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215 Sentences With "running lines"

How to use running lines in a sentence? Find typical usage patterns (collocations)/phrases/context for "running lines" and check conjugation/comparative form for "running lines". Mastering all the usages of "running lines" from sentence examples published by news publications.

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Backstage he was checking notes, writing on his phone, running lines.
Most of all, I'll never forget running lines with Jill in my apartment.
How it works Harmon describes the tractors' dance more like they're running lines of code.
Quick: There she is, in her pert maid's uniform, running lines with her actress employer.
Back then, you mentioned that you were running lines with a friend—can you tell me a bit more about your preparation?
" From there, it was only a few years before he was running lines with Lupita Nyong'o, whom he met on the set of "Star Wars.
While the more genteel "Stylish Explorer" model has more of an SUV feel to it, with cleaner running lines, flared wheel arches, and 22-inch light-alloy wheels.
Running lines in the video with director Paul Verhoeven (standing in for leading man Michael Douglas), Stone taunts, teases, flirts, and fascinates as the enigmatic writer and murder suspect Catherine Tramell.
"One day I was running lines with Crest White Strips on my teeth and I found the voice," said Ms. Block, who portrays the pop star in "The Cher Show" on Broadway.
He pulled out his phone, loaded with pictures of the cramped backstage at "Little Shop," and swiped to a video in which he was running lines with that niece, who has been learning about the show in preparation for attending opening night.
The buildings are separated from the running lines by seven sidings, used for stabling trains in the open.
British Rail experimented with slabs during the late 1960s and laid several miles alongside the main running lines north of Derby.
In October 1994, the signal box was decommissioned and since then the station has had only two running lines with a crossover.
The investigation admitted that it was not possible to stop shunting operations from occurring on lines parallel and close to passenger running lines.
It is the fifth station from Temple Meads. There are two running lines, roughly oriented east-west, but curving towards the north at both ends. There are two -long platforms to the north and south of the running lines, connected by a footbridge at the east end. The southern platform, Platform 1, serves trains towards , the northern platform, Platform 2, serves trains towards Temple Meads.
The goods yards were located on both sides of the running lines, one for each direction, and used hump shunting to sort individual wagons into trains.
The layout of the yard was also criticized as there were no trap points to protect the running lines in the event of such a mishap.
The site and its buildings changed over the years. The initial station was built almost at a right angle to the running lines, with its tracks forming a very short branch adjacent to the north side of Church Street. In 1877 a new station building was erected northeast of the original, aligned with the running lines. Changes were made to tracks in later years, but the station building remains today.
Two sidings were located south of the station but these were no longer used: with no connection with the running lines. In late 2017 these sidings were lifted.
Melbourne University tram stop has three reversing headshunts in succession, between the two running lines. Found primarily on metro systems, rapid transit light rail networks, and tramways, a 'reversing headshunt' allows certain trains or trams to change direction, even on lines with high traffic flow, whilst others continue through the station. Typically there will be two running lines, one for each direction of travel, and the headshunt will be positioned between the two running lines, linked to both by points. Although most trains will pass through the station and continue in the same direction, an individual train may be directed into the reversing headshunt, before exiting onto the other running line, in the opposite direction of travel.
Although there had been plans to provide gearing for , the running lines and their signalling were never upgraded to these speeds and so this gear ratio was never needed.
Kibworth station in 1967. On the down side were two bay platforms, one running through a goods shed. These joined the running lines by a crossing, but also led back to longer sidings next to the down line. Next to the up line on the other side of the road bridge, was a short loop serving a cattle dock, and an unusual siding curving away from the running lines to some small sheds.
The next station south is , the next station north is Patchway, and the next station east is Bristol Parkway. The station is on an alignment of 032 degrees, curving towards the west. There are four active platforms: platform 1 is the easternmost, separated from platforms 2 and 3, which share an island, by two running lines, then two further running lines before platform 4 at the west. Platform 1 is for southbound trains and has a speed limit of .
The rail sidings themselves were progressively removed from the 1980s to the 1990s with only running lines today, but the area continues to be referred to as the 'Jolimont railyards' by Melburnians.
As the sail lowers by its own weight, the other running lines will also relax. The sail is lowered until the desired batten is along the boom. Then the gaff hauling parrel and luff hauling parrel are trimmed, and the sheet is hauled to reset the sail to the wind. When reefing on other points of sail, it is helpful to ease the sheet first to take the pressure off the sail, and then ease the halyard and trim the other running lines.
The longest tunnel on the line through the Alban Hills is long. The minimum radius of curves is and the centres of the running lines are apart. The maximum gradient of the line is 21 per thousand.
A siding between the running lines to the north of the station allows trains from Central London to be reversed and run back eastwards. Trains going out of service can return to the below-ground White City depot to the south of the station via sidings between the running lines. The nearby Wood Lane station on the Circle and Hammersmith & City lines provides an interchange between the lines. This station is also directly opposite the BBC Television Centre and is within walking distance of Loftus Road, home of Queens Park Rangers F.C. and Westfield London.
Engineers created two moveable sections on rail wheels which when pushed together, created a bridge allowing trains bound to and from Wensleydale to traverse the section. If the wartime chord needed to be used, the moveable sections could be moved onto sidings on either side of the running lines. The bridge was constructed from two girders that straddled the lower running lines. The bridge completed the track circuits and prevented trains from running under when the bridge was in place, or from running over it if the lower wartime lines were in use.
A board mix is a recording created by running lines directly off a mixing console while sound is mixed in real time. The alternative to a board mix is use a virtual mixing console, an increasingly popular approach.
See, for example, this survey of surviving platelayers' huts on the Settle-Carlisle Railway, England. Platelayers' huts were generally a single room, immediately adjacent to the running lines, equipped with a table, chairs, and a simple heating stove.
Avonmouth railway station is located on the Severn Beach Line and serves the district of Avonmouth in Bristol, England. It is from . Its three letter station code is AVN. The station has two platforms, on either side of two running lines.
Revised: ca. 1897. In 1941 a mineral line branched off towards Kingshill Colliery and a complex arrangement of sidings, a passing loop and running lines were present on this, the LNER Morningside Branch. A signal box is located at the station site.Lanarkshire 013.14 (includes: Cambusnethan).
The first concentration of levers for signals and points brought together for operation was at Bricklayer's Arms Junction in south-east London in the period 1843–1844. The signal control location (forerunner of the signalbox) was enhanced by the provision of interlocking (preventing a clear signal being set for a route that was not available) in 1856.Brian Solomon, Railroad Signaling, Voyageur Press, Minneapolis, MN, 2003, To prevent the unintended movement of freight vehicles from sidings to running lines, and other analogous improper movements, trap points and derails are provided at the exit from the sidings. In some cases these are provided at the convergence of running lines.
Sections of the route between the former Elliot Junction station and Arbirlot have become a nature walk. The site of Elliot Junction station remains part of the operational railway between Dundee and Aberdeen, with the outline of the central island platform visible between the two running lines.
There are 80 chains to the mile. It is the eighth station from Temple Meads. The next station towards Temple Meads is ; the next towards Severn Beach is . The station is on a north-west/south-east alignment, with two platforms separated by two running lines.
There were originally four tracks with the two platforms on passing loops outside the inner non-stop running lines; the current two-track layout dates from the 1960s. The 4 tracks were closed for a week by a landslide in a cutting near the station from 18 February 1918.
Several bay platforms are arranged in an elevated position between the running lines from the north and south hall. These are mainly used for stabling short sets. Impressive entrances to the station building were built not only from the east, but also from the north and the south.
Lawrence Hill railway station is on the Severn Beach Line and Cross Country Route, serving the inner-city districts of Easton and Lawrence Hill in Bristol, England. It is from . Its three letter station code is LWH. , the station has two platforms, four running lines and minimal facilities.
At one end of the railway, Willow Lawn station was previously known (until summer 2013) as Ruislip Lido (Water's Edge) station. It features three running lines, but only one platform face. There is a turntable. There is a level crossing between Willow Lawn and the next station, Haste Hill.
The station during construction of the shopping centre Hurstville station opened on 15 October 1884 on the terminus of the Illawarra railway line from Redfern. On 26 December 1885, the line was extended to Sutherland.Hurstville Station NSWrail.net The station initially had two side platforms and two through running lines.
There are 80 chains to the mile. It took until 1866 for another station – , to the west – to be opened between Mangotsfield and Bristol. Facilities at Mangotsfield were very limited. When the station opened there was nothing apart from a platform either side of the two running lines.
In common with stations built on this line at this time the sidings on either side were accessed by wagon turntables connected by a line across the running lines at right angles to them. The platforms were offset and this line ran between them, with a large goods shed adjacent to the main building. Later a further running line was added in the Peterborough direction and more sidings were added curving away into a new goods yard, using double slips off the running lines Preston Hendry, R., Powell Hendry, R., (1982) An historical survey of selected LMS stations : layouts and illustrations. Vol. 1 Oxford Publishing Initially there were three trains a day, rising to six by 1883.
The location of the disaster. The fast WCML platforms 4 and 3, looking south in 2008. There are three pairs of running lines through Harrow and Wealdstone station. From east to west these are the slow lines, the fast lines of the West Coast Main Line, and the DC electric lines.
During construction, the site was flooded by the River Calder. In case of a re- occurrence of flooding, the control tower was built at above rail level. The yard was placed in the Healey Mills area near Ossett, and was located between the running lines of the existing Calder Valley railway.
Dieburg station has five platform tracks. Closest to the station building are tracks 1 and 2, the running lines of the Rhine-Main Railway. Track 3 can be used for passing. Track 4 and 5 are on the Rodgau Railway and begin to swing to the north in the platform area.
The main platform is quite long and due to a crossover it can be operated as two platforms if necessary. The eastern end is platform 3, the western end being platform 4. A large signal cabin is situated across the running lines. The station area is still currently controlled by semaphore signals.
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.
This could be used to indicate to a train on a parallel faster line that the brake van showing the white light was travelling in the same direction but on another line, presenting no danger of a collision. The white lamp would be on the side closest to the faster running line, and would be deployed on relief or slow lines where faster running lines ran parallel with no more than one other line intervening, or on loops or refuge sidings next to running lines. In an emergency, the guard could attract the attention of other railway staff by reversing these side lights, so that red lights shone forward to alert the loco crew, or any other railway staff that saw them.
