Glasgow Central Station Extension.’’ by DONALDALEXANDER MATHESON, M

30 MATHESON ON GLASGOW CENTRAL STATION. [Minutes of

10 November, 1908. JAMESCHARLES INGLIS, President, in the Chair.

(Paper No. 3737.)

“ Glasgow Central Station Extension.’’ By DONALDALEXANDER MATHESON, M. Inst. C.E. THE CentralStation in Glasgow is the principal stationon the Caledonian Railway. It is a terminal station and has recently been muchaltered and extended.The new workshave just beencom- pleted, andas the reconstruction and enlargement of existing terminal stations, as well as the building of new terminal shtions, appears to be a matter of consequence at the present time, not only in this country but also in France and America, it is proposed to describe the leading features of the extension scheme. The subject will be treatedmainly from the point of view of the politics of railway engineering, but the equipment and general accommodation will also be referred to and the principle in design briefly analysed. In recent years, the increase of passenger-traflic in the terminal railway-stations of great cities has been extraordinary, with the result that many railway-companies are face to face with difficult economic andengineering problems, the solution of whichcannot be in- definitely delayed. If traffic in terminal stations is to be handled economically theremust besufficiency of accommodation ; and, havingregard to the sites and circumstances of cityterminal stations,proper and indeed economic accommodationcan be provided onlyby spending large sums of money in the purchase of valuable land and property and in the constructionof costly works. The subject is therefore of particular interest at present to the railway-engineer who is responsiblefor construction as well as maintenance, for he recognizes that, for a time at least, hiscon- structive work will be less in the direction of building new railways in new districts, than in the direction of domestic betterment, by which is meant the widening of existing railways, the reconstruction

Downloaded by [ Purdue Univ Lib TSS] on [16/09/16]. Copyright © ICE Publishing, all rights reserved. Proceedings.] MATHESON ON GLASGOW CENTRAL STATION. S1 and extension of existing stations, and the providing of improved accommodation to meet the requirements of ever-growing traffic. Duringthe last few years, therehas beenreconstruction and extension of terminal stations in London, Edinburgh, and Paris, as well as in New York and many of the other great cities of America. The old stations in theseplaces had served their day and generation, but it is remarkable that there should have been such a universal wave of reconstructionduring the last decade. Themodernized terminalstations of Franceand America have been splendidly equipped intheir reconstruction.From the traffic-workingpoint of view their leading characteristics appear to beconvenience of arrangement in plan, spaciousness andvariety of accommodation, sufficiency of appliances and abundance of facilities for the separation of traffic and for dealingwith maximum volume in minimum time ; while, in the engineering work there is solidity in construction, with, in many cases, elegance in architectural features, and everywhere there is indication of regard for true economics. How long these modernizedterminal stationswill continue fully to meet traffic-requirements cannot be said. It is suggestive, however, that the terminal stationof the New York Central Railroad in New York is now being reconstructed for the third time in 30 years ; while, on the other hand, the Great Western Railway Company’s Paddington Station appears still to stand the testof time.

THE LOCATION. Thepassenger-lines of the CaledonianRailway approach and enter Glasgow from the four cardinaldirections ; but they terminate in two stations, namely, Buchanan Street station and the Central station. Buchanan Streetstation is situated on thenorth side of the city ; but the Centrad station, as its name implies, is in the heart of the city, just north of the River Clyde. Thepositions of the railway terminiin Glasgow are shown in Fig. l. The line from the north terminates in Buchanan Street, and the lines from the south, east, and west terminate in the Central station. There are also through lines from the east and west into the Central station, but these are at a lower level than the lines which terminate.The through lines from the eastand west pass underneath the line from the south, the crossing being almost at right angles. The Central station is thus on two levels. Theprincipal east to westthoroughfare in Glasgow is Argyle Street, situated about285 yards to the northof, and practically parallel to, the River Clyde. Theeast-to-west lines pass longitudinally in

Downloaded by [ Purdue Univ Lib TSS] on [16/09/16]. Copyright © ICE Publishing, all rights reserved. 33 MATHESON ON GLASGOW CENTRAL STATION, [Minutes of tunnelunder Argyle Street; so that, in respect of the low-level part, the Central station is under Argyle Street, but the high-level pa,rt is over Argyle Street, and over other streets in the vicinity, as well aspartly over the River Clyde. Therelative positions and levels of the railways andstreets are shownby Figs. 2 and 3, Plate 1, and Figs. 5 and 6, Plate 2, and it willbe observed that the line of Argyle Street practically bisects the high-level part of the station. The rails of the high-level part are about 21 feet above the level of Argyle Street, and the rails of the low-level part about 23 feet below it, SO that the difference in level between the rails of the high-level and low-level parts of the station is about 44 feet. The high-level part of the Central station, relatively to the adjoining streets, can thus be described as an elevated station, constructed on a costly substructure. The low-level part of the Central station is in comparison quite subsidiary tothe high-level part;and, there having beenonly limited interference with the structureof the low-level part, further reference to it will merely be incidental in the description of the modification and enlargement of the high-level part.

HISTORICAL. In London, Paris,and NewYork, as well as elsewhere, the terminal stations of many of the trunk lines are somewhat distant from the centre of the City; and, similarly,the southernterminus- or rather termini, for there were two-of the Caledonian Railway in Glasgow were originally a long way off on the south side of the River Clyde.One, known as the South Side station, was situated at the end of Main Street ; and the other was situated at Bridge Street with a frontage to that street(Fig. 1). The natural barrier formed by the River Clyde, coupled with the cost of reachinga more centralsite, was probably the obstacle to the construction originally of a more northerly terminus of the railway from the south. The exigencies of traffic and the public re quirements, however, subsequently demanded a comprehensive station on a central site; and, aftercareful consideration,the directors of the company determined to extend the railway northwardacross the River Clyde and to construct a station in the centreof the city between the river and Gordon Street necessarily on the site of costly property. Statutory powers for this great extension wereobtained under the Caledonian Railway (Gordon Street Glasgow Station) Act 1873 andthe CaledonianRailway (Gordon StreetStation Connecting Lines)Act 1875. Theoriginal Central Station was constructed

Downloaded by [ Purdue Univ Lib TSS] on [16/09/16]. Copyright © ICE Publishing, all rights reserved. Proceedings.] MATHESON ~rjGLP~SG~W CI~NTBAL STATION. 33 underthese Acts, and was opened for traffic in 1879. The Engineers were Messrs. Blyth and Cunningham, MM. Inst. C.E.,

RAILWAYTERMINI IN GLASGOW. and theworks were carried out under theimmediate superintendence of Mr. B. Hall Blyth. [THE INST. C.E:VOL. CLXXV.] D

In a very few years after the opening of the station, the traffic increased so much as to quite outgrow the accommodation. It was therefore necessary to enlarge and remodel the station, and further statutory powershaving been obtained underthe Caledonian Railway Act of 1887, the necessary works were designeda.nd carried out under the direction of the company's Engineer-in-Chief, the late Mr. George Graham, M. Inst. C.E., and were completed in 1890. But even with the station thus enlarged, the accommodation was soon again found to be quite inadequate to meetthe requirements of the ever-increasing traffic, and thecongestion became so great, not only inside the station but also outside in connection with the approach- lines, that in1898 further extensionwas decided on. Powers for this extensionwere obtained under the CaledonianRailway (General Powers) Act 1899 ; and the works, which were designed and constructed under the direction of the Author, with Sir John Wolfe Barry, K.C.B., Past-President Inst. C.E., as Consulting Engineer, were commenced in 1901 and practically completed in 1906. The extended station is shown in detailed plan by Figs. 2 and 4, Plate 1, and in detailedsections by Figs. 5, 6, 7 and 8, Plate 2, inclusive. The providing of a convenient terminal station in the business centre of the city was a great benefit to the citizens of Glasgow. Notwithstanding this, however, as reference to the several Acts of Parliament will show, the CaledonianRailway Company, besides beingunder the necessity of purchasing the costly site for the stationand the approach-lines, and expendinglargely on first construction and subsequent extensions, wereobliged, under statute, in the initial stagesof the schemes, to pay immense sumsof money to local authorities forso-called concessionsand in thename of wayleave. Thesepayments inthe aggregateamounted to about X175,OOO. It 'was, of course, a privilege and much to the advantage of the railway-company to beallowed to cross the river and the several streets in the extensionof the railway northward for the purpose of having the station in a central part of the city. The benefit to the city, however, was no less great, and an elementof unfairness appears to attachitself to thesaddling of the company withthe heavy annual financial burdenwhich payment of intereston suchexpenditure entails. The obligations under the public Acts of Parliament were also very burdensome. STATISTICAL. Glasgow Central Station is the CaledonianRailway station for the main line trains to and from Carlisle and the south, as well as Edinburgh in the east and the seaside places in the west, It is also

Downloaded by [ Purdue Univ Lib TSS] on [16/09/16]. Copyright © ICE Publishing, all rights reserved. Proceeding&] MATHESON ON GLASGOW CENTRAL STATION. 35 the principal station for trains to and from the numerous inland industrial towns in thevicinity of Glasgow, as well as the residential suburbs. The traffic in the stationis therefore very large and varied in its character. The necessity of enlarging the station twice within a period of about 20 years is remarkable. It illustrates the great expansion of passenger-traffic andthe resulting problem setto the railway- company ; and it is also an indication of the recent growth of the City of Glasgow. There was an increaseper annum of 5,156,465 passengers in the high-level station between the year 1890, when the first extension was finished, and the year 1899 when the Act for thelatest extensionwas obtained. In 1899 the high-level station was used by 16,841,070 passengers and the low-level station by 6,415,936 passengers, a total of 23,257,006. The gross number per annum graddly fell to 20,544,931 in the year 1904, due to the loss of suburban traffic, following oncompetition by the Glasgow Corporation Tramways insideand outside the city boundary -surely the very irony of fate, for therailway-company is the largest of the city ratepayers. The suburban traffic, however, has recently to some extent beenrecovered-the gross number of passengers using the station in 1906 having been 21,874,520, but its partial loss suggests the unfairness of Corporationtramway competition, particularlyoutside the city boundary. On theother hand, there may be some advantage attending the withdrawal of suburban and local traffic from a great terminal station from the point of view of the possibility of the lines andplatforms being more advantageously used in connection with longer-distance and moreremunerative trains. The parcels-traffic of thestation hasincreased threefold since the station was extended in 1890, and, as a further criterion it may be mentioned that while in the year 1890 there were on the average about 300 “booked” trainsper day, thereare now on the average about 550 “ booked ” trains per day, of which on Monday mornings there are over 60 between 8.30 a.m. and 9.30 a.m., the busiest hour of the day.These figures,however, are nocriterion of the capacity, or rather of the working-pressure of thestation, as the number of actual train movements averages considerablyover 1,000 per day.

