109 Sentences With "goods yards" | Random Sentence Generator

Railway goods yards and docks often had their own separate system.

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.

Here much of the goods yards and part of the roundhouse complex has been left as a ruin, colonised by a variety of non-native plants.

The Midland railway station and the goods yards were lit by 141 arc lights and 288 incandescent lamps. The system was reported to have run for many years.

Until the 1980s a number of suburban stations had their own goods yards, with freight trains running over the suburban network, often with the E or L class electric locomotives.

As part of the reconstruction, the standard gauge station was augmented by a new finger platform between tracks two and three. Additionally, the two railway lines' goods yards were removed, and the underground station constructed in their place.

The goods traffic in the early years was chiefly wheat, coal and potatoes, but in the 1890s fruit became more prominent. Haddenham and Sutton were the main goods yards with extensive sidings. Sugar beet was also transported to the mill at Ely.

At the northern end of the branch, disused goods yards are situated parallel to Birkenhead North TMD, Wallasey Bridge Road sidings and, adjacent to the Kingsway Tunnel approach road, Bidston Dock sidings. These two sets of sidings are also accessible by rail, through a series of points between Birkenhead North TMD and Bidston station. Up until the 1980s, goods yards around the docks were much more extensive, with lines along the sides of both East and West Float. Further lines and sidings were along Duke Street, around Vittoria Dock, along Four Bridges Road and Birkenhead Road into Seacombe, and in the area around Wallasey, Egerton and Morpeth Docks.

The line featured two goods yards, located at West Vale Station, and Stainland Station. Typically, the yards would be operational until 18:00 each weekday, with workers waiting until 17:30 latest to receive loads. On Saturdays, the yards would shut at an earlier time of 13:00.

A building had been shown here previously. The stationmaster's house is shown on the eastbound side. NO7898-NO7998 - AA - Surveyed/Revised: 1966, Published:1967 Only the eastbound platform was in use by this time. The goods yards track had been lifted and the shelter removed from the westbound long disused platform.

The two stations on the Whelley Loop - Whelley and Amberswood - are believed to be among the shortest lived passenger stations in the country, opening at the beginning of 1872 and closing in March of the same year. Their goods yards remained open until the Whelley loop closed in the 1970s.

The two stations on the Whelley Loop - Amberswood and Whelley - are believed to be among the shortest lived passenger stations in the country, opening at the beginning of 1872 and closing in March of the same year. Their goods yards remained open until the Whelley loop closed in the 1970s.

The station building was demolished in the 1980s and the site is now occupied by Bush Tyres and by the Granary Way Housing Estate. The only surviving evidence is a gate post at the entrance to the goods yards. The track bed to Woodhall Spa survives as a long-distance footpath.

On the down platform was a waiting shelter. There were two goods yards. The first was accessed from the Salisbury line and included a loading bay at the east end of the up platform. The second was on the down side, on the other side of station road and included a loading dock.

The station opened as Corstorphine on 21 February 1842 by the Edinburgh and Glasgow Railway. It initially had two platforms but two more were later added when the Forth Bridge opened. There were two goods yards, one to the north and one to the south. The northern one was expanded with more sidings.

Yaxham station, 2009 Yaxham was a two-platform station. The main building, which included the Stationmaster's house was built by the Norfolk Railway. The Great Eastern Railway later added glass-fronted waiting rooms to the platforms. The station was equipped with two goods yards, both on the down side of the formation.

Huskisson railway station was located on the North Liverpool Extension Line near Huskisson Dock in Liverpool, England. The station opened in 1880 and closed to passenger traffic as early as July 1885. The site was within Huskisson Goods yards and continued in use as a freight depot until 1975. It was the terminus of the branch.

The station was run by the Ulster Transport Authority from 1948 to 1968, then part of Northern Ireland Railways. Since 1996 the station has been part of Translink. The station itself used to also have a Station Masters House and Goods Yards. The last known Station Master of Antrim Railway Station (Antrim Junction) was a Mr Cupples.

The route through the station was used by goods trains serving Enfield Town and the goods yards on the Southbury Loop. The number of workmen's trains declined and by 1931 the last morning service had been withdrawn. The evening service lasted until 8 September 1939 when it too was discontinued (no doubt as a wartime economy measure).

Ossett was a Bradford, Wakefield and Leeds Railway station on Station Road in Ossett, Yorkshire. The station on the Adwalton Junction to Wakefield line opened on 7 April 1867 and closed on 5 September 1964. It had an island platform accessed from a ramp surrounded by goods yards. After closure the tracks were lifted, and the area has been built over with housing.

The raid resulted in the loss of seven of the attacking aircraft. This made a loss rate to the RAF of 5.2%.Boog, pp 507, 508 The Times reported attacks on Mannheim Railway Station, goods yards and industrial buildings. Bombers arrived just prior to 20.00 and carried through the attack in waves until the early hours of the following morning.

The opening day was not auspicious, as a locomotive was derailed near Soham, without casualties. One of the first trains to use the new link was a train carrying racehorses from Newmarket to Doncaster. From the outset the single track line was operated by the GER, and Fordham and Soham stations (both equipped with goods yards) all opened on 1 September 1879.

The goods yards at Westerfield, Bealings, Wickham Market, Brampton and Oulton Broad South all closed on 13 July 1964., and the Lowestoft South Side and Kirkly goods stations closed in 1967 and 1966 respectively. The Aldeburgh branch was closed to passenger traffic on 12 September 1966. In 1972 the junction was simplified and Saxmundham Junction signal box taken out of service.

Wagons and trucks would be shunted into the train at the three goods yards by the locomotive. Winter of 1927 brought storms and heavy snowfall to the Meon Valley region. A special Waterloo- Gosport train running down the line at 5:40am on 27 December became stuck in a huge snowdrift near Tisted. Workmen took nearly a day to free the train and clear the line.