The station was re-sited about eastward in 1896. The new station was to the east of Furnace Road and accessed by a service road to the south of the railway. There were two platforms either side of the running lines connected by a footbridge. The old station was re- used as a goods station.
Fatehpur railway station is two kilometer away from the town area, block development office (BDO), and Munshiganj. It is located on Burhwal-Sitapur chord section Of North Eastern Railway (NER) zone which connects directly to Delhi, Punjab and Jammu via Shahjahanpur, Rampur, Moradabad and has one platform with three running lines including one main line with interlocking signaling system.
The stop here serves Queens Drive and other parts of Ramsey, and is the closest stop to the famous Queen's Pier, landmark of the town. At this point the line becomes inter-urban, running parallel to the roadway, notably featuring traction poles mounted at the side of the line, rather than between the running lines as is standard elsewhere.
The station opened on 3 August 1850 by the Blyth and Tyne Railway. The station was situated on the south side of Front Street on the A19. The goods shed was north of the level crossing and east of the running lines; this was closed on 9 December 1963. The station was closed on 2 November 1964.
There were two signal boxes in the station vicinity one to the south west of the running lines that controlled the goods yard, and one to the north of the eastern platform, between the slow and fast lines, which controlled access to Golborne Colliery. The goods yard had two, later three sidings on the west side of the running lines and a warehouse, it was able to accommodate most types of goods including live stock and was equipped with a five ton crane. In 1895 there were 11 local services on weekdays in each direction, northbound all going to and southbound to except for one service, the 1453, which went to . In 1922 thirteen services called at Golborne in each direction on Mondays to Saturdays, most were local services.
This article details Car Nos. 1–3 of the Manx Electric Railway on the Isle of Man. These tramcars were original trio of tramcars supplied for the opening in 1893. The two remaining cars hold a joint entry in the Guinness book of records as the oldest fully operational tramcars in the world that still operate on their original running lines.
The building on the westbound platform has been demolished, the platforms have been removed and the running lines slewed closer to the remaining station buildings. The relief line to the east has been removed. The fuel sidings were disconnected and the adjacent crossover points removed in February 2004. One of the station buildings was damaged by arson on 7 April 2003.
Originally built for 45 trains, between 2005 and 2006 the depot received extensions and upgrades including more sidings and improved signalling. Located between Beckton and Gallions Reach stations, it is actually closer to the latter. DLR rail access is from spurs from the running lines from the Beckton branch (in both directions), and road access to the site is off Armada Way.
The depot is accessible from both ends, and lies in a north-west to south-east orientation, on the north- east side of the tracks between Ealing Common and Acton Town stations. The basic layout has remained much the same since its opening, with nine stabling sidings next to the running lines, and a car shed with another 11 tracks beyond those.
By 1 November 1895 it was also connected to Bromberg. The Wenecja Railway Museum opened in 1972, and contains a collection of at least 17 steam locomotives and a variety of rolling stock and other items. It is situated beside the railway, but the display tracks are not connected to the running lines. The railway also runs past the archaeological museum at Biskupin.
Bidston station had a nearby engine shed, shed code 6F, which principally operated the Wrexham line. The building was somewhat south of the running lines, halfway between Bidston and Birkenhead North stations. The shed was built by the Manchester, Sheffield and Lincolnshire Railway in 1897 and had two tracks inside. The shed had a water tank and a coaling stage for steam locomotives.
In 1987, the platform loop lines were removed (reducing the line to two tracks again) and the platforms themselves extended outwards to reach the remaining running lines."Humberside’s semaphore swansong" David, G Railwayworld.net 12 August 2017; Retrieved 29 December 2017 The works and area south of the station was redeveloped as an industrial estate in the 1970.Ordnance Survey. 1:2500.
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.
Both stations' platform was almost nominal, as the carriages were very low to the ground no height was needed. There were two running lines through the station: the "Passenger Line" which ran past the platform, with the other for goods and workmen's trains. The other two lines visible on photographs were a run-round loop for passenger locomotives and a siding.
The next station east is Bristol Parkway, the next station south is Filton Abbey Wood, and the next station west is .Passenger services do not currently use the Henbury Loop Line. The station is on a rough north/south alignment, curving towards the west at the north end. There are two platforms, separated by two running lines and connected by an open footbridge.
A door in the subway under the main running lines allowed passengers to interconnect between all platforms. left Other lines were planned, some gained Parliamentary approval. One was the York & Carlisle Railway which proposed a line from Northallerton and Bishop Auckland meeting near Barnard Castle and crossing the Pennines. The plan was abandoned in 1846 when the company merged with another.
Looking up the Thrushbush incline from Whinhall Road Note: As the railway was operated by hauliers and used horse traction, modern concepts of stations, signalling and running lines and sidings did not yet apply. It was only with the introduction of passenger operation that the notion of "stations" became important. Many of the place names are different from the current spellings.
The locomotives were successful on delivery and performed well. Their 120 km/h design speed was achieved easily, 20–30 km/h faster than other trains then in service. Their ride quality was particularly noted, being smooth and stable at high speeds in both directions. In tests over the high-speed running lines of the Berlin–Hamburg Railway, also used for the Flying Hamburger service, they achieved .
The station has two platforms, separated by two running lines. The line runs on a slight curve through the station, at an angle of roughly 067 degrees, and has a linespeed of . The northern platform, platform 2, is long and serves eastbound trains; the southern platform, platform 1, is and serves westbound trains. Access to the two platforms is by steps from the road on either side.
Two sidings west of the station to the north of the running lines provide layover facilities for works trains. There are ticket barriers at the main entrance to the station, controlling access to the Central line platforms from the public highway and the pedestrian walkway linking the car park to the station. The Chiltern platforms can be reached from the car park walkway without tickets.
From here the water is sent through filters and heat exchangers to provide cooled air in the building. The pipes had to be specially supported on adjustable jacks, during excavation work for the extension of the Jubilee line in 1995, because of settlement during the driving of an access tunnel out from Jubilee Gardens, to the main running lines in York Road via Chicheley Street.
I.K.A. McNaughton, 2 August 1983, Her Majesty's Stationery Office, London, England. Upon completion, the tunnel was inspected by the Inspector-General of Railways, Major-General Charles Pasley, on behalf of the Board of Trade. The tunnel consisted of a single bore, long, containing two running lines. During its 134-year existence, the tunnel was the location of two incidents investigated by HM Railway Inspectorate.
Ripple Lane TMD, BR depot code RL, was a Traction Maintenance Depot located to the south of Castle Green, London, England. It was located east of Fenchurch Street station near the marshalling yard between Dagenham Dock and Barking stations. The actual depot was situated between the running lines with the up line to the south of the depot and the down line to the north.
The running lines beside the shed are bisected by a public footpath and as such a diminutive stopping place exists here, having the same name as the sheds but with no nameboard to the effect. On occasion the shed and nearby substation are open to the public and on these occasions a shuttle service is operated from Laxey Station to avoid people walking over the nearby Glen Roy viaduct.
Running lines (as distinct from sidings) are divided into sections. Under normal circumstances, only one train may occupy any section at a time. A signal is provided at the start of every section, which may only display a 'proceed' aspect when the section ahead is completely empty, at least as far as the next signal. The length of the sections, and hence the distance between signals, determines the railway's capacity.
Lea Hall railway station is situated in the Lea Hall area east of the city of Birmingham, in the West Midlands of England. It has two platforms, one each side of the two running lines, with no points or sidings. The ticket office is on a bridge over the tracks, which are a little below street level. The station, and all trains serving it, are operated by West Midlands Trains.
The mystery surrounds the platform itself - several sources appear to confirm that the platform was completed, together with at least some of the buildings, but it has so far not been possible to substantiate this for certain. What is known is that anything that was built lasted only a short time, though the main running lines continued to veer round the platform's site throughout the operating history of the line.
The station opened on 25 September 1844 when the South Eastern Railway opened the line between and . The line was originally single track but was doubled in 1846. In 1897 there were two platforms joined by a footbridge, a signal box and sidings both sides of the running lines. The goods yard was able to accommodate most types of goods including live stock and was equipped with a 1¼ ton crane.
The first emergency response arrived at 6:25 pm with the Fire Brigade, Ambulance and Police being assisted by doctors and nurses. Help was accepted from the Salvation Army, the Women's Voluntary Service, St John Ambulance Brigade and local residents. By 10:30 pm all of the injured had been taken to hospital. All four of the running lines under the bridge and the two over it were blocked.
1 Oxford Publishing There were small sidings on each side of the double track, with a goods shed on the up. For each, until 1903, there were wagon turntables, with track between them passing at right angles across the running lines. Although this was a common arrangement for small wayside stations, the LNWR had removed them elsewhere before 1880. At grouping in 1923 it became part of the London Midland and Scottish Railway.
The booking office was on the southbound up line, with a small waiting-room on the down. There was no footbridge and the line was crossed by a barrow crossing at the northern end. To the north were long sidings on either side of the running lines capable of handling trains of 30 to 41 wagons - typical for Victorian trains of the period. The signal box was next to these on the down side.
It gains its name from the imposing house adjacent to the running lines which is the last building on the stretch of coastline before reaching Groudle Glen itself which is inland. The houses along this stretch of road are impressive constructions and "Far End House" was one of the largest. The houses were generally, as now, the residences of the well-to-do and the area had a reputation for its rich residents.
It now consists of an island platform 596 feet long.' It is also revealed that the station is on a gradient of 1 in 77. The authorisation for it was the L&YR; Act of 1897. The signal box spanned the fast running lines and it is reported that it was a very draughty place of work, with its floorboards lifting like piano keys when a loco steaming hard passed underneath it.
The station is sometimes used as a terminus for trains travelling north, instead of them continuing to Edgware. Some regular off-peak service patterns in recent years have seen all trains joining the Edgware branch from the Bank branch terminating at Colindale, though this was not the pattern in 2009. Reversal of trains at this station makes use of a turn-back siding, situated between the running lines north of the station.