THE PROBLEM. Such enormous increaseof traffic was not, of course, originally con- templated ; and while the accommodation was sufficient, and indeed was. considered much more than ample, when the station was first constructed in 1879, and also when it was extended in 1890, it was D2 Downloaded by [ Purdue Univ Lib TSS] on [16/09/16]. Copyright © ICE Publishing, all rights reserved. 38 LATfi&3ON OB GLASGOW CENTRAL STATI~M. [Miuutes of found to be quite inadequate in 1898. There was frequently much difficulty in dealing with the traffic, and this resulted in great disorganization andat times renderedthe stationpractically unworkable. The insufficiency of the accommodation was felt chiefly in respect of the narrowness and shortness of the station-yard and the limited number of the lines in it, the want of adequate auxiliary sidings in the immediate vicinity of the station, the limited number of platforms inside it, the shortness and narrowness of the platforms, some of which were only 14 feet wide, the small area available for cabs inside the station, the limited area of the concourse at the ends of the platforms,and the defectiveaccommodation andantiquated arrangements for dealing with parcels. The accommodation of the station-buildings such as for left luggage and parcels, for booking andother traffic, andfor administrative purposes, as well as for the comfort and convenience of passengers, had also become inadequateand all the lavatory and service accommodation was entirely out of date. Although there were nine lines of rails in the old station with platforms alongside, there were only four approach-lines to within about 200 yards of the platforms. With nine lines converging to and diverging from four in such a short distance, the cross connecting lines and junctionswere of necessity intricate and short, and the permanent way generally was cramped and congested to such an extent that several of the lines actually fouled each other within thelimits of the platforms.There was thusa “bottle neck” in the immediatevicinity of theends of the platforms.Again, the want of auxiliarysidings near thestation for the reception of trains and for the storage of carriages, as well as the want of facilities for making up trains and quickly addingcarriages, was felt very acutely. With such a volume of traffic in the station as there was latterly,the short and narrow platforms were foundto be extremely unsuitable; and cabs and other vehicles in the station, having to move in both directions and to stand on a very short and narrow roadway, created a very congested cab-rank. But perhaps the most apparent defect was the utter inadequacy of the concourse between the ends of the platforms and the Gordon Street booking- hallwhere at holiday andother times people were so crowded together infront of the train-informationindicator thattheir endeavour to ascertainthe platformfrom which theirtrain would start,and their efforts to reach it, are difficult to describe. Thewant of facilities for parcels-traffic also added tothis congestion, because barrow-loads of parcels, in being taken to and from the several platforms and from one side of the

station to the other,had to be wheeled throughpowds of passengers and the accommodation for the reception, assortment, and despatch of parcels was so limited and inconvenient as to necessitate vans being unloaded in the public steeet. Withthe continuedincrease of traffic of allkinds, these deficiencies became marked defects and they were accompanied by inconvenience to the public and loss to the company. Fortunately the majority of the trains for workmen run east and west byway of the low-level part of theCentral Station, so thatthe scheme of extension was not influenced by the Cheap Trains Act of 1883 or the shadows of the revived Select Committee on Workmen’s Trains, and the recently presenbed Bill in Parliament to amend the law relating to cheap trains, as under other circumstances it mightvery seriously have been. It is conceivable that R new CheapTrains Act might mean the modification of many terminalstations and necessitateconsiderable expenditure which otherwise would have been uncalled for.

TEE SCHEME. An examination of the plansshowing the modification and extension of the Central Station, Fig. 2, Plate 1, shows how greatly the arrangements have been governed by the circumstances of the site, the structural works of the old station, and the proximity of public streetsand valuableproperty. Altogether thesite of the station is an extremely awkward one, peculiar in section as well as in plan, there being the river, the streets, the UndergroundRailway, and a low-level drainnge-tunnel to contendwith, as well asthe great irregularity of width throughout the entire length. In the scheming it was realized that the measure of the accommodation to be provided was the largevolume of intermittent traffic-perhaps in some respects peculiar to Glasgow-which has to be dealt with daily at certain hours, and the special holiday-traffic which at certain times of the year has to be handled on a single day.The difficulty was not so much in respect of dealingwith the many millions of passengers per annum as the many thousands per hour. The necessity, therefore, of separating the several kinds of traffic and of providing facilities for handlingquickly and conveniently large crowds of people and quantities of luggage and parcels, andfor economically workingnumerous trains was early recognized. Thesuburban and the seasideseason traffics were made important factors in the problem, and there was also much consideration of the general traffic with other towns andthe

Downloaded by [ Purdue Univ Lib TSS] on [16/09/16]. Copyright © ICE Publishing, all rights reserved. 38 MATIIESON ON GLASGOW CENTRAL STATION. winutea of countrydistricts. *The long-distance traffic appeared to take care of itself more readily, but it called for separationfrom the other traffics andfor plenty of platform-area,with facilities for dealing with large quantities of luggage. Evenwith all the statistics of the traffic which were available for consideration, it didnot appear to bepossible to determine theoretically the propercapacity of the extendedstation, andto apportion accurately the several parts to the volumes of the various kinds of traffic. A first step was to differentiate the traffic and to determine provisionally theparts of thestation and lines which certain trains might use, regard being had to the necessity of so laying out the lines of the station-yard as to make it possible for every platform in the shtion to be used as either a departure or an arrivalplatform, as occasion mightrequire. Separation of traffics was made an essentialcondition. For example,long-distance traffic was allomted tothe extreme sides of the station,where passengers arriving and departing withluggage could be conveniently dealt with ; suburban traffic was kept in the middle of the station, with a special platform in line with the main exit; and the parcels- traffic was allocated to a lower floor, to be dealt with by means of subways and hoists. The increase of railway traffic has resultedin theproviding of longer trains, larger carriages, and heavier and more powerful locomotives; and if the requirements of these in respect of length of platform, curvature in alignment, ruling gradient, and strengthof bridges and permanent way are analysed, it will be found that they immensely influence the design, the first cost, and the cost of maintenance of terminalstations and other railway-works.Long platforms in a city terminal station have in particular far-reaching consequences. The extended station was planned and constructed to provide at once practically double the,formeraccommodation, but theworks were so designed that, in the event of further extension being found to be necessary in the future, there should be the minimum undoing of what hadbeen done. In other words, the station has to some extent been designed and constructed as part of an ultimate whole. A good deal of land and property had to be acquired. Part of it was slum in its character and ripe for removal, but much of it was good and all of it was costly. The old part of the station had to muchbe altered, as the platforms had to be entirely rearranged, lengthened, and widened, while the accommodationgenerally had to beimproved. Fortunatelythere were no columns supporting the roof of the old station, so that the rearrmgenmt of %heplatforms within the limits a€ tbs train-

Downloaded by [ Purdue Univ Lib TSS] on [16/09/16]. Copyright © ICE Publishing, all rights reserved. Proceedings.] MATHESON ON GLASGOW CENTRALSTATION, 39 shed was comparatively an easy matter. Outside, however, it was necessary to reconstruct Argyle Street bridge entirely, as the main girders of the old bridgewere much above rail-level. Withthe traffic in operation this was a tedious part of the work. In designing the permanentworks, the difficulties attending reconstruction and the maintenanceof the regular working of traffic in the existing station during the transition period were specially kept in view. The operations in the modification of the old station had to be such that the accommodation available should never be less thanthe accommodation of the old station,and with the ever-increasing traffic it was recognized that it might be necessary for new andadditional accommodation to be quickly utilized asfrom time to time completed. It maybe said herethat the workswere successfully carried out accordingly, without delaying a single train,or harming a single passenger.The credit of this is due largely to the traffic-department of the Compmy, and theAuthor takes this opportunity of gratefullyacknowledging theinvariably kind consideration andhearty co-operation of the General Superintendent of the Line, and all hisofficers, in connection with the modifimtion of the old station.The work ,necessarily entailed some anxiety,particularly when the westwall of the old station was entirely removed and the old roof of 210 feet span was on one side supported temporarily by timber. Havingregard to the exigencies of traffic andthe practical impossibility of fulfilling the obligations of a hard-and-fast legal contract, it was consideredexpedient to execute part of the remodelling work by administration. The contractors for the work of extensionwere employed andtheir plant wasused, butthe work of remodelling was largely cnsried out under the immediate direction of the railway-company’s engineering staff. A good deal of the work had of necessity to be doneon Sundays and inter- mittently at other times during the cessation of traffic, so that in fairness payment had to be made to some extent on the basis of the time and materials used.

THE RESULT. General.-The idea of the scheme was to make the plan of the station a harmonious whole and to dispel any indication or feeling of there being two separate stations. A first step in this direction was the removal of the west wall of the old station and the sub- stitution of columns for it. The station has been enlarged mainly by wideningthe on west side and by lengthening in a southerly direction, the increase in area

Downloaded by [ Purdue Univ Lib TSS] on [16/09/16]. Copyright © ICE Publishing, all rights reserved. 40 MATHESON ON GLASGOW CESTRAL STATION. [Minutes of beingdue to increase of lengthrather than of width.The limit of the enlargement on the west side was fixed by the east line of Hope Street and the width available at the crossing of the River Clyde, and this determined the number of new platforms and their alignment and length. The enlargement in widthon the west side at Hope Street is about150 feet at thecrossing of Argyle Street and at the river about 180 feet at the crossing of Broomielaw Street. The width of the bridge across the river on which the station-yard had of necessity to be constructed was governed by the excessively high value put by the Clyde Navigation Trustees on the portion of the harbour and quays covered over, and the alleged resulting injurious effect.On the east side of thestation, the onlyenlargement has been a slight widening of the bridge across Argyle Street. It was at first intended also to widen considerably on the east side, in the vicinity of Argyle Street, and so to have the new boundary on a true line from the old station-wall on the north side of Argyle Streetto the old station-wallon thesouth side of AnnStreet. Such a prohibitive price was, however, put on the property situated between those points, when the company sought statutory powers from Parliament to acquire it, that that part of the Bill had very reluctantly to be withdrawn. Here agcin the circumstances of the boundarydetermined thealignment and length of some of the platforms;and their extreme tortuousness on the east side, and comparative shortness towards the middle of thestation, is thus accounted for. As Fig. 2, Plate 1, shows, the new station is wider at the middle than at the concourse end. This is due to the existence of valuable property on either side, part of which is the company’s hotel, and which was not availablefor station purposesproper. Then, as alreadymentioned, thestation maybe described as ahigh-level station, for it had to be built partly over the River Clyde, Broomie- law Street, Argyle Street,and other streets as shown by the longitudinalsection (Fig. 3, Plate 1, and Fig. 5, Plate 2). The surface-levels of the concourse andthe platforms are therefore muchhigher than the levels of the streets in the vicinity. Over Broomielaw Street and Argyle Street, for example, the surface of the platforms is about 334 feet and 24 feet respectively above the levels of these streets, and the concourse ends of the platforms are about 10 feet above the level of Gordon Street where the principal entrance is. The substructure of the station is therefore necessarily a somewhat costly work of considerablemagnitude. It consists of an estensivf: bridgeover the River Clyde carrying the st&ion-yard, and

