Jump to content

Recommended Posts

History

The Waterloo Tunnel is a 779 metre (852 yards) long disused railway tunnel in Liverpool. It opened in 1849. At its Eastern end, the Waterloo Tunnel opens into a short cutting (approximately 63 metres long) which connects to the Victoria Tunnel which is 1.536 miles (2.474 kilometres) long. Effectively, both tunnels are one long tunnel with an open-air ventilation cutting in between; however, they were given different names initially because trains in the Waterloo Tunnel were locomotive hauled while trains in the Victoria Tunnel were cable hauled. 

In terms of tunnel architecture, the Waterloo Tunnel features a semi-circular opening, wide enough to accommodate three separate tracks. The westernmost section has been backfilled and there are occasional accumulations of calcite on the brickwork. Most of the Waterloo Tunnel is brick-lined; however, it is not listed. The Victoria Tunnel, on the other hand, is Grade II listed. It features a rusticated arch flanked by buttresses, together with a modillioned cornice and ashlar-coped parapet. The first two-hundred yards of the tunnel are brick-arched, but after that it is unlined up to the fourth ventilation shaft. There are five visible air shafts in the Victoria Tunnel, and an additional five hidden shafts. A drain also runs down the length of the tunnel, but this has collapsed in certain places. 

Both tunnels were constructed because the city of Liverpool is built on a densely populated escarpment (a long, steep slope) that drops down to the River Mersey. This meant building on the surface would have been difficult without causing major disruption, but also that the landscape was ideal for the construction of a line that could be placed beneath the ground. Nevertheless, cutting both tunnels still proved to be a difficult task as care had to be taken to avoid disturbing the buildings above due to their shallow depth. The work from Byrom Street eastwards proved the most difficult and perilous and, despite efforts to excavate carefully, the soft clay in the area caused several houses to give way, rendering them uninhabitable. All the inhabitants were forced to abandon their homes at short notice. What this means is that the design of the tunnel – becoming two separate structures – was a result of circumstance.

The first goods traffic travelled through the tunnels in August 1849. However, a three-foot section of Victoria Tunnel collapsed in September 1852. The collapse was quickly repaired and the tunnels were used by goods traffic without any further major incidents until 1899, when a freight train consisting of a tank, twenty-three loaded wagons and a brake van separated when a coupling between the seventh and eighth wagons fractured. Two wagons and the van were destroyed in the incident, and two of the three men aboard were killed. A train that was travelling towards the docks was also caught up in the accident as it collided with the debris and partially derailed. 

Although both the Waterloo and Victoria Tunnel were initially part of a freight line, they were opened to passenger traffic in 1895. Passenger services continued to run up until February 1971. Many of the large docks in Liverpool ‘dried up’ as they were affected by declining industry across the UK and this resulted in a significant decrease in traffic on the line. Both tunnels were officially closed on 19th November 1972; although, a small section of the Edge Hill line was retained as a headshunt. It is rumoured that this track is still used very occasionally today. Whether this is true or not, though, is another matter.

The futures of both the Waterloo and Victoria Tunnel are uncertain. However, the Merseyrail Network have proposed to use part of them to create a connection to the low-level Liverpool Central Station. Creating the connection would reduce journey times to Edge Hill. Unfortunately, though, so far all plans have fallen through due to some local opposition and budget constraints. The last attempt to revive the line was made in 2007, driven by plans to redevelop the north shore area of Liverpool. 

Our Version of Events

After meeting up with a couple of Liverpool based explorers, and hitting an old industrial site first, we decided to head over to the Waterloo/Victoria Tunnel. It was good to meet a couple of locals for a change because they both had an exceptional knowledge of the area – something we lack when it comes to exploring in Liverpool, unfortunately. Anyway, this saved us having to do much research and scouting for a change. So, thanks fellas!

When we initially rocked up outside our chosen access point, several Network Rail guys were busy standing around a couple of shovels and one guy down a hole. Rather than leave and come back, though, we decided to sit in the car and wait for them to fuck off. Our patience paid off pretty quickly since the boys in orange decided to down tools literally five minutes after we’d parked up. Once they’d left, we gave them an additional five minutes before we grabbed our gear and made our way into the tunnels, to account for any of them who might have left their beloved tape measure or spirit level behind. 

The first tunnel, the Waterloo Tunnel, smelt strongly of tar or creosote. We weren’t sure of the source, but the floor was fairly manky, giving an indication that there may have been a recent spillage. That, however, was perhaps the most interesting part of this section of the explore. All in all, it didn’t seem especially exceptional – even if it was quite wide. Hoping the explore would be better in the latter half, then, we cracked on and made our way towards the open-air section. 