Prior to its demise, Railtrack had plans to reinstate the third and fourth running lines north of the junction as far as Swinton junction and remodel Swinton station to increase capacity. These plans were not adopted by Railtrack's successor Network Rail in the short term. However the Yorkshire and Humber Route Utilisation Strategy mentions the quadrupling of this section of line as a possible necessity for Control Period 5, i.e. 2014 at the very earliest.
Roads seven to eleven were located to the east, with number ten road also accommodating the breakdown train shed. Additionally there were five roads of stabling in Clarence Yard, which was nearest to the main running lines. The depot was downgraded in June 1981 and closed in October 1983.Baker, p 97 The site is now covered in residential flats which can be seen to the south-west of Finsbury Park station.
The station was opened by the Great Western Railway (GWR) as an exchange station on 12 May 1845 with the line opening from Swindon to Gloucester. Only on 1 May 1882 did it become a public station replacing the nearby . The distance between the platforms and the large clearance between the remaining running lines is a legacy from when Kemble first opened because it originally accommodated Brunel's broad gauge tracks. These were changed to standard gauge tracks in 1892.
Even after the long- delayed tunnel opened in 1886, on the South Wales Main Line, this coal traffic remained the major reason for keeping this branch in service. By 1925, the busier traffic on the main line had led to an expansion of the junction with a head siding. Further sidings were provided to the north of the running lines, on the town side. These were well to the east of where the station is today.
It was opened as Thorpe on 4 August 1846 by the Midland Railway when it opened the Nottingham to Lincoln Line. The station was located from and from . The station building was to the south of the two running lines on the east side of Station Road which was crossed by a level crossing, there were two platforms and a small goods yard to the north east able to accommodate most types of goods including live stock.
A new goods yard was provided on the east side and separated from the running lines by a timber fence. The layout of the goods yard was almost identical to the goods yard at , the next station along the line. Two long sidings were provided either side of a raised loading dock that also doubled as a cattle pen as required. A short siding between the other two had an end on loading to the dock.
The Mutineer is a slightly slower boat than the Buccaneer, but their speeds are comparable; their handicap ratings are 96 and 87.1, respectively. Due to their shared history, however, there are remarkable similarities as well. The boat designs are so similar that many parts (mast, boom, tiller, shrouds, running lines) are different only in their length. The rigging hardware, centerboard, and rudder are the same on both boats, and the sails are scaled versions of each other.
Defined by the Rule Book, when protecting a line for whatever reason (failed train, obstruction fouling the running lines), three detonators must be placed 20 yards apart. These signal an emergency stop to the driver. Detonators are also used to protect engineering works where the line remains open. The controller of the possession will communicate with the operative with the detonators as to when to place them on the track, or lift them to allow a train through.
The halt here is located on the only real "urban" stretch of the line and until relaid in 2002 featured the only grooved tramway rail on the line. Also along this section were different traction poles mounted to the side of the running lines (rather than between them as is characteristic on the rest of the line). These poles were more ornate and featured more decorative metalwork, but were replaced as part of an ongoing track renewal programme.
At the time of opening the station hosted four trains to and five from Wigan. The running lines through the station site were quadrupled in 1892 with "fast" lines being provided to the east of the station, these lines effectively by- passed the station. In 1922 thirteen northbound and twelve southbound services called at Bamfurlong on Mondays to Saturdays, most were local services. Northbound they mainly started from , with two starting from , two from and one from .
The stop is situated on reserved track, between the street and recreation ground, and has three tracks. The western two tracks flank an island platform, whilst the easternmost track is served by its own side platform. In normal service, the westernmost track is used by northbound trams, and the easternmost by southbound trams towards the city. The centre track is connected to both running lines in both directions, and can be used to turn back short workings.
From 1928 until the end of World War II they marked the point of divergence of the two running lines. From 1946 to the present day they have taken the form of spring-loaded points allowing the single track to return onto itself through the loop. The name "Britannia" was derived from a nearby public house. Although the original pub has been demolished, a replacement (bearing the same name) was constructed near to Dungeness station, and is still trading.
The station closed for passengers and parcels on 5 September 1966 prior to electrification between London Waterloo and Bournemouth, when neither Northam station nor Southampton Terminus were included in the upgrade. The mail offices closed in December of the following year, transferring their work to Southampton Central. By December 1968 most of the track had been removed. In 1970 the remaining signal box and track work was removed and the running lines filled in to platform level to act as a car park.
From Beighton Junction southwards to the northern portal of Spinkhill tunnel, a distance of 3 miles, remained open until Westthorpe Colliery, Killamarsh closed in 1984. This had no direct impact on Shirebrook North as the remaining traffic along the branch still passed through. The Leen Valley Extension across the embankment through Shirebrook VillageShirebrook Embankment: via PictureThePast then through Shirebrook South closed completely on 27 May 1968. The running lines near Shirebrook North were adopted as sidings of the wagon works.
Sprung catch points were installed in the Up (southbound) line just south of the crossing on account of the gradient which fell steeply towards Faslane. Near the 2 milepost, there was a quarry siding on the east side of the line, and a further set of catch points in both running lines. A little further north was Belmore Crossing, where the railway crossed the A814 road. A signal box stood just north of the crossing, on the east side of the line.
This led to a second pair of running lines known as the Slow Lines (the ones that exist today - 2013 - are the old Fast Lines) being added in 1913. In 1919 as well as the two sets of main lines there were some private sidings serving local industries including Tottenham Gas works. Adjacent to the station was a marshalling yard for goods traffic. The yard was under the control of the station master and had three reception sidings and fourteen sorting sidings.
If the climate is damp, the wet leaves adhere to the rail very effectively. The draft caused by the passage of the train causes nearby leaves to be caught up in air currents, and more leaves are deposited on the railhead. The build-up of this material is incremental, and it is hard enough not to be quickly worn away by the ordinary passage of trains. Winter can provide problems of low adhesion when snow and ice are deposited on running lines.
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.
At North Melbourne, Spencer Street and Jolimont Yard, cut and cover tunnelling was used to build the access ramps, with the above ground running lines being slewed from time to time as work proceeded. The first completed tunnel was the Burnley Loop, with the final breakthrough made on 8 June 1977 near the Museum station site. The Loop comprises four single-track tunnels on two levels, and the use of four pre-existing elevated tracks between Flinders Street and Spencer Street stations.
There were buildings on all platforms and a goods yard to the west. Service levels reduced significantly over the second half of the twentieth century. The goods facilities were closed in 1965, staff were withdrawn in 1967 and the eastern two platforms were taken out of service by 1974. The line is due to be electrified as part of the 21st-century modernisation of the Great Western Main Line, which will also see the addition of two new running lines to increase capacity.
To the east, the railway passed through the village and crossed a valley on the brick-built Pill Viaduct, while to the west the line was largely through flat, open countryside. The station was initially the second along the line from Portishead Junction, after and before . The station at Pill was aligned roughly north-west/south-east, with the line bridged to the east by Station Road and Myrtle Hill. There were two platforms, separated by two running lines, forming a passing loop.
Built as part of the electrification of the Melbourne suburban network, it was the main storage, servicing and maintenance depot for the new fleet of suburban trains. The workshops was erected to the south along Batman Avenue, with the storage sidings located between the running lines. A footbridge ran from Flinders Street across the entire yard to provide access for train drivers. An electrical substation was also erected to the south of the yard, to feed power into the overhead wires.
By 1875 the wire works was also served by a level crossing and a crossover between the two running lines, controlled by a signal box. It is likely that this relaying was carried out earlier, as part of the re-gauging work. In 1878, a branch line was laid to Sudbrook, to support the works for construction of the new Severn Tunnel. One of the main tasks of this line was to deliver coal for the pumping engines needed to drain the tunnel workings.
Space for the structures was created by smaller arches built either side of the railway running lines. The goods yard and two sheds were located at a lower level to the north, between the station and Brown Street North. In 1904 the goods yard had a full range of facilities and was able to accommodate "Furniture Vans, Carriages, Portable Engines, and Machines on Wheels; Livestock; Horse Boxes and Prize Cattle Vans; and Carriages by Passenger Train" as well as the normal goods and parcels.
Commercial traffic was further impeded by having to cross over on-level running lines to reach the goods yard. Grade separation of goods traffic was achieved by constructing the skew bridge that opened in August 1877, and the second and third Gas Works tunnels opened in 1878 and 1892 respectively. On 15 September 1881, a light engine and a coal train collided near the mouth of the Copenhagen Tunnel north of the station because of a signalman's error. One person was killed and another was severely injured.
All that was left was a DMU service between Nottingham and Rugby, the Nottingham Victoria to Grantham services having been re-routed to Nottingham Midland on 3 July 1967. Victoria station was finally closed on 4 September 1967 and demolished (amidst much opposition), leaving only the clocktower to survive amongst the new Victoria Shopping Centre and flats. Goods trains continued to pass through the site of Victoria until May 1968, with two running lines left in place amidst the demolition of the main station.
Great Eastern Railway Society Journal volume 122 pages 24 Rodger Green April 2005 In 1882 the line through Tottenham Hale became part of a major rail freight artery, with the opening of the Great Northern and Great Eastern Joint Railway. This provided a link for the Great Eastern from the coalfields in the north to London. This led to a second pair of running lines known as the Slow Lines being added in 1913. The slow lines that exist today were previously known as the fast lines.
All pointwork was grouped together in the station throat, switching between the main running lines and platforms being by two crossovers: one facing, one trailing. As a model, the layout took many features of the urban original and turned them to its advantage. The low-level urban setting of the Metropolitan was surrounded by a retaining wall which provided an obvious scenic break to the model. It also justified the popular, but sometimes contrived, technique of a tunnel exit to the off-board fiddle yard.
The station has an island platform layout. Some services start or terminate here rather than West Ruislip, the trains leaving or entering the Central line depot to the west of the station, south of the running lines. There is a link from the Central line depot for stock movement to the Metropolitan line just to the west of Ruislip via a shunting neck. A running link round the southern boundary of the depot has several times been proposed, to make a connection with the Metropolitan line.
This requires either an insulated two-part frog, with the risk of poor contact to locomotives crossing it; or else an all-metal 'live' frog which must be insulated from the rails beyond the pointwork, and which usually requires an additional switch to give a reliable connection. In comparison, the three-rail system is simply isolated from the running lines. Some layouts, such as a balloon loop, also create problems for two-rail, as they connect the opposing rails together around the loop and could require isolation.
