Post by piccadillypilot on Apr 16, 2005 19:02:28 GMT
Waterloo and City Railway continued
The task of setting out the tunnels was performed with not less success. Pianoforte wires were, in the first place, hung down the shafts in the river, and, once they had been got into line with the direction in which it was desired to drive the tunnels, the principles of trigonometry were relied upon for the rest of the calculation. After crossing the river, the tunnels were only an eighth of an inch out of line, and in Queen Victoria Street, where it is crossed by Queen Street, there was a difference of not more than 2 ½ inches.
At Waterloo another interesting piece of engineering work was accomplished. The terminal station of the new railway there is immediately underneath the London and South Western main line platform, the difference in the two levels being exactly 41 feet. There are three ways of approach from one station to the other—one in .the cab yard of the South Station, a second near the cab yard in the Central Station, between platforms No. 3 and No. 4, and a third at the northern end of Waterloo, close to the Windsor lines. In addition, there are entrances to the underground railway from York Road on the north side, and from Aubin Street on the south. These five approaches, lead to a common booking-hall, from, which three inclined ways lead to the departure platform, while from the arrival platform there is a like number of ascending roads, the inclination of which is in each instance terminated by a few stone steps. The two platforms of the new railway—each 100 yards long and 14 feet wide—are placed within the arches of the viaduct upon which Waterloo Station is built. A set of rails and the arrival platform occupy one arch, and the departure platform, with a second set of metals, stand in the arch immediately adjoining, each line of rails being divided by a brick pier, The level at which the platforms are laid is so deep that it was necessary to remove the foundations of the old piers upon which the station above was erected, and, by underpinning to carry the piers further down, through the water-bearing gravel. The whole of this important work proceeded without the slightest interruption to the enormous traffic which was daily conducted at the platforms of the London and South Western Railway Company. A much more difficult undertaking had to be confronted when it became necessary to carry new foundations up to the old piers, it being discovered that between the south side of Waterloo and Charlotte Place, where the property of the company terminates, there was not sufficient room wherein to lay a cross-over road, so as to allow each train reaching the Waterloo terminus on the down line to be shunted prior to 'taking its place at the departure platform. It accordingly became imperative that the engineers should take a space 128 feet in length under the London and South Western Station, and the initial question which had to be solved was how were the trains to cross through the centre pier? After much anxious consideration, the engineers decided to remove the pier bodily and to carry the portion of the station above on a single span arch. This was a bold step, but it was a triumph, and everyone who had a hand in the work is justly proud of the achievement.
At the City terminus—or Mansion House Station, as it has been called—the cast-iron tunnel in which have been enclosed each platform and line of rails is much larger than the tunnels through which the railway between the stations has been carried, the internal diameter of each tube at the City terminus being 23 feet, while the average diameter of the smaller tubes is not more than 12 feet1 ¾ inches, increasing at the five-chain curves to 12 feet 9 inches. Pending the completion of the circular subway opposite the Mansion House, there are two entrances from the street level to the City station of the new railway. One of these is placed near the premises of the National Safe Deposit Company, and the other opposite the premises of Messrs. Mappin and Webb, at the corner of Cheapside and Queen Victoria Street; but as soon as the public subway can be opened, passengers will have an easier means of ingress and egress, by an inclined slope leading to the subway. Similarly, travellers to the City station of the Central London Railway are to have access to the subway at another point, and for their convenience five commodious lifts, worked by hydraulic power, are being provided from the company's platforms. No lifts were included in the original design of the Waterloo and City Railway, but should any be found necessary, they can easily be introduced at either of the terminal stations.
Of the rolling stock intended for the new line—constructed in America, shipped to this country in sections, put together at the Eastleigh Carriage and Wagon Works of the London and South Western Railway Company, and transferred to the Waterloo and City Railway by means of a powerful lift at Waterloo—no very detailed description is necessary. Five trains have been ordered, and a sixth will soon be obtained.