A shunt turn is where a shunting locomotive is allocated to shunting a yard or set of sidings. Some shunt turns required 'trip' working between yards or sidings. As well as covering the numerous goods yards throughout East London other shunting turns included Liverpool Street station pilots, Thornton Fields Carriage Sidings, Temple Mills yard, Stratford Locomotive Works, Temple Mills Wagon works and London docks.

Others, such as Kings Cross engine shed in London, predominantly provided locomotives for passenger workings. Nearly all depots at this time had a number of shunting locomotives. Normally 0-4-0T or 0-6-0T tank engines, these would be allocated to shunt turns and could be found in goods yards, carriage sidings, goods depots and docks. Many large rail connected industrial sites also had engine sheds, primarily using shunting locomotives.

In 1890 the canal company had 2,000 barges and traffic reached 700,000 tons/year, the equivalent of 50 barges a day,New Moston History Society despite competition from the Manchester and Leeds Railway. The rail service provided by the Manchester and Leeds Railway from 1839 had important goods yards at Castleton. It was amalgamated into the Lancashire and Yorkshire Railway in 1847; lines ran to Bury, Burnley, Oldham, Manchester and Leeds.

Hence the milepost on the 'up' platform at Deal says 90¾ (via Canterbury) but Deal is actually only 86¾ miles from Charing Cross (via Dover).British Railways, Southern Region, Timetable 11 September 1961 until 17 June 1962. Deal used to have extensive coal yards (bordered by St Patrick's Road), goods yards (now Sainsbury's) and a locomotive shed and turntable (now Bridgeside). The locomotive shed was shut in 1930.

Australian railway telegraphic codes were devised to reduce the size of telegraphic messages, though some survived into the telephone era. They were used in telegrams between various parts of the railway system, such as offices, stations, locomotive depots and goods yards. There is a distinction between the telegraphic codes, and telegraphic code addresses. Many businesses of all kinds identified their telegraphic address, as well as their telephone number, on their stationery.

Killochan Castle. It was originally on a single track section that was later doubled and had two platforms with a signal box, goods yards with a loading dock and a goods shed. The dwelling house was a two-storeyed English Arts and Crafts structure with a very attractive single-storeyed glass conservatory-like waiting rooms section. Like Cassillis railway station that also served a castle and country estate, the main building was rebuilt circa 1900.

In 1890 the canal company had 2,000 barges and traffic reached 700,000 tons/year, the equivalent of 50 barges a day,New Moston History Society in spite of competition from the Manchester and Leeds Railway. The rail service provided by Manchester and Leeds Railway from 1839, had important goods yards at Castleton. It was amalgamated into the Lancashire and Yorkshire Railway in 1847, and lines ran to Bury, Burnley, Oldham, Manchester and Leeds.

Most stations had goods yards which closed during the 1960s and were converted into car parks. In the late 1960s the Dartford Loop Line along with the two other North Kent routes were re-signalled which saw the replacement of semaphores with colour light signals. In November 1970 most of the mechanical signal boxes on the line closed. In the mid-late 2000s the Dartford Area Resignalling Scheme saw the line resignalled.

West of Spandau goods yard (Spandau West), new passenger train tracks were created in 1908 for the Lehrte railway. As previously, east of Spandau the original tracks of the Lehrte railway were available only for freight. In 1909 Wustermark marshalling yard opened, replacing the Spandau marshalling yard and part of the function of several inner Berlin goods yards. In 1911, the Ruhleben goods yard (east of Spandau) opened to traffic with several connecting routes.

In 2009, a second connection to the Main Northern line was added with the opening to the Epping to Chatswood railway line. This connecting line was removed and incorporated into the Sydney Metro in 2019. The North Shore Line is now a major commuter artery between the North Shore and central Sydney. In early years, Old Milsons Point, Bay Road, St Leonards, Chatswood, Lindfield, Gordon, Pymble, Turramurra, Wahroonga and Hornsby stations had goods yards.

One of them connects the historic district of San Zeno, the platforms and the passenger building, and ends on the other side of the ring road opposite the passenger building. The other subway, to the west of the first one, connects the platforms with the parking station. Treviso Centrale is also equipped with a locomotive shed and some stabling facilities for passenger rolling stock that is not in use. There are two goods yards.

The engines used are a Simplex diesel locomotive, built in 1968, which was previously at the Minworth Sewage Treatment Works in Sutton Coldfield and a 1949 Lister rail-truck previously used by the Eclipse Peat Company at Ashcott. A steam winch built by John Lynch of Sunderland is used to move one of the trucks up an inclined plane to demonstrate how this would have been done in goods yards and docks.

These locomotives also had a flywheel and pantograph, and were able to work in the more important freight yards across Kent that were fitted with the simple 750 V overhead wire system. This system was brought into use across Kent between 1959 and 1961. Although successful this system did require considerable extra cost, and maintenance, and still limited freight operations with the new locomotives to those goods yards fitted with the catenary.

The track bed is now a public footpath and cycleway. This line also connected with the Lostock Hall engine and goods yards on the road between Preston and Leyland, which in their heyday were considered amongst the largest yards of their type in Europe. On construction, the station had three waiting rooms and porters; parcel and ticket offices. It could be reached via steps that linked it with the Todd Lane (road) bridge over the railway.

Maldon station in 1851After closure of the Maldon to Woodham Ferrers line, the Maldon West goods yard, on the first part of that line, remained in use. It was closed on 1 September 1954, and all goods traffic was handled at the original Maldon (East) goods yard. However that site was rather cramped and it proved impossible to handle the traffic there, and Maldon West goods yard was reopened on 31 January 1957. Both goods yards were very confined.