In 1905, Milwaukee Road officials began expanding west, running lines from Chicago to Seattle. At the same time, they decided to electrify the lines through the western mountains, to increase operating efficiency. Despite the increased efficiency, the financial stability of the railroad began to crumble, prompted by the high cost of the western expansion, electrical expenses, and competition with other railroads and ships using the newly opened Panama Canal. In 1980, the last Milwaukee train traveled over the Cascades, and thereafter the system served only the Midwest.
Initially there were two running lines when the station opened in 1847. A third up line was added between Bulkington and Rugby in 1871, for which an extra arch was built for the bridge. This became a passenger line in 1876 utilising the opposite side of the up platform, and a further line provided sidings for 22 wagons. On the down side was a refuge siding from under the bridge, which later became the down goods and also became a loop from the main line.
For example, Xu consciously follows the style of the Romantic poets with end-rhymes. In the post-revolutionary Communist era, poets like Ai Qing used more liberal running lines and direct diction, which were vastly popular and widely imitated. In the contemporary poetic scene, the most important and influential poets are in the group known as Misty Poets, who use oblique allusions and hermetic references. The most important Misty Poets include Shu Ting, Bei Dao, Gu Cheng, Duo Duo, and Yang Lian, most of whom were exiled after the Tiananmen Square protests of 1989.
There were two platforms, each long, separated by two running lines. A ramped footbridge connected the platforms at the north end, and each platform had ground-level access from the sides: the eastern, southbound platform from MoD Abbey Wood; the western, northbound platform via a footpath from the car park to the north. There were metal and glass shelters on each platform and a small, rarely used booking office on the southbound platform. Initial services at the station included local stopping services from Bristol to South Wales, and services between and .
Although the signalman on duty was ultimately responsible for the collision, there were several contributing factors. The layout of the section was complex, with four running lines and a junction between the main Warrington-Preston line and the Warrington-Earlestown branch line. Those two lines carried so much traffic that the signalman had a booking lad with him in the signal box, whose function was to keep the train register and use it to remind the signalman of the position of trains within the section at any time.
Speed limits on the route vary between locations and tracks (main, suburban or local). The main generally has the highest speed limits, around 80km/h, with some 90 or 100km/h sections. The suburban and local tracks vary between 50km/h and 80km/h limits. The limits on the suburban and local reduce to 50km/h around bridges on curves at Newtown and Ashfield, as the bridges have their supports between the running lines, with a risk of bridge collapse if a train were to derail at high speed, similar to the Granville rail disaster.
Almost all the remaining station offices, its overall roof and the Midland Hotel were gutted by fire. Both the inwards and outwards goods sheds were destroyed and the works section extensively damaged with several workshops completely burned out and a consequent loss of stores and equipment. Bombs also cut the running lines in two places between York Road and Whitehouse. Unfortunately, manning problems meant that it had not been possible to evacuate rolling stock to other locations as planned and several trains were caught in the air raid.
Between 1901 and 1905 Glasgow Central Station was refurbished and extended over the top of Argyle Street; and thirteen platforms were built. An additional eight-track bridge was built over the River Clyde; and the original four-track bridge was raised by 30 inch (0.76 m). Bridge Street station then closed as a terminal station and the platforms were removed. The area previously occupied by the four bay platforms was used as carriage sidings for Glasgow Central Station; and the area previously occupied by the through platforms was used as running lines to Central Station.
Examples of locomotives, which could be found at the shed, included the LNER Class J94 Austerity, which was used around the Birkenhead docks, and the BR Standard Class 9F, which hauled iron ore trains from Bidston Dock to the John Summers steelworks in Shotton. The engine shed closed on 11 February 1963, along with transfer of its allocation of locomotives to Birkenhead Mollington Street depot. The shed remained intact for several years after closure. Several sidings were situated adjacent to the eastern side of the station, south of the running lines.
In the 1870s the building of Parkeston Quay had started and land to the east of that site was allocated for the new engine shed which opened in March 1883. The shed was a four-road brick-built straight-shed with an outdoor turntable located between the shed and running lines. Access to the shed was from the Harwich direction and the shed was provided with coaling and watering facilities. In the 1890s the shed was equipped to deal with some repairs although these were generally undertaken at Ipswich engine shed further down-line.
Following the passing of the Railways Act 1921o 1 January 1923 the operation of Forncett station was taken over by the London and North Eastern Railway (LNER). In 1925 the LNER closed Forncett Junction signal box transferring its signalling responsibilities to the station signal box. Passenger services were withdrawn from the Forncett - Wymondham line on 11 September 1939 as a wartime economy measure. This line saw some additional traffic during the World War II but at one stage one of the running lines was being used as a siding for damaged rolling stock.
This turnback platform enabled all stations trains to be terminated clear of the running lines and create extra capacity between Homebush and Lidcombe station. On 20 October 2013, a new timetable was introduced which saw Homebush become the terminus for local T2 Inner West & South line services to and from the city. Most trains continuing beyond Homebush do not stop at the station. As a result, the only way to travel west from Homebush is to travel one stop east to Strathfield to connect with trains continuing further west.
On 4 July 1958, a passenger fell onto the running lines after attempting to leave his train on the wrong side. Station foreman Thomas Ashby saw that he was reaching for the live rail as he attempted to stand, and that an express train was approaching, and so jumped down onto the track and held the man down, safely, as the express passed. For his actions, Ashby was awarded the Order of Industrial Heroism, which was presented to him in the S.R.A. Club Hall at the station, on 7 October the same year.
The station currently has six London Underground tracks, with the two Jubilee line tracks in the centre flanked in turn by the Slow and Fast (outermost) Metropolitan line tracks. Fast trains call at the station only during off-peak periods (Northbound during the morning peak and in both directions during the evening peak). Both Metropolitan and Jubilee line trains may start or end their service at the station. Jubilee line trains that terminate at Wembley Park reverse via sidings between the running lines to the north of the station.
The station was opened on 25 June 1894 when the Midland Railway opened the line between and for passengers, the line had opened for freight on 6 November 1893. The station had two platforms either side of a double track connected by an underpass, there was a signal box and sidings to both sides of the running lines to the west of the station. The station was host to two LMS caravans from 1935 to 1939. A camping coach was positioned here by the London Midland Region from 1954 to 1956.
Rothley station was built as a part of the Great Central Railway's London Extension and opened to passengers on 15 March 1899. The station was built to the standard London Extension country station pattern of a single large 'island' platform between the two running lines, on which stood the station buildings, including ticket office and waiting rooms. The platform at Rothley measures long and wide at its widest point.Main Line, No.5, Summer 1971 Access is made by descending a flight of stairs from a road bridge (structure number 354) that crosses the line.
Redhill with the diesel Class 166 service run by First Great Western to Reading as the North Downs Line only has third rail electrification on shared sections. The North Downs Line is not electrified on those parts of the line where the North Downs service has exclusive use. The electrified portions of the line are :Redhill to Reigate - Allows Southern Railway services to run to Reigate. This saves having to turn around terminating services at Redhill where due to the station layout, as the reversal would block nearly all the running lines.
During periods of one to three weeks at sea, students become familiar with the basic functions of chief officer on watch, running lines in navigation groups or solo, life on board, and teamwork. School ship duty is usually at the end of the school year, during June. Second-year students from the Naval Academy, the "Aspis", participate before leaving for graduation and the Joan of Arc campaign. The corvette is called "White Gloves" because they must not touch anything on the bridge, focusing instead only on the conduct and management of the team.
The site of the original Dunstable station became the goods yard. This yard saw large quantities of coal and fertiliser traffic, in addition to general traffic. To the south of the yard lay the town's gasworks which were served by sidings, whilst to the west was a signal box which controlled access to the yard as well as the level crossing over Brewer's Hill Road. A rail-served Bedfordshire County Council depot was situated on the other side of the level crossing immediately to the north of the running lines.
The slipped material consisted of excavated mudstone waste enclosing a well of of multi-roll filter slurry, which has a moisture content of 40% and is produced during the process of washing and reclaiming coal fines. The movement of the spoil displaced the four running lines, and a siding, approximately vertically and horizontally, over a distance of . The recovery operation required the movement of around of material in total and the replacement of around of quadruple-track railway. The line reopened in early July 2013, with a return to a full timetable on 29 July.
Broadstone was a railway station in the northern part of the Borough of Poole in the county of Dorset in England. It opened in 1872 under the name of New Poole Junction and closed to passengers in 1966 and to goods in 1969. Between these dates there were several changes of name for a station which at its height provided a suburb of Poole with four substantial platforms and a goods yard. A prominent feature of the station was the large footbridge needed to span the four running lines.
It was abandoned when a new, less steep, track (left) was built for trains from Wales towards Bristol. The new station opened on 10 August 1885, and was originally known as "Patchway & Stoke Gifford", but reverted to "Patchway" from 27 October 1908. The station was on a north/south alignment and had two platforms, separated by two running lines, with a third line, a goods loop, behind the western platform. There was a goods yard to the south of the station on the eastern side, with an adjacent signal box.
The new shed was some distance below the main running lines and two reversals were required to access it. The Ilkley brewery building was also provided with a single siding that also served as the headshunt for access to the engine shed area. The shed itself closed in January 1959 with the introduction of DMU passenger services. In the late 1980s, the roofed area covering the western end of the station platforms was closed in and converted into a small supermarket, the lines being shortened by around 40 metres to make room for this alteration.
In addition, a private carriage collided with it, killing one of the occupants. The station had two platforms either side of a double track connected by an underpass, there was a signal box and sidings to both sides of the running lines to the east of the station. The goods yard was able to handle a full range of goods including live stock, it was equipped with a 10-ton crane. The station was host to two LMS caravans from 1934 to 1935 and one from 1936 to 1939.
One of the proposals in the building of the Pilmoor, Boroughbridge and Knaresborough Railway was a connection from that line directly onto the T & M Line east of Sunbeck Junction. Whilst the earthworks were built including a bridge over the ECML, the line was never installed. This was to have been a through route between Leeds and Scarborough. The embankment of the unused railway on the western side of the ECML was the location of four signals that faced at 90 degrees to the running lines on the ECML.
