489 Sentences With "permanent way" | Random Sentence Generator

"My family was separated in a permanent way," he said.

These principles deserve to be memorialized in a permanent way.

If they don't, the party probably splits in a permanent way.

Rather, one has to learn a better — and permanent — way to handle food.

In a permanent way, one that is substantial and provides permanent protection and legislation.

It was the sound of perception being altered in a small but permanent way.

It's like the less permanent way of getting a loved one's writing tattooed on you.

I feel like the core of my identity has been altered in a permanent way.

" Spencer told BuzzFeed that he was "working on solving the problem ... in a permanent way.

And we can't think of a cuter (or more permanent) way to show the love.

WE SEE THAT IN A PERMANENT WAY GOING FORWARD AS VERY POSITIVE TO THE ECONOMY.

Guy Fieri's eldest child with his wife Lori honored his dad in the most permanent way.

And it looks like Kendall Jenner and Hailey Baldwin just did it in a permanent way.

Most recently, the "Party in the U.S.A." singer honored her boyfriend in a more permanent way.

"When the elderly gamble, they are often harmed in a more permanent way, sadly," he said.

But if you're looking for a more permanent way to celebrate Pride, consider getting an equality tattoo.

However, a later version of the app will allow for a semi-permanent way to keep them.

Kanye West may soon pay tribute to his only son in a very special — and very permanent — way.

And just before that, the "Party in the U.S.A." singer honored her boyfriend in a more permanent way.

In fact, diehard fans are finding ways to show their loyalty in the most permanent way: with tattoos.

It appears Ashley Benson is making her love for girlfriend Cara Delevingne known in a very permanent way.

Since then, I've been wary of bleaching, dying, perming, or changing my hair in any kind of permanent way.

Paris Jackson, however, showed her support in a more permanent way — with a Standing Rock tattoo on her inner ankle.

He's on a student visa, but hopes he'll find a more permanent way to stay in the US after graduation.

For Kesha and long-term boyfriend, Brad Ashenfelter, they declared their love in the most permanent way — with matching tattoos.

The actor also said the voicemail has "hurt her in a permanent way" — because people won't stop talking about it.

And as recent courthouse fiascos in Montreal have demonstrated, dismantling the Hells Angels in any permanent way is extremely difficult.

Perhaps that's why we've seen an uptick recently in women declaring their devotion to the cause in a more permanent way.

A tattoo is always an easy, if permanent, way to make a serious statement about your devotion to another human being.

" Following the 2007 incident, Baldwin admitted that he felt suicidal and that the voicemail had hurt his daughter "in a permanent way.

David Maurstad, who heads the National Flood Insurance Program, said buyouts were the most permanent way to mitigate against future flood hazards.

Over the years, Strait's temporary solution evolved into a permanent way of working, and of living: he stayed productive, and he stayed mum.

For years, a group of parents, led by Ms. Leach, had asked the city to find a permanent way to remember the children.

"Legislation is the only permanent way to prevent these Dreamers from losing work authorization and becoming subject to immediate deportation," the letter said.

The designs aren't the first of Alba's ink, but there's something extra special about permanently honoring those you love in such a permanent way.

Musical dynamic duo and longtime besties Selena Gomez and Julia Michaels solidified their friendship on Tuesday in the most permanent way possible: matching tattoos.

After dipping his toes in government work last year, Google Search guru Matt Cutts is now stepping away from Google in a more permanent way.

And in the case of a fast such as the lemonade protocol, you simply can't regard this as a permanent way of fueling your body.

Of that group, about 25% used the pill and 25% had chosen sterilization, which is a permanent way to make sure you don't get pregnant.

"My family was separated in a permanent way," he said in another interview, referencing the separation of children from their families at border detention facilities.

Luke Perry's only daughter Sophie Perry has found a permanent way to remember her dad after a massive stroke led to his sudden death in March.

To prove their adoration for the self-professed regular, degular, shmegular girl, devotees are showing their devotion in a more permanent way — by getting tribute tattoos.

Brooklyn also recently paid tribute to his siblings in a much more permanent way — getting a tattoo featuring a series of numbers celebrating the birth years.

In 2035, it will mean learning how to adjust ourselves and settling into a new normal after our creations alter our lives in some permanent way.

Even if the couple didn't spend Valentine's Day professing their love in the most permanent way possible, it still looks like they had a romantic holiday.

"And on a personal level, it is an honor to celebrate and pay homage to my heroes in such a public and permanent way," he added.

Iowa helped pencil in the line of where voters would split between the two, and New Hampshire helped ink that line in a more permanent way.

Besides the flood of Instagram posts from the couple gushing about one another, Zylka has officially announced his love in a BIG — not to mention permanent — way.

The brilliantly innovative blockchain system at its core is an open ledger that records transactions between two parties in a permanent way without needing third-party authentication.

"A great majority of Americans and Floridians agree that a 12-year-old should not change their body in such a permanent way," said Florida state Rep.

All this means that it may be only when baby-boomers start to check out in a more permanent way that lots of houses begin to change hands.

Fans looking for a less-permanent way to show their Technicolor pride can opt for the pins, with rainbow-colored worms and another lunchtime staple: the milk carton.

After fitness trainer Paulette Medley donated a kidney to her ex-husband, she was inspired to do even more — by honoring her donation in a pretty permanent way.

MORE's leftward legacy Washington's permanent way of doing business; staying in town following his second term was how Obama planned to have a direct hand in the process.

The beta is only available for a limited time, so hop to it if you want to memorialize a video "in the same permanent way as a framed photograph."

We've been trying to figure out for three years if he is a mad aberration, doomed to fade, or if he is rewiring the game in some permanent way.

Despite Cardi B's cheeky "attitude" joke about her husband of almost two years, she recently put her full commitment to the Migos rapper, 27, on display in a permanent way.

Last week, one superfan decided to pay tribute to the boy wizard in a very prominent and permanent way: She got a lightning-bolt scar like Harry's tattooed on her forehead.

As a result of being contacted by BuzzFeed News for this story, Google said it is working with A. to find a permanent way to remove her images from the Google Drive.

Then, the question will be whether the Abloh appointment really does herald the luxury streetwear age, a sector-disrupting event that may change how we think about clothes in a permanent way.

But that's not the only way the "Party in the U.S.A." singer has honored her boyfriend recently — she has also shown her adoration for the Australian singer in a more permanent way.

It has revived a vexing question that policymakers have grappled with for more than a decade: Is there a permanent way to stop Iran from developing the capability to build a nuclear weapon?

A fresh approach to styling, be it with a sleek braid, a bun, or a new padded headband, is a much less permanent way to switch up your look — and luckily, inspiration is everywhere.

Like most love affairs, the beginning is flush with infatuation, the middle feels like a normal and permanent way of life, and the end creeps up on you bringing anguish, diffidence, desperation, and then finally grief.

Love history boasts two key fatalities: 1) the hot young Turk whose coitus was interrupted in the most permanent way; 2) the beloved first husband (and sorta cousin) who met his demise in a car crash.

To address climate change with negative emissions technologies, Microsoft would also need to make sure that there's a safe and essentially permanent way to store the carbon it captures so that it doesn't just get released again.

Reforming the tax code in this permanent way will give companies an incentive to repatriate overseas profits in order invest at home, which will grow the economy and create jobs, something the previous repatriation holiday failed to accomplish.

While the rest of his siblings – Romeo, 15, Cruz, 12, and Harper, 6 – were sitting front row at their mother's Autumn/Winter 2018 New York Fashion Week show on Sunday morning, Brooklyn showed his support in a very permanent way.

"We will lead the BMW Group into a new era, one in which we will transform and shape both individual mobility and the entire sector in a permanent way," Chief Executive Harald Krueger told journalists at BMW's annual results news conference.

BOORSTIN: BUT DO YOU THINK THE FACT THAT PEOPLE RESPONDED SO BADLY, DO YOU THINK THAT DAMAGED YOUR BRAND IN A MORE PERMANENT WAY OR DO YOU THINK YOU'LL BE ABLE TO EARN BACK THAT TRUST AND IN WHAT WAY?

I thought, taking all the particulars together, it seemed like you were looking for a permanent way to close any potential for loopholes, where you create a non-ACA marketplace that would have the detrimental effects that you were describing.

According to the official who shared a draft of a Federal Register notice with the San Francisco Chronicle, DHS intends to push the date the rule would become active into 2018 while it works on withdrawing it in a more permanent way.

In November, The Washington Post reported that Mexico's newly elected president, Andrés Manuel López Obrador, had struck a deal with the Trump administration to make the Mexican side of the border a permanent way station for asylum seekers bound for the United States.

New York Adorned, the tattoo and piercing parlor of choice for NYC cool-girls, and its sister shop, Love Adorned, have collaborated with Brooklyn-based jewelry brand Scosha to offer an exclusive deal that celebrates the romantic holiday in the most permanent way possible.

BC: There has been some disappointment on the fiscal side where we believe that governments generally could have made better use of the windfall of lower rates to reduce their deficits, to consolidate their finances in a more permanent way, in a more structural way.

When the final season of Pretty Little Liars wrapped late last year after seven seasons, the main cast members commemorated their time on the hit TV show in the most permanent way possible: with matching tattoos of their respective characters' initials, inked on their shh fingers.

Loving loves trains — indeed, some years ago he wrote a book with a title professing just that — and he has a stiffly mannered approach to the delights of permanent-way passage, the kind that made E.M. Frimbo so beloved a character of the old New Yorker.

There is a growing sense among housing policy experts that it may take another crisis — a recession or more big losses at the mortgage giants — to get the new president and Congress to come up with a more permanent way to handle the responsibilities now shouldered by Fannie and Freddie.

Most prostheses can be attached to the exterior of the body, in a non-permanent way. Some others however can be attached in a permanent way. One such example are exoprostheses (see below).

The permanent way alone cost over £900,000 sterling and consumed of British steel.

The permanent way was nearly complete by early December, when snow stopped the work.

A derelict permanent way hut south of the location of Park Royal West Halt, in 2002.

The permanent way trails through the physical geography. The tracks' geometry is limited by the physical geography.

In 1920 he was made a CBE. In 1922 he was elected President of the Permanent Way Institution.

Beside the station is the Signal and Telegraph department, which also houses the Permanent Way Gang and the Building Department.

The process of building beaver pipes is quite simple, and often serves as a permanent way to prevent beavers from damming water.

400plus is a free firmware add-on which offers additional functionality for Canon 400D in a non-destructive and non-permanent way.

Hill: Permanent Way vol. 2, p. 95. The pure conversion costs amounted to about £30,000 sterling. Salvage had cost £20,000, and infrastructure £28,000.

The Permanent Way Institution is a technical Institution which aims to provide technical knowledge, advice and support to all those engaged in rail infrastructure systems worldwide. Permanent Way is used to describe the course of a railway line, including the components that form the track, aggregate that supports the track and the civil engineering assets covering bridges, tunnels, viaducts and earthworks.

The Permanent Way department is also headquartered at New Romney. Its original premises have also proved inadequate, and a large new Permanent Way Shed has recently been constructed just outside (and north of) the main station site. This shed contains extensive storage space as well as running lines for the storage of the department's light locomotives, mess coach, and wagons.

A stabling track for Ogose Line trains lies to the east of the station, next to the permanent way depot. This was created in 2008.

It was founded as a railway station in the 1870s, when Poti-Tbilisi permanent way was built. So kharagauli assumed an administrative, later-an economic function.

Charlie Cunningham (born 1984) is a English singer-songwriter and guitarist from Buckinghamshire, England. He has released two studio albums, Lines (2017) and Permanent Way (2019).

Its main use is on permanent way trains being capable of slow speed work for flail mowing and weed killing. It is currently painted yellow and black.

A railway has two major components: the rolling stock (the locomotives, passenger coaches, freight cars, etc.) and the infrastructure (the permanent way, tracks, stations, freight facilities, viaducts, tunnels, etc.).

Bogie bolsters were particularly useful for permanent way loads, such as rail. Many such wagons were not part of the railway's commercial stock, but were included as part of departmental stock (stock used for engineering works on the railway itself). Codes for these wagons included 'Salmon', Bobol and 'Gane' A number of bogie bolsters have been preserved on British heritage railways, as they are convenient for moving rails, telegraph poles and other permanent way loads.

Locomotives and rolling stock are maintained in the workshop at Woody Bay by dedicated teams of volunteers. The railway also has its own team of volunteer permanent way staff who maintain the track.

While the individual vehicles are likely to be expensive, the greatest cost arises from the construction and maintenance of the permanent way, which, for a single rail at ground level must be cheaper.

Based on that advice, the Department decided in October to remove the rail connection to wharf no. 2, and the District Engineer requested that the Inspector of the Permanent Way make the necessary arrangements.

This section details the original permanent way. It also outlines the three major track re- laying projects (in the 1950s, 1980s, and 2000s), and the three major track extension projects (in 1986, 1990, and 1997).

Despite some local opposition, highway engineers building the UK's new motorway system therefore had little interest in protecting the permanent way of the canal; construction of embankments and a culvert completely blocked the original route.

The locomotive is currently stored off-site by its owner, but it is hoped to return it to home metals on the MER in the future, for possible use on demonstration and/or permanent way duties.

He goes on to suggest that the line might in fact have been in profit due to overestimation of the costs of the permanent way and failure to consider converting the line to single-track working.

The train also carries the permanent way maintenance gang to where they are working. Upon its return to Llanberis, the locomotive from this train (always now a diesel) goes straight into service with a passenger train.

Other organisations such as the Institute of Electrical Engineers also hold conferences and seminars on the theme of railway electrification and thus also collaborate with Campaign to Electrify Britain's Railways. The Permanent Way Institution has done likewise.

The station is part of the Dublin–Rosslare railway line. It is staffed and fully accessible. It consists of a single platform and passing loop. It had sidings, used in recent years by occasional permanent way trains.

In the late 1990s, the company was almost bankrupted but avoided administration due to an error in the bank's loan agreement. The financial position has since improved. Recently the railway has increasingly had to rely on paid employees to secure its continued operation, and as with most heritage railways, has relied on special events days to boost income. The railway has suffered from the legacy of Colonel Stephens's cheap and poor construction of the permanent way; thus the preserved railway has sought to update permanent way features, for instance by renewing culverts and embankments.

22–23 online. DeSazilly also developed a process of surface drainage for building on a slope,Charles Couche, Permanent Way Rolling Stock and Technical Working of Railways (London, 1877, translation of French edition) vol. 1, p. 471 online.

The PRRPS has completed a number of major projects since its inception. These include return to service of steam locomotives and heritage rolling stock, rebuilding large sections of railway line and permanent way, and the restoration of historic buildings.

Manchester Corporation took a 30 years lease from Middleton Corporation from the date of purchase by Middleton Corporation. This lease included an undertaking to run all services, re-lay and re-set all permanent way and overhead as appropriate.

Section of timber track from a 16th-century gold mine in Transylvania. The wagons were guided by the pronounced flange on the wooden wheels, and the narrow gauge of allowed the points to be altered by swinging the single switch rail. Contemporary illustration of guided truck used in 16th-century mines in GermanyReconstruction of flat wooden track for transporting silver ore; guidance was by a vertical pin running between the timbers The permanent way is the elements of railway lines: generally the pairs of rails typically laid on the sleepers or ties embedded in ballast, intended to carry the ordinary trains of a railway. It is described as permanent way because in the earlier days of railway construction, contractors often laid a temporary track to transport spoil and materials about the site; when this work was substantially completed, the temporary track was taken up and the permanent way installed.

The station was opened by the Belfast and County Down Railway in 1861. The station closed to passengers in 1950, by which time it had been taken over by the Ulster Transport Authority. Donaghadee remains of the railway permanent way alignment.

They had driving wheels. At with tender they were heavy, but by this time the permanent way had been strengthened by rail replacement. Their tractive effort was at 75% of working boiler pressure. They were numbered 1 to 8, and 31.

Alfred Weeks Szlumper (24 May 1858 – 11 November 1934), was a British railway engineer. He was the President of the Permanent Way Institution and the Chief Engineer of the London and South Western Railway and later the Southern Railway company.

Delmer's book Black Boomerang provided the factual basis for the play; but, using the same techniques he was to develop for his later verbatim theatre pieces such as The Permanent Way, Hare travelled Britain interviewing former propagandists and broadcasters to enhance his script.

The official opening took place on 1 March 1928. By this time the facilities were fully functional. Honeysuckle Point was now a garage for Departmental motor vehicles and a permanent way workshop. A platform to serve the works was opened as Sulphide Junction.

The provision of a new Permanent Way headquarters has allowed the former facility to be given over to a small heritage group who are developing an archive of historical material and a small collection of restored heritage vehicles, which may be used on special trains.

A corresponding arrangement sometimes applied where permanent way maintenance was carried out by motorised trolley. Usually this used special "occupation key" instruments which were interlocked with the normal token instruments and provided at intermediate places where the trolley might be off-tracked (or stored overnight).

The former permanent way of the Border Counties Railway was also taken away through the development of the reservoir. Work was completed in 1981. Queen Elizabeth II officially opened the project the following year. The valley took a further two years to fill with water completely.

The country from Moama to Deniliquin comprises a series of almost level plains. The permanent way was laid on the surface and ballasted with sand. Throughout its length, there were only five curves of 1.6 km radius. The line was built within a period of 12 months.

Carriages and wagons are built and maintained on-site at New Romney in a dedicated 'Carriage and Wagon Department'. Its shed was formerly one of the larger facilities at the station, but is now dwarfed by both the new Permanent Way Shed, and the extended Locomotive Shed.

Her testimony about the crash, and her exploration of the management and maintenance mistakes that caused it, became a major part of David Hare's play The Permanent Way, in which she appeared as a character. Bawden died at her home in north London on 22 August 2012.

A modern permanent way depot was built on the site after the Second World War which incorporated a long-welded rails plant and a gauge system operated by Ruston and Hornsby diesel mechanical locomotives. By 2005, the depot had been abandoned and the site was heavily overgrown.

It takes over 6 months to train as a Track Access Controller and the team was originally made up of former Permanent Way & Signalling Supervisors and Technical Staff. The team was later expanded to include line Controllers, Station Supervisors, Senior Signalmen, other "Operational Manager" backgrounds and Protection Masters.

The next batch of permanent way vans were rated at 25 tons and fitted with ploughs to spread newly laid ballast (AA10). Diagram AA23 was the last GWR design of TOAD, and several vans from this lot of 326 never saw GWR service, having been completed under British Railways.

The strategically important Belfast-Derry railway line is to be upgraded to facilitate more frequent trains and improvements to the permanent way such as track and signalling to enable faster services. The next nearest railway station is Sligo railway station where Iarnród Éireann, trains run to Dublin Connolly.

In the first years of the Vale of Neath Railway, business grew steadily and profitability as good. From 1857 this situation began to change. A coal strike, general depression of trade, and heavy costs of maintaining the permanent way, all reduced profit. No dividend was declared in August 1857.

II, No. 6 (June 1918); page 440. Page 444 discusses the Plymouth locomotive, with a drawing and photograph on page 445. Early models of the permanent way maintenance ganger's Wickham trolley used a vee-twin JAP engine. This drove through a large flat flywheel and a friction drive.

A utility van for use by engineers. The permanent way department currently utilises nine four-wheeled flat wagons, eight of which have removable tops for ballast carrying, a four-wheeled railbender wagon, a bogie man-rider wagon, two bogie flat wagons, a utilities van, and a mess saloon coach (105).

The tramway at the point where it passed over the former Ardda mine workings & tramway. The tell-tale signs of where sleepers have been removed. The minimal permanent way is evident in this photo too. The pipeline from Llyn Cowlyd still has the 'hump' where it passed over the Tramway.

Rolling stock consists of three diesel locomotives and two purpose-built semi-open bogie passenger carriages. A number of permanent way wagons are kept inside the shed at Kilmaedan. At Kilmeadan Station, an ex-Irish Rail grounded MkII carriage, No. 4106, is used as a ticket office and refreshment room.

The latter included lighting, ventilation and other technical components in the tunnels. Both contracts were for the entire section. Infranord used a SVM 1000 track-laying train in November 2014 to lay the permanent way. The long train was able to lay about of ballast, ties and track each day.

In 1990, the railway had to remove 200 metres of embankment damaged by badgers. There are some problems of subsidence outside Rolvenden, which often requires speed restrictions to avoid further damage to the line's foundations. Most of the permanent way between Northiam and Bodiam has now been rebuilt to modern standards.

The permanent way of a system must pass through the geography and geology of its region. This may be flat or mountainous, may include obstacles such as water and mountains. These determine, in part, the intrinsic nature of the system. The slope at which trains run must also be calculated correctly.

The line was passed by Parliament in 1913, although construction did not start until 1921. In 1927, construction was halted, but resumed the following year, although the line was built with substandard permanent way. Passenger traffic was terminated in 1977, and the line has been closed for ordinary traffic since 2002.

The Bo'Bo' units had a power output of . In addition, new hooper cars were built by Skabo. To allow for larger trains, the permanent way was upgraded. The rail profiles were upgraded to 49 kilograms per meter (78 lb/yd), were continuously welded and the gravel ballast was replaced with crushed stone.

The extreme weight of the following train meant that the first four carriages were destroyed completely, killing 11 passengers and 2 train crew. The enquiry, while criticizing the lack of braking power on such a massive train, blamed mainly the inadequate protection of the permanent way work, which should be supplemented by detonators.

This narrow gauge railway is the oldest established heritage railway in Ireland. It is operated and managed by the Irish Steam Preservation Society. It was constructed in stages between 1969 and 1982 entirely by voluntary labour, many of the volunteers being full-time permanent-way workers from Córas Iompair Éireann, now Iarnród Éireann.

These in turn supported the permanent way. The viaduct is high, has four spans, each span composed of four cast iron arched ribs, carried on masonry piers thick and wide. The overall span between end abutments is . The structure was seriously damaged in the Irish Civil War in 1922, but was subsequently repaired.

Communities such as Flisa, Kirkenær and Roverud grew rapidly because they received stations. Diesel multiple units were introduced from the 1930s. Passenger services were reduced in 1963 and were finally abolished in 1994. The line received upgrades to its permanent way in 1964 and 1993, and three lumber terminals were opened in 1987.

The marshalling yard was south of the station in the fork between the running lines. Following the down-turn in coal traffic; the marshalling yard closed (in 1993) and the sidings were greatly rationalised, becoming a permanent way depot. The platforms were also rationalised, from five to two, one up and one down.

