186:
will run clear of everything until, by a very simple and ingenious arrangement, it dips automatically into the water to the required depth of 2 in . The rails at each side of the trough are laid on a level slightly lower than the surface of the water, and as the engine descends to this level, the scoop, which is so adjusted that the lower edge is the same height as the rails, descends with it and becomes immersed in the water. To save lowering the line the whole distance, a short incline is made, rising to a height of about 6 in. at a point 16 yards from the commencement of the trough; the line then falls to the level it maintains until it reaches the further extremity of the trough, when there is again a slight rise which carries the scoop out of the water and clear of the end of the trough.
177: ft. ), and was there maintained without running over into the tender whilst the scoop was in action. Again, theoretically the maximum amount of water the pipe was capable of raising was 1,148 gallons —5 tons—and this was reached when the engine was moving at the rate of about 80 miles an hour . The result of experiments made at different speeds was that at 22 miles an hour the delivery was 1,060 gallons ; 33, 1,080; 41, 1,150; and 50, 1,070 ; showing that the quantity delivered varies very little at speeds above 22 miles an hour , which is accounted for by the shorter times the scoop is passing through the water.
261:
from the vents, soaking the tender and footplate. The fireman therefore had to observe the water level indicator (a float in the tank, connected to an external pointer) carefully and be poised to retract the scoop as necessary. Lineside indicators were provided to assist engine crews in determining the location; in the UK it was a large white rectangular board with a black horizontal zigzag marking. On
American railroads, illuminated trackside signals were employed for night-time usage, to indicate the start and approaching end of the track pan.
92:
1173:
nearly 100 miles ; but from 6 to 8 or 9 tons of water are required for the same distance. If the tender were done away with, the coals, and a small tank with a capacity of forty or fifty gallons to receive the water, and from which to supply the boiler, would have to be carried on the engine. After allowing for these, 15 or 20 tons of paying load might be added to the train, which would be an advantage additional to the primary object—the saving of time.
234:
303:
440 yards (400 m), but
Vaughan suggests that this is a low theoretical figure, and that it overlooks the bow wave effect which enables a greater take-up rate. There was a significant resistance to the forward motion of the engine during the process, enough to require special care by the driver to avoid problems on unfitted freight trains.
1183:
363:) were fitted with water scoops to allow them to replenish the steam generator's water supply from troughs. The withdrawal of steam traction and the introduction of rolling stock with electric rather than steam heating removed the need for such equipment on later types and scoop-equipped locomotives had their scoops removed.
38:
291:
Taking water at speed results in considerable spray behind the scoop; this risks drenching passengers in the leading vehicles, and in Great
Britain it was customary for the guard or other traincrew to warn passengers in the first coach to keep the windows closed. In one incident on the LMS railway in
1172:
The question has been discussed as to whether it would be possible to have a continuous supply of water all along the lines, and so obviate the necessity for tenders. Some years ago a writer in the "Engineer" put it in this way; One ton of coal will last a heavy goods train 40 miles , and an express
302:
Vaughan states that the GWR investigated the effectiveness of varying train speed, and found that 45 mph (72 km/h) was the optimum speed; but water could be picked up successfully as low as 15 mph (24 km/h). At that speed 944 imp gal (4,290 L) could be picked up in
298:
class locomotives happened to pass each other at a water trough when one of the trains was taking on water. The other train suffered broken windows due to lumps of tender coal scattered by the spray and the complaints from drenched passengers caused the management to retimetable the trains to ensure
260:
The scoop needed to be lowered at speed at the correct location – shortly before the start of the trough – and raised again when either the tank is full, or at the end of the trough. Failure to raise the scoop promptly when the tanks are full would resulted in large volumes of water being expelled
78:
to replenish its water supply while in motion. It consists of a long trough filled with water, lying between the rails. When a steam locomotive passes over the trough, a water scoop can be lowered, and the speed of forward motion forces water into the scoop, up the scoop pipe and into the tanks or
185:
Many people think the scoop is let down into the water whilst the engine is passing over the trough, and has to be withdrawn immediately it readies the further end; but this method would not work, the time is too short. The scoop may be lowered at any distance before it arrives at the trough, and
139:
miles , in 2 hours 5 minutes... It was clear that if the usual stop on the road to take in water could be avoided, an important point would be gained; but there were no tenders of sufficient capacity to hold the quantity of water required to enable an engine to run through without stopping. In an
371:
A map showing the location of GWR troughs in the 1930s is reproduced in the book 'The Great
Western Railway'. They are typically at spacings of 40 to 50 miles (64 to 80 km), but with some wide variations. There are a few instances of trough locations very close to major stopping points; for
245:
was fitted to the underside of the locomotive's tender (or the locomotive itself in the case of tank locomotives) in such a way that it could be raised or lowered, by a hand-operated screw or a power mechanism. The scoop fed into a vertical pipe that discharged into the water tank. The scoop was
109:
consume a considerable amount of water, and the tender or side tanks need to be replenished at intervals. Traditionally the engine water was replenished during station stops, but if it was desired to run long distances without stopping, the requirement to take water was a significant limitation.