Each train consists of four coaches, the end ones being each fitted with two motors, and each carriage is supported on two four-wheeled bogies. The end of these motor cars is formed as a cab, and fitted with all the necessary electrical apparatus—placed under the control of the driver. The wheels of the motor bogies are 33 inches in diameter, while those of the ordinary bogies are three inches smaller, the wheel bases being 6 feet 6 inches and 6 feet respectively. It has been arranged that each of the motor cars shall seat 46 passengers, and the ordinary carriages 56 passengers, so that the seating capacity of the train complete will be for 204 passengers.
No one will ever pronounce the trains pretty in their external appearance; but it must be remembered that the sole object has been to produce cars which will provide the maximum accommodation consistent with the diameter of the smallest tunnel. Thus, in addition to the seating capacity mentioned, there will be standing room for a much larger number of travellers, who will, no doubt, at busy times of the day avail themselves of the great facilities which the railway affords between Waterloo and the City.
The seating of the carriages is uniform throughout, and it is made without any upholstery. Each train is supplied with Westinghouse continuous compressed air brakes, fitted so that they can be applied simultaneously by either driver or guard to all wheels in the train. The axles had to undergo a very severe test, in being guaranteed to stand, without fracture, five blows from a weight of 2,000 lb., falling from a height of 90 feet, the axle being placed upon bearings 3 feet 6 inches apart, and turned after each blow; while pieces of suitable length, 1J inches square, had to be bent without showing sign of fracture.
Power is obtained from a large generating station, which has been erected at the end of the cross-over road, forming part of the Waterloo terminus. In this station are the five boilers, engines, and dynamos. The line is laid on the centre rail conductor principle, a very heavy channel-shaped steel rail being employed for the purpose.
Most probably, by the time this article is published, readers of the RAILWAY MAGAZINE will be able to enjoy a journey on the Waterloo and City Railway, which will then be open for public traffic.
MOTOR
Map of The Waterloo and City Electric Railway
Gradient Profile of The Waterloo and City Railway
A Train on The Waterloo and City Railway, showing the motor compartment
Interior of a "One-Class" train, Waterloo and City Railway
The Waterloo Station, Waterloo and City Electric Railway
The task of setting out the tunnels was performed with not less success. Pianoforte wires were, in the first place, hung down the shafts in the river, and, once they had been got into line with the direction in which it was desired to drive the tunnels, the principles of trigonometry were relied upon for the rest of the calculation. After crossing the river, the tunnels were only an eighth of an inch out of line, and in Queen Victoria Street, where it is crossed by Queen Street, there was a difference of not more than 2 ½ inches.
At Waterloo another interesting piece of engineering work was accomplished. The terminal station of the new railway there is immediately underneath the London and South Western main line platform, the difference in the two levels being exactly 41 feet. There are three ways of approach from one station to the other—one in .the cab yard of the South Station, a second near the cab yard in the Central Station, between platforms No. 3 and No. 4, and a third at the northern end of Waterloo, close to the Windsor lines. In addition, there are entrances to the underground railway from York Road on the north side, and from Aubin Street on the south. These five approaches, lead to a common booking-hall, from, which three inclined ways lead to the departure platform, while from the arrival platform there is a like number of ascending roads, the inclination of which is in each instance terminated by a few stone steps. The two platforms of the new railway—each 100 yards long and 14 feet wide—are placed within the arches of the viaduct upon which Waterloo Station is built. A set of rails and the arrival platform occupy one arch, and the departure platform, with a second set of metals, stand in the arch immediately adjoining, each line of rails being divided by a brick pier, The level at which the platforms are laid is so deep that it was necessary to remove the foundations of the old piers upon which the station above was erected, and, by underpinning to carry the piers further down, through the water-bearing gravel. The whole of this important work proceeded without the slightest interruption to the enormous traffic which was daily conducted at the platforms of the London and South Western Railway Company. A much more difficult undertaking had to be confronted when it became necessary to carry new foundations up to the old piers, it being discovered that between the south side of Waterloo and Charlotte Place, where the property of the company terminates, there was not sufficient room wherein to lay a cross-over road, so as to allow each train reaching the Waterloo terminus on the down line to be shunted prior to 'taking its place at the departure platform. It accordingly became imperative that the engineers should take a space 128 feet in length under the London and South Western Station, and the initial question which had to be solved was how were the trains to cross through the centre pier? After much anxious consideration, the engineers decided to remove the pier bodily and to carry the portion of the station above on a single span arch. This was a bold step, but it was a triumph, and everyone who had a hand in the work is justly proud of the achievement.
