Although primarily marketed as a goods van, the Sprinter has 4 variants designed to carry passengers. These are made by removing parts of the walls and replacing them with glass window panels.
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Sometimes a VB 140 was also used, initially with a goods van for part-load goods. Passenger and goods trains were hauled by Class 64 steam engines and, later, by V 100 diesels.
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1901: An engine struck a track labourer. Months later, an express fatally struck an employee, who inattentively stepped from a goods van in the station vicinity. 1904: An engine fatally struck a brakeman. 1906: A fireman was crushed between a wagon and engine.
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The three carriages used were two earlier German BFV1 carriages, which NSB had taken ownership of after the war, and a modified goods van. All of the train parts were painted in the same colourful scheme as the station. El 10 no. 2504 is currently being kept in Grorud and no.
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A GWR goods van in the grey livery used from about 1904. This one has end doors to allow motor cars to be loaded. In the early years of the GWR its wagons were painted brown, but this changed to red before the end of the broad gauge. The familiar dark grey livery was introduced about 1904.
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The line had cost £392,000 to build or £7,966 per mile. Brunlees had estimated £8,000 per mile. When passengers arrived at St Michel by the Paris-Lyon-Marseille (PLM) Railway, they had only to cross the platform to get onto the Fell railway train. Typically this had a Goüin locomotive, a guard's van, a goods van, and three coaches.
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The 10:00 pm LMS down passenger and mail express from Leeds to Bristol consisted of Midland Railway Class 3 4-4-0 No. 714 steam locomotive hauling a 6-wheel tender, a 6-wheeled parcels van, a goods van, a composite passenger coach, two third-class coaches, another composite coach, a TPO sorting van, a TPO tender, a pair of TPO vans and a passenger brake van. Of these cars, the parcels van, front composite, both 3rd class Coaches and all four TPO vehicles' lighting was powered by flammable gases. In total, the train was carrying 23 gas canisters in these carriages. Only the front goods van had been constructed with electrical lighting, whilst the rear composite and brake van were built to use gas lighting, but had been converted.
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A telegraphic code painted on a Mogo (Motor car goods van) Great Western Railway telegraphic codes were a commercial telegraph code used to shorten the telegraphic messages sent between the stations and offices of the railway. The codes listed below are taken from the 1939 edition of the Telegraph Message Code bookGreat Western Railway (1939) Telegraph Message Code unless stated otherwise.
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The line opened for general traffic in December 1867. It owned seven coaches, sixteen wagons and one goods van but, initially, no locomotive. Motive power line was provided by the contractors who had become shareholders in the company. Instead of booking office staff, tickets were sold on the train, and there was little in the way of telegraphic or signalling equipment.
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Epoch Ib may be viewed as the middle period from 1893 to 1912. The K.Bay. Sts.B. continued to capital letters to indicate the overall category of vehicles, but changed the meanings in some cases to make them more 'intuitive'. For example, G became a covered (Gedeckter) goods van, S were flat wagons (Schienenwagen = rail-carrying wagon) and V were livestock vans (Viehwagen).
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Goods van from 1906. Unusually for a narrow gauge railway, the BVZ still has very intensive goods traffic. However, this is exclusively for the supply of Zermatt, which, now as before, can be served by trucks only to a limited extent. As the remaining municipalities in the Mattertal can be supplied by trucks using the valley road, rail transport of goods generally plays no role for them.
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In later life, these were replaced by three ex-L.N.W.R Diagram 17A 20 ton goods brake vans that were converted by the hospital joiners. Gas lighting was also fitted. An ex-Midland Railway van was purchased as a goods van to be attached onto the train made up of brake vans, it was later cut down to size and used as a permanent way wagon.
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The carrying capacity of the goods van was , the maximum load . The wagon was also deployed in a variant with double end-doors, the Gltrhs on which the hand brake had to be omitted. These vehicles had a length over buffers of and an unladen weight of . After the war these wagons went into the West German Deutsche Bundesbahn as Class Glrhs 33 and East German Deutsche Reichsbahn as Glrhs 12.
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The last goods van grazed the rest of the excursion train's carriages, smashing the coaches' steps and damaging the side panels. The guard's van of the excursion train however had a projecting observatory box, in which the guard, James Quick, was sitting, and this hit the goods train. The observatory box and rear of the guard's van were ripped off. Quick suffered severe head wounds, while two passengers received minor injuries.
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View towards the site of the old station from High Street This single platformed terminus station stood on the seaward sideOS Map - NK06, Surveyed: 1938 - 1955, Published: 1957 of the line with a railway cottage nearby overlooking High Street. A name board and an old goods van body were located on the low platform together with a rectangular corrugated iron built ticket office, waiting room and toilets,RailScot - St Combs Railway Station the main building however had been demolished at some point prior to closure, probably after goods services and staffing were removed in November 1960,Great North of Scotland Blogspot leaving the goods van body in use as a shelter.Archive Images A camping coach was positioned here by the Scottish Region from 1956 to 1959. The platform was built of wood with a gravel surface, similar in construction to the other stations on the route such as Kirkton Bridge Halt and Philorth Bridge Halt.
