132 Sentences With "boat trains" | Random Sentence Generator

IRANIAN BOAT TRAINS WEAPON AT US HELICOPTER: An Iranian boat pointed a weapon at a U.S. Navy helicopter on Saturday, in an incident described as "unsafe and unprofessional," according to multiple reports.

Iranian patrol boat trains its weapon on US Navy helicopter The sanctions are actually not in effect at the moment since the Obama administration is allowed to waive them as long as Iran is in compliance.

Iranian patrol boat trains its weapon on US Navy helicopter Senators overwhelmingly approved Thursday a 10-year extension of tough economic sanctions against Iran they believe is needed to ensure Iran doesn't violate the terms of the recent international accord to curb that country's nuclear program.

The boat trains also declined as passenger trends changed and today there are no dedicated boat trains except for specials servicing cruise vessels.

The station was used by Great Central Railway emigrant trains to Liverpool and boat trains across the North Sea, principally to Hamburg.

However, after the summer of 1956 the class also acquired one prestige passenger duty on the Newhaven boat-trains, following the withdrawal of the 'Marsh Atlantics'.

Overton, and other members of Rugby and other Christadelphian churches would meet the largely Quaker organised Kindertransport boat trains in London and drive the children to homes they had found.Leverton, Bertha.

As a consequence of the rebuilding, boat trains become more popular from Victoria compared to Charing Cross and Cannon Street. Services increased to serve Ostend and Calais via Dover and Rotterdam via Gravesend.

As mentioned above, the SER was accused during the 1880s of concentrating on its Boat trains and Continental passenger traffic at the expense of its local services in Kent and the London suburbs.

The LSWR added the much larger South Western Hotel building, designed by John Norton, in 1872. The line was extended into the Ocean Dock Terminal to allow boat trains to terminate on the quayside.

These changes coincided with the opening of the Channel Tunnel and the concomitant withdrawal of all SNCF Channel boat trains. The whole station was demolished in early 1995, and virtually no physical traces now remain.

Stopping services over the northern section of line, beyond Kilmacolm, were cut in February 1959 although goods trains, and also special boat trains from Glasgow St Enoch continued to run until 30 November 1965; during this period the line beyond Kilmacolm was singled. Stopping passenger services ceased running beyond Kilmacolm in February 1959. However the Glasgow St Enoch railway station to Greenock Prince's Pier Ocean Liner boat trains continued running until 30 November 1965. The tracks were then cut at Kilmacolm in September 1966.

In the period after World War II until 1970, boat trains from London ran to Tyne Commission Quay via Percy Main in connection with Scandinavian ferry services. There was a connecting curve between the North Shields line and the B&T; line; the B&TR; had a Percy Main station actually on the curve. The boat trains ran from Newcastle on to the curve as far as Percy Main North. There they reversed and passing under the North Shields line they ran on to the Tyne Improvement Commission network to reach the Quay.

Prior to 1936 the station handled commuter services and boat trains. In January 1937, the station took over services to Sligo, Westport and Galway over the Midland and Great Western Route via Mullingar, which were transferred to Pearse (then Westland Row) in 1934 with the closure of Broadstone Station on the north side of the Liffey. Great Southern Railways (GSR) facilitated this by installing colour light signalling in 1937 allowing reversible working for the main platforms. These express trains used platform 4 as the departure and arrivals platform which was convenient for the boat trains which generally ran into platform 5.

Weymouth Quay is a disused railway station in Weymouth, Dorset, England at the terminus of the Weymouth Harbour Tramway. Until September 1987 it was the regular terminus and starting point for boat trains to and from London Waterloo, linking to the ferry services with street running along the streets of the town. After the regular boat trains were ended, the station was still occasionally used for special services, the last being a Pathfinder Tours charter on 2 May 1999. The track and station are no longer used at all, although they are still part of the rail network.

Some of Transport for Wales' boat trains to and from Fishguard Harbour commence at Swansea. These connect with the Stena Line ferry to Rosslare Europort in Ireland with a daily morning and evening service in both directions. This route has been in existence since 1906.

Transport for Wales Rail boat trains to and from Fishguard Harbour serve the station. These connect with the Stena Line ferry to Rosslare Europort in Ireland with a daily morning and evening service in both directions. This route has been in existence since 1906.

Newly-opened station; passengers alight the train for the first time in 48 years (14 May 2012) Fishguard & Goodwick railway station served local rail travellers from the town, and from nearby Fishguard, until the line was effectively closed to such passengers by the reduction in service to boat trains only in 1964. After this, trains only served Fishguard Harbour and the station fell into disrepair. Following investment from Network Rail and Pembrokeshire County Council the station has now been re-built and was reopened for passengers again, on 14 May 2012. It is served by the boat trains and the newly introduced local trains.

Some of Transport for Wales' boat trains to and from Fishguard Harbour serve the station. These connect with the Stena Line ferry to/from Rosslare Europort in Ireland with a daily morning and evening service in both directions. This route has been in existence since 1906.

It was demolished soon afterwards and, after several years when passengers used temporary buildings, a new two storey concrete terminal building in a modernist style was opened on 17 June 1953. It had three railway tracks, one of them running along the side of the quay, and could handle two loco hauled boat trains and the local railcar to Rouen. In the 1960s, diesel traction began to replace steam locos on the boat trains operating to and from the harbour station. Combined rail and ferry services ended in 1994 after Stena, at that time operating as Stena Sealink on the Newhaven-Dieppe and Dover-Calais crossings, had transferred to a new terminal on the other side of the harbour.

48 Operations were expanded to more restricted Central and Eastern section mainlines in 1925, and suitably modified class members hauled commuter and heavy boat trains from to and expresses to .Cockman (1980), p. 12 In 1931, No. E780 Sir Persant hauled the inaugural Bournemouth Belle Pullman train from Waterloo to .Bradley (1987), p.

Finally, the rise of the Rhône was particularly difficult at Valence, which caused forced stops. Several Valentinois were specialised in the brokerage of haulers. The haulers pulled either a big boat or boat trains, with teams from a few dozen to several hundred men. Each man drew a mass of about a ton.

144 A boat train at Fleetwood in 1901 The L&YR; and the LNWR had powers to operate steamer services to Belfast, Londonderry and the Isle of Man and operated through boat trains. On 15 July 1883 a new station opened on the quay at Fleetwood for transfer from boat trains to the steamers, and traffic developed greatly. The old station was closed as the new station better served the promenade for passengers not transferring to the steamers. Some fishing vessels used Fleetwood from 1860, but in 1892 a trawler fishing fleet was established by a Grimsby firm and the town became the largest fishing port on the west coast and the third largest in Britain, with heavy fish traffic sent by rail.

Tilbury Marine was a short-lived station built by the Port of London Authority to serve boat trains, it was located within the docks area to the west of Tilbury Riverside. It opened on 15 May 1927 and closed on 1 May 1932. The station suffered bomb damage in World War 2 but was still largely intact in 1947.

Transport for Wales' boat trains to and from serve the station. These connect with the Stena Line ferry to Rosslare Europort in Ireland with a daily morning and evening service in both directions. Two other services to and from there also call since the branch service was improved in 2011. This route has been in existence since 1906.

In 1962 the Neyland route was still regarded as the main line over Milford Haven. There were eleven passenger services each way west of Carmarthen, of which eight conveyed through carriages from Paddington. Only the Fishguard boat trains had refreshment cars. Four trains conveyed through carriages from Paddington to Pembroke Dock, three to Neyland, two to Milford Haven and three to Fishguard.

In 1892 the G&SWR; took an interest in acquiring the company, possibly motivated by fears of the Caledonian Railway taking an interest. The G&SWR; took over the working on 2 February 1892 and acquisition of the A&WR; was ratified by Act of 20 June 1892. The G&SWR; paid £270,000. Corridor stock was introduced on the boat trains in 1899.

