CHAPTER IV.
Stations: Station Buildings, Roofs, Lines, and Sidings.
Stations.—When selecting a site for a station, not only should due regard be paid to the proximity and convenience of access to the town or place to be served, but attention should be given to the gradients of the line near the proposed station. If it can possibly be avoided, a station should not be placed in a hollow at the foot of two inclines, as such a position would always entail heavy work starting trains on the ascending gradients, with the risk of sliding back into the station again in unfavourable weather; and for arriving trains there would be increased difficulty in properly controlling the vehicles on the descending gradients so as to bring them to a stand in the event of any sudden stoppage being required. With stations on a summit, having gradients falling in each direction, the starting trains can get away more readily, and the arriving trains have the benefit of the rising gradient to assist them in coming to a stand. Possibly the best selection would be a long length of level, both in the station proper and for a considerable distance on each side; but it is not often that such a combination can be obtained without incurring extra expenditure. The station-yard itself should, however, be on the level, or as nearly so as possible, for the convenience and safety of marshalling or shunting carriages or waggons. No siding should be laid on such a gradient as would render it possible for vehicles to start into motion during high winds. Carriages and waggons having good oil axle-boxes will start themselves on a gradient of 1 in 300 under the influence of a moderately strong breeze, and a slight push will start them on a gradient of 1 in 400.
The number and arrangement of the lines, sidings, platforms, loading banks, and other conveniences of a station, will depend upon the description and amount of traffic to be accommodated.
There is a wide range from the simple village station, with its one short siding, to the great city terminus, with its labyrinth of lines and sidings, and its groups of platforms, offices, warehouses, and other accessories. Each station should be laid out with a view to meet the special requirements of the principal traffic likely to arise, whether passenger, timber, coal, stone, cattle, or general merchandise, and ample space should be retained to permit further enlargement and additional sidings at any future time. If provision is not made for the latter in the outset it will certainly lead to large expenditure at some later date. Land adjoining a railway station is quickly appropriated by the public on account of its proximity and convenience for conveyance, and soon covered with store-yards, warehouses, and other buildings, and when any portion of these have to be acquired for station enlargements, they can only be obtained at a large cost, very often ten times as much as the value of the original ground.
When laying out approach roads to goods or passenger stations, whether intermediate or terminal, due importance should be given to the advantage of making them wide, easy in gradient, and fairly straight. A narrow, crooked access to a busy goods yard is a great impediment to the expeditious working of a heavy traffic; and road waggons conveying long pieces of timber or ironwork along such a route, would be very apt to block the roadway and delay the passage of other vehicles. A steep gradient will prevent the carriers taking full loads, and will add to the cost and time of delivery.
An approach road to a large passenger station should be laid out with a long frontage to a wide footpath to enable the numerous intending passengers to alight conveniently from the conveyances which bring them to the station. A portion of the footpath and carriage-way in front of the entrance to the booking-hall should be covered over with a light roof to provide shelter during inclement weather. The footpath should be on the same level as the vestibule or booking-hall, so that the public may pass at once to the ticket-office and their luggage be wheeled on hand-barrows direct to the platform or luggage-room. Every effort should be made to avoid introducing steps from the footpath to the booking-hall, as they check the proper ingress of the passengers, and are very severe on elderly persons and invalids, besides necessitating the dilatory method of carrying each piece of the
passengers’ luggage by hand. Experience has shown the inconvenience of steps to be so great that in many cases a large expenditure has afterwards been incurred to do away with them, and bring the setting-down footpath to the same level as the booking-hall. For a large station the booking-hall should be spacious and well provided with separate ticket windows for the different classes of passengers and districts of the line; and the access or communication with the platform should be ample and free from obstruction. Small doors and narrow passage-ways check the movements of the passengers and create confusion and delay.
Waiting-rooms for the different classes of passengers, inquiry-offices, luggage-rooms, lavatories, etc., will have to be provided according to the amount of traffic to be accommodated. In large stations it may be necessary to have two or more groups of such rooms to suit the different sets of platforms.