In 1911, the station was remodelled when an improved connection was installed on the western side for access to the Wensleydale line. The down platform (Darlington-bound) was converted into an island platform with two running lines and a north-facing bay for Wensleydale services. Another bay was installed on the up platform (York-bound) which allowed services to depart south for the Ripon line, although the stopping service until 1901 had used the low platforms. Starting in 1897, the tracks were "widened" in several sections between York and Northallerton.
Built as part of the electrification of the Melbourne suburban network, it was the main storage, servicing and maintenance depot for the new fleet of suburban trains. The workshops was erected to the south along Batman Avenues, with the storage sidings located between the running lines. The site had been home to the Princes Bridge locomotive depot built in 1888. This depot had replaced a small engine shed located east of the station of the same name and built in 1859 by the Melbourne and Suburban Railway Company.
The original station offices with modern toilets are now used by the West Somerset Railway Association. The northern 1906-built platform, No.2, is today the stations main operating platform. Accessed via a carpark to its rear, it contains the ticket office, toilets and a shop, and the now enclosed signal box, with a similar platform extension towards Taunton. This extension provided for the inclusion of the Taunton-facing platform No.3 but this is only operated as a siding as it has no direct connection to the running lines.
Cogload Junction was a flat junction which meant that trains from Taunton to Castle Cary had to cross the line used by trains from Bristol to Taunton. On 15 November 1931 a flyover was brought into use to allow the down trains from Bristol to pass above the two Castle Cary lines, and from there to Taunton and Norton Fitzwarren there were now four running lines. From East to West these were: Down Bristol, Down Castle Cary, Up Castle Cary, Up Bristol, but crossovers at Cogload were added later that allowed trains to run on the adjacent line when necessary.
A simple piece of safety equipment which is carried by all heavy rail trains in Britain is a track-circuit operating clip (TCOC). This is a length of wire connecting two metal spring clips that clip onto a rail. In the event of accident or obstruction a clip applied to both rails will indicate that that line is occupied, putting the signal for that section to danger. Emergency protection procedure in the UK requires TCOCs to be placed on all affected running lines if contact cannot be made immediately with the signaller following an accident where adjacent lines are blocked.
Aerial view of the station The Tübingen Hauptbahnhof now has eight running lines, five of which are equipped with platforms: track 1 is the main platform track, the two island platforms are bordered by tracks 2/3 and 5/6. On the island platforms there are also the bay platforms 9–12, of which only 12 is used for passenger operations. At the western end of the main platform there is another bay platform, track 13. The former freight yard was to the west of the station, close to the engine depot and the Ammer Valley Railway, Zollernalb Railway and Upper Neckar Railway.
During this time, the majority of groups established began to expand their operations as NZR progressively modernised, and in some cases were able to extend their running lines or establish museum-type displays to showcase their rolling stock. In 1977 the National Federation of Railway Societies was formed to provide a cohesive network between the different groups. This group would work as a coordinator and organiser in later years between different groups. This period also saw the birth of the Otago Excursion Train Trust, founded in 1978 to run excursion trains over the scenic Otago Central Railway.
Gateshead was, before 1910, the NER's locomotive department headquarters and main works. Part of the works occupied the former site of the original Gateshead Station, where trains from London terminated until the High Level Bridge and Newcastle Central Station opened. Gateshead Station's train shed subsequently became the works' No. 1 erecting shop (where the final assembly of the locomotives was carried out), and the hotel adjoining the station became offices. On the opposite side of the running lines, at the Eastern end of Chater's Bank sidings, a roundhouse built sometime between 1895 and 1898 served as the works' paint shop.
Ditton Junction is near Widnes on the Liverpool spur of the former London and North Western Railway. This complex junction had eight running lines and associated signal gantries. On 17 September 1912 the 17:30 Chester to Liverpool express was signalled to cross from the fast to the slow line, but the driver, Robert Hughes, age 41, from Llangwstenin, Conwy, who had little experience of the junction and had never been switched here before, misread the signals and thought he had a clear run through. The crossover had a speed limit of 15 mph but the train hit it at 60 mph.
Platforms 3 and 4 share an island to the north of the two central running lines. Platform 3 serves mainly inter-city trains towards London and , while platform 4 is usually reserved for local services. An enclosed footbridge provides access to the platforms, approximately a third of the way along platforms 2 and 3 (from west to east), and at the west end of platforms 1 and 4. Platforms 2 and 3 are opposite each other, while platforms 1 and 4 are offset from platform 3, starting at the footbridge and extending further to the east.
It had facilities to provide maintenance, coal and water, which was stored in a reservoir in the triangle between the running lines. The shed's fortunes followed the line, by 1886 it had been reduced to providing motive power for four passenger trains, three of which were local, local shunting and trip working and a handful of goods trains. This level of activity continued well into the 20th Century. New Holland's local services all ran along very level lines, which provided gentle semi-retirement for ancient locomotives and rolling stock, such as ex-MS&LR; 2-4-0s and non- corridor clerestory coaches.
The first railway use of constructed flying arches was at Chorley, on the Bolton and Preston Railway, in 1841. These were a series of narrow 25 foot long, strut-like arches between two masonry retaining walls. The retaining walls constrained the side forces such that they could only act axially along the columns; between earth banks, such narrow arches would otherwise have been at risk of collapse from off-axis forces. In 2008 the original stone arches were replaced by steel during work to lower the running lines in order to create clearance for electrification work.
The accident was caused when the Irish Mail train collided with runaway wagons at Llandulas near Abergele. At Stairfoot in South Yorkshire on 12 December 1870, a rake of runaway goods wagons collided with a passenger train resulting in 15 deaths and 59 injuries. In his report into the accident, Rich found that the goods guard at Barnsley was gravely at fault for not ensuring the standing wagons were better secured. The layout of the yard was also criticized as there were no trap points to protect the running lines in the event of such a mishap.
Airdrie had long been served by the Monkland Railways, allied to the North British Railway, and the Caledonian had reached Coatbridge from Glasgow with the Rutherglen and Coatbridge (R&C;) line. The importance of Airdrie and the mineral and manufacturing districts south and east of the town compelled the Caledonian to build a line to it. A line was built running east from Langloan on the R&C; line and crossing the former Glasgow Garnkirk and Coatbridge line at Whifflet. At the low level there was a complex of running lines and sidings and a low level Whifflet station.
The station was located by the main Sheffield to Rotherham road in Tinsley, now on the Sheffield side of M1, Junction 34 in Tinsley. The station had two platforms, flanking the running lines, and was surrounded by sidings belonging to steel works, in particular Hadfields. Because of the gradients on the line to Barnsley this was also the site of the siding, to the rear of the Barnsley- bound platform, for the "Tinsley Banker", a locomotive, or sometimes locomotives, whose job was to assist (bank / push) trains up the gradients. The station was closed on 29 October 1951.
Magor Railway Station on the Great Western Railway in 1961 The South Wales Railway between Swansea and Chepstow (later Gloucester) passed through Magor and a station was opened here in the 1850s, shortly after the line opened. The station provided three sidings serving local farmers. By the 1920s, traffic on the line was so heavy that refuge sidings were provided on both lines. In 1941 the main line was doubled to four running lines, with the outer two lines as slow goods-only lines to serve the increasing wartime coal traffic, without delaying fast trains on the central main lines.
Various extensions and branches were added at both ends, bypassing more surface tracks. As grade- separated lines were extended, street-running lines were cut back for faster downtown service. The last elevated heavy rail or "El" segments in Boston were at the extremities of the Orange Line: its northern end was relocated in 1975 from Everett to Malden, MA, and its southern end was relocated into the Southwest Corridor in 1987. However, the Green Line's Causeway Street Elevated remained in service until 2004, when it was relocated into a tunnel with an incline to reconnect to the Lechmere Viaduct.
The main railway line between Swansea and London passes through Undy, although there is no station now. Between 11 September 1933 and November 1964 there was a small halt (at ), although this was only half a mile to the east of the existing Magor railway station. This halt, like Caldicot, consisted of little more than two wooden platforms made from old sleepers and a footbridge. From 1941 the main line was doubled to four running lines, with the outer two lines as slow goods-only lines to serve the increasing wartime coal traffic, without delaying fast trains on the central main lines.
In 1850 the shed had the road nearest the main line extended through to give an alternative exit to the running lines, whilst the road furthest from the main lines could only be accessed from the turntable. This was also the engine repair road. By 1875 the shed had been doubled in length and the number of roads increased to 6. An extra bay was added to the north side, its design being such that it matched the original structure and a traverser to the rear give a route between the repair shop and roads 4–6.
The rails are laid using a UIC rail profile, with electrically welded rails attached to prestressed reinforced concrete sleepers, spaced apart with Pandrol clips. The interconnections between the high-speed lines and the old Florence–Bologna lines are implemented through grade-separated crossings above or below the line rather than crossing over the opposing track on the level. The switches between the two running lines are capable of supporting speeds of up to , while the 15 switches to connecting lines support speeds of up to . The line is electrified at 3 kV DC, and supplied by substations at intervals.
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.
The platforms were altered to serve the running lines directly. The construction of the Henley Branch Line in 1857 led to the extension of the up platform in a curve to match the new branch and the creation of a north face for branch trains. The repositioning of the goods shed was also necessary, as the new line cut through the old goods yard. As the extended platform blocked the footpath across the main line a footbridge was provided. The demise of broad gauge in 1892 gave the Great Western the opportunity to quadruple the main line as far as Didcot.
Bromford Bridge railway station was a railway station in Birmingham opened by the Midland Railway in 1896. It was built on the site of the previous Bromford Forge railway station which had been opened by the Birmingham and Derby Junction Railway on its new line to Lawley Street railway station in 1842. It was on the line from Water Orton and was reopened in 1896, the line by then being connected to Birmingham New Street. It was only used to serve the nearby racecourse, the platforms being on the goods lines to which the "specials" could be brought, clear of the running lines.
As time continued, the area between Princes Bridge and Richmond stations developed into a major yard for the stabling of suburban carriage stock, as well as the servicing of the steam locomotives that hauled them. Freight traffic was based out of Melbourne Yard and most of the country carriage stock was serviced at the Dudley Street sidings, both adjacent to Spencer Street Station. The running lines were arranged into pairs (inbound and outbound for each destination) with multiple sidings located between them. In 1917 the Princes Bridge locomotive depot was closed, and replaced by the Jolimont Workshops.