140:
ordinary way, from 1,800 to 1,900 gallons were consumed, but in the rough and stormy weather frequently experienced along the exposed coast of North Wales it was not unusual for the consumption to rise to 2,400 gallons ; whilst the largest tenders only held 2,000 gallons .
268:
had carried out tests recently and introduced a deflector 1 ft 4 in (41 cm) ahead of the scoop to pile water in the centre of the trough, thus reducing spillage out of the troughs by about 400 gallons (1,800 L) (about 20%) for each use.
144:
Ramsbottom arranged some experiments and showed that the forward motion of a scoop in a trough of water would force water up a connected pipe and into a tank. He calculated the quasi-static head produced by the forward motion:
124:
In the year 1860 the London and North-Western
Company having decided to accelerate the Irish mail , Mr. Ramsbottom, then their chief mechanical engineer, was asked to make the run between Chester and Holyhead,
317:, a lot of plumbing, and an employee or two to maintain. They were thus only justified on a railroad with a high traffic volume. In the United States, several big eastern railroads used them, primarily the
213:
The siting of the troughs requires a long enough length of straight and level track (although very large radius curves could be accommodated). For instance, the LNWR placed water troughs within the
1193:
Railway companies were well aware of the cost of installing and maintaining this equipment, and the provision of tenders with a large water capacity was an alternative employed in some cases. The
351:
in the 1950s, working alongside steam traction until 1968. Passenger vehicles were heated by steam from the locomotive boiler at that time, and the early diesel locomotives were provided with
313:
Track pans normally took a while to fill up after being used, so they could not be used immediately by a close-following train. They were also expensive to maintain, generally requiring a
299:
this could not happen again. Vaughan says that the Royal Train when conveying royalty was not permitted to be passed by another train in a section where there was a water trough.
388:, numerous passenger and goods trains continued to use the route and required the troughs. The lengths are also given: they vary from 524 to 620 yards (480 to 570 metres).
246:
purposely made of light construction so that, should it strike an obstruction, it tore away, causing no serious damage to the locomotive or its trailing vehicles.
181:
The track is raised a little over a short distance each end of the trough, so that the engine, and the scoop which may already be lowered, descend into the trough:
2104:
163: ft. , this was exactly the result attained in practice by the apparatus; at this speed the water was raised to the top of the delivery pipe (
2109:
1606:
310:, exacerbating the problem. In very cold weather the water would freeze, preventing water pick-up, unless a heating apparatus was installed.
222:
373:
265:
1168:
writer, quoted above, contemplated nearly-continuous water troughs, avoiding the transport of large quantities of water in the train:
1529:
1430:
1371:
381:
2079:
1194:
254:
195:
284:(GWR) did so from 1895, and subsequently all the major railways in Great Britain, with the exception of the lines south of the
306:
The considerable water spray made track maintenance difficult, and the physical trough equipment limited access for packing
280:
The LNWR quickly installed water troughs at other locations, but other companies were slow to adopt the new apparatus. The
225:. There must be a good water supply nearby. In hard water areas, water softening plant may have been considered necessary.
1687:
1498:
218:
333:
1153:
352:
117:
95:
91:
1802:
1599:
318:
41:
30:
This article is about the steam locomotive usage. For the trough used to provide drinking water for animals, see
2036:
1099:
377:
207:
2074:
1787:
1628:
1149:
834:
203:
1946:
1770:
1702:
1456:
779:
Similar 1934 maps showed troughs on the main East, Midland and West Coast routes from London to
Scotland:
385:
199:
1926:
1906:
1672:
360:
356:
329:
322:
281:
272:
Venting on the tender needed to be free to allow a high rate of release of expelled air from the tank.
1876:
1592:
1513:
1234:
294:
112:
99:
46:
1951:
1723:
1487:. The scoop being dipped to replenish the water tank of an EE Type 4 heading a northbound express.
336:
troughs were removed in 1967, the only remaining troughs were in north-west
England and Scotland.
