Glasgow Subway
of St. Enoch Square, Glasgow
1890 The company was incorporated in August to construct an underground railway, 6.5 miles in length, of double tunnel, which is worked by cable haulage. [1]
1896 The Glasgow Subway opened; it is the third oldest subway system in the world after the London Underground and the Budapest Metro. [2]
Originally a cable railway, the Subway was later electrified, but its one circular line has never been expanded. Officially called the Glasgow Underground between 1936 and 2003, it has reverted to its colloquial name of Subway. It remains one of only two underground metro-type systems in the UK outside London, the other being the Tyne and Wear Metro.
One of the few long-lived metro systems that have never expanded from its original route, its circular route is almost 6.5 miles long and extends both north and south of the River Clyde. The tracks have the unusual narrow gauge of four feet, the tunnel diameter of 11 feet comparable to that of the deep-level lines of the London Underground (11'8").
The subway is not the oldest underground railway in Glasgow itself; that distinction belongs to a 5 mile stretch of the North Clyde Line of the suburban railway network which runs in a sub-surface tunnel under the city centre between High Street and west of Charing Cross.
The subway’s running lines are entirely underground, but the maintenance depot at Broomloan Road (located between the Govan and Ibrox stations) is above ground, as was the earlier depot, also at Govan. Prior to modernisation, trains used to be hoisted by crane onto and off of the tracks. Modernisation brought the installation of points and a ramp between Govan and Ibrox where trains can exit the underground tunnel system to terminate for engineering, cleaning or storage.
As built and opened on 14 December 1896 by the Glasgow District Subway Co, the subway was powered by a clutch-and-cable system, with one cable for each direction. The cable was driven from a steam-powered plant between West Street and Shields Road stations. There was no additional cable to allow trains to reach the depot; instead, they were transferred to and from the running lines by crane operating over a pit at the Govan Workshops. This also meant that the two tracks could be completely separate, with no points anywhere. The company's headquarters were in the upper rooms at St Enoch subway station; this distinctive ornate building still stands in St Enoch Square and is now used as a travel information office.
When the Subway first opened, single-carriage trains were operated. An accident on the opening day entailed the closure of the Subway until January 19, 1897. The 20 original carriages were built by the Oldbury Railway Carriage and Wagon Co, of Oldbury, Birmingham. Many continued in service until 1977.
A further 10 carriages were delivered by the same manufacturer in 1897. From 1898, second (trailer) carriages without a cable gripper mechanism were added, though they were considerably shorter than the front (gripper) carriage. These additional carriages, eventually numbering 30, were built by Hurst, Nelson and Co, Motherwell, Lanarkshire. These carriages were soon expanded to match the length of the front carriages, although carriage 41 has been restored to its original length and can be seen preserved at Buchanan Street subway station.
The system was described, with maps and cross sections, The Engineer in 1896 [3]. The article states that sixteen tunnelling shields, were used, chiefly made by Markham of Chesterfield. Each weighed about six tons, and was actuated by six rams, designed for a pressure of 2200lb. per square inch, though no more than 800 psi was usually required. The shields had an inside diameter of 12ft. 1 1/2in., were 6 ft. 6in. long, and consisted of two steel skins, each 1/4" thick. The cast iron tunnel lining segments were made by the British Hydraulic Foundry Co of Whiteinch, Glasgow. In all 120,000 segments, weighing about 20,000 tons, were employed. The two 1.5" diameter steel traction cables were operated from a single power station in Scotland Street, which contained two main driving engines, with a total power of 1000 to 1400 HP and each capable of doing the whole of the work . Each engine was of the single cylinder non-condensing type with cylinders 42in diameter by 6ft. stroke. The speed of the cars was intended to be 16 to 16 1/2 mph. Scotland Street was in the southern part of the loop, where the track ran east-west.
1923 Glasgow Corporation took over the company at a cost of £385,000.
1935 the existing trains were converted to electric power delivered by a third rail at 600 volts, direct current. From March until December 1935, clockwise trains were cable-hauled, whilst anti-clockwise ones were electric. The conversion to electric traction cost £120,000. The last cable-drawn car service was on 30 November 1935.
All carriages were originally built with lattice gates (instead of doors) at the ends; many were converted to air-operated sliding doors in the 1960s, but a few retained the gates until 1977.
