74 Sentences With "guard's van" | Random Sentence Generator

These would have allowed a consist of two sleeping, four sitting and four vans, including one acting as the guard's van. It is possible that one guard's van may have been placed at either end of the train, to provide some degree of noise insulation and simplify shunting movements at either end to and from the yards.

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.

At this stage, J class locomotives had become the primary motive power and the train typically comprised two first class carriages, three second class carriages, and a guard's van.

As a boy, Mr John Woodall had travelled on the first train in 1898, British Railways agreed to his request to travel in the guard's van of this final trip.

Kowie Railway 4-4-0T, crossing Blaauwkrantz Bridge with a mixed train, c. 1910 The Kowie Railway's death blow came on 22 April 1911. A mixed train from Port Alfred, made up of six goods trucks, three passenger carriages and a guard's van, came to grief when one of the goods trucks derailed on the Blaauwkrantz Bridge and, with the three carriages and the guard's van, plunged into the ravine below. Of the 55 passengers, 31 were killed and 23 seriously injured.

The PL type carriages were a series of 141 wooden passenger carriages used on the railways of Victoria, Australia. They consisted of the first class APL, second class BPL and combination second and guard's van, BCPL's.

Fine weather had encouraged large numbers of people to leave Melbourne by train on the Saturday, and many were returning on the Monday evening. As a result, both trains were crowded, and the Ballarat train had been extended beyond its normal length. The Ballarat train was drawn by two locomotives – AA 534 and 'Old A' 202, and consisted of a post van, guard's van and 11 passenger carriages. The Bendigo train was drawn by AA 564 and AA 544, and consisted of a post van, horse box, 6 passenger carriages and a guard's van.

A single run costs more than 5 hours. Although there was no official passenger transport, incidental travellers could find a place to travel in the guard's van. There were transshipment facilities to Cape gauge railways at Umzinto and Donnybrook.

The St. Neots Derailment 1895 occurred near to St. Neots railway station on 10 November 1895 when a Great Northern Railway Scottish express from Kings Cross encountered a broken rail. The train left Kings Cross on time at 23:30 on Saturday night and proceeded at normal speed, which would have been about . It was hauled by one of the GNR's latest and largest of its 8 foot singles, number 1006. The consist was of eight vehicles: a guard's van, a coach, a Pullman sleeping car (Iona), a corridor coach, another sleeping car, two further coaches and a final guard's van.

Agar waiting at the London Bridge Station for news of the train On 15 May 1855, while Agar was waiting outside London Bridge station, Burgess came out of the station, wiped his face with his handkerchief and went back inside. Agar notified Pierce and the two men purchased first class tickets for the journey to Folkestone. They gave their bags to Burgess for storage in the guard's van during the journey and, just before the train was due to leave, Pierce took his seat in the cabin, and Agar slipped into the guard's van and hid in the corner, covered by Burgess's overalls. As soon as the train departed the station, Agar began work.

In 1962, 35CE was converted to standard gauge and recoded to 1VHE (No.1, Victorian, Guard's Van, E type respectively), and it was used as a spare van for standard gauge services until 1969 when it was converted back to broad gauge. At this time it regained its original identity of 35CE.

Though the first train only had time to move two coach lengths, this reduced the damage. The engine of the second train ploughed into the back of the guard's van of the first train, causing it to cut into the next carriage while the third carriage mounted the second carriage to a distance of about .

One guard's van was described as a mail van. There were 317 goods vehicles lasting to grouping in 1923. These comprised 251 open goods wagons (allotted SR numbers 27976–28226), 45 covered goods wagons (SR nos. 46987–47031), nine flat trucks (SR 59024–32), eight cattle wagons (53380–7), three brake vans (56035–7) and one tar tank (61383).

The ticket collector has been knocked out by an assailant who has taken his uniform coat and posed as him. Two female stowaways are hiding in the guard's van. It is determined that the scream they heard came from another police officer, who was also escorting Harding. The passengers leave the train at a junction (hence the title).

As the Ballarat train began to move away from Sunshine, it was struck by the Bendigo train. The impact destroyed the guard's van and four rearmost carriages of the Ballarat train, but only caused minor damage to the front of the Bendigo locomotive. Debris from the collision was thrown across both tracks and platforms of the station.

