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Report - Overhead Railway Tunnel/Terminus (Dingle Tunnel) - Liverpool - dec 09 -

Discussion in 'Underground Sites' started by georgie, Dec 14, 2009.

  1. georgie

    georgie He Never Even Got There
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    By the 1880's, Liverpool's dock network was virtually complete. So too was the congestion along the Dock Road, as carriages, omnibuses, lorries, carts and drays all plied the route. Numerous railway crossings which connected goods stations and dockside lines only added to the confusion. With increasing trade, it became clear that passenger traffic had to be isolated from the cargo routes in the interest of efficiency.

    An elevated railway had been proposed as early as 1852 but came to nothing. It emerged again, in 1877, when the Mersey Docks and Harbour Board sought permission for a single line with passing loops at stations.

    This was rejected as being insufficient to meet the likely needs of the rapidly growing port but, five years later, an improved scheme did receive sanction. Unfortunately, at that time, the company had reviewed its policy towards transporting the public and, once again, nothing was done.

    Finally, in 1888, a prominent group of businessmen formed the Liverpool Overhead Railway Company and obtained the Dock Board's powers by an Act of Transfer. Two leading engineers, Sir Douglas Fox and James Henry Greathead, were commissioned to design the railway and work commenced in October 1889.

    Amongst the many problems encountered was the decision as to motive power. Steam was considered too dangerous to the many flammable cargoes within range of locomotive sparks.

    This was one of the reasons electric traction was chosen, in 1891; other advantages being economy, speed, cleanliness and quiet running. Work was completed in January, 1893, and the line was formally opened on February 4th that year by the Marquis of Salisbury. Public transport commenced on March 6th.

    The Overhead was the world's first electric elevated railway and the first to be protected by electric automatic signals. The line stretched from the Seaforth Carriage Shed to Herculaneum Dock, with public services beginning and terminating at Alexandra Dock in the north. There were eleven intermediate stations at Brocklebank, Canada, Sandon, Clarence, Princes, Pier Head, James Street, Custom House, Wapping, Brunswick and Toxteth. However, it was soon found that receipts outside working hours were poor and a decision was taken to extend the line and to tap residential areas. A short extension to Seaforth sands was opened on April 30th, 1894, followed by another to Dingle on December 21, 1896.

    Dingle (Park Road) was reached by spanning the Cheshire Lines goods yard with a 200 foot lattice girder bridge and by boring a half-mile tunnel through the sandstone high ground further inland. Thus the Overhead belied its name at the southern terminus, passengers new to Dingle no doubt wondering why they had to descend steps and a subway to gain the platforms of an elevated railway!

    solo explore and permission granted off the owner who runs a garage at the end of the tunnel

    he also made me aware that if i wasnt back up before 5 o'clock id be locked in which made me worry a little as it was half 3 and the tunnel is 3/4 of a mile long and with loads of kit and lighting i made sure i was back on time ha ha

    anyhows......pics.... a few before and after shots first

    this is the end of the tunnel where the overhead started
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    this is what it used to look like
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    the old site of herculanum dock looking down from on top
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    and what it used to look like
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    the stations old enterance
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    the old way down which is still used to get in and out of the garage
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    the tunnel start
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    these were some old stairs left near the end
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    just nearing the end
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    the end of the tunnel is bricked up (internal shot of the first pic)
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    looking back from the end
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    [​IMG]
     

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  2. georgie

    georgie He Never Even Got There
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    [​IMG]

    [​IMG]

    only really took these internals m8 the old ramp leading down from street level and looking down away from the tunnel not much really to see its mostly converted
     
  3. Bovine

    Bovine 28DL Regular User
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    This tunnel was very expensive to construct, due to the nature of the sandstone and the constraints imposed by the CLC.
    Where the tunnel crossed above the CLC main line one, the maximum clearance between them (arch to invert) was only 2 feet 9 inches. As no additional weight was allowed on the CLC arch, the LOR had to build a segmental arch, with a six inch gap. This bore the weight of the LOR tunnel. To cater for future CLC expansion, a section of tunnel was constructed to the east of the existing one, parallel to it and extending each side of the intersection point. All this work had to be done by hand!
    Just proves that you don't know what is under your feet!
     
  4. U-534

    U-534 28DL Full Member
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