Walter G. (Walter Gilman) Berg.

Buildings and structures of American railroads. A reference book for railroad managers, superintendents, master mechanics, engineers, architects, and students online

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Online LibraryWalter G. (Walter Gilman) BergBuildings and structures of American railroads. A reference book for railroad managers, superintendents, master mechanics, engineers, architects, and students → online text (page 52 of 67)
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which were published in the issue of the Railway Revie^c of May 10, 1890, in connection with the
following description :

There are six tracks terminating at this depot, arranged in pairs in such a manner that wide platforms
are obtained for the approacli of each train. These platforms are 450 ft. in length, and are covered. The
waiting rooms, baggage and express rooms, etc., are grouped together at tlie end of these tracks in a luad-
house. There are numerous entrances into the building from Atlantic Avenue and one from Arkansas
Avenue. On the latter street there are a number of gateways communicating to the platforms, forming
means of ready exit. The lobby is covered by a shed roof extending at right angles with the tracks.
From this gable roofs extend parallel with the tracks, covering the platforms their entire length. There are
numerous features of interest in the building, the style of architecture being novel. The waiting-rooms are
nicely finished in oak, with mahogany furnishings and rich curtains. The station is one which has attracted
a great deal of attention and favorable comment.

Passenger Depot at Boston, Mass., Neia York cr" New England Railroad. — The passenger depot of
the New York & New England Railroad at Boston, Mass., is a terminal head-station, plans for which
were published in the issue of the Railroad Gazette of Sept. 30, 1881. The train-shed has two tracks
entering it, one for in-bound and the other for out-bound trains. There is a baggage platform be-
tween the two tracks, while wide passenger platforms are provided along the outside of each track.
Baggage is thus handled entirely independently of the passenger platforms, and arriving passengers
and departing passengers use separate platforms. The depot building has a general waiting-room,
40 ft. X 46 ft. 10 in.; a baggage-room, 33 ft. X 34 ft.; a kitchen, 19 ft. X 16 ft.; a dining-room, 30 ft.
X 16 ft.; a depot-master's room, 23 ft. X 10 ft.; a refreshment-room, 30 ft. X 7 ft.; a telegraph office
and package-room, 19 ft. X 7 ft.; a news stands; a ladies' waiting-room, 40 ft. X 23 ft.; a ticket-office,
19 ft. X 17 ft.; lavatories and toilet-rooms for gentlemen and ladies. The general waiting-room is
entered through a vestibule from the street. On one side of the depot is a small /w/c cochcre. The
inside of the building is finished in wood. The offices and dining-rooms are heated by steam, and
the waiting-rooms by stoves. The building is covered with galvanized iron on building-paper and
boards, and roofed with slate.

Passenger Depot at Stoughton, Mass., Boston 6~" Proi-idence Railroad. — The passenger depot of the
Boston & Providence Railroad at Stougluon, Mass., designed by Messrs. Sturgis & Brigham, archi-
tects, Boston, Mass., is a small but very substantially built head-station. The head-house is of
stone, with slate roof and a large scjuare clock-tower. The train-shed has two tracks running into
it, with a platform between the tracks. The ground-plan shows a gentlemen's waiting-room; a ticket-
office; a ladies' waiting-room, with toilet-room attached; a baggage-room; a telegraph office; a gen-
tlemen's toilet-room; and a porte cochi-rc. The ladies' room is located in the circular-shaped end of
the building next to the street, which gives a very pleasing effect l)oth for the exterior as well as the
interior. Plans for the building were published in the Stoughton 6'('«////i'/ of April 9, 18S7, in which
issue the structure is described as follows;

The proposed new depot is to be comprised of a head-house and a train-house. The head-house is to
face on Wyman Street. The structure is to be of granite, and is to have a tov.'er and a clock. The tower is
to be 62 ft. in height, 15 ft. square on the base, 32 ft. to the ridge or coping, and 14 ft. to the roof of the
depot. The extreme length of the main building is 88 ft., and the total width 35I ft. In the rear the train-
house will be of sufficient length to accommodate the entrance of a passenger train and the delivery of the
passengers on the inside platform, from which thov will proceed to Wyman Street in the main building.
The building is to be of Stous^hton granite, rough-hewn. Tlie roof will be slated, and the outside wood-
work will be of hard wood. On the inside the station will be framed to be at once beautiful and convenient.