2059:
1996:
1982:
1936:
1866:
51:
1521:
2064:
1809:
1525:
1492:
1426:
1367:
1314:
344:
214:
2021:
1991:
1986:
1657:
1232:
Stoker, Gilbert J. (March 1901). "Locomotive Water Supply: Ramsbottom's Pick-Up
Apparatus".
253:
were not usually fitted with water scoops, but some larger tank locomotives, such as on the
106:
75:
71:
2069:
1941:
1896:
1836:
1738:
1662:
1652:
1469:
1447:
314:
250:
63:
31:
1293:
1931:
1916:
1841:
1814:
1743:
1616:
1186:
191:
2098:
2031:
2026:
2016:
1977:
1921:
1829:
1824:
1792:
1775:
1642:
1624:
1262:
80:
217:, as they were the only sufficiently straight and level portion of the line between
1961:
1911:
1891:
1753:
1733:
1718:
1697:
1692:
1682:
348:
307:
285:
1581:
Vintage cine of
British steam engines in the 1950s using water troughs/track pans
1886:
1846:
1758:
1484:
1206:
355:
to provide the steam. Locomotives intended for long non-stop runs (such as the
2043:
2009:
2004:
1956:
1881:
1856:
1797:
1763:
1647:
1579:
1318:
384:, using these troughs; after the opening of the South Wales direct route via
257:, were and in these cases they were equipped to pick up in either direction.
1782:
1748:
1728:
1677:
1667:
1819:
1637:
17:
233:
1584:
376:; however this was installed when trains to South Wales travelled via
249:
Tender locomotives generally picked up in the forward direction only.
1901:
1182:
37:
1548:, quoted by Vaughan; the Lostwithiel entry comes from H Holcroft,
1181:
232:
90:
36:
1238:. Vol. VIII, no. 45. London, England. pp. 219–225.
595:
328:
They could be found on all main lines in
Britain, except on the
1588:
1421:
Robertson, Kevin, ed. (2009). "Water troughs on the Southern".
1197:
in England used large 8-wheel tenders nicknamed "water carts".
332:. They were removed as use of steam trains decreased. When the
190:
The first installation was brought into use on 23 June 1860 at
720:
440 yd (400 m) (560 yd (510 m) from 1908)
1391:. Vol. 74, no. 439. January 1934. pp. 4–7.
149:…at a velocity of 15 miles an hour the water is lifted
372:
example Fox's Wood, near St Annes Park, two miles from
1566:. Vol. 74, no. 439. January 1934. p. 7.
1336:. Vol. 74, no. 439. January 1934. p. 5.
1260:
Vaughan, Adrian (1990). "Water troughs on the GWR".
2052:
1970:
1865:
1711:
1623:
1347:Foster, Richard (1989). "L&NWR water troughs".
1148:Other British troughs are mentioned in articles on
1351:(London & Birmingham Railway edition): 84–91.
1550:An Outline of Great Western Locomotive Practice
183:
147:
122:
1518:The Great Western Railway - 150 Glorious Years
1600:
8:
1402:Webb, David (August 1984). "Water troughs".
98:water troughs on a four-line stretch of the
1607:
1593:
1585:
1313:. London: Allen & Unwin. p. 136.
237:Diagram of LNWR tender apparatus from 1862
1255:
1253:
1251:
1249:
1247:
1245:
785:London Kings Cross to Edinburgh Waverley
347:were introduced in the United Kingdom by
1047:
884:
783:
395:
1546:General Appendix to the Rule Book, 1936
1266:. Vol. 51. pp. 278–80, 370–4.
1217:
886:London Euston to Edinburgh and Glasgow
1490:
1465:
1454:
1076:Loughborough – Hathern (via Leicester)
74:terminology), is a device to enable a
292:Britain, two streamlined trains with
50:takes on water from the track pan at
7:
1227:
1225:
1223:
1221:
1281:. London: George Allen & Unwin.
1189:locomotive with "water cart" tender
1485:"Footplate Cameraman – Jim Carter"
1364:LMS Miscellany: a pictorial record
25:
2105:Railway buildings and structures
1366:. Oxford: Oxford Publishing Co.
1195:London and South Western Railway
255:Lancashire and Yorkshire Railway
196:London and North Western Railway
27:Device to fill steam locomotives
1087:Melton Mowbray (via Nottingham)
1160:Continuous water trough supply
391:The locations were (in 1936):
1:
2110:Steam locomotive technologies
1049:London St Pancras to Glasgow
812:Peterborough – Werrington Jn
264:A 1934 report said that the
1154:Tivetshall railway stations
979:Hest Bank – Bolton-le-sands
848:Northallerton – Danby Wiske
288:, installed the equipment.
