* I know this forum is used for mainly American stations. I am posting this because of the amount and quality of the information I accidently found online. I have a large page of text and a full page drawing of a front view and a floor plain. I only regret that the drawing came out so small. If only this was a standard amount of information found for all stations. * The wonder of this text is that, it seems in the first sentence, I am writing it to you today, presenting this well written, extremely polite and proper English wording of a description of this station. I make no claim to the text here for the Editor of this fine book on Engineering and Architecture has done so well with it back in 1843. I am just glade that I found it, and now share it with you. This is just a sample of what can be found on-line at Google and other E-Book Library's. * Enjoy the read!
* "The Civil Engineer and Architect's Journal."
* No. 75.—VOL. VI. 1843. -------Page 403
THE NEW TERMINUS OF THE BRIGHTON, CROYDON, DOVER, AND GREENWICH RAILWAYS, AT LONDON BRIDGE.
* WE have at length the pleasure of presenting to our readers some particulars of the New Joint Railway Terminus at London Bridge, the extensive works of which have been in progress during the last 18 months, and are now all but completed, so far as respects the por tion to be executed by the Brighton, Croydon, and Dover Companies; and our remarks are accompanied by a view of the entire facade, as it will appear when the Greenwich Company’s portion of the building shall have been completed, together with a ground plan. * From the time of the passing of the Acts of Parliament for the construction of the Brighton and Dover lines of railway, it became evident to the Directors and Engineers of those undertakings, that the Croydon terminus at London Bridge would be found not only totally inadequate to the carrying on of the united trafiic of these lines of railway, but that its position to the north of the Greenwich station was inadmissible, involving as it did the inconvenience and danger of crossing the Greenwich line of railway at the departure and arrival of every train; and in due time arrangements were accordingly entered into with the Greenwich Company, by which the original Croydon station was made over to them in exchange for the original Greenwich station, together with an extent of new works on the south side thereof of equal area; by this arrangement, combined with the widening out of the Greenwich viaduct from the Croydon junction to the terminus, from which point four lines of rails are now pro vided, the Greenwich traffic is kept entirely distinct, and to the northward of that of the Brighton, Croydon, and Dover lines: while by a happy agreement between the. four different companies, assented to on the part of the Greenwich company, by the advice of their talented architect George Smith, Esq., a complete unity of design has been preserved in the entire facade, as seen from the approach from Duke Street. * The whole extent of surface now occupied by the joint station, is l30,000 square feet, or about three acres. And when it is consi dered that the whole of this extensive surface has of necessity been raised by massive piers and arches to an average height of about 23 feet above the natural surface of the ground, some idea may be formed of the magnitude and cost of these works, in which, exclusive of the old Croydon and Greenwich terminus, above 8,000,000 of bricks have been consumed. * On entering the station the spacious and elegant iron roofs attract notice; the surface covered in by this means includes an area of 48,000 square feet, or upwards of an acre, atfording ample scope for housing and cleaning the numerous carriages of the different compa nies, and securing from the weather the spacious arrival and depar ture platforms, and the space to the south appropriated to carriages waiting the arrival of trains. * These roofs are supported by three rows of cast iron fluted columns, of elegant design, connected together above their capitals by orna mented arched ribs, which carry the trusses of the roof; the rain water is received into cast iron gutters communicating with the columns, which being cast hollow, convey away the water to the pipes and drains of the substructure. In the construction of these roofs, Mr. Rastrick has observed the same peculiarity of form in the struts as be employed at the roofs of the terminus at Brighton, but in this case, instead of being of wrought iron tubing, they are of cast iron, hollow, and tinted to harmonise with the tinting of the columns, and the nuts at the end of the lting and queen rods are concealed by or namental foliated pendants. The whole area is well lighted by sky lights on either side of the ridge, running nearly the whole length 0f the roofs, and numerous others in appropriate situations. * The arrival and departure platforms, each 21 feet in width, are fine specimens of Bangor slate paving, in slabs, averaging 6 feet 6 inches by 4 feet each. On the arrival platform is a travelling luggage en closure, deserving of notice, as being well adapted to its purpose, and less unsightly than such contrlvances usually are. * To avoid confusion, a back entrance to the station has been pro vided by means of an inclined plane, commencing at the south end of Joiner’s Street, by which cabs and omnibusses are allowed to enter and wait the arrival of trains, by which means the inconvenience of the confined space in front of the principal entrance is very much lessened. * The goods warehouse stands on the east side of Dean Street, com municating by a bridge with the spare carriage house on the west. The cranes for hoisting and lowering are worked on the pneumatic principle, by a small steam engine placed under the tank, which sup plies the station with water. * On referring to our engraving, it will be seen that the advanced portion of the facade consists of a centre, in which are three door ways, and two wings with a doorway in each ; that in the right wing is the first class passengers’ entrance to the booking offices; the right hand door of the centre is the second class entrance, and the centre doorway is the way for luggage; and the remaining doorways are the first and second class entrances to the Greenwich company’s offices. Receding from the principal front on the right is the campanile rising to a height of 97 feet from the level of Tooley Street to the summit of the vane, and exhibiting an illuminated clock for regulating the times of the arrival and departure of trains. * Still further removed from the line of the principal front are the ofiices for the arrival and departure of parcels, (forming the extreme wings of the facade,) united by alofty archway, which serves as an entrance for gentleman's carriages departing by the trains. The in terior of the building contains on the ground-floor the general booking office 53 feet by 21 feet, with separate entrances, passages. and waiting rooms, for first and second class passengers, so arranged, that the two classes are kept distinct, until they arrive at the platform, to effect which Objects, the arrangements seem well adapted. On the one-pair floor, to which we ascend by a stone staircase in the tower, there is a large room for the public meetings of the companies, and three others for the use of the joint station committee, secretary, &c., besides the apartments of the housekeeper; a secondary staircase from this part of the building leads to the clock room, in the upper floor of the tower, and above this to the lead flat, at the level of the principal cornice, from which, between the arches of the upper part, an extensive view of the metropolis and its southern suburbs is obtained. * To carry out their object, the committee availed themselves of the professional services of J. N. Rastrick, Esq., and W. Cubitt, Esq., as their joint engineers, to the judicious counsel of whom they are mainly indebted for the amount of accommodation secured in so confined and difficult a situation. * In the architectural department, Mr. Henry Roberts has been gene rally consulted, the designs being prepared, and the works more im mediately superintended by Mr. Thomas Turner, the resident archi tect and engineer; and we deem it due to the taste and talent of the latter gentleman to state that we are indebted to him for the elegant Italian composition represented in our engraving. * We remember, that in the competition for the new Infant Orphan Asylum, the second premium was awarded to Mr. Turner, and we think his present effort entitles him to be considered as one of the rising architects of the day.