At the most important terminal stations of our home railways it is usual to lay down the main-line arrival platforms with a cab or carriage rank alongside, so that the passengers alighting from the railway carriages have merely to walk across the platforms, and step into the cabs or vehicles waiting to take them and their luggage away from the station. This arrangement is not only a great convenience to the passengers, but expedites the clearing of the platform and the making way for another incoming train. It would not, however, be of any service on continental lines, or other foreign railways, where all arriving luggage must first be taken to the general luggage room, to be examined by the local customs, or octroi officers, before being allowed to pass out of the station.
Main-line departure platforms should be of ample width to allow of the free movement of the passengers, ticket examiners, officials, and men wheeling passengers’ luggage. The accommodation should not only be sufficient for the normal traffic, but allowance should be made for the large crowds which may assemble for excursion trains during the holiday season or other occasions of national gathering. Additional or local platforms, frequently termed dock platforms, may be required for suburban trains, and may be made narrower in width, and without cab ranks, as the passengers using them only travel short distances and rarely have more luggage than they carry in their hands. These dock platforms are generally made available for
outgoing as well as incoming trains. The lengths of the main-line or local platforms will be regulated by the number of carriages forming a train.
[Fig. 373] is a diagram sketch of a large terminal passenger station, with main and local platforms as above described. It is merely typical to illustrate the principle, and may be multiplied and varied to any extent in the way of lines and platforms. In the sketch the main groups of offices, waiting-rooms, etc., are shown at the end of the station; but they may be equally well placed at the side, as their actual location is principally a question of proximity or convenience of access to some main street or thoroughfare. The lower or platform-level rooms of such a building are mainly devoted to the public for booking-offices, waiting-rooms, refreshment-rooms, lavatories, offices for parcels, telegraph and inquiry, suitable rooms being set apart for lamps, foot-warmers, guards, and porters. Above this lower story a range of offices can be built for the use of the principal officers and staff of the different departments of the company.
[Fig. 374] is a plan of a small terminal station on a single line of railway, where the passenger traffic is small, and one platform is made to serve alternately both for arrival and departure trains. The booking-hall, waiting-rooms, offices, etc., are laid down parallel to the line of rails, and the approach road and footpath are parallel to the building. The platform roof extends to the outer wall, and provides shelter for the passengers on the platform, and forms a shed for the carriages at night.
[Fig. 375] is a sketch of an intermediate or roadside station on a single line of railway. All the offices, waiting-rooms, etc., are on one platform, which serves for trains travelling in either direction. The dotted lines show the additions which would be necessary to make the station a stopping-place for trains working in opposite directions.
[Fig. 376] shows an ordinary intermediate or roadside station on a double line of railway, with two passenger platforms, and a connection between them either by subway or over-line footbridge. The principal offices and waiting-rooms are shown on the one side, and only small waiting-rooms, etc., on the other.
[Fig. 377] is a sketch of a double-line intermediate or roadside station at the junction of a small single-line branch railway. Branch-line passengers to and from the main DOWN-line trains merely walk across the platform to get into their respective
trains, and those to or from the main UP trains walk across the footbridge or subway to get to the opposite platform.
[Fig. 378] is a plan of a double-line roadside station, with two main-line passenger platforms and a dock line and platform for the use of local or branch-line trains. This arrangement is applicable where the actual junction with the main line is at a little distance from the station, but not sufficiently far away to warrant an additional junction station as shown in [Fig. 377].
[Fig. 379] shows a similar roadside station laid out with a more comprehensive arrangement of dock-lines and platforms. The lines alongside the main passenger platforms are turn-outs from the main-line proper, and leave the latter free for the passage of fast through trains or goods trains when an ordinary passenger train is standing alongside the platform. In this way a fast non-stopping train can overtake and be sent forward in advance of a slow passenger train.
[Fig. 380] shows a roadside station with two double platforms, the inner lines and platforms being reserved for main-line passenger trains, and the outer lines for branch-line trains. By this arrangement carriages can be quickly transferred from a branch-line train to a main-line train, and vice versâ; access from the public road, or from one platform to the other, can be obtained either by subway or over-line footbridge.