The train had a seating capacity of 724 and was carrying about 600 passengers. The guard's van was the ninth coach on the train. This had side lights, but the rear coach of the train had only a single red light. The second train was the 7:40 am railmotor passenger train from Holywood to Belfast.

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.

Agar and Burgess in the guard's van, emptying the safes of the gold The Great Gold Robbery took place on the night of 15 May 1855, when a routine shipment of three boxes of gold bullion and coins was stolen from the guard's van of the service between London Bridge station and Folkestone while it was being shipped to Paris. The robbers comprised four men, two of whom—William Tester and James Burgess—were employees of South Eastern Railway (SER), the company that ran the rail service. They were joined by the two planners of the crime, Edward Agar, a professional career criminal, and William Pierce, a former employee of SER who had been dismissed for being a gambler. During transit, the gold was held in "railway safes", which needed two keys to open.

A converted former guard's van has been converted into "Shady Rest" – two basic units for volunteers staying overnight. Originally built for husband and wife teams (and each unit comprising one double bed, and two bunk beds). The unit has been valuable for volunteers when preparing for major events at the railway or excursions away with the GVR's national network fleet.

Under each vehicle, the chain hanged slack while not in use. It passed under two pulleys which were attached to pulling-rods to operate the wooden brake blocks. To operate the brakes, the chain could be tightened from either end of the train. The guard's van could be used to retard a train on down grades, or to stop the entire train.

As soon as the 11 empties > arrived, he telegraphed "line clear" and a train, which consisted of three > incline breaks and three breaksmen, a carriage truck, a horse box, a 3rd > [class carriage], a 1st, a 3rd, a 1st, a guard's van, a 1st, a 3rd, a 1st, a > 3rd, and a guard's van, coupled in the order given, left Cowlairs for > Queen's Street station at 5.15 pm. As the breaksmen entered the tunnel they > found it full of smoke and steam. The passenger train collided with the derailed rear part of the trains of wagons. Hamilton Ellis described the operation after the banking engines were first discontinued: > Rails continued to break under the heavy banking engines and the stationary > engine was brought out of retirement, and Newall’s untwisted cable > substituted for the earlier hemp rope.

Lyonville railway station was a railway station in Lyonville, Victoria, Australia. The station was opened on Wednesday, 17 March 1880, and closed on Monday, 3 July 1978. There is no longer any track at the station, although the previously derelict station building and platform have been restored as a private residence. A restored passenger carriage and guard's van are also located at the station.

The initial fleet provided four sleeping cars, eight sitting cars, four guard's vans, three post office vans and three baggage/mail vans, so it is reasonable to assume that the typical Intercolonial Express consist would have included one sleeping, two sitting, one post office car, one baggage/mail car and one guard's van, providing one consist for each direction. A spare of each type would be rostered in maintenance, and the fourth sleeping, fourth guard's van and seventh and eighth sitting cars would be kept spare, available for swapping out of a consist on short notice. In the event of a post office or baggage/mail car being unavailable one from the standard VR or SAR fleet could be substituted as a temporary replacement. After a few years of operation, two additional guard's vans, four sitting and two sleeping cars were added to the fleet.

The collision took place on a dark morning, when a GWR goods train ran into a LNWR train crossing its path. The LNWR train was being propelled, as "there were no means of running round on the West London". The GWR train consisted of "68 waggons with the only guard's van next the second engine". This may have been the motivation for the owners to consider improving the line.

When the train reached Dover, Pierce and Agar alighted, collected their carpet bags full of gold from the guard's van, then went to a nearby hotel for supper. Agar threw the keys and tools into the English Channel before the two men returned to London on the 2:00 am train, which arrived at around 5:00 am. In total they had stolen of gold, valued at the time at £12,000.

Approximately 10 passengers were injured. On 17 January 1871 a passenger train left Derby at 8.38 a.m, and when passing through Draycott at speed, a tyre of the leading break van broke, and the van with two passenger carriages was derailed, left the line and came to rest in the “six-foot”. George Hayes the guard had a narrow escape as the floor of his guard's van was knocked out.

The Horsbrughs left for England in July 1906 on four months' leave, and took along a large number of live birds. On the train trip from Bloemfontein to Cape Town, Boyd Horsbrugh travelled in the guard's van to ensure the proper feeding and care of his charges. When C. B. Horsbrugh returned to England in 1907, he also took along a considerable collection of live South African birds, causing great excitement in the avicultural world.