As several other reports have revealed, the open-air section/accident between the two tunnels is full of shit. It seems Liverpool folk don’t bother visiting the local tip, they simply lob their old goodies off the bridge on Fontenoy Street. Anyone seeking spare lawnmower parts, or a second-hand seatee, should get themselves straight down to the Waterloo Tunnel. Sadly, we didn’t need either, so we had to clamber over the mountain of shit instead, to reach the Victoria Tunnel on the other side. 

Once inside the Victoria Tunnel, we began our long walk towards Edge Hill Station. At this point, we weren’t aware how long the bloody thing is, but it soon became clear to us that the light at the end of the tunnel wasn’t getting much closer any time soon. Nevertheless, we plodded on, heading towards the small dot of light in the far distance. The Victoria Tunnel was much more interesting that its sister. A large proportion of it is brick-lined, but there are also large unlined sections that have simply been carved out. There are several ventilation shafts to look at along the way too, and each one is different to the last. It’s only now, having been inside the Victoria Tunnel, that we understand what a few of the random structures are on the surface directly above. Finally, the tunnel ends with a short section of railway track that is still in situ, which is always nice to find. The only things to be careful of down this end are Network Rail workers and, so we have been told, a camera waiting for unsuspecting visitors to the tunnel. 

Explored with Veryhighguy and The J Man. 
 

1:

 

38032630506_25286de3dd_b.jpg

 

2:

 

26309237149_4053f1933d_b.jpg

 

3:

 

38032615916_5e24123ece_b.jpg

 

4:

 

24233139988_799ee12818_b.jpg

 

5:

 

26309223719_01b16e5915_b.jpg

 

6:

 

24233124608_e4d098eaa5_b.jpg

 

7:

 

26309212379_01a8e36e6b_b.jpg

 

8:

 

26309202109_1d1b0fdb1a_b.jpg

 

9:

 

37376312814_e10b7ae1e2_b.jpg

 

10:

 

38085464871_9cc0088e1e_b.jpg

 

11:

 

37376295334_86a330bc84_b.jpg

 

12:

 

38054475142_6985802811_b.jpg

 

13:

 

37376268734_bc47583053_b.jpg

 

14:

 

38054461692_8f5fd1fe7b_b.jpg

 

15:

 

38085409771_286c893315_b.jpg

 

16:

 

26309132019_81600df848_b.jpg

 

17:

 

38054435492_973c1d43be_b.jpg

 

18:

 

38032491566_6bbb692bce_b.jpg

 

19:

 

38054415042_98cb4a8d15_b.jpg

 

20:

 

26309103279_98217a6081_b.jpg

 

21:

 

24233006878_3473ba4cd2_b.jpg

 

22:

 

38054390762_a27dc23b13_b.jpg

 

23:

 

38032446906_5d1ef79742_b.jpg

 

24:

 

38032438596_0b81f4baa2_b.jpg

 

25:

 

38085326561_a7f94ccf29_b.jpg

 

26:

 

37376172864_ac607a0c33_b.jpg

 

27:

 

26309055529_31cffd6686_b.jpg

 

28:

 

26309059599_c8815c2bb8_b.jpg

 

29:

 

38054339552_5e49916b74_b.jpg

 

30:

 

24232935018_a08587257f_b.jpg

  • Like 2

Share this post


Link to post
Share on other sites

Create an account or sign in to comment

You need to be a member in order to leave a comment

Create an account

Sign up for a new account in our community. It's easy!

Register a new account

Sign in

Already have an account? Sign in here.

Sign In Now


  • Similar Content

    • By little_boy_explores
      History
       
      The "Record" trademark was registered by the firm of C & J Hampton in the Trade Mark Journal in 1909. Charles and Joseph Hampton were Sheffield toolmakers and ironfounders located at Eagle Foundry in Livingston Road, Sheffield, who had originally started their business in 1898 manufacturing marlin spikes and specialist castings. By 1908 C & J Hampton became a limited company. 

      It wasn't until January 1931 that the company introduced a range of woodworking planes, based on the popular patterns of the Stanley Tool brand, in their No. 10 catalogue. By this time the factory had relocated to Ouse Road in Attercliffe, Sheffield, and the new planes were being marketed as "an entirely new British product", benefitting from new Government import tariffs which penalised imports and assisted British manufacturers in combatting the influx of imported planes from America and other countries. Woodworking planes made by Stanley Tools in particular dominated the British market and so a "Buy British" campaign was instigated to help combat the depression in Britain at that time.

