View allAll Photos Tagged Waterloo
Go-Ahead London General Volvo B7TL Plaxton President LX54GYW PVL407 working route 77 London Waterloo to Tooting station
Operated by: Waterloo Metropolitan Transit
Built in: 11-1966
Manufacturer: General Motors
Model: TDH 3501
Notes:
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2022 Bus History Association convention tour
MET's special historic coach seen on display in the garage side lot. This is brought out during select events and also used in parades.
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Please do not use this image without first asking for permission. Thank you.
Visual Reporting Point WATERLOO. The Lion of Waterloo is standing on top of that hill.
Taken during my flight from Charleroi back to Antwerp.
Looking down from the footbridge connecting Waterloo to Waterloo East onto the Waterloo Road with a No 1 to Hampstead Heath among the many vehicles down below.
Found in a forgotten folder: Recalling the brief Stagecoach era at Waterloo following the sale of Yorkshire Traction and before the Waterloo operation was sold on to Centrebus. Nostalgic already! See tags.
Operated by: Waterloo Metropolitan Transit Authority
Built in: 2013
Manufacturer: GILLIG Corporation
Model: Low Floor 29' (G27E102R2)
Notes:
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113 departs the downtown transit center on the 2
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Please do not use this photo or any part of this photo without first asking for permission, thank you.
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Taken at Waterloo, near the end of steam on Friday 30 June 1967, unrebuilt West Country, 34102 Lapford, waits in Waterloo station to take a train to the South. I believe this was the last operational unrebuilt pacific on the Southern
On Friday 7 July, 1967, two days before the end of steam operation on the Southern Region, Ivatt Tank 41319 waits to perform its next duty at Waterloo Station.
Waterloo signal box by the Down Main line alongside St John’s Road level crossing in Crosby. Thursday 22nd July 1993
Waterloo ‘A’ signal box was a Gloucester Wagon Company Limited standard design fitted with a 22 lever Gloucester Wagon Company Limited frame built for the Lancashire & Yorkshire Railway Company in 1881 replacing an earlier signal box named Waterloo Level Crossing. The signal box was renamed Waterloo circa 1903 and the lever frame was extended to 26 levers in 1906 in connection with electrically operated level crossing gates. A replacement reconditioned 28 lever tappet frame consisting of a mix of The Railway Signal Company Limited and Lancashire & Yorkshire Railway Company parts was installed in 1924 and the level crossing gates were replaced by manned barriers on 23rd May 1982. The signal box was closed on 11th March 1994 but officially abolished on 21st March 1994 when control of the level crossing passed to Merseyrail signal box by means of closed circuit television
Ref no 13494
An image I almost forgot about when attempting to record 56098. GBRf No 60021 'Pen-y-ghent' idles away with the ex 6F65 17:49 Ashton In Makerfield e/jna's at Waterloo Sidings, while a Northern Class 150 and 156 head pass Edge Hill Station with a Manchester to Liverpool train. The background is dominated by the tower of Liverpool Cathedral. 3rd July 2023.
Copyright: 8A Rail. www.8arail.uk
The current access to the former International platforms at Waterloo, a set of what appear to be temporary steps are now the means by which passengers can get to Platforms 21 & 22, these being only used in the Peak Period by certain trains. For the rest of the day this part of the station is gated off.
Perhaps a little obscure, but mainly for those who wish to see what the latest is of Waterloo International, the former terminus station of Eurostar until November 13th, 2007, when all services were transferred to St Pancras following the opening of High Speed One.
Planning of Waterloo International was done in response to the High Speed Railways Act of 1987, which prohibited the construction of a High Speed Railway linking London to the Channel Tunnel. The result was that the previously considered St Pancras and Victoria stations could not be chosen, with Victoria exhibiting space constraints for a new International Station, and St Pancras being on the wrong side of the city. Waterloo was chosen instead, with construction of the station starting in 1989. The site of this lengthy station occupies what were formerly Platforms 20 & 21, as well as the western goods yards and the Amstrong Lift that provided access to the Waterloo & City underground line. Another victim of the station's construction was the 1936 Waterloo Signal Box, and the 1885 LSWR trainshed.