In 1840 the line was regauged to standard gauge and connected with the Glasgow, Paisley, Kilmarnock and Ayr Railway at Kilwinning station. The permanent way was largely relaid with heavier equipment to accommodate locomotive operation, and the line was doubled. In 1854 both lines merged with the new Glasgow and South Western Railway.

The new maintenance depot consists of a single-road inspection shed with an additional siding to one side to run round locomotives/store additional locomotives. There is also a small gantry. The site is fenced off from the main running line adjacent to it and is connected with the adjoining permanent way depot.

Dick Kerr accepted £2,500 in shares as part payment. Work started on 3 June 1899: the Countess of Lauderdale cut the first sod at Lauder. There were considerable difficulties between the Company and the North British Railway, who had agreed to work the line, over permanent way specifications and facilities at the stations.

No. 636 was sold to Stored Energy Technology to test experimental equipment. All of the other Brush Railcoach cars were acquired for preservation due to the modernisation of the tramway in 2011–2012. In December 2013, former Permanent Way car No. 259 (originally No. 287, then 624, then Permanent Way car 748) and No. 632 which were preserved by the Fylde Transport Trust, returned to Rigby Road Depot from outside storage and await restoration before they can re-enter service as part of the heritage fleet. No. 621 was preserved at Beamish Museum until 2016 when it was donated to the heritage fleet in Blackpool and moved back there in December 2016. No. 621 returned to service in September 2017, repainted in 1950s green and cream livery.

The tunnel has no blast relief ducts, due to its lack of curves and relatively short length, allowing good air passage. Regular niches were cut into the wall to allow maintenance on the permanent way during running hours. Finally, both portals were capped with stone and it covers a total length of 882 yards.

The Eyre Peninsula Railway was built to narrow gauge as their primary purpose was to promote the development of the area. Construction started with a railway between Port Lincoln and Cummins, opened in 1907. Growth of the network continued through until the 1950s. The system covers some 800 route kilometres, of lightly built permanent way.

The incline railway began at Drumsite and terminated near the old power station in the main settlement precinct. The average gradient of the line was 1 in 6.5. The permanent way comprises two standard gauge tracks, with a concrete strip between. One track was for rail traffic going up, the other for rail cars going down.

Nearby is located next to a siding which is now used to house the line's permanent way rolling stock but was used initially for the Year of Railways main event in 1993, when Isle of Man Railway locomotive No. 4 Loch of 1874 operated services between here and the Dhoon Quarry as part of a series of special events.

Kennedy and Jenkins were appointed consulting engineers, and the contractor for the permanent way was Messrs J.G. White and Company. The overhead wires were erected by Brush Electrical Equipment Company. A depot was erected in Haughton Road. On 25 May 1904, the system was inspected by the Board of Trade and passed fit for public use.

It was built and operated by Greenwood & Batley of Leeds. Nuttal and Co were contractors for the permanent way, and R.W. Blackwell for the overhead wiring.The Light Railways of Colne, J.S. King, Tramway Review, Vol. 9, No. 72, Winter 1972 Construction started on 19 May 1903 when the Mayor of Colne, Alderman Varley, cut the first sod.

The permanent way consisted of malleable iron rails on stone blocks; the form of construction was already obsolete; "half logs" were used in some places. The construction of the E&GR; line to the Haymarket terminal in Edinburgh cost £1,200,000 for 46 miles (74 km). The 30 miles (48 km) of the Liverpool and Manchester had cost £1,407,000.

Today (2007) the former NCC main line from Belfast to Londonderry, the Larne line and the Portrush branch remain open and are operated by Northern Ireland Railways. The upgrading of the Belfast to Londonderry by Northern Ireland Railways will give faster more frequent trains with better permanent way and signalling as part of the strategic investment in the network.

It resulted in a compromise, where the Ulvin Tunnel allowed for a longer section of lakeshore to remain untouched. The groundwork contract was awarded to Veidekke and Hochtief, along with other works. The permanent way was laid by Infranord; Eltel installed the electrical and telecommunications systems. The tunnel is scheduled for opening on 23 November 2015.

All permanent way, rolling stocks were transported from Britain in sailing ships to Calcutta via the Cape of Good Hope (the Suez Canal did not then exist). In April 1854, it was estimated that over 100,000 tons of rails, 27,000 tons of chairs, and some 8000 tons of keys, fish-plates, pins, nuts and bolts were needed.

During construction of a tunnel it is often convenient to install a temporary railway, particularly to remove excavated spoil, often narrow gauge so that it can be double track to allow the operation of empty and loaded trains at the same time. The temporary way is replaced by the permanent way at completion, thus explaining the term "Perway".

In January 2017, Charlie Cunningham released his debut album, Lines on Swedish label Dumont Dumont, including lead single, "Minimum", to critical acclaim, and went on tour in Europe and North America later that year. Lines won the Album Of The Year Award at the Pop Awards 2018. His second album, Permanent Way, was released in May 2019 on BMG.

With lifting capacity of they were employed on permanent way work. Three more cranes (numbers 4a, 5a and unnumbered) were also built at Stratford c1907. The unnumbered example was lost at sea during the First World War whilst in War Department use. All three cranes had a lifting capacity of and were used as breakdown cranes.

At one place, of earth and needed to be removed to create a cutting. The line had a minimum curve radius of and had gravel ballast. The permanent way was built wide enough for the line to be converted to standard gauge.Bjerke & Tovås (1989): 43 The long section from Åmli to Tveitsund was officially opened on 14 December 1913.

The narrow-gauge Bala Lake railway uses the permanent way of the former standard-gauge GWR Ruabon–Barmouth line. The railway, which opened in August 1868, was built by the Bala and Dolgelley Railway Company. Its original route ran between the Corwen & Bala Railway at and Cambrian Railways' station at . In 1877 it became part of the network operated by Great Western (GWR).

The most recent freight workings involved delivering gas mains from New Romney to Greatstone in 1989. As a publicity stunt the first gas main train was steam hauled using No 4 The Bug, which appeared on the local TV news that evening. The railway operates its own engineering and permanent way trains, which now form the majority of its non-passenger workings.

In 1871 there were two accidents within seven months at , County Tyrone. Both were attributed to the poor condition of the permanent way. A level crossing across Ballyfatton Road between Strabane and was the scene of two accidents. In 1876 the crossing-keeper's wife was killed by a mail train and in 1883 a train hit a horse and cart, killing the horse.

The old goods shed at has been converted to an engine shed for inspections and running repairs to the operational locomotives. A secure compound at is the base for locomotives working from that end of the line. Most diesel locomotives work from the DEPG depot at . The permanent way department is based at and maintain their wagons in the old goods shed there.

The development of Slovenia's railway network is depicted with seven maps, each relating to a distinctive era. Historic boundary stones, engraved with the individual railway companies, bear witness in the display to each period. In their time, they marked the ownership of the land where the track was laid. Railway vehicles characteristically operate on special tracks, known as the 'permanent way'.

The Jaipur Metro is being built in 2 phases. Phase I consists of the Pink Line and Phase II consists of the Orange Line. Currently, the Pink Line is under construction. The implementation of Phase 1A of the project (Mansarover to Chandpole having the length of about 9.63 km) including the civil works, permanent way, depot and traction and power supply, etc.

148, p. 307 and the last known movement on the line was on 9 January 2003 when a permanent way inspection railcar traversed the line. Although the line is not currently operational it has not been formally abandoned. The Shannon Foynes Port Company and others maintain contact with Irish Rail to review opportunities for reopening it for future bulk cargo projects.

Baltimore & Ohio Railroad Company A platelayer (British English) or trackman (American English) is a railway employee whose job is to inspect and maintain the permanent way of a railway installation.Platelayer as a career, outlined on this contemporary South African careers website. The term "platelayer" derives from the plates used to build plateways, an early form of railway.Fully explained here by The Platelayers Society.

The Grand Summer Gala is the railway's largest event. It features the entire home fleet of locomotives in operation. Alongside the standard passenger trains, demonstration freight trains are run, featuring the railway's large fleet of freight and permanent way stock. The gala also sees the usage of a number of heritage coaches from the Tucktonia railway, albeit not on passenger duties.

Adjacent to the halt is Adelaide Maintenance Depot for NIR's 3000 Class and 4000 Class DMU's. It is built on the site of the former freight terminal, and consists of a 2-road running shed, 5 stabling sidings, a fuelling apron, a trainwash and 2 sidings for Permanent Way use. It was officially opened on 12 December 2012. Adelaide depot 1.

The nearest railway is operated by Northern Ireland Railways and runs from Londonderry railway station via Coleraine to Belfast Central railway station and Belfast Great Victoria Street railway station. The strategically important Belfast-Derry railway line is to be upgraded to facilitate more frequent trains and improvements to the permanent way such as track and signalling to enable faster services.

Suitable mechanism is provided for operating the switch and > locking it in place. The switch would have had to be operated manually, somehow. Neither the experimental line nor published illustrations gave any indications as to how routine inspection and maintenance of the permanent way were to have been carried out, without recourse to ladders or scaffolding erected in the street below.

In 1864 a local newspaper reported that "The Castella Colliery of Dr Lloyd is nearly exhausted."Cardiff Times, 12 February 1864, quoted in Chapman, Ely Valley Railway and when serviceable permanent way materials were urgently needed to keep the main lines going at a time of great financial pressure, the track of the branch was taken up, some time after 31 January 1867.

The Great Western Railway, as successor to the South Wales Railway, converted its main line and branches in the area to standard gauge between 11 May and 13 May 1872. The FODCR line was converted by the GWR at the same time, at the expense of the FODCR. The Barlow rails were removed and a better standard of permanent way was installed.

He tried various jobs including running a farm, being a publican, and running a haulage firm based at Ninfield in East Sussex. By 1975 he was working as a craftsman blacksmith in the permanent way machine shops at the London Underground Lillie Bridge Depot in Fulham.National Union of Railwaymen, The Railway Review, 21 March 1975, p.8. His last job was as an emergency maintenance man.

The camp and gun emplacement was established at the start of the Second World War in Slades Hill, Enfield. A half-battery of 3.7 inch mobile guns had previously been temporarily sited nearby during the Munich Crisis of 1938. The road to the camp from Enfield Road, previously a track, was made into a permanent way and is now known locally as Camp Road.PLANNING COMMITTEE 25.09.08.

This station is staffed by a station superintendent, three station masters, ten traffic pointsmen, and three booking clerks. The station superintendent is in overall charge of the station, and is responsible for all aspects of station maintenance, staff administration, and commercial statistics. The station contains the office of a senior section engineer for the railway. The permanent way (PWAY) works for tracks and gate is located here.

The single loop goods siding remained in use for the storage of condemned wagons until the closure of the section of the line between Woodford West junction and in February 1964. The station building had also been used for many years by the permanent way staff. The signal box, a ground frame type box, was taken out of use in September 1912, leaving a block section long.

The waiting room was originally at on the Birmingham Cross- City Line; when this line was electrified between 1991 and 1993, the building was dismantled and reconstructed at Market Bosworth. Volunteers have been slowly restoring the station. The station encountered severe vandalism at Easter 2008 with one building, the Permanent Way hut, completely destroyed by arson. Any windows that were originally intact in the signalbox were smashed.

The present standard rail for re-laying work is obtained from a manufacturer in Spain. The original sleepers were creosoted Baltic fir spaced at centres. These have now been entirely replaced by second-hand standard gauge sleepers cut into thirds, creosoted douglas fir, or jarrah and karri (Australian hardwoods from the eucalyptus family). The railway has a Permanent Way team, with a full-time staff of platelayers.

It forms part of the larger Engineering Department. Some platelayers work all year round, whilst others are diverted to other seasonal employment within the engineering department, for example as summer drivers, when more drivers are required than during the out of season periods. Additionally, the permanent way team is strengthened on many days of the year, especially in the winter months, by volunteer workers.

The single track line between Cowan and Hawkesbury River stations was completed in 1887. Five tunnels (Boronia #1 to Boronia #5) were built as double track tunnels but initially only a single track was laid through them. The line was duplicated in stages between 1907 and 1909. The duplication work required major rock excavations as the permanent way was set back further into the hillside.

The Museum of Contemporary Art and Design (Museo de Arte y Diseño Contemporáneo), founded in 1994, is a Costa Rican museum, specialising in contemporary Central American art and design, but also representing international work in the field. To comply with this ambitious idea, we define and promote, in a permanent way, the most recent tendencies and dynamics in the world of contemporary art and design.

Receipts of £1,436 against working expenses of £973 were declared, but this did not include the £200 paid to the GWR for the use of the Ely Valley line, nor for any maintenance of the permanent way which, in the first year alone had cost £500. Paying £1,560 a year escalating, to lease a railway losing £237 a year escalating,3% of £52,000 = £1,560.

The station was opened in June 1867, when passenger services began operating over the line.Binns, p.64 Whilst it was jointly owned by the two constituent companies, the station was run by the Midland Railway who also operated all the trains that served itBinns, p.27 (the Furness Railway was responsible for the upkeep of the permanent way and associated structures on the line).

It was named by the wife of Lord Wavell Wakefield and used on permanent way duties throughout the year and passenger work in the summer. It was originally painted maroon with yellow, later with various bright red stripes, then blue with yellow ends and DRS styled motifs, and currently carries British Railways Brunswick Green livery with small yellow warning panels, similar to a British Rail Class 20.

The piles were arranged in groups of three, across the width of the viaduct. Above them, a timber deck was laid to carry a double track; the deck rested on timber baulks. On 17 September 1852, the first train crossed the viaduct; regular services commenced on 11 October 1852. The delay in its opening has been attributed to a shortage of Barlow rails for the permanent way.

Early models of the permanent way maintenance ganger's trolley used a vee-twin JAP engine. This drove through a large flat flywheel and a friction drive. On later models a standard four-cylinder motor car engine, e.g. the Ford Anglia car 100E engine, provided power through a standard three-speed gearbox to a final chain drive transfer gearbox which included the forward and reverse selection.

Trains for Foynes continued to pass through Askeaton until the line effectively lost all its freight services in 2000. The line is still officially open to freight traffic, but it has not seen a train since the annual weedspray train visited the line on 7 May 2002. The last known movement was on 9 January 2003 when a permanent way inspection car visited the line.

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.

Between 1876 and 1878, Sinclair Boyd entered into discussions with the BCDR to build a station at Bloomfield. This part of the line also had a level-crossing. Bloomfield station sits at mile post 1¼. In 1884, the wagons used for the Neill's Hill sand traffic were the only ones available for the BCDR Civil Engineer to use for ballast work on the permanent way.

This halt was located near the confluence of Seiffener Bach with Schweinitz river () and was equipped with a team track that was connected to the line at both ends. It was of importance for shipping products of the Seiffen toy industry. A small wooden station building and a toilet were provided, an old coach body was used as a storage room by the permanent way department.

Prototype BR-Leyland Railbuses, RB3, which was modified in the early 1980s to run on Irish metals and was used for a period by Northern Ireland Railways, was acquired by DCDR in 2001, with the hope of using it to run midweek trains as it did not require as large a crew as locomotive-hauled trains. However, due to several faults inherent with the prototype Railbus' design, this did not come to fruition. Three more ex-NIR railcars are owned by DCDR, encompassing the last 450 Class, 458 Antrim Castle, which arrived in 2014 and has been converted to a buffet train enabling the current buffet carriages to come out of service for overhaul, and two 80 class railcars which arrived in 2018. A small fleet of permanent way vehicles, all acquired from NIR, and some road/rail on-track plant, are used by the railway's Permanent Way department.

It was designed by Robert Stephenson and G. Bidder. The Birmingham and Derby Junction Railway issued tenders for the contract in May 1837 and the contracts were let in August 1837. It was built in rusticated ashlar stone with 19 arches to bridge the River Anker and was originally known as the Anker Viaduct. By February 1839 the construction was completed and the ballasting was being prepared for the permanent way.

Drummond was born in Ardrossan, Ayrshire on 1 January 1840. His father was permanent way inspector for the Bowling Railway. Drummond was apprenticed to Forest & Barr of Glasgow gaining further experience on the Dumbartonshire and Caledonian Railways. He was in charge of the boiler shop at the Canada Works, Birkenhead of Thomas Brassey before moving to the Edinburgh and Glasgow Railway's Cowlairs railway works in 1864 under Samuel Waite Johnson.

Monaco Monte Carlo station The railway is totally underground within Monegasque territory, and no trains can be seen at ground level within the nation. It links Marseille to Ventimiglia (Italy) through the principality, and was opened in 1868. Two stations were originally provided, named 'Monaco' and 'Monte-Carlo', but neither remain in current use. The railway line was re- laid, in a new permanent way in tunnels, constructed in two stages.

Portlaoise (formerly Maryborough) railway station opened on 26 June 1847. In March 2008, Irish Rail opened a new Traincare depot south-west of Portlaoise town centre (officially opened on 25 July 2008). The depot provides a high quality maintenance and servicing facility for the 183 intercity railcars and some facilities for outer suburban railcars serving the Dublin - Portlaoise route. Irish Rail also have their Permanent Way depot South of the station.

Both the station building itself and the former Station Master's house are still in existence as private dwellings. The original signal box also remains, now converted into a storage shed. There is also a prefabricated Nissen Hut and shed in the grounds of the Station Master's house. The course of the permanent way (track since removed) can be clearly seen to the west and east of the station.

A little known loco which ran on the line was No. 14, a small shunter with Mechanical transmission. It was built for the line by Gordon Walker in 1985 using a 1000cc Austin engine and a Hudson coach bogie. No 14 was designed for permanent way work though it could in fact haul 6 of the line's articulated coaches. It was not successful, mainly because of the crude belt drive.

The main station building has survived into private ownership, the only one of those built by the Buckinghamshire Railway to do so. The station passed into the hands of Reg Waters, a permanent way railwayman, who used the station's goods shed as a garden shed where he also kept a collection of railway relics. The platforms also remain although are significantly covered by grass. A bench on the westbound platform remains.

It was a "517" class 0-4-2ST. He considered that this was a heavy class of locomotive considering the very light character of the permanent way, which would, he considered, lead to serious maintenance difficulties. The undertaking regarding the method of working had still not been submitted, and also the GWR had not connected the Princes Risborough section of its own line, so Rich again refused permission to open.

The Warrington and Newton Railway was a short early railway linking Warrington to the Liverpool and Manchester Railway at Newton, and to pits at Haydock, nearby. It opened in 1831. The Grand Junction Railway aspired to make its long-distance route from Birmingham to Liverpool and Manchester, and acquire the W&NR; so as to use it from Warrington northwards. The permanent way needed to be strengthened for main line use.

The first sod was turned on 18 June 1862 and the work was proceeded with. Benjamin Ventors took over Martindale's cancelled contract to provide and lay the permanent way and ballast and the section was finally opened for traffic on 2 May 1864. It was opened when the New South Wales Railways had only three short lines, i.e. Sydney to Penrith, Granville to Picton and Newcastle to Singleton.

This coincided with the commissioning of automatic signalling through the Manawatu Gorge, extending the area of responsibility for the Palmerston North CTC over the Palmerston North – Woodville section. However, not all of the works planned for Woodville had been completed. A new goods shed and a new staff amenities building for the Permanent Way and Signals staff had still to be constructed, and were already in the planning stages.

After Ouspensky's death, his students published a book entitled The Fourth Way based on his lectures. According to this system, the three traditional schools, or ways, "are permanent forms which have survived throughout history mostly unchanged, and are based on religion. Where schools of yogis, monks or fakirs exist, they are barely distinguishable from religious schools. The fourth way differs in that "it is not a permanent way.

The permanent way was built by the railway for the entire line. The northern part was built below budget, while the latter matched it. The subcontracting was an experiment to see if savings could be made this way, but based on the experiences from the line, NSB abandoned the system. Construction was quick, largely due to the flat landscape and the limited amount of bedrock which needed to be negotiated.

Of those remaining, car 25 was stripped of her trucks and motors in 2003 and these have since been fitted to the "new" dedicated works car, now known as car 34. Also, car 26 has been out of service for many years, and 27 is a permanent way "hack" having more recently received a striped yellow and black paint scene to her dash panels, and prior to this a somewhat makeshift windscreen.

A year later, the Great Northern, Piccadilly and Brompton Railway, later the Piccadilly line, was opened, and the depot was reconfigured to provide stabling and maintenance for their trains. Parts of it were used as a permanent way depot, until 1932, when extensions to the Piccadilly line created a new depot at Northfields, and the site was purely used by engineering departments. It was reconfigured at this time, and again in 1962 and 1987.

In November 1975, the Permanent Way Inspector gave a gloomy description of the state of the track. In the face of this report, Council decided to close the Tramway. It was decided that the service would terminate on 31 December 1975, and tenders would be called for the sale of of steel rails and the diesel locomotive. The tramway ran its last service at some time in the days just before New Year 1976.

Two of the bodies were incinerated and were not recovered. Men employed to clear the crash site and repair the permanent way reported finding calcined bones and lumps of flesh. Some of the human remains had coins fused to them from the intense heat of the fire. The bodies that could be recovered were moved to Thirsk station and an inquest was opened immediately so that the bodies could be released to the families.

Towards the end of their useful lives, many class members were converted to service (non-passenger) stock such as carborundum rail scrubbers, permanent-way vehicles, railgrinders and breakdown units. A large number of units were also sold to museums and public transport operators in Australia and around the world, with some still running today. From 1978 until 1982 many W2s were painted by well-known Australian Artists as part of the "Transporting Art" program.

An air-raid shelter was also built, at public expense, at his house; justified as being a conference room for board members. He also used his position to further his son's career, in 1944 appointing Bell Jr. as permanent-way engineer, with Bell Jr. quickly rising to the senior position of chief engineer of the MMTB. Bell Jr. was unqualified for these positions, and was replaced as chief engineer in late 1951.

The railway approaches too, including the tunnel, had experienced difficulty, and due to very slow progress the work was taken from Vickers and Cooke and allocated to Gareth Griffiths of Lydney in 1878. The bridge was completed in August 1879 and permanent way installation commenced on the bridge. L-section guard rails were provided. The bridge superstructure was painted cream, while the piers were painted chocolate above the water line and black below.

File:Tralee station and sheds, 1948. Until recently there was an active container terminal and freight yard opposite the main station. This survives for permanent Way trains and the storage of redundant equipment. The yard opposite the passenger station was built in the late 1970s on the site of the original freight yard and engine shed to replace a larger yard alongside the former Tralee-Fenit and Tralee-Limerick line west of the passenger station.

A Tm2/2 diesel locomotive is used for works duties. Cars are painted in an orange and cream colour scheme, with a distinctive stylised smile on the front. The line is built to metre gauge ( gauge), and is electrified on the overhead system at 1200 volts DC. The workshops are adjacent to Agno station, but trains are stabled at both termini. There is also a permanent way siding at Bioggio Molinazzo station.