The women's room will be on the west side of the building, and will be a beautiful twelve-sided room,
32 ft. square. The men's room will be 32x36 ft. square, large and convenient. The ticket-office will be
between the two rooms on the south side facing Wyman street, and will be so arranged as to permit the
sale of tickets in either room in a very handy manner. This room will be 10 x 14! ft. The bagg.Tge-room
will be in the east side of the building and will be 11 ft. square. The telegraph office will be I4x6i ft. and
convenient of access. Suitable and convenient toilet-rooms for men and women will be found.


T\\c parte cochere or driveway entrance will be on the extreme east of the building, and will be 20 x 24 ft.
The interior will be finished in hard wood in the most substantial and elegant manner, with hard-pine

Passenger Depot at Boston, Mass, Boston &^ Providence Railroad. — The passenger depot of the
Boston & Providence Railroad, built about the year 1874, and designed by Messrs. Peabody &
Stearns, architects, Boston, Mass., is a very handsome head-station, a plan of which was published
in the issue of the Railroad Gazette of June 19, 1875, in connection with the following description.

The building is situated on the triangular lot bounded by Park Square, Columbus .-X venue and Provi-
dence Street, and is Gothic in design, and built of brick laid in black mortar, with Nova Scotia stone trimmin<;s.
The head-house is 200 ft. long and 150 ft. wide. The train-house is 600 ft. long, 128 ft. wide, and 65 ft. high.
The main entrance to the building is on Columbus Avenue, through a vestibule 25x32 ft,, paved with tiles,
arid the ceiling finished with hard pine. On the left of the main entrance, on Park Square, is a brick tower
150 ft. high, containing an illuminated clock with four faces, each 10 ft. in diameter. The vestibule leads
into a general waiting-hall 170 ft. long, 44 ft. wide, and So ft. high, extending up above the rest of the building
so as to admit light through clear-story windows. Additional light is also obtained through skylights in
the roof. This hall, as well as the remainder of the first story, is paved with black, white, and red tiles, and
is heated by means of three stacks of marble-topped steam radiators. Around this hall, and on a level with
the second story, runs a gallery, connecting the corporation offices in the second story, supported by wooden
columns and brackets; between these columns are pointed arches, finished in ash, and glazed w-iih plate
glass, dividing the hall from the waiting-rooms on the sides and at ihe end opposite the entrance from the
train-house. The main hall is covered by a roof supported by hard-pine trusses, and sheathed with pine var-
nished and decorated. On the left of the hall is the smoking-room, 44 x 27 ft., gentlemen's waiting-room
50x40, ticket-olfice, and ladies' room, 50x62. The parcel-room is between the waiting-rooms and behind
the ticket-office. Connected with the ladies' waiting-room is a dressing-room, 15 X24 ft., and water closet.

On the right ol the hall is the main staircase to the corporation offices in the second story (which are
also connected with Park Square by means of a private vestibule), gentlemen's dressing-room, 15 ft. square,
gentlemen's water-closet, 34X 13 ft., telegraph office, news-stand, barbershop, restaurant, 50x30 ft., private
dining-room and serving-room. All of these rooms are 20 ft. high and finished in ash. The windows are
glazed with plate glass and leaded glass above the springing of the arch. On the walls of the ladies' room
are painted maps of the road and its connections. Next to the ladies' room is a corridor leading to the
Columbus Avenue entrance and which connects with the outward baggage-room.

In front of the building, in the second story, is the superintendent's general office, superintendent's
private office, and president's private office. On the left of the building is the president's and directors'
room, treasurer's general and private office, ticket-agent's and conductors' room, and connected with these
rooms are the necessary dressing-rooms. On the right of the building is a room for the storage of supplies,
travellers' reading-room, billiard-room, 30 x 50 ft., spare office, kitchen and bakery, tlie latter being over the
restaurant and accessible therefrom by a private staircase. In the third story, over the front office, are
sleeping-rooms and bath-rooms for the president, superintendent, and treasurer. The entire building is
finished in ash, the walls and ceiling painted and decorated with oil colors, and is heated by steam furnished
by four large boilers in the basement. The train-house is entered from the main hall on the first story
through three arched doorways. On the right of the entrance is the depot-master's room, and a staircase
leading to the gallery of the head-house. On the left is the outward baggage-room, which connects with
the C(3lumbus Avenue carriage-entrance. .About half-way down the length of the train-house, and outside
the building, is a room for the storage of inward baggage and a waiting-room for hackmen. The roof,
which covers five tracks, is supported by arched iron trusses, 24 ft. on centres and 125 ft. span. Light is
furnished through large windows in the sides and glass in the roof. The trains enter through arches in the
end of the train-house, the largest of which is 68 ft. span.