The station was designed by the architectural firm Grimshaw Architects, with consultancy by Sir Alexander Gibb & Partners, but the primary contractors being Bovis Construction. The design involves the curved station roof blending and bending to the available space, ranging from a width of 55 metres at the city end, and 35 metres at the country end. The sections of the roof were constructed in parts at Wetherby in West Yorkshire by the manufacturer Westbury Tubular Structures, whilst the metal framework was carried out by Bovis. In all, the roof consists of 20,000 square metre glass panels.
Underneath the barrel roof, 5 platforms numbered 20 to 24 were constructed at lengths between 396 and 428 metres so as to accommodate the incredibly long Class 373 Eurostar sets. The former basement was converted into a Check-in, Security centre, Immigration and Departure Lounge, with the platforms accessed by long travolator ramps.
Construction of the station was formally completed on the 17th May, 1993, but remained vacant for well over a year until Eurostar services commenced on the 14th November, 1994. The total cost of the project was eventually over-budget at £130 million. Initial services comprised of only 8 Eurostar trains per day to Paris and Brussels, but this was increased to 50 services by the end of the 1990's.
However, this entire £130 million structure was rendered completely pointless in 1996, when the Conservative Government signed the Channel Tunnel Rail Link Act to allow the construction of a High Speed Railway from the Tunnel to London St Pancras. Although it was considered to keep Waterloo open and split the number of trains operating between the two terminals, the use of two International stations in the city was deemed inefficient and impractical, and thus Waterloo International was on borrowed time.
Time eventually ran out on the 13th November, 2007, when after 10 years of construction and development, High Speed One Phase 2 was completed to St Pancras, and all services were transferred there with a simultaneous closure/opening ceremony. The last Eurostar trains to leave Waterloo International were as follows:
- 1709 Train 9044 to Paris
- 1809 Train 9048 to Paris
- 1812 Train 9154 to Brussels
The very last train to leave the station was an empty stock working to the new Temple Mills Depot, running to Fawkham Junction on the Chatham Mainline before reversing along High Speed One to the Depot. In its time Waterloo International operated for 13 years and handed 81,891,738 passengers.
Following the end of Eurostar services, this £130 million terminus of such grand size and scale sat dormant for years. Originally, proposals were made to convert it into a shopping centre, but these were overruled. In 2008, trains did briefly return when South West Trains used Platform 20 as a relief platform during the rush hour. From June 2010 though, the station was used as a stage as part of the theatre production 'The Railway Children', where steam engines were brought to Waterloo and moved up and down the platforms behind the stage by a Class 08 Shunter, with stands and seating erected on the platform. The show was a great success, and ran for several months, its last performance being in January 2011.
Proposals were also made for the station to be used by the Sleeper services as a main hub for sleeping car trains from Scotland and the South West of England. This would involved the Caledonian Sleeper from Scotland traversing the West London Line from Willesden Junction, and the Night Riviera from Penzance using the Reading to Staines line to access the South West Mainline. This plan continues to be considered, especially if HS2 is given the go ahead, which would make operating sleeper trains at Euston inconvenient with reduced platforms for West Coast services.
Today though, Platforms 21 & 22 are the only ones used during the Peak period by some South West Trains services, with the rest of the station being gated off for the rest of the day. Sadly, Waterloo International is one of the most prominent examples of wasted time and money, a terminus of such huge scale and size, fitted with all the latest features and able to handle even the longest InterCity train, only ever saw 13 years of proper service.