The alien begs to be spared, tempting Saxton with its advanced knowledge of technology and cures for diseases. While Saxton is distracted by the offer, the alien resurrects the count's corpse and attacks him with it. Saxton and the countess flee, but the alien resurrects all of its victims as zombies. Battling their way through the train, Saxton and the countess eventually reach the guard's van where the other survivors have taken refuge.

By the 1950s, the lack of frequent, daily operation began to prove a significant discouragement to prospective travellers. Nonetheless, the Taneatua Express survived to be the second-last steam-hauled provincial express in New Zealand. The final service operated from Taneatua to Auckland on 7 February 1959 and consisted of three passenger carriages and a guard's van hauled by J 1217. A wreath was placed on the front of the locomotive to signify the occasion.

As car designs were being mixed and matched to find a better balance between offering patronage and weight hauled, combination carriages became more common. Part of the car was a guard's van and luggage area, with the rest being second- and first-class passenger compartments. The ABD type was a result of this experimentation, with nine cars built by 1886, numbered from 1 ABD to 18 ABD. These vans were used on mixed trains and smaller branch line trains.

At her archery medal ceremony, the medal podium contained ramps to allow the athletes to reach the podiums. Returning home from the Games, Maughan and her wheelchair had to travel in the guard's van on the train back to Preston. Maughan did not take part in the 1964 Games, but returned for the 1968 Summer Paralympics in Tel Aviv. She entered two events in archery – the Women's albion round open and the Women's FITA round open.

He therefore cleared his signals and allowed the Midland train into the tunnel. The Midland train ran into the stationary first train at a speed estimated between 20 and 25 mph. The driver had no warning of its presence, and the collision killed Wray whilst severely injuring Rawlins, an employee of the Metropolitan Railway, who was travelling in the guard's van contrary to the regulations of the Great Northern Railway. He was severely injured and died on the morning of the 12th.

Instead he walked forward to examine the brake problem. An express train to Brighton, which had left Flinders Street ten minutes after the disabled train, crashed into it from the rear. The driver of the express could not see the stationary train until far too late, owing to the curve in the track just beyond the High Street bridge over the line. The locomotive of the express demolished the guard's van of the Balaclava train, as well as three of its carriages.

Moreover, there were complaints about timekeeping, longer journey times and inadequate accommodation. Richard Evans, the general manager, reported four weeks later on the inadequacies of the motor cars and stated that he was discontinuing the service on the line from 1 June 1905, reinstating the former timetable. Tonteg Platform was closed from that date, but ordinary trains called at St-Y-Nyll as a request stop. Passengers for St Y Nyll were to travel in the carriage next to the rear guard's van.

The remaining three first-class carriages, the guard's van, and a postal van remained on the track. The death toll of 151 consisted of 148 second-class passengers, one first-class passenger, the locomotive engineer and fireman. Twenty-one of the bodies were never found and were presumed to have been carried downriver to the ocean. Among the dead was Nerissa Love, the fiancée of cricketer Bob Blair, who was playing in a Test Match in South Africa at the time.

He became quiet, shot in the left foot, left leg, right hand, left arm and twice in the region of the groin, although no bullet had penetrated his armour. He was carried to the railway station, placed in a guard's van and then taken to the stationmaster's office, where a doctor dressed his wounds. Monument marking the spot of Kelly's capture In the meantime the siege continued. The female hostages confirmed that Dan and Hart were still alive in the hotel.

The North British Railway in 1881 successfully generated electricity using a dynamo on the Brotherhood steam locomotive to provide electrical lighting in a train, a concept that was later called head- end power. High steam consumption led to abandonment of the system. Three trains were started in 1883 by London, Brighton and South Coast Railway with electricity generated on board using a dynamo driven from one of the axles. This charged a lead-acid battery in the guard's van, and the guard operated and maintained the equipment.

Dunedin Railways has three all-steel air-conditioned panorama carriages with open platform ends and open gangways, known locally as "Jungle Gyms" due to the nature of their framework when under construction. These were designed and built by the OETT in 1987–92, with a "very distinctive shape to fit the tunnels". Two of these carriages were built on Z class "roadsider" freight van underframes while the third was built on the underframe of guard's van F 529. In-house built panorama car at Dunedin Railway Station.