Freight traffic has declined in importance, but Worthing, West Worthing and Goring had goods yards until the 1960s; West Worthing's supported the town's market gardening industry for many years. There are plans for Worthing to have a direct hourly link to the international station at London St Pancras and on to Cambridge as part of the £5 billion Thameslink Programme. Originally envisaged to be completed in 2000, the project is now provisionally scheduled to be completed in 2015.

A similar switch from rail to road in the second half of the twentieth century left the Paddington goods yards redundant by the early 1980s. The land became derelict, with no public access to the canal land until 1987. The Paddington Special Policy Area was designated in 1988. The Paddington Regeneration Partnership, later the Paddington Waterside Partnership, was formed in 1998 to coordinate the regeneration of the area, (Official website) now designated as the Paddington Special Policy Area.

Haddenham railway station was a station in Haddenham, Cambridgeshire. It was first opened in 1866 by the Ely, Haddenham and Sutton Railway. It closed to passengers in 1931 through it continued to be served by occasional passenger excursion trains until 1958 and goods trains until full closure in 1964. The station was one of the main goods yards on the line and featured a single platform, signal box, through goods shed and a number of sidings.

The London and Birmingham Railway (London and North Western), with George Stephenson connections had built their terminus at Euston Square in 1833-1837. The Great Northern Railway's London & York Bill received royal assent in 1846 and they built at King's Cross; the Midland Railway built at St Pancras in 1863–8. Their goods yards were north of the canal with lines opening onto wharfs and basins. The topology changed with the rapidly developing economy and technology.

Several individual buildings on the site have aesthetic merit including the goods' shed which is a fine stone building; the passenger station; the goods yards; and the corrugated iron buildings on the eastern side of the block. The place has a strong or special association with a particular community or cultural group for social, cultural or spiritual reasons. The site has special associations with the Warwick community, as a centre of trade and travel for about 110 years.

The short section between Clifton Hill and Westgarth, crossing the moderately-deep valley of the Merri Creek, was duplicated in January 2009. The rarely used centre running line at Clifton Hill was also removed at this time. As a part of the upgrades undertaken by operator Metro Trains Melbourne, the superstructure of the Burgundy Street bridge near Heidelberg station was replaced in June 2010, costing over $1,000,000. Several stations on the Hurstbridge line formerly had goods yards or sidings.

The late nineteenth century was a troubled period for the LSWR due to frequent motive power shortages brought about by employing a collection of ageing locomotives in an era of increasing rail traffic. There was a need to supplement this fleet with a new class of locomotive design that could undertake the mundane task of shunting in goods yards around the LSWR network. In 1893, the LSWR tasked their Locomotive Superintendent, William Adams, to solve this requirement for additional motive power.Bradley, D.L. (1985).

After World War II and following nationalisation on 1 January 1948, the line became part of British Railways Southern Region. In 1956 platform lengths were extended to accommodate 10-car trains. During the 1960s the local goods yards at Catford Bridge, Lower Sydenham, Clock House, Elmers End, West Wickham and Hayes all closed as did the gas works internal railway at Lower Sydenham. Colour light signalling was introduced south of Ladywell (as far as New Beckenham) on 4 April 1971.

The Dry Creek to Port Adelaide railway opened on 1 February 1868. Its original purpose was to allow goods and minerals from South Australia’s mid-north and the Murray River (at Morgan) to reach the Port without needing to travel via Adelaide. This line ran directly into Port Dock station (now closed) which was Port Adelaide’s main rail yard in the 19th century. Over the years, various alterations were made to the line as branch lines and goods yards opened and subsequently closed.

In order to shunt locations with tight curves and weight restrictions, two 0-4-0T locomotives were purchased from Neilson and Company to one of that company's standard designs by the GER, and this was followed by an order for a further two locomotives in 1876. In 1894–1895 these four locos were rebuilt under James Holden, the work including new boilers, steam brakes, and covered cabs. Two of these locomotives worked at Globe Road & Devonshire Street goods yards between 1874 and 1914.

Mansfield Central had fourteen passenger trains a day to Nottingham Victoria, and twelve return, in 1939, with extra trains on Saturdays. A LeedsBournemouth express was also routed this way during the 1930s. In the autumn of 1955 there were eight northbound and seven southbound passenger trains over the Mansfield Railway, but they had become increasingly loss-making and the decision was taken to withdraw them, on 2 January 1956. Kirkby and Sutton goods yards were to close at the same time.

The North Eastern Railway applied for Parliamentary permission to build a freight yard between the Darlington and Eaglescliffe lines. It was given permission in 1901 and 1903 but nothing was built. The town had two goods yards; one at the station and the other next to the closed Northallerton Town station known as High and Low Goods Yard(s) respectively. Northallerton auction mart was next to the station and cattle were forwarded from the yard which also had coal drops.

Market Road, North Road, Shearling Way and Brewery Road were internal roads within the market area. The site was chosen for its proximity to the goods yards of the newly opened Great Northern Railway and North London Railway to the north of Kings Cross station. Livestock could be conveniently transported to the depots before being driven the short distance up York Way to the market or walked down from Junction Road railway station. On market days in excess of 15,000 animals could be traded.

To cater to the heavy leisure traffic at the end of the 19th century, Cromer Beach had a large station building in a half-timbered style, and a large goods yard. The station originally included a bar, which was closed in 1966. Following the introduction of conductor-guard working, the ticket facilities were no longer needed and the building fell into disuse; it was renovated and reopened as a public house in 1998. A large supermarket was built on the site of the goods yards in 1991.