[Fig. 381] is a sketch plan of an island platform for a double-line roadside station, near which there are junctions with two branch lines. The UP and DOWN main lines run alongside the wide portion of the platform, and the branch lines run into the two dock platforms. The waiting-rooms, refreshment-rooms, etc., are placed in groups on the wide platform, spaces being left between the blocks for the convenience of access from side to side. The booking-office and parcels-office are placed alongside the approach road on the higher level. An over-line footbridge extends from the booking-hall to the dock platforms, terminating with steps on one side and an inclined ramp of 1 in 8 on the other. In carrying out the above plan for a railway on an embankment, the access from the booking-hall to the platform would be provided by a subway instead of an over-line footbridge.
[Fig. 382] shows another form of island platform, also arranged for UP and DOWN main-line trains, and two branch-line trains. The access is obtained from a public-road over-line
bridge crossing the railway, and the booking-office is placed at the top of an incline, or ramp, leading down to the platform. The dock-line platforms are arranged different to those in the preceding example, with the object of providing longer platforms for the main-line trains. This result, however, is obtained at some little inconvenience to the dock-line trains, as the passengers from one of these must walk round a portion of two platforms to get into the other dock-line train, instead of merely walking across the platform as in [Fig. 381].
In some cases of island platforms the total width of the station buildings and platforms is made much greater than indicated in the above sketches, and a wide, easy incline constructed from an over-line public-road bridge, to allow cabs and carriages to come down to a large paved area between the platforms, for the convenience of setting down and taking up the train passengers and their luggage.
The island-platform arrangement possesses many advantages for the exchange of passenger traffic. All the platforms are connected and on one level, and passengers, together with their luggage, can be quickly transferred from one train to another. One set of waiting-rooms, refreshment-rooms, etc., are sufficient, and are available for the passengers of all the four trains. A smaller number of station men are required for the work, as the staff can be more concentrated and better utilized than when there are separate platforms on opposite sides of the line.
The number, size, and arrangement of waiting-rooms and other offices for the public at a large station will depend upon the amount and description of traffic to be dealt with at the particular station under consideration. Where the passenger traffic is to a large extent of a local or short distance character, a moderate amount of waiting-room space may be sufficient, as these local passengers regulate their arrival so as to avoid waiting any great length of time for the trains. An enormous suburban passenger traffic is carried on in many places with a very limited waiting-room accommodation, the frequency of the trains and the routine of the travellers reducing the necessity of such rooms to a minimum. A more ample waiting-room space will be necessary when providing for a large, long journey, or through traffic, and for stations at seaports, as the intending passengers, particularly those landing from steamers, generally reach the station a considerable time before the departure of the
trains to take them forward. For this class of traffic it will also be necessary to provide suitable refreshment-rooms. At large terminal stations it is frequently found more convenient for the working of the traffic to have two or more sets of waiting-rooms, etc., separating the local and long-journey passengers, and placing the rooms alongside the corresponding platforms.
Lavatories and conveniences at large stations should be provided on a liberal scale, and fitted up in the most substantial and efficient manner. Not only should they be thoroughly well ventilated, but they should have abundance of light. Nothing tends so much to ensure order and cleanliness in these places as plenty of light.
It will frequently be found that at many of the large important stations there are local surroundings and circumstances of level and foundations, which will to a great extent influence the arrangement of the rooms and offices to be devoted to the public service. No fixed or standard type could be adopted for all cases. Each one will have to be studied out to suit the locality, and the grouping must be made to work in with the best facilities obtainable. In all such cases one of the principal points is to select a convenient position for the booking-hall, easy of access to all persons entering the station premises. On no account should the ticket-office be placed in a position tending to block the thoroughfare on to the platforms. A large number of intending passengers may already be in possession of tickets, and the station arrangements should enable these passengers to proceed at once to the platforms without having to struggle or force their way through crowds of other passengers gathered round the ticket windows. In some instances it is found expedient to provide auxiliary booking-offices for excursion traffic, to be used only on special occasions, thus restricting the principal booking-offices to the ordinary main-line booking.