The increase in student patronage led to more stringent rules regarding the seating arrangements and movement about the train. Carriages were allotted to the colleges and a third for the public as well as any students from the convent and technical school. Trains #1 in the morning and #8 in the afternoon (#10 on Fridays) were made up with freight wagons at the front, followed by the boys carriage, the girls carriage, the public carriage and the guard's van. Movement between the first two carriages was prohibited.

In 1968, the requirement for fully fitted freight trains to end with a guard's van was lifted. By this time, nearly all steam locomotives had been withdrawn and most of the standard-design British Railways diesel and electric locomotives which replaced them had cabs at both ends. The guard was therefore allowed to ride in the rearmost locomotive cab, which gave a good view of the whole train. There being in consequence no operational need for so many brake vans, many types were withdrawn.

July 1923 Railway timetable A "Farewell" railtour ran on 22 April 1960 using two brake vans.Special train at Cawood Six Bells JunctionSpecial train at Cawood RMweb The line closed on 2 May 1960.The very last train, sent out to collect a stranded van and Cawood station's office equipment, ran on 23 May 1960, hauled by a diesel shunter. As a boy, Mr John Woodall had travelled on the first train in 1898, British Railways agreed to his request to travel in the guard's van of this final trip.

July 1923 Railway timetable A "Farewell" railtour ran on 22 April 1960 using two brake vans.Special train at Cawood Six Bells JunctionSpecial train at Cawood RMweb The line closed on 2 May 1960.The very last train, sent out to collect a stranded van and Cawood station's office equipment, ran on 23 May 1960, hauled by a diesel shunter. As a boy, Wistow's Mr John Woodall had travelled on the first train in 1898, British Railways agreed to his request to travel in the guard's van of this final trip.

The next two coaches were thrown partly over and telescoped together, but the guard's van remained virtually undamaged. Meanwhile, once stationary it was discovered that the front section of the train was also derailed. The first two carriages were undamaged (and were used to carry the uninjured passengers on to Peterborough) but the Pullman car had damage to its wheels and undergear, while the following coach had lost all its glass on the left hand side. It too appeared to have struck some wagons but stayed upright and passed beneath the bridge.

Train braking was therefore by means of the tender's hand brake and the brakes on the guard's van, or brake van, with reliance on the guard to apply or release the van's brakes upon whistle signals from the driver. ;Feedwater The feedwater pump was fitted to the front frame stretcher and was driven by an eccentric on the driver axle. The locomotive was also equipped with a small feedwater injector, invented by the French engineer Henri Giffard in 1852, for use in cases of emergency. The pump and the injector feed had separate clack boxes.

Although spirals are relatively common in the Alps, particularly in Switzerland, they generally involve extensive tunnelling inside mountainsides. A masterly feature of Holmes' layout is the way in which it uses natural land contours to almost eliminate tunnels and viaducts, having only two short tunnels. Legend has it that a locomotive engineer once put on the emergency brakes of his train in the night upon mistaking the light of his Guard's Van on a nearby part of the spiral as the rear of a different train directly ahead of him.

The service, which comprised three sleeping cars, three ordinary coaches and a full length parcels/brake, arrived two hours late into Carlisle due to anti-closure protesters. Trouble had started at Hawick where a set of points had been tampered with and Class 17 D8506 was sent out in front as a pilot engine. A large crowd jammed the platform and a procession headed by a piper carried a coffin, labelled "British Rail", to the guard's van. The train was delayed for half an hour as the communication cord was pulled repeatedly.

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.

Strictly speaking, he should also have used the steam whistle to signal to the guards to apply their brakes, but clearly they could not have done so in time Thompson then jumped; Joe, his fireman, did not. The Irish Mail is thought to have been doing 28–30 mph (45–50 km/h) when it hit the wagons, which were probably travelling at 12–15 mph (20–25 km/h) towards it at impact. The force of the collision derailed the engine, its tender and the leading guard's van.

On 1 June 1923 responsibility for operations on both lines was transferred to the state light railway office in Hanover. By 1928 the few passenger services were withdrawn, because only around 5,300 passengers were recorded annually. In fact statistics showed that small numbers of passengers continued to use the line even after that date, because clearly it was possible to travel in the guard's van on goods trains. On 1 January 1944 the two Kleinbahns merged into the Lüneburg-Soltau Railway Company, which in turn became part of the East Hanover Railways on 6 June 1944.