Regie voor Maritiem Transport used to run services connecting to the Port of Dover connecting with Network SouthEast trains from Dover Western Docks to London Victoria and London Charing Cross stations. These ceased in 1994. In the past ferries operated to Folkestone Harbour connecting with Folkestone Harbour station boat trains to London Victoria and London Charing Cross. Former Jetfoil in the Port of Ostend approaching the terminal.

The class were used on both the Dover-Calais boat trains and after May 1876 on new services to Flushing via Queenborough Pier. After 1876 they were replaced on the heaviest services by the LCDR M class 4-4-0 although they continued to be used on express services until the turn of the century and were considered to be sufficiently useful to be worth re-boilering between 1890 and 1892.

Until 1914 the spur and the LD&ECR; line were used by boat trains from St Pancras to Heysham for the Isle of Man ferries on Saturdays. Later the spur was used by passenger trains from Mansfield to Sheffield Midland until 10 September 1939; the trains were formed of LNER (ex-GCR) coaches hauled by an LMS engine. Langwith Junction passenger station was renamed Shirebrook (North) from 1924.

The competition led to triplication of services vying to provide the fastest transit from island resorts to the City. Nock describes the scene in about 1893: > In the half hour following 4 p.m. the Glasgow terminal stations between them > despatched no fewer than eleven boat trains, and with these trains were > associated thirteen steamers! On the Caledonian no luggage at all was > permitted at all on the Clyde boat expresses.

Meanwhile, on the other side of Plymouth, the Stonehouse Pool Improvement Company had been formed to create a quay that large vessels could use at all states of the tide. It proposed to build a railway connection to Devonport station which the LSWR agreed to rent, and this opened for freight traffic on 1 March 1886. From 1904 to 1910 transatlantic passengers joined fast London boat trains at the quay.

The two motor cars each had a pair of 250 hp motors. There were gangways within and between units. Class 414 – two-car compartment stock with a lavatory for second class in one of the cars and another for first class – was built for stopping services. For boat trains MLV motor luggage vans were built with two 250 hp motors, designed to work in multiple with Class 411.

The locomotives were very similar to the LNWR's Precedent Class locomotives. Known as the Ironclads, they replaced the Singles on the boat trains for a short time, but were quickly relegated to less prestige duties and the Singles resumed their former role. When Cudworth found out about the engines, he was furious and resigned. It was considered by many on the Board of the SER that Cudworth had been sacked.

As the class appeared during the War, there were no heavily laden Continental Boat Trains from Dover and Folkestone, for which they had been designed. They were, however, used on express trains on the South Western Main Line to Southampton and to Exeter . In August 1945, a series of test runs were made between London Victoria and Dover and from October the class were used on the resumed Continental expresses.Bradley (1976), p.

This meant that boat trains in Britain still often operated with three classes of accommodation after the abolition of second class in the rest of the country. From 3 June 1956 British Railways redesignated third class as "second class", finally (as British Rail) renaming it "standard class" from 11 May 1987, in view of the pejorative overtones of "second class". A coach with accommodation for more than one class is called a "composite coach".

As built, the quay was equipped with hydraulically powered capstans for shunting, and electric cranes; a water supply for ship supply and fire fighting was fitted, and gas lighting used. The electrical equipment was supplied by Craven Brothers. Hydraulic power was supplied via an accumulator tower which also functioned as a clock tower but was demolished after the Second World War. The pier also incorporated a passenger station for continental boat trains.

The old K&T; line also lost its passenger service for several years (local trains ended on 3 March 1969), but these were subsequently reinstated in May 1975 when the boat trains from Stranraer to Carlisle were diverted from their former route via Annbank & Mauchline. The Dalry line remained in use for freight and occasional long-distance passenger trains until 23 October 1973, when it was closed to all traffic and subsequently dismantled.

The London and North Western Railway (LNWR) moved the Dublin terminus of their passenger service from Kingstown (Dún Laoghaire) to North Wall in 1861. The railway passenger station was then opened and was only used for boat trains. The passenger service to the railway station closed in 1922. As of 2020 the station and adjoining lands are reserved for use as a possible station on the DART Underground alongside the Spencer Dock luas stop.

Work on strengthening the bridge, by the addition of six new girders in between the existing ones, was completed in 1913. Most Cannon Street train services ceased during World War I. Continental boat trains were stopped on 15 November 1914 and rerouted to Victoria. The station stopped being served by through services from Charing Cross on 31 December 1916, and was closed on Sundays. Services were reduced further on 1 May 1918, when it was closed after 3 p.m.

Based for its entire working life at Crewe North depot, the locomotive was utilised in hauling boat trains on the undemanding North Wales Coast Line between Crewe and Holyhead. All of this culminated in the locomotive having a short service life of only eight years, being withdrawn from service in 1962. The reputation of the locomotive amongst its crews as being a poor steamer was eventually to disappear – but only after it was rescued from the scrapyard during 1974.

This changed with the opening of the Lyttelton road tunnel in 1964, and the passenger rail services were consequently cut as demand declined. Following the cessation of the electrified passenger services in 1970, a limited diesel service continued to operate until the running of the last train on 28 February 1972. Thereafter, the only passenger trains on the line were the non-stop Steamer Express’, or "boat trains", until they were likewise cancelled four years later.

William Kirtley took over as locomotive superintendent of the railway following the death of William Martley in 1874. Martley’s Europa class 2-4-0 were performing well on the lightly loaded Dover-Flushing boat trains but a larger engine was required for some of the heavier services on the main line. Kirtley therefore designed a 4-4-0 for this purpose. The six locomotives were built by Neilson and Company of Glasgow and introduced during June and July 1877.

The former K&TR; line to has also disappeared, closing to all traffic in 1973. Passenger services over the Kilmarnock branch were subsequently reinstated in May 1975, when the twice-daily - London Euston boat trains were diverted over the route. However the branch platforms were not reopened (as noted above) as the services concerned ran non-stop between Kilmarnock & Ayr. As a consequence of this, the current (more frequent) Kilmarnock - Ayr - DMU service cannot call here.

The former wooden Loughor Rail Viaduct was replaced by a concrete/steel structure in 2013. In August 2006, SWWITCH performed a case review of the Fishguard branch to decide whether it was economically viable to continue to operate a passenger service to the harbour given the very scant (boat-trains only) service. In 2011, a local campaign resulted in extra service being launched. A year later it was announced that the closed Fishguard and Goodwick railway station would reopen.

An adequately sized goods yard could be found on the down side, with the goods shed situated on the up side. A steel bridge led out from the station over West Street towards the spartan pier on the muddy banks of the Thames. Passenger services consisted of boat trains from London which connected with steamer services across the Thames and beyond. It was from the West Street Pier that the ill-fated sailed on 3 September 1878.

Perhaps the most well-known wharf to rail travellers was wharf no. 2, also known as the Steamer Express Wharf, which for over 70 years served as the inter-island ferry wharf for the boat trains that terminated at Lyttelton. After 1902, passengers to and from ferries used the wharf. The ferries were operated by the Union Steam Ship Company until 1974, at which point the Ministry of Transport took over their operation until the service was cancelled in 1976.

Much more traffic took the diverging route at Elderslie towards Cart Junction—all of the new line traffic, as well as the fast Greenock boat trains—and the opportunity was taken to provide a burrowing junction at Elderslie for this route: when the Ayr main line was built, it crossed the canal by a bridge. The canal was long defunct, and a new line was built passing under the bridge and running to Cart Junction, eliminating the conflicting move. This opened in 1906.

A very early Photograph showing a Dover Street Scene c.1860 Between 1801 and 1901 the population increased by 600 percent. The harbour was finally rebuilt as a set of artificial moles, and the town tried to become a seaside resort by building a pleasure pier, ice rink, bathing machines and impressive seafront crescents of hotels and apartments. The South Eastern Railway arrived in 1844 and cross-channel traffic boomed – the town were even combined with boat trains and the Golden Arrow service.