Oxfordshire Ironstone Railway's permanent way hut (known as a P-hut) at Drayton in 2005. A P-hut was used by track maintenance staff. At the far right is a pile of rubble where a signal post used to be. The Oxfordshire Ironstone Railway was built during the First World War to carry ironstone from a quarry west of Horley to a junction with the Great Western Railway just north of Banbury.

Plaxton President bodied Dennis Trident 2 traversing a former Fastlink guided busway. The route is now a tram line for Edinburgh Trams Lothian Buses' services have been integrated with Edinburgh Trams, since the trams commenced operation in 2014 – both are managed by Transport for Edinburgh, with Lothian Buses serving interchange with the trams at various locations. The now closed guided busway element of Fastlink formed part of phase 1a of the tram permanent way.

The permanent way was cast iron fish- bellied rails on stone block "sleepers", and the track gauge was 4 ft 6 in (1,372 mm). A number of other railways, particularly in the west of Scotland, followed, notably the Garnkirk and Glasgow Railway of 1831, which extended and reconstituted itself as The Glasgow, Garnkirk and Coatbridge Railway in 1845, and the Wishaw and Coltness Railway in 1844. Collectively these lines were known as the coal railways.

They then join the remaining part of the Oban line by means of the link line, which had formerly been infrequently used. Crianlarich Lower station closed on 28 September 1965, and on 1 November 1965 the Upper station's name reverted to "Crianlarich". The late 19th century 13-bay brick engine shed still stands and Historic Scotland have designated it as a category C listed building. It is now used by the Permanent Way engineers.

The ECR and later the GER were supposed to have kept the leased line in good order, but the GER was not in good financial health. In December 1865 GNR and GER engineers made a joint inspection of the R&HR; line. The stations and permanent way were in a state of dilapidation, and there were insufficient sleepers to each length of rail. The GNR's engineer demanded that 11,400 sleepers should be renewed.

Up until 1979 it was used regularly on works trains and has now been restored to original condition and is part of the Museum Collection. Its last scheduled passenger run was a special for the Cumbrian Railways Association in 1979, although it has operated informal after-hours specials on occasion since. Looked after by the Murthwaite Locomotive Group, it is currently operational and saw usage on permanent way duties, specifically ballast trains, in winter 2007.

Completion of the permanent way was to be by 31 July 1861. ENGINEERS AUSTRALIA Melbourne to Bendigo & Echuca Railway Heritage Recognition Ceremony Clarke appointed William O’Hara to design bridges and viaducts, while William Edward Bryson stated to the Select Committee of the Legislative Assembly on Railway Contracts that he had designed most of the large bridges on the line. Clarke clearly influenced the design of the railway in setting the standards for the line.

The directors were responsible for appointing staff whilst a finance committee decided the wages. The engineer was responsible for rolling stock and permanent way whilst the traffic manager dealt with operations. Stations were run by a police sergeant who had ticket clerks under them and they reported to a number of inspectors and an overall manager. Other policemen were responsible for the operation of points and signals as well as more familiar duties.

A timber signal cabin was later built on the down side of the crossing at an angle to the track for visibility. Following rationalisation of the signalling, this cabin was removed in 1925 and replaced by a 3 lever ground frame on the opposite side. Permanent Way workmen loaded the signal cabin onto the 12:15pm stone train and brought it into Belfast. The sand siding had been closed and built over in the 1920s.

The estimated cost of construction was £48,308. The administrative procedure for issuing the required Order was very much delayed, but on 30 June 1898 the Light Railway Order was issued. A contract was concluded with Dick Kerr & Co for £34,151 to build the line, with an additional £5,660 for providing the permanent way. The North British Railway subscribed £15,000 of shares, Berwickshire County Council £12,000,Hadjucki; Ross says £12,000 and Lauder Town Council £3,000.

The First World War and the post-war period interrupted further expansion. During the 1920s the network was extended towards Klingenbrunn station and, by 1926, there were 41 kilometres of line and 5 kilometres of sidings. After the hurricane devastation of 1927, work intensified and a line was built to the forest railway terminus at Finsterau. In the early 1930s the Spiegelau Forest Railway reached its greatest extent with 95 kilometres of permanent way.

The building is an open style shed consisting of an iron support structure covered over with corrugated iron. The OPR shed spans over track that was previously the eighth line of 8 marshalling sidings at Orange. The shed is in a good condition though its integrity is diminished. ;Perway office and depot The Permanent Way Depot is located opposite the Administration Building on the eastern side of the Orange rail precinct to the north of the station.

The second Magus borrows Adam's downward gaze and idealised normative profile. A key part of the composition is its spatial and structural formation, which is precisely detailed through the use of perspective. Architectural archways are formed throughout the background, including some that are broken, and some that are only partly visible to the viewer's eye. This works to avoid defining structure in the composition in a permanent way, allowing nature to also organise the vastness of the pictorial space.

The town had a station on the Great Northern Railway (the GNR) which was closed in 1965. The nearest railway station now is operated by Northern Ireland Railways (NIR) and runs from Waterside Station in Derry, via Coleraine, to both Central Station and Great Victoria Street Station in Belfast. The strategically important Belfast-Derry railway line was recently upgraded to facilitate more frequent trains and improvements to the permanent way such as track and signaling to enable faster services.

In early 2009 renovations to the permanent way were carried out between Langwedel and Soltau, something that had been repeatedly delayed since the 1990s. The Federal Railway Office (EBA) had set Deutsche Bahn a deadline after when it threatened to ban operations between Langwedel and Soltau. Consequently, train services in the 2008/2009 winter timetable were interrupted due to major work on the line and in Visselhövede station. These measures secured the continued existence of the line.

They were fitted with exhaust scrubbers, to enable them to work in the tunnels. To speed up track renewals on the subsurface lines, class 66 locomotives have been hired in since 2006 to handle permanent way trains, but again suffer from being too heavy for some of the bridges. Because they are not fitted with tripcock safety devices, and pull trains much longer than the signalling system is designed for, they are restricted to slow speed running.

View of the Windsor side of Waterloo in 1979, with a Class 487 car in the background waiting to be returned to the Waterloo & City line after maintenance The ordinary LSWR permanent way was used, with rails, but in the tubes longitudinal timbers were used instead of cross-sleepers. The sharp curves had check rails. Cross-bonds paralleling the running rails electrically were provided every and between tracks at the cross passages. The track gauge was the standard .

4 was still required, and it was therefore decided not to make any changes to that connection. However, the Department decided in October to proceed with its plans for wharf no. 7 and arrangements were made with the Inspector of the Permanent Way for the work to be carried out. Further modifications were planned to waterfront trackwork in 1982, when the Department notified the Harbour Board that it intended to remove rail access to No. 1 Breastwork.

The purchase of three new trams was authorised, funded by a loan of £6,000 over fifteen years. Although negotiations were commenced in December 1920 to purchase land at Buckland for provision of workshops, agreement could not be reached and the scheme never got off the ground. All maintenance continuing to be done at the small Maxton depot. In 1921, the manager asked that the responsibility for the permanent way be transferred from the Borough Engineer's Department to himself.

Through services ceased entirely on 7 September 1947 and the route closed. Whilst open, this station was accessed via a branch line off the former Great Central Main Line with the junction being just to the north of Quainton Road. The branch line continued through Winslow Road and ended at a terminating platform at Verney Junction. Today very little remains of this station, the permanent way between Quainton Road and Verney Junction having long ago been lifted.

In the first decades of the nineteenth century there was increased demand for coal in Glasgow, for domestic and industrial purposes. There were limited local supplies, and the Monkland Canal had been bringing coal in from the Monklands pits. In 1826 the Monkland and Kirkintilloch Railway was opened to modernise the transport of the mineral, bringing it to the Forth and Clyde Canal. The line was horse-operated with primitive permanent way, but it was successful in its objectives.

The section from Jamrud to Landi Kotal was opened on 3 November 3, 1925 by the wife of the engineer.Bayley, Victor (1939). Permanent Way Through the Khyber. London: Jarrold “British Library Archives and Manuscripts Catalogue” - Search; Retrieved 11 Apr 2016 The train took passengers through rugged mountainous terrain reaching a height of to reach Landi Kotal and covering a total distance of through 34 tunnels, 92 bridges and culverts and a zig-zag between Landi Kotal and Landi Khana.

The first of these WT Class 2-6-4 tank locomotives were delivered in the late summer of 1946. Additional orders followed and by the end of 1947 ten engines were in service. Passenger rolling stock was augmented by eight elderly ex-Midland Railway coaches from the LMS which were refurbished in Belfast and fitted with salvaged gauge bogies. A start was made on restoring the permanent way and air-raid damage at York Road station was repaired.

Gort has two platforms with lifts, bridges, ticket machines and a loop while Sixmilebridge, Ardrahan and Craughwell have just one platform each. In Gort the signal cabin has been restored and relocated and there is a small depot for permanent way crew. This reopening was the Phase One of the reopening of the Western Rail Corridor. It involved the relaying of 58 km of track, rebuilding bridges, installation of signalling systems, level crossing upgrades and building the stations.

They were tasked with inspecting new lines, and commenting on their suitability for carrying passenger traffic. However, the inspectorate had no powers to require changes until the Railway Regulation Act 1842 ('An Act for the better Regulation of Railways and for the Conveyance of Troops') gave the BoT powers to delay opening of new lines if the inspectorate was concerned about "Incompleteness of the Works or permanent Way, or the Insufficiency of the Establishment" for working the line.

As with other cryptocurrencies, the validity of each ether is provided by a blockchain, which is a continuously growing list of records, called "blocks", which are linked and secured using cryptography. By design, the blockchain is inherently resistant to modification of the data. It is an open, distributed ledger that records transactions between two parties efficiently and in a verifiable and permanent way. Unlike Bitcoin, Ethereum Classic operates using accounts and balances in a manner called state transitions.

As with other cryptocurrencies, the validity of each Ether is provided by a blockchain, which is a continuously growing list of records, called blocks, which are linked and secured using cryptographic hash functions. By design, the blockchain is inherently resistant to modification of the data. It is an open, distributed ledger that records transactions between two parties efficiently and in a verifiable and permanent way. Unlike Bitcoin, Ethereum operates using accounts and balances in a manner called state transitions.

In the case of the French stretcher, a mitre joint is used to adhere the corners. "Keys" or small triangle wedges are inserted in the joint after stretching the canvas to give the canvas its final tension. When fastening the canvas, pressure should be distributed evenly around the stretcher to minimize warping due to unequal distribution of pull. Unlike other types of stretchers, the corner joints in French stretchers are not glued or fastened in any permanent way.

Indian Railways Institute of Civil Engineering (IRICEN), Pune is the training institute for the Civil engineers of the Indian Railways. The institute had a modest start in 1959 as the Permanent Way Training School for training entry level Civil engineers. It is now a Centralised Training Institute and trains officers of the IRSE cadre of the Indian Railways.IRICEN Located in the city of Pune, IRICEN imparts training to up to 100 engineers/ managers at a time.

German-built narrow-gauge lines in German South West Africa were therefore gauge, while those in South Africa, built to Imperial standards, were gauge.Design and Maintenance Guide 09, Permanent Way, Chapter 7: Narrow Gauge Railways. Defence Estate Organisation, July 1997, Ministry of Defence, London : The Stationery Office, pp. 66-73. . (Accessed on 4 July 2016) In practice, however, the two gauges are still being treated as one and the same by, for example, the British Military.

In addition to various repairs of wagons, coaches, cranes and tower cars, and locomotives, Jamalpur also undertakes repair and production of permanent-way fixtures. It also manufactures some tower cars such as Mark II, Mark III and break-down cranes of 10, 20, and 140 tone capacities, besides various kinds of heavy-duty lifting jacks. Finally, it also manufactures wheel sets for coaches and wagons. Jamalpur workshop was a significant supplier of cast-iron sleepers as well.

Services extended to Youghal from 23 May 1860. From 1 October 1860 until May 1861 a temporary way was laid to the new terminus at , passing over the tunnel of the Dublin main line and convenient to the GS&WR; Penrose Quay station, carriages on that section being hauled by Flemish horses. Following the laying of the permanent way the first scheduled first steam-hauled train for Youghal departed Cork Summerhill on 30 December 1861 at 09:45.

Prior to PPM's introduction in 2000, there were a variety of punctuality measures. For example, in 1957 Gerry Fiennes published an analysis showing that permanent way restrictions accounted for 25% of delays, locomotives (eg poor steaming due to wrong type of coal for the engine) 25%, signals (mostly due to other delays) 15%, signal failures 10%, coach defects 8%, station duties 4% and miscellaneous (eg. open doors, lamps out, special stops) 13%.Railway Magazine September 1957 p.

In 1969 it was replaced by a then surplus steam locomotive, part of BNM's failed experiment in Steam Traction: No2/LM44, built in 1949. The line was changed to narrow gauge and has been steadily expanded to a balloon loop since. It has since acquired several diesel locomotives. ESB Ruston, Serial 326052, No 4, affectionately known as "Rusty" is the railway's Permanent Way locomotive and supplants No 2 from time to time and Planet, works no.

" "Both stone blocks and wooden sleepers are used for the permanent-way". "In passing over Arden Moss, for a length of 1½ miles, the rails are entirely laid on longitudinal timbers of red pine, having a scantling of 10 inches by 4 inches. These timbers rest on cross sleepers of beech, larch, or Scotch fir, which are 9 feet in length, and have a cross section of 12 inches by 6 inches, being placed at intervals of 3 feet.

After the departure of District trains, parts of the depot were redeveloped as a permanent way facility. The organisation of the site was haphazard, and the facilities were primitive, but the location was well-placed, enabling works trains to reach most parts of the system relatively easily. The site had acquired a building made of corrugated iron, which housed the stores and machine shops. There was an area where crossings were laid out, and other areas where sleepers, rails and fittings were stored.

Specialised types included AA8 which had a low, central body to allow forward visibility (for the banking locomotive) on the steeply-graded Pontnewynydd line in south Wales; it had an open veranda at each end. AA7 were small 12 ton vans for working over the Metropolitan Railway’s underground lines to Smithfield Market. AA4 were fully enclosed vans for working through the lengthy Severn Tunnel. Other fully enclosed vans were built for use on permanent way trains and were given diagram AA6.

From that date the company worked its own trains, using two locomotives hired in from the Newport, Abergavenny and Hereford Railway. The construction had been expensive, and the Company reconsidered the likely cost of the conversion of the Monmouth Railway. As a 3 ft 6in gauge horse-operated plateway, there were numerous sharp curves, unsuitable for locomotive operation, and the tunnel was of a small profile. The plateway permanent way would have required conversion for full railway operation with locomotives.

In 881, however, Saracens paid by the Duke of Naples, Athanasius, burned and raided the monastery. Surviving monks fled to Capua. They returned in 914 to reconstruct a monastery, but only at the end of the tenth century were they able to reestablish the community in a permanent way, and then with the aid of the emperors Otto II and Otto III. The location of the monastery was transferred to a new, more defensible position on the east side of the river.

The station was opened on 15 January 1873 by the East Gloucestershire Railway (EGR). It was built in open fields beside the road to Lechlade, east of Fairford. As with the stations at and , Fairford was a simple, single-platform structure, built of honey-coloured local Cotswold stone which reflected the architecture of the nearby villages. There was also a standard Great Western Railway signalbox, a Pagoda Platform Shelter and a small permanent way shed which housed a motorised trolley.

Such tracks make it possible, for some effort, to transport loads several times heavier than normal roads would allow. Over time, calls for ever-heavier vehicles and greater speed demanded the development of stronger track. This involved changes in the size of the rails and in the ways in with they were secured, and in the sleepers, where wood gave way in some places to steel and, finally, concrete. The gangs that maintained the permanent way used a range of tool and vehicles.

Retrieved 5 September 2014. As a result of this, the current three platforms no longer have canopies and are numbered 2, 3 and 4. The platform 1 permanent way is still intact, and is used as a fast through line for non-stopping trains; all trains on the Great Western Main Line pass through the station. The current station building was completed in early 1996; there was also extensive renovation of the adjacent bridge on Horn Lane throughout 1995 and 1996.

An LSWR type 4 signal box was located in the apex of the junction. On the main line, to the west of the junction were Alderbury staff platforms. These were originally built to allow the transfer between West Moors and Southampton trains, but this appears to have stopped by 1881. After this the platforms were used for the families of railway staff, to pick up and drop off permanent way staff and in emergencies such as the failure of a train.

Their recommendations were numerous, and included a total abandonment of electrification in favour of dieselisation, and steam engines were phased out from 1960. The quadruplication project, however, was continued. Track layouts were produced by the Permanent Way and Works team, Graceville being drawn in 1955. To accommodate the new works at this station, a number of partial resumptions were undertaken in Appel Street, where two houses and the house/shop on the corner of Verney Avenue were moved east on their allotments.

Eventually the line was deemed to be ready for inspection by the Board of Trade on 10 January 1848. Captain Robert Michael Laffan RE carried out the inspection and issued an unfavourable report dated 3 March. He was much concerned that the permanent way was very roughly laid and unballasted in places; neither were there any signals. Furthermore, he deemed that a bridge had been constructed in a hasty manner with the result that, when tested, it exhibited very great deflection.

Several films have featured the Uganda Railway, including Bwana Devil, made in 1952, the Tsavo man-eaters are part of the plot of the 1956 film Beyond Mombasa, The Ghost and the Darkness, in 1996 and Chander Pahar, a 2013 Bengali movie based on the 1937 novel by Bibhutibhushan Bandyopadhyay. In addition the 1985 film Out of Africa shows the railway in a number of its scenes. A documentary on the construction of the line, The Permanent Way was made in 1961.

They had a R.A. of 1 and so had the least axle load related restrictions put upon them. Route Availability (RA) is the system by which the permanent way and supporting works (bridges, embankments, etc.) of the railway network of Great Britain are graded. All routes are allocated an RA number between 1 and 10. Rolling stock is also allocated an RA (again between 1 and 10) and the RA of a train is the highest RA of any of its elements.

There appeared to be no official sanction for these two excursions and soon afterwards stop blocks were erected just north of Droxford and south of Farringdon. However this was not the last time the rules would be bent. On 26 March 1955 the stop block at Farringdon was dismantled and a special train visited both Privett and East Tisted stations to recover, amongst other things, two concrete permanent way huts. Following this special working's retreat, the stop block was re-erected.

The tunnel was the first stage in a project to reduce travel time between Steinkjer and Trondheim to one hour. The tunnel section will not be suitable for high-speed trains, as it was built with curves with too small a diameter, notwithstanding political debate about both these tight curves and the possibility of double track. The whole project involved of new tracks and permanent way. The blasted rock is used to build a new apron at Trondheim Airport, Værnes.

When the line was handed back on 1 April 1866, the sleepers had been supplied but not installed, and it was left to the GNR to put the road in order. Eleven miles had been relaid and 5,000 new sleepers inserted within three months; nevertheless on 3 July a fatal derailment occurred.Wrottesley, volume I, pages 163 and 164 Captain Tyler reported on the causes of the derailment. The permanent way was laid with 16-foot rails, and the joints were not fished.

Other states chose late April dates, or May 10, commemorating Davis' capture. The Ladies' Memorial Association played a key role in using Memorial Day rituals to preserve Confederate culture. Various dates ranging from April 25 to mid- June were adopted in different Southern states. Across the South, associations were founded, many by women, to establish and care for permanent cemeteries for the Confederate dead, organize commemorative ceremonies, and sponsor appropriate monuments as a permanent way of remembering the Confederate dead.

There was also a parcels clerk at the Brian Mills Mail Order Depot. Also at that time, the revised station working enabled the running lines and sidings at the south end of the station to be simplified. The consequent reduction in permanent way (i.e. railway track) released areas of land at track level which was available for the erection of support for further street level development between Athenaeum Street and Holmside bridges and also on the south side of Holmeside.

In 1999 Myanma Railways had 868 coaches, with a further 463 on order. However many branch lines have only lightly built permanent way, and on these routes traffic is in the hands of a fleet of more than 50 light rail-buses built from lorry parts in MR's workshops. These are powered through their rubber-tired road wheels, and usually haul three small four-wheel coaches converted from goods wagons. Small turntables are used to turn the rail-buses at the termini.

He published an interim collection The Permanent Way in 1996 with the local Three Spires Press and subsequently became workshop leader at the Munster Literature Centre and poetry editor of the journal Southword.Irish Emigrant - News and jobs for the global Irish community In 2004 he was the recipient of an artist's bursary from Cork City Council. In 2005 he published A Visit to the Clockmaker, translations of a selection of work by the Bulgarian poet Kristin Dimitrova. Seven months later he died unexpectedly.

Each block contains a cryptographic hash of the previous block, a timestamp, and transaction data (generally represented as a Merkle tree). By design, a blockchain is resistant to modification of the data. It is "an open, distributed ledger that can record transactions between two parties efficiently and in a verifiable and permanent way". For use as a distributed ledger, a blockchain is typically managed by a peer-to-peer network collectively adhering to a protocol for inter-node communication and validating new blocks.

From November 1857 the GNR complained about poor permanent way conditions between Wakefield and Leeds, and threatened to transfer its traffic back to the Methley route of the Midland Railway. In October the Bradford, Wakefield and Leeds Railway gave notice that from 1 January 1858 it would appoint its own station staff. The GNR abruptly withdrew its engines and coal wagons, in effect ceasing to work the line. The BW&LR; hurriedly had to acquire engines and wagons of its own.

Ouspensky documented Gurdjieff as saying that "two or three thousand years ago there were yet other ways which no longer exist and the ways then in existence were not so divided, they stood much closer to one another. The fourth way differs from the old and the new ways by the fact that it is never a permanent way. It has no definite forms and there are no institutions connected with it.""In Search of the Miraculous" by P.D. Ouspensky p.

The concept of trash culture should not be confused or merged with the concept of "kitsch", even if the two are correlated. Kitsch is linked to art in a permanent way, but it is also a social phenomenon which establishes itself as a way of being: in Western society it is characterized by the limitation of the artist's space of creation. Kitsch is essentially multiplication and reachability. It is based on the consumeristic civilization which creates to produce, and produces to consume.

Raphoe railway station opened on 1 January 1909 and finally closed on 31 January 1959. Royal School Boarding House, Raphoe. The nearest railway station is operated by Northern Ireland Railways and runs from Londonderry railway station via Coleraine to Belfast Central railway station and Belfast Great Victoria Street railway station. The strategically important Belfast-Derry railway line is to be upgraded to facilitate more frequent trains and improvements to the permanent way such as track and signalling to enable faster services.

