Waterloo Tunnel
also Victoria Tunnel, Liverpool
The western part of the rail route connecting Waterloo Goods Station, Liverpool and Edge Hill went through Waterloo Tunnel (852 yards), while the longer section eastwards (2,706 yards) ran through Victoria Tunnel. These represent the second generation of Liverpool Railway Tunnels.
From Waterloo Dock, wagons were hauled by locomotive to Byrom Street cutting, initially on falling gradients followed by a stiff climb to Edge Hill, rising at 1:57 until a point close to the east portal where it eased slightly to 1:72.
The Electric Telegraph Co installed wiring through the tunnel, with bells and instruments at either end, allowing communication between Byrom Street and the winding engine at Edge Hill. The engine worked a continuous iron rope, 6,000 yards long and weighing 18½ tons, supplied by F. and H. J. Morton. The rope broke on 16th February 1895. Subsequently locomotives took over the duty.
The above information is condensed from here.[1]
1847 'VICTORIA TUNNEL. On Monday, the first stone of the grand entrance of the tunnel was laid at Edge-hill, by Edward Woods, Esq., the engineer, in the presence of many of the railway officers, and of a large concourse of Persons. The works of the tunnel commence by a splendid iron bridge, of two arches, across their railway at Wavertree-lane: several acres of land are in progress of excavation at Edge-hill, to be added to the present station, where there will be abundant space for the thousands who, in the summer season, avail themselves of the cheap trains. The grand entrance of the tunnel is under the road leading to the railway hotel, and several hundreds of workmen are already engaged on these gigantic undertakings. The tunnel is to pass in an oblique direction across the town, being carried in a direct line under the King's Monument, Christ's Church, the Friends' Meeting-house, the Chapel in Byrom-street, the North Dispensary in Vauxhall-road, and then under the Leeds and Liverpool Canal, to a station comprising several acres, between Great Howard-street and the, Waterloo Dock. These works have been contracted for by Messrs. Samuel and James and Holme, and Mr. M'Cormick, and considerable progress has been made at the various "eyes," as they are termed, along the whole of the line. The entire cost will be, we understand, about £200,000'[2]
1847 'Mammoth Machinery. — On Saturday we observed some immense parts of machinery which were being conveyed through the town ; on inquiry, we learn that they were destined for the tunnel on the Liverpool and Manchester section of the London and North Western Railway, at Wapping, Liverpool, and were from the works of Messrs. Peel, Soho Iron Works, Ancoats. A very large shaft attracted our attention ; it was thirty-one feet long, fifteen inches in circumference in the centre, and seventeen inches at each end, and was composed of wrought iron, being manufactured at the large forge hammer of the Soho Iron Works. This mass of wrought iron was 10 tons in weight, and we believe it is the longest shaft that has ever been constructed of wrought iron. There was also a large three sheaf pulley of sixteen feet diameter, and weighing upwards of ten tons, from the same manufactory.— Manchester Courier.'[3]. Note: Despite the reference to Wapping, it seems more likely that the shaft was intended for one of the winding engines on the Waterloo Tunnel.