Downloaded by [ Purdue Univ Lib TSS] on [16/09/16]. Copyright © ICE Publishing, all rights reserved. Proceeding8.J MATHESONGLASGOWON CENTRAL STATION. 41 masonry arching and steelwork carrying the lines and platforms of the train-shed. The bridge over the river is 702 feet 6 inches in length in five spans, and it varies in width from 114 feet to 205 feet. It carries eight lines of rails and is believed to be one of the widest bridges inthe country. It is builtimmediately alongside the old bridge,on which thereare four lines of rails, so thatthere are R dozen lines across the river.The superstructure is of steel, and rests on piers and abutments built of composite masonry con- sisting of brickwork faced withgranite. The foundations, which were constructed by sinking caissonsby the pneumatic process, are as deep as 70 feet below high water. The bridge has an entirely flat upper surface covered all over with ballast, so that the cross connecting lines and junctions can be laid in any required position. Thesubstructure of the train-shed consists of stone piers and brickarching, excepting over AnnStreet and Argyle Streetand north of Argyle Street, where thesubstructure is built of steel girders and flooring resting on brick piers and steel columns. At andin the vicinity of Argyle Street,the underground railway necessitated the foundations of the substructure being constructed by sinking cylinders to a depth of 40 feet below the street-surface. At places there are heavy concentrated loads up to about 500 tons borneby single stanchions of steelwork, which are embedded in brickwork and filled withconcrete to ensuretheir preservation. Special precautions were taken to ensure thorough waterproofing of the substructure,Seyssel asphalt covering and cement rendering being freely executed. Existing buildings in the vicinity had to be underpinned,and altogether the works of the substructurewere of particularly varied character. In the excavations the strata were found to consist of sand and gravel of various kinds, more or less clean and partly water-bearing. The substructure is indicated by Fig. 4, Plate 1, and Figs. 5, 6, and 7, Plate 2, inclusive. There are compensatingadvantages connectedwith the costly substructure,inasmuch as the space underneaththe lines and platformsprovides accommodation for steam, electric, and compressed-airgenerating-stations, and for a pumping-station, as well asfor permanent-way,telegraph, and signalling workshops, and for other servicepurposes. It also affords accommodation for spacious low-level lavatories, as well as for extensiveparcels-premises, which have a connecting passage for parcels-trafic,running transversely and underneaththe passenger- platforms towards the concourse end of the station. Another part Qf the space is used 8s bonded stsresand shops,most ~f wkic4

have cellarage below them,and there is also considerablegeneral storage-accommodation,particularly inthe archedportion. All the accommodation is provided with excellent access at street-level, and is largely and well let to tenants. There are also booking-offices underneath the station, at street-level in Argyle Street and Hope Street,and these are connectedwith each otherby passages and stairsand by apassenger-subway which gives access toall the platforms in the station (Figs. 2 and 4, Plate 1). The coveringover Argyle Street is about 330 feetin length. While the bridge and the portion of the roof of the station to some extent obscure the vista of Argyle Street, the eye is satisfied by pleasing parapets and screens of iron and glass on either side of the station, which, carried up ns sides to the structure, mingle with and provide support for the roof. The fapade of these screens and the fapnde of the station boundary-wall in Hop Street-the latter a fine example of Italian Renaissance in whitefreestone-were designed by Mr. James Miller, F.R.I.B.A., of Glasgow. The fact of the site of the station beingnarrower at the concourse end than at the middle gave rise to whztt at first appemed to be a difficulty in the planning. About the middle of the station and from the line of ArgyleStreet southward, there is sufficient width for thirteen lines of rails and platforms, but the width at the concourse is so small as to preclude the possibility of the lines and platforms on the west side being prolonged as far north as those on the east side. This difficulty was overcome by stopping the ends of the platforms “en Bchelon” and placing the concourse obliquely to the lines and platforms inst.ead of at right angles to t,hem, as is more usud. To give some idea of the increase in the size of the station, it maybe stated that the maximum width has been increased from 210 feet to 360 feet, and thatwhereas the remotest end of the longest platform was formerly 890 feet from the Gordon Street booking- office, it now is 1,410 feet. The length of permanent way, measured to a transverse line about 650pards out from the concourse, has been increasedfrom 14 mile to 54 miles of singleline. The aggregate length of the platforms has been increased from 1,530 lineal yards to 2,910 linealyards and the aggregate area from6,250 square yards to 14,000 square yards. The area of the concourse has been increased from about550 toabout 3,000 squareyards and the accommodationfor parcels-traffic from 500 squareyards to 6,000 squareyards. The roofing of thetrain-shed has beenincreased about two-and-a-half times, and there is now 35,278 square yards of covered area. The main features of the scheme Qf the statisn from the point of

Downloaded by [ Purdue Univ Lib TSS] on [16/09/16]. Copyright © ICE Publishing, all rights reserved. Proceedings.] MATHESON ON GLASGOW CENTRAL STATION. 43 view of trafic working are the number of the lines and the general arrangement of the station-yard and its complement of approach- lines, theauxiliary sidings inthe vicinity of thestation, the additional number, the increased area, and the improved arrangement of the platforms, the extent of the roofing, the arrangement and extent of the cab-rank, the form and spaciousness of the concourse at theends of the platforms, the train-information indicator, the accommodation of the concourse buildings, the arrangement of the accesses and booking-offices, the lavatory accommodation, the parcels-office accommodation, and the system of signalling. Station-Yard.-It was considered essential that the lines of the station-yardshould be asnumerous and as long as possible, and that their general arrangement and lay-out should show nothing in the nature of a " bottle-neck " in the immediate precincts. There are thirteen lines of rails inside the station, and, notwithstanding the proximity of the River Clyde, these have been continued well out on to the bridges at the north end ; and even at the south end thereare twelvelines. These converge toten running-lines at a point about 300 yards from the average of the ends of the platform, and to six running-lines at Bridge Street Junction, thatis, at a point fully 600 yards from the average of the ends of the platforms. In view of the possibility of long heavy trains running in either direction being stopped by signal on the lines of the station-yard and the necessity of such trains being quicklystarted andaccelerated in speed, it was considered essential that the lines should be made as nearly level as possible. Inthe vicinity of BridgeStreet, where most of the signals are situated, the running-lines,as well as the auxiliary sidings, have therefore been specially constructed at considerableexpense on flat gradients,and the former are so continued inside and to about the middle of the station, that is to Argyle Street bridge, as shown by the longitudinal section Fig. 3, Plate 1. On the north side of Argyle Street bridge, however, the rails in the station areon a gradient of 1 in 185, falling towards the concourse. This is due to the necessity of crossingArgyle Street at such a heightas to give sufficient clearance above the street-surface and to ensure theaccess to theconcourse being practically on a level with Cordon Street. Such an arrangementof the levels in the station neutralizes any tendency there might otherwise have been for trains to move out and foul other lines, and, as the engines of all heavy departing trains stand on the flatter falling gradient, there is not much disdvantagein respect of starting readily. On theother hand, the engines of arrivingtrains have to stop on a falling gradient ; but any overshooting of the ends can be readily taken up by the hydraulic buffers which will be referred to later, Downloaded by [ Purdue Univ Lib TSS] on [16/09/16]. Copyright © ICE Publishing, all rights reserved. 44 MATHESON ON GLASGOWCENTRAL STATION. [Minutes of Notwithstandingthe limited length of the station-yard it was found possible to adopt a minimum radius of curvature of 10 chains, which is the ruling radius in the station. The permanent way of the station-yardis so laid out that thereis direct connection between any of the running-lines and any of the platform-lines ; and the lay-out of the running- and connecting-lines is also such as to allow of the simultaneous movement of several trains in either direction. Auxiliary Sidings.-The auxiliarysidings are longenough to store numerous carriages, and as they are near the station-platforms, carriages for lengthening trains can be obtained quickly. Adequate auxiliary sidings for the storage and marshalling of carriages are indispensableadjuncts of amodern terminus. They are essential to the proper handling of the traffic ; and the want of them greatly diminishes the maximumworking-capacity of a station. It ,is indeed conceivable that in many CLtses the general efficiency of a terminalstation might bemuch increased by simplyproviding adequate auxiliary sidings in its immediate vicinity. The auxiliary sidings at the Central Station are situated about 500 yards distant from the ends of the platforms, on the site of the old station at BridgeStreet, which was reconstructed for the purpose. There arenine auxiliary sidings interspersed between eight running- lines, so thatthere are seventeenlines of rails at this place. Several of the sidings are connected with the main running-lines at both ends, so that trains may be run directly in and out. On the extreme sides, some of the sidings are equipped with platforms and water-supply for carriage-cleaning purposes and with high-pressure gas for carriage-lighting and for cooking in dining-cars, it and is here that the cisterns and tanks of the carriages of corridor-trains and others are charged before beingsent into the station for theoutgoing journey (Fig. 2, Plate 1). The existence of such accommodation also obviates the necessity of always hauling trains of empty carriages to more distant depots, an objectionable operation in the vicinity of a busy terminal station, as such use of the main running-lines causes congestion and tends tothe delay of traffic. Then, of course, withauxiliary sidings within easy reach there is a saving of empty-train mileage. In the early scheming of the works it was proposed to have three lines of rails between several of the platforms in the station, and in this way to provideadditional auxiliary sidings and lines for rounding trains, but, unfortunately, the limited width of the site precluded the possibility of this. Such third-line accommodation in a city terminal station is very desirable, but where it is provided on an expensive site and under a costly rmf, it may be described as a