Coleraine railway station opened on 4 December 1855 and shares facilities with the town's Ulsterbus bus depot. Passenger service is delivered via the Belfast-Derry railway line along the scenic shore of Lough Foyle and the Coleraine-Portrush railway line branch line. The Belfast-Derry railway line is to be upgraded to facilitate more frequent trains and improvements to the permanent way such as track and signalling to enable faster services. The railway station was closed for goods traffic on 4 January 1965.

It remained open until October 1850. It was situated on the north side of Fen Road just before the main line crossed the River Cam. A signal box controlling the junction and level crossing over Fen Road stood at the northern end of the bridge until November 1984. A triangle of land between the St Ives branch and the main line was used at least from 1911 by the permanent way department to store materials and comprised a number of sidings.

An LNWR engine was hired in to test the track. The company could not afford to purchase a locomotive, and train services were operated using a hired 0-4-2 saddle tank named Hebe. Four passenger coaches were procured by a group of debenture holders, who formed the Garstang Rolling Stock Company on 12 October 1870 for the purpose.Perkins The permanent way consisted of 48 lb rails fastened to longitudinal sleepers, although a portion was laid with 56 lb bridge rails.

The line was to be worked by the York, Newcastle and Berwick Railway, under the same rules as the Thirsk and Malton Line. Work on the line began in 1847, and by 1849 over £100,000 had been expended on the construction of the line, the majority on works (£52,921) and permanent way (£31,597). The bursting of the speculative bubble of the Railway Mania in the late 1840s adversely affected the line's prospects.LNER encyclopedia, para.4 By early 1849 the company's calls on shares were in arrears.

The Midland Railway's London extension opened in 1857, at this stage to Hitchin. It crossed the LNWR line at Bedford by a (nearly) 90-degree flat crossing; although it was undesirable, it was considered an appropriate economy measure as compared with a bridge crossing.In fact the western apex of the engine turning triangle was crossed by the Midland line, forming a complex permanent way construction. On 12 March 1875 a collision took place at the location, as an LNWR train was struck by a Midland train.

The bridge was rebuilt as a single span without any intermediate support piers. Other bridges similar to the destroyed bridge had their piers reinforced. The replacement bridge The original inquiry into the accident found that the primary cause of the crash was "the very unsatisfactory condition of the permanent way", being the poor fastening of the track, causing the track to spread and allowing the left front wheel of the locomotive to come off the rail. Other contributing factors included the structure of the bridge itself.

A Bala Lake Railway trip The Bala Lake Railway (Welsh: Rheilffordd Llyn Tegid) is a narrow-gauge railway along the southern shore of Bala Lake in Gwynedd, North Wales. The line, which is long, is built on a section of the former standard-gauge Ruabon–Barmouth GWR route that closed in 1965. Another section of the former permanent way is used by the Llangollen Railway. The Bala Lake Railway, which runs on -gauge preserved rolling stock, is a member of the Great Little Trains of Wales.

Since the destruction of the enemy fleet was the only permanent way to end this problem, Caesar directed his men to build ships. However, his galleys were at a serious disadvantage compared to the far thicker Veneti ships. The thickness of their ships meant they were resistant to ramming, whilst their greater height meant they could shower the Roman ships with projectiles, and even command the wooden turrets which Caesar had added to his bulwarks. The Veneti manoeuvred so skilfully under sail that boarding was impossible.

Rednal rail crash was a rail accident that occurred near Rednal station in Shropshire. On 7 June 1865 a permanent way (groundwork and rails) gang were lifting and packing the "up" line north of Rednal station on a 1 in 132 gradient that falls from Whittington. A green flag had been set away at the top of the incline as a warning. At 12:29 an excursion train from Birkenhead left Chester for Shrewsbury consisting of 28 coaches and two brake vans and hauled by two locomotives.

He made 140 league appearances for Hull, 98 of which were consecutive. He made 271 appearances in first-team and war football for Hull, leaving the club in 1920, after which he spent a season with Doncaster Rovers. He joined York City in July 1922 for their first season in the Midland League and advised the club on team selection. He left the club in 1924 after making 56 appearances in the Midland League for York and later became a trainer at LNER Permanent Way.

Work started on a road rail bridge over the Waikato River, with three spans late in 1874. Cylinders for the piers were delivered in 1875 and the first was put in place on 24 June 1875. The bridge was said to be near completion in April 1876, and a test train was run over it and it opened for road traffic in December 1876. However, it wasn't reported as finished until 1877, the year of a permanent way contract for the 30 miles from Mercer for £16,832.

After working initially for his father Wilson was articled to Stark & Fulton, Engineers, of Glasgow. Wilson worked on the Caledonian Canal and various railways, including acting as the locomotive superintendent for the Hull and Selby Railway. From 1847 to 1853, he was engineer to the York and North Midland Railway, before assuming this position on the Midland Great Western Railway, Ireland in 1853. From 1858 he was Locomotive and Permanent Way Engineer for the Oxford, Worcester and Wolverhampton Railway (later the West Midland Railway).

It resulted in the deaths of 18 people and over 70 people being injured. The accident happened because a set of manual facing points were set to direct the train into the siding. These points were installed about four months previously and had not been connected to the signal cabin. The permanent way maintenance staff were expecting a stationary locomotive at the Up platform to move into the siding and had set the points for the diversion to the siding, without obtaining permission from the signalman.

The siding was still in a good enough condition (relative to the rest of the permanent way of the railway) to be used as a refuge siding in 1951. This allowed the first train operated by the preservation society to run round. The train was hand-shunted past the locomotive, which was stabled in the siding. The remaining siding was removed during track renewals in early 1954, but it was reinstated, as a full loop, in the winter of 1956/1957, and was usable by late January.

This body lasted until October 1928, when it was damaged in a collision with ICL No. 2 near Muncaster Mill. The locomotive received its current body during extensive repairs. It continued in occasional use with light trains until the mid-1950s but was superseded as the other internal combustion locomotives used cheaper tax free TVO and could haul full length trains. It was operable until it had the engine removed in 1961 and became a toolvan or 'The Caboose' for the permanent way gang.

Narrow gauge's reduced stability means that its trains cannot run at speeds as high as on broader gauges. For example, if a curve with standard-gauge rail can allow speed up to , the same curve with narrow- gauge rail can only allow speed up to . In Japan and Queensland, recent permanent-way improvements have allowed trains on gauge tracks to exceed . Queensland Rail's Electric Tilt Train, the fastest train in Australia and the fastest gauge train in the world, set a record of .QR.com.

Sankuaicuo was closed to passengers in 1962 due to falling passenger numbers, however goods handling continued at the station until it was finally closed on 26 September 1986. The permanent way between Sankuaicuo and Kaohsiung Port was removed between July 1990 and November 1995. On 9 September 2004, the Kaohsiung City Government designated the 1923 Sankuaicuo station building as a historical site. The station was rebuilt and re-opened on 14 October 2018 as part of the underground relocation of railway tracks in Kaohsiung.

These pillars were to be free-standing, not stayed. The permanent way on which the trains were to run consisted, firstly of a line of single iron structural support girders on the tops of the pillars. On top of these was a line of narrower single girders or track beams (so-called) to which the load- bearing rails were to be fixed. A pair of U-shaped girders, facing upwards, was bolted to the sides of each track beam, and filled with longitudinal baulks of timber.

New docks designed by Eugenius Birch were opened in 1868, and a short line connected them to the railway goods yard. The area adjacent to the docks once housed a thriving community of some 125 chalets built on the shoreline. These have been replaced by a residential marina complex known as Exmouth Quay. Human habitation was restricted by the harsh exposed position on the estuary – civilisation took a hold in a greater and more permanent way in the more comfortable outer lying rural areas.

Looking out of Kingston railway terminus along the permanent way from near the buffers. All railway stations in Jamaica closed in October 1992 when passenger traffic abruptly ceased.The rise and fall of railways in Jamaica, 1845-1975 - Pg18 Journal of Transport History - March 2003 They are here listed by branch and distance from Kingston.A list of stations in use at the time of closure to passenger traffic can be found in Annual Transport Statistics Report: Jamaica in Figures 2003-2004 , Ministry of Transport and Works, July 2005.

Half- lap jointed rail patented in 1816 The big impediment revealed by the first two engines was the state of the permanent way and the lack of any cushioning suspension. The track was often carelessly laid and with rails of only in length there were frequent derailments. He devised a new chair and used half- lap joints between the rails instead of butt-joints. Wrought iron replaced cast iron wheels and he used the steam pressure of the boiler to provide 'steam spring' suspension for the engine.

The Town station was greatly extended and enhanced in 1930 - 1931, and the River Towy bridge, dating from 1858 was reconstructed. The new bridge was constructed alongside the old bridge, and consequently, considerable permanent way alterations at each end were necessary. The opportunity was taken to remodel and improve the facilities at Carmarthen station; increased passenger and milk platform accommodation was provided, as well as extensive carriage cleaning facilities and resignalling. The station was "rapidly developing as the largest railway centre in West Wales".

The railways of ArbroathIn the first years of operation, the railway was running at a healthy profit; its financial difficulties were confined to lack of capital. It had resolved that problem by issuing 5% preference shares under the 1840 Act. That money significantly reduced the available money for distribution to ordinary shareholders. Moreover, the original permanent way was not as durable as had been hoped, and significant sums had to be expended on upkeep; in addition the government passenger tax was a heavy burden.

The commune is composed of several villages, among which are Colle-Saint-Michel and Peyresq, old communes having amalgamated in 1964, before being attached to Thorame in 1974. Peyresq is characterized by its exceptional site and its mountain architecture which was restored. Another remarkable village is that of Ondres, which is not inhabited anymore in a permanent way and which refused modern comfort: running water, electricity, telephone; the access road is not paved. However a group of estivants required electrical installation recently; in their majority the inhabitants refused it.

Five alternatives were proposed in Holmestrand, which variously included sharing NSB's Holmestrand Station or building a separate station. The municipal council supported on 20 November 1900 an alternative with a separate station at the towns square, with a branch via Gausen to NSB's station. Estimated to cost NOK 43,000, this was the cheapest alternative. NSB opposed this, stating that it could cause operational problems for them at Holmestrand Station, but gave permission for the connection line on 26 August 1902. Laying of the permanent way started on 28 September 1901.

The track layout was entirely reworked, and concrete roads were installed. Space for the overhaul of signalling equipment and other permanent way work was provided by a new workshop and stores building, while a 10-ton Goliath crane with a reach of enabled anything in the stacking area and the crossing makers yard to be moved around as required. The improvements made were intended as the first of three stages, but subsequent development was not carried out because of the costs. London Underground pioneered the use of flash butt welded rail in the United Kingdom.

By the 1930s many of the Duke class were becoming uneconomical to repair, particularly with regard to the curved outside frames, which were weaker than the later straight-topped version. A number of the class had been transferred to the ex-Cambrian Railways main line, where permanent way restrictions debarred the use of heavier locomotives. In December 1929, no. 3265, Tre Pol and Pen, was withdrawn, and the cylinders and motion, together with a spare Duke boiler and smokebox, were fitted to the straight-topped frames and cab of Bulldog no.

The new member of the railway's team will concentrate on developing a new works train to support the STR's specialist permanent way team as they prepare for work on the extension from Lintley Halt to Slaggyford. The opening of the new extension was delayed, and finally opened in June 2018. At the Annual General Meeting in November 2013 the railway society's chairman signed agreements that hand responsibility for the viaducts at Lambley and Haltwhistle to the society. They were formerly owned by the now defunct North Pennine Heritage Trust.

A series of four-wheeled and bogie flat wagons, a large second-hand four-wheeled brake van and a tipper wagon were acquired for maintenance work. To replace a variety of four-wheel wagons that were time-expired, a new bogie works van was delivered to the line in 2011 for use by permanent way crews. This features an open wagon and covered accommodation area. As part of 1998's Steam 125 celebration, the railway played host to a hand-made rail bike built by Dr Karl Pischl in Austria.

The station was first opened on 17 July 1900. During the 1930s it was given a new station building, entry signals and accommodation for the track maintenance gang. The station was only manned by a stationmaster during the summer half-year because, in the winter, no trains ran on the Brocken Railway. After 1961 only goods trains worked the route and, in the 1980s, supply trains for the Brocken, usually moved by a pusher engine, terminated at Goetheweg station because of the increasingly poor condition of the permanent way.

Fox then entered into partnership with the contractor Francis Braham to form the company Braham, Fox and Co., which when Braham retired became Fox, Henderson and Co., of London, Smethwick, and Renfrew. The company specialised in railway equipment, including wheels, bridges, roofs, cranes, tanks and permanent way materials. It also experimented with components for suspension and girder bridges, with Fox reading a paper before the Royal Society in 1865. The company was responsible for many important station roofs including Liverpool Tithebarn Street, (1849–50), Bradford Exchange (1850), Paddington and Birmingham New Street.

Germiston Steam and Diesel Running Sheds (2nd section) by Les Pivnic. Caption 2. (Accessed on 7 April 2017) In his report for 1892, Stephens compared the hauling power of the 7th Class to that of older locomotives working between Port Elizabeth and Cradock on the Midland System as 22 to 14. Their even distribution of weight and flexibility rendered them very easy on the permanent way, while the crews declared them to be the steadiest engines they had yet had on the System, in spite of their height.

The Córas Iompair Éireann 071 Class locomotives were the principal passenger locomotives on the Irish railway network for twenty years from their introduction in the late 1970s. They displaced the older CIÉ 001 Class and NIR 101 Class locomotives and were themselves replaced in turn by the new 201 Class locomotives. Currently all the CIÉ locomotives remain in service, being used on freight and permanent way trains. NIR 112 was on long term loan to Iarnród Éireann from April 2003 until September 2006, when it was returned to Northern Ireland Railways.

He also appeared on stage in David Hare's The Permanent Way. Redford co-wrote A Dish of Tea With Doctor Johnson with Max Stafford-Clark and Russell Barr and starred as Samuel Johnson in London and Edinburgh, opposite Barr as Boswell. The Guardian rated the production 4/5, saying "the two actors precisely convey ... the constantly shifting nature of the relationship" between the men and concluding "this is a rare treat in which the performers seem to own the material". The Independent praised his performance, "mercurial and greedy".

This did not make any allowance for maintenance and renewal of the permanent way. It was stated that "some time must elapse before the Cowbridge Railway Company can have a disposable balance of £1,000 per annum." Faced with serious financial difficulties, the Cowbridge company was anxious to lease its line to the Taff Vale Railway, and proposals were submitted to the TVR in August 1866. The Cowbridge Company would lease its railway to the TVR for 3% per annum on capital of £52,000 until 1 January 1870; then 4% for five years and then 5%.

After opening the railway was originally run by outside company Minirail on a ten-year contract, which was not renewed due to disagreements between the two companies. Following this, Longleat took over running the railway in 1976. Many engines have run on the railway over the years, both steam and diesel; as of 2018 the railway owns three diesel locomotives. The railway also has 15 carriages, all built at Longleat between 1976 and 2013 and wearing mock British Railways crimson and cream livery, along with several permanent way wagons.

IBI-ICC was the only inter- governmental organization whose objective was to assist its member countries, in a permanent way, in the area of Information Technology. Its aim was to help them to better understand the impact of technology on society and to take the best advantage of these opportunities. IBI collaborated and helped its member countries to formulate strategies and policies to develop this area. With these objectives, the ICC organized the first International symposium on Economics of Automatic Data Processing in October 1965, held in Amsterdam, (The Netherlands).

The Sherwood Forest Railway (SFR) is a gauge light railway running through the old site of the Sherwood Forest Farm Park in Nottinghamshire, England The railway acquired its first two steam locomotives in 1998, began construction of permanent way in 1999, and opened to passengers in 2000. The railway runs along the 'flood dykes' of the early nineteenth-century irrigation system built by the Duke of Portland.See details of the water meadows here . The railway is still operated by its original two steam locomotives, 'Smokey Joe' and 'Pet'.

There were also 300 employed on the Permanent Way Branch, and a further 89 in the Traffic Branch. In the 1920s there were approximately 850 Bathurst Railway staff. After many years of lobbying the Railway Commissioners to improve the lighting of the railway yard and station environs, electric lighting was finally switched on in 1934, replacing the old gas lighting in use from the early days. On 4 September 1946 the old level crossing gates at the rail crossing on Russell Street were replaced by a new road underpass.

The tramway was constructed around 1870, following the opening of the Llangollen and Corwen Railway which passed through Glyndyfrdwy. The tramway initially ran from the Deeside Slate Works at Nant-y-Pandy to the Deeside quarry. The tramway was unusual in its use of wooden rails with iron sheaths on the running surfaces, a very early form of permanent way, and one that had almost entirely died out by this date. In the late 1870s the tramway was extended in two directions to bring its total length to .

The Golden Valley was being somewhat aggressive in its approach while trying to coerce the GWR to take on a commercially challenging task. By 1884 the GWR agreed to work the line, taking the whole of the meagre income if the Golden Valley would bring the permanent way into fair condition. This would incur expenditure of moneys that the Golden Valley did not have. The GWR advanced further and undertook to work the line, taking all the receipts and liabilities for a period, and then taking 90% of receipts.

The continuing confidence that the Directors had in Malcolm's ability was shown when he was additionally appointed Chief Civil Engineer to the Northern Counties Committee (NCC) of the Midland Railway (which the BNCR had become) in 1906. He also filled a similar position for the Donegal Railway. A member of the Council of the Institute of Mechanical Engineers, Malcolm was also a member of the Institution of Civil Engineers and a past President of the Belfast Association of Engineers. Other professional affiliations included the Association of Railway and Locomotive Engineers and the Permanent Way Institution.

In 2001, sickle cell disease reportedly had been successfully treated in mice using gene therapy. The researchers used a viral vector to make the mice—which have essentially the same defect that causes human sickle cell disease—express production of fetal haemoglobin (HbF), which an individual normally ceases to produce shortly after birth. In humans, using hydroxyurea to stimulate the production of HbF has been known to temporarily alleviate sickle cell disease symptoms. The researchers demonstrated that this gene therapy method is a more permanent way to increase therapeutic HbF production.

The workforce largely provided by Russian and Serbian prisoners of war (POW).Ellingsve: 52 Despite the enormous amount of labour construction of the railway was notoriously inefficient and the part of the railway which were completed further south was of such bad quality that most of the permanent way had to be replaced. North of Tysfjorden, the only work was a tote road between Narvik and Bjørnfjell. The area the line was being built was without road connection, and the steep terrain made it difficult to place the railway elsewhere than close by the fjords.

A fatal accident took place in May 2013, when a truck backed over a worker in the tunnel. Surveys carried out by the Norwegian Institute for Water Research showed that Mjøsa had not been polluted by the construction, nor that the plankton or organisms had been adversely effected. The contract for the permanent way, including ballast, track and the overhead wires was issued to Infranord and was worth NOK 163.9 million. The contract for the signaling, telecommunications and power supply was issued to Eltel and was worth NOK 146.2 million.

A kilometre south of the Newstead Station a five span timber bridge was needed to cross the Mangaonua Stream, and a contract to lay the permanent way over the full distance was let on 21 February 1884 at the price of £5,455. On the morning of 1 October 1884 the line was inspected and passed ready for traffic. On 6 October a special train brought the new station master and his family along with other members of the staff to Cambridge and two days later the line was open for traffic.

The Midland reacted by taking all the M&LR; wagons it could find and moving them to Derby. On 16 September 1847 a train headed by a 2—2—2 engine was derailed by a broken rail at Sowerby Bridge, killing two passengers and injuring one. In his report Captain J L A Simmons, the government inspector, strongly condemned the permanent way. Over a distance of the chairs had worked loose in the stone blocks, the gauge varied by plus and minus and the rails were badly worn.

This became North Western > property, but between Llandilo and Llandilo Bridge there existed a piece of > debatable ground about with disputed powers which led to some difficulties > in 1871. > At Abergwili the line entered on a gauge () to Carmarthen and at that town > reached the termination of the narrow gauge; the line thence to Carmarthen > Junction where the Great Western was joined being exclusively broad gauge. > This Llanelly group of lines, all narrow gauge, was far from being up to > date. The stations and platforms were dilapidated, the crossing loops short, > the permanent way weak.

The share capital was to be £57,000; a new through station was required at Anstruther, and there would be a terminus at St Andrews in the Argyle district. A contract was let on 7 January 1881 to John Coghill and Sons in the amount of £37,698 exclusive of permanent way, a lower price than expected. At first the works proceeded as expected, but the following year it was obvious that Coghill and Sons had over-reached themselves and were bankrupt in August 1882. The Company resolved to continue the works themselves.

By 1840 Dundee was already served by two railways: the Dundee and Newtyle Railway had opened in 1831, connecting the city and harbour with the fertile agricultural area of Strathmore. The line had three rope-worked inclines with the sections either side operated by horses, and it had primitive stone block sleeper track with fish-bellied rails, to the unusual gauge of . The other early Dundee railway was the Dundee and Arbroath Railway; this too had primitive permanent way, to its own unusual track gauge of . It had opened in 1838 - 1840 (in stages).

Breakdown gangs from the locomotive and Permanent way departments attended with a crane and tool vans. The tender was uncoupled and pulled clear, but the locomotive itself weighed 35 tons and getting it out would be a massive task. The hole had appeared just 45 minutes before a Barrow-Carnforth passenger was due, and rumours soon went round that a whole passenger train had been swallowed up and scores of people had been killed and injured. People flocked to look, but were kept from going too close by railway staff and police.

Double Fairlie locomotive David Lloyd George at Blaenau Ffestiniog station. Steam locomotive Taliesin at Porthmadog. The completion of the railway through to Tanygrisiau (height ) left the FR with just to go to its goal of Blaenau Ffestiniog (height ) but the complexities of reconstructing that unique but rather derelict urban section of narrow-gauge railway took a further four years. As well as of new track and its formation, which was the responsibility of the FR permanent way department and its volunteers, much other work needed to be done.

After World War II the War Office abandoned both the project and the line. The railway company took over the War Department locomotive (assigning it to the Permanent Way Department) and also the War Department Line, using it for freight-only services, transporting shingle to Hythe where it was transferred to road transport. As a freight-only service, the War Department halt may be said to have closed at the end of the war, as passengers no longer alighted at this location. However, freight-only traffic continued on the line until 1951.