At the City terminus—or Mansion House Station, as it has been called—the cast-iron tunnel in which have been enclosed each platform and line of rails is much larger than the tunnels through which the railway between the stations has been carried, the internal diameter of each tube at the City terminus being 23 feet, while the average diameter of the smaller tubes is not more than 12 feet1 ¾ inches, increasing at the five-chain curves to 12 feet 9 inches. Pending the completion of the circular subway opposite the Mansion House, there are two entrances from the street level to the City station of the new railway. One of these is placed near the premises of the National Safe Deposit Company, and the other opposite the premises of Messrs. Mappin and Webb, at the corner of Cheapside and Queen Victoria Street; but as soon as the public subway can be opened, passengers will have an easier means of ingress and egress, by an inclined slope leading to the subway. Similarly, travellers to the City station of the Central London Railway are to have access to the subway at another point, and for their convenience five commodious lifts, worked by hydraulic power, are being provided from the company's platforms. No lifts were included in the original design of the Waterloo and City Railway, but should any be found necessary, they can easily be introduced at either of the terminal stations.
Of the rolling stock intended for the new line—constructed in America, shipped to this country in sections, put together at the Eastleigh Carriage and Wagon Works of the London and South Western Railway Company, and transferred to the Waterloo and City Railway by means of a powerful lift at Waterloo—no very detailed description is necessary. Five trains have been ordered, and a sixth will soon be obtained.
Each train consists of four coaches, the end ones being each fitted with two motors, and each carriage is supported on two four-wheeled bogies. The end of these motor cars is formed as a cab, and fitted with all the necessary electrical apparatus—placed under the control of the driver. The wheels of the motor bogies are 33 inches in diameter, while those of the ordinary bogies are three inches smaller, the wheel bases being 6 feet 6 inches and 6 feet respectively. It has been arranged that each of the motor cars shall seat 46 passengers, and the ordinary carriages 56 passengers, so that the seating capacity of the train complete will be for 204 passengers.
No one will ever pronounce the trains pretty in their external appearance; but it must be remembered that the sole object has been to produce cars which will provide the maximum accommodation consistent with the diameter of the smallest tunnel. Thus, in addition to the seating capacity mentioned, there will be standing room for a much larger number of travellers, who will, no doubt, at busy times of the day avail themselves of the great facilities which the railway affords between Waterloo and the City.
The seating of the carriages is uniform throughout, and it is made without any upholstery. Each train is supplied with Westinghouse continuous compressed air brakes, fitted so that they can be applied simultaneously by either driver or guard to all wheels in the train. The axles had to undergo a very severe test, in being guaranteed to stand, without fracture, five blows from a weight of 2,000 lb., falling from a height of 90 feet, the axle being placed upon bearings 3 feet 6 inches apart, and turned after each blow; while pieces of suitable length, 1J inches square, had to be bent without showing sign of fracture.
Power is obtained from a large generating station, which has been erected at the end of the cross-over road, forming part of the Waterloo terminus. In this station are the five boilers, engines, and dynamos. The line is laid on the centre rail conductor principle, a very heavy channel-shaped steel rail being employed for the purpose.
Most probably, by the time this article is published, readers of the RAILWAY MAGAZINE will be able to enjoy a journey on the Waterloo and City Railway, which will then be open for public traffic.
MOTOR
Map of The Waterloo and City Electric Railway
Gradient Profile of The Waterloo and City Railway
A Train on The Waterloo and City Railway, showing the motor compartment
Interior of a "One-Class" train, Waterloo and City Railway
The Waterloo Station, Waterloo and City Electric Railway