This is an anonymously published postcard printed in Germany showing Somerset House and the Thames Division Police Station on Waterloo Pier, the view was taken from the old Waterloo Bridge just before it was rebuilt in 1900. The Police Station can claim to have been the oldest police station in the Metropolitan Police District, the original station dates from 1798 when the Marine Police Force was established by Magistrate John Colquhoun and Master Mariner John Harriott with the help of Jeremy Bentham. The idea of the force was to prevent theft from cargoes on ships and at the various wharves on the Thames and paid for by the shipping companies. The Marine Police Force was absorbed into the Metropolitan Police in 1839 and became Thames Division with their headquarters at Wapping Police Station. In recent years all has changed, after the Marchioness disaster in 1989 when 51 people were killed it was felt that a dedicated rescue service on the Thames was needed, the Government tasked the Marine and Coastguard Agency, Port of London Authority and the Royal National Lifeboat Institution to set up such a service. On 2nd January 2002 the RNLI which receives no money from the Government and relies solely on public subscriptions set up Lifeboat stations at Teddington, Chiswick, Tower Pier and Gravesend and took over the search and rescue responsibility from Thames Division. Meanwhile in 2001 Thames Division changed its name to the Marine Support Unit and then again in 2008 to the Marine Policing unit. In 2006 the RNLI station at Tower Pier relocated to Waterloo Pier and renamed the Pier Tower Lifeboat Station, so Waterloo Pier no longer exists as such. To further add to the confusion the Waterloo Millennium Pier is located on the south bank adjacent to the London Eye Ferris Wheel.
The entrance to the main ticket hall for the tube lines at Waterloo station (the railway terminal is sited behind).
Line(s) and Previous/Next Stations:
Embankment < BAKERLOO LINE > Lambeth North
Westminster < JUBILEE LINE > Southwark
Embankment < NORTHERN LINE > Kennington
[Terminus] < WATERLOO AND CITY LINE > Bank
Links:
Waterloo on 11 April 1992: 47701 arrives with the 07:46 from Salisbury, the stock of which 47708 (nearest camera) will then haul as the 10:15 back to Salisbury.
Pictures fromWaterloo of 20308 & 20309 working Pathfinder Tours Buffer Puffer 12.0.
The train ran from Crewe and worked around the commuter branches of west & south west London covering the lines to Paddington, Windsor & Eton Riverside, Chessington South, Waterloo, Hampton Court, Shepperton and many places in between
Waterloo On P12
(Spare) - 2001 American LaFrance Eagle 148 RR / Becker (1500/700/20A) (Licence # OP8 656) (ex P-3)
This is a postcard in the Kingsway Real Photo Series published by W.H. Smith & Sons. It shows the view looking east and downstream towards the old Waterloo Bridge. Two of the boats in the foreground are former London County Council paddle steamers, still in the livery of the LCC but with the emblem of the City Steamboat Company on their paddle boxes. Twelve of the thirty boat LCC fleet were sold to the City Steamboat Company in an auction held in late 1909, so this photograph may have been taken between 1910 and 1914 by which time most of the boats had been sold on to operators in France, Germany and Italy. A few boats also ended their days on the River Tigris in Iraq after being used by the Royal Indian Marine in their operations against Turkish forces during WW1.
Waterloo Bridge : Culpeper County Structure No. 6906 consists of a single-span Pratt through truss with 15
steel beam approach spans carrying Rt. 613 crossing the Rappahannock River. The truss was built in
1878 by the Pittsburgh Iron Co. and retains its masonry piers. The current steel beam approach spans
(with concrete bents) were completed in 1919 and were built by the Virginia Bridge & Iron Company,
replacing earlier deteriorated and flood-damaged wooden approach spans. The bridge is approximately
387 feet long overall; the truss span is 100 feet long. This structure is significant as Virginia’s oldest
surviving in-service metal truss bridge.
(Photo by Trevor Wrayton, VDOT)
Zeiss Ikon Ikoflex Ic with Ilford HP5 Plus developed in ID11.
photo-analogue.blogspot.co.uk/2016/03/zeiss-ikon-ikoflex-...