Code cleanup can also refer to the removal of all computer programming from source code, or the act of removing temporary files after a program has finished executing. For instance, in a web browser such as Chrome browser or Maxthon, code must be written in order to clean up files such as cookies and storage. The deletion of temporary files is similar to the deletion of unneeded lists and arrays of data. However, a file is treated as a permanent way to store a resizable list of bytes, and can also be removed from existence.

Another branch further to the north crossed over Ranelagh Road to a headshunt and then served a warehouse. This was built circa 1920 and was at one time going to be a new route into Ipswich docks avoiding the level crossing on the other branch. The warehouse served a number of companies including Boots, J Lyons & Co, McFarLanes Biscuits, and Swift and Co. The site was also used to dump redundant permanent way materials and in the 1970s travelling circuses used the site. The bridge was demolished in 1967 and an abutment remains (in 2013).

The new directors were all allocated specific roles and a number of changes were made to reduce costs and improve profitability. Cranbourne also approached the London & North Western Railway to report on the state of the permanent way and rolling stock. By August 1868 the tide was turning with increased receipts and some debts being paid off. The GER had done a deal with the Midland Railway to route their coal traffic via their lines and a new coal depot at Whitechapel opened in December further improving profitability.

The track works' permanent way huts (p-huts) still stood at Drayton in 2007 and Horley in 2002. A few old OIR fence posts/gates remain to this day along the route. Banbury's Ruscote and Hardwick estate's (Daimler Avenue, Devon Way and Longelandes Way) are also built over a large part of its route, including most of the former Pen Hill farm grading works (Longelandes Way). Other built over places include the proposed minor Pin Hill maintenance depot (Pin Hill Road) and major active Pen Hill maintenance depot (Beaumont Road).

A permanent way depot was established in the old goods yard on the north side of the station in 1965. A small Ruston and Hornsby four-wheel diesel locomotive number DS1169 was kept here for shunting until 1972. In 2001 the area was used by the Somerset and Dorset Locomotive Company as a depot for its fleet of hire locomotives, although this use has now ceased. The turntable has been retained on the south side of the line and is often used for turning the locomotives of steam-hauled excursions.

The GWR absorbed the Cambrian Railways in 1923, but, with the Cambrian main line being lightly built, permanent way restrictions debarred the use of heavier locomotives. This meant that only a few classes of GWR locomotive were allowed to run over it, including the Duke Class. However, by the 1930s the Duke class engines were past their estimated life, and in particular the frames were in poor condition. At the same time the heavier Bulldog Class was becoming redundant and being withdrawn, and later members of this class had an improved straight topped frame design.

Passenger services to Long Eaton were worked on the single line until the wagons were rerailed and traffic restored around 11.00 am. On 1 December 1930 the LMS Manchester to Yarmouth express derailed at the station when 5 coaches left the rails, destroying of permanent way. After the station closed on 1 January 1968, Trevor Park MP for South East Derbyshire raised a complaint to Sir Edmund Compton, Parliamentary Commissioner. By the time the commissioner had made a ruling in September 1968, the station had already been demolished.

Locomotive 51 at Scunthorpe steelworks VolkerRail also undertake the Permanment Way maintenance at Tata's Scunthorpe works. This is a very long standing contract and is a legacy of British Steel's ownership of Grant Lyon Eagre and subsequently Corus' part ownership of GrantRail. Work undertaken encompasses all aspects of permanent way work. As well as usual maintenance tasks VolkerRail also undertake renewals and some small scale new build work - larger scale projects are put out to tender although the largest rail project, The Rail Service Centre for handling Continuous Welded Rail trains, was also undertaken VolkerRail (though as GrantRail at the time).

While cars 5 and 6 have remained in regular traffic, Car No. 7 was relegated to permanent way duties for a number of years and was in very poor condition. In early 2010, this car was removed from the system and extensively rebuilt by an on-island contractor, returning in a deep blue colour scheme, believed to have been that originally carried by this class of car upon delivery. The refit also saw the removal of longitudinal bench seating and its replacement with reversible tramway-type seating similar to that carried by sister car No. 5, thereby slightly reducing the passenger carrying capacity.

General view of the temple The temple is said to have been initially constructed during the reign of Emperor Gaozong of Song, the first emperor of the Southern Song (mid-12th century), as a straw hut. It was rebuilt in a more permanent way in the 5th year of the Zhiyuan era of Toghon Temür of the Yuan dynasty (1339). Manichaeism in China became gradually extinct during the Ming and practically forgotten by the close of the Ming period; little material is available on the last centuries of the religion's existence. A short poem by Huang Fengxiang (d.

Canal Tunnels northern entrance at Belle Isle Until summer 2018 there were major track, signalling and station remodelling works at London Bridge station as part of the Masterplan project (some works within the station building started during Key Output 1). A grade-separated junction was created at Bermondsey. New permanent way (track level, in this case including both plain rail and junctions) and overhead line equipment were laid out in the new Canal Tunnels just north of St Pancras between the Thameslink route and the East Coast Main Line,Network Rail (2004a), p. 61, paragraph 2.14.4.

A collection of buildings were also extant, including the "Creosote Cottage" and the body off a 10-12 class tramcar used as a storeroom for many years. By the time of the 1993 events the area had been tidied up, portaloos installed and many of the old building disappeared. The stone-built cottage remains in situ however and is used in connection with permanent way duties. From a passing tram today, there are always items of interest here, it is where the 0-6-0 diesel locomotive "Bertie" is usually stored together with a stockpile of replacement sleepers.

By 1993 a replica of the distinctive station canopy was completed, and in the intervening years a number of small temporary huts had been erected beginning with a booking office (later moved and used as a store), a souvenir shop (now located under the canopy and at one time used as a tea room until the installation of facilities at the outer terminus), larger replacement souvenir shop and store room which doubles as a grotto for the festive services. A further siding was added the locomotive yard in 2005 and a lean-to building created to store permanent way vehicles.

Brunlees proposed that the permanent way should be laid on the upper booms of the girders. The addition of bowstring girders, positioned high over the fairway, was considered to have much less exposure to the wind and greater lateral stiffness than the girders of the first bridge. The girders would also have been doubled, to be capable of resisting to the square foot of wind pressure, while the piers as designed were to be capable of resisting a pressure of 900 lb per square foot. Overall, Brunlees' proposed structure would have possessed greater strength for resisting lateral pressure over the original.

Once the panel track is laid, a work train (pulled by diesel locomotives) can bring in the sections of continuous welded rail that will be used for the permanent way of this first track. The rail comes from the factory in lengths varying from 200 m (660 ft) to 400 m (1310 ft). Such long pieces of rail are just laid across several flatcars; they are very flexible, so this does not pose a problem. A special crane unloads the rail sections and places them on each side of the temporary track, approximately 3.5 m (12 ft) apart.

SESI Citizenship is locally implemented whenever new UPPs are installed at each location. Its goal is to bring leisure activities and social services for the inhabitants of the region - some of them in a permanent way. According to previous researches that identify the main needs of each community, it is created a plan of what will be offered to residents. By the way, some of them are even hired to perform certain functions, such as: monitor the progress of work; identify the local needs further; promote, explain and enroll residents in activities and courses offered by the program.

The Silverton Tramway closed on 9 January 1970. The standard gauge line opened on a new alignment which led directly to the New South Wales operated Crystal Street station, taking one year and over $2 million more than if the Silverton proposal was carried out. The Silverton Tramway Company's business was lost to the South Australian Railways, with the company closing its narrow gauge shortline business, and returning the permanent way to the Crown. The STC then reinvented itself as a short haul rail operator, servicing the mining industry in and around Broken Hill with two of the 1961 diesel locomotives.

At around the time the station opened it had a passenger shelter and a cottage. At some point a wooden-fronted platform was also constructed as the Masterton-based Inspector of the Permanent Way reported in 1953 that this had rotted and required replacement. An inspection of the passenger shelter in 1963 revealed that it was in such a poor state that it was not economical to repair it and its replacement with a smaller structure was recommended. In response it was noted that the station handled passengers only and patronage of the station was light.

A further enhancement to the rail profile produced the 113A section, which was the universal standard until about 1998; detail improvements to the sleepers and ballast profile completed the picture and the general form of the track had stabilised. This format is now in place over 99% of the first-class main lines in Britain, although the CEN60 (60 kg/m) rail section was introduced in the UK during the 1990s. This has a wider rail foot and is taller than the 113A section so is incompatible with standard sleepers. Track renewal trains have now replaced labour-intensive permanent way gangs.

The BECCS technology can also be employed on such industrial processes. BECCS technologies trap carbon dioxide in geologic formations in a semi-permanent way, whereas a tree stores its carbon only during its lifetime. The IPCC report on CCS technology projected that more than 99% of carbon dioxide stored through geologic sequestration is likely to stay in place for more than 1000 years. While other types of carbon sinks such as the ocean, trees and soil may involve the risk of adverse feedback loops at increased temperatures, BECCS technology is likely to provide a better permanence by storing CO2 in geological formations.

A "Clearcall" intercom system (via the overhead electric wires) was developed to allow the crews of the front and rear locomotives to communicate, replacing earlier air-horn codes. The purpose- built power control centre for the line was adjacent to Penistone station. The building still stands, but has been adapted for alternative commercial use. As much of the line was prone to colliery subsidence, many of the portal structures which supported the overhead wires contained crossbeams which were designed to be easily adjustable upwards or downwards, using permanent way cranes; the ground-level trackside power feed, communications and signalling cables were similarly adjustable.

In June 1923 Risson was employed by the Brisbane Tramways Trust as a junior civil engineer, at an annual wage of £250. Risson's duties with the Brisbane tramways were altered in 1927, following the adoption of a report by Brisbane City Council, which was at that stage in control of Brisbane's tram network. In 1933 Risson assisted the Brisbane Tramways constructional engineer in overseeing track renewal in central Brisbane, and was Permanent Way Engineer by 1939. Risson fought in active service during World War II, but returned to work with the Brisbane tramways following the war.

Dow, pages 151 and 152 The Etherow and Dinting Vale viaducts on the original SA&MR; line had both been strengthened with extra tie rods in the middle 1850s. They were insured respectively for £4,000 and £6,000, but now drastic repairs were required: all of the timber arches in both structures were to be replaced by wrought iron girders at a cost of £28,700 from November 1859. Not long afterwards the contractor system of permanent way maintenance came to an end when it was discovered that a contractor had got into serious financial difficulty; the work was brought in-house.

Since many mosquitoes breed in standing water, source reduction can be as simple as emptying water from containers around the home. This is something that homeowners can accomplish. Mosquito breeding grounds can be eliminated at home by removing unused plastic pools, old tires, or buckets; by clearing clogged gutters and repairing leaks around faucets; by regularly (at most every 4 days) changing water in bird baths; and by filling or draining puddles, swampy areas, and tree stumps. Eliminating such mosquito breeding areas can be an extremely effective and permanent way to reduce mosquito populations without resorting to insecticides.

A temporary station, Corwen East (Welsh: Dwyrain Corwen), was opened on 22 October 2014. The permanent way had been extended into Corwen in late spring 2014. Work is in progress to construct a new permanent Corwen railway station alongside the town's main car-park, near the town centre. Bus services in Corwen were primarily provided by GHA Coaches with routes available to Wrexham via Llangollen on services 5 and T3, Barmouth via Bala and Dolgellau on service T3 (now operated by Lloyds Coaches), and to Ruthin on service X5 (now operated by Arriva Buses Wales), with through services continuing to Denbigh.

There have been occasional proposals to rebuild the platforms and the station as part of the redevelopment plans for Camden Town. The layout of South Kentish Town is similar to Kentish Town (also originally a CCE&HR; station); with two diameter lift-shafts and an diameter spiral staircase. South Kentish Town now serves as an access point for permanent way works and as an emergency egress point for passenger services. A prose piece called South Kentish Town was written in 1951 by John Betjeman which tells the fictional story of a passenger who became trapped in the disused station.

With a span of about , it was one of the last major items of permanent way to be built on the fledgling railway. The contractors were George Cornwell and Co (not Goldsack & Co as recorded in Leo Harrigan's history of Victorian railways). Cornwell had previously been involved as contractor in many other major construction works including the Melbourne and Suburban Railway as a whole, as well as Melbourne Grammar School, the Model School, Coppin's Haymarket Theatre, and the Sunbury railway goods shed. Subsequently, he was a contractor on Parliament House, Albert Park Station, Jack's Magazine and the Wallaby Creek water supply.

The line ultimately carried passengers for less than sixty years; being a rural branch line and serving a sparse local population, the passenger service was withdrawn along on 13 September 1952, a consequence of post-nationalisation rationalisation. In addition to enthusiast railtours , freight traffic continued until 1973. The entirety of the line between the Carmarthen and Newcastle Emlyn stations closed in September 1973 (Pentrecourt Halt had closed with the cessation of passenger services in 1952 , and Henllan had closed in 1965 ). The structures and earthworks comprising the permanent way of the former line remained in place in their entirety.

An intermediate station was to have been made at Roughton but this was not proceeded with and the only intermediate station was Woodhall Spa.Stennett, Alan, Lost Railways of Lincolnshire, Countryside Books, Newbury, 2007, The line was inspected for Board of Trade approval for opening by Lt-Colonel Wynne on 6 August 1855. However he reported that "I found the permanent way, generally, in a very incomplete state, and the rails especially so much out of adjustment, that I am of the opinion that the Horncastle Railway cannot be opened without danger to the public using the same".

Baulk road track For the permanent way Brunel decided to use a light bridge rail continuously supported on thick timber baulks, known as "baulk road". Thinner timber transoms were used to keep the baulks the correct distance apart. This produced a smoother track and the whole assembly proved cheaper than using conventional sleepers for broad-gauge track, although this advantage was lost with standard- or mixed-gauge lines because of the higher ratio of timber to length of line. More conventional track forms were later used, although baulk road could still be seen in sidings in the first half of the twentieth century.

Robertson had become a member of the Institution of Civil Engineers in 1919, was elected a fellow in 1930 and served as president for the November 1949 to November 1950 session. He was also a fellow and president of the Permanent Way Institution, vice-president of the Institution of Transport, a member of the Institution of Mechanical Engineers and the Institution of Electrical Engineers, an honorary fellow of the Society of Engineers and an honorary member of the American Railway Engineering Association. Additionally, he was a member and in 1957 president of the Smeatonian Society of Civil Engineers.

The 2-6-2Ts were fitted with vacuum brakes only; those built by Beyer weighed and Kitson's . As electrification progressed, the old rolling stock was advertised for sale. An attempt to sell the 18 locomotives and 96 carriages by auction in June 1903 proved completely unsuccessful – the auctioneer had to remind the bidders that he was not selling scrap. It was September before the first locomotive was sold; it would take another two years to sell all-bar-one of the locomotives. The last locomotive — which had been retained for working permanent way trains — was sold in January 1908.

He then checked that the express was running to time, and was informed that it had just passed Moat Lane Junction on the far side of Newtown, as scheduled. Jones went to the signal box to open the level crossing gates and clear the signals for the stopping train. Meanwhile, Relief Stationmaster Lewis returned from his lunch. A permanent way sub-inspector attracted his attention with an urgent enquiry, and the stationmaster immediately went with the sub-inspector to the goods yard, without entering the instrument room or inquiring as to the position of any trains approaching Abermule.

There are daily Bus Éireann buses serving Convoy which go to such places as Derry, Letterkenny and Strabane several times a day. Convoy railway station opened on 1 January 1909, and closed on 1 January 1960. The nearest railway station is operated by Northern Ireland Railways and runs from Waterside Station in Derry, via Coleraine, to Belfast Central railway station and Belfast Great Victoria Street railway station. The strategically important Belfast-Derry railway line is to be upgraded to facilitate more frequent trains and improvements to the permanent way such as track and signalling to enable faster services.

Buncrana railway station opened on 9 September 1864, was closed for passenger traffic on 6 September 1948, and finally closed altogether on 10 August 1953. The nearest railway station is operated by Northern Ireland Railways and runs from Londonderry railway station via Coleraine to Belfast Central railway station and Belfast Great Victoria Street railway station. The strategically important Belfast-Derry railway line is to be upgraded to facilitate more frequent trains and improvements to the permanent way such as track and signalling to enable faster services. Buncrana is connected to the rest of the national road network via a regional road, the R238.

In early 2000, a plan of major track renewals was formulated, to gradually upgrade the entire permanent way to the higher standard of the Willow Lawn (stage 3) extension. This was achieved by the end of the 2010 winter shutdown, including all running lines (original circuit, plus stage 1 and stage 2 extensions), loops, and junction point-work. This was the third major re- laying project in the line's history. Despite earlier aspirations to relay the entire line with 30 lb rail, the existing 20 lb rail was re-used, with now standard large softwood sleepers throughout.

Gisborne is the northern terminus of the Palmerston North - Gisborne Line railway, which opened in 1942 and mothballed (track kept in place but all services cancelled) in 2012. The permanent way has since suffered storm damage including bridge collapses and the line is believed unlikely to re-open for economic reasons. Prior to this, an isolated section of line operated from Gisborne to Moutohora – intended to be part of a line to Auckland via Rotorua, and later part of the East Coast Main Trunk Railway line. This connection was never completed and the Moutohora Branch line closed in 1959.

This would extend the Forest of Dean Central Railway to the Hereford, Ross and Gloucester Railway line near Mitcheldean Road station, with a later extension to Ledbury. This was presented to Parliament in the 1857 session, but in fact no powers for the work were obtained. (In the 1870s a line was built on part of the intended route by the Mitcheldean Road and Forest of Dean Junction Railway.) The engineer Richard B Grantham considered various forms of permanent way and he recommended 100 lb per yard Barlow rail with cross sleepers at the joints, at a cost of £1,960 per mile.

Each of the three power stations – West Offaly at Shannonbridge, Co Offaly; Edenderry, Co Offaly; Lough Ree, Lanesborough, Co Longford – is the hub of an extensive rail network carrying heavy traffic. As an example, twelvetrains or rakes (locomotive and sixteen wagons) were in daily use sixteen hours a day at West Offaly in April 2009. Other, generally older locomotives, handle fuel trains, track trainloads of track, ash trains and permanent way gangs. the Edenderry Power Station is deriving a lot of its fuel from woodchip and types of biomass and the amount of peat arriving by rail is diminishing.

Design and Maintenance Guide 09 – Permanent Way, Defence Estate Organisation, July 1997, Ministry of Defence, London : The Stationery Office, pp. 66-73. . In practice, however, the two gauges are still treated as one and the same by, for example, the British Military. The same applied in the Zuid- Afrikaansche Republiek, which was being invaded by the British Army at the time. The difference was considered as insignificant and, in subsequent years, narrow-gauge locomotives regularly migrated between the narrow-gauge lines laid to German standards in South West Africa (SWA) and those laid to Imperial standards in South Africa.

From 1860, the railway operating companies desired to extend services from London Bridge station into new stations at Cannon Street and Blackfriars in the City and link to the West End at Charing Cross Station. This required a viaduct, but legally, it was impossible by the 1756 Borough Market Act for the Trustees to alienate their property. The compromise was that only a flying leasehold was given to the railway company for the permanent way, but only for as long as a railway operates on it. The Market continues to trade underneath the arches of the viaduct.

The River Spey near the Bridge of Spey with Rothes in the distance. Sourden was opened on 23 August 1858 as a request stop however the station closed on 1 August 1866, but it wasn't until 1907 that the permanent way was lifted, including Orton Junction.RailScot - Orton Junction The Rothes - Orton section itself was closed to regular traffic from 31/7/1866 due to the construction of the route from Elgin to Rothes which made this line superfluous. For some years irregular goods traffic ran between Rothes and what became known as Sourden Siding until some date prior to 1903.

A woman (Kristel) lures a man into her room for a mysterious purpose; a schoolboy gets a prostitute (Vitti) to pretend to be his mother at an interview with the school principal; a reporter's interview with a recent widow (Andress) takes an unusual turn; a woman (Antonelli) finds a permanent way to end her husband's jealousy; a woman (Kristel) finds her husband unenduringly boring; a woman (Vitti) tries to recover a stolen necklace she herself stole; a woman (Andress) causes traffic accidents by seductively distracting male drivers; a shy orchestra conductor has his tryst with a businesswoman (Antonelli) constantly interrupted.

The depot is situated at Sutton Bridge Junction, where the Cambrian Line connects with the Welsh Marches Line, approximately to the south of Shrewsbury railway station. The TMD was constructed in 2008 on the site of rarely used permanent way sidings - which had themselves been built on the site of the former extensive joint GWR/LNWR goods yard \- as part of the ERTMS project on the Cambrian Line. The depot became the base for Network Rail 97/3s (former Class 37 locomotives) for ERTMS testing on the Cambrian Line. The locomotives arrived in 2009 (see the allocation section below).

In fact the land acquisition for the shortened line as actually built cost £18,949 compared with £7,083 estimated.David Ross, The North British Railway: A History, Stenlake Publishing Limited, Catrine, 2014, Remarkably, the branch was being constructed as a double line; "a mistake" according to Thomas.John Thomas, The North British Railway, volume 1, David & Charles, Newton Abbot, 1969, , p. 40 In early 1849 it was reported that the earthworks for the line were substantially complete but that the permanent way was only partly laid, and the decision was taken to lift one of the (incomplete) tracks so as to finish a single line.

Dursley station in the late 1960s; Lister's factory is adjacentThe Midland Railway took over the maintenance of the permanent way on the expiry of the maintenance period of the construction contractor, on 1 August 1857. The line was also worked by the Midland Railway, but it was loss-making from the outset, particularly because of the need to make heavy interest payments on debentures. The company was £1,000 in debt after a year. Fearing difficulty in avoiding bankruptcy, the company arranged to work the line itself from September 1857, using the construction contractor's 0-4-0T locomotive.

A demonstration run over the incomplete permanent way was arranged on 21 May 1839 to comply with the Public Works Loan Board requirement to open a railway to Newcastle, and goods traffic seems to have run from then onwards. The line from Blaydon to a temporary "Newcastle" terminus opened fully on 21 October 1839. The station was on the western edge of the built-up area, at the west end of what became Railway Street. From then the passenger trains were formed of Redheugh and Newcastle portions, running in one train west of Blaydon, and joined or separated there.

Slide valves were fitted underneath the cylinders, and were driven directly by eccentrics on the leading driving axle through Stephenson valve gear. This position had the advantage that, when the regulator was closed and steam pressure shut off, the valves would drop away from the steam ports, thus reducing wear on the valves and port faces. Dean's earlier designs had used slide valves mounted vertically between the cylinders; the new position allowed an increase in cylinder diameter from to in the Armstrong Class. The Dukes had diameter cylinders, possibly due to permanent way weight restrictions and a reduced supply of steam from the Dukes' smaller boilers.