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As the station was too remote to be supplied by coal gas, its interiors were decorated with elaborate oil and paraffin lamps. As milk was an important part of the local economy, it was regularly put on to trains at Berwyn. Local farms would bring milk to the station in tall, heavy conical metal churns (generally with a capacity of ). Two side handles allowed two men to lift the churns into a goods van.
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Roman or Arabic numerals were used additionally to indicate the age of the wagon, e.g. an A I was an old, 6-wheeled, goods van for a load of , whilst an A³ was a 10 m long 'modern' van for load ( was 'normal') and an H2 was a log wagon built between 1860 and 1880. The owner inscription was K.Bay.Sts.B. with a rather square, crowned Bavarian coat of arms (white and blue lozenges).
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The single-platformed station stood on the seaward sideNK06SW - A, Surveyed / Revised: Pre-1930 to 1958, Published: 1959 of the line, with an ungated level crossing over the B9107 on the line to St Combs and a railway cottage nearby. There were a name board and a shelter that may have been an old goods van on the low platform, and originally there was a rectangular stone built ticket office with some form of signalling.Cairnbulg Railway Station Photo. Fraserburgh - St. Combs. GNSR.
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Express 1029 was due to depart from Fredericia at 14:50. The train, which included through-coaches from Copenhagen, was larger than usual, so an A-class locomotive was added to the usual K-class locomotive. In addition to the locomotives, the train was made up of a covered goods van, some bogie carriages, three wooden six-wheelers (direct access from platform to compartments: no corridor) and then some more bogie carriages. The train finally pulled out at 15:06.
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The loop soon fell into disuse and the west points were removed."Talyllyn News" – the TRPS' quarterly newsletter, issue number 260, pages 40, 41, & 42. Around the 1930s there appears to have been an accident here involving a goods van, and for several decades the van's body lay rotting beside the road bridge. During the Victorian era, the railway promoted the destination to tourists through references to a nearby chalybeate spring, and bottled water was produced here around the 1910s.
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All eleven carriages were wooden and old at the time of the crash, with the newest coach being the goods van which was built in 1915, the oldest vehicles were the TPO vans which dated back to 1885. All but the two front vans on the train had vacuum brakes which could be activated from the locomotive. The locomotive also carried a steam brake to brake itself and its tender. Both brakes were able to be activated from the footplate of the engine, and the vacuum brakes could be activated from the guard's van.
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This gave a false clear signal to a goods van, which collided with a passenger train, killing one, while on 25 October 1913, a collision between two passenger trains at Waterloo Junction killed three people. On 13 April 1948, the goods hoist to the Waterloo and City line began to sink while a M7 class tank engine was pushing loaded coal wagons onto it. The engine dropped into the hoist's shaft, ending up upside-down and spurting steam over it. The driver and fireman managed to jump free, and the locomotive was rescued piecemeal and used for spares.
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The first TPO service in Queensland commenced in 1877 utilising the second class compartments of two composite passenger carriages on the daily Brisbane-to-Dalby train operating on the Main Line and Western railway lines. A goods van was used on the Toowoomba-to -Warwick train operating on the Southern railway line in the same year, until special 4 wheel carriages were built later that year for the service.Kerr, J. 'Triumph of Narrow Gauge' Boolarong Publications 1990 The service was extended to Roma and ultimately Charleville as the Western line was extended, and similarly on the Southern line to Stanthorpe, and then Wallangarra.
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A Duluth, South Shore and Atlantic Railway boxcar on display at the Mid- Continent Railway Museum in North Freedom, Wisconsin A boxcar is the North American term for a railroad car that is enclosed and generally used to carry freight. The boxcar, while not the simplest freight car design, is probably the most versatile since it can carry most loads. Boxcars have side doors of varying size and operation, and some include end doors and adjustable bulkheads to load very large items. Similar covered freight cars outside North America are covered goods wagons and, depending on the region, are called goods van (UK), louvre van (Australia), covered wagon (UIC and UK) or simply van (UIC and UK).
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Profits from this funded the purchase, restoration and reopening of Woody Bay. The Lynbarn was handed over to the park in 2005, once Woody Bay had become established, and continues to operate as part of the attraction. Little original rolling stock survives, but as well as the heritage coaches mentioned below, the largely restored Van 23 was on display at Woody Bay until being removed to the L&B; restoration team in Essex in November 2013, for refurbishment and the fitting of brakes, underframe and couplers. The remains of several other coaches and Goods Van 4 are in storage awaiting reconstruction. Coach 2, used as a summer house, is on display (unrestored) at the National Railway Museum York along with the nameplates of the original locomotives. Coach 15, recovered from Snapper Halt in 1959 and restored by the Ffestiniog Railway in North Wales, has been running there (now as FR Coach 14) for longer than it did on the L&B.
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