Proposed Union Passenger Depot at Buffalo, N . Y. — Tlie plans for a proposed Union Passenger
Depot at Buffalo, N. Y., were published in the issue of the Raihvay Review of Feb. 18, 1888. The
design, prepared by Mr. C. W. Buchholz, Engineer of Bridges and Buildings, New York, Lake Erie
& Western Railroad, shows a large and handsome terminal head-station, described as follows in the
publication mentioned :

The efforts to solve the orrade-crossing problem in Buffalo have resulted in a scheme which is so favor-
ably received by the railroads and the public that it seems likely to be brought to a fulfilment. The propo-


sition, as submitted to the sub committee of llie joint committee on grade-crossings, was illustrated by
plans prepared by Mr. C. W. lUicliliolz, of the Erie Railroad. The total cost of the projected improvement
is estimated at between $2,000,000 and $3,000,000.

It is proposed by the Buchholz plan to have the ruads entering the city approach their terminus by a
common route, the tracks of which shall cross the streets east of Louisiana Street above grade, but shall run
under Louisiana. Chicago, and Michigan streets. The tracks are to run into a union depot which will front
on Washington Street, at the corner of Exchange. West of the depot the tracks of the New York Central
will cross Washington and Main streets below grade, coming to grade on the Terrace about op|)osite tlie
foot of Franklin Street.

It is proposed to begin the depression of the tracks at Van Rensselaer Street and continue the descent
until a level is struck two feet below the present grade at Louisiana Street. This level will be continued to
Micliigan Street, and thence carried into the train-house at such a grade that the platforms of the cars will
be on a level with the landings.

The passenger depot provided for in Mr. Buchholz's plans is worthy of a description in detail. The
Washington Street elevation presents an ornate brick and cut-stone building, with a frontage of 300 ft..
seven stories high, covered by a Mansard roof with numerous dormer-windows, and overtopped by a
massive clock-tower over 200 ft. high. A paved plaza 100 ft. wide separates the building from the street
proper. Over the main entrances is a broad porie coclurc, and to the right of this, about 75 ft. farther south,
is a massive arch from which emerge the double tracks of the Central Belt Line and the Niagara Falls
branch. The E.xchange Street elevation drops to three stories after passing the tower, and continues for
300 ft. Beyond this stretches away the train-house for 500 ft. more. A heavy archway securely gated on
this side furnishes an exit for all passengers leaving the depot. Some of the express and baggage rooms are
on this side, and the other express and baggage rooms are in the corresponding bu'lding on the canal side
of the station, which is separated from the canal by a driveway of ample proportions. The ground-plan of
the passenger station shows a general waiting-room, 76 x 132 ; a smoking-room, 37 x 81 ; a spacious ladies'
room, wide liallways extending up to the roof to afford light and ventilation, a grand staircase leading to
the regions above from the hall on the right of the general waiting-room, four elevators, a spacious ticket-
office, and a platform 50 x 2S0 between the waiting-room and the train-house.

On the second floor is a restaurant, while all the floors above are given up to offices of the railroad
companies making use of the terminal facilities. The south wing contains baggage-rooms, express-rooms,
a store-room, and a kitchen, with offices on the two floors above.

The north wing, on the Exchange Street side, contains baggage and express rooms only on the ground
floor, with offices above. The plans for the train-house call for an arched structure 108 ft. high in the centre
and 280 ft. wide, with 14 tracks and eight broad platforms between them.

The estimated cost of tlie passenger station complete is $700,000.

Passenger Dfpot at Rochester, N. V., New York, Lake Erie sr" Western Railroad.— The passenger
depot of the New York, Lake Erie & Western Railroad at Rochester, N. Y., is a terminal head-
station, plans for which were published in the issue of the Railway Review of August 27, 1887; in the
issue of the Scientific American (.\rchitects and Builders' Edition) of November, 1886; and in the
issue of the Railroad Gazette of March 20, 1885. The description of the building in the Scientific
American is as follows :