The earthworks were generally rather light, the greatest difficulty being cutting through a spur of rock near Tetbury to make a flat area for the goods yard part of the station. On 20 November 1889 Col Rich inspected the line on behalf of the Board of Trade; he reported that the permanent way consisted of Vignoles rail, fang bolted to sleepers. The line was single track, worked by train staff, and there were signal boxes at Kemble and at Tetbury, and the block telegraph was used. A siding at Culkerton was accessed by the use of a ground frame released by a key on the train staff.

The station (or halt) consists of only a small wooden hut which is a shelter for waiting passengers. There was originally a track works permanent way hut, which remains locked, but a small lean-to canopy was added in 1982. The station is served seasonally by the Isle of Man Railway; other nearby stations are Castletown to the southeast and Colby to the west. The original station building here, installed in 1877, was a more elaborate affair: it was similar in appearance to third class timber buildings at other stations along the line although smaller in size but still with a station master and other platform staff.

The union had its roots in dissident New South Wales railway workers who had refused to join the 1917 general strike. The dissident workers had formed two unions in the wake of the strike: the New South Wales Government Railways Permanent Way Association and the Association of Employees (Mechanical Branch) of the New South Wales Railways. A subsequent Labor state government had allowed the deregistered Australian Railways Union to be reregistered at state level and had stripped the dissident unions of their registration. A later Nationalist Party of Australia government had reregistered the dissident unions, which had then been revoked again by Labor under Jack Lang.

This permanent provision of goods through the sea, caused the arriving of different people who participated in the process of supplying for the Roman army, such as sailors and tradesmen, who could have started to settle down in the area surrounding the camp in a more or less permanent way. Along with them, the presence of a garrison in Sanitja, would have attracted to other people, such as craftsmen, prostitutes, magicians, tavern workers, native population and veteran soldiers; who could have started to live in the vicinity of the camp, and in this way forming an improvised settlement of civilian population in the port of Sanitja.

The line stagnated under the London, Midland and Scottish Railway after the 1921 Grouping. It passed to the Scottish Region of British Railways on nationalisation in 1948, and closed to regular passenger services on 19 May 1952. In 1957 the signalling at Dumfries was modernized when a new station box was opened controlling the whole of the area at the north end of the station.British Railways Scottish Region, Special Notice: Permanent Way and Signalling Arrangements: Dumfries Resignalling, issued 26 April 1957; available on line at the Signalling Record Society, As part of the scheme a signalbox controlling the entrance to St Mary's goods yard, from the Lockerbie line, was abolished.

'R. H. Smyth' dropping ballast near Jordanstown in August 2005 An RPSI steam locomotive has on two occasions been used for permanent way work by subcontractors for Northern Ireland Railways. In 2000, R. H. Smyth was employed to pull ballast dropping wagons on the Bleach Green to Antrim line, and in 2005 the engine performed a similar role on the Bleach Green to Whitehead route. On many occasions the RPSI has provided trains for films and television dramas, notably The First Great Train Robbery in 1979. The RPSI opened and runs a museum dubbed Whitehead Railway Museum early 2017, with full official opening on Wednesday 25 October 2017.

The DBSO driving trailer for this set was delivered in 2009, leading to speculation that this set was to remain in service after 2010, and even see an increased use in passenger service. As of 2015 the DBSO has been disposed of, never having been used, and is now preserved at Downpatrick and used as a barrier vehicle for their Class 450 DEMU. The Gatwick Express carriages have also been disposed of to the RPSI, leaving the Class 111 locomotives with no normal passenger duties. They remain in use for permanent way & engineering duties, and very occasional stock movements and occasional tour trains for the RPSI.

All operations of the Cambrian Heritage Railways are located within England, albeit close to the Welsh border. However, the historical Cambrian Railways company operated from the Welsh/English border territory into Wales, with more than 95% of its permanent way located in Wales. A number of currently operational Welsh heritage railways were also part of the historical Cambrian Railways, including the Vale of Rheidol Railway, the Welshpool and Llanfair Railway, parts of the Ffestiniog Railway, the Welsh Highland Heritage Railway and the partially preserved Penmaenpool railway station. Cambrian Heritage Railways are widely publicised throughout Wales and despite their English location, are preserving elements of significant Welsh railway heritage.

St Andrews Station with Railtour in 1965As early as 1853 the Company was experiencing difficulty with the permanent way; Bouch's scheme for cheap railway construction had included laying sleepers at a pitch of four feet, considerably wider spacing than was usual. There were two significant timber trestle bridges over tidal water, at the Water of Mottray and the River Eden. At this time they were considered to be deteriorating, and it was observed that they had not been treated with preservative at the time of construction: another of Bouch's cost-saving measures. On 29 July 1862 the EP&DR; was taken over by the North British Railway (NBR).

Rashmika Els, a 17-year-old girl, leaves her home on Hela to search for her long-lost brother Harbin, who left to join the Cathedrals years before. The Cathedrals were set up by Quaiche after the 2615 timeline and constantly move across Hela (making use of various propulsion systems, such as legs and tracks) to "observe" Haldora and its disappearances (known as "vanishings"). It uses special indoctrinal viruses to maintain religious faith amongst its supporters, although certain areas, such as Rashmika's town, are exempt. She joins one of the caravans, a massive vehicle composed of several smaller units, to get to the "Permanent Way", where the cathedrals can be found.

Pipe-lines were laid down in some places along the center of the permanent way, and the ballast pumped through these conduits was deposited where required, the water draining off. The drying and draining of these embankments took a long while owing to the saturated state of the soil. Coe determined that the destructive force of the waves lay not in their impact against the bank, but in their retreat or undertow, which dragged away and undermined it. Experiment proved that a smooth surface, over which the heavy seas might glide and in their retreat find no hold, offered the best solution to the problem.

Fifty men were immediately dispatched from Vittingfoss Bruk to clean up and build new docks. The accident had been caused by 1,600 tonnes of pulp, which was more than the docks were capable of carrying. During the night of 1 November a storm hit Holmestrand, washing away some of the dockside permanent way, leaving only the tracks hanging in the air. By 3 November all but three tonnes of pulp had been salvaged.Jakobsen (1993): 53 The original connection with the Vestfold Line gave operating difficulties for NSB, resulting in the line over Gausen being replaced by a new line over Traneberghaugen, which opened on 21 December 1910.

The Governor was then taken to the town and the evening spent in sight seeing and visiting the Gaurishankar Lake. Early next morning on 18 December 1880, the governor drove the last spike of the permanent way at the city station (now Bhavnagar Terminus) in the presence of a large gathering and declared the railway line from Bhavnagar to Wadhwan open, then went to a welcome at Limdi station. The Bhavnagar State Railway along with other state railways of Kathiawar and Saurashtra were merged in April 1948 into Saurashtra Railway by the Government of India. Saurashtra Railway was merged with BB&CI; to form Western Railways.

The subsequent enquiry by the Board of Trade was reported again by the Bury and Norwich Post newspaper on 26 January 1892. The official report on the railway accident on the Bury Melford line has been issued by the Board of Trade. Eight passengers were injured, two seriously, the driver and the guard. The Inspector attributed the accident not to the permanent way which was in good order but to the character of the engine which was one of a class that runs unsteadily when the chimney is in front and it is desirable and that there the balance weights on the leading and driving wheels must be restored.

The main line of the railway was almost level, and construction proceeded well enough; however at this early date contractors were not well equipped to handle large contracts and some of them experienced difficulties with cash flow: in July 1837 more than half the contractors for the construction of the line were bankrupt from this cause. The permanent way was 48 lbs/yard parallel rails held in chairs on stone blocks. By October 1838 the majority of the line was ready for a ceremonial opening, held on 6 October. The line was open from Lady Loan in Arbroath to Craigie Crossing, about two miles (3 km) short of Dundee.

An attempt to reopen part of the line by the Border Union Railway Company (BUR), a private concern in which Tomorrow's World presenter Bob Symes was involved, failed due to lack of finance. British Rail had been asking for between £745,000 and £960,000 for the freehold of the line, £125,000 annually for running powers into Edinburgh and Carlisle, £85,000 for works in Carlisle, £10,000 towards their administrative costs and £495,000 for the value of the permanent way materials. A deposit of £250,000 had to be paid by 1 December 1969. Although the British Rail Board was interested and generally supportive, the Scottish Region was uninterested, unhelpful and obstructive.

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Such a large project required a private-public arrangement right from the outset – the city would build most of the permanent way, while a private concessionaire company would supply the trains and power stations, and lease the system (each line separately, for initially 39-year leases). In July 1897, six bidders competed, and The Compagnie Generale de Traction, owned by the Belgian Baron Édouard Empain, won the contract; this company was then immediately reorganized as the Compagnie du Chemin de Fer Métropolitain. Construction began in November 1898. The first line, Porte Maillot–Porte de Vincennes, was inaugurated on 19 July 1900 during the Paris World's Fair.

On 13 August 1863 the Board of Trade inspector, Colonel Yolland, carried out his inspection of the line, and although most of the works were satisfactory, he was not satisfied with fencing and he found the permanent way to be rough, and wished a goods service to be operated for some time so as to consolidate the ballast. A goods service had started on 14 August, and Yolland being satisfied, a passenger service started on 1 September 1863. There were stations at Elie, St Monance,Nowadays spelt St Monan's. Pittenweem and Anstruther; there were three mixed (passenger and goods) trains each way daily, from Thornton to Anstruther.

In the last year Heartfield has worked with London's Mixtape Records and In Deep Recordings with whom he has produced commercially distributed digital and vinyl releases. 2009 has seen the completion of a 20-minute audio-visual piece, "Permanent Way Redux" which was performed as part of the 1000 Plateaus new digital media project and a rework of the cover version of The Kinks"See My Friends" by Brian Poole of Renaldo and the Loaf The last live performance was a 30-minute audio visual piece "In The Lodge" which featured animation from award-winning US artist Justin Curfman. 2010 saw the release of the 14-track album Venom and Eternity.

In 1968 the line was more lightly used and volunteers under the name of "The Iron Horse Railway Preservation Society" took over the line on weekends to run the first formal passenger services on the line. Part of the agreement between the railway and the volunteers was that volunteers would repair the permanent way. This was undertaken, the group having purchased secondhand rolling stock and four Simplex diesels from the St Albans Sand and Gravel company, which were dismantled and formed into one machine. The last sand train ran on the main line in 1969, although several quarries continued to use the lines within their quarries.

On the British Great Western Railway the gauge was supposed to allow high speed, but the company had difficulty with locomotive design in the early years, losing much of the advantage, and rapid advances in permanent way and suspension technology allowed standard-gauge speeds to approach broad-gauge speeds within a decade or two. On the and gauges, the extra width allowed bigger inside cylinders and greater power, a problem solvable by using outside cylinders and higher steam pressure on standard gauge. In the end, the most powerful engines on standard gauge in North America and Scandinavia far exceeded the power of any broad-gauge locomotive.

The series focuses on three generations of the Grant family working on an unnamed Great Western Railway branch line. The first section, entitled Permanent Way, depicts the construction of the line in the reign of Queen Victoria, the second, entitled Clear Ahead, shows the line in operation in Edwardian times, and the third, Fire on the Line, is set during the Second World War. Since the series was made for children, each part of the story focuses on events from the perspective of then younger members of the Grant family. The same characters reappear as adults as the story progresses, but in incidental roles.

The following description is for the expected standard iron construction. As the experimental line demonstrated, much of the construction could have been replaced with wood (timber). The hollow iron support pillars were made up of two C-shaped bars, back to back and bolted together with two strap bars. No specifications were given for the cross- section, "which may be varied as demanded by location", but a standard pillar was suggested at 20 feet (6 metres) comprising 6 feet (1.8 metres) underground on foundations specified for the local geology and 14 feet (4.3 metres) clear, with an additional 4 feet (1.2 metres) occupied by the permanent way at the top.

The other change was the discontinuation of the Holcroft valve gear because of the difficulty experienced in acquiring suitable spare parts for the prototype. The Southern Railway had also upgraded the permanent way on many of the former SECR routes by 1929, removing many of the weight restrictions that inspired the use of the Holcroft gear in the first place. Maunsell was therefore free to use three separate sets of Walschaerts valve gear driven by the centre driving wheels and the crank axle, a system that was easier to maintain due to the wide availability of parts. The new locomotives were completed between March and November 1930.

Henley–Paddington train at Slough It was becoming plain that the broad gauge was to be changed to the use of narrow gauge, later called standard gauge. The gauge conversion was carried out in a single night, on 24 and 25 March 1876. An engineer involved in the gauge conversion wrote about it: > I found myself at nine o’clock one evening in the company of two permanent > way inspectors in a packer’s hut midway between Twyford and Henley. The > slopes of the railway were covered with men, but all one could hear was the > distant sound of an engine shunting in Henley station yard.

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The waggonway followed the design principles of the Tyneside waggonways.John Thomas and David Turnock, A Regional History of the Railways of Great Britain: Volume 15, North of Scotland, David and Charles, Newton Abbot, 1989, The track gauge was 4 ft 4inBertram Baxter, Stone Blocks and Iron Rails, David & Charles, Newton Abbot, 1966 and the gradients were steep: as much as 1 in 13 near Vantage. The wooden permanent way was laid with two timber beams making a rail, fir underneath and beech above; wood sleepers were at two-feet intervals. The rails were 10 to 11 feet in length, secured to each other and the sleepers by oak pins.

While open, the station was also served by former Great Central Main Line (running on the same tracks as the Metropolitan line as far as Quainton Road) which was not itself closed to passengers until 1966, under the Beeching Axe. Today the permanent way, now single-track, remains in place through the site of the station. One platform of the station (on the side remote from the remaining track) remains; the other has been demolished. The line is still used for a daily freight train carrying waste from London to Calvert, as well as special services between Aylesbury and Quainton Road for events at the Buckinghamshire Railway Centre.

On 10 February 1863 a special train ran from London to Buntingford, taking 45 minutes for the journey. An inspection by the Board of Trade was necessary before passenger operation could start, and Captain J H Rich visited the line on 18 April 1863. He was critical, the permanent way was below the required standard and the underbridges were badly constructed, one at Bog Ford Bridge, was reported to have sunk three inches under the inspection train, there were no facing point indicators, no turntable at St Margaret's, and several stations had no distant signals. There was inadequate fencing, and overbridges were not properly fenced on the road approach wing walls.

Manchester City began the 1923-24 season at Maine Road, which had an 80,000 capacity. Parts of Hyde Road were used elsewhere; the roof of the Main Stand was sold to Halifax Town, and erected at The Shay, where even in the 21st century, part of the Hyde Road roof is still in place.Clayton, Everything under the blue moon, p107 Within a decade, all traces of the football ground had disappeared from Hyde Road. The bulk of the area was taken over by Manchester Corporation Tramways department, whose major Hyde Road depot and works was alongside, for use as their Permanent Way yard for assembling and storing tramway rails and materials.

The tram road is reminiscent of transport systems such as the Cambridgeshire Guided Busway where dedicated busways have gaps for roads to cross and also sections of normal road that may lead on to other sections of guided busway. The Towerlands tram road had several places where short 'gaps' existed which presumably had no rails or plates, a gap at a 'T' junction, and near Irvine the route even crossed from one side of the road to the other without any physical connection of the 'permanent way'. If the coal was transported in waggons or trams with no flanges, then such gaps would not be a real problem, just an inconvenience.

Section of old plateway showing wear from the waggon wheels. The site of the old railway to Saltcoats Harbour that ran from the canal coal yards. The Earl of Eglinton obtained the right in 1805 to establish a toll gate and levy charges which at first came to £30 a year,Hughson, Page 24 however in 1811 they were increased tenfold and Robert Cunninghame decided to build his own waggonway to avoid this toll. The waggonway had at first wood rails attached to stone sleepers, the permanent way being built along the rocks of the foreshore, however the Earl of Eglinton disputed the ownership of the land.

" Staverton to Bradford is clearly the north curve, although of course only the trackbed was made at this time and no actual track; the main line was open. Phillips (page 14) also says "from Staverton". Later, discussing the opening from Trowbridge to Bathampton on page 414, MacDermot says "As far as Bradford, with the tunnel (159 yards) and even the station there, it had been practically ready, save for part of the permanent way, as we have seen. It left the main Wilts and Somerset line about 1¼ miles north of Trowbridge by a fork, on the southern branch only of which the rails were laid [and ran on to Bathampton].

Patrick Street from Daunts Square Map of Cork City Electric Tramways The Cork Electric Tramways and Lighting Company, was a subsidiary of British Thomson-Houston, a major electrical contracting company.Hidden Cork - Charmers, Chancers and Cute Hoors, Michael Lenihan The contractor for the permanent way was William Martin Murphy who later became chairman of the company. The power station was built by Edward Fitzgerald (later Sir Edward Fitzgerald, 1st Baronet) and the engineer for the system was Charles Hesterman Merz. The gauge of the tramway was gauge, selected to allow trains from the narrow gauge Cork and Muskerry Light Railway and the Cork, Blackrock and Passage Railway to connect using the tram lines.

When made, the cutting was 120 feet in depth: for some years this was the world's deepest railway cutting. Flat bottom rails were specified for the permanent way, but this was changed to bullhead between Caersws and Talerddig.Briwnant-Jones, pages 16 and 26 The partnership of David Davies and Thomas Savin were established and successful railway contractors for the project, and it was their money which enabled the scheme to go ahead, by their agreeing to construct the works and take only shares as payment, when share subscriptions did not come forward as hoped. Savin had plans to develop the coastal area from Aberystwyth northwards as far as Pwllheli, including the construction of hotels and other amenities.

Narrow gauge work train in an East Side Access cavern that will eventually house a standard gauge station for the Long Island Rail Road. A temporary way is the temporary track often used for construction, to be replaced by the permanent way (the structure consisting of the rails, fasteners, sleepers/ties and ballast (or slab track), plus the underlying subgrade) when construction nears completion. In many cases narrow-gauge track is used for a temporary way because of the convenience in laying it and changing its location over unimproved ground. In restricted spaces such as tunnels, the temporary way might be double track even though the tunnel will ultimately be single track.

The Inspector of the Permanent Way advised in June 1959 that trap points had been installed at Mangamahoe and the loop roads closed off. Lifting of the loops was deferred until such time as the track gangs became available and it was intended to move the crossing loop to replace the goods shed road which had been laid with light rails. In 1962 works were undertaken to make the yard fit for the use of Da class locomotives. It was noted that all the tracks remaining in the yard were still required and that both the goods shed and the Way and Works Branch shed had verandas with insufficient clearance for the Da locomotives.

Speed on the East Coast Mainline p64, P Semmens The Mallard record reached its maximum speed on a downhill run and failed technically in due course, whereas 05 002's journey was on level grade and the engine did not yet seem to be at its limit.Was German 05 002 The World's Fastest Steam Loco? On the other hand, the German train was four coaches long (197 tons), but Mallard's train had seven coaches (240 tons). One fact, often ignored when considering rival claims, is that Gresley and the LNER had just one serious attempt at the record, which was far from a perfect run with a 15 mph permanent way check just north of Grantham.

When private operator W. C. Sanders sold his business to the Board following the enactment of the "Motor Omnibus Traffic Act" in 1926, his two Leyland buses were added to the fleet. One of these vehicles was already suitably configured for use as an omnibus and was put to work in place of the Board's older 1923 Leyland. It only remained in revenue service a short time before being converted into a tower truck for maintenance of the trolley bus overhead electrical infrastructure. Sanders' second Leyland, which he was using for his sightseeing tours, was converted into a tip-truck for maintenance of the permanent way along with the Board's older Leyland.

There was also some opposition to the use of the engines, particularly from James Bell, the NBR Civil Engineer, who felt that the engines were so heavy and powerful that they would cause damage to the permanent way for which he was responsible. Alleged poor initial performance by the locomotives seems to have had more to do with poor management than poor design. Contemporary records show poor communication between the locomotive department (supplying engines) and the traffic department (requesting locomotives and matching them to services), as well as possibly unwarranted criticism from James Bell and others. Having become established, the locomotives gave good service for many years, and were the company's flagship engines, or "pride of the fleet".

The main layout of the station has not been altered significantly, with the exception of the extensive yard behind the signal box. The turnout that formerly allowed access to the yard without having to access the headshunt was removed before the line closed and there are no plans to re-install it. A new storage shed was built over the first three tracks of the yard in 2018-2019 to provide additional covered accommodation. Leaving Boat of Garten, trains cross the road on the new single track box-girder bridge and pass the site of the original GNSR engine shed; long demolished, it is now the site of a permanent way depot.

When the state of the permanent way was assessed, "the Ministry of Transport was a bit shocked ... so the entire PP&W; main line was put under a 45 mph restriction till it could be reballasted and relaid. This was carried out in the next two years." In the 1921 grouping the line became part of the London, Midland and Scottish Railway (LMS). As locomotive designs developed, the difficult route of the Portpatrick an Wigtownshire line was unable to take advantage of large locomotive traction. Smith records that "At the end of March 1939 there came momentous news—official sanction for a 60 ft [18 m]; 4-6-0s to work to Stranraer".

Six ventilation fans were installed along the line to draw 18,500 cubic feet per minute through the tunnels and out through exhausts placed on the roof of the stations. Fresh air was drawn back down from the surface via the lift and staircase shafts, thus replenishing the air in the tunnels. To reduce the risk of fire, the station platforms were built of concrete and iron and the sleepers were made from the fireproof Australian wood Eucalyptus marginata or jarrah. The design of the permanent way was a departure from that of London's previous tube railways, which used track laid on timber baulks across the tunnel with the bottom of the tube left open.

The relationship between the Micronesians in these networks makes life easier in the United States. In addition to Protestants there also important minorities of catholic Micronesians in the U.S. So, according to the Chuuk Reform Movement website (a Chuuk chain, whose aimed at improving the life of this ethnic group in the United States), in May 2009 was ordained a priest of permanent way the Father Bruce Roby, in the Diocese of Bridgeport, Connecticut, being the first Catholic priest from the FSM on permanent assignment in the United States.Catholic Sentinel. Posted by Clarice Keating and Staff Writer, on July 7, 2010, to 11:22:00 AM. Retrieved 25 June 2013, to 13:05pm.

Oerlikon electric train at Harrow & Wealdstone, 11 March 1956 During the early 1960s, as part of the West Coast Main Line electrification, the bridge carrying the A409 road (The Bridge/Station Approach) over the railway was rebuilt easing the previous severe road gradients and offering higher clearance over the tracks to allow for overhead catenary cabling. On 5 October 1964, all services on the branch line to Belmont were withdrawn as part of the cuts of the Beeching Axe. The permanent way north of Harrow and Wealdstone station was removed but the disused platform 7 on the eastern side of the station was left in place as a siding for a further few years until it too was removed.