The Dutchflyer service is a successor to former boat trains such as the London & North Eastern Railway (LNER) Hook Continental service, which operated between London and the Netherlands from 1927 to 1987. Originally, the Dutchflyer brand was only used to market the service to passengers starting in the UK, while in the Netherlands the service was advertised as "GoLondon". Nowadays the Dutchflyer brand is not used as prominently and the service is sold through the Dutch Stena Line website.Dutch Stena Line website.

This was coupled with the provision of an airport lounge and check-in facilities at first-floor level, with dedicated escalators down to the Gatwick Express platforms. British Airways and other major airlines had their own check-in desks there. British Rail operated an International Travel Centre within the main station, separate from the domestic travel centre. At the time, Victoria was still a major departure point for international travel, with boat trains to Dover and Folkestone for France and Belgium and beyond.

Access is by two shafts with staircases: 30-metre deep "Sylwester" (Sylvester) built in 1828 and 20-metre deep "Ewa" (Eve) built in 1826. Its current name Black Trout Adit came from trouts, that used to penetrate the adit from a river, seeming black in dim lights. Width of the adit varies from 1.2 m to 2.5 m, height to 4 m, water depth from 0.7 m to 1 m. The tourists travel in boat trains, pushed forward by guides.

Class 11's bordeaux and yellow livery is specific to the Benelux service which they powered for most of their service lives. The class was designed for the fast, relatively light- weight, boat trains on the 124 km (77 mi) journey between Brussels and Ostend to be capable of speeds of 120–140 km/h (75–87 mph). They were also used on Brussels–Liège expresses. During World War II they were used on Brussels–Ostend, Lontzen/Herbesthal, and Lille trains.

The class were an enlargement of Kirtley's earlier M1 and M2 classes intended for the London-Dover boat trains. They proved to be successful for these tasks for more than a decade. The locomotives passed to the South Eastern and Chatham Railway in 1899 after which they were superseded on the heaviest trains by the SECR D class between 1903 and 1905 and transferred to secondary duties. The class was nevertheless considered to be sufficiently useful to be worth re-boilering between 1909 and 1917.

In 1903, electric trams were introduced between Auckland and Onehunga, running along Manukau Road, resulting in a significant drop in passenger patronage on the branch line. Also, Auckland and Wellington were directly connected by rail with the first scheduled services in February 1909 on the North Island Main Trunk line. The boat trains finished in the 1920s and the through service from Auckland to Onehunga in 1950, but passenger services from Penrose ran until April 1973. The line then served local industries until it was mothballed.

E1 31067 at Margate 1958. In 1917 the SECR Board decided that when the London to Dover and Folkestone boat trains were reinstated after the war, they would be centred on London Victoria railway station, using the LCDR lines. This created a serious problem of producing a locomotive with sufficient power but with an acceptable axle load. Richard Maunsell therefore ordered the rebuilding one example with a larger cylinders, boiler and firebox, whilst at the same time reducing unnecessary weight elsewhere in the locomotive.

On 14 April 1985 the first electric train consisting of two Class 308 electric multiple units (EMU) worked the line although the previous year another member of the class had been dragged from Ipswich to Parkeston and used for crew training. The following day a Class 86 locomotive visited the branch to test various sidings and crossings on the line. The full electric service was introduced on 12 May 1985 with InterCity Class 86s working the Liverpool Street boat trains and EMUs working local services.

With the heavy emphasis on electrification for the London suburban area and the Brighton mainline, there was little need for new steam locomotive designs. The main steam tasks were boat trains (Dover, Folkestone and Newhaven), West of England, Kent services and freight. When designing steam locomotives, the designers had some interesting constraints that dictated where the locomotive could be used. Due to the hangover from SE&CR; days, most of the lines in Kent were of fairly light construction and would not take the weight of a modern express locomotive until well into the 1930s.

This was in advance of the Board of Trade inspection by Captain Tyler, on 2 December 1862, when he reported "that the opening of this branch would be attended with danger to the public using it by reason of the incompleteness of the works". The PPR continued to operate the short branch nonetheless. However the ferry service was loss-making, and was discontinued (together with the boat trains) from 31 December 1863. The PPR itself was losing money too; the 1862 - 1863 revenue account showed a loss of £1,073 on turnover of £9,464.

Occasional passenger boat trains also travelled directly to the wharves, transferring passengers to and from ocean-going ships which berthed in the inner harbour at the time. Congestion around Port Adelaide yard resulted in the opening of the Rosewater Loop line in November 1915 and construction of the Commercial Road viaduct which opened in 1916. The viaduct line continued over a new bridge across the Port River and joined the existing line to Semaphore and Outer Harbor at Glanville. With the new viaduct, a high level station was opened, called Port Adelaide Commercial Road.

Kirtley had requested six more examples of his earlier M class built by Neilson and Company for the London-Dover boat trains, but this request was turned down by the LCDR board, although he was given permission to build similar locomotives at the company’s Longhedge Works in Battersea. Two locomotives were built during 1880 and a further two in 1881. However a fire in the machine shop seriously delayed work on the final two which eventually appeared as members of the M2 class in 1885. The class proved to be successful and completed high mileages.

W.R.; Amalgamation Act of 5 July 1865. In the twentieth century the amalgamated G&SWR; formed part of the London, Midland and Scottish Railway in the 1923 grouping of the railways. The Caledonian Railway gained running powers over the line between Dumfries and Castle Douglas, which allowed it access to Portpatrick, Stranraer and Stranraer harbour over a jointly owned line, the Portpatrick and Wigtownshire Joint Railway. These running rights allowed the Caledonian Railway to run Irish boat trains from Carlisle and south of the border, considerably shortening the former longer route though Ayrshire.

However, the outbreak of the Second World War brought the project to a temporary halt and it was not until 1949 that the scheme was completed with electrification being extended to in 1956. During World War 2 the long-distance named trains were withdrawn, and these returned after the war with the reintroduction of the "Hook Continental" and "Scandanavian" boat trains to Harwich Parkeston Quay in 1945. The East Anglian (Liverpool street – Norwich) was restored in October 1946 and in 1947 the "Day Continental" which pre-war had operated as the "Flushing Continental", recommenced operation.

Johnstone railways in 1906At Elderslie, westbound trains had either continued on the old main line via Howwood, or diverged to the right for Cart Junction and Greenock. The opening of the new line resulted in more trains for Dalry and beyond diverging to the right here, to take the Johnstone North line; in addition fast boat trains for Greenock were of increasing importance. These services conflicted with northbound trains and the main line, leading to delay. In 1906 the GS&WR; started construction of a burrowing junction at Elderslie, for the Cart Junction line.

Gravesend West was a railway station on the Gravesend West Line which served Gravesend in Kent. It opened in 1886 and was, for some time, a regular destination for boat trains from London which linked with steamers on the station's pier to ferry passengers to a variety of coastal towns and resorts. The station closed in 1953 to passengers and later to freight in 1968. The only reminder of Gravesend West which remains today is its pier, the rest having been taken over by redevelopment in the area.

After opening, Charing Cross became the main terminus of all SER services instead of London Bridge, including boat trains to Continental Europe. Along with Victoria, it became the main departure point from London to abroad, and was called "the Gates of the World" by Percy Fitzgerald. Thomas Cook established a travel office on the corner of the station forecourt. The SER route became the shortest from London to Dover after a diversion at Sevenoaks was built in 1868, and by 1913 it was possible to travel from Charing Cross to Paris in six and a half hours.