When laying out small intermediate or roadside stations for either double or single line, or small terminal stations on short branch lines in thinly populated districts, it becomes a question how to provide the requisite statutory accommodation with a minimum amount of building. The following sketches taken from actual examples may be of use for reference.
[Fig. 383] shows the smallest size of station building that can very well be constructed to be of any practical service. It comprises an office for the station-master, who has to attend to
the tickets, parcels, and telegraph; a waiting-hall with glazed front; a small waiting-room and W.C. for ladies; and a yard with conveniences for gentlemen, coal store, etc. Access to the station is obtained through a gateway in the platform fencing.
[Fig. 384] shows a somewhat similar arrangement, but with two additional rooms. The road approach to the station is brought alongside and parallel to the building, and access to the platform is obtained by passing through the booking-hall, which has a glazed front to the line.
[Fig. 385] gives the particulars of a building containing rather more accommodation than the two preceding examples.
[Fig. 386] shows a small terminal station for a short branch line where there is a moderate tourist traffic during the season. In addition to the regular station accommodation, a refreshment-room is added for the convenience of those passengers who have to drive into the country, or have arrived at the station by road conveyance. The platform roof, which is extended out over the line of rails, as shown on the transverse section, forms a complete covering for the platform, and serves for a carriage-shed at night.
The above sketches merely illustrate types of some small stations suitable for home or colonial lines, and may be built of stone, brick, concrete, iron, or timber. For towns of more importance, the offices and rooms would have to be increased both in number and size. On foreign lines it is customary to provide an office and large hall fitted up with counters for the use of the Local Excise Authorities in the examination of passengers’ luggage; and at some stations one or more rooms have to be set apart for the use of the military authorities.
Narrow platforms should always be avoided, especially in front of the offices and waiting-rooms. Nothing tends more to check the proper expeditious working of the traffic than a confined space for the movement of the passengers and of the station staff carrying luggage.
In cases where the traffic will warrant the expenditure, it will be found an advantage to construct a light roof or verandah over a portion of the platforms of roadside stations. This covering will provide a convenient shelter for the passengers and their luggage, and prevent the crowding of booking-halls and doorways during inclement weather. In hot countries a verandah or awning of some description on the platforms is an absolute
necessity, and those travellers who have had any experience of railways under a tropical sun, will call to mind the celerity with which the passengers seek such welcome shade.
A very important item in the construction of a large terminal station is the roof over the lines and platforms. Wrought-iron and steel can now be obtained in so many convenient sections, and at such moderate prices, that timber-framed roofs, except for very small spans, are now rarely used for railway work. The metallic structure is much lighter in appearance and more durable, besides being less exposed to destruction by fire. The introduction of iron and steel has enabled roofs to be constructed of very much larger spans than would have been prudent to have attempted in timber; at the same time it must be kept in mind that, notwithstanding this increased facility of construction, the cost of a roof per relative area covered increases very rapidly as the span increases. The extent of space to be roofed over in some of our modern terminal stations is so large that the question of roof-spans to be adopted has to be considered very carefully. It has been argued by some that if the area be divided out into small or moderate spans, the presence of the rows of columns for supporting the roof might preclude the possibility of any future re-location of the lines and platforms except by an entire rearrangement of the roof-work. On the other hand, it may also be stated that railway engineers have now obtained such a thorough experience of the necessary relative proportions of platforms and carriage-lines for large stations, as to enable them to lay out these works without any risk of requiring alterations for many years.
There are so many descriptions of roof-principals used in railway stations that it would be impossible here to introduce more than a few examples. [Figs. 387 to 405] illustrate by diagram sketches a series of types taken from actual practice. [Fig. 406] gives more in detail the particulars of the roof-principal of 60 feet span, [Fig. 392]. As will be noted from [Fig. 406], the width of 120 feet between the walls is divided into two spans of 60 feet each, the ends of the principals in the centre of the 120 feet being carried on arched wrought-iron girders of 48 feet span, supported on strong ornamental cast-iron columns placed at 48-foot centres. The rain-water from the large centre gutter is taken down inside the columns and conveyed away to drainage pipes laid down for the purpose. The 60-foot principal above
described forms a very strong roof, and is light in cost and maintenance. The weight of ironwork, both wrought and cast, in the principals, arched wrought-iron girders, cast-iron columns, centre gutters, etc., is only 0·51 of a ton per square (of 100 square feet) of area covered. For comparison, the weight of ironwork in the roof, [Fig. 402], of 198 feet span is 1·42 ton per square of area covered; and of the roof, [Fig. 404], of 210 feet span, is 2·07 tons per square.