Original Contractors[4]
- Civil Engineers: Simpson and Wilson
- River tunnel engineer: George Talbot
- Engineer for machinery: D. H. Morton
- Engines for cable hauling: Yates and Thom. (Two 1500 HP engines with 23 ft dia flywheels weighing 50 tons)
- Clutches: Walker's Weston
- Ropes: Hart's of Lambeth
- Boilers: Penman and Co
There were several contractors for the actual construction:[5]
- George Talbot - 1,343 yards
- David Shanks - 496 yards
- Charles Brand and Son - 2,119 yards including the Govan Subway to Merkland Street Subway
- John Patterson and Sons - 1,227 yards
- Hugh Kennedy and Sons - 2,559 yards
- Watt and Wilson - 1,322 yards
- James Smith and Co - 817 yards
- Robert McAlpine and Sons - 1,645 yards mostly through rock
1896 ' .... The power station is situated, as already noted, in Scotland Street. The main building is 135 feet long, by 100 feet broad and the tension run structure is 190 feet in length, with a width of 33 feet. The boiler house - the largest of its kind in the kingdom - containseight boilers, each measuring 30 feet by eight test in size. They are capable of a daily working pressuee of 100lb. to the square inch. There is here a huge water-tank capable of holding 125,000 gallons - equal to about two days' supply of water. This precaution has been taken in case the Corporation water supply should at any time fail. The engines are two in number. In America - a countrv where achievements are all big - there are in the Third Avenue Cable Road in New York four engines, each capable of somewhat the same horse-power as those in Scotland Street. But with that possible exception, the engines used in connection with the subway are probably the most powerful single cable traction engines in the world. Each of the engines is capable of exerting 1500 horse-power. One engine is capable of coping with the working of the cable-. In the event of exceptionally heavy traffic - or owing to a less desirable cause - the other engine may be brought into requisition. As indicating the power of this machinery, it may be mentioned that the fly-wheel of each engine is 25 feet in diameter and weighs 50 tons. On the main line of shafting, which runs right across the engine-house parallel with the line of tunnels, run the rope-driving drums. Hart's Lambeth cotton ropes are used. These drums are 13ft. 9in. in diameter, and are grooved for 26 ropes. These are kept to the main shafting bv means of Walker Weston multiplate friction clutches, five feet in diameter and each capable of transmitting 1000 brake horse power. It is intended to drive the cables at 15 miles per hour, although it is hoped that this speed may be increased. The engines can work either backwards or forwards, and either cable can be stopped instantaneously. The cars used in the sub-way resemble somewhat a Corporation tramway car - that is to say, they are not divided into compartments like the ordinary railway carriage. They are, of course, much more massive than a tramway car, and more generous in their accommodation. Each car measures 40 feet 9 inches long, and has a height of 6 feet 6 inches. The forms run longitudinally, and can seat 42 passengers with ease. The floor space, however, is so ample that double that number of passengers may be accommodated in a car without serious discomfort. At the end of each car a part is reserved for the accommodation of the guard. It is intended to run two cars in each train, one for non-smokers and the other for smokers. Special regard has been paid to the decoration of the cars. They are done up in bright colouring, the ceiling having a light backgroaund striped wvith gold. Electric light will he used in the illumination of the cars, as well as at all the stations. There are two features connected with the, man- agement of the subwvay which will doubtless be much appreciated by the public - the rates charged, and the method of payment. It has been decided - with admirable policy - to fix a uniform rate of one penny, and also to dispense with tickets. At all the stations turnstiles have been erected. The passenger simply pays this humble fee, goes through turn stiles, and may do the whole circle unfeariul of having any vexatious visits fom inspectors. It is intended to have a quick and regular service of cars, beginning at five in the morning and continuing until shortly after 11 o'clock at night. Following a system now pretty much in vogue, it is intended to have lady clerks as the various stations. So far as the safety and comfort of the public is concerned, it has been attended to in every possible way. There being neither nor steam, and the openings in the tunnels being so frequent, the atmosphere will always be kept in a pure state. In the working lof the railway safety also seems assured. Fear of collision need not haunt the traveller - the system of double tunnelling makes that impossible. The worst that might happen - and that is even a remote possibility - is the stranding of the cables. But then, again, the distance between the stations is so short that such a mishap would involve no grave inconvenience. In order to ensure perfect smoothness when the line is a opened, the cars have been running over the route at frequent intervals. It remains to be added that the construction and fitting of the subway has involved a total outlay - putting it roughly - of £1,000,000.
The managor of the new railway is Mr James G. Brown, lately' stationmiaster at Hyndland. To the names already mentioned in connection with the undertaking it has to be added that the contractors for the work were Messrs Geo. Talbot, Charles Brand & Sons, John Paterson & Son, Watt & Wilson, David Shanks, Hugh Kennedy & Sons, Robert M'Alpine & Sons, and James Smith. The architect tor the power station was Mr John Gordon, and the builder Mr William Lindsay, who also built the car sheds. Messrs Yates & Thom, Blackburn, nere the contractors for the haulage machinery; and the boilers were supplied by Messrs Penmnan & Co., Glasgow. The electric lighting plant was supplied by the India-Rubber, Gutta-Percha, and Telegraph Works Company (Limited), Silverton. Mr John Gordon was the architect for the station at St Enoch Square. The date of opening the subwnay has not been definitely fixed, but it is likely to be properly started within a very few weeks.'[6]
See Also
Sources of Information
- Wikipedia [2]