The new depot is located on the south side of Court Street, near the river. The style of the architec-
ture is based on the modern Renaissance, being treated in a free and unconventional manner suitable for
this class of building. On the first story there is a general waiting-room. 38 ft. x 35 ft., with a gentlemen's
toilet-room opening from it. Also a ladies' waiting-room opening from it, with a ladies' toilet-room
attached. There is also a baggage-room, 39 ft. x 15 ft. ; an agent's room, with ticket-office; a news-stand ;
and a telegraph-office. On the second story there are a superintendent's office, conductors' room, division
freight agent's office, hall, lobby, and toilet-room. The main building is 76 ft. x 60 ft. A tower on the
northeast corner rises to the height of no ft. above the pavement. Brick and stone have been used for the
walls, with Medina stone laid up in regular courses of ashlar, with quarry faces and chiselled draught below
the first-floor sills. Above this point the exterior courses of walls are laid up with pressed brick in black
mortar. Window-sills, bracket corbels, key-stones, and first-story sill-course are of Ohio sandstone.
Trimmings of terra-cotta and moulded brick are freely used in belt and string courses and in the arches.
The roofs of main building and awnings are covered with slate and copper, and the roofs of wings with tin.
The interior of the building will be finished in white ash and cherry, the floors of waiting-rooms and vesti-
bules laid with black and white marble tiles, and tlie floors of the toilet room with slate tiles. An open



staircase in oak, ash, and cherry is located in the tower. Steam will be used to heat the building, and elec-
tricity for lighting. The tower clock has four 5-ft. glass dials, and will be lighted automatically by electricity.
A train-shed 270 ft. long and 72 ft. wide, of ornamental design, in iron, is to be erected adjoining. The cost
of passenger station and train-shed will be upward of $50,000. The work is being executed under the
direction of C. W. Buchholz, engineer, from drawings and designs of George E. Archer, architect to the

Terminal Passenger Depot at Louisville, Ky., Louistiiile &" Nashville Railroad. — The passenger dejiot
of the Louisville & Nashville Railroad at Louisville, Ky., designed by Mr. H. Wolters, architect, Louis-
ville, Ky., commenced during the summer of 1S82 and completed in 1887, shown in Figs. 642 and 643,

Fig. 642. — Ground-plan.

Fig. 643. — Ckoss-section and E.nd Elevation of Train-shed.

from data kindly furnished to the author by Mr. R. Montford, Chief Engineer, L. & N. R. R., is a
large terminal head-station, plans for which were published in the issue of the American Architect and
Building Neic's of May 20, 1882, and in the issue of the Railway Review of May 20, 1882. The de-
scription of the building in the latter publication is as follows:

The depot is located on the corner of Broadway and Tenth Streets. The front of the building will be
100 ft. wide and 130 ft. deep, and will have a basement and three stories. The first floor will have, besides
a corridor 20 ft. wide, waiting-rooms for ladies, for gentlemen, and for colored people, together with a
ticket-office, coffee-stand, and dining-room. On the second floor will be offices for the transportation and
the engineering departments, and a large room for the Louisville & Nashville branch of the Young Men's
Cliristian Association. The walls will be faced with pressed bricks, and the sills, lintels, and ornaments
will be made of the white oolitic limestone from the quarries at Bedford, Ind., while the front stairway will
be made of granite. All the inside finish will be of hard wood. The car-shed will be 100 ft. wide and 400 ft.
long; it will be made entirely of wrouj^ht-iron, and will cover five tracks, three of which will be for the
exclusive use of the Louisville & Nashville Railroad Company's trains, while the two on the west side will
be made accessible to trains of the Chesapeake, Ohio & Southwestern, as well as of the Ohio & Mississippi,
and of the Jeffersonville, Madison & Indianapolis, from the north side of the Ohio River. West of the
shed there will be a detached brick building, 130 ft. long, for the baggage and express business.

Union Passenger Depot at Cincinnati, O. — The Union Passenger Depot at Cincinnati, C, designed
by Mr. W. W. Boyington, architect, Chicago, 111., is a large terminal head-station, a plan of which was


published in the issue of the Scieniific Aiiieruan Siipplciiicnt t)f Nov. 12, i8Si. The- strucluic is
described in the Railway Renew as follows:

This structure is to be located upon the corner of Central Avenue and Third Street. The end front will
be 233 ft. on Central Avenue. The side front will be 475 ft. on Third Street. On the corner of Central
.Avenue and Third Street will be an office-building Sox 90 ft., six stories high. This is intended to accom-
modate local offices for the four or five different railroads that will occupy the station. In this building
there will be a series of three large fire-proof vaults on each floor. A passenger elevator and all nKxlern
conveniences for office purposes will run to the roof. There will be a light-shaft in the centre, affording
light to all parts of the building, and at the same time a thorough ventilation. The depot proper will be
approached either from Central Avenue or Third Street. The main passenger waiting-room will be on a
level with Third Street, 220 ft. long by 36 ft. wide in the clear, and three stories high, with ticket. Pullman,
and telegraph oflices included. There will be large and commodious parlors and living-rooms and lunch-
counters on a level with this floor in the ofiice building.