This increase in weight per square as the spans go on increasing results, not only in a much larger outlay for original construction, but entails also a proportionally heavier expenditure for maintenance and painting. The item of painting alone is an expensive one in all iron-roof work, and must be attended to regularly for the proper protection and appearance of the ironwork. With the smaller spans, the roof-trusses form very convenient supports for painters’ scaffolding or planking, but with the very large spans the greater height and the form of the roof-principals render specially designed scaffolding and appliances necessary for the painting and repairs.
Doubtless there is something very attractive about a large span roof, its bold outline stretching from side to side of a wide covered area imparts an imposing effect which cannot be claimed for smaller or more moderate spans; but where roofs are constructed for purely utilitarian purposes it becomes a question worthy of grave consideration whether a series of smaller spans would not provide the same practical benefits as would be obtained from one very large span. Upon referring to the typical sketch of a terminal station, [Fig. 373], it will be seen that the total width from inside to inside of main walls is 240 feet. The lines and platforms are so arranged that by placing rows of columns at A, A, B, B, and C, C, the entire width may be divided out into four spans of 60 feet; or, if preferred, a row of columns at B, B may be adopted, resulting in two spans of 120 feet, or the entire width may be included in one large span of 240 feet. Any one of the three arrangements will provide an effectual roof-covering, and the selection must be decided by the cost or expediency.
Another way to avoid the introduction of large span-roof principals, and to preserve the covered area free from intervening columns, is to erect strong truss-girders extending across at right angles from the main walls. These truss-girders are placed at
suitable distances, and carry simple roof-principals of convenient spans. In some cases the roof-principals are placed as shown in [Figs. 407 and 408], and in others as in [Fig. 409].
In another system the roof-principals are incorporated with the main truss-girders, as in [Fig. 410].
With the above type of covering the truss-girders take the place of the arched wrought-iron girders and cast-iron columns, as illustrated in [Fig. 406], but will be more costly, as may be gathered from the following brief comparison: Assuming the area to be covered as 480 feet long and 180 feet wide, then the width of 180 feet could be divided into three spans of 60 feet each, or one centre span of 65 feet, and two of 57 feet 6 inches if they would work in more conveniently. With columns at 48-foot centres longitudinally, the three-span arrangement would contain the following:—Twenty cast-iron columns in the two rows, or twenty-two columns if two columns are placed side by side at the extreme end; 960 lineal feet of light arched wrought-iron girders in twenty girders of 48 feet span.
On the other hand, with the truss-girders placed at 40-foot centres to suit roof-principals resting on the tops of girders, as shown in [Fig. 409], or to suit the arrangement shown in [Fig. 407], there would be twelve heavy truss-girders, each of 180 feet span, making a total length of 2160 lineal feet of deep truss-girder work, exclusive of about another 60 lineal feet, which would be required for the bearings on the side walls.
The successful lighting by day of a large roofed-in station will depend principally upon an appropriate distribution of the glazed portions. With a large span, and the glass skylights placed near the apex, the side lines and platforms will be much less efficiently lighted than those near the centre; and again, if the glazed parts are only at the sides, then the centre portion will be rather in the shade. Where possible it is better to place the glazed portions and slated portions alternately, so as to obtain a more uniform light all over the centre area, somewhat similar to the arrangement shown in [Fig. 406].