      In October 1934, C & J Hampton bought the manufacturing rights from John Rabone And Sons Ltd. for the entire range of iron planes and spoke shaves formally manufactured by Edward Preston And Sons Ltd. of Birmingham. By the early 1930's it had become apparent that Preston's had fallen into financial difficulties and they were subsequently bought out by Rabone's in October 1932. Prior to this, Preston's had been Rabone's main competitor in the manufacture of rules and levels so the takeover made perfect business sense however, after the acquisition, Rabone struggled with the concept of becoming planemakers as well, and saw it as a deviation from their traditional product lines. They did, however, spend almost two years re-organising the iron plane making department at Preston's Whittall Works before deciding that "certain products were found not to conform readily with the company's other interests.", so the rights were then sold to C & J Hampton.

      Record continued to add various planes and spokeshaves to its product line over the coming years, but were forced to drop some of their range because of wartime restrictions. It is unfortunate to note that many of these planes and spoke shaves never made it back into production once the restrictions had been lifted. 

      During the 1950's and into the early 1960's, Catalogue No. 16 was frequently reissued in pocket form to keep customers informed of new tools, as well as the availability of certain pre-war planes, spokeshaves and other tools. Price lists were also updated wherever necessary. It wasn't until the firm had moved into new premises at Parkway Works in 1963 that Catalogue No. 17 was issued and that the product line had "stabilised" from its post-war restrictions.

      In 1972, C & J Hampton Ltd. merged with William Ridgway Ltd. to form Record-Ridgway Tools Ltd. By doing so, Record had taken on the manufacturing of wood boring tools, which was Ridgway's core business.

      AB Bahco, a Swedish chisel & woodworking tool company, bought Record-Ridgway Tools in March 1981, and renamed it Record Holdings in 1985, before renaming it again three years later to Record Marples (Woodworking Tools) Ltd. Around the same time the names of both "Record" and "Marples" appeared on the body castings of some planes -- predominantly the bench and block planes -- around the front knob.

      It was obviously a period of great upheaval for the firm as the company was renamed a further three times in the 1990's -- Record Tools Ltd. in 1991, Record Holdings plc in 1993 and then Record Tools Ltd. (a division of American Tool Companies Inc) in 1998. However, the company struggled financially and went into administration in 1998. It was then acquired by US-based Irwin Tools in 1998 but was closed down soon after as the American owners moved production to China.

      Explore 
       
      Firstly we scaled the building to accomplish if any security were present & possible entry points... No probs with either so decided to take a look. The building is in poor condition and requires a little climbing and clambering through trees to reach. Theres asbestos present on site so was prepared with masks, the building is a fair size and took a little over an hour to explore. Lots of Sheffield graffiti art which is of a high standard and plenty of original features exist (unbelievably).. The building as come under attack from a lot of vandalism including fire damage, deliberate destruction and pigeons (lots of these present in the building), Theres also high levels of natural damage caused to the building via the weather (some areas the roofs not intact). Theres access to the upper floors via a central staircase (also leads to the roof) and a staircase at the west side of the building... lots of rooms leading off the staircases some safer than others. We were joined by SteelCityUrbex during the explore so shout outs to them... Great explore with lots of graffiti and nostalgia to keep you busy on the explore highly recommended (just watch out for the pigeons). 
       
      PICS
       

       

       

       

       

       

       

       

       

       

       

       

       

       

       

       

       
      And to end off... a roof shot!
       

       
       
       
      Nothing much has changed in it current day form, just some more graffiti.
    • By Gromr123
      Another local one that I've been wanting to do for ages, but never got round to it until now. 
      It's filled full of asbestos, so I made sure to bring my good PP3 mask, but even that wasn't enough probably. 

      History
       
      During World War 2, the Southern Railway took over the Deepdene Hotel near Dorking in Surrey for its wartime emergency headquarters. In the grounds they excavated an underground control centre taking advantage of a network of existing natural caves that had been acknowledged 300 years before in the diaries of John Evelyn. Because of the natural protection afforded by the location of the caves they were eminently suitable for the development of a bunker to house both the headquarters' telephone exchange and Traffic Control who also had their underground control centre there with underground divisional controls at Woking (South West Division), Southampton (Western Division), Orpington (South Eastern Division) and Redhill (Central Division)

      The Explore
       
      I got a message in the morning saying it's doable and to go soon. So a few hours later I was there and inside.
      I'd been meaning to do this one for a long time now, especially as its pretty local, so now was a good a time as any. 
       