In 1850, an excursion train collided with a horsebox that had escaped from a siding at the station. Following this accident, the Great Western Railway provided trap points and scotch blocks at all sidings that exited onto running lines. In 1873 a signal box was opened at the west end of the Bristol-bound platform to control trains through the station; until then signals had been worked independently but they were now all able to be interlocked to prevent conflicting moves. A footbridge was provided from 1880 to allow passengers to cross the tracks, but a road bridge was also available at the east end of the station.
A 1974 remodelling scheme Hunt, J - Article in RAIL Magazine, Issue 610 (January 2009); p.49 saw the station reduced in size however, with the two main platforms & signal box being taken out of use along with most of the sidings and one of the two running lines from West Junction. Today both of the two surviving excursion bay platforms are used for scheduled services (though most trains use platform 1) but neither the main station building nor the Zetland Hotel is in rail-related use - the former having been converted into a photographic studio, cafe and various other retail outlets and the latter into luxury flats.
As a very small TGV station, from the point of view of watching the trains the platform is only a few metres from the main running lines, where trains pass by at , and there is a good view of the lines in both directions. At most stations on high-speed lines there is some form of barrier preventing this close up viewing from the platform. Since 2013, passengers are not allowed onto the platforms until the arrival of the next stopping train, in order to avoid any risk of being hit by flying track ballast. There is a business park close to the station.
The view from Midland Road south east across Leeds Midland Road Depot showing the crane. The coal wagon nearest the camera has some internal damage awaiting repair. With the downturn in tonnages of coal moved by railfreight in the United Kingdom, several examples of Class 70 locomotives have been stored on the non-maintenance sidings that border the running lines to the south. In November 2017, Freightliner opened up a new maintenance facility at Crewe Basford Hall that has taken on some of the work previously undertaken at Leeds Midland Road, particularly the electric locomotives as there is no overhead wire access into Midland Road.
Bramley Ordnance Depot (known as Central Ammunition Depot Bramley from 1946)Parliamentary Written Answers opened on the large areas of scrub land in north Hampshire in 1917 for the manufacture and storage of ammunition. A School of Ammunition was established on the site in 1922. To enable both safe manufacture and storage of munitions, well spaced railway tracks were built both sides of the Great Western Railway line connecting Basingstoke and Reading. The tracks were connected with each other at their northern and southern ends, and the tracks on either side of the running line were connected with each other by means of two tunnels under the GWR running lines.
Perranporth station was the terminus of the line from 6 July 1903 until completion to Newquay on 2 January 1905; it was the only passing place between Chacewater and Shepherds until St Agnes station was extended in 1937. The platform was situated between the two running lines, and the accommodation was considerable in expectation of holiday traffic. A small goods yard with a goods shed was situated on the south (right) side of the line. beyond the station towards Newquay is the Cox or Cocks Viaduct; ( ) it is still intact. Nothing remains of the station; an industrial estate was developed on the site during the 1970s.
"Signalling & Safeworking" Railway Digest April 1984 page 126 This allowed suburban services to terminate, and from January 1992, Berowra became the northern boundary of the Sydney suburban network replacing Cowan."CityRail launches new timetable" Railway Digest February 1992 page 45 On 28 August 2006, Platform 3 opened on the passing loop as part of the Rail Clearways Program, to allow suburban trains to terminate clear of the running lines. Trains now terminate on the middle Platform 2, allowing through trains to overtake any terminating trains standing in the station. The upgrade also included provision of lifts, a new over-rail bridge for general station access and additional wet weather protection.
From the station to Lawton Junction, the junction with the Crewe-Harecastle line the line was double tracked, from Lawton to Hassall Green the line was only single track. There were minimal goods facilities at the station and the station had an island platform with the buildings on the platform between the two running lines. Increasing competition from bus services led to the line being closed for passenger services in 1930 and Lawton station closed completely on 28 July that year, with parcels traffic being dealt with at . Freight traffic continued over the line until 1964 and the line was finally closed and lifted in 1971.
North of the station, the tracks were rearranged upon transfer to London Underground such that the existing tracks were separated further apart, where the former through eastbound track became a reversing siding, though retaining the connection towards Barkingside, whilst through trains use a track formerly part of the sidings and freight yard built to the west of the running lines. The northern end of the platforms were truncated to facilitate insertion of the points-work for the re-arrangement. Nine stabling sidings were added to the northwest of the station, connected to the westbound track via a flat crossing and another reversing siding in between the through tracks in autumn 1947.
The subway's running lines are entirely underground, but the maintenance depot at Broomloan Road (located between the and stations) is above ground, as was the earlier depot, also at Govan. Prior to modernisation, trains used to be lifted by crane onto and off the tracks.Broomloan Road workshops (Museum of Transport, 1950s), The Glasgow Story Modernisation brought the installation of points and an access ramp between Govan and Ibrox where trains can exit the tunnel system to terminate for maintenance and repairs, cleaning or storage. The system is owned and operated by the Strathclyde Partnership for Transport (SPT), formerly Strathclyde Passenger Transport, and carried 13.16 million passengers in the period 2005–06.
Belgrave and Birstall station was built as a part of the Great Central Railway's London Extension and opened to passengers on 15 March 1899. The station was built to the standard London Extension country station pattern of a single large 'island' platform between the two running lines, on which stood the station buildings, including ticket office and waiting rooms. Access was made by descending a flight of stairs from a road bridge (structure number 363) that crossed the line. A signal box and a lamp hut were provided to the south east of the station and further afield a station master's house was constructed.
Because the survey design is two-dimensional (rectangular), while the actual earth is three-dimensional (~ spherical), adjustments to land areas must be made periodically to prevent error propagation; not all sections can be one square mile nor can all townships be exactly 36 square miles. More specifically, all north–south running lines (all range lines and half of all section lines), as with the prime meridian, are always established with reference to true, geodetic north. But it is a physical impossibility to meet this condition and still maintain a rectangular land grid, because such lines converge on the north pole—they are meridians. These adjustments are done at two different scales.
The original 1948 line locoshed was at the line's southern end, but no photographs have been published. The 1949 to 1971 railway had a locoshed at the end of a siding which diverged landward from the running lines just north of the Thrunscoe terminus, the shed itself being a short distance southeast of the station, immediately landward of The Pavilion. The shed appears to have been taken out of use around 1968, after which locos must have spent the working seasons in the open. The new alignment from 1971 called for a new locoshed, which was built, together with a Butane storage tank, on sewage outfall pumping station property at .
A 60 m long and 36 m wide concrete bridge spans across the tracks, which is covered by a roof supported by curved steel trusses. This gives access to the platforms via covered fingers, which serve as roofs to the platform and have several exits to it. Station hall during Expo 2000 The Messe station has two 420 m long and 9 metre wide long-distance platforms serving four running lines and a 210 m long terminal platform with two tracks for the S-Bahn line, which ends there. Two other non-stop tracks for the Hanover–Würzburg high-speed line run between the tracks serving the long- distance platforms.
There was a decorated timber awning and, on the opposite platform, a small but similarly elegant waiting-room. The platforms and station buildings were built on the down, Stoke, side of the bridge of the present B5066 road, and at the other end was a long siding accessed from both running lines by trailing crossovers, with a short spur back to the station. To simplify shunting, authority had been given by the company managers to use a tow rope which was kept beneath the signal box. Further along the line was a private siding belonging to the Earl to service his gasworks which was also controlled by Sandon box.
The station was built by the Lancashire, Derbyshire and East Coast Railway on their Beighton Branch, within sight of the northern portal of Spinkhill Tunnel. It opened in 1898 and closed to regular timetabled passenger traffic in 1939, though start and end of term special trains for pupils at the nearby Mount St Mary's CollegeMSM College: via their website continued for some years thereafter. The line through the station was closed as a through route on 9 January 1967 but trains continued to serve the nearby Westthorpe Colliery until it closed in 1984. This involved using the former running lines and the sidings behind the station house.
Since it was expected that only local trains would call, the platforms were on loops, with the running lines left clear for expresses. At that time there was a north to west curve linking the, by then, Midland with the LNWR line. Since it was the crossing of two major lines – one Bristol to Newcastle, the other Euston to Aberdeen – it was important for the Royal Mail transferring upwards of 2,000 bags every night. A north to east curve was also built very early on by the Trent Valley Railway and the Birmingham & Derby Junction railway, and track was laid on it, but it is not known whether it was ever used.
1950s photo of Pleasureland terminus flickr In 2020 there were two workshops and an engine shed here, with a single island platform serving two running lines with run-round loops which converge to form the running line alongside the lake.Pleasureland terminus flickr There is also a third siding for stock storage.In 2020 Pleasureland made significant investment in this terminus, adding a short platform on the eastern runround loop, a refreshment kiosk, a traditional roundabout and a helter-skelter, all aimed at the families with young children market. At the northern, Marine Parade, end of the line there are two platforms, though one has been taken out of use and its track lifted.
This involved the engineers having to widen the running lines in a bow formation and diverting the course of the River Calder. Four new bridges were built across the Calder and the relocation of the Osset Sewage Works was necessary before the main construction could start. The hump was installed at the west end of the yard so that traffic from the Yorkshire pits could be marshalled via a reversal over it, and then staged for delivery to either the east coast ports or Lancashire. It contained 120 sidings (covering of track), fourteen reception sidings over a semi-automated hump that led to 50 sorting sidings, and then a secondary yard with 25 sidings.
Wabern bei Bern railway station is a railway station in the Swiss canton of Bern and municipality of Köniz. It serves, and derives its name from, the village of Wabern bei Bern, in reality a suburb of the city of Bern. The station is on the Gürbetal line and is operated by BLS AG. Wabern bei Bern station is adjacent to the lower station of the Gurtenbahn, a funicular that provides access to the summit of the Gurten, as well as to the Gurtenbahn stop on Bern tramway route 9. The station has a single island platform, flanked on each side by running lines that converge to a single track at each end of the station.