Downloaded by [ Purdue Univ Lib TSS] on [16/09/16]. Copyright © ICE Publishing, all rights reserved. Prmeedtngs.] MilBTlffSON ON GLASGOW CENTRAL STATION. 45 luxury.The question is one of expediency, and has to becon- sidered from the point of view of the general economics. Platfmms.--Itwas necessary to have as many platforms inside the station as practicable, subject to their being reasonably wide. The form and possible maximumnumber of the platforms were governed by the lateral boundaries and the total available area of the station, while the general arrangement and the respective lengths and widths were determined in relation to the anticipated lengths of particular trains and the volume of traffic allocated to the several platforms. There are thirteen platforms in the station. The question of the number of platforms as betweentwelve andthirteen was left undecidedfor a considerabletime. With twelve the platforms could have been more uniform in length, better aligned and wider ; but, having regard to traffic-requirements, and the cost of land, it was ultimately decided, after much consideration to have the larger number. Wide platforms are magnificent, butin a city terminal station the cost has to be counted, and here again there is a limit from the point of view of the economics. For convenience in working, and with a view to the separation of particular kinds of traffic and the prevention of congestion, it was considereddesirable that the longestplatforms should be on the extreme sides of the station, and, as far as practicable, should be used for the departure and arrival of main-line trains respectively, leaving the shorter platforms in the middle for shorter-distance and suburban traffic. Thetwo main-line platforms on the east side, from which trains depart forCarlisle and the south, arerespectively about 800 and 900 feet in length, with a maximum widthof 30 feet ; while the corresponding main-line arrival platforms on the west side are 700 and 800 feet in length, with a width of 70 feet between the platform-edges. This width of 70 feet is made up by two side pht- forms each 20 feet in width, with a cab-rank between of a width of 30 feet. Withthe exception of aplatform for suburban traflic from which there is frequenta service of shorttrains, the intermediate platforms vary in length from about 450 feet to about 610 feet, and in width from 22 feet to 25 feet. These lengths are suitable for the shorter-distance and suburban trains, and the widths are also found to besufficient. Wider platforms would have been wasteful, as they are not obstructed by columns. The 30-foot width of the main departure-platform already referred to stands out in contrast with the narrower widths of the intermediate platforms. On the main departure-platform, however, much larger quantities of luggage have to be dealt with.

A feature of the accommodation is a platform near t.he middle of the station having a width of 33 feet and a length of about 1,000 feet. This is long enough for two ordinary trains one in front of the other, and they may ba worked simultaneously, for the lines are SO laid out that the rear train can depart while the front train is still standing at theplatform, or both trainsmay depart at the same time, running out on different lines. The capacity of the platform is thus doubled ; but inasmuch as the front train is a very long way from the concourse,such anarrangement does not appear to be commendable in ordinary circumstances. At the south end of the cab-rank and between the main arrival- platforms there are special platforms for fish, fruit, andmilk, and for loading and unloading vehicles and horses, the object being to keep this class of traffic separatefrom theordinary passenger-traffic. ThePost Office mail-trains start fromthese platforms, because the mail-vanscan get immediatelyalongside thetrains, and theatrical and other special baggage is also frequently loaded here, the workbeing facilitated by a fixed %toncrane conveniently situated for the purpose. These special platforms are situated over Broomielaw Street,adjoining the quayon the north side of the river, and while there is vehicular access to them byway of the station cab-rank, there is also communication with the street below bymeans of hoists. The city markets are in the immediate vicinity, and this and the other circumstances described governed to some extent the position of the fish- and fruit-platforms. Theplatforms are paved withSeyssel asphalt inch thick, laid ona layer of concretesupported on steel joists. The first cost of granolithicpaving would have been less, but its slow- setting properties and the necessity of keeping the foot-passenger traffic goingprecluded its use. Theasphalt sets almost at once and can be walkedon immediately ; it can also be readily repaired. The copes of the platforms are of granolithic slabs 4 feet wide,deeply indented on the surface toensure good foothold at the platform-edge. With theexception of the main arrival-platforms, allthe platforms are fenced OR from the concourseby wrought-iron railings andgates, and in emergency the gates are used for the purpose of regulating the traffic. Normally, however, the gates stand open. In width of opening the gates range from 5 to 10 feet. The Central Station is not, however, a “close ” station in the meaning that onlythose holding ticketsare admitted to tho platforms.The billet d’entr6e of thecontinental terminal station is unfortunately foreign to British practice.

Downloaded by [ Purdue Univ Lib TSS] on [16/09/16]. Copyright © ICE Publishing, all rights reserved. proceedings.] MATHESON 6N GLASGOW CE~+TRALSTATION. 47 RooJing.-In considering the character of the roofing of the platforms, the expediency of having a high and entirely closed-in roof spanning the full width of the widening of the station, or of adopting what may be described as the modern American principle of having a high and closed-in roof over the concourse only, with merelyawnings over the platforms, was fullydiscussed. It was ultimatelydecided, however, to have a moderatelyhigh roof spanning the entire extent of the widening.The reason for this was that the mainarrival-platforms are on the new side of the station, with the cab-rank between, and it was thought desirable to havethem fully roofedby a single span, andthereby to preclude the necessity of having columns, either on the cab-rank or on the immediately adjoining platforms, which are no wider than is absolutely necessary. The wide platform near the middle of the extended station being on the site of the west wall of.the old station, the roofing of the old and new parts of the station had of necessity to be supported on this platform bycolumns. There are two rows of columns 11 feet apart between centres transversely (Fig. 2, Plate 1, and Figs. 5, 6, S and 9, Plate 2), with the pairs of columns 35 feet apart between centreslongitudinally. The double row of columnslends itself betterto construction in this particular case, but,as a general principle, it is submitted that, if there are to be columns on platforms at all, then, from the pointof view of traffic-working, two rows of columns on an island platform offer less obstruction than one. The effect of having tworows is toform three avenues for traffic-the central avenuefor the wheeling of luggage, and an avenue on either sidefor passengers with a train immediatelyadjoining. The Author has, in preference, adopted the double row of columns with much advantage elsewhere, notably in the new station at Wemyss Bay. Then with the double row of columns there is a much more pleasing vista. Thewidth of a platformwith a double row of columns should, in a busy st&ion, be not less than 33 to 35 feet. The platforms of the Central Station are roofed to the extent of about S6 per cent. of theirlength. This is perhapsalarger proportion of covering than is usual, but,as is well known, the climatic conditions of Glasgow, especially in respect of rainfall, may be said to be abnormal.The main roofof the new part of the station has a clear span of about 140 feet, and it is about 900 feet long. It was made this length in order to ensure that the rear van of arriving trains should bewholly under cover, and to allowof passengers’luggage being dealt with entirely in the dry. Such a length was also required for long trains departing for seaside places.

Downloaded by [ Purdue Univ Lib TSS] on [16/09/16]. Copyright © ICE Publishing, all rights reserved. 48 MATZiRSON ON CLASGOW &%!l'RAL i?f?AFfdH. @nutee of The main girdersof the roof are steel lattice girdersof the N type, havingbottom flanges of semi-elliptical form (Figs. 6 and 9, Plate 2). Theyare placed transversely 35 feetapart between centres, and the principals between them are placed 10 feet apzrt between centres, each principal being attached to a vertical Inember of the maingirder. The principals are semi-circular, and, being carrieddown to the bottom flange of the maingirders in every case, they follow the ellipticalline of the maingirders (Fig. 8, Plate 2). Theunderside of the maingirders at the centre being 33 feet above platform-level, the new roof is neither high nor low, butthe semi-elliptical formgives it an agreeableappearance of loftiness, and it presents a lengthy and pleasingvish in the longitudinal direction (Fig. 9, Plate 2), and with the semi-circular principals between the main girders, also in the transverse direction, but in a less degree. The expansion-bearings of the main girders of the roof being on the supporting columns, and there being therefore risk of tension, the columns are of steel of octagonal form in cross section, builtup of specially-pressed plates of varyingthicknesses. The columns are filled with concrete with a view to their preservation, and at places they have pipes inside for the drainage of the roof. The roof is glazed throughout its entire area with " patent " glazing, and the contractors are bound to maintain the glazing for 10 years. The roof is painted a creamy buff' colour, and the columns a pale orange yellow, finished in varnish. It has been contended that, with the concourse of a city terminal station completelyroofed, there is little needfor anything more than awnings over the platforms. Platform-awnings can, of course, be so designed and constructed as to keep the platforms sufficiently dry ; and, while they may be draughty, there is great advantage in having direct outlet for locomotive-smoke. Then, with awnings, the first cost and the cost of maintenance are much less than for a high all-over long-span roof. There is less area of roofing, and the first cost per unit of area covered is less by at least 33 per cent., while the expense of maintenance is much less than in direct proportion to the areacovered. From the point of view of the direct economics of railway-stationconstruction, it would therefore a.ppear that platform-awnings supported by columns may be preferable to the high all-over long-span roof as well as to the low all-over short-span roof supported by intermediate columns. The latter is rarely satis- factory. The roofing of Liverpool StreetStation is supported by intermediate columns, and being reasonably high it is ideal. With intermediate columns, the platforms must be wide, and it is conceivable that, having regard to the additional land required, the

Downloaded by [ Purdue Univ Lib TSS] on [16/09/16]. Copyright © ICE Publishing, all rights reserved. Proceedings.] MATRESON ON QLASGOW CENTRAL STATION. 49 cost-of wide platforms may in many cases preclude the possibility of having columns, and may, therefore, as in the case of the Central Station, render the high all-over long-span roof a necessity. Such a roof, as well as a reasonably high all-over short-span roof supported by intermediate columns, can be designed to be pleasing in appearance, but awnings only look well in their simple utilitarianism. Cab-Ran7c.-Spacious accommodation for cabs and other vehicles has been provided insidethe station. The cab-rank is situated mainly between the two principal arrival-platforms,but at its north end it is continued along the ends of adjoining arrival-platforms towards the centre of the station, for the shnding of cabs and the convenience of passengers there. It is shown in Fig. 9, Plate 3. The length of the rank isover 1,000 feet, and between the principal arrival-platforms it is 30 feet wide. It is paved with Seyssel asphalt 2 inches thick.The levels of thestreets at the southern extremity of thestation, relatively to platform-level, made it impossible to get vehicular access to the csb-rank at the extreme end, a,s is customary. A side access had therefore to be constructed from Hope Street, justto the northof the principal arrival-platforms. This access is in the form of a winding inclined plane inside the walls of the hotel, partly over the kitchen and below the dining- room,i.e., inserted between the kitchen ceiling andthe dining- room floor of the hotel. It has a roadway 18 feet wide and is on a gradient of about 1 in 16, rising from thestreet towards the station. Being on the incline it is paved with wooden blocks grouted with bitumen. This inclined access is used mainly for empty cabs, mail-vans, lorries with theatricalbaggage, and othervehicles going in, but with theexception of cabs, it is also sometimes used for similar traffic going out. The outward cabs with passengers leave the station by a roadway specially reserved for this purpose under the hotel at a point farther north, in the vicinityof the telegraph-office. The customary method of dealing with railway-passengers’ luggage in this country necessitates the providing of extensive accommodation for cabs in city terminal stations, and much valuable space is thus taken up, which in many cases can be ill afforded. Concourse.-The scheme of the concourse was thought to be very important, and there was much consideration of its size and sha,pe. The “ Bchelon ” form of the ends of the platforms lends itself to the formation of a long and spacious concourse-a desideratum at Glasgow Central Station. In the old station the ratio of the area of the concourse tothat of the platforms was about 1 to 11 ; in the new it isabout 1 to 5. In other words, while in the old station the area of the concourse was about 9 per cent. of the area [THE INST. C.E. VOL. CLXXV.] E