The class were a development of Kirtley's earlier M and M1 classes intended for the London-Dover boat trains. They proved to be moderately successful for these tasks but soon needed to superseded on the heaviest trains by the larger M3 class The locomotives passed to the South Eastern and Chatham Railway in 1899 and were considered to be sufficiently useful to be worth re-boilering between 1898 and 1903. The class began to be withdrawn and scrapped from 1912. Only one example survived into Southern Railway ownership in 1923, but was withdrawn almost immediately thereafter.

OS Maps corroborate the first three. Boat trains undoubtedly continued to run to the quayside at Grimsby up to 1939, but a station, as such, at the pier was not needed. Passengers were assisted off trains and escorted direct to adjacent ships and vice versa, much as at Immingham Eastern Jetty. As the conversion of the station to an Emigrants' Home suggests, the erstwhile Pier Station was used as transit accommodation for people making their way to the New World, typically arriving from Europe by ship then travelling via the GCR to Liverpool for final embarkation.

Boat trains carrying passengers from ocean liners calling at Stonehouse Pool, Plymouth and prestige services such as the Atlantic Coast Express and Devon Belle all used the route. Following the publication of the Beeching Report in 1963, the Exeter to Plymouth Line was cut back to Okehampton in 1968. North Tawton, , Sampford Courtenay and Okehampton lost their regular passenger services from 1972. The line survived, however, for the purposes of freight thanks to the activities of the British Rail ballast quarry at Meldon, three miles from Okehampton, which had an output of 300,000 tons per year.

Onehunga was a busy port despite its treacherous harbour entrance and was well served by coastal shipping, some of which plied to New Plymouth. With the completion of the Wellington and Manawatu Railway Company's railway line in 1886, passengers from Auckland to Wellington rode a "Boat Train" from Auckland to Onehunga, connected with a steamer to New Plymouth, then the New Plymouth Express to Wellington. The boat trains ran to the wharf and in 1878 a small station was sited there and remained in use until 1927. By 1897 there were 14 trains daily, both passenger and mixed trains.

They had nine months to negotiate with the railway owners, and could resort to compulsory purchase after that. In order to demonstrate their resolve, £20,000 had to be deposited within six months of the date of the Act. By this stage, the plan was to enlarge the waterways to enable 300 or 400 ton barges to navigate, but also to make the locks suitable for compartment boat trains, as used on the Aire and Calder. New facilities would be built at Keadby, where the canal joined the River Trent, so that coal could be trans-shipped to larger vessels.

In 1971 the Princes Pier stub was connected to the Wemyss Bay line at Cartsburn Junction in order to serve the Clyde Port Authority container terminal. In June 1965 the Port Road between Dumfries and Challoch Junction was closed; Stranraer boat trains were diverted via Mauchline. In 1966 local services were withdrawn from the Dalry to Kilmarnock line; the route closed completely in October 1973 after completion of the West Coast Main Line electrification. The Paisley Canal Line was closed in January 1983, and the original Paisley Canal station, on the east side of Causeyside Street, was converted into a restaurant.

It introduced corridor coaching stock was on the boat trains in 1899. The Portpatrick Railway (PR) had its established line from Dumfries to Stranraer, also a long line through difficult terrain with little intermediate business, but achieving significantly better financial results. The arrangement with the CR for that company to work the line expired in 1885 and the PR considered who might take up the work. Both the CR and the G&SWR; were candidates, and two English railways, the London and North Western Railway and the Midland Railway were interested in extending their influence to Stranraer to capture Irish business.

The express services from Timaru were taken all the way through to Lyttelton by the same locomotives until the mid-1920s. In 1927 the schedules were revised and passengers were given a choice of boat trains in the evening. Those desiring to arrive early had the option of a service departing Christchurch at 19:10, but still had to wait for the arrival of the express and the boarding of its passengers and luggage before the ferry could depart for Wellington. The future of the ferry service was dealt a deleterious blow on 10 April 1968 with the sinking of in Wellington Harbour.

The numbers of shunting and tank engines had been reduced by the arrival of diesel powered units and diesel multiple units had begun to work local services. There were still 33 units allocated overall to the shed in 1959 but by 1967 the facility had been demolished. The Thompson B1s were well suited to the boat train and fast freight traffic, although much of the motive power for the boat trains was provided by Stratford, including Britannia Pacifics when they became more available after the second large batch of the type had been delivered to the Eastern Region.

From July 1863, LCDR trains between London and Kent ran to continental Europe via a connecting steamboat from Dover Harbour to Calais; these boat trains left Victoria and Ludgate Hill simultaneously and were joined at Herne Hill. to give passengers easier access to the City of London and beyond. The LCDR also began operating direct services to King's Cross and Barnet (now High Barnet Underground station) when Snow Hill tunnel opened. A popular workmen's train (one penny per journey) ran between Ludgate Hill and Victoria via Herne Hill from 1865. Trains left from both termini at 04:55 and returned at 18:15.

Oliver Bulleid, familiar with the class from his time at the LNER, increased the boiler pressure of the H2 class from 170 psi to 200 psi starting in 1938 to match the H1. Following the cessation of the cross-channel ferries after 1940, as a result of the Second World War, the class were left with little work to do and several were put into store or else moved to miscellaneous duties in southern England. The H2 class however returned to the boat trains after the end of the war and continued until the mid-1950s.

Heysham Harbour station (hence its current station code) was opened by the Midland Railway on 11 July 1904. It was relocated to an adjacent site on 4 May 1970,Butt (1995), page 119 and served boat trains for Belfast until the closure of the ferry route in April 1975. The train service was withdrawn on 6 October, but reinstated and the station renamed Heysham Sea Terminal, on 11 May 1987 to provide a rail connection with the daily sailing to Douglas run by the Isle of Man Steam Packet Company. The station acquired its present name on 28 September 1992.

Also, two-tone "raspberry" air horns were mounted on the cab roof, replacing the original air whistle of Class 71 locomotives. They were intended especially for use on the boat trains to Southampton and Weymouth, as both routes included sections of non-electrified track and tramway along the public thoroughfare. The elimination of the locomotive change (at either Eastleigh (for Southampton) or Bournemouth) was envisaged and their dual power capability would greatly accelerate timings and reduce operational complexity. Originally, plans had been to number them E7001-E7010, but once rebuilt they were numbered E6101-E6110 instead.

Subsequently, their only regular non-freight workings were on night mail and newspaper trains to and from Bournemouth, the Weymouth boat trains and Southampton 'Ocean Liner Specials'. These trains ran to/from both Southampton Western and Eastern Docks. In practice, Class 74 was a rare visitor to Weymouth (because failures on diesel were common and a stranded train, irate passengers and blocked line are highly undesirable) and was usually replaced at Bournemouth by the redoubtable Class 33 for the final leg of the journey. This was almost directly attributable to their problems when running on diesel power and totally negated their raison d'être.

The Longueau–Boulogne railway is a French railway which runs from a junction with the Paris-Lille railway at Longueau to the coastal port of Boulogne. A double track railway it is long. Until the start of the Eurostar service from London to Paris in 1994 via LGV Nord it was the main route for the boat trains to Paris which met the ships carrying passengers from Great Britain. the line is used by Intercités services from Paris to Boulogne, TGV services from Rang- du-Fliers via Calais-Fréthun to Lille-Europe and local TER Hauts-de-France services.

Boat trains commenced running to Harwich Parkeston Quay in 1882 and were timed at 1 hour 45 minutes from Liverpool Street. By 1895 this was down to 1 hour 30 minutes. In 1897 the 8:30 pm train was run as two separate trains - 8:30 pm for the Hook of Holland and 8:35 pm for Antwerp. With the introduction of the corridor restaurant cars in 1904, the time was eased to 87 minutes, but the introduction of the Class 1500 4-6-0 express engines in 1912 saw a running time of 82 minutes.