Several cities developed citywide hydraulic power networks in the 19th century, to operate machinery such as lifts, cranes, capstans and the like. Joseph Bramah (1748–1814) was an early innovator and William Armstrong (1810–1900) perfected the apparatus for power delivery on an industrial scale. In London, the London Hydraulic Power Company was a major supplier its pipes serving large parts of the West End of London, City and the Docks, but there were schemes restricted to single enterprises such as docks and railway goods yards.

The station building and one platform are still visible from the A66 through the trees although the station fell into a state of disrepair and lost its roof. The Station Master's house remains on the side of the A66 but the east bound platform and goods yards are now part of the road. In 2019 a replica French-style steam locomotive with Wagons-Lits carriages used in the 2017 film of Murder on the Orient Express were installed on the site as part of a tourist development.

Freight services run to Bedworth Murco Oil Terminal and Prologis Park Industrial Estate. The line has previously served many other small stations and now-closed goods yards. Until 2016, the only intermediate station on the route was Bedworth. On 14 December 2011, the UK Government announced an £18.8 million project to upgrade the line, which included new stations at the Ricoh Arena and Bermuda Park (opened January 2016), lengthening of the platforms at Bedworth, and increasing the service frequency from hourly to half-hourly.

The GNR goods depot on the City Widened Lines closed in 1956 and Smithfield Market was last served by train in 1962. Goods yards on the Uxbridge branch closed in 1964, and Northern line stations saw their last goods train in the same year. The closure of West Kensington yard the following year meant the withdrawal of goods trains from District and Piccadilly tracks. On the Central line, Hainault loop stations lost their goods service in 1965, and in 1966 the rest of the line followed.

Usually the smallest of the railroad cranes, goods yard cranes were used in the larger goods yards to provide lifting capability in areas away from the ground-mounted goods cranes normally provided in such yards. They were often small enough to be operated by hand, and were not normally self-propelled, instead requiring the use of a shunting engine to move them into position. Once cheap road-going mobile cranes were available, these superseded the rail-mounted variety due to their greater flexibility and mobility.

In Victoria, there are sections of and dual gauge track between Southern Cross station and West Footscray, Sunshine and Newport, Albion and Jacana, North Geelong and Gheringhap, Maryborough and Dunolly, and in various goods yards and industrial sidings. Until 2008, there was dual gauge line between Wodonga and Bandiana. At Albury railway station, New South Wales there was and dual gauge line until 2011. There is dual gauge within Tocumwal railway station but in 1988, the standard gauge component was put out of use.

Freight trains also operated via the East London Line and were hauled by Great Eastern Railway locomotives through to Hither Green Goods Yards. From 30 June 1911 East London Line passenger services south of New Cross ceased. On 31 March 1913 electric passenger services operated by the Metropolitan Railway started operation from New Cross and worked through to Kensington Addison Road via Kings Cross. After World War II and following nationalisation on 1 January 1948, the station was part of British Railways Southern Region.

The lines have two gauges – broad gauge and standard gauge – and are not electrified. Freight trains have their own lines in the city's inner western suburbs, but in other areas trains are required to share the tracks with Metro Trains Melbourne and V/Line passenger service. Most freight terminals are in the inner suburbs near the port between Melbourne's central business district and Footscray. A number of suburban stations had their own goods yards, with freight trains running on the suburban network until the 1980s.

When the Reid Tenwheelers began to be withdrawn from mainline service and placed in branch line and shunting service where smaller radius curves were encountered, it was found that the ten-coupled wheelbase was prone to derailment in many goods yards. By the end of 1908, these locomotives were all still shown on the NGR roster as 4-10-2T locomotives, but from c. 1909 some of them were gradually converted to a wheel arrangement by removing the fifth set of coupled wheels and blanking off the resulting opening in the frame.

The line was 5 miles and 75 chains long with stations at Churchbury, Forty Hall and Theobalds Grove. Goods yards were provided at Churchbury and Forty Hall stations and there was also a siding serving a brick works close to Churchbury. The district remained predominantly rural, and with the coming of the tram to Waltham Cross, in 1908, the railway was unable to compete and passenger numbers fell by half. The line was not helped by the fact that few trains ran through to Liverpool Street with most terminating at White Hart Lane.

Goods yards were planned for Mislingford (mainly to serve a local pumping station) and Farringdon, and all the stations had goods sidings, an ornate corrugated iron goods shed and hand- operated cranes to allow parcels and goods to be picked up and dropped off as needed. East Tisted station, now used as a private home. All the stations on the Meon Valley Railway used identical buildings in a Tudor style. Access to the southern entrance of the West Meon tunnel is still possible,though obstructed by a large mound of earth.

By 1933 many had been withdrawn, with only 36 remaining in service. Having a short wheelbase and no leading bogie, the locomotives had a tendency to derail and they were ultimately restricted to a maximum speed of 40 km/h and relegated to shunting and branch line traffic. Driven slowly, they could negotiate the most appalling curves and badly maintained or unballasted tracks. They were therefore ideal in goods yards, such as Darling Harbour and Port Waratah with the last two withdrawn from the latter in August 1972.

Shunting at Darling Harbour and Alexandria goods yards was the duty of the remainder of those based in Sydney. Others were stationed at the old Hamilton locomotive depot for working trains from the interchange with the South Maitland Railway at East Greta to Newcastle. Although replaced in 1905 by larger locomotives between Waterfall and Sydney, they continued to haul coal hopper wagons to Waterfall and, additionally were used to assist northbound trains through Otford Tunnel. At holiday times, some of these locomotives were transferred to working picnic trains to The National Park.

Only the platforms at Roding Valley and Barkingside (eastbound only) are accessible from street level. Works for accessibility to each of the platforms at Roding Valley were completed in 2009; hitherto there were a couple of steps to street level. Goods yards were at Grange Hill (closed 1965), Hainault (closed 1908), Fairlop (closed 1958), Barkingside and Newbury Park (both closed 1965). One of the former sidings at Newbury Park is now the eastbound through line, with the former eastbound line normally used only for reversing, though it retains the connection facing Barkingside.