No.304 was especially constructed for the use of moving full length tram track. Imported tram track was shipped from the United Kingdom and taken to a stub track on Quay Street around the eastern corner from Queen Street where it was craned aboard 304, which had especially dished front aprons so over-length rails could be carried. The rails would then be taken to the Permanent Way Department of the Auckland Electric Tramway Company Limited, later the Auckland City Corporation Tramways and finally Auckland Transport Board, where the rail was stored and bent prior to being relocated by 304 to wherever new rail was being laid or repairs or track replacement was required.

The GJR undertook to pay the W&NR; shareholders 4 per cent until their main line was open throughout: the purchase price was around £67,000, and the takeover was authorised by Act of 12 June 1835, effective from 1 January 1835. The GJR knew it would have to upgrade the permanent way on the W&NR; for stronger materials appropriate fro a main line railway.Grant, page 230 The Grand Junction Railway opened their line from Newton Junction to a temporary Birmingham station at Vauxhall on 4 July 1837.Webster, page 66 When the Grand Junction Railway line was completed to Warrington on 4 July 1837, the connection was made at Bank Quay and through trains used a station there.

The style of the two groups is entirely different, the first being simpler and more elegant, the second having very elaborate drapery and realistic detail. Sculpture in stone is seemingly the most permanent way of creating images. Because stone is durable to the weather, it is the favoured way of adding figurative decoration to the exteriors of church buildings, either with free-standing statues, figures that form a structural part of the building, or panels of pictorial reliefs. Unfortunately with the pollution and acid rain of the 19th and 20th centuries, much architectural sculpture that had remained reasonably intact for centuries has rapidly deteriorated and become unrecognizable in the last 150 years.

A considerable investment was made in the purchase of passenger coaches, and in the purchase and installation of permanent way. Additional passenger coaches (of the 20-seat 'teak' saloon type) were borrowed from the Romney, Hythe and Dymchurch Railway in Kent. The prohibitive cost of purchasing locomotives was avoided through the use of engines which were deemed 'spare' on other existing gauge minimum gauge railways, particularly the United Kingdom's two most extensive railways of this gauge, the Romney, Hythe and Dymchurch Railway, and the Ravenglass and Eskdale Railway. The cost of building and hiring passenger coaches was partly offset through sponsorship by the National Westminster Bank, whose name and logo was painted on the side of every coach.

The facilities here consisted of a simple wooden station building with corrugated iron roof which sat next to short raised platform. This was later accompanied by a grounded van body which was used as a permanent way store. The station was renamed Peel Road in 1885 to reflect the fact that it was the railway's station closest to Peel, although it is also thought that the original title was derisory to the local inhabitants and the railway had received a number of requests to re- title the station. At one time there was a sharply curving siding off the running line which facilitated the collection of stone from the nearby quarry, but the opening and closure dates are unknown.

Following the closure of Melton Constable Works in 1936, the depot became a centre for the construction of many items such as fenceposts and building parts, which were sent all over the LNER and Eastern Region. The depot, which had its own narrow gauge railway, incorporated a pre-cast sleeper depot which supplied over half of the Eastern Region with two or three special trains leaving it each week. In an average year, about 328,000 sleepers were dispatched with 10,600 tons of chairs and baseplates and many tons of small permanent way accessories. The activity continued until 1964 after which the land was used by Shell for offices, a helipad, supply ship berths and a stores complex.

The Bookseller and Stationer of February 1911 gave notice of the formation of the Waverly Book Company of Canada, of which Lancaster was one of the principals and was shown as the manager in the Toronto City Directory. In July 1912 Lancaster was working for the Toronto Harbour Commissioners. By March 1913, Lancaster was leaving a job with the Canadian Pacific Railroad, where he had been a construction engineer on the route through Hastings, OntarioThere is no longer a railway through Hastings, but the old permanent way is now the Lang- Hastings Trail. Lancaster then began work as city engineer, architect, and waterworks manager for Belleville, Ontario at the respectable salary of 1,800CAD per year.

From 1874, earnings declined and, by 1877, the financial situation of the P&TR; was serious; moreover the state of the permanent way and other infrastructure was known to be poor, and money needed to be spent on it. A number of management changes were made, and also a simplification of the committee structure of the company. Consolidation with the M&MR; was considered, but the M&MR; itself was in difficulty and not carrying the trunk traffic it had been built for, and was hardly of any financial assistance. In 1886, the Board of Trade was critical of the P&TR; practice of running mixed trains with passenger carriages behind the goods wagons.

Northern Ireland Railways runs from Londonderry railway station along the scenic shore of Lough Foyle – with views of Inishowen in County Donegal as well as the Atlantic Ocean – via Coleraine to Belfast Central and Great Victoria Street. The strategically important Belfast–Derry railway line is to be upgraded to facilitate more frequent trains and improvements to the permanent way, such as track and signalling to enable faster services. From Londonderry railway station the next stop is Bellarena followed by Castlerock then Coleraine en route to Belfast. Walkers alighting from trains arriving at Castlerock can walk to Mussenden Temple owned by the National Trust and can see the mouth of Lough Foyle and Greencastle some distance away in County Donegal.

Datchet had a manual signal box which also worked the manual level crossing gates, this and Mays crossing box closed in December 1974 when control has taken over by Feltham power box, this led to the replacement of the manual barriers with the lifting ones we have today. The ticket office is now open Monday-Friday between 06:15 and 13:05 & Saturday from 07:55 to 14:45 whereas previously it was weekdays peak hours only. In recent years the platforms have been raised and more modern lighting erected. The most recent development has been the relaying of both down & up lines through the station replacing some very worn permanent way.

A small yard exists at Lisburn station, typically used by permanent way vehicles and, until recently, the storage of redundant stock. Lisburn is also the junction for the single-track Antrim branch, which runs adjacent to the double-track Newry line through the Lisburn suburbs, creating the illusion of triple-track. These lines pass under Thiepval Road and Causeway End Road in a deep cutting before reaching the former site of the second Knockmore halt, staggered across the Ballinderry Road bridge and demolished in 2014. After passing under the Knockmore Road, future site of Lisburn West railway station and site of the original Kockmore station, the Antrim Branch diverges to the right.

On two occasions during late 2016, two separate Permanent Way trains were run along with the standard passenger train, leading to three trains on the line with only Haste Hill for passing, leading to careful planning and coordination being required. Special events are run throughout the year, with either a 'Teddy Bear Picnic' or 'Easter Eggspress' running around Easter time, a railway 'Open Day' traditionally held in May, and the popular 'Santa Specials' event held over 4 days in the lead up to Christmas. The railway is run entirely by unpaid volunteers with young rail enthusiasts involved in its operation. The railway has various departments looking after specialist areas within the railway.

To address issues with gauge creep and rail joint movement (and following a 1988 trial of coach screws and plates at Woody Bay) this extension was laid entirely with coach screws on pre-assembled track panels. A programme to replace all dog spikes with coach screws has since been undertaken across the entire line, resulting in better ride quality, and improved safety. In February 1992 the specification of 'stage 3' of the railway extension to Willow Lawn proposed using heavier permanent way, requiring less fettling and alignment to maintain good condition. The intention was to lay stage 3 to a heavier standard, using large hardwood jarrah sleepers, 30 lb rail, large lipped plates, and large coach screws.

A goods only, horse drawn operation was envisaged at this stage on the "proposed Whittingham Tramway". Prolonged financial negotiations with reluctant land- owners saw two years pass before the final plot of land for the line was acquired. With £10,000 allocated for construction the first sod was cut at Grimsargh in 1887 but work proceeded only with great difficulty. Land slips caused by an exceptionally bad winter of 1887 delayed completion and increased costs.Parker (1972), 24 Finally in March 1889, the contractor reported that the permanent way was ready, but the Tramway Committee had to ask for a further £5,000 to complete the works plus purchase a locomotive and two goods vans.

By September 1854 the works had advanced sufficiently for the EGR's joint company secretary, Mr W. Pearless, to report that "rapid progress" had been made and that nearly all the necessary land purchases had been made. Only Mr Wilson of The Grange was stubbornly refusing to part with his land and required the matter to be taken to arbitration under the Lands Clauses Consolidation Act 1845. Before the arbitrator Wilson demanded £5,500 compensation, but only received £1,400. The EGR's engineer, R. Jacomb Hood (also the LBR's chief engineer), confirmed the progress of works: only three cuttings remained to be completed, a public road bridge needed to be built and only of permanent way was ready.

In terms of rival claims, Gresley and the LNER had just one serious attempt at the record, which was far from a perfect run with a permanent way check just north of Grantham. Despite this a record was set. Gresley planned to have another attempt in September 1939, but this was prevented by the outbreak of World War II. Before the record run on 3 July 1938, it was calculated that was possible, and in fact Driver Duddington and LNER Inspector Sid Jenkins both said they might well have achieved this figure had they not had to slow for the Essendine junctions. There are claims that the Milwaukee Road class F7 and PRR S1 locomotives attained service speeds faster than Mallard's record.

The NCC was relatively unaffected by the events of World War I. Most cross-channel traffic was carried on the principal Kingstown-Holyhead route. Conscription was never applied in Ireland but 318 of the NCC's employees enlisted in the armed forces of whom 60 were to be killed during the hostilities. In September 1914 the NCC undertook to build seventy road transport wagons at York Road for the War Department and in October 1915 subcontracted work on munitions for Workman Clark & Co. The war created severe shortages of permanent way materials and a number of little used sidings were lifted for the materials they yielded. It was also necessary to resort to using sleepers made from home-grown timber rather than the imported Baltic variety.

Passenger services are operated using a selection of rolling stock including British Rail Class 03 diesel shunters, three British Rail Mark 2 coaches in BR Crimson and Cream livery and the carriages which form the British Rail BEMU "Gemini" Battery Railcar. Other rolling stock includes a Class 14 diesel locomotive D9551, Barclay 415 (an 0-4-0 diesel shunter), a Dogfish ballast hopper wagon, a LMS General Utility Van (GUV) used for storing permanent way tools, a BR Lomac well wagon, a tube wagon, a Wickham trolley and a Smith-Rodley Diesel Rail Crane. Milton of Crathes is also home to the former Aberdeen Gas Works steam locomotive: 0-4-0 "Bon Accord", which is stopped for repair. Attractions: Crathes Castle (opposite), various heritage rolling stock items.

The Portpatrick and Wigtownshire Joint Railway was formed from the amalgamation of two railway companies, the Portpatrick Railway and the Wigtownshire Railway. The line was jointly owned by the Caledonian Railway, Glasgow & South Western Railway, Midland Railway and the London & North Western Railway and was managed by the Portpatrick and Wigtownshire Joint Committee. The goods station remained until 1959 and the station passing loop was lifted in 1952. A bad derailment took place in 1922 close to Palnure and following an assessment of the state of the permanent way the Ministry of Transport placed the whole of the main line was put under a 45 mph restriction until over a two-year period it was relaid and reballasted and relaid.

George Cornwell was a British railway engineer and building contractor working in Melbourne, Victoria, Australia in the second half of the nineteenth century. Among his prominent works, were the Hawthorn Railway Bridge built in 1861, with a span of about , being one of the last major items of permanent way to be completed on the fledgling Melbourne and Suburban Railway. Under the name 'George Cornwell and Co.' Cornwell had previously been involved as contractor in many other major construction works including the Melbourne Grammar School, the Model School, Coppin's Haymarket Theatre, the Sunbury railway goods shed and other Melbourne and Suburban Railway works. Subsequently, he was a contractor on Parliament House, Albert Park Station, Jack's Magazine and the Wallaby Creek water supply.

The railway hosts three steam locomotives, eight diesel locomotives, seven diesel railcar sets, twenty-four carriages, thirty-four wagons and two permanent way vehicles, making for a total of seventy-seven railway vehicles. If the railcar constituent coaches are considered as individual carriages, the total is eighty-one vehicles. At present O&Ks; No.'s 1 and 3 are the operational steam locomotives.1875-built 0-6-0 tank engine, GSWR No.90, which was delivered to Downpatrick on Sunday 30 September 2007 after overhaul at the Railway Preservation Society of Ireland's workshops in Whitehead, Co Antrim, is Ireland's oldest operational steam engine. Two E Class diesels, No.'s E421 and E432, were acquired in 1986, with E421 working the Society's first passenger trains.

Though Afonso had created a model for the Roman Catholic Church in Kongo, Diogo hoped to extend it throughout the rural areas and also into neighboring countries. After his death in 1561, he was succeeded by illegitimate son Afonso II. From a political standpoint in the Kingdom of Kongo, Portugal and Kongo formed an alliance that included Portuguese soldiers assisting the kings of Kongo in their wars. During this time, the kings of Kongo converted to Christianity. The Portuguese heavily influenced the customs of the Kings of Kongo that would eventually become a permanent way of living. In the Afro-Latino Voices text on page three it states, “As a Christian kingdom, Kongo built schools and started literacy in Portuguese”.

It has been suggested that subject to condition inspection and permanent way alignment, this platform could be refurbished if the station was to be reopened (though a new down platform would still be required). After receiving the GRIP 2 study, NCC initially announced that they were preceding with a GRIP 3 Study from Network Rail but such a report was not commissioned at the time. Despite a change in the political leadership of Northumberland County Council following the 2017 local elections the authority continued to work towards the reintroduction of a passenger service onto the line, encouraged by the Department for Transport's November 2017 report, A Strategic Vision for Rail, which named the line as a possible candidate for a future reintroduction of passenger services.

Husebybakken continued as Line 6's terminus until 31 May 2008, after which it was demolished. The first three upgraded stations, Montebello, Ullernåsen and Åsjordet, were put back into the service of Line 6 from 18 August. The upgrades were similar to those to the Røa Line in 1995, including installation of third rail, straight platforms long enough for six-car trains, a new signaling system as well as all-new permanent way and stations. From 22 June 2009 only MX3000 trains were used on the line, and from 11 April 2010 some of the departures started running with six-car trains. Meanwhile, it became evident for the county that they had severely underestimated the conversion costs, which by 2009 were estimated at 2.5 billion krone.

No. 3 was destroyed by fire at Laxey Car Sheds in 1930 but the other two remain in service having survived the austerity years of the line as works cars when they had been relegated to permanent way hacks for many years. The historical precedence of these vehicles was however acknowledged and in 1979, when the island celebrated the millennium of its Tynwald parliament, they were restored to original condition, proving the stars of the show at the line's centenary celebrations. Subsequently, car 2 was partly repainted blue (with some historical precedent as it is believed cars may have originally been deep blue but lack of colour photography from the time cannot clarify this) but both cars are now in a variation of the 1930s "house" style and remain in service.

When restoration of the Groudle Glen Railway began in 1982 the locomotives were purchased from the park together with all the rails, sleepers and associated pointwork, arriving on the Isle of Man shortly thereafter. In line with previous naming policy (the original locomotives had been named Sea Lion and Polar Bear as these animals were features of the zoo in the glen) the volunteers of the Isle of Man Steam Railway Supporters' Association named Dolphin (fleet number "1") and Walrus (fleet number "2"). This was the first time fleet numbers had been given to locomotives on the railway. Both locomotives were given a green livery and wooden nameplates, and until the return of Sea Lion in 1987, provided all the motive power for the line's public operations and permanent way trains.

Exchange then closed to passengers on 30 April 1977, with services henceforth being integrated into the Merseyrail Northern Line and running via the new Link tunnel to Liverpool Central from the following Monday (2 May). The North Mersey line lost its connection into the docks in 1971, though it remained in use to serve a permanent way depot at Fazakerley until 1987 and for periodic engineers trains to/from Bootle & Edge Hill thereafter. It has seen no traffic since 2005, but Merseytravel has long-term ambitions to reopen it to passenger trains (as stated in the Liverpool City Region Long Term Rail Strategy published in 2014"Merseytravel plan to open or reopen host of new stations" Shennan, P; Liverpool Echo news article 28 August 2014; Retrieved 29 March 2016).

Series Seventeen, Episode Four The presenters believed that train travel in the UK is too expensive, and the main reason is that trains are expensive to build. They first of all converted a 1990 5.3 V12 Jaguar XJS to work on the railway, before building carriages from old caravans for the varying classes of passenger (first, second, "scum") and a Buffet car using wheels from Permanent Way trollies. The Jaguar was unable to pull the four "carriages" due to their weight, and the Jaguar's rear-wheel-drive. The presenters split into two teams, with Clarkson taking the Jaguar and promising to build a "Train GTI", later referred to as the "TGV12", and Hammond and May converting a four-wheel- drive 2001 Audi S8 to pull the existing carriages.

The 9½ mile line opened in April 1867 for freight, with passengers services beginning on 6 June of that year. These initially ran to a temporary depot near Furness & Midland Junction where the two lines met, as the connecting curve to the main Carnforth Joint station was not completed until 1880. The two companies agreed from the outset that the Midland would work all traffic over the line and operate the stations whilst the Furness would maintain the permanent way. Soon after opening, the Midland transferred its existing Irish & Isle of Man steamer services from Morecambe (where the harbour was prone to silting and difficult to reach at low tide) to the newly extended dock facilities at Piel Pier, near Barrow and began running connecting trains over the Joint line to serve it.

As well as building a new line from Monmouth to Little Mill, (near Pontypool, on the Newport, Abergavenny and Hereford Railway) to Monmouth, the CMU&PR; was authorised to purchase part of the Monmouth Railway and convert it to main line standards suitable for locomotive operation: this would form the section from Coleford to Monmouth. The CMU&PR; opened from Little Mill to Usk on 2 June 1856, and on 12 October 1857 it was opened as far as Monouth Troy station. Reaching Coleford, the primary object of building the line, required a crossing of the River Wye, and conversion of the Monmouth Railway. As well as relaying all of its permanent way, this would have involved considerable realignment to smooth out the worst of the sharp tramroad curves, and opening out the tunnel profile.

During Lent some Christian communities, such as Orthodox Christians in the Middle East, undertake partial fasting eating only one light meal per day. For strict Greek Orthodox Christians and Copts, all meals during this 40-day period are prepared without animal products and are essentially vegan. Unlike veganism, however, abstaining from animal products during Lent is intended to be only temporary and not a permanent way of life. Eastern Orthodox laity traditionally abstains from animal products on Wednesdays (because, according to Christian tradition, Judas betrayed Jesus on the Wednesday prior to the Crucifixion of Jesus) and Fridays (because Jesus is thought to have been crucified on the subsequent Friday), as well as during the four major fasting periods of the year: Great Lent, the Apostles' Fast, the Dormition Fast and the Nativity Fast.

No signs of the passenger station survive however the loading dock survives and a railway access point leads to a yard with a small permanent way maintenance building and a passing loop is present, partly built on the site of the old goods sidings by the Wensleydale Railway in 2010 to allow two train operations on the line as required. The former Great Eastern Railway signal box at has been donated by Network Rail to the railway so that they can install it to control the signals and points in Constable Burton Loop. As the box has a grade II listed status, Network Rail have applied for special licence to dismantle and remove the box. Network Rail will cover dismantling, transportation and rebuilding costs helped by a grant from the Railway Heritage Trust.

Railtrack permanent way maintenance train Founded under Conservative Party legislation that privatised British Rail, Railtrack took control of the railway infrastructure on 1 April 1994 and was floated on the London Stock Exchange in May 1996. Robert Horton was first chairman, leading the organisation through the early years of its existence up to 1999, including an industrial dispute from June to September 1994. The Southall rail crash in 1997Six dead in Southall Train Disaster BBC News 19 September 1997 and the Ladbroke Grove rail crash in 1999Ladbroke Grove Crash BBC News 11 October 1999 called into question the effect that the fragmentation of the railway network had had on both safety and maintenance procedures. In February 1999 the company launched a bond issue which caused a significant fall in Railtrack's share price.

The work on the permanent way has also been delayed, and in August 2020 it was announced that instead of two different closure periods, with the first starting in the Autumn, the line would close completely from 4 January until 31 March 2021 for physical upgrades, including platform work and the Brading loop, with buses replacing trains between and Shanklin, and a minibus shuttle service to connect Ryde Esplanade to Ryde Pier Head during the work. A total of 7,000 tonnes of spoil are expected to be removed during the work. A full service using only the new trains and running to an even 30-minute frequency is due to begin in May 2021. Changes will be made to the track layout and signalling system, principally to introduce a new passing loop at Brading station.

Losses continued to mount for the Refreshment Branch due in part to faster trains, and following the recommendations of the 1952 Royal Commission, the Woodville refreshment room was immediately closed. The dining room was deemed to be in excess of the requirements of the Refreshment Branch, and reallocated for use as office space, including that of the Inspector of the Permanent Way, and the kitchen was converted for use as a communications equipment room. Woodville's dining room was once described by New Zealand author Katherine Mansfield as "a great barn of a place – full of primly papered chandeliers and long tables – decorated with paper flowers – and humanity most painfully in evidence." In 1963, the east-end (Wairarapa) dock siding at Woodville was extended and the crossover was shifted to a more central position.

Record runs of the TGV The TGV was the world's third commercial and standard gauge high-speed train service, after Japan's Shinkansen, which connected Tokyo and Osaka from 1 October 1964, and Britain's InterCity 125 on main lines such as the East Coast Main Line, which entered service in 1976. A modified TGV test train holds the world speed record for conventional trains. On 3 April 2007 a modified TGV POS train reached under test conditions on the LGV Est between Paris and Strasbourg. The line voltage was boosted to 31 kV, and extra ballast was tamped onto the permanent way. The train beat the 1990 world speed record of , set by a similarly shortened train (two power cars and three passenger cars), along with unofficial records set during weeks preceding the official record run.

Narrower gauge railways usually cost less to build because they are usually lighter in construction, using smaller cars and locomotives (smaller loading gauge), as well as smaller bridges, smaller tunnels (smaller structure gauge). Narrow gauge is thus often used in mountainous terrain, where the savings in civil engineering work can be substantial. It is also used in sparsely populated areas, with low potential demand, and for temporary railways that will be removed after short-term use, such as for construction, the logging industry, the mining industry, or large- scale construction projects, especially in confined spaces (see Temporary way – permanent way). For temporary railways which will be removed after short- term use, such as logging, mining or large-scale construction projects (especially in confined spaces, such as the Channel Tunnel), a narrow-gauge railway is substantially cheaper and easier to install and remove.