In 1923, following the Railways Act 1921, most of the railway companies of Great Britain were compulsorily "grouped" into four larger units: the old Great Western Railway and certain large South Wales companies were constituents of the new, larger Great Western Railway. The ADR was a constituent of the new GWR (in contradistinction to smaller companies that were "subsidiaries"). At the grouping the issued capital of the Alexandra Company was £3.66 million, with net income in 1921 of £194,875, and paying a dividend in 1921 of 5% on ordinary stock. It had miles of running lines (but 100 miles of sidings capable of holding 12,000 wagons), 38 locomotives and four passenger carriages.
The engine was only two weeks old and it was noted at the time that the brakes had not failed as the brake blocks were red hot half an hour after the accident occurred. The crew jumped clear of the train before the crash and apart from cuts and bruises, there were no injuries or deaths. A very similar accident occurred at Shipley on 18 May 1916 to a goods train headed by another saddle tank, No. 845, again causing much damage but no loss of life. On the 22 February 1887, a passenger train from Bradford going to Shipley, collided with a goods train that was foul of the running lines just east of Laisterdyke station.
In order to protect the high speed line from potential disruption during the work, a temporary roof structure composed of steel elements and a metal sheet topping, was set up around it. The building of scaffolding decks, overpass beams and other elements of the upper levels of the station, had to be built with consideration for the operational electrification system of the running lines, somewhat complicating the work. The curved structural elements of the station building were constructed using technologies developed and previously deployed by the architecture firm. These were formed primarily of concrete, which had been supported and shaped by prefabricated steel units combined with temporary moulds created by CNC- milling, allowing for complex shapes, durability and strength.
The Portishead Branch Line, which diverged from the Bristol to Exeter line at Parson Street Junction, the other side of a road bridge west of where the station would be built, had opened on 12 July 1867. It was only in 1871, with the opening of a station at that there was a stop between the junction and Bristol Temple Meads. As Bristol expanded in the early 20th century, the need for a new station to serve the outskirts grew, and on 29 August 1927, the Great Western Railway opened a station at Parson Street, named Parson Street Halt. There were two platforms, one on each side of the two running lines.
Some special services did continue along the branch to , carrying fans to Bristol City FC games at the nearby Ashton Gate Stadium. These ceased in 1977, and Parson Street became the arrival and departure point for these trains. The Bristol Area Resignalling Scheme in the 1970s saw the Down Relief line, the most southern of the four running lines, converted to a siding linking Malago Vale carriage sidings to the east with the West Depot carriage sidings to the west. At the same time, Parson Street Junction was reworked, requiring trains to first cross from the Down Main line to the Up Main line before they were able to access the Portishead Branch.
The early photograph of the station (dated 1906) is interesting in that it shows, on the right hand (west) side, a third platform under construction. The story is somewhat shrouded in myth but according to legend the Great Central had visions of building a branch line from Brackley via Towcester to Northampton, but never got the go-ahead; indeed, no Bill was ever presented to Parliament. Nevertheless, the branch platform was commenced anyway, but never got beyond the stage shown. Its position is a puzzle also in that it appears to be located on the "wrong side" of the station, since Northampton-bound trains would have had to cross the main running lines in order to access the branch.
Rothley station was built partly in a cutting at the north end (across which the bridge 354 crosses) and on an embankment at the south end. A modest goods yard with a goods shed, weighbridge and coal store were provided on the east side of the station, with train and shunting movements controlled from a signal box a little to the south of station on the west side of the main running lines. A stationmaster's house at the north eastern corner of the site watches over the station from on top of the banks. The station closed on 4 March 1963 although trains continued to pass through until the line closed in 1969.
At one time there was a footbridge, but photographs show passengers still crossing the running lines (the platforms were very shallow) and by 1944 the bridge had been removed. The lines to Peel and Ramsey ran alongside each other as they left the station and trains often "raced" out of the station, even though timetables dictated they should not do so. The MNR station lost most of its passenger traffic after the Isle of Man Railway took over operation of the other two lines in 1905; it was used only for Foxdale services until 1927, after which all Foxdale services passed through and then reversed into the IMR station. These services were never very profitable and ended during 1943.
During his time on the Albatross, commanded by then Captain Z. L. Tanner, he participated in running lines of soundings around Cape Horn, charting the fishing banks off the Pacific Northwest and Alaska, and assisting in developing the Tanner Sounding Device. Following leave from November 22, 1890 to January 28, 1891, Eberle received instruction in new developments in naval ordnance at the Washington Navy Yard while awaiting orders for sea duty. Here, he demonstrated an interest in and an aptitude for naval gunnery which ever after was central to his career. On March 20, 1891 Eberle reported to and, in the veteran screw sloop-of-war, steamed across the Atlantic and Indian Oceans to the Far East.
Northbound Toronto Rocket train, with Chaplin Crescent crossing above The station is constructed above ground, but below street level, with separate canopies over each platform. It is adjacent to the Davisville Subway Yard, which is visible from the trains and platforms. The station has a unique semi-active third platform, on the yard side - actually referred to as the Davisville Buildup - which can be used by trains entering or leaving the yard on service or as an alternate route if one of the running lines is blocked. The line continues in open cut in both directions: north as far as the Berwick Portal, immediately before Eglinton station; and south as far as the Muir Portal, roughly halfway to St. Clair station, from which it continues in tunnel.
Wyndham Vale railway station is located on the Deer Park-West Werribee line in Victoria, Australia. Serving the western Melbourne suburb of Manor Lakes, it was built as part of the Regional Rail Link project.New station at Wyndham Vale Regional Rail LinkWyndham Vale VicsigFinal designs of Wyndham Vale & Tarneit railway stations unveiled Urb Analyst 18 April 2013 It was officially opened on 14 June 2015 by Premier Daniel Andrews and Minister for Infrastructure & Regional Development Warren Truss, with services commencing on 21 June 2015.Geelong and Warrnambool trains to run via Regional Rail Link from 21 June 2015 V/Line A turnback siding is located between the two running lines just to the south of the station for peak hour terminating services from Melbourne.
Plessey opened its wartime munitions factory in the (at the time) incomplete tube tunnels between Gants Hill and Wanstead in 1942, and production lasted until 1945. Since the station was built, a large roundabout has been constructed next to it, being a junction between the A406 (originally the terminal section of the M11), and the A12. Redbridge is often described as the shallowest deep level (as opposed to cut-and-cover) station on the network, as it is only beneath the surface. However, this is misleading as the station tunnel was constructed by the cut-and-cover method, with the running lines descending into genuine tube tunnels at either end of the platforms - similar to the Central line platforms at Mile End.
The final descent into Leicester North station first cuts deeply beneath Park Road (bridge 362) before the formation widens to accommodate the former running lines to pass between each of the Belgrave and Birstall station bridge arches.Original surveyor's plan of Belgrave and Birstall station, Leicester North station consists of a long main platform along the western side of the line and short bay platform on the east. These are joined by a concourse, and between them a simple run-round loop with short spur-siding arrangement allows a slight flexibility in train operation, although services are usually operated under 'One engine in steam' principles. A single short building provides basic services, including a booking office and refreshment servery, a waiting room, and toilet facilities (see History).
Lines from the platforms exited via a pair of facing and trailing crossovers that allowed access from both running lines to any of the platforms, despite only using six or seven sets of points. By curving these lines around obstacles such as a signal box, the visual impression was also given of a far longer running space. Another of the subtle technical benefits of the design was that all of the pointwork was concentrated on one folding baseboard, the other merely being the platform lengths. This simplified their operation, especially in the early days when electric point motors were rare and remote operation of points would be done by the mechanical wire-in-tube method, which could not cross the baseboard hinge.
The MNR line between Ramsey and St John's opened on 23 September 1879 and was operated by the IMR for its first eleven months. With the creation of a connection between the two railways, the 1873 station building was relocated south of the running lines,. A loop was installed on the site, and a small signal box - usually referred to as 'The Point Box' - containing a ten-lever Stevens and Co. frame was erected at the east end of the station to control the operating junction between the MNR and IMR. However, with the end of the working agreement with the IMR, the MNR established a simple station to the west of the level crossing at the Peel end of the IMR station.
The line then reaches the double-track station of Langenbrand. Next, the line runs on the eastern slope of the Murg, crossing a mountain spur through the Brach tunnel and reaches the imposing, 183 metre-long and 27 metre-high stone bridge over the Tennetschlucht. This is directly connected to Stiehl tunnel and the line runs through the Rappen tunnel and the Hacken tunnel before reaching the halt of Gausbach, opened in 2002. After passing through the Gausbach tunnel, the Murg Valley Railway reaches Forbach station, which in addition to two running lines built in 2002, has an additional bay track for trains terminating here and a two-track carriage depot. Forbach also has the AVG’s line controllers' office for the line.
The station was comprised within a south-west facing rectangle, bordered on the one side by Blackfriars Street and Jarvis Street, and on the other side by the new Great Central Street. The tracks ran north-east to south-west, crossing the A50 Northgate Street on a "bowstring" girder bridge before splaying out on either side of a large 1,245 ft H-shaped island-style platform upon which the station was built. Six running lines flanked either side of the station – the Up lines on one side and the Down lines on the other, with bays at either end to accommodate local workings to Nottingham and Rugby. A parcels office and stabling point for locomotives were also incorporated into the site.
The line from Shenfield to Wickford, together with Billericay station, was opened for goods on 19 November 1888 and for passengers on 1 January 1889 by the Great Eastern Railway.[1] There was a goods yard on the 'down' (eastbound) side of the running lines to the north- west of the station, including a goods shed, cattle pens and a crane. There was a signal box on the 'up' side to the north-west of the station. Goods traffic ceased on 15 June 1967 and the goods shed was demolished soon after. The Shenfield to Southend Victoria line was originally electrified using 1.5 kV DC overhead line electrification (OLE) on 31 December 1956. This was changed to 6.25 kV AC in November 1960 and to 25 kV AC on 25 January 1979.
Radyr was originally a major railway junction and the location of sidings forming a marshalling yard for freight trains used in the industries in the Glamorgan valleys. It was first opened by the Taff Vale Railway in June 1883"Railway Passenger Stations in Great Britain: a Chronology" The Railway and Canal Historical Society; Retrieved 25 May 2020, and was originally named Penarth Junction. At one time there were four running lines through the station, up and down passenger and up and down goods on the Taff Vale main line to the valleys northwards and via Llandaff to Cardiff and the docks to the south east. Immediately south of the station, the Cardiff City line diverged southwards and reached the east side of Cardiff via Waterhall Junction, en route to the harbour at Penarth.