Roofs over passenger platforms at roadside stations are made in many types, the arrangement depending in a great measure upon the width of platform to be covered. In many of the earlier stations the roof was extended across from side to side, and included the lines of rails as well as the UP and DOWN platforms, a system which was not only costly, but had the
disadvantage that the steam and smoke from passing trains remained for some time under the roof before it was thoroughly dispersed. The more modern and more economical plan is to put the roof or shelter over the platforms only, and allow the steam and smoke to pass away into the air. In designing the latter class of roof, the fewer supporting columns the better, so as to diminish as far as possible the obstructions on the platforms. Where the platform is unavoidably narrow, the roof may be carried on curved brackets projecting out from the walls.
Except in tropical countries, where shade is more acceptable than strong light, a liberal amount of glass should be provided in these platform roofs. On many of our home railways they are entirely covered with glass, and the abundance of light is found to be of great assistance in the working of the traffic. [Figs. 411] to [420] are sketches of a few out of the many types of small roofs which have been erected over single and island platforms.
Goods-sheds.—The form and dimensions of a goods-shed for any station must be determined by the description and amount of traffic to be transacted at the particular place. With an estimate of the traffic before him, the engineer must consider the internal arrangement of building most suitable for the bulk of the merchandise to be accommodated. The principal object of the shed is to permit of goods being transferred under cover from or to railway trucks or carts without being exposed to the weather, and the transfer will be expedited if the arrangements are made the most convenient for the particular class of merchandise presented.
For some commodities it is considered preferable to unload direct from the railway trucks into carts, or vice versâ, and thus have only one handling of the goods. To comply with this method, the cartway must be made almost down to the same level as the rails, to allow the carts or drays to be drawn close up alongside the railway trucks, as shown in [Figs. 427 and 428]. This type of shed implies a constant supply of carts, so as not to detain the railway trucks, or necessitate the stacking or storing of goods on the low level floor in the way of carting movements.
For general merchandise in boxes or bales, a raised loading-bank inside the shed is usually found to be the most convenient arrangement both for loading and unloading. The top of the loading-bank should be a little below the level of the railway-truck floor to give clearance to all truck-doors opening outwards. By means of short portable gangways or landings, the moderate-sized
packages are readily transferred to or from the trucks, either by hand or by small two-wheeled trolleys, the heavier pieces being lifted by cranes. The cartway should run parallel to the rails on the opposite side of the loading-bank, and may be either inside or outside the building, according to the importance of the place. When the cartway is inside, the entire front of the loading-bank is available for cart traffic, but this advantage entails a considerable increase in the size and cost of the building. When the cartway is outside, the cart traffic is worked through large doorways placed at suitable distances, and fitted with projecting roofs or awnings to protect the goods during the loading or unloading. At some of these doorways, short docks about 10 feet square, or more, are formed in the loading-bank, into which the carts may be set back fairly into the shed for the greater convenience of the transhipment of the goods by hand or crane power. Where the stacking space is ample, the contents of several railway trucks may be discharged on to the loading-bank without any delay in waiting for carts, and the same railway trucks may be loaded with other goods and dispatched outwards, or may be taken away empty if the loading-bank is reserved for arriving goods only. Where the traffic is large and constant there is an advantage in having separate goods-sheds for the inwards and outwards work.
The following diagram sketches will illustrate some of the many types of goods-sheds in use on railways:—
[Fig. 421] shows a shed suitable for general merchandise at a small roadside station. For economy of construction, the line of rails and cartway are both placed outside the building. A small goods-office is built at one end, in which is fixed the pedestal and lever indicator of the cart-weighing machine. The roof is projected outwards over the doorways for the railway trucks and for carts. The railway truck doorways are spaced to correspond to the length of the trucks. A narrow platform, about 3 feet wide, is formed outside the shed alongside the trucks for the convenience of the men when loading or unloading.
[Fig. 422] represents a rather larger shed, with the line of rails inside the building and cartway outside. With this type the railway trucks are entirely under cover, and can be unloaded or loaded more conveniently. It has also the additional advantage that the trucks and their contents can be left secure when the shed is locked up at closing time.
[Fig. 423] shows a shed with a line of rails down the centre, and a loading-bank on each side, the cartways being outside the building; one loading-bank is for inwards goods, and the other for outwards goods. On the arrival of a loaded railway truck, the door on one side is opened, and the contents unloaded on to one of the loading-banks. The door is then closed, and the opposite door opened for loading from the other loading-bank. By this method a railway truck can be unloaded and loaded again without changing its position.