Since this time the gardens have continued to be cultivated, offering alternating floral displays in summer and spring. In the 1970s Queensland Rail began excursions from Toowoomba to Spring Bluff and these trips continue to operate during Toowoomba's Carnival of Flowers in September. During the last quarter of the twentieth century, Queensland Railways continued to improve visitor amenities at Spring Bluff. Work included extending the grassed area below the pavilion, addition of a cricket pitch, planting of native and exotic vegetation and lawn grasses, construction of bitumen pathways and installation of an ex-Guard's Van to serve refreshments.

On 25 July 1868, William Collins, a GNR cleaner, was run over by a guard's van and killed. On 4 November 1868, John Boswell, aged 80, was wandering along the line near the station when he was killed by a down train. On 23 May 1873, Thomas Robinson, a GNR engine driver, was struck fatally by a ballast-engine whilst crossing the yard at the station. On 12 March 1887, Eli Addlesee, a driver, was killed by some wagons being shunted in the station On 27 November 1898, John William Frisby, a GNR shunter, was killed whilst crossing the line near the station.

On coaching stock trains fitted with central door locking (slam door), there is no ‘local door’ except on the train's Guard's van. Local instructions allow the Guard to operate train doors from any location it is safe to do so, or where regulations require them to do so. Once it is required, the Guard can lock all doors without requiring to close their door, as the locking bolt does not activate until the door is closed. Coaching stock trains with power doors, like the Mark 4 used on the East Coast Main Line, have local door switches at all door control panel locations.

After testing, the design of the Royal Blue, with riveted CorTen steel, was selected as the basis for the new carriages and train. With the new design, it was found that a Spirit of Progress carriage of identical capacity was lighter than an air-conditioned E type carriage. However, the new carriages retained the compartment layout already in use in the AE and BE carriages. Twelve carriages were ordered for construction at Newport Workshops; five first-class carriages, numbered 1-5; four second-class carriages, 6-9; the guard's van, the dining car and the parlor car.

The men took wax impressions of the keys and made their own copies. When they knew a shipment was taking place, Tester ensured Burgess was on guard duty, and Agar hid in the guard's van. They emptied the safes of of gold, valued at the time at £12,000 (approximately ), then left the train at Dover. The police and railway authorities had no clues as to who had undertaken the theft, and arguments ensued as to whether it had been stolen in England, on the ship crossing the English Channel, or on the French leg of the journey.

He deduced—correctly—that on the poorly lit station at Folkestone, a cursory glance at the seals would not show any change. He managed to do this before the train arrived at Redhill, which was a 35-minute journey from London Bridge. When it arrived at Redhill, Agar again hid, while the bag containing some of the gold was handed to Tester, who returned to the SER offices London, as arranged, so he could be seen by colleagues and give himself an alibi for later. Pierce took the opportunity to leave his carriage and join his confederates in the guard's van.

British Railways "standard" brake van Brake van and guard's van are terms used mainly in the UK, Australia and India for a railway vehicle equipped with a hand brake which can be applied by the guard. The equivalent North American term is caboose, but a British brake van and a caboose are very different in appearance, because the former usually has only four wheels, while the latter usually has bogies. German railways employed Brakeman's cabins combined into other cars. Many British freight trains formerly had no continuous brake so the only available brakes were those on the locomotive and the brake van.

On unfitted trains, the brake van has several purposes, and hence jobs for the guard. Firstly, and most importantly, the guard would use the brake van's brakes to assist with keeping the train under control on downwards gradients and whenever he could see that the locomotive's crew was attempting to slow the train. Route knowledge would allow the guard to initiate the braking before the driver. To aid in this, signalling regulations mandated that signals be left at clear until the entirety of a train (including guard's van) had passed, as the guard would immediately apply brakes upon seeing a signal at danger.

The Hyde disaster involved the daily passenger express train from Cromwell to Dunedin. In 1936, a year-round daily passenger express train was introduced, replacing a thrice weekly express that had been augmented by slow mixed trains. This service left Cromwell at 9am and reached Dunedin at 5:20pm; in 1937, the schedule was accelerated by half an hour and it was this timetable that was in force on 4 June 1943. The train was hauled by a steam locomotive, AB 782, and consisted of seven passenger carriages, a guard's van and two wagons of time-sensitive freight.