1849 'Large Wheel. — On Sunday an immense wheel, 18 feet in diameter, and weighing about 10 tons, was conveyed from Manchester to Liverpool along the Manchester and Liverpool line of railway. The wheel is to be used at the Victoria tunnel, Edgehill, Liverpool. This ponderous piece of mechanism was obliged to be conveyed on Sunday, as it could only be taken when all other traffic was stopped, its great width necessitating the use of the two lines of railway. Manchester Courier.'[4]
1849 'LARGE WIRE ROPE FOR THE LONDON AND NORTH- WESTERN RAILWAY COMPANY.- One of Messrs. Kuper's patent wire ropes has been delivered this week at the to Edge-hill station of the London and North Western Raiway. It was supplied by Messrs. Francis and Henry Joseph Morton, of this town, and is, perhaps, the largest wire rope ever manufactured; it ie 6000 yards, or nearly three and a half miles long, and weighs eighteen and a half tons. It is intended to work the whole of the traffic from the north docks through the new tunnel to Edge-hill. A hempen rope to have done the same work must have weighed upwards of thirty tons.'[5]
1850 'On Monday an enormous wire rope, intended to work the London and North-western tunnel to Lime-street, arrived at Edge-hill. It weighed 20 tons and measured 6,000 yards in length and 4½ inches in circumference.' The Albion - Monday 11 November 1850
1895 '.... Many residents of Liverpool will remember the time when the trains from Lime-street, instead of being propelled by locomotive power, were hauled up the steep incline of the tunnel, which was then shut in, to Edgehill. Since then the tunnel has been opened out in places to the light of day, but it may surprise some people to learn that the method of haulage is still used in the Waterloo tunnel, which is situated betwixt Edgehill and the Waterloo Station. Until now this tunnel has been used exclusively for goods traffic, and passengers waiting at Edgehill Station have frequently looked and wondered at a train of trucks moving swftly up the incline without any apparent method of propulsion. The next question they might naturally ask would be for an explanation of the huge chimney arising from the "up" platform. The answer, if made by "one in the know," explains the apparent mystery. In the engine house below this chimney will be found a powerful engine which works an endless wire cable which runs on rollers in the centre of the "six foot," and to this wire the trains are attached, and can by an ingenious adjustment be stopped or allowed to proceed up or down the tunnel at will. The gradient of the Waterloo tunnel is not particularly steep, and in many cases locomotives have taken up trains, but owing to the height of the roof their chimneys have had to be slightly lowered. But even if the haulage system was abolished for passenger trains, this drawback could be easily remedied by lowering the floor of the tunnel. Many other alterations will also have to be effected before the tunnel is completely adapted for passenger traffic, and the progress through it greatly improved and considerably larger carriages are now in use on the London and North-western Railway. But, fortunately, we understand there are no engineering difficulties in the way, and it is more than probable that before long trains filled with Transatlantic passengers and their luggage will be running with speed and promptitude from the Prince's Dock to London as they now do from Lime-street to London. ....'[6].
1895 'Yesterday was a red letter day the history of the new Atlantic Railway, extending from the Pierhead to Edge-hill, for the high-pressure work which has been in progress for months past with remarkable success was not only in a state of perfect completion, but the first experimental train run throughout the whole length of the new service and back. It was only to be expected that upon such an important occasion there would be a large gathering of those primarily interested in the great undertaking, and such, indeed, there was. Amongst those present representing the London and North-Western Railway Company were Mr. Jas. Shaw, district superintendent: Mr. Harry Linakcr, assistant district superintendent; Mr. Andrews, local engineer of the company, who carried through the great task of deepening the tunnel, from which about 35,000 tons of material were extracted ; Mr. George Whale, assistant superintendent of the mechanical department at Crewe ; Mr. Jno. O’Brien Tandy, assistant to Mr. Whale; Mr. Wm. Bigham, goods manager; Mr. Fred. W. Thompson, the company's American passenger agent: Mr. Jno. Pendleton, Mr. W. Turnball, Mr. Charles Dent, Mr. Wm. Evans, station-master at Lime-street; Mr. J. Harrison, assistant-station master ; Mr. J. Battersby, night station master ; Mr. J. Gerrard, station-master, Edge hill; Mr. T. E. Goode, of the detective department of the London and North-Western system, &c. The Cunard Line was represented by ..... The pioneer train which was take the distinguished party to the pierhead was punctually drawn up to the north departure platform at Edgehill. Mr. Shaw, who had all the arrangements in hand, being the essence of punctuality. It was what is called a twin saloon train of four carriages which is the usual make-up for the journey between Liverpool and London; there were three large dining cars, as well three other bogey carriages (composite eight wheelers), two ordinary composite carriages (equal to sixteen ordinary carriages), and a large break-van. The train was drawn by a new and powerfully-constructed engine named