      It's actually not a very large bunker, but its nice for its modest size. The infamous 100 steps lived up to its reputation as terrifying. I only went up a few steps, but that's enough.
      I actually bumped into another explorer here who got the fright of his life as I turned the corner and shown my light at him in a moment of confusion and panic. Turned out to be someone else who got the memo and took a trip down to see it from a little further afield.
       
      A nice little bunker, rich full of history. 
       

      Photos
       

       

       

       

       

       

       

       

       

       

       

       

       

       

    • By crabb
      With a 2.5 meter high, fully reinforced security fence, cameras at every angle and motion sensors tucked away in strategical places, this building was designed to keep people out.
      A load of good that did, eh? 
      This building is shrouded in mystery, its former use was totally unknown and even google wasn't any help! Turns out it was the old headquarters for the Department of work and pensions, but they could not afford to keep it running, so became a rejected building for social security. No one has ever documented this building and not a single photo of the insides can be found.. Until now. 
      Not my fanciest of camera work but the night time was the best time for this trip. So granted the shots could be better but with not a lot of time on our hands (and maybe setting a motion detector off) we had to make do! 
      The building itself was actually very clean and tidy, in and out. Fair bit of dust and clutter from the stripping off pipes from underneath the flooring but no graffiti, no vandalism.. Not a single sign of "outsiders". 
      Truly trapped in time with 1990's tech scattered, but nothing of worth, just old school things that required Ethernet and a few tapes and old floppy disks.
      For the most part it was quiet and things were calm, the main worry was watching for the missing floor panels and pesky motion sensors above a certain few doors. So I gather most office blocks like this are still protected (A company called 'clear way') which is kind of surprising considering how long it has been abandoned and I cannot find out anything to do with that buildings future. 
      Originally used as a primary headquarters for the department of work and pensions, handling data and dealing with data to do with peoples income and possibly entitlement of benefits, sits unused and had been abandoned between around 2002 but the exact time is yet to be known.
      It was being used through the 90's that's for sure with lift service sheets with the last service being 2002 and floppy disks and tapes dating through the 90's.
      It is unfortunate we could not see the whole building, as out of the three floors it had only the ground and second were explored. The lower ground floor proved to be a challenge as that's were the sensors really were, so we decided to leave it and head out quiet as a mouse. But not without having one last look at the glass atrium of course. 
      Over all this building is still somewhat a mystery and i'm fairly certain we are the only people to document this building, which is mad for me.
      This is my first real forum and I hope you enjoy the photos,
      Til the next one!
      "Take nothing but photos, leave nothing but footprints"
       
       
      1. scouting a way in

      2. The atrium, looking straight through

      3. 

      4.

      5. This tells me they were short of funds.

      6.

      7. The windows for the atrium

      8. Lift mechanics

      9. The lift motor and pulley system

      10. Service history for the lift

      11.  A letter (with buildings address) for evaluation of the one lift

      12. Typical office corridors, minus the health and safety hazard

      13. Vintage mounted desk with plug sockets built in

      14. Huge computer room

      15. Keys still left as they were since closure

      16. Media storage units

      16. Hand drawn schematics for lift dated 89

      17. Lift room

      18. Temperature gauges

      19. Wiring for the lift

      20. Very rusty keys

      21. The motor for the lift

      22. Lift schematics 

      23. The original blueprint before the construction of oak house

      24. This still works! 

      25. Flooring lifted for strip down before being abandoned

      26. Old school floppy disk dated 91

      27. Media room and units

      28. Stannah lift lever

      29. Inside the vast atrium

      30. Another angle 

      31. Vintage clock and safe

    • By little_boy_explores
       
      following the decline of industries Sheffield offers plenty interns of urban exploring... from abandoned breweries, redundant steel works and leisure sites. It's difficult to experience all this in a single outing therefore I have compiled this into three years of exploring the city. Having started out at relatively low level explores and advancing this further to more harder to reach buildings here are some of the most important abandoned buildings Sheffield offers. If not for the buildings themselves Sheffield's street art is an important part of the explore. Often explorers take to photography for the art which is of a high standard coming from a far to experience this. Historically the buildings offer more than the art its self... the buildings often dating back to the victorian era give great scope to capture real history of the city. Often buildings have either been destroyed or are in the process of this. Been able to capture the buildings in their original state albeit a derelict one captures the cities past... and more importantly the history of British industry. 
       

       

       

       

       

       

       

       

       

       

       

       

       

       

       

       

       

       

       
       
       

       

       

       

       

       

       

       

       

       

       
       
       

       

       
      END
×