of the platforms, the area of the concourse in the new station is about 20 per cent. The greatest width of the concourse is at the ends of the maindeparture-platforms, and here the area is such that even on exceptionally busy days passengers can congregate with comfort infront of thetrain-information indicator. The surface of the concourse is graduated in level to suit the levels of the ends of the platforms and the surrounding streets.It is on rising gradients from the Gordon Street booking-hall to bookstall No. 1, from the train-information indicator to the Union Street booking-hall, and from bookstall No. 1 to bookstall No. 2. These gradients are 1 in 32 and 1 in 116, and l in 113 respectively. They are notappreciably felt by passengers, and in some respects they are found to be advantageous, more particularly in respect of seeing the indicator, for people behind can more readily see over the heads of those in front. The slope is also anadvantage inthe washing and cleaning of the surface. The concourse is paved withSeyssel asphalt similarly to the paving of the platforms. The concourse is surrounded with the usual railway-stationoffices grouped asconveniently as the circumstances willallow. Un- fortunately the waiting- and refreshment-rooms had to be placed at the east side, adjoining the main departure-platform and somewhat out of the main part of the concourse. In this respect the Central Station comparesfavourably with other British stations, but un- favourablywith the modern terminalstation of the American railway,where such accommodation is always entirely at the end and reasonablyconvenient toall the platforms.The concourse buildingsare constructed of timberand light steel-joist framing lined with woodwork. The base course is of greygranite, about 15 inches deep. At the entrances to hoists and at other pIaces, the granite is carried up to dad0 height. The exterior woodwork is of pitch-pine warmly stained and finishedin varnish. In the planning the probability of crowding and the tendency of streams of people to spread like flowing water and travel along the line of least resistance was kept in view. It was therefore thought desirable to havecurved building-lines androunded corners, not only in the concourse, but also in the subway and elsewhere in the station, and this idea was maintained throughout. Train-InformationIndicator.-In largeterminal stations it is essential that passengersshould be able readily to obtainall the information they require inregard to trains by personal observation and without having to make verbal inquiry. This has been kept in view, and in the Central Station a train-information indicator is a special feature of the concourse buildings. It is illustrated by Figs. 2

Downloaded by [ Purdue Univ Lib TSS] on [16/09/16]. Copyright © ICE Publishing, all rights reserved. Proceedings.] MATHESONON GLASGOW CENTRAL STATION. 51 and 10, Plate 1. The indicator is situated on the west side of the concourse, unobtrusivelybut conspicuously elevated overthe general waiting-room and telegraph-office. It forms part of one of the main buildings of the concourse. The firstfloor of this building, which is at a height of about l1 feet above the concourse-level,is partly occupied at the back by the telegraph-operators, but in the front,i.e., facing the concourse, it is used entirely for train-information purposes.The portion set apart for train-indicating is about 74 feet in length. It has a separate space for each of the thirteen platforms in the station, and ona canvas screen in each space there areshown in bold letters the names‘of the principal stations at which the train will stop, with the number of the departure-platform and the time when the train will leave. The spaces are in theform of windows, behind the glass of which the canvas screens are placed. Fig. 10 shows the indicator as it is at 5 o’clock in the afternoon, which for outgoing trains is one of the busiest hours of the day. Somewhat similarly, informationis also given as tocertain arriving long-distance trains, that is, as to the platform and time of arrival, and there is a screenfor special announcements,such as those in respect of special excursion andtheatrical trains, and inspectingtrains for the Company’sofficers. Informationis also posted on the indicator as to the running of important main-line trains, SO that the progress of an arriving train from Carlisle, for example, can be traced throughout its journey. The screens are changed as required by an attendant who is con- stantlystationed inside the building. He canspeak throughan opening window to thechief telegraph-operator in theroom adjoining, andhe is also in telephoniccommunication withthe signalmen inthe signal-cabin, andwith the platform-inspectors andother officials who speak from telephone-boxes placed on the several platforms. In this way, he is given all the information he requires in regard to the departure and arrivalof trains. The train-information indicator is so placed in the concourse that access to the several platforms is in no way blocked by the crowds that congregate in front of it, as passengers, after obtaining the information they require, simplypass on and, without having to mix with a crowd, get directly to the platforms. It is thus more advantageously situated than if placed at right angles to the platforms and across their ends, as is customary.The height of the indicator-screensand the sizes of the lettering are such that the information can be read from any point in the main part of the concourse, andthe surface of the concourse being on agradient rising from the indicator on a line normalto it, the information E2

Downloaded by [ Purdue Univ Lib TSS] on [16/09/16]. Copyright © ICE Publishing, all rights reserved. 52 MATHESON ON GLASGOWCENTRAL STATION. [Minutes of is as easily visible to passengers on the outside fringe of the crowd as to thoseimmediately in front. Accesses.-The station being situatedin the busiestdistrict of the city, the passenger-accesses have, without any difficulty,been SO placed as to be convenient to the main thoroughfares surrounding it on allfour sides. The accesses arefour in number. Themain access is from Gordon Street, at theextreme north endof the station, and here vehicular passengers with luggage alight conveniently to the main booking-office and to the excess-luggageoffice and luggage weighing-machine. At each access there is a spacious hall and convenient booking-office accommodation.The accesses from Gordon Street and from Union Street lead directly to the concourse, the former by a broad inclined plane on a gradient of about 1 in 19, and the latter by a stairway 18 feet wide. The Argyle Street and Hope Street accesses connect by stairways 21 feet and 14 feet wide respectively, with a transverse subway, from which there is access to the several platforms by stairways ranging from 7 to 14 feet in width.All the stairways are spacious and ea,sy of ascent,having short flights with frequent landings, and steps 13 inches on the tread and of 54 inches rise. The subwayunder thg platforms is also spacious, and the main portion of it is widened into the form of a bright hall, with the object of dispelling that cramped and dismal feeling which usually pertains to the ordinary subway. The walls of the subway and stairways are tiled in creamywhite and neutral tints. Lavatories.-Lavatory accommodation for men andfor women is amplyprovided at several places inthe station. The women’s lavatories are adjuncts to the waiting-rooms; but the men’s lavatories are in the form of separate accommodation on three different sites. Owing to w-ant of space at platform-level, the main lavatory for men is at a low level directlyunderneath the concourse. It is shown by Figs. 2 and 4, Plate I, and Fig. 5, Plate 2. Access to it is by stairways, which are6 feet wide, and are unobtrusivelyplaced in well openings in the concourse buildings, the wells being in the form of shafts specially constructed for ventilating purposes. There is also a ventilating-shaft from aboutthe middle of the lavatory,which passes upwards through bookstall No. 1, and in which there is an exhaust fan 42 inches in diameter driven electrically and calculated to change the atmosphere about once every 2 minutes. There are also two auxiliary fans 12 inches in diameter, and as all three are exhaust fans, the vacuum is filled by fresh air from the large well openingsalready referred toand fromseveral otherbut smaller screened openings and conduits constructed for the purpose.

In addition tothe usual accommodation of a railway-station lavatory,there have been provided down below a largegeneral “ wash and brush-up ” room, a series of bath- and dressing-rooms, a hair-dressing room and a boot-black stsxnd, with similar but separate and smaller accommodation for the Company’s servants.There is also a public telephone-service inthe lavatory.All theinternal angles in the low-level lavatory are rounded to facilitate cleaning and to prevent thelodgment of dust and dirt. The walls and ceilings are faced with white enamelled tiles ; a,nd with the floor of black and white marble slabs and all the woodwork of teak, the place is readily kept clean and sweet by the frequent use of a hose. The lighting is, of course, artificial, and the whole of the accommodation is bright with electric light. The lavatory is believed to be one of the most spacious and‘best equipped inthe country, and is a source of lucrative revenue. Parcels-Traflc Premises.-The extraordinary parcels-traffic a,t theCentral Station, and its ever-increasing volume,called for careful consideration, andin view of the collecting, sorting, distributing, delivering, andother obligations attachingto such traffic it was thought expedient to provide large and well-equipped premises. A portion of the substructureof the sta,tion to the northof Argyle Street, as being under the most suitable part of the platforms, was selected for the parcels premises, and consequently it was constructed more or less entirely in steelwork with the view of giving greater uninterrupted space. The structural work consists of steel girders and flooring supported on steel columns embedded in masonry with abutment piers introduced at places to ensure stability by taking up any possible thrust of the superstructure due to the actionof the moving loads overhead. There are two receiving-offices, one in Hope Street and the other inUnion Street, both at street-level, communicating with each other by a transverse subway undernea,th the station. As is shown by Figs. 2 and 4, Plate 1, and Fig. 5, Plate 2, the main part of the wxommodation is on the Hope Street side, and herevans and other vehicles pass into the premises from the street by a roadway leading to raised platforms and the otheraccommodation of a modern goods- shed. The premises are divided into sections for dealing conveniently with thetraffic of the different districts of the city and the country, and with the several trains andtowns, and have complete office and other accommodation for the working of “inward ” and “ outward ” traffic. There is direct communication with the platforms overhead by

means of a stairway, placed in a well, which also serves as a ventilating-shaft ; and in the main part of the premises and in thecross connecting passage there are five hoists, also communicating with the platforms.These hoists are for dealing with parcelspassing between the parcels-premises at street-level andthe station-platforms above, and at platform-level they are unobtrusively andconveniently situated in the concourse buildings, so as to reduce to a minimum the necessity of wheeling barrow-loads of parcels among passengers. By means of the hoists and the passages below, parcels and luggage can be taken to and from the platforms on the extreme sides of the stationas well as tothe intermediate platforms. Inthis way handling of the parcels-traffic is directly facilitated, andthe capacity of the concourse is indirectlyincreased. There is also communication between the parcels-premises and the low-level station by means of passages, stairs, and hoists. Such anarrangement has beenfound so advantageous as to suggest thatthe parcels-premises attachedto all great terminal stations shouldbe constructed either over or under thestation, communication withthe platformsbeing by means of cross passages and hoists, provided always that only a single hoist-journey is involved, that is, a journey up or a journey down. Where a site is expensive, space can be gained by providing accommodation on more than one floor. The necessity of having to work traffic with hoists is not always disadvantageous.