During the harsh winter of 1947, No.41 famously became stuck in a snow drift between Capecastle and Armoy while working the afternoon up train to Ballymena on 12 March. Passengers and train crew spent the night in the guard's van (which had a stove) and while the passengers were rescued by a relief train on the following day, it was not until two days later that No.41 and her train were finally freed from the snow drifts. No.102 also worked for a while on the Ballycastle line before spending its last years working between Larne and Ballyclare paper mill. It was renumbered No.42 in March 1942.

A tramcar with seating accommodation for sixty passengers, which had been previously in use on the Government lines, was purchased from the Railway Department, in Brisbane, for £100. With the assistance of a guard's van and a convertible car, the latter was exclusively for indigenous passengers — hired from the Railway Department, together with other passenger and goods stock hired from the department as occasion demanded, the board was enabled to cope with the rapidly increasing traffic in the first year in a fairly satisfactory manner. The total cost of the board's rolling-stock in use to 30 June 1898, was £2879 8s. 8d., equal to £206 11s.

On 17 October 1898 at Wrawby Junction,Wilson Railway Accidents on what was the Great Central Railway near Brigg in Lincolnshire, England, a passenger train collided with a derailed goods train; killing 8 people and injuring 26 more. The passenger train was the 16:45 from Cleethorpes to Manchester consisting of a brake van, three passenger carriages and a rear guard's van. The goods train which had left Grimsby earlier in the day for Doncaster consisted of 44 waggons loaded with larch tree trunks, three trunks to a load secured with chains. The length of the trunks (up to 42 ft) necessitated the close coupling of the waggons.

The Vanguard Way is a long-distance walk of from East Croydon station in outer London (OS grid reference ), travelling from the north, to Newhaven, on the south coast of England. It passes through the counties of Surrey, Kent and East Sussex, between Croydon and Newhaven, East Sussex. It connects the London suburbs to the south coast, via the North Downs, Ashdown Forest, South Downs National Park and the Cuckmere valley. The walk was developed in celebration of the 15th anniversary in 1980 of the Vanguards Rambling Club, who named themselves after an occasion when they returned from a walk travelling in the guard's van of a crowded train.

In 1968, the requirement for fully fitted freight trains to end with a guard's van was lifted. From this point onwards, the guard was allowed to ride in the rearmost locomotive cab, giving a good view of the whole train. By this point in time: the Beeching Axe had reduced by two thirds the amount of trackage in the UK; most steam locomotives had been withdrawn; the quantity of wagon-load freight services was in decline; and most British Railways diesel and electric locomotives had cabs at both ends. As a result, although still required for unfitted trains, there was less operational need for so many brake vans, and like many designs the GWR Toads were withdrawn.

The Endeavour was introduced on Sunday, 6 November 1972 as a carriage train to replace the morning railcar service between Wellington and Napier. The 88-seater railcars used on this route were deteriorating due to age and were unreliable, and the success of the Southerner inspired the creation of the Endeavour. In its first incarnation, it was hauled by a DA class diesel electric locomotive and had a consist of a guard's van, five passenger carriages and a buffet car. The Endeavours carriages were painted in a distinctive blue livery rather than the red scheme usual at the time, and the locomotive carried a headboard, the only instance of regular headboard use in the country at the time.

A peculiarly British practice was the "loose-coupled" freight train, operated by the locomotive crew and a 'Guard' at the rear of the train, the successor to the brakesman of earlier times. This train type used three-link chain couplings for traction and side buffers to accept pushing forces: since such trains were not fitted with an automatic through-train braking system there were no pipes to connect between the vehicles. The last vehicle of the train was a heavily ballasted guard's van with its brakes controllable by a handwheel convenient for the guard. The 'slack' between vehicles was very convenient when starting heavy trains with a relatively low-powered locomotive on the level or a rising gradient.

The major difference was the addition of head end power units, as it was believed this was a more efficient way of supplying power for air- conditioning and lighting than power vans or axle driven generator sets under carriages. Passenger train operations were revolutionised, with fixed consist working (as in Europe) introduced to eliminate the need to shunt between services. This saw the end of a long-standing Victorian Railways tradition that the guard's van be at the end of the train. An order for 36 N type carriages was placed in 1977 for operation on the Geelong and Ballarat lines, but was extended under the New Deal to 54 carriages in 1981 and subsequently to 57 carriages, with the last being delivered in 1984.