The nationalisation of Britain's railways saw the operation of Waltham Cross station pass to British Railways Eastern Region. From 1958 local passenger services between Cheshunt and London via Tottenham Hale were normally operated by Class 125 diesel multiple units. As late as the early 1960s the goods yards located north of the station were busy in traffic but these were closed in the 1960s in preparation of the electrification of the Lea Valley line. The mechanical signal box was closed on 13 January 1969 with its duties being taken over by a panel at Brimsdown.

The idea was abandoned and the Metropolitan line reached Amersham and Aylesbury. There were some sizeable goods yards beyond the station, which were closed and now function as Waitrose's car park except for one portion occupied by a coal merchants. In 1959 electrification of the Metropolitan line to Chesham provided a more reliable connection to London. Following the cessation of London Underground services to Aylesbury in 1961 and the closure of Ongar in 1994, Chesham has become the furthest location served from central London, in terms of both distance and travelling time.

Later, coal was carted by lorries loaded from coal hoppers at the foot of the bank at the Albert Park side of Roma Street goods yards, c 1912. A weighbridge was constructed at the Beesley Street side of the site, presumably to measure incoming supplies of coal and outgoing sales of coke. Gasworks in the 1890 flood Mores serious flooding in 1893 The gasworks was flooded but not seriously damaged by a river flood in 1890. At that time the gasholders were of the frame-guided type, one controlled by counterbalances.

Many goods yards and the extensive system of track that existed before the turn of the century were largely eliminated. The situation has changed since the 1980s as all trains for the transport of clay mined in the Westerwald and bound for Italy have since the closure of the Brexbach Valley Railway between Engers and Siershahn travelled via Limburg. Loaded clay wagons from the Westerwald are assembled into unit trains in Limburg. These trains then run over the Main- Lahn line to Frankfurt, Mannheim and Basel, mainly continuing to Domodossola in northern Italy.

From the beginning the station has had two platforms – the down platform is for trains towards Ipswich whilst the up platform initially served Bury St Edmunds until the line through to Newmarket and Cambridge was opened in 1854 and to Ely in 1880. There were goods yards either side of the line to the west of the station. A siding served a tramway from Woolpit Brick Works in the down side goods yard. The station building was designed by Frederick Barnes (architect), an Ipswich- based architect who had worked under Peter Bruff.

After World War II and following nationalisation on 1 January 1948, the station fell under the auspices of British Railways Southern Region. In the 1950s the line was still busy with freight traffic with four early morning seaborne coal trains routed from Erith to Brockley Lane (reverse) and then to the gas works. In addition there were trains from Bricklayers Arms that served the various goods yards (including Lower Sydenham) along the line. The goods yard closed to general traffic on 28 December 1964 and to coal on 25 March 1968.

Railways of Carlisle in 1963 The return of peace and the enthusiasm of state ownership focused attention on the goods train working at Carlisle. The multiple goods stations persisted, and goods wagons passing through Carlisle were remarshalled at least once in the transit at primitive depots not much changed since 1877; in most cases through wagons were tripped between goods yards laid out by the pre-1923 companies. 30,000 wagons were passing through every week at this period. In 1956 funding was allocated for a new integrated marshalling yard at Kingmoor, north of Carlisle.

The Fernvale Memorial Park stands on the site of the old railway goods yards in the centre of Fernvale, adjacent to the Fernvale Futures Centre, and offers a children’s playground, picnic tables, car parking, toilets, and access to the Brisbane Valley Rail Trail. The park was upgraded to its present standard in 2006 as part of the Wivenhoe Alliance legacy project following the upgrade of the Wivenhoe Dam. The Brisbane Valley Railway survived for a century. The first stage, from Ipswich to Lowood, opened in 1884 and the last train ran in 1989.

In the mid 1870s work started on the Thornton Railway, with connections to the GNR and L&YR; lines near Mill Lane. The line was opened in 1878 with a new station "St Dunstan's Junction" in Broomfields. By 1883 the Thornton railway had been extended through to Halifax and Keighley.Richardson Geography of Bradford. Pages 56–9 "Railways" – especially figs 13 & 14 By this time Broomfields was almost totally surrounded by railways, sidings and goods yards and with a railway through the middle Census returns show that the railways and their associated works provided much employment for the people of Broomfields. .

The depot codes were 86E and ST. The main engine shed was located to the north east of the railway station, while the goods yards were to the west. From 1955 to 1974, Class 08 shunters, British Rail Class 14 and 37 locomotives could be seen at the depot. The steam sheds, their turntable, coaling stage and water tower were demolished in the 1960s. The land remains empty and derelict although it was used as a storage depot for new cars during the 1970s, and more recently as a works yard during the electrification of the South Wales main line.

The line starts at King's Lynn, where the original station building was replaced by the current building in 1871, and has remained largely unchanged since; the original was a somewhat rudimentary timber building on the site of the goods yards of the time.Adderson & Kenworthy, notes to map XXVIII and slide 114. Leaving the station the line passed through the goods yard, passed the locomotive shed and the harbour branch before crossing over the junction for the lines to Hunstanton and Cambridge. Soon after leaving King's Lynn the route passed under the former Midland and Great Northern Joint Railway.

This line was abandoned on the opening of the station at South Lynn. The "Lynn Avoiding" line was the last link in the chain which brought the eastern lines, which had reached Norwich in 1882, and Cromer in 1887, in direct contact with the lines west of Lynn. King's Lynn's original station building was replaced by the current building by the builder Robert Skipper of Dereham in 1871–72, and was significantly extended in 1910; the original of 1846 was a somewhat rudimentary timber building on the site of the goods yards of the time.Adderson & Kenworthy, notes to map XXVIII and slide 114.