Much like Devizes station, Pans Lane Halt suffered from reduced traffic after the completion of the Stert and Westbury Railway line, which by-passed Devizes to shorten the London to Bristol journey by 5 miles. Pans Lane Halt station was closed on 18 April 1966 and the entire Devizes Branch Line in the same year under the Beeching cuts. The station was largely destroyed in 1970, although the clay-surfaced platform and retaining sleepers, stone walling, and the brick chimney stack belonging to the permanent way hut situated at the down end of the platform, survived until the site was infilled and used for gardens. The road bridge, rebuilt in the 1960s, over the line near the Halt is still in use today but the past presence of a track is no longer visible after infilling in the late 1980s.

The LSWR operated the branch from the beginning; the permanent way was very light and permissible axle loads limited, at 12 tons. The locomotives used at first were nos. 734 and 735, Terrier (A1) class 0-6-0T engines; they formerly belonged to the London Brighton & South Coast Railway (LBSCR) for suburban work. However they were not entirely successful due to their limited power. From 1906, the LSWR’s own O2 class were employed; these were more powerful 0-4-4T locomotives, but they were not permitted to run with the engine water tanks more than half full to remain within the axle load limit,Mitchell and Smith imply that this refers to the O2s, but Phillips and Pryer attribute it to the Terriers and they suffered badly from twisted frames and other wear defects due to the sharp line curvature.

The day-to-day operation of the railway is in the hands of a full-time permanent staff of around 35 assisted by 5 part-time permanent staff.Company's annual report and accounts 2014 These include a general manager, departmental managers (engineering, commercial and operations) and a large number of engineering staff (from locomotive fitters to permanent way gangers) and catering staff (the New Romney and Dungeness cafes and the restaurant adjoining Hythe station are open all year round; some of the railway's other commercial outlets are more seasonal). In addition to this core staff, seasonal employees are taken on through the summer season, particularly to increase the staffing of the shops and catering outlets and to provide the required levels of staffing at stations. At the height of the operating season there are over 60 staff on the payroll.

Chur stadtbahn (Engadinstrasse) Chur Sand depot; the Plessur and main running line are on the left The Chur stadtbahn ("town railway") is the part of the RhB line from Chur to Arosa which passes through the centre of the city of Chur, with on-street running. The line starts on Bahnhofplatz, in front of the main railway station, where that station's platforms for the Arosa line are. The line runs along Engadinstrasse from the Bahnhofplatz to the old town, where it then runs briefly along Grabenstrasse and then alongside the Plessur river on Plessurquai ("Plessur Quay"). After Chur Altstadt station, the line continues to run on the road alongside the river, heading up into the suburb of Sand and along Sandstrasse, which is the location of a compact permanent way depot ("Chur Sand") at 1.42 km from the beginning of the line.

Construction of the planned Newport and Pontypool Railway had not made much progress, but it had resumed under a fresh authorising Act of Parliament, the Newport and Pontypool Railway (Amendment) Act of 1848; it was built by the Monmouthshire Railway and Canal Company, and it was opened on 30 June 1852. The Newport, Abergavenny and Hereford Railway was opened to goods trains on 30 July 1852, and the formal opening to passengers took place on 6 December 1853, but a slip at Llanvihangel caused the Board of Trade inspecting officer, Captain Wynne, to refuse opening for passenger traffic, and public service was not started until 2 January 1854. The Shrewsbury and Hereford Railway had opened on 6 December 1853. The permanent way consisted of a double track of Barlow rails throughout the main line, Coedygric Junction to the Barton station at Hereford.

It was to be worked on the one engine in steam principle. The permanent way employed Seaton rails, in which the material below the head was formed in an inverted V in section; the rail was supported on a triangular longitudinal timber itself bedded on longitudinal timbers. Tyler commented that > This form of rail is not well adapted for obtaining a maximum of strength > from the iron employed, but the roadway will I conceive be a safe one for > the light traffic There is one disadvantage attending it, that it is not > available for the application of points and crossings, and where these are > employed, other forms of rails have to be intermingled with it. The line was ceremonially opened amid considerable festivity on 13 November 1861, and the public passenger service started the next day, 14 November 1861.

The crowds were led by a group carrying a black coffin bearing a wreath and the words "Waverley Line, Born 1848, Killed 1969". Madge Elliot, a local housewife who had spearheaded the campaign to save the line, was warned by police not carry out her plan to hold a sit-in with protestors on the permanent way, and instead she distributed leaflets edged with the words "It's quicker by hearse". Meanwhile, the last freight trains to traverse the line came through: the 8:30am Carlisle-Millerhill (4S42) and the 9:55am Bathgate-Kings Norton empty car flats (3M45), which were respectively hauled by Type 3 and 4 diesels. The day also saw a second special - an 11-coach train from Newcastle worked by Deltic D9002 The King's Own Yorkshire Light Infantry, and the last through goods services.

A replica of a "Little Eaton Tramway" wagon, the tracks are plateways A later system involved "L" shaped iron rails or plates, each long and wide, having on the inner side an upright ledge or flange, high at the centre and tapering to at the ends, for the purpose of keeping the flat wheels on the track. Subsequently, to increase strength, a similar flange might be added below the rail. Wooden sleepers continued to be usedthe rails were secured by spikes passing through the extremitiesbut, circa 1793, stone blocks began to be used, an innovation associated with Benjamin Outram, although he was not the originator. This type of rail was known as the plate-rail, tramway-plate or way-plate, names that are preserved in the modern term "platelayer" applied to the workers who lay and maintain the permanent way.

This identified a candidate list of 75 possible communities, which were further reduced based on an analysis using passenger demand forecasting, local traffic congestion levels, local commuting patterns, the feasibility of any new rail route, the capital cost, and the proximity of existing rail access locations. Many options were eliminated due to the loss of important permanent way features such as bridges, although many of the remaining proposals include construction of new level crossings and in at least one case the construction of a new bridge. The 35 locations that remained after this analysis were then evaluated further against the use of possible new services by customers, taking into account for example factors such as local traffic congestion, to give a benefit-cost ratio (BCR) figure for each scheme, which determined whether these schemes would be included in the report as commercially viable in the opinion of ATOC.

Dow, Great Central, page 42 The arrangements for safe working at the junction seem to have been indefinite, and the Manchester Guardian observed that > Some caution will be requisite here to prevent two trains... coming into > contact at this point. This, of course, may be done by arranging the times, > or by keeping the rails separate, which is indeed to be the case when the > line is completed to the new Manchester station, but at the present, the > proper precaution seems to be to stand a watchman there to keep a look-out > on both lines, and see that when a train is arriving on one line, there is > no train arriving on the other, or if there be, to make the signal to one of > them to slacken speed.Manchester Guardian, 20 November 1841, quoted in Dow, > First Railway, page 14 Permanent way maintenance was put to contract.

Over the following five-year period, the line was kept in "possible to return to operations" status, but lineside shrubbery quickly took over the infrastructure. In 1975, after Butlins Minehead holiday camp decided to modernise and refurbish, it was proposed to extract LMS Princess Coronation Class 6229 Duchess of Hamilton, purchased by Billy Butlin in 1966 along with LB&SCR; A1 class Knowle (transported out by road), under an offer made by British Railways. This required a full-time two-week incursion of a permanent way team to clear the line pathway, before BR Class 25 diesel No.25 059 and a BR brakevan could make a traverse in March 1975. The trackwork of the run round loop of No.1 platform was removed from the upline at , to allow transporter Pickfords to make a suitable railhead connection to enable release of No.6229 Duchess of Hamilton.

Douglas served as an officer in the Volunteer Force London Rifle Volunteer Brigade and was commissioned as an Ensign in that unit on 17 June 1861. He received promotion to Lieutenant in that unit, since renamed the London Rifle Volunteer Corps, on 18 November 1863. During this period Douglas held several patents including one for "improvements in machinery for nicking and dressing the heads of screw-blanks" which was approved on 28 April 1868, one for "improvements in the manufacture of method of repairing railway rails and other iron in a permanent way and in the machinery to be employed therein" on 30 July 1868 and one for "improvements in screw cutting and threading machines and in the construction of screw nails and spikes" on 30 April 1866. The latter two patents expired after a seven-year period for non-payment of stamp duty required for a patent extension.

One of the vessels, containing the ironwork for the first and third spans, was wrecked shortly after leaving the Mersey; but the loss was immediately replaced, and in a little over six months from the date of fixing the first portion of the ironwork the bridge was finished. The approaches for distance of 980 feet on the northern side, and 440 feet on the southern, are of timber in bays of four upright and two battering piles, secured by wallings and bracings, with openings of twenty-five feet ; the ballast and permanent way is laid on planking, resting on double longitudinal girders with traverse joists. The iron girders rest on four oval stone piers of eighty feet by twenty feet at the base, tapering off to fifty-two by twelve, with vertical openings and surmounted by an impost course. The whole of the stone used in their construction was obtained from a sandstone quarry about a mile distant.

In 2007 the railway erected a two-road, purpose-built locomotive shed in a similar style to the original, which necessitated the removal of the station siding and widening of the area; this shed is now in use, and a further siding is being laid in front of what is now the carriage shed for further permanent way stock storage. The station site is now considerably larger than it was in the days of the original line but the volunteers have been careful to not lose the feeling of the original station. In the early part of 2009 a new souvenir shop was erected, similar in style to the replica canopy; the station was also refurbished in a lighter shade of brown and cream. In 2011 the 1992 booking office hut was deemed beyond repair and was replaced with a new booking office constructed in similar style to the new shop and canopy building and painted in the station colour scheme of brown and cream.

On arrival at King's Cross (just after the run), driver Joe Duddington and inspector Sid Jenkins were quoted as saying that they thought a speed of 130 mph would have been possible if the train had not had to slow for the junctions at Essendine. In addition, at the time of the run there was a permanent way restriction to 15 mph just north of Grantham which slowed the train as they sought to build up maximum speed before reaching the high-speed downhill section just beyond Stoke tunnel. On 3 July 2013, Mallard celebrated 75 years since achieving the world speed record, and to help commemorate this date all six surviving Class A4 locomotives were brought together around the turntable in the Great Hall of the National Railway Museum at York for a two-week 'great gathering'. The visitors include three UK-based, privately owned engines in 4464 Bittern, 60007 Sir Nigel Gresley and 60009 Union of South Africa (formerly Osprey).

This station is formed on the > site of a large ballast hill, which has been partially removed for the > purpose. It is situated but a short distance from Holborn, which is > approached through another tunnel, about 100 feet in length, with stone > abutments and a brick arch; and the line after crossing Holborn proceeds > down to the St. Hilda Staiths, and terminates at Archer’s Quay, where it is > proposed to erect staiths. > The rails, which are of a similar section to those of the Newcastle and > Carlisle Railway, are laid on stone blocks, where the foundation is > sufficiently good, but along the embankments they are laid on larch > sleepers, until such time as the earth becomes consolidated, when they will > be replaced as in the permanent way with stone blocks. There will be a > double line of railway throughout when completed, but at present the double > way is formed in some parts only.

This allowed the Midland to greatly improve its punctuality and timekeeping - which had been poor in the late 19th century and a source of bad publicity - since the timetables could be drawn to also assume the standard 'worst case' locomotive power available, while most of the engines actually in service were in better condition than that. This system also ensured the continuation of the Midland's practice of continuing to run shorter, lighter but more frequent trains (against the industry trend for longer, heavier, faster but fewer services) since the Midland's service timings were calculated on the basis of relatively low power being available. Smaller, less powerful engines also allowed savings in civil engineering as they permitted lighter-laid track and cheaper bridges. In turn this acted against the widespread adoption of larger, heavier engines as this would require a simultaneous large-scale civil engineering programme to improve the Midland's permanent way and associated structures.

Rail Crane Rail SPA Crane (750mm) Czech PW maintenance crane Electric crane replacing track on the Toronto streetcar system (1917) A railroad crane (North America: crane car or wrecker; UK: breakdown crane) is a type of crane used on a railroad for one of three primary purposes: freight handling in goods yards, permanent way (PW) maintenance, and accident recovery work. Although the design differs according to the type of work, the basic configuration is similar in all cases: a rotating crane body is mounted on a sturdy chassis fitted with flanged wheels. The body supports the jib (UK; North America: boom) and provides all the lifting and operating mechanisms; on larger cranes, an operator's cabin is usually provided. The chassis is fitted with buffing (UK) and/or coupling gear to allow the crane to be moved by a locomotive, although many are also self-propelled to allow limited movement about a work site.

It also instituted its "economic system of track maintenance" in which there were to be planned gaps in the revenue earning train service to enable permanent way maintenance to be carried out; this was combined with the GWR motor trolley system on the northern section, in which motorised rail vehicles could operate on the line to convey men an materials to work sites.P W B Semmens, The Heyday of GWR Train Services, David & Charles Publishers plc, Newton Abbot, 1990, : page 138 The M&SWJR; station at Andoversford & Dowdeswell duplicated the GWR Andoversford station, which could serve both the MS&WJR; line and the Kingham line; Andoversford & Dowdeswell closed on 1 April 1927. In 1929, Swindon Borough Council required to increase electricity generating capacity, and it commissioned a new power station at Moredon. The location was at the present-day Purton Road near the junction with Thamesdown Drive, but at that time was in a rural location.

Colonel Yolland described the track as originally provided: > The width of the line at formation level is 11 feet on the embankments and > 12 feet in cuttings. The gauges were 4 feet 8½ inches. The permanent way > consists of flat-bottomed or Vignoles patterned rail stated to weigh 40 lbs > per lineal yard in lengths of 15 feet, 17 feet 6 inches, and 21 feet, laid > on transverse sleepers of half-round Baltic timber creosoted (4½ in.), and 9 > feet long placed at an average distance of three feet apart, centre to > centre, except that on some of the sharpest curves an extra sleeper has been > inserted under every 21 feet length of rail. No chairs are made use of, but > the rail is fastened to the transverse sleepers by a fang-bolt with a clip > under the head, overlapping the flange of the rail on one side, and by a > wrought iron spike on the other side.

In the UK storms of January–February 2014 waves brought down the sea wall and washed away a section of line, leaving the permanent way suspended. The 2014 storm raised questions about the vulnerability of the South Devon Railway sea wall to storm damage and proposals were made to route Plymouth-bound rail services further inland, by re-opening the disused railway line via Okehampton and Tavistock, re-opening the former Teign Valley Line, or reviving a 1930s GWR project to construct the Dawlish Avoiding Line. In May 2019, Network Rail started to improve the sea defences along the sea wall at Marine Parade, south of the station, promising a wider, more accessible walkway with seating and lighting, and greater protection from the sea.. The A379 road from Exeter to Torbay/Dartmouth/Plymouth runs through the town, parallel to the railway line. Buses in the town are provided by Stagecoach South West.

The Malmsbury Viaduct is a large brick and stone masonry arch bridge over the Coliban River at Malmsbury on the Bendigo Railway in Victoria Australia. It was erected as part of the Melbourne, Mount Alexander and Murray River Railway between 1858 and 1861, and was at the time the largest masonry arch railway bridge built in Victoria. Construction of the Bendigo line commenced under the Melbourne, Mount Alexander and Murray River Railway Company in 1858, but this private consortium met with financial difficulties when it was unable to raise sufficient funds, and was bought out by the Victorian colonial government in 1860 when it formed the Victorian Railways Department.National Trust Masonry Bridges Study Gary Vines, 2010, National Trust of Australia (Victoria) The contract for the first stage of the line from Footscray to Sandhurst (now Bendigo), was let to Cornish and Bruce for £3,356,937.2s.2d ($6.714 million) with work commencing on 1 June 1858. Completion of the permanent way was to be by 31 July 1861.

In their new careers in industry many had a working life two to three times greater than that with British Railways. The industries in which they were employed, such as coal mining, declined during the 1970s and the class again became surplus to requirements. Several have since found a third lease of life on preserved lines where they are ideal for both light passenger work and with works trains on the maintenance of permanent way. D9555 and D9520 run round their train at Rawtenstall on the East Lancashire Railway during the Class 14 @ 50 Gala in July 2014 Unusually D9504 was leased in 2005 from its preservation group and found itself in revenue-earning service on the newest mainline in the UK – High Speed 1 (known as the Channel Tunnel Rail Link during construction) – mainly in marshalling and stabling the 450m 22-wagon concrete-pumping train on the final stretch to St. Pancras Station.

Dhoon Quarry Halt is a rural request stop on the northern section of the Manx Electric Railway on the Isle of Man, close to the quarry with which it shares its name. Although the quarry is no longer active, the area is now one of the line's bases for permanent way supplies and stock, and during the 1990s it provided the terminus for the Year Of Railways (1993) event featuring steam locomotive No. 4 "Loch" of the Isle of Man Railway hauling trailers over the metals of the Manx Electric Railway between Dumbell's Row and this point. For this reason there is a concrete-built docking area built especially for the locomotive to take on coal and water, which has more recently been used as a loading area for flatbed wagons on the line. In addition to the two usual running lines (a crossover is also located at this point) there are several sidings, a fraction of what was once here, and these were used solely in connection with quarry traffic.

The C&W;'s passenger engine was undergoing repairs, and instead the Cocker goods engine was used. Tosh had recently modified this from an 0-4-2 to an 0-4-0 to better enable it to negotiate the curves in the coal sidings; as with engines he had similarly modified on the M&C; he had advised caution in its use. On the return journey from Cockermouth, when crossing the Stainburn viaduct, the engine developed oscillations which spread the track, and the train derailed (but fortunately did not leave the track until back on dry land; only the fireman, and the company secretary (who was on the footplate) were seriously injured). The subsequent report by Captain Tyler of the Railway Inspectorate identified multiple failings: the viaduct was too flexible (because of too light a construction), and a skew one, which encouraged oscillation of the engine, the short wheelbase of the modified engine allowed the oscillations to be violent, and the permanent way insufficiently robust (both as built, and even more so after a failure to adequately maintain it) to withstand the oscillation.

The agreement brought shaky British–Russian relations to the forefront by solidifying boundaries, particularly in Afghanistan.British Documents on the Origins of the War 1898-1914, Volume IV, The Anglo-Russian Rapprochement 1903-7. Edited by G.P. Gooch and H Temperley. Her Majesty's Stationery Office, London 1929. p618-621. Appendix IV - Revised Draft of Agreement Concerning Persia, Sent to Sir A. Nicholson by Sir Edward Grey on June 6, 1907 Yale Law School: "Agreement concerning Persia" (in English) The new boundary agreement and alliance made Russia no longer a threat to the British and work stopped on the railway.Facebook "Railways in Indo-Pak"; Retrieved 12 Dec 2015 In 1909, several kilometers of permanent way and bridges were uprooted from the Khyber Pass Railway and sent to other lines being constructed by the North Western State Railway. In 1920, work restarted on the Khyber Pass Railway, however this time the proposal to use broad gauge was adopted and construction. Victor Bailey was the engineer who was assigned the construction of the line.

This railway was initially linked into the national railway system, to the South Eastern Railway, near Plumstead railway station. According to local press reports, the link was opened in 1859 and this would appear to be the date that the early plateways were replaced by more conventional permanent way. Early internal motive power appears to have been by means of horses, whilst during the period from 1871 to 1875, the 18 inch gauge locomotive Lord Raglan appears to have undertaken some standard gauge stock movements by means of special bufferbeams (later removed) and mixed gauge track. The first standard gauge locomotive, Manning Wardle 0-4-0ST Driver, arrived on the Arsenal's railway system in 1875 and for the next thirteen years exclusive reliance was placed on the Leeds company's four coupled products for day-to-day working (even two out of the three experimental compressed air locomotives tested on the standard gauge line during 1880–1 were officially Manning Wardle products) until a Hawthorn Leslie incursion into the market in 1888.

Construction of the Bendigo line commenced in 1858, but this private consortium also met with financial difficulties when it was unable to raise sufficient funds, and was bought out by the Victorian colonial government.National Trust Masonry Bridges Study Gary Vines, 2010, National Trust of Australia (Victoria) The design work was then taken over by Captain Andrew Clarke, R. E., Surveyor-General of Victoria, with bridge designs completed by Bryson and O'Hara'The true history of the design of the Melbourne, Mount Alexander and Murray River Railway', Brian Harper, The Institution of Engineers, Australia, 2004 Nov The contract for the first stage of the line from Footscray to Sandhurst (now Bendigo), was let to Cornish and Bruce for £3,356,937.2s.2d ($6.714 million) with work commencing on 1 June 1858. Completion of the permanent way was to be by 31 July 1861. ENGINEERS AUSTRALIA Melbourne to Bendigo & Echuca Railway Heritage Recognition Ceremony Clarke appointed William O’Hara to design bridges and viaducts, while William Edward Bryson stated to the Select Committee of the Legislative Assembly on Railway Contracts that he had designed most of the large bridges on the line.

Arthur Devere Thomas GC (5 August 1895 – 1 November 1973) was awarded the Edward Medal, later exchanged for the George Cross, in 1931 for the following action: On 14 January 1931 a workman who was engaged in dismantling a wooden staging fixed across the track of the Metropolitan Railway Station at Kings Cross, slipped and fell from a height of about 20 feet to the permanent way of the down Inner Circle line. He was unconscious and lay face downwards across one running rail with his head close to the negative rail of the electrified system. Mr. Thomas, who was acting as flagman for the protection of the workmen, saw the man fall and at the same time heard a down train approaching the station round the curve. Realising that a signal could not be seen by the driver in time for him to stop the train, Mr, Thomas immediately jumped down from the platform to the up line and, crossing two positive and two negative rails carrying 600 volts, snatched the unconscious man from almost under the wheels of the approaching train and held him in a small recess in the wall whilst the train passed within a few inches of them.

The sleepers were widely spaced, with only four for each rail length; many were "in the last stages of rottenness". The track geometry near the point of derailment was very poor ("wavy" in Tyler's words).Wrottesley, volume I, page 218 > I find that this portion of railway, which had been for some 11 years in the > charge of the Great Eastern Company, was taken over, at the expiration of > the agreement under which it was worked, by the Great Northern Company, on > the 1st April last. I learn from the engineer of the Great Northern Railway > that he inspected it, with the engineer of the Great Eastern Company, in > December 1865, and that he then required that 11,400 new sleepers should be > inserted in the permanent way; but this not having been done, the same > number of new sleepers were handed over to the Great Northern Company, with > the line, in April. Out of 18 miles of double or 36 miles of single line > thus taken over, 11 miles have since been re-laid, with fished joints, and > sleepers 2 feet apart at the joints, and 2 feet inches apart in the > intermediate spaces; besides which, 5,000 new sleepers have been inserted by > the ordinary gangs.