The passenger building will recede 30 ft. back from the office-building on Third Street. This 30 ft. will
be covered over to the sidewalk with an iron canopy for the convenience of passengers alighting from
carriages. In addition to this covered roadway there will be a covered carriage and 'bus rotunda, 100 x 80
ft., opening from Central Avenue.

The platform or car-shed story will be 15 ft. down from Third Street, and will be reached by the
rotunda before mentioned on Central Avenue, and by a large archway 30 ft. wide between the office building
and main passenger-room, also by a large double flight of stairs through the centre of the main waiting-
room. There will be a general ticket-office, waiting-rooms, lunch-counter, smoking-rooms, barber-shop,
etc., on the platform floor.

The baggage-room and building, 36 x 175 ft., and two stories high, will be on Third Street, wtst 01 the
main waiting-room. This will be arranged so that the baggage-room floor will be on a level with the car
floor, and the 30-ft. road so graded on the street front that baggage wagons can load directly from the bag-
gage-room without elevators.

An incoming-baggage room will be provided on Central Avenue, approached by the rotunda before
mentioned. It will be otherwise similar to the main baggage-room. The platforms will be about 700 ft.
long under the viaduct of Smith Street.

The car-sheds cover ten tracks, with sufficient platforms to accommodate five roads with two tracks

The style of the building is to be Eastlake and modern Gothic, treated with Queen Anne features.
This will be relieved by bold projections, giving a picturesque outline and a very attractive and impressive
fagade, quite dissimilar to any depot in this country. Its material will be stone in the first or platform
story, and red pressed brick above, with light-colored stone trimmings and red terra-cotta ornaments inter-
spersed to relieve the plain surfaces.

The building itself will cost about $400,000. The entire cost of ground, track, and buildings will be
about $1,000,000.

The railroad immediately in charge of the enterprise is the Cincinnati. Indianapolis, St. Louis k
Chicago Railway Company, with M. E. Ingalls, Esq., president, at the head of the enterprise. W. W.
Boyington, Esq., of Chicago, is the architect of the building.

Terminal Passeii^i:;er Depot at Cincinnati, O., Pittsburg, Cincinnati (r St. Louis Railway.—
The passenger depot of the Pittsburg, Cincinnati & St. Louis Railway at Cincinnati, O., designed
by Mr. S. J. Hall, architect, under the direction of Mr. M. J. Becker, Chief Engineer, P., C. & St.
L. Ry., is a large terminal head-station, plans for which were published in the issue of the Railroad
Gazette of Oct. 27, 1882. The improvements made at this point, including the passenger depot, are
described as follows, in the publication mentioned:

The new passenger station is located on the southeast corner of Pearl and Butler streets, extending
with its main entrance front along Butler Street, 116 ft. 4 in., and 89 ft. 6 in. along Pearl Street.

Its foundations consist of blue limestone masonry, reaching to the base of the lower story windows,
where they are capped with a bevelled water-table of white Dayton limestone. All outer walls areof piessed
brick of Zanosville, O.. manufacture, trimmed with Cincinnati freestone. The ronf is p.irtly of slate and
l)artly f>f tin.

The ground-floor contains a main waiting-room in the central part of the building, open to the roof ; on
the left of tlie main entrance is a passage leading to the ladies' waiting-room, and connected with that room


is a toilet-room and closets. The general ticket-office, the Pullman office, a package-room, and water-closets
are all located upon the left of the general waiting-room, as is also an exterior hall and stairway leading to
the offices in the upper story.

In the rear of the general waiting-room and directly opposite the main entrance are the doors leading to
the train-shed. On the right of the general waiting-room are the dining-room and lunch-room, with
kitchen between the two ; also telegraph-office, depot-master's office, and conductors' room.

In the upper story of the building are the offices of the Superintendent of the Little Miami Division,
the train-despatcher's otBce, conductors' rooms, and closets. All these rooms are located along the
outer walls of the building, leaving the entire interior space open for light and ventilation for the main

Online LibraryWalter G. (Walter Gilman) BergBuildings and structures of American railroads. A reference book for railroad managers, superintendents, master mechanics, engineers, architects, and students → online text (page 52 of 67)