The electrical heating system worked at a DC voltage of 800 V, with a generator capacity of 235 kW. As this was early days for ETH on BR, standards were not yet clear and there was a possibility in this region of a future need to heat continental stock from boat trains. Both two pole and single pole systems were supported; two pole becoming the standard on BR but some continental stock using a single pole system with return through the rails. Electrically, the main traction generator was separate from the heating generator, although both were built mechanically as part of the same machine.

SNCB Class 12 No. 12004, c. 1940 In 1939, the National Railway Company of Belgium (NMBS/SNCB) introduced six Class 12 streamlined Atlantic locomotives on the fast lightweight boat trains that ran on the line between Brussels and Ostend. Designed by Raoul Notesse to be capable of speeds of and based on the successful Canadian Pacific Railway 4-4-4 Jubilee type semi-streamlined locomotives, but incorporating the ideas on streamlining of André Huet, they were built by John Cockerill at Seraing. They were fully streamlined, except for openings to provide access to the valve gear and motion, and had inside cylinders with outside valve gear to reduce oscillation at speed.

In the 1950s Britannia Class locomotives allocated to Stratford engine shed worked the Liverpool boat trains although these were usually worked by Parkeston crews. The Thompson B1 class 4-6-0 class worked many of the other longer distance trains and at the time Parkeston was the port through which many British Army on the Rhine troops passed through with special trains sometimes running in connection with this traffic. The shed was re-roofed in 1950. By the mid- to late-1950s the number of steam locomotives had declined. Ian Allan's Locoshed Book listed just 24 on 11 May 1957, (nine B1s, nine J39s, three J15s, one J68 and two N7s).

Harwich Parkeston Quay in 1982 Boat trains commenced running to Harwich Parkeston Quay in 1882 and were timed 1 hour 45 minutes from London Liverpool Street. By 1895 this was down to 1 hour 30 minutes. In 1897 the 8:30 pm train was run as two separate trains - 8:30 pm for the Hook of Holland Harbour and 8:35 pm for Antwerp. With the introduction of corridor restaurant cars in 1904, the time was eased to 1 hour 27 minutes, but the introduction of the large Great Eastern 1500 class 4-6-0 engines in 1912 saw a running time of 1 hour 22 minutes.

The final section from Cathcart to Newton, on the Hamilton and Motherwell main line, was opened on 6 January 1904. Passenger trains were run via Mount Florida to Ardrossan and Newton: a 45-minute timing from Glasgow to Ardrossan was allowed for boat trains, but the dominant traffic on the line was mineral trains. The junction at Cathcart was triangular, with the Newton to Mount Florida route being a burrowing junction under the existing Circle line. No passenger service was contemplated on the Neilston to Newton and the Cathcart station was not accessible on that route; it was not possible to run from Langside to either route.

The Golden Arrow leaving Victoria Station, 1953 British Railways (BR) took over the station on 1 January 1948. A new set of offices for Continental trains opened on 14 June, while the eastern booking hall was renovated, opening on 5 February 1951.New Booking Hall at Victoria Railway Gazette 9 February 1951 page 163 During the 1950s and early 1960s British Railways (Southern Region) completed its Kent Coast Electrification schemes, which meant that most of the remaining services from the station were electrified, including boat trains. Some minor services were withdrawn, and the few remaining steam services, to Oxted and beyond, were replaced by diesel-electric multiple units.

38 Portland Bill No 39 was named La France from Jun 1913 to Jan 1926, following its use on the train for a State visit of the French President; this was the only Brighton Atlantic to carry a name in LBSCR days. During 1925 and 1926 the H1 class were gradually replaced on the London- Brighton express trains by the "King Arthur" and "River" classes, but there was still plenty of work for them on other express services, including the boat trains connecting with the Newhaven-Dieppe ferry service. At the same time they were all named after geographical features of the south coast.

Services on the line were extended further west to Lydford railway station with the inauguration of Meldon Viaduct in 1874. Constructed to rival the South Devon Railway route to Plymouth, the completion of the LSWR's own route to Plymouth saw this line become an important route with lines to Padstow and Bude as well as Plymouth. Boat trains carrying passengers from ocean liners calling at Stonehouse Pool, Plymouth and prestige services such as the Atlantic Coast Express and Devon Belle all used the route. Following publication of the Beeching Report in 1963, the Exeter to Plymouth Line was cut back to Okehampton in 1968.

Services on the line were extended further west to Lydford railway station with the inauguration of Meldon Viaduct in 1874. Constructed to rival the South Devon Railway route to Plymouth, the completion of the LSWR's own route to Plymouth saw this line become an important route with lines to Padstow and Bude as well as Plymouth. Boat trains carrying passengers from ocean liners calling at Stonehouse Pool, Plymouth and prestige services such as the Atlantic Coast Express and Devon Belle all used the route. Sampford Courtenay in 1970 Following publication of the Beeching Report in 1963, the Exeter to Plymouth Line was cut back to Okehampton in 1968.

On a run from Dieppe to Paris, arranged to persuade the Chemins de Fer de l'Ouest that the company's boat trains that met the LB&SCR; ferries from Newhaven could make better time to the capital, Brighton maintained a speed of nearly 50 mph, previously unheard of on that line. During the last two decades of the 19th century, London was expanding outwards as suburbs became more built up and were absorbed into the built-up area of London itself. Towns such as Croydon, Sutton and Norwood, which had previously been commuter towns separate from London, grew to form one large area of housing.

Constructed to rival the South Devon Railway route to Plymouth, the completion of the LSWR's own route to Plymouth saw Okehampton become an important junction with lines to Padstow and Bude as well as Plymouth. Boat trains carrying passengers from ocean liners calling at Stonehouse Pool, Plymouth and prestige services such as the Atlantic Coast Express and Devon Belle all used the route. A ticket from Exeter to Okehampton. 1969. With the publication of the Beeching Report in 1963, the line to Bude was put forward for closure as was part of the Exeter to Plymouth Line which was to be cut back to Okehampton.

A 1914 Railway Clearing House map of the Folkestone Harbour Branch Folkestone Harbour station was built to serve the port of Folkestone in Kent, one of four railway stations in the town. It was at the end of the short 1-in-30 Folkestone Harbour Branch Line which joined the South Eastern Main Line at Folkestone Junction. The branch and harbour station were provided for boat trains from London which connected with the ferry services to Calais and Boulogne. The branch and station closed to regular passenger train services in 2001 although they were used by the Venice-Simplon Orient Express (VSOE) and railtours until 2009.

Upon its opening Cannon Street station was a stopping point for all services to and from Charing Cross, including boat trains to Continental Europe. A shuttle service between the two stations ran every 20 minutes and became a popular way of travelling between the City and the West End. However, the opening of the District Railway as far as Blackfriars caused traffic to decline, and its extension to Mansion House the following year reduced it further. The SER's route could not compete with the Underground, which was more direct and reliable, but suburban traffic to Cannon Street remained popular, and the bridge was widened to in the late 1880s, allowing ten tracks with sidings.

The station was extensively rebuilt for the opening of the City of Dublin Junction Railway in 1891. During this process, the station was converted into a layout through station with three terminus platforms that were to remain unchanged until the early 2000s with the northeast bay filled in towards the end of that period. The existing tracks at the Northern end of the station had to be raised by to give the required clearance over Westland Row Road and the platforms had to be sloped upwards towards the platform exit to compensate. Some DW&WR; suburban trains started working through to Amiens Street and boat trains and mail could subsequently be worked round to Broadstone and Kingsbridge.

Despite the limited scope for the use of such a small locomotive on main line passenger duties, there were a number of duties rostered to the class. During the early 1970s Southern Region Class 03s worked Channel Island boat trains through the streets to the harbour along the Weymouth Quay tramway, displacing the last of the 1366 class 0-6-0 pannier tanks. In 1980 a class 03 at Ipswich was booked to shunt the 23:20 Peterborough - Liverpool Street onto the rear of the 23:45 Norwich - Liverpool Street. Also, according to Mangapps Railway Museum, 03089 once hauled a Blackpool to Scarborough express along the York to Scarborough Line from Malton to Scarborough.