Almost all of the route is still open as of September 2015: most of it forms part of the North Clyde Line electric commuter network and the remainder at the northern end is used by Maryhill Line DMU services between and . Network Rail began work in the summer of 2015 to reinstate the former Knightswood South Junction connection near Anniesland to allow through running once more between Hyndland & Partick and Maryhill via Kelvindale. The only parts of the route that are no longer in use are the goods yards at Partickhill and the Queen's Dock and the old terminus station at Hyndland.

Those at Fairfield, Alphington, Ivanhoe, Heidelberg and Greensborough have been removed completely (although a single track remained at Heidelberg for many years for stabling defective trains). The former goods yards at Eltham and Hurstbridge are now used as stabling sidings, following modifications to the track layout. The siding at Diamond Creek was originally used for goods purposes (according to the 1926 Curves and Grades book) and was retained for use as a crossing loop. A platform was not built on the loop until 1994, requiring trains to "set back" after using the platform in order to cross.

Something more versatile was needed. Development and advances in both electric locomotive and diesel engine design in the early 1960s resulted in the Southern Region engineers beginning to consider the possibility of a combined electric and diesel locomotive. The requirement was for an electric locomotive with a similar power when using the electrified third rail to the already successful Type 3 Birmingham Railway Carriage and Wagon (BRCW) built diesel locomotives (later Class 33) then entering service on the Southern. This would be supported by adding a small diesel, engine powerful enough to move reasonable freight loads at slow speed within goods yards.

The newly amalgamated Southern Railway needed a group of powerful shunting tank locomotives to work in its marshalling yards around London and on freight transfers between them. Robert Urie's G16 class 4-8-0 performed this task well, and further examples were on order in 1922, but Richard Maunsell considered the firebox to be too large and the superheater an unnecessary expense on such locomotives. He therefore cancelled the order in favour of a new design. Due to the requirement for heavy shunting, the design was provided with an 0-8-0 wheel arrangement to increase traction, whilst enabling the locomotives to negotiate tight curves prevalent in goods yards.

The line had been built primarily to handle the many goods trains that ran between Lancashire and Yorkshire. A typical weekday in Autumn 1952 saw at least thirty-seven eastbound goods trains running into Yorkshire using the Micklehurst Loop and a similar number of westbound trains. The loop had easier gradients than the original line through Mossley and Greenfield and this caused most of the heavy goods trains to use it. Daily local freight trains called at each of the stations to shunt waggons in the goods yards until and after their closure to passengers, Uppermill closing for goods traffic on 15 June 1964.

The station offices were at road level on the east side of the station, and access to the platforms was by a subway at the same level. In 1984 the easternmost track was taken out of passenger use but in 2013 the Swindon and Wiltshire Local Transport Body prioritised its reopening at an estimated cost of £5.4m. Although the locomotive sheds have long gone, the station remains a busy junction with extensive goods yards. A signal box north of the station was opened in 1984 and controls the whole of the Westbury area and of the main line from east of Lavington as far as .

The freight losses contributed to British Railways' decision to close goods yards on the line as elsewhere on the rail network. Nevertheless, the line continued to serve two important industrial enterprises - the cement factory at Beeding and the brickworks at Southwater. The cement works received gypsum from Robertsbridge and coal from Dover, whilst once a week cement was transported to the British Portland Cement depot at Southampton via Shoreham and the South Coast main line. In 1960, for example, the cement works received 7000 coal wagons, 2300 gypsum wagons and 100 wagons of general stores; it sent out 7670 cement wagons and 240 flints wagons.

The trains using the line were operated by Great Western Railway who had part funded the original railway.laluciole.net: A history of Britain's broad gauge railways Retrieved 30 January 2010 It initially rented use of the line, although in 1896 absorbed The Milford Railway Company.Barrie, Derek A Regional History Of The Railway Of Great Britain: Vol. 12, South Wales, Thomas & Lochar, 1994. In the 1930s many improvements were made, including narrowing the course of the Pill, extra side loops and goods yards. By 1923 the Milford Station Master was re-graded as a special class post, supported by twelve booking clerks and up to ten porters.

Commercial traffic on the Grand Junction Canal (which became the Grand Union Canal in 1929) dwindled because of railway competition in the late-19th and early-20th centuries, and freight then moved from rail to road after World War II, leading to the abandonment of the goods yards in the early 1980s. The land lay derelict until the Paddington Waterside Partnership was established in 1998 to co-ordinate the regeneration of the area between the Westway, Praed Street and Westbourne Terrace. This includes major developments on the goods yard site (now branded Paddington Central) and around the canal (Paddington Basin). much of these developments have been completed and are in use.

Some early development took place to accommodate the popularity of the nearby Sadler's Wells, which became a resort in the 16th century, but the 19th century saw the greatest expansion in housing, soon to cover the whole parish. In 1801, the population was 10,212, but by 1891 this had increased to 319,143. This rapid expansion was partly due to the introduction of horse-drawn omnibuses in 1830. Large well-built houses and fashionable squares drew clerks, artisans and professionals to the district. However, from the middle of the 19th century the poor were being displaced by clearances in inner London to build the new railway stations and goods yards.

However, the main goods yard and passenger terminus was at the western end of the former water reserve at One Mile Swamp, near Main Street between Stanley Street East and Vulture Street (now the site of the Woolloongabba busway station). The railway looped across Logan Road through suburban portion 165 to reach the goods yards and passenger station. In addition, from 1887 a horse- drawn tram service linked South Brisbane to Mount Gravatt via Logan Road and the Woolloongabba Fiveways, and from 1 November 1889 the newly opened Cleveland Railway terminated at Woolloongabba. From here passengers continuing on to North and South Brisbane transferred to horse trams.