[Fig. 424] represents a shed with two lines of rails down the centre and loading-banks on each side, the cartways being outside the building. One line of rails and corresponding loading-bank is for inwards goods, and the other line of rails and loading-bank for outwards goods. When the railway trucks on the arriving line are unloaded, they are either drawn out of the shed and shunted on to the opposite line to be loaded again, or transferred direct on to the opposite line by turn-tables, or traversers, placed at convenient distances between the columns supporting the roof.
[Fig. 425] illustrates a shed in which both the line of rails and cartway are placed inside the building. This is no doubt the most convenient type for transfer of general goods, as all the operations of transhipment are carried on entirely under cover; but it is the most costly, on account of the large building and roof area required.
[Fig. 426] shows a large double shed similar in general arrangement to the type represented in [Fig. 425], but with three lines of rails down the centre. The line A may be used for inwards goods, and C for outwards. By means of turn-tables, or traversers, connecting the three lines at convenient distances in the length of the building, the unloaded trucks can be transferred on to the far line, C, for loading again, or on to the line B, to be drawn away out of the building. The lines A and C may both be used for inwards traffic, or both for outwards, and the line B used for taking away or bringing in empty trucks.
[Fig. 427] represents a shed with the line of rails and cartway inside the building, and both very nearly on the same level. This class of shed is often considered the most suitable for fruit, vegetables, and certain light goods which require prompt delivery and careful handling.
[Fig. 428] shows a form of shed with a raised loading-bank on
one side of a line of rails, and a cartway on the other. With this arrangement the railway trucks may be loaded or unloaded, either from the raised loading-bank or direct from carts and drays drawn up alongside the trucks, according to the description of merchandise presented.
[Fig. 429] shows a type of umbrella roof sometimes erected over a narrow loading-bank outside of a goods-shed. It is simple and economical in construction, and provides good accommodation for loading and unloading under cover packages and goods of secondary importance.
The above sketches illustrate some of the many arrangements for goods-sheds, and can be modified and extended in several ways. The leading dimensions, widths of loading-banks, cartways, and gauge of lines, will have to be adjusted to suit circumstances.
Looking at a goods-shed merely as a medium for the convenient transfer of merchandise between the railway and the roadway, the inference is soon drawn that the removal of the goods into trucks or carts should be effected as speedily as possible, otherwise a large extent of shed-room will be required for carrying on a moderate amount of work. Every effort should be made to clear the goods from the loading-bank as soon as they have been properly unloaded and checked. Any laxity in this respect will cause an outcry for increased accommodation, which a little more energy and careful organization would have prevented.
Timber plank floors are generally preferred for inside loading-banks. Inside cartways should be formed either of granite setts or wooden-block paving; the latter is better, being less noisy, and, if occasionally sprinkled with sand, will afford a good foothold for the horses. A macadamized roadway under cover is never satisfactory, as it is always dry, and never binds together into a compact even surface. Sliding or rolling doors are the best for goods-sheds, as they are more out of the way, and under better control during high winds.
Cranes of appropriate strengths, and worked by hand or other motive-power, should be distributed in suitable positions throughout the shed. They should be placed so that they can, when required, lift direct out of a railway truck on the one side, and deposit into a cart or dray on the opposite side of the loading-bank.
Goods-sheds may be built of stone, brick, iron, or timber, or a combination of all of them. Where the requirements are well proved, and the traffic certain, it is better to build a substantial permanent structure. Iron sheds, with sides and roofs of galvanized corrugated iron sheets, will last for many years if not made of too light materials. There are many cases where it is more prudent to put up a goods-shed in timber than to incur the cost of one of more permanent character. Where the traffic is uncertain, or the foundations bad, or out in undeveloped districts abroad, a building of timber will serve the purpose for a number of years, or until the period of probation has passed, and the actual requirements are accurately ascertained. In a timber-built shed, the decay usually commences about the ground line, but if the nature of the soil will permit of the construction of a small dwarf foundation wall of masonry or concrete up to about nine inches above the ground line, the life of the building will be prolonged for several years.