The class was used on the London to Dover and Folkestone boat trains and other Kent coast expresses on the South Eastern Main Line. Locomotive No 506 was used to haul the train coantaining the Cavell Van ( No 132) bringing back the reamians of the Unknown Warrior from Dover to London on 10 November 1920. After 1914 they were replaced on the heaviest express trains by the L class 4-4-0 on the lines of the former South Eastern Railway but they remained the heaviest locomotives allowed on the LCDR lines until the rebuilt locomotives took over. Thereafter the remaining members of the class were employed on the secondary express trains on these lines.

Ten of these units were built for the boat trains from London Victoria to Dover and Folkestone. Units were originally numbered in the range 68001-68010, but were classified Class 419 under the TOPS system and were then renumbered 419001-419010, the numbers actually carried on the units in service reduced to 9001-9010, omitting the first two digits. The units were also fitted with batteries to allow them to operate over the short-distance of non- electrified line at the quayside. The batteries allowed the units to be used at low-speed for 20–30 minutes, and could be recharged when the unit was taking power from 750 V DC third-rail.

In the South Island, due to the inability of the new DJ class diesel locomotives to provide in-train steam heating, steam operations continued using the J and JA class tender locomotives on the overnight Christchurch-Invercargill expresses, Trains 189/190, until 1971. By this time sufficient FS steam-heating vans were available, thus allowing the last steam locomotives to be withdrawn. Two AB class tender locomotives, AB 778 and AB 795, were retained at Lyttelton to steam-heat the coaches for the Boat Trains between Christchurch and Lyttelton, until they were restored for the Kingston Flyer tourist train in 1972. In Finland, the first diesels were introduced in the mid-1950s, superseding steam locomotives by the early 1960s.

Situated on Admiralty Pier for connection to ships, this was constructed on an expanded pier by SECR, finished in 1914, began to be used on 2 February 1915 but was not available for public use until 18 January 1919; in the meantime it had been renamed Dover Marine on 5 December 1918. It was a large terminus with four platforms covered by a full roof. Platforms were extended to take 12-car trains in February 1959.Railway Magazine March 1959 p. 211 It was renamed again to Dover Western Docks on 14 May 1979, and was closed by British Rail on 26 September 1994 with the demise of boat trains and the opening of the Channel Tunnel.

A fourth vessel, St. Andrew, was added two years later. Day and night train services were established in each direction, the boat trains being allowed hours for the 261 miles between Paddington and Fishguard Harbour. The journey time from London to Cork was 13 hours (allowing for the 25-minute difference in time observed until 1915).H Fayle, The Jubilee of the Fishguard & Rosslare Route: II, in the Railway Magazine, June 1956 The run from Paddington to Fishguard was covered without a stop several times each way in September and October 1907 by London and Killarney Day Excursion trains in a little less than five hours, the longest non-stop run ever made on the Great Western.

The increased weight of trains in the early 1900s and need for improved power on Liverpool—Manchester—Hull expresses and Leeds—Fleetwood boat trains indicated a need for an engine more powerful that the Aspinall's 4-4-2 Atantic of 1899. Hughes described the requirement in a paper read to the Institute of Mechanical Engineers thus: Hughes created a design with a boiler producing saturated steam, slide valves and Joy valve gear. The first came out of Horwich Works in June 1908, and the original batch of 20 was completed in by March 1909. Around the time of their construction, they were nicknamed "Dreadnoughts" on account of their large size, after the then-new Royal Navy battleship .

156438 in Regional Railways livery in May 1989. On 10 November 1987, 156401 conducted its first test run from Washwood Heath to Banbury. Between January and July 1988, 156401-156429 were delivered to Crown Point TMD entering service on 16 May 1988 on new services from East Anglia to North West England as well as existing services from Norwich and Cambridge to Birmingham. They also operated boat trains from Harwich to Blackpool and later Liverpool. The remaining 85 were delivered to Heaton, Neville Hill, Haymarket and Inverness. With the Class 155 units withdrawn due to faulty door mechanisms, 25 were transferred to Cardiff from December 1988, with the last remaining until November 1989.

The burgh of Stranraer had constructed a "north landing place" and the PPR had built a deviation to the original Stranraer Pier branch to serve it. Although the sea passage from Stranraer to Irish destinations was longer than from Portpatrick, Stranraer was naturally sheltered and there was much more space for pier and railway accommodation. The Belfast and County Down Railway was extending its line to Larne on the north side of Belfast Lough and it appeared likely that a Stranraer - Larne ferry service would be more advantageous than a Portpatrick - Donaghadee one. The "north landing place" became known as the East Pier and rail connection with it was established, boat trains to and from Castle Douglas (with connections for Carlisle) started on 1 October 1862.

A considerable passenger traffic developed on the Firth of Clyde serving island resorts, and fast boat trains were run from Glasgow to steamer piers; the company was refused permission to operate its own steamers, and it formed a partnership with a nominally independent, but friendly, operator, the Caledonian Steam Packet Company. In 1923 the railways of Great Britain were "grouped" under the Railways Act 1921 and the Caledonian Railway was a constituent of the newly formed London Midland and Scottish Railway; its capitalisation at that time was £57 million (equivalent to £ today), and it had a single track mileage of . It extended from Aberdeen to Portpatrick, and from Oban to Carlisle, running express passenger services and a heavy mineral traffic.

The line also carried significant quantities of freight - mainly minerals from the Barrow area headed for West & South Yorkshire and worked by the F.R as far as the exchange yards at Carnforth, where Midland locos would take over. The Midland also built its own locomotive depot near Carnforth East Junction (some distance east of the station) to service the locos that worked the route - this still stands today, although it is no longer in railway use. The boat trains were transferred to a new station adjacent to the deep water Ramsden Dock at Barrow-in-Furness in 1881 but would end altogether in 1904 when the Midland opened its new rail-served port at HeyshamBinns, p.28 and moved its ferry routes there also.

In the years immediately following the grouping of the SECR with other railways to form the Southern Railway (UK) in 1923 the E class locomotives continued with their existing duties, but in 1931 three examples were transferred to the Central Section to assist with expresses on the Brighton Main Line, followed by further examples. During the Second World War they were also regularly employed on the line between and Reading. The E1 class was replaced on the heaviest boat trains in the mid-1920s by the LSWR N15 class 4-6-0 locomotives. For a while they were used on expresses to but in the 1930s several of the class were transferred to the former London Brighton and South Coast Railway main lines in Sussex.

The 14 locomotives in this class were built at Brighton railway works and appeared in traffic between September 1876 and October 1883, intended for those duties where the limited water supply of a "D-tank" might prove to be a handicap. They were frequently employed on lightly loaded fast continental boat trains between London and Newhaven, and so were named after European cities. Thus they were frequently known as the "Lyons Class", after the first locomotive No.300 Lyons. The class performed well for a quarter of a century, and achieved good mileages but when they began to require major repairs, it was decided to withdraw the class and use the newer B2 and C2 class locomotives in their place.

The new H2 class locomotives built by Brighton railway works and introduced between June 1911 and January 1912. They were an immediate success and shared with the H1 class the London to Brighton express trains including the heavily loaded Pullman services the Brighton Limited, and the Southern Belle, which the LB&SCR; described as "the most luxurious train in the World". As with the non-superheated class they were gradually replaced on the London- Brighton express trains in 1925/6 by the "King Arthur" and "River" classes, but there was still plenty of work for them on other express services, including boat trains connecting with the Newhaven-Dieppe ferry service. At the same time they were all named after geographical features of the south coast.

