cable Company]] (1890–1898)
* [[Omaha, Nebraska]]
* [[Philadelphia|Philadelphia, Pennsylvania]]
* [[Pittsburgh|Pittsburgh, Pennsylvania]]
* [[Portland, Oregon]] (1890–1904)
* [[Providence, Rhode Island]] (1888–1895)
* [[St. Louis, Missouri]]
* [[Saint Paul, Minnesota]]
* [[San Diego]], California (1890–1892)
* [[Seattle, Washington]] (1888–1940)<ref name=hilton-p389>Hilton (1982), pp. 389–407.</ref>
* [[Sioux City, Iowa]]
* [[Spokane, Washington]] (1899–1936)
* [[Tacoma, Washington]] (1891–1938)<ref name=hilton-p465>Hilton (1982), p. 465.</ref>
* [[Tulsa, Oklahoma]]
* [[Washington, D.C.]] (1890–1899, part of the [[Streetcars in Washington, D.C.|Washington streetcar system]])
* [[Wichita, Kansas]]

==See also==
{{div col|colwidth=22em}}
* [[Aerial tramway]]
* [[Cable car (disambiguation)|Cable car]] – Disambiguation
* [[Cable railway]]
* [[Cable ferry]]
* [[Cable Liner]]
* [[Charabanc]]
* [[Elevator]]
* [[Funicular]]
* [[Glasgow Subway]]
* [[Grade (slope)]]
* [[IRT Ninth Avenue Line]]
* [[List of funicular railways]]
* [[Rack railway]] (Cog railway)
* [[Reaction ferry]]
* [[San Francisco cable car system]]
{{Div col end}}

==References==
;Specific
{{Reflist|30em}}

;General
* [[George Hilton (historian)|Hilton, George W.]] (1982). ''The Cable Car in America (Revised Edition)''. San Diego, California: Howell–North Books. Reprinted 1997 by [[Stanford University Press]]. {{ISBN|0-8047-3051-2}}.
* ''Of Cables and Grips: The Cable Cars of San Francisco'', by Robert Callwell and Walter Rice, published by Friends of the Cable Car Museum, first edition, 2000.
* ''Chicago Cable Cars'', by Greg Borzo, published by The History Press (2012), {{ISBN|978-1-60949-327-1}}

== External links ==
{{Commons|Cable car on rails}}
{{Commons category|Cable cars (railway)}}
{{NSRW poster|Cable-Road}}

'''Information'''
* [http://www.cablecarmuseum.com Cable Car Museum]
* [https://www.cable-car-guy.com Cable Car Guy]
* [https://www.ghidelli.net/scripophily/cal%20cable.html a scripophily based article re. the San Francisco Cal Cable and the Swiss Borel Bankers (in German)]
* [https://web.archive.org/web/20040204085610/http://www.lostnewyorkcity.com/buildingphotos/Plate-51-b.html The Cable Building] (New York City) Broadway Cable car line.
* [https://www.cablecarmuseum.org/archive/Anat/Anat.html How Cable Cars Operate] San Francisco Cable Car Museum
* [https://www.youtube.com/watch_popup?v=NINOxRxze9k San Francisco Cable Car Movie from 1905]

'''Patents'''
* {{US patent|19736}}{{snd}}''Railroad track''
* {{US patent|110971}}{{snd}}''Endless wire ropeway''

{{Public transport}}
{{SkiLift}}
{{Authority control}}

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