THE EQUIPMENTAND GENERALACCOMMODATION. Within the limits of a Paper such as this, it is not practicable to do more than describe some of the main features of the station, so that in respect of the equipment and general accommodation there will merely be more or less simple recital with the view of having it record for reference. Clocks.--Uniform and accurate time-keepingbeing of importance, the clocks inthe station are electrically controlled. Thereare altogether thirty-eight clocks, or rather, with one or two exceptions, clock-faces, forthey are merelydials operated by a system of ‘‘ electric time service.’’ Hoists.-There are eleven service hoists in the station,connecting withthe parcels-premises andother low-levelaccommodation. They are hydraulic hoists of a lifting-capacity of 30 to 50 cwt., and of a height of lift ranging from 17 feet to 32 feet. The operating power is obtained from the Glasgow Corporation hydraulic-power supply, the pressure being about 1,000 lbs. per square inch.

Water-Supply.-The stationis supplied with waterfrom the Glasgow Corporation main. There are two systems of supply, one direct to whatmay be described as a domestic system of distributing- pipes in the station and the other to high-level storage-tanks from which water is drawn for special purposes. The domestic system is connected by 6-inch pipes with an independent main on either side of the station, one in Hope Street a.nd theother in Union Street. Suchduplicate connection isin the nature of a stand-by or second source of supply in the event of failure of either of the Corporation mains. A storage-tank in the roof of the hotel is primarily forhotel purposes, but from it there are led two malleable-iron galvanized pipes on the top and throughout the entire extent of the station- roof, one on either side. Bymeans of taps on the roof about 30 yards apart,these pipes provide water for cleaning the glass of the roof. Such an arrangementis desirable from the point of view of maintenance and working-expenditure, it having been found by experience that a largepart of the cost of cleaning the roof of the old part of thestation was incurred inraising buckets full of water from below. There is also a large storage-tank in theroof at thesouth end of the stationconnected with the water- columns for supply to locomotives. The supply of water isplentiful, and, with the numerous hydrants,water can readily be got at every part of thestation for cleaning andother purposes. Themain water-pipes inthe station are laid under the platforms in culverts, or rather passages formed by the longitudinal walls supporting the floors above, and here are also laid the electric-lighting cables, the telephone-wires and some of the drainage-pipes. Thegreat advantage of this is that through openings formed in the sides of the platform-walls, access to the culverts can readily be obtained and repairs can be effected economically andwithout inconvenience. For fire- extinguishing purposes, there are forty-four fire-hydrants inside the station, and there is a fire-extinguishing installation in connection with the signal-box. Drainage.-The main drains arelaid longitudinally up the middle of the station below the level of the substructure, running from north to south and connecting with the Corporation main sewers in Broomielaw, Ann Street, and Argyle Street respectively. The surface of the substructureis everywhere so graded as to ensure proper inclination and run for the water, and cesspools, gullies, traps, and inspection-chambers are plentifully provided. Hydraulic Bufer-Stops.-With the rails in the stationon a falling

Downloaded by [ Purdue Univ Lib TSS] on [16/09/16]. Copyright © ICE Publishing, all rights reserved. 56 MATHESOX ON GLASGOW CENTRALSTATION. [Minutes of gradient of 1 in 185, it was, as already indicated, considered desirable to providefor the possibility of the overshooting of trains.The buffer-stops at theends of the platform-lines are therefore hydraulic. They are so constructed as to stop a train weighing about 400 tons, travelling at a speed of 10 miles perhour without shockor discomfort ; and repeated experiment hasproved their sufficiency. Power-GeneratingPlant.-There is anextensive generating- plantsituated underneath the lines and platforms a,djoining the parcels-traffic premises.Steam, electricity, and compressed air are generatedfor special services andthe boilers of the installation arethe sources of the hot-watersupply inthe station. Steam is primarilyrequired for the engines of a generating-plant by which t,he station is electrically lighted throughout its entire extent -the concourse and platforms with arc-lamps and the ofices with glow-lamps. The Company’s CentralStation Hotel is also thus lighted ; and current is also produced for driving ventilating-fans in the concourse and other buildings, and also in the hotel. This generating-station also supplies the electric current required in the working of the points and signals-directly in the controlling of the point- and signal-motors, and indirectly in compressing air for the operating power. Beating.-Steam from the boilers of the installation is used for heating the carria,ges of departing trains at the main departure- platforms. It is led from the boilers through a 2-inch pipe to the end of each of these platforms, where, by means of a controlling valve and a coupling, it is delivered to the pipes of the carriages at a pressure of about 40 lbs. persquare inch. The carriages arethus heatedwhile standing at the platforms,independently of the locomotive and before it is coupled. The boilers are also the source of the supply of hot water and steam for the heating of the waiting-rooms and the other accommodation of the concourse. Steam from these boilers is also used for other heating purposes, notably in the station tea-room, where water for a fresh cup of tea can be boiled by live steam in less than half-a-minute. Pintsch Gas-Supply.-For the lighting of carriages which a,re not equipped with electric-lighting plant an installation for generating Pintsch gashas been laid down atthe extremeend of the auxiliary sidings, about 8 mile from the station. The main supply- pipe is of heavylead 1 inch in diameter,and is laid in wooden boxing.The high-pressure gas-pipes were at first laid inthe culverts under the platforms alongside the water-pipes and electric cables ; but an explosion, due to an escapeof gas which occurred during the laying and testing operations, showed the necessity of

laying all gas-pipes outside. The floor of the platform under which the explosion occurred was blown up to the extent of about 200 square yards, but fortunately no one was hurt. The gas-pipes are now all laid outside, beinghung to the platform-walls in wooden casing underneath the corbelled courses below the coping, so that any leakage is readily detected and there is no danger of explosion. Telephonic-Communication.-The great extentof the station and the long length of the platforrh rendered it desirable that there should be special means of communication between the platform-inspectors, the telegraph-office, the train-information office, and the signal-box. Telephonic and bell communication has therefore been provided, and, for this purpose, specially-builtprivate call-boxes havebeen placed onevery platform, on sites readily accessible. A switch- board has also been provided in the telegmph-office and there is thus means of communicationbetween the officials directly and indirectly. There is also A public telephone-service in the station, in connection with which nineteen call-boxes aresituated at convenient places. The public telephones are provided and maintained by the PostOffice and the National Telephone Company, who pay a rent to therailway-company. Notice-boards and Time-tables.-The notice-boards for thedirection of passengers are of more importance in a station than is generally thought.Notice-boards wellplaced have the effect of separating traffic and lessening congestion, as by means of them passengers are enabled to walk directly to the platform or place they want toreach. A special effort was made to place the Central Stationnotice-boards prominently yet unobtrusively, and to make them so clear as to preclude any necessity for verbalinquiry. The time-table bill- boards are built in a,ndform part of the walls of the concourse- and other buildings, their position, character and size having been considered from the point of view of decorative effect as well as convenience. Similarly,panels were formed to receive selected pictorial advertisements. Permanent IVay.-The permanent way is of the usual Caledonian Railway pattern. The rails weigh 90 lbs. perlineal yard and the chairs 46 lbs. each. Inside the station the rails are laid on longi- tudinaltimber way-beams bolted down to brick walls. Between the way-beams and edges of the platforms the surface is paved with bricks in order to facilitate cleaning by hosing and brushing. The points and crossings are also of the usual Caledonian Railway standard type. Theradii of curvatureand the available space between the adjoining sets of points on the same line are such that the longest point is only 21feet, as against theCaledonian maximum

Downloaded by [ Purdue Univ Lib TSS] on [16/09/16]. Copyright © ICE Publishing, all rights reserved. 58 XATHESON ON GLASGOW CENTRAL STATION. [Minutes of of 32 feet, and the flattest ordinary V crossing is about 1 in 12, with diamondcrossings within the Board-of-Traderequirements, thegreatest spread being 1 in 8. The diamondcrossings are checked and stiffened andstrengthened by being built up with check-rails throughout their entire length, the '' diamonds " being inthe form of double V crossings. Where spacefor crosscon- nections is limited, single and double slips are freely used instead of cross-over roads, the difficulty in respect of facing-point lock-bars being in some cases overcome by placing them alongside and behind the points, and so hinged at the heel of the points as to work with them, instead of being placed alongside the stock-rail in front of the points, as is the more universal practice. In other cases the lock- bars are in two parts, one part beingalongside the stock-rail in front of the points and the other pa,rt alongsidethe point*. Signalling.-From the traffic-workingpoint of view, the signalling of railway-stationa is the most importantpart of its equipment.An efficient installation is essential to punctual service. The signalling of theCentral Station, therefore, received much consideration from all points of view, but particularly perhaps in respect of therelative advantages of the systems of working. In the old station the system was the ordinary manual ; and, having regard to the exigencies of traffic-working in the transition period, it was thought advisable to continue the manual working until the enlargedstation was entirely completed andfully brought into operation. In order to bring all the facing-points within the Board- of-Trade limits in respect of distance from the operating-levers, and to meet other requirements, three signal-boxes were in use under the manual system. With more than one signal-box governing a terminal station it is necessary that the signalmen in each box should be in practically constant communication with the signalmen in the others, and in certain caseseach controls the other'smovements. This results in much loss of time, and the station is therefore not worked to its fullest capacity. Even in R terminal station which is spacious and fully equipped in respect of approach-lines and relative accommodation, the slightest irregularityor want of punctuality in theworking is invariably followed for a considerable time by much disorganization of tr'affic and consequent loss. In thescheming of the arrangements, therefore, the frequent and simultaneous movements of numerous trains have to be calculatedon, and at certaintimes of theday there has to bemuch consideration of fractions of minutes. The largevolume of traffic which has to be handled inthe Central Station,particularly atthe high-pressureperiods of theday,