The best method of admitting daylight into a goods-shed is from the roof, and a liberal extent of roof-glazing should be provided for the full length of the building, and so distributed as to be well over the loading-banks. In tropical countries the amount of roof light must be reduced, on account of the great glare from the sunlight.
An ample supply of artificial light will be necessary when working after dark or during the night. In some instances the goods-sheds in large and important business centres have one or more upper storys, in which goods are warehoused pending the owners’ instructions, the goods being transferred between the loading-banks and upper floors by lifts or cranes.
A proper supply of weighing machines for carts, drays, railway trucks, and packages on the loading-banks will be necessary to facilitate the checking of the goods.
There is always a large proportion of traffic which can be dealt with outside the goods-sheds, either on loading-banks or cartways alongside the sidings. Outside loading-banks should be of good width, with approach roads of easy gradient. In tropical countries a light shed, open on all sides, is frequently erected over a portion of these outside banks, to protect the goods and workmen from the heat of the sun. Fixed cranes or travelling cranes will be required for lifting the large packages, heavy castings, and logs of timber. Where there is a large cattle traffic,
separate sidings, loading-banks, and approach roads should be set apart for the purpose, with suitable water-troughs and cleansing appliances. Horses can be unloaded at any loading-bank, but for the more valuable class of animals and for carriages it is usual to construct a special horse and carriage dock, as shown in [Fig. 430], the carriages being wheeled off the end of the carriage truck, as indicated in the section. Cartways alongside the sidings are very convenient for unloading coals, stone, bricks, sand, lime, and many other materials which have to be passed out of the trucks in small quantities at a time. To encourage and facilitate traffic at roadside stations, traders are frequently allowed to stack or store large supplies of some of the above materials on ground set apart for the purpose near some convenient siding, the stock being disposed of in detail to suit the local requirements. Coal-drops are sometimes adopted where there is a large trade in that commodity. They are constructed by carrying the line of rails on strong balks of timber or small girders placed across the top of walled-in coal-yards or divided areas. The coal is thrown out of the trucks, and falls a depth of 15 or 20 feet into the yard below. In consequence of the height from rail-level to ground a large tonnage can be piled up, and stored in a small area, and the unloading of the trucks effected very rapidly, particularly so where special trucks with opening floors or hinged bottoms are used for the purpose. In many cases capacious roofed-in sheds are built for storing coals, lime, cement, grain, or other materials liable to deterioration from the weather. These sheds are built alongside a siding; the contents of the trucks are unloaded or thrown into the sheds through doors spaced to correspond to the railway-truck doors, and are carted away through doorways on the opposite side.
It is customary to place buffer-stops of some form at the termination of dead-end sidings in a station, to bring to a stand such carriages or waggons as may be approaching with too much speed to be stopped without the interposition of some substantial barrier.
[Figs. 430, 431, 432, and 433] are sketches of some of the many kinds of buffer-stops, and will explain themselves. In [Fig. 430] the buffer-stop is made of flange rails, and is shown as fitted in a carriage-dock with wrought-iron plate landing, A, and plate-iron hinged flaps, B, B. The latter are turned over, and rest on the floor of the carriage-truck, to form a pathway when taking on or off a vehicle.
[Fig. 431] shows a buffer-stop made of double-head or bull-head rails; and [Fig. 432] is a buffer-stop made of heavy timbers.
[Fig. 433] shows a very simple buffer-stop frequently adopted for sidings where there is not much traffic. It is made of good old sleepers bound together with old double-head rails, and the interior filled with earth or clay.
In addition to the buildings alluded to in the foregoing description, the engineer has to design and construct very many others in connection with railways. These will include large running-sheds for stabling working locomotives; sheds for housing carriages; workshops for building and repairing engines, carriages, and waggons; foundries; large stores for materials; offices; dwelling-houses; mess-rooms, etc.; many of them involving questions of difficult foundations, and nearly all of them requiring special strength and stability to meet the heavy weights and vibrations to which they are subjected.