In 1978, ownership and control of the Dry Creek - Port Adelaide line shifted from the State Government controlled State Transport Authority (STA) to the Federal Government controlled Australian National (AN). However the STA continued to operate local passenger trains over the route. The station and goods yards at Port Dock closed in 1981 and the original route into Port Adelaide through the Gillman marshalling yards closed when the Gillman yards were removed in the early 1990s. In 1988, the old Port Dock became the site of the National Railway Museum and is still connected to the Adelaide Metro network, although rarely sees any use.

This track formerly served the Darling Harbour goods yards and was disconnected from the rest of the corridor which now forms part of the Sydney Light Rail network. At a number of places, including the Sydney suburb of Campsie, a low-speed weighbridge was installed on some gauntlet track, with a high-speed route being available for trains not needing weighing on the other track. In Melbourne, broad (1600 mm) and standard dual gauge gauntlet track is located within the passenger yard of Southern Cross station, and in platforms 1 and 2. Those tracks also run on the Regional Rail Link flyover towards South Dynon yards.

This line also served the Kirkley goods depot adjacent to Beaconsfield Road and the Fen Park. The branch was closed in stages during the 1960s and 1970s, as some of the larger businesses it served also closed down. The line from Durban Road to the goods yards was closed in 1967, although much of the track remained in place until the final closure of the line on 31 December 1972. The final section of the goods yard from the bridge in Mill Road is now a car-park, and a school playing field occupies the site of the other four-siding yard near the park.

In 1953 Brighton Main Line was operated by the Southern Region of British Railways, then recently nationalised. The Brighton Belle operated using electrical multiple units running on the third- rail system previously introduced by Southern Railway. In 1958 the small station for Gatwick Racecourse was enlarged and renamed Gatwick Airport serving the rapidly expanding Gatwick Airport. The 1963 Beeching Report led to steam locomotives being withdrawn from the line and the closure of many branch lines and nearly all goods yards. The Brighton Belle named-train service was ended in 1972. In 1982 Southern Region became the London and South Eastern sector and the following year all signal boxes were replaced by three rail operating centres.

Containerisation and a trend towards larger shipping containers has led rail companies to increase structure gauges to compete effectively with road haulage. The term "loading gauge" can also refer to a physical structure, sometimes using electronic detectors using light beams on an arm or gantry placed over the exit lines of goods yards or at the entry point to a restricted part of a network. The devices ensure that loads stacked on open or flat wagons stay within the height/shape limits of the line's bridges and tunnels, and prevent out-of-gauge rolling stock entering a stretch of line with a smaller loading gauge. Compliance with a loading gauge can be checked with a clearance car.

At Swanbourne, it was planned to redevelop the sidings and land near Swanbourne station as a marshalling yard where trains could be sorted into the order required for their destinations on the Southern and Western Regions. This would enable smaller goods yards in those regions to be closed, with the freight traffic concentrated at Swanbourne which, like the other proposed marshalling yards, would be equipped with the latest automation technology. Swanbourne was one of seven proposed sites on green field land, the others being Carlisle Kingmoor, Perth, Edinburgh Millerhill, Margam, Brookthorpe and Walcot. In September 1958, work started on the upgrade of the Varsity Line with the construction of the Bletchley Flyover to separate local and long distance traffic.

A wheeltapper at work on the Bulgarian railway in 2009 Wheeltapper's hammer with the rings A wheeltapper signing off after checking the wheels of a train at Budapest-Keleti railway station in 2014. He has rested his long hammer on the train's buffers. A wheeltapper is a railway worker employed to check the integrity of train wheels and that axle boxes are not overheating. Typically employed at large railway stations and in goods yards, they tap wheels with a long-handled hammer and listen to the sound made to determine the integrity of the wheel; cracked wheels, like cracked bells, do not sound the same as their intact counterparts (they do not "ring true").

They are therefore mostly used on trains where high speed is unnecessary. Since 0-6-0 tender engines can pull fairly heavy trains, albeit slowly, the type was commonly used to pull short and medium distance freight trains such as pickup goods trains along both main and branch lines. The tank engine versions were widely used as switching (shunting) locomotives since the smaller 0-4-0 types were not large enough to be versatile in this job. and larger switching locomotives, on the other hand, were too big to be economical or even usable on lightly built railways such as dockyards and goods yards, precisely the sorts of places where switching locomotives were most needed.

The factory was strategically sited close to the stations and goods yards of both the London and North Western Railway at Rewley Road and the Great Western Railway in Botley Road, making the delivery of fruit and sugar, distribution of marmalade and jam and business travel for company personnel, suppliers and trade customers as efficient as possible. Success of the business led to expansion of the factory in 1912, 1915, 1924 and 1925,Woolley, 2010, page 94 using land between the 1903 building and the corner of Hollybush Row. Frank Cooper's marmalade was especially popular with dons and students in Oxford University. It was taken to Antarctica on Robert Falcon Scott's expedition to the South Pole.

At this time there were four platform tracks – east-facing terminal platforms 1 and 4 and through platforms 2 and 3 – and two additional through lines in the centre of the station. On 1 January 1948 the SR was nationalised to become the Southern Region of British Railways but in 1963 the Southern Region lines west of were transferred to the Western Region and by 1967 services from London Waterloo were reduced with very few running beyond Exeter St David's. The entrance at the east end of the station from New North Road was closed in 1966. Goods yards had been provided on the north side of the line, both behind the eastbound platform and also on the other side of the Queen Street bridge.