rendered it essential thatthere should be the swiftest possible operation in the signalling and the greatest certainty and precision inthe passage of trains. It was thereforeconsidered necessary that there should be one governing authority ina single comprehensive signal-box, and,as thisnecessitated eliminationto some extent of the restriction in respect of distance in theworking of facing-points, it was necessary that thereshould be other operating agencythan that of direct manual labour. The introduction of :L system of power- working of the points and signals at the extended Central Station appeared, therefore, from the very first to be almost imperative. Investigation showed that the first cost of installing any system of power-working wouldbe greater than the first cost of instal- lingthe ordinary manual system, and it could not be definitely ascertained that the aggregate cost of operatingand maintaining a power system would be less than the aggregate cost of operating andmaintaining an ordinarymanual system. It was considered veryquestionable indeed if any system of power-workingcarried with it the advantage of actualsaving in respect of wages,as, while theremight be fewersignalmen operating, theremight be more linesmen or mechanics maintaining, and, at any rate, it was thoughtthat these latter, beingmore skilled, mighthave to be paid at a higher rate than the linesmen of the ordinary manual system. Then, it wasbelieved that, in renewal, the materials and appliances of a power systemmight cost more than those of the ordinary manual system. After carefulconsideration, the conclusion come to was that, except in special circumstances, power-workingof points and signals might be said to be almost a luxury. It was concluded that there couldbe no economic advantage in the installation and operation of a power plantanywhere except at certainlarger terminal or through stations where the state of things was such as absolutely to demand it. With upwards of athousand train-movements in aday, and frequentlyseveral simultaneous movements in minute,a the circumstances of Glasgow CentralStation wereconsidered to be exceptional, and,there beingregard to the general economics as distinguished from departmental charges, it was ultimately decided to install asystem of power-working. This decision was to some extent influenced by consideration of the inconvenience which would have resulted from there beingmore than one block section within the precincts of the station.Then theannual value of the loss of efficiency, or rather loss of capacity, of thestation and approach-lines,which would have

Downloaded by [ Purdue Univ Lib TSS] on [16/09/16]. Copyright © ICE Publishing, all rights reserved. 60 MATHESON ON GLASGOW CENTRAL STATION. [Ifiinutes Of resulted from working by manual labour in three separate signal- boxes was estimated to be very much more than would be required to pay the cost of operating and maintaining a power system as against the cost of operating and maintaining the manual system, it being borne in mind that it was the difference of these costs only that had to be considered, together, of course, with the interest on theextra. first cost of installation.The fact thatthe Company had already an electrical power-generating station in the immediate vicinityfrom which operating current couldbeeconomically obtained was also an influencing element in the decision, and there was sympathetic consideration of the desirability of lessening the physical exertion and possible mental anxiety of the signalmen in a signal-box where there had to be hundreds of interlocking levers. With a power system, the scheming and arranging of the permanent waywas facilitated, because, with power working,facing-points may, byofficial authority, be operatedwithin any distance not exceeding 300 prds, andthis, it goes without saying, is an almostinestimable advantage inthe hying out of a railway- stationyard. The installation of systema of power-working carriedwith it thefurther advantage of beingable to dispense withpoint-rods and cranks and signal-wires, theresult of which was torender valuable space inthe station-yard availablefor other purposes.The digculty of finding room for the numerous rods, cranks,and wires of the manualsystem would havebeen practically insuperable at theCentral Station, moreparticularly on the Clyde Bridge, where, as a criterion, it may be stated that, with no rods to provide space for, the effect of installing power- working is such as to allow of the laying of at least one additional single line of rails across the river. The cost of a portion of the ClydeBridge sufficient inarea for the point-rods of themanual system to be laid on was alone much more than all the money which it was foundnecessary to spend in the installation of the power system.Similarly, with power-working,valuable spacemay he gained by the possibility of placing the signal-box almost anywhere, because there are no point-rods or signal-wires to be led from it as inthe manualsystem, andthis was foundadvantageous inthe fixing of thesite of the signal-box at theCentral Station. Then,power-working allowed of the signal-boxbeing less than one-half thelength of the signal-boxwhich would have been required with the manual system, the measure of the advantage of which was not of course only the cost of the structure. With the principle of power-working decided on, there was difficulty inthe choice of system.Many installations of power-

Downloaded by [ Purdue Univ Lib TSS] on [16/09/16]. Copyright © ICE Publishing, all rights reserved. Proceedings.] MATHESON ON GLASGOW CENTRAL STATION. 61 working of several kinds were inspected both at home and abroad and found to be efficient. They were all comparatively new, and no reliable information could be got as to either their first cost or the cost of their maintenance. It was therefore determined to experiment,and, after exhaustive trial of five systems,having special regardto the cost of maintenance, it was concluded thatthe Westinghouseelectro-pneumatic system was inall respectsbest suitedto meet the circumstances.This system was therefore adopted. As is well known, the electro-pneumatic system of power-working is a system under which points and signals a.re operated by com- bination of compressed air and electricity. The points and signals are movedby motors operated bycompressed air, and the motors in their turnhave their valves actuated by electro-magnets controlled fromthe interlocking apparatus in the signal-box.The working- pressure of theair is 60 to 70 lbs. persquare inch and of the electric current 10 to 15 volts. With the electric control and the high-pressure air,the action of the point-motors is veryquick andthe return electric indication inthe signal-boxbeing almostinstantaneous, the systemcan claim themerit of speed. Moreover, so far at least as the compressed-air appliances are con- cerned, there need only be the very minimumof cost in maintenance, for there is little to wear or tear. Themain power-station is situatedin the substructure of the train-shed (Fig. 4). As has been said, the primary purpose of this power-station is the generation of steam for heating and of electric currentfor lighting, so that it hadalready been installed. In addition to the mainpower-station there is asubsidiary power- station, in which there is special power-plant for the working of the pointsand signals. Theplant in the subsidiary power-station is mainly confined to dynamos and batteries and to the air-compressors and their accessories, all of which are in duplicate. The signal-box, which is two stories high, has been built on steel framing over the River Clyde between the old and new bridges, in a position which would have been quite unsuitable for a box with the manualsystem of working. It is connected with one of the platforms inthe stat,ion by means of afootpath, a stairway and an overheadgangway, so that in getting access to it signalmen need never walk on the permanent way. It is fully equipped withtelephones, “train ready ” indicators, block telegraph and otherinstruments, and appliances of moderncharacter for the ‘‘ routeing ” and working of trains. A plenteous water-supply and numerous fire-extinguishing appliances have been provided.

Downloaded by [ Purdue Univ Lib TSS] on [16/09/16]. Copyright © ICE Publishing, all rights reserved. 62 MATHESON ON GLASGOW CENTRAL STATION. [Minute8 of The signal-box is 106 feet long by 16 feet wide, and the interlocking frame is 82 feet 6 inches long. There are 337 levers and 37 spaces in the interlocking frame. The levers are about 5 inches high and are pitched at 24-inch centres. The levers are so grouped in series and placed in the interlocking-frame as to be as convenient as possible in the sequence of working. The point motors are simple cylinders and pistons of the double- acting type. The valve andthe piston areconstantly under air- pressure, thereby ensuring that the points are always securely kept in their proper position. The signal-motors are of the single-acting type, and the arm being brought to the “ line clear” position by means of the air-pressure, it returns to the ‘‘ danger” position by gravity. The main piping for conveying the compressed air from the main air-receiver to the motors at the points and signals is so laid con- tinuously along both sides and across the ends of the station as to provide a complete return circuit and a continuous reservoir of air. There are altogether one hundred and thirty-seven sets of points in the station and its precincts, which are workedby the power system, andthese and the correspondingsignals require several hundred compressed-air motors for their operation. Thesignals are placed onoverhead signal-galleries of light steelwork.To avoid multiplicity of semaphore-arms, andthereby renderthe indication for engine-drivers as simple and as clear as possible, theAnnett type of indicator-signalshas been adopted. Withthis arrangement, onlyone semaphore-arm is provided for each junction, that is, for each place where one or more lines diverge from a main line, but underneath the arm there are, for the guidance of the engine-driver, figures indicating the number of the particular line or platform by or to which the train is to be sent. The figures are placed in a box underneath the semaphore- arms,and their movement is interlockedwith the points of the respectivediverging lines. Only one number, of course,appears at a time, that is, the number corresponding with the platform or line to which the train has been routed. The numbers are illuminated at night and of course the signal- lamps are also then lit in the usual way, the lighting being electric. The result of this arrangement of the signals is that the engine- driver is saved much of the anxiety attaching to‘‘ look out ” in the running, in the face of what otherwise would have been a series of almost innumerablesignals. Had the Annett type of indicator-signal not been adopted, there would, on one signal-gallery alone, have been sixty-three additional

Downloaded by [ Purdue Univ Lib TSS] on [16/09/16]. Copyright © ICE Publishing, all rights reserved. prooedings.] MATRESON ON GLASGOW CENTRAL STATION. 63 semaphore arms and disks. In other words, the number of semaphore arms and disks on this signal-bridge is thus reduced from eighty-six to twenty-three.Where signals areout of view from the signal-box, the lights are repeated in the signal-box by small pilot-lamps placed on the instrument-bench immediately behind the relative signal-lever. Thepilot-lamps arefitted up in series with the signal-lamps, and, should a signal-lamp go out, its pilot also goes out, and thereby indicates the condition. The change from the manual to thepower system of working was made by degrees,and, it beingfound possible to temporarily divide thestation longitudinally into twoparts by an imaginary line running north and south, workthe onthe west side was finished first and was followed by completion on the east side within about a month's time. The points and signals of the respective parts were graduallydisconnected from the signal-boxes andthe trafficwas temporarily worked under the guidance of flagmen. As soon as the pointswere fitted with the power working-appliances, they were moved by the motors, the flagmen temporarily operating the valves by handuntil there was permanentconnection with the interlockingframe. To some extentthe signalling was also temporarily done by hand, but in certain cases hand-signalling was obviated by placing the signals in temporarypositions pending the erection of the permanent signals and connection with the new interlocking frame. The process of change extended over a period of about 2 months, but of course there was much preliminary work done first andfinishing afterwards. With a change of such magnitude it was found impossible to avoid some disorganization of traffic in the transition period, but, except in avery fewcases, the delays to trains were measured by minutes. It was an advantage to have at first adopted the ordinary manual system of working inthe enlarged station beforeinstalling the power system. With a view to economy, thetemporary manual system equipment was of a minimum and modified character, but its installation provided the opportunity of testing the convenience and suitability of the " lay-out " of the lines by actual experience of the working throughout the different traffic-seasons of the year, and of morereadily making any modification of the permanent way that might have been found to benecessary. On the other hand, with the temporary manual system in operation, the working w&s hampered, and besides it was found impossible to lay immediately all the approach- and other lines in the vicinity of the station by reason of the want of space consequent on the requirements of the numerouspoint-rods and signal-wires. It was unfortunatethat

Downloaded by [ Purdue Univ Lib TSS] on [16/09/16]. Copyright © ICE Publishing, all rights reserved. 64 MATHESON ON GLASGOW CENTRAL STATION. [Minutes of there should thus have been temporary inconvenience, but it had been previously discounted and was ultimately more than counter- balanced. Lieut.-ColonelYorke, C.B., of the Board of Trade, wasgood enough to make a preliminary test of the interlocking of the power system before the points and signals were connected up. This was a very great advantage, as it allowed any necessary modification of the locking to be made without interference with traffic-working. The expediency of adopting power working of points and signals at a terminad station is a matter of general economics mainly to be determined on consideration of the first cost and of maintenance and other annual charges. With a power system the annual costs of maintenanceare greater and the cost of working little, if any, less than in the manual system. There are, however, compensatingadvantages with a power system,amongst which are greater efficiency in the working and increase of the capacity of the station. In a terminal station-but in a terminalstation only- with power working the balance is on the credit side. Altogether the signalling installation is very complete, and it is believed tobe one of the largestpower-working systems inthe country. General Accommodation,-The generalaccommodation for the comfort of passengers and the convenience of traffic-working is of extensive and variedcharacter. It comprises the usual accommodation appertaining to a large terminal station, with some special features, several of which have been alluded to.