Euston — a special type of engine used on the Metropolitan Underground Railway to the Mansion House. The engine driver in charge on this auspicious occasion was Mr. Edward Marshall, locomotive foreman ; while the guards on duty were Messrs. Bethell, Boyle and Ward. The signal being given by Mr. Shaw, the first Atlantic train began to steam slowly out of Edge-hill, the windows of the carriages being availed of to the utmost extent by the company present so as catch full view of the entrance to the tunnel. As the train was passing into the the tunnel there was not the slightest discomfort observable. The tunnel was, in fact, found to be in every respect a work perfect of its kind, lofty, well aired, and with no smoke accumulations whatever. There was a sense of freedom from all approach to stuffiness — which may be noted even in more frequented underground sections of great railways. Before and when the condensers for the consumption of the smoke were brought into play the Waterloo Tunnel was found to be as sweet as the open air - in fact all through one noticed no perceptible difference. In no portion of the tunnel is there less height than 14 feet, while it rises at many points as high as 17 feet from the centre of the four foot. From beginning to end it is admirably constructed, and reflects great credit on all concerned. The "Euston" bowled along merrily without stoppage to Waterloo Goods Station, such portions of the tunnel as could be caught a glimpse of being narrowly scrutinised invariably with the utmost satisfaction. One could not help thinking that Mr. Andrews, the local engineer of the London and North Western Railway Company, must have felt pardonably and justly proud of the gigantic alterations be had been instrumental in making, and which commended themselves heartily to all preront. The Waterloo Tunnel is the first great subterranean railway constructed under the city of Liverpool, but it may be hoped it will only be a prelude to a long line of ramifications which will enable the citizens to reach speedily all parts of the city, now only possible by expensive cabs and Jog-trot tramcars. The deepest portion the line below the street level is 70ft., varying from that to between 40 and 50. The journey down to Waterloo was accomplished within eight minutes, and was very pleasant travelling. Of course, in all these trial trips over a new set of rails there is necessarily some roughness, owing the lightness of the gauge and the unpolished state of the metals, but the train proceeded at a good speed, and worked so satisfactorily that when some traffic has passed over it the new Atlantic line will be be found as pleasant to travel on as any the other lines in the district. At Waterloo Station there was short halt made to enable the visitors to inspect the works there, and they expressed themselves in most complimentary tones. The goods portion of the station was found to be in an advanced stage, and before long will not only have been finished, but an imposing appearance. A whole battalion of hydraulic cranes is being put into position, an accumulator and engine-house are also being laid down, that everything will be found by Transatlantic visitors as they pass through the station to every way worthy of a nation which gave lead to the mechanical and engineering triumphs of the century. The visitors being reseated, the engine again emitted its sharp reverberating whistle, and the train, which had been divided, began slowly to emerge from the Waterloo Station into Waterloo road. A number of spectators had assembled in the thoroughfare to see the novel spectacle of a passenger train on its way the Pierhead, but as every precaution had been taken by the police and the Dock Board officials, the train passed quietly over the metals on to the dock estate, where more spectators were assembed eagerly canvassing the new departure. Meantime the telephone announced the approach of the pioneer train; the signals all worked with the itmost smoothness, and the carriages crept on quietly on past the Waterloo Warehouses, and gradually getting to the first girder over the corner of the Prince’s Half-tide. The spectacle was superb. The swing bridge was then made, the train passing at a good rate of speed over the solid ironwork of Messrs. Pearson and Knowles, and, still steaming onward, crossed the second girder, and diving through the goods shed, winged its flight along the dock wall without the slightest mishap, and with the utmost ease and smoothness. Along the dock wall there is a somewhat blank journey, but it is short, and in a few minutes more the first Atlantic train steamed into the Atlantic Station, 740 feet long - the longest platforms in Liverpool, probably the longest in the world. The distance from Waterloo Station to the gate of the Atlantic Station [ Liverpool Riverside Station ] buffers is 3,184 feet, and is remarkably well and solidly laid. ......' (Continues at some length).[7]
The 1849 engine house on the up (north) platform survives, and is Grade II* listed. See here. Aerial photo here. There is also a hydraulic accumulator tower at this location, dating from c.1882. It has been restored as part of an arts venue called 'Metal'. It is not clear whether any artefacts remain to indicate the role of the building in the first half-century of its life.
The engine house is set at a slight angle to the other buildings on the platform, presumably to suit the alignment of the tracks of the Waterloo branch incline, which were on a slight curve here. 1891 O.S. map here.