Moorsom and the Attempt to Revive the Cromford And High Peak Railway Derbyshire Archaeological Journal 1983 see Appendix 1 Evidence of the forms of provision is patchy and inconsistent, with the clearest sources being anecdotal.A journey on the line in 1837 Manchester City NewsA journey on the line in 1854 Derby MercuryA journey on the line in 1883: Williams, Chap IV, p. 99 Google Books Some horse-drawn provision appears to have been based on stage-coaches, with inside and outside provision similar to the 'Dandy' used on the service to . Later, locomotive-hauled, passengers were accommodated by attaching a specially adapted guard's van to conventional goods trains; the adaptation consisted of putting some seating in the van's goods section.

99 Google Books Some horse-drawn provision appears to have been based on stagecoaches, with inside and outside provision similar to the 'Dandy' used on the service to . In locomotive-hauled trains passengers were accommodated by attaching a specially adapted guard's van to conventional goods trains; the adaptation consisted of putting some seating in the van's goods section. Like a number of other features on the line, this vehicle was given a name - Fly - inherited from the canal world, though the term appears to have been used interchangeably to mean the vehicle and the train. Passenger traffic was slight and general goods was substantially less than the line's promoters foresaw, especially after the line was effectively bypassed in the 1860s then truncated in 1892.

Front page of the Auckland Star newspaper of 26 December On 24 December 1953 the 3 pm express from Wellington to Auckland consisted of a KA class steam locomotive hauling 11 carriages: five second class, four first class, a guard's van and a postal van. With 285 passengers and crew, the train was stated by a witness—the station agent at Tangiwai railway station—to have passed through Tangiwai Station on time at 10:20 pm at about . The specified maximum track speed between Hīhītahi (to the south of Tangiwai) and Ohakune (to the north) at the time was . There was no evidence presented to the Board of Inquiry regarding any calculations made or indications of the speed of locomotive 949 either as it approached the incident site or at the time of the incident.

In 1933, the Stratford–Okahukura Line was completed, providing a rail link through northern Taranaki between the Marton - New Plymouth Line and the North Island Main Trunk Railway. On 4 September 1933, the new line's ownership was handed over to NZR from the New Zealand Ministry of Works, and early that morning, the first passenger service was operated. This inaugural service left Auckland at 7pm on 3 September 1933 attached to the Night Limited, and it consisted of one first class carriage, one second class carriage, a sleeping car, and a guard's van. In Taumarunui, these carriages were detached from the Night Limited, as it was to continue to Wellington, and ran as a separate train to New Plymouth, departing Taumarunui at 12:45 am and arriving in New Plymouth just after 6 am.

In 1920, the GER also introduced a system of colour-coded boards on the side and rear of the guard's van, which would be nearest the gates and concourse at terminus stations and thus allow passengers to identify the service they needed. This colourful combination was regarded, in the parlance of the time, as 'jazzy'. Serving the East End of London, the London Docklands and the capital's eastern suburbs, the Great Eastern's suburban services had a much greater proportion of working class industrial workers, labourers and lower-ranking office workers than the suburban networks of the likes of the London and South Western Railway or the Metropolitan. The GER had to transport greater numbers of passengers commuting in and out of the urban centre and at lower fares.

After being built in 1925–26 at the Hutt Workshops in Petone, the railcars were sent to the Greytown Branch in the Wairarapa for trials. The Greytown Branch was a short line that provided a link between the town of Greytown and the Wairarapa Line, which bypassed the town by some four kilometres. Services ran from Greytown to connect with services on the Wairarapa Line at the junction in Woodside, but they were woefully underpatronised; often, the steam locomotive working the service would pull just a guard's van and a single passenger carriage carrying a handful of passengers. The costs to operate such a service meant that the line made a significant financial loss, but it was hoped that the small Model T Ford railcars would slash operating costs while providing a satisfactory service for the travellers who did use the line.

The bullion would be packed into wooden boxes, bound with iron hoops and with a wax seal bearing the coat of arms of the bullion dealers in question: Abell & Co, Adam Spielmann & Co and Messrs Bult & Co. The agents who arranged the transportation, including collecting the bullion from the three companies and delivering it to London Bridge were Chaplin & Co. The gold shipments always went on the 8:30 pm train. At Boulogne the bullion boxes were collected by the French agents before being transported by train to the Gare du Nord and then to the Bank of France. As a security measure, the boxes were weighed when they were loaded onto the guard's van, at Folkestone, on arrival at Boulogne and then again on arrival in Paris. The company's guard's vans were fitted with three patented "railway safes" provided by Chubb & Son.