In 1957 the goods yards at Cranley Gardens and Muswell Hill were closed and the line from Park Junction (Highgate Station) to Alexandra Palace was abandoned. The line from Finsbury Park to Edgware continued to be used for goods traffic, primarily coal, milk and building materials, even into the period when diesel engines had replaced steam locomotion. However, the introduction of the Clean Air Act 1956 established a shift away from coal as a fuel for domestic heating and the demand for coal slumped. At the same time, the expansion of road haulage reduced the demand for rail transportation of other bulk loads and the line closed completely between Edgware and Mill Hill East in 1964 with equipment and track removed by the following year.

Growing traffic lead to an expansion of the freight sheds in 1863, with a contract being signed in November that year for the removal of the hill. Demolition was completed by the middle of 1866. Further changes came with the construction of the No 2 Goods Shed, the Railways Headquarters Building in Spencer Street, Flinders Street Viaduct, Flinders Street Extension and the retaining wall just south of the goods yards in the 1880s and 90s. The site now forms the eastern border of the Melbourne Docklands (a precinct of the Docklands development is also named Batman's Hill) and is dominated by Southern Cross station and the Collins Street bridge built in 2002 to replicate the original curve and shape of the hill.

The system was laid between 1873 and 1879 and had a gauge of . The tramway had direct access to the Liffey via a specially constructed quay and made use of a spiral tunnel to overcome a height difference on the brewery site. The tunnel cost £3,000 and construction spanned 1877–1878A Guinness narrow gauge loco, No. 23, one of the last built by W. Spence of the Cork Street Foundry and Engineering Works, Dublin in 1921 The broad gauge tramway The broad gauge tramway connected the brewery with the goods yards of Heuston Station. The system began circa 1880, had a gauge of Guinness Brewery Tramways and was horse drawn but they were replaced by the narrow gauge tramway's locomotives on a special haulage wagon.

The L&SWR; would offer the DN&SR; the much cheaper alternative of building its line from Newbury to Hurstbourne, where its trains would then run on the new route along L&SWR; track to the Southampton Terminus. The DN&SR; would get its route to Southampton whilst the L&SWR; would be able to exercise control over its competitor. Since the Fullerton to Hurstbourne Line was intended to handle heavy freight and express passenger traffic from the Midlands via the DN&SR; it was built with double tracks and large stations at Longparish and Wherwell complete with extensive goods yards. Despite the line's short length it included some substantial engineering, including a 50-foot (15.2m) deep cutting near Longparish.

The continuing rural nature of the adjoining, undeveloped Ultimo Estate retarded easy access, although there was a ferry. The first Pyrmont Bridge opened in 1858, providing better access to the city and encouraging the council to improve the streets and water supply but this did not result in the expected growth and development at the northern end of the peninsula. Stone quarrying in Pyrmont had been primarily for local purposes until the 1850s when the superior quality of its sandstone was recognised. Orders for the construction of Sydney University marked the first move towards large scale quarrying operations. Growth in the residential population of Pyrmont remained slow and despite shipping activity in Pyrmont Bay and the development of the Darling Harbour goods yards in the 1870s, much of Pyrmont remained underdeveloped until the Colonial Sugar Refinery (CSR) began operations there in 1879.

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

During early consolidation the FMSR would inherit many of former state railways depots, workshops and yards located around major stations and junctions, which were eventually downgraded into minor depots while centralised workshops charged with more important maintenance duties were constructed in specific regions. The largest of the new workshops was the Central Workshops in Sentol, Selangor; completed in 1905, it occupied a large plot close to the town and employed around 5,000 employees in its heyday, building railroad cars, fabricating railway parts, and performing maintenance on traction units. Other major depots were constructed in Prai and Gemas during FMSR's existence. As the FMSR was an essential shipping channel to and from the interior of Malaya, some stations serving sea ports and commercial and industrial centres doubled as goods stations, managing tin and rubber shipments alongside other essential goods; such stations are typically complemented with godowns and marshalling/goods yards of varying sizes.

The line from Auckland to Westfield via Glen Innes was constructed as the Westfield Deviation of the North Island Main Trunk. This eastern deviation had been proposed as early as the 1870s, but various events meant that it was never constructed, until traffic on the Auckland – Newmarket section of the NIMT began to experience significant delays. The Westfield Deviation avoided the major grades of the route via Newmarket and Remuera, which had a highest point of above sea level, compared with the new line's highest point of . A small reclamation had been made in the early 1920s, out of Queen Street into Mechanics Bay for goods yards and maintenance sheds. The remaining 14.28 km (8 miles & 70 chain) section was built as the "Westfield Deviation" between 1924 and 1930 by the Public Works Department as part of general improvements to Auckland's rail network, and authorised (estimated cost £375,000) by the Railways Improvement Authorisation Act, 1914.

To overcome the problem of gaps in the third rail three experimental locomotives were built (which later became the British Rail Class 70) which were fitted with large flywheels that maintained momentum long enough to avoid stalling in gaps. The second problem for freight train operation by electric locomotives was the serious hazard that would result if the 750 V DC third rail was laid in goods yards, as this would not only be a danger to personnel on the ground but also present some complex issues loading and unloading many types of freight wagons. The initial solution was to install simple tramway-type overhead wires to carry the 750 V supply in certain yards and add a pantograph on the locomotive roofs. As a continuation of the Southern Railway's policy of electrification, British Railways then began electrifying the main lines to the Kent Coast as part of the 1955 Modernisation Plan. In addition to the few hundred new EMUs required, a small fleet of 25 Bo-Bo electric locomotives of classed type "HA" (later Class 71) were built to deal with freight, parcels, and the few remaining locomotive-hauled passenger trains in Kent, such as the "Night Ferry" and "Golden Arrow" services.