The depot was nearly finished by 1939, but with completion of the whole project delayed by the war, it was used as a factory, making anti-aircraft guns, and was also used to store spare and withdrawn rolling stock. Once hostilities had ended, work resumed on the western extension, much of which was constructed on bridges and viaducts, to carry it over a succession of roads, railways and canals. The work was carried out by the Great Western Railway, but after the nationalisation of the railways in 1948, responsibility for the line was gradually transferred to London Transport, a process that was finally completed in 1963. The depot, which opened in 1948, has connections to the running lines at both ends, and was initially designed for the stabling of 150 cars, but with provision for it to be extended to stable 350 cars.
At Tamworth low level station in 1870, there were two running lines through the station, with two platform loops diverging at each side, serving each platform. At the end of the up (London bound) platform loop was a dead-end siding leading to a pumphouse by the River Anker with a small reservoir alongside it. The points exiting the up platform loop onto the running line were interlocked with those into the siding, meaning that when the points were set to allow trains through on the running line, the points would also be automatically set to divert any trains running forward on the loop into the siding, to prevent them from accidentally running onto the running line. There were two signalboxes at the north and south ends of the station, each controlling the points and signals from either direction.
Later in the year, the SER secretary Samuel Smiles looked for potential routes and decided the best location would be on the site of the former Hungerford Market adjacent to The Strand, and that the line should be directly connected to Waterloo, allowing a link with London and South Western Railway services. The Charing Cross Railway Company was formed in 1859 in order to build the extension, and the SER paid £300,000 (now £) in capital to help build this. The line towards Charing Cross was expensive to build as it traversed a heavily built-up area, which was exacerbated in 1862 when the company chose to upgrade the two running lines to three, and doubled the capacity over the bridge to four tracks. The bridge replaced the original suspension bridge designed by Isambard Kingdom Brunel which opened in 1845.
The depot was situated to the west of Reading station and to the north of Reading West station until 2012. It was located within the wye formed by the Great Western Main Line to the north, with the Reading to Basingstoke Line split into the curve from Reading West to Reading to the east, and the curve connecting Reading West to the westbound main line to the west. With the rebuilding of Reading Station and the remodelling of the track, the depot was moved from the wye to a brand new facility located on the other side (to the north) of the main running lines, next to the fields where the Reading Festival is held each year. This new depot opened in mid 2012 and is home to GWR's fleet of Class 165 and 166 Network Turbos.
A warehouse stood on the site of the later office building. North of the track leading from the station, there stood a three road stone building original constructed as a locomotive and carriage shed, with a small maintenance area, but soon repurposed as a locomotive shed and workshop for the growing railway. The opening of the Port Erin line brought a modest expansion of the station with additional platform faces being added south of the original departure platform, and north of the arrival platform. This created two island platforms, the northern one of which was used for Peel trains, the southern for Port Erin trains. In 1875 a three road iron carriage shed was provided about where the Bus Vannin parking area is today, and between this and the running lines a rudimentary ground frame was constructed to control trains entering and leaving the station.
Northbound platform looking north. The small width of the platform together with the southbound one reflect the station's former role as a terminus. When the original section of the Northern Line from Charing Cross to Golders Green and Archway (then Highgate) was opened in 1907, the terminus at Archway was provided with a scissors crossover just south of the station and the running lines beyond the north end of the platforms continued as separate dead-end sidings. When the line was extended to Highgate and East Finchley in 1939, the 'northbound' siding was extended as the northbound road while the 'southbound' siding was retained as a dead-end siding, extended at the north end with the new southbound line from Highgate joining it just before the southbound platform and a new connection from the northbound line to the siding, thus turning the old 'southbound' siding into a central reversing siding.
The main single-storey building was on the southbound side, with a two-storey hotel and refreshment room attached to it at its northern end. Behind this were the two active platforms, which were served by loops off the main running lines. A substantial goods shed was also built, along with a four track locomotive depot in 1850. Despite this, its proximity to the main Berwick station (which was barely a mile (1.6 km) to the north) meant that it remained little more than a wayside halt for mainline local trains and the Kelso branch throughout its lifetime. However it was considerably more important in operational terms for the NER, who used it as a major goods traffic hub and locomotive stabling and maintenance facility; they expanded the original loco depot significantly in 1877/8 and added a goods warehouse and accompanying sidings in 1902/3.
The Bakerloo, Central, Jubilee, Northern, Piccadilly, Victoria and Waterloo & City lines are deep-level tubes, with smaller trains that run in two circular tunnels with a diameter of about , lined with cast-iron or precast concrete rings, which were bored using a tunnelling shield. These were called the tube lines, although since the 1950s the term "tube" has come to be used to refer to the whole London Underground system. Many of the central London deep-tube line stations, such as those on the Central and Piccadilly lines, are higher than the running lines to assist deceleration when arriving and acceleration when departing. The deep-tube lines generally have the exclusive use of a pair of tracks, except for the Piccadilly line, which shares track with the District line between Acton Town and North Ealing and with the Metropolitan line between Rayners Lane and Uxbridge, and the Bakerloo line, which shares track with London Overground services north of Queen's Park.
In the late 1980s and early 1990s the junction was remodelled. The third and fourth running lines north of the junction were removed and the connection to the G.C. in the Mexborough direction was moved to be a single-line ladder junction north of the existing junction, thus removing the complexity of the double-scissors crossing. To enable trains travelling from Sheffield to Doncaster to call at the new Swinton station the previously lifted double-track curve to the Mexborough line from Swinton was replaced and almost all passenger traffic routed this way – the old G.C line is still used for goods traffic and a limited number of passenger trains run for operational reasons (mainly to maintain train crew route knowledge)."Passenger Train Services over Unusual Lines 2016 – Yorkshire & Humberside" Passenger Train Services over Unusual Lines website; Retrieved 7 April 2016 Today the junction is a known bottleneck with many local stopping trains, fast expresses and freight trains all converging on the junction.
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 original Alloa station was opened by the Stirling and Dunfermline Railway (S&DR;) on 28 August 1850 when the line from to Alloa was opened. In 1850 the main station building was to the west of Greenfield Bridge and south of the rails, it consisted of a ticket office leading onto a platform and an island platform with a "passenger shed" on the north of the running lines, both "arranged as to accommodate parties intending to travel on either the main line or the Tillicoultry branch". There was a goods yard, with a large shed, to the north and sidings both sides, on the east of Greenfield Bridge was a two-road engine shed and turntable. Passengers for Stirling were able to continue via ferry along the River Forth to Stirling under their own arrangements, the S&DR; advertised times and fares between Alloa and Dunfermline but made no mention of a ferry. The station became both a junction and a through station on 3 June 1851 when the branches to and Alloa Harbour with a terminal at opened.
Major-General Sir Harry Christopher Tytler KCB CMG CIE DSO (26 September 1867 - 16 May 1939) was a British Indian Army officer who specialised in running lines of communication, and also an amateur naturalist.Obituary, The Times, 18 May 1939Biography, Who Was Who Tytler was born in Dollar, Clackmannanshire, the son of Colonel Robert Christopher Tytler, a retired officer of the East India Company Army. He was educated at Mr Frank Townsend's School, Clifton, and the Royal Military College, Sandhurst. Leaving as Queen's (India) Cadet, he was commissioned a lieutenant in the Manchester Regiment in January 1886It was normal practice for prospective Indian Army officers first to spend at least a year with a British Army regiment. and in November 1887 transferred to the Indian Army and joined the 17th Infantry. He was mentioned in despatches for his service in the Sikkim Expedition in 1888, and in the Lushai Expedition of 1890-1891 he commanded the small force which relieved Changsil. He was promoted captain in July 1897 and served in the Waziristan Expedition of 1901-1902\. He was promoted major in January 1904.
In practice, the remaining siding became unavailable for use by LO trains except when Bakerloo trains are not running as current (2018) service levels means that the siding is not sufficient for the reversing of Bakerloo trains, some trains have to reverse in platform 1 as well. Harrow and Wealdstone (together with Willesden Junction) is one of the two stations on the DC line which can be used for turning or stabling trains clear of the running lines during reduced or disrupted services although trains can be reversed using crossovers at other stations. Ticket gatelines have been installed at both entrances in addition to the pre-existing booking offices Trains on the Fast lines pass the station through platforms 3 and 4, usually without stopping to serve it; access to these platforms is now by staff-operated gates which are opened when necessary. Southern and London Northwestern Railway stopping services generally use platforms 5 and 6 on the Slow lines but all can use either pair of platforms when needed since the four Main Line platforms were lengthened to take 12-coach trains.
Shelter (Left) & Tram (Right) Today the area is in a state of decay as can be seen from the dilapidated state of this once-grand entrance area. The station is something of an oddity, being that the shelter is on the "wrong side" compared to the entrance gates meaning that the road must be crossed between the two when there is in fact sufficient land for the shelter on the railway side of the road which is taken up by large entrance gates; upon first glance these gates appear to lead nowhere, but they actually once led to a tunnel which was the official entrance to the camp proper, located on the rocks below the tramlines, and the entrance point to the tunnel can be seen from the passing trams a few yards further down the line, noted by a substantial stone wall to the left of the running lines. The tunnel had however been sealed off since the closure of the camp, but the small toll cottage can still be made out in the undergrowth on the other side of the line.
This new line paralleled the old route as far as Tuffley, where the Tuffley Loop swung into Gloucester and looped back onto the main Bristol-to-Birmingham line. The MR also rebuilt the old 1840 station, lengthening platforms and adding new buildings, but because this was still a terminus and the Tuffley Loop headed eastwards, trains still had to reverse in and out of the station. This anomaly was not sorted out for another 40 years until the MR opened a new station on 12 April 1896, south-east of the existing station, on the Tuffley Loop. The old station was demolished, to be replaced by sidings, and the new MR station was linked to the GWR station by a 250-yards-long, covered footbridge. In 1901, the Cheltenham Loop, now known as 'the Gloucester avoiding line', was re-instated, primarily for goods traffic, but also for passengers from 1908. Between 1914 and 1920, the GWR station was expanded with a second long platform north of the running lines, two centre tracks for through movements and bay platforms.

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