On the scheduled network, headboards were used to denote special named trains, such as luxury pullmans, blue riband expresses or other once a day special services such as boat trains. Latterly, headboards are still used by railtour companies, to denote the name of a tour, or more generally the name of the organisation running a tour. Headboards are also frequently used on heritage railway line services to denote special trains or events. Common practice in the UK is to display the headboard on the front of a locomotive (temporarily attached, to denote the name of the train or other purpose), and to have the nameplate of the locomotive on the side of the locomotive (permanently attached to denote the name of the locomotive).

For most of its life, the station's main traffic was passengers travelling on boat trains direct to London, albeit with a change of direction (reversal) at Folkestone East. The SER planned to extend the branch line from to to reach the harbour directly, but were blocked by the Earl of Radnor who owned the land. The line was passed by the Board of Trade for passenger use in 1848. The station was opened on 1 January 1849, but was replaced by another on a different site in 1856. This second station went through periods of temporary closure: from 29 November 1915 until 1 March 1919; from 4 September 1939 until 1945; from 13 to 20 March 1960; and between 1 January and 11 April 1992.

Dublin, Wicklow and Wexford Railway (DW&WR;) 52 to 54 were a class of three 4-4-2T locomotives designed by William Wakefield for Kingstown Pier to Kingsbridge (Dublin Heuston) boat trains. At one point they carried the names Duke of Connaught, Duke of Abercorn and Duke of Leinster respectively. Ahrons describes them as the larger than other types at the time of their introduction in 1893. They seem to be have been a generally well balanced and successful engine though it was noted that they had a reverse level and could become problematic and even unsafe when worn. Unlike the subsequent Dublin and South Eastern Railway's (DSER) 4-4-2Ts it had no apparent problems with trains on gradients.

66–67 The first of these was the N class 2-6-0, which gave the SECR a capable mixed-traffic locomotive. For the express passenger design that could cope with the heavy boat trains, Maunsell wanted to enlarge the existing L class 4-4-0 with Walschaerts valve gear and an enlarged superheater, but this design would have resulted in a too heavy axle loading. Maunsell's newly recruited assistants, G.H. Pearson and Harold Holcroft from the Great Western Railway at Swindon and James Clayton from the Midland Railway at Derby, had recently been involved in the design of large passenger tank engines and persuaded him to use the 2-6-4 wheel arrangement, which would allow the class to operate at high speeds on the poor-quality track in north Kent.

The time penalty incurred by the extra mileage was viewed with disfavour by other partners in the service, particularly the ferry operator which was competing with other routes between Ireland and Britain. The working arrangement on the Portpatrick Railway expired in 1885 and the railway, together with the Wigtownshire Railway, was purchased jointly by four larger concerns: the London and North Western Railway, the MR, the G&SWR; and the CR. Vesting day for the new joint railway was 1 January 1886; it was called the Portpatrick and Wigtownshire Joint Railways. As a result the bitter competition between the CR and the G&SWR; for London traffic was diminished, and the boat trains were routed via Annan; the Lochmaben route reverted to the status of a local line.

St Pancras International is the main terminal for high speed Eurostar and High Speed 1 services, as well as commuter suburban Thameslink and inter-city East Midlands Railway services. London is the centre of the National Rail network, with 70 per cent of rail journeys starting or ending in London. Like suburban rail services, regional and inter-city trains depart from several termini around the city centre, linking London with the rest of Britain including Birmingham, Brighton, Bristol, Cambridge, Cardiff, Chester, Derby, Holyhead (for Dublin), Edinburgh, Exeter, Glasgow, Leeds, Liverpool, Nottingham, Manchester, Newcastle upon Tyne, Norwich, Reading, Sheffield, York. Some international railway services to Continental Europe were operated during the 20th century as boat trains, such as the Admiraal de Ruijter to Amsterdam and the Night Ferry to Paris and Brussels.

The extensive marshalling yard to the west of the main station provided stabling for the carriage sets which were used on the boat trains and local services, the large numbers of lorries used for servicing Parkeston Quay, and the huge throughput of export and import wagons which were shipped over the train ferry service from Harwich Town. Cargoes were assembled at Parkeston and brought to Harwich for a specific sailing, as there was no long-term storage capacity at the ferry terminal. Import wagons were subject to customs clearance at Parkeston and delays could at times be considerable on individual wagons, cargoes having arrived from various European origins. The type of unit passing through the marshalling yard changed towards the end of the century as container or freightliner flats and car flats replaced ferry wagons.

Alfred George de Glehn (15 September 1848 – 8 June 1936) was a notable English-born French designer of steam locomotives and an engineer with the Société Alsacienne de Constructions Mécaniques (SACM). His steam engines of the 1890s combined elegance, high speed, and efficiency. De Glehn's express locomotives were first used on the Nord Railway and on the boat trains from Calais to Paris, where they impressed passengers with their speed. Locomotive U-127 Lenin's Locomotive (a 4-6-0 De Glehn Compound locomotive) at the Museum of the Moscow Railway, Paveletsky Rail Terminal He invented the Glehn system of compounding, and De Glehn types were built in large numbers in France, and were also built in smaller numbers in Belgium, Germany, New Zealand, and Russia, see Compound locomotive.

In the 1800s there was rigid distinction between social classes and the belief was that the railway would bring "the 'lower orders' nearer to equality with their 'betters' " Vaughan, A., (1997) Railwaymen, Politics and Money, London: John Murray Sir James Allport, general manager of the Midland Railway, in a speech said "If there is one part of my public life on which I look back with more satisfaction, it is with reference to the boon we conferred on third-class travellers..." Other railways followed, and because they were obliged to provide third class, the oddity of first and third, but no second — except on boat trains - persisted into the 20th century, when third class was rebranded in 1956, and then further rebranded as 'standard' to remove negative associations. See also Cheap Trains Act 1883.

Robert Urie completed his H15 class mixed-traffic 4-6-0 design in 1913 and the prototype was built in August 1914. It showed a marked improvement in performance over Dugald Drummond’s LSWR T14 class 4-6-0 when tested on local and express passenger trains. The introduction of ten H15 engines into service coincided with the outbreak of the First World War, which prevented construction of further class members. Despite the interruption caused by the conflict, Urie anticipated that peacetime increases in passenger traffic would necessitate longer trains from London to the south-west of England. Passenger loadings on the heavy boat trains to the London and South Western Railway’s (LSWR) ports of Portsmouth, Weymouth and Southampton had been increasing prior to the war, and was beginning to overcome the capabilities of the LSWR's passenger locomotive fleet.

The station was originally opened by the South Eastern Railway in 1864. It takes its name from its proximity to the road junction Charing Cross, the notional "centre of London" from which distances from the city are measured. During the 19th century the station became the main London terminus for continental traffic via boat trains, and served several prestigious international services. It was badly damaged by an engineering accident in 1905 and extensively rebuilt, subsequently becoming an important meeting point for military and government traffic during World War I. By this time, Charing Cross station was seen as out of date by some politicians and proposals were made to replace Hungerford Bridge with a road bridge or road/rail combination, with the station moving to the south bank of the River Thames in the case of a road-only replacement.

From July 1863, LCDR trains between Victoria and Kent ran through Herne Hill, and to continental Europe via a connecting steamboat from Dover Harbour to Calais; these boat trains left Victoria and Ludgate Hill simultaneously and were joined at Herne Hill. Express journeys from Herne Hill to Dover, a distance of , took 1 hour 36 minutes, at an average speed of . Services to London were split at Herne Hill to give passengers easier access to the City of London and beyond; the LCDR began operating direct services to King's Cross and Barnet (now High Barnet Underground station) from Herne Hill when Snow Hill tunnel opened. A popular workmen's train (one penny per journey) ran between Ludgate Hill and Victoria via Herne Hill from 1865. Trains left from both termini at 04:55 and returned at 18:15.

