This is just testing out the infobox for the Guindais funicular. Historic map may be found in the references.[1]
The bottom station and its two tracks may be viewed on one sheet of the map,[1]: Sheet 281
the middle stretch with the top station of the counterweight track on another sheet,[1]: Sheet 280
and the top stretch and station on the third sheet.[1]: Sheet 279
The original line of the Guindais Funicular was designed to overcome the steep incline between Porto's riverside area and the higher elevations, where the population was concentrated. Established in July 1887, the Parceria dos Elevadores do Porto commissioned engineer Raul Mesnier to develop the project. Authorization for construction was granted on February 17, 1891, and the funicular commenced operations on June 4 of the same year.[2]
The funicular spanned 412 meters horizontally and ascended 80 meters, featuring gradients of 49% and 7%. It utilized a wire cable traction system driven by steam-powered engines.[3]
The funicular operated daily from 05:00 to 23:00, with fares ranging from 20 to 60 reals, and also transported goods such as bundles and packages.
Prior to its inauguration, extensive tests were conducted to ensure public safety. These tests included inspections of the machinery, materials, and rolling stock, as well as trials to verify the strength of the traction cables, the power of the machines, and the effectiveness of the braking systems. The evaluation committee confirmed that the Guindais Funicular was safe for public operation, and it began operating on 4 June 1891.[3] However, on 5 June 1893, a serious accident occurred resulting in a loose car crashing into the lower platform at the Dom Luís I Bridge. Despite the dramatic nature of the incident, there were no fatalities. The driver was injured but survived, while a child on board escaped with minor injuries.[3] Though the company intended to reopen the funicular after the accident, the adverse conditions following the financial crisis of 1891 prevented this.[4][3]
The 1891-1893 funicular covered a horizontal distance of 412 metres (1,352 ft) and overcame a height of 80 metres (262 ft), featuring a gradient of 49% over one-third of the route and 7% over the remainder. A curved transition connected these gradients, utilizing a secondary parallel line to balance the weight of vehicles on the steep section, thereby reducing the effort required by the machinery (see box).[2] The car on the secondary line, which also carried passengers and cargo, made two trips for each trip on the main line.
The funicular operated using a wire cable traction system, driven by steam-powered engines. The design included dual-cylinder high-pressure machines, capable of lifting fully loaded vehicles even without the assistance of a counterweight. The steam boilers were oil-fired TenBrink type, ensuring efficient operation with minimal smoke output.[2]
The system also incorporated two distinct types of brakes: one for rapid speed reduction in case of a malfunction and another for immobilization. In the event of cable failure, the braking system would engage automatically to prevent derailment.[2]