THE PRINCIPLEIN DESIGN. A Paper descriptive of the scheme of aterminal station, as distinguished from an account of the structural works, may not be consideredcomplete without somereference tothe principle in design, that is, to the elements involved in the planning for true economic fulfilment of essential requirements. The measure of the sufficiency of a terminal station is not so much the area of the train- shed and the character and extent of the inside accommodation as the capability of the outsideaccommodation to be truly comple- mentary. Obviously, it would be bad principle in design to have a large number of platforms in a terminal station with only a limited number of approach-lines and auxiliary sidings in its precincts. It, is necessary that the outsideaccommodation should be properly proportionate, and it may therefore be laid down as an established principle that the fitness and efficiency of a terminal station are

Downloaded by [ Purdue Univ Lib TSS] on [16/09/16]. Copyright © ICE Publishing, all rights reserved. Proceedings.] MATHEGON ON GLASGOWCENTRAL STATION. 65 governed by the character and extent of the outside accommodation, by which is meant the general lay-out of the lines of the station- yard, the approach-lines and the auxiliary sidings, supplemented by an efficient system of signalling. It is also, however, of great importance thatthe accommodationfor the comfort and convenience of passengers andthe arrangements for serviceworking inside thestation should be carefullystudied and becomplete, particularly in respect of their relationship inplan. The separation of the several kinds of traffic is an important first principle. Everykind of trafficshould have a recognizedplace. Even in a station of limitedaccommodation, separation of traffic on a preconceived plan will tend to obviate congestion and increase the working-capacity. In the scheming of the inside accommodation the truly economic fulfilment of platform requirements is a matter of muchimportance. The number of the platforms can be readily arranged on the know- ledge of the traffic and the requirements of the locality ; and, with certain traffics allocated to certain platforms having certain relative positions in the station, at least the lengths can be accurately determined, although, having regard tothe cost of land, it may be somewhat difficult to fix the truly economic widths. Long platforms have directly and indirectly far-reaching effects on costs, and therefore a platform should not be of excessive length. The inside accommodation, however, is really a matter of special requirement controlled bylocal conditions. At the busiesttime of the day there should in all terminal stations be a proper ratio between the number of passengers and the number of country districts served on the one hand and on theother the number of trains,the number of platforms, the number and facilities of the mainand subsidiary lines in the station-yard, the number of the approach-lines, and lastly, but perhaps most important of all, the extent of the auxiliary siding accommodation. Although the lines of the station-yard and the approach-lines inthis catalogueappear amongst the last in the list of the factors of the problem, they are among the first in importance, for theyconstitute the main arteries of thestation anatomy, while relatively the auxiliary siding accommodation is as vital as theheart. Thestation-yard should be spacious-long and wide-and the lines should be so laid out as to allow of several simultaneousmove- ments of trainsin each direction. There should also be direct connection between the main through lines and all the platform- lines in order that each platform may be used either as a departure- or as an arrival-platform. It is of importance that there should be [THE INST, C.E. VOL, CLXXV.] F

such length as to allow of the cross-connecting and other subsidiary linesbeing schemed and laid down without even thefeeling of contraction.There appear to be two recognized systemsin the lay-out of the cross-connecting andother subsidiary lines of the station-yard. One is that provided by a series of successivecross- over roads “ running on and running off” the main through lines, having sufficient spacebetween them for the normalfacing-point lock-bar ; the other,known in Americaas the “grand crossing,” is that which takes the form of a subsidiary through line crossing the main through lines obliquely, from which, by means of a series of single and double slips, there is connection with each of the main through lines. The system of crossover roads, although simple, is more tortuous than the slip system, and on that account it is not perhaps so s&sfactory. It is also much longer, and this frequently renders it prohibitive, particularly whenit is desired that the terminal station shall be governed by a single signal-box operated by manual labour. The “ grand crossing ” system, that is, the oblique line with slips, is shorter and more direct, but it necessitates sharper curves, more intricatepermanent way, and some inconveniencewith the facing-point lock-bars. The system to be adopted in the lay-out of the lines of a terminal station-yard would appear to depend to some extent on whether or not there is to be power-working of the points and signals. The importance of a sufficiency of auxiliary sidings for the storage of trainsand carriages cannot be overstated.Train-mileage must be saved and there must be absolute certainty of regular supply of trains and carriagesif there is tobe punctual service andeconomical working of thestation. Auxiliary sidings should,therefore, if possible, besituated in the immediate precincts of thestation, preferably on either side of the station-yard, and perhaps to some extent between the approach-lines. Thesidings should be long enough to take whole trains, be connected at each end to facilitate movement, and have, if possible, direct connectionwith every platform in the station. It would not be too much to say that in the planning of a terminal station the auxiliary sidings should be schemed first. A turntable in the immediate precincts of a terminal station,and within sight of the platforms, is also an absolute necessityfrom the point of view of the economicsof locomotive power. It is desirable thatthe approach-linesshould be reasonably numerousfor as long a lengthas possible, butapart from the invariable economic difficulty of acquiring the necessary width of land, if there is regard for proper complement, they will be fewer

Downloaded by [ Purdue Univ Lib TSS] on [16/09/16]. Copyright © ICE Publishing, all rights reserved. Proceedhgs.] MATHESON ON GLASGOW CENTRAL STATION. 67 in number than the main through-lines of the station-yard. They will also, of course, be still fewer than in thestation proper, because if the block sections are shortand there is an efficient system of signalling, the movement of trainson the approach- lineswill be much speedier than in the precincts of the station and in the station itself. It is important that there should be a proper ratio between the number of the approach-lines and the number of the platform-lines. At a point about 600 yards out from the average of the ends of the platforms, the ratio of the main through lines to the platform-lines should, it is submitted, be about as 1 is to 2, or rather somewhat less than one-half. Little or nothing need be added to the cost of construction or maintenance in order to have the railway-station, if not exactly beautiful, at least in some degree pleasing in appearance. It should everywhere and in all its detail be characterized by graceful linesand good proportions, butwith the dominant feature of simplicity. There should, therefore, in the design, be much consideration, not only of the elevation, but also of the plan, from the ssthetic point of view, and endeavourshould be made toensure perfect co- ordination of the architecturaland engineering work. Such co- ordinationappears mainly to exist in some of the stations of France andother continental countries. It iscertainly not a feature of many'of the stations of this country, and there isneed for reform. Experience of the past suggests that in terminalstation construction, as well as in all railway work, there might be regard for the future. In view of the necessity of probable enlargement, a principle in design might be the scheming of the workwith the idea of its being part of an ultimate whole. In future reconstruction and extension there would thus be the minimum undoing of what had been done, and money would be saved : provided always thatwith suchprinciple in design the first cost of the original structure was not appreciably affected. Thenthe designshould be governed by the possibility of economical maintenance, and in this connection it should be kept in view that,with the maintenance of British railwayscosting about $10,000,000 per annum, there is something to save on and true economy in design will result in much net revenue.There is, however, frequently false economy in the fulfilment of merely theoretical requirements. In terminalstation design and construction it should always be borne in mindthat, from the point of view of the general economics, the providing of special facilitiesfor traffic-working Fa

Downloaded by [ Purdue Univ Lib TSS] on [16/09/16]. Copyright © ICE Publishing, all rights reserved. 68 MATHESON ON GLASGOW CENTRAL STATION. [Minutes of may sometimesnecessitate such first cost and involvesuch annualcharge as positively to burdenrather than benefit the resources of revenue. There are other important elementsinvolved in the planning of a terminal station, such as the accesses, the roofing, the equipment, and particularly the signalling, but thesehave been alreadyincident- ally and otherwise noticed in the description of the Central Station. Disregardingminor considerations and dealing only with those essential principles which affect the general result, there appears, therefore, to be nothing else indefinite in the problem. With the essentials determined, the station must beschemed and constructed to meet the local and other special requirements. The design of a railway-station in a great city will in a measure, however, always be governed by the circumstances of environment, if there is, as there should be, due regard to engineering economics, meaning thereby the science of so spending money and the art of so saving money in the acquirement of land and in the design and construction of works as will tendto ensure adequate financial return on com- mercial enterprise. As has been indicated, the works were designed and constructed under the direction of the Author, with Sir John WolfeBarry, K.C.B., as Consulting Engineer. Mr. D. McLellan, M. Inst. C.E., acted as Resident Engineer during the earlier part of the work and wassucceeded by Mr. H. Cunningham, Assoc. M. Inst. C.E., and Mr. G. Ronald Storrar. The contractors for the main part of the station work were Messrs. P. and W. Anderson, Glasgow,

The Paper is accompanied by drawings and tracings, fromsome of which Plates 1 and 2 and the Figure in the texthave been prepared

LONGITUDINAL SECTION.

$.:G OETAIL OF PRINCIPALS.

Fy: 7.

...W+

CROSS SECTION A A. VIEW OF CAB RANK. CROSS SECTION ELEVATION OF SCREEN. AT ARGYLE STREET Minntes of Proceedkg6 tlf The Inetihaion of Civil Enpers. Vol: CLXXV. Session 150BlY03,Part I D.A.MATHESON TO? KUJ. & SO37 LlTa 40 =G S?' COVpFrp GARDZN . Downloaded by [ Purdue Univ Lib TSS] on [16/09/16]. Copyright © ICE Publishing, all rights reserved.