For many years the Great Western Railway had suffered from congestion in the Swansea area; a particular difficulty was the severe gradients at Cockett which required heavy trains to be banked and resulted in lengthy line occupation times. In the early years of the twentieth century consideration was given to relieving the issue, and the decision was taken to construct what became the Swansea District Line. This long new line left the main line near Briton Ferry and looped round to the north of Swansea, joining the Llanelly line near Bynea. To give good access for colliery traffic, there was a triangular junction there, so that coal traffic from the Amman valley could turn east on to the new line; at the same time express passenger trains (particularly Fishguard boat trains) could avoid Swansea using the line.

Nevertheless, the Memorial Committee pressed ahead, partly due to underfunding of the project and the relatively cheap cost of the replica. The statue was originally intended to stand at the northern end of Grosvenor Gardens, but Malissard insisted on a more southerly situation as the statue would then be seen by French visitors arriving at Victoria Station, the London terminus for the prestigious cross- channel boat trains. The memorial was unveiled by Edward, Prince of Wales on 5 June 1930 at a ceremony also attended by Lloyd George, Admiral Lord Jellicoe and an array of British and French senior military officers. Commemorative ceremonies held at the statue include a rededication in November 2014,, and a ceremony held on 26 March 2018 to commemorate the centenary of the appointment of Foch as Supreme Allied Commander on the Western Front.

One of the neighbouring buildings was formerly occupied by H. M. Customs, but later became the office of the traffic manager. In addition to the main platform, there was a separate island platform connected to the former via a footbridge. Both platforms were protected from the elements by verandas. Services from this station included the "boat trains", connecting with the inter-island steamer ferries out of Lyttelton (until 1976); suburban services to Lyttelton (until 1972) and Rangiora (until 1976); inter-city services to Ashburton (until 1958) and Burnham (until 1967); rural passenger services to Lincoln (until 1880) and Culverden (later Parnassus); mixed services to Little River (until 1951), Southbridge (until 1951), Springfield (until 1968), and Dunedin; railcar services to Dunedin, Picton, Little River, and the West Coast; and long- distance passenger services to Dunedin/Invercargill, the West Coast (from 1923), and Picton (from 1945).

Whilst Dugald Drummond's success with his previous 4-4-0 designs meant that the LSWR's immediate traffic needs were covered in 1905, he began to undertake a new project that would help solve a new problem. This problem rested in fact that the timetables were continually accelerated because of this success, especially in the case of boat trains to the South Coast ports. It soon became clear that faster passenger locomotives with a better power-to-weight ratio than the 4-4-0 designs were needed, in order to keep pace with the LSWR's passenger requirements increasing due to lengthened, heavier rolling stock that needed to keep up with faster point-to- point schedules. As a result, Drummond believed that a new wheel arrangement (for the LSWR) was required in order to support such power, which in turn was provided by a multiple-cylinder layout.

The line closed to passengers on 22 February 1965.Peter Dale, Pembroke, Cardigan and Montgomery's Lost Railways, Stenlake Publishing, Catrine, 2007, The main line continued to serve a creamery at Pont Llanio near Llanddewi Brefi, which survived until 1970; milk trains also used the Aberayron branch as far as a creamery at Green Grove near Felin Fach, which remained in service until 1973.James Page, Forgotten Railways: South Wales, David & Charles (Publishers) Limited, Newton Abbot, 1979, The South Wales Railway station at Carmarthen Junction having long since closed, the 1931 "Town" station located on the C&CR; line is the only Carmarthen station, and it remains in use at the present day: all passenger trains (except certain Fishguard boat trains that omit a Carmarthen stop) use it. The short section from Myrtle Hill Junction to the station is the only section of the Carmarthen and Cardigan Railway network still in use.

A third class open coach built for excursion trains in 1937 The distinctive roof profile of a Hawksworth-designed coach With costs rising and revenues falling, General Manager Sir Felix Pole had told Chief Mechanical Engineer Charles Collett to develop more powerful economic designs, which lead to his adaption of his predecessor George Jackson Churchward's design, as opposed to the taking on board of new steam technology such as Sir William Stanier did at the London, Midland and Scottish Railway. Collett followed the same philosophy in his carriage design, improving or adapting as opposed to innovating. In 1929 the GWR board approved the lease from Pullman Company of new Pullman Carriages for the "Ocean" special boat trains serving the passenger liners berthing at Plymouth. However, in 1929 the GWR Board approved Collett's proposed development of a larger and more accommodating carriage, as had been tried with the earlier "Dreadnoughts".

Another notable change occurred in September 1958, when the former LNWR terminus at Euston Road was closed to regular passenger traffic at the end of the summer timetable.Disused Stations - Morecambe Euston Road Disused Stations; Retrieved 2014-07-03 The local services from Lancaster and Carnforth via henceforth followed the same route as the Irish Boat trains into Promenade, leaving Euston Road to be served only during the peak summer season between June and September until 1962. Summer traffic was by this time slowly declining (due to the rise in private car ownership and increasing availability of foreign package holidays), but there were still sufficient numbers visiting Morecambe in 1959 to require more than 20 scheduled and excursion trains to and from Euston Road and a similar number from Promenade. The station in 1984 By 1963 though, Euston Road closed completely and all services had been permanently diverted to Promenade station and the future was looking increasingly uncertain following the publication of the Beeching Report.

The Leeds trains were to be re-routed via Carnforth and Hest Bank, and the existing DMU local service to Lancaster via Bare Lane would see an increase in frequency to compensate. The following year BR proposed to build a new south-to-east curve at Torrisholme that would allow direct running from Bare Lane towards Heysham without the need for reversal at Promenade, which would have been closed, and Euston Road would have re-opened as the terminus for the branch services from Lancaster and Leeds. However, local opposition to the new curve (which required the demolition of property along its route) saw the scheme dropped and the original plans proceeded with. Passenger services on the ex-Midland line through Green Ayre were duly withdrawn on and from 3 January 1966, along with most local trains to and from Heysham (though the boat trains from Manchester and London continued) and the overhead wires switched off.

The station was opened by the Lanarkshire and Ayrshire Railway on 1 May 1903,Butt, page 165 as part of an extension from that company's previous northern terminus at to a junction with the Cathcart District Railway at Cathcart. The route was completed through to (on what is now the West Coast Main Line) the following year, giving the L&AR; a route between Lanarkshire and the coast at Ardrossan independent of the Glasgow and South Western Railway. Though the line carried freight and express boat trains from Adrossan to Glasgow Central, Muirend was only ever served by local suburban workings. A connection was laid in south of the station down to the Busby Railway at around the same time as the L&AR; main line was opened, but it was never used for through traffic (only for wagon storage) and was disconnected by 1907 (though the brick viaduct it used still stands to this day),"The Origins of the Neilston Line" netherlee.org; Retrieved 31 August 2016 and only the crossover underneath the road bridge immediately south of the station remains of the kilometer long branch.

Forty eight were built by contractors, and 68 were built at Ashford Works between 1857 and 1875. Many of them were rebuilt by Stirling. These engines also gave many years service on the SER. In 1861, Cudworth introduced a class of 2-2-2 express passenger locomotives with diameter driving wheels. These engines gave over 20 years service on the boat trains serving Folkestone and Dover, finally being replaced in 1884 by Stirling's F class 4-4-0s. Cudworth was also responsible for the introduction of the 0-4-4T wheel arrangement for steam locomotives to English railways, with his 235 class of 1866. Cudworth had three main achievements on the SER: he planned the layout of Ashford Works and brought it to such a standard that the company was able to begin production of its own locomotives in 1853; with two of his classes (the "Standard Goods" 0-6-0 of 1855 and the 118 class 2-4-0 of 1859), practised locomotive standardisation on a scale unheard of on other contemporary railways; and, at a time when coke (a smokeless fuel, but expensive) was normal for railways, designed a successful coal-burning firebox.