2126:
1815:Transfer table (traverser)
1404:Cumbrian Railways Circular
276:Operational considerations
116:reported a development by
29:
1803:ground-level power supply
1562:"Water pick-up troughs".
1451:. July 1967. p. 397.
1387:"Water pick-up troughs".
1332:"Water pick-up troughs".
1277:Robbins, Michael (1967).
1130:564 yd (516 m)
1119:560 yd (510 m)
1108:554 yd (507 m)
1105:144 mi (232 km)
1093:557 yd (509 m)
1082:557 yd (509 m)
1071:557 yd (509 m)
1018:557 yd (509 m)
1007:560 yd (510 m)
996:553 yd (506 m)
985:562 yd (514 m)
974:561 yd (513 m)
963:579 yd (529 m)
952:563 yd (515 m)
941:642 yd (587 m)
930:554 yd (507 m)
919:559 yd (511 m)
908:505 yd (462 m)
865:613 yd (561 m)
854:613 yd (561 m)
843:704 yd (644 m)
829:704 yd (644 m)
818:638 yd (583 m)
807:694 yd (635 m)
758:613 yd (561 m)
733:560 yd (510 m)
694:560 yd (510 m)
669:560 yd (510 m)
643:620 yd (570 m)
618:560 yd (510 m)
590:524 yd (479 m)
576:620 yd (570 m)
550:560 yd (510 m)
536:560 yd (510 m)
510:495 yd (453 m)
485:553 yd (506 m)
460:620 yd (570 m)
434:620 yd (570 m)
340:Use by diesel locomotives
319:New York Central Railroad
42:New York Central Railroad
1497:: CS1 maint: location (
1309:Tuplin, William (1963).
1124:Kirkconnel – New Cumnock
1100:Garsdale railway station
1015:64 mi (103 km)
913:Wolverton – Castlethorpe
873:73 mi (117 km)
862:98 mi (158 km)
851:76 mi (122 km)
490:Fairwood Junction (down)
1788:Railway electrification
1544:Great Western Railway,
1349:British Railway Journal
1295:The Railways of England
1292:Acworth, J. M. (1889).
1138:49 mi (79 km)
1127:58 mi (93 km)
1116:45 mi (72 km)
1098:Dent – Hawes (see also
1090:45 mi (72 km)
1079:58 mi (93 km)
1068:55 mi (89 km)
1036:31 mi (50 km)
1026:32 mi (51 km)
1004:45 mi (72 km)
993:26 mi (42 km)
982:18 mi (29 km)
971:40 mi (64 km)
960:29 mi (47 km)
949:36 mi (58 km)
938:28 mi (45 km)
927:32 mi (51 km)
916:38 mi (61 km)
905:15 mi (24 km)
840:24 mi (39 km)
826:42 mi (68 km)
815:52 mi (84 km)
804:27 mi (43 km)
1362:Twells, H. N. (1982).
1298:. London: John Murray.
1190:
1178:Alternative techniques
1175:
1012:Thankerton – Carstairs
515:Cogload Jn – Creech Jn
465:Fairwood Junction (up)
238:
200:North Wales Coast Line
188:
179:
142:
103:
55:
1927:Platform screen doors
1514:Thomas, David St John
1185:
1170:
957:Preston Brook – Moore
555:Keynsham – Fox's Wood
541:Exminster – Starcross
439:Aldermaston - Midgham
323:Pennsylvania Railroad
282:Great Western Railway
236:
94:
40:
1877:Anti-trespass panels
1564:The Railway Magazine
1516:, eds. (July 2002).
1389:The Railway Magazine
1334:The Railway Magazine
1235:The Railway Magazine
935:Tamworth – Lichfield
374:Bristol Temple Meads
229:Locomotive equipment
113:The Railway Magazine
100:West Coast Main Line
47:Empire State Express
1724:Classification yard
1552:, quoted by Vaughan
1522:David & Charles
1311:North Western Steam
1065:Oakley – Sharnbrook
1050:
887:
801:Langley – Stevenage
786:
413:Pangbourne - Goring
1983:Motive power depot
1937:Signalling control
1279:Points and Signals
1191:
1113:Floriston – Gretna
1048:
1001:Floriston – Gretna
946:Whitmore – Madeley
902:Hatch End – Bushey
885:
784:
738:Bromfield – Ludlow
345:Diesel locomotives
239:
104:
102:, England, in 1904
56:
52:Palatine, New York
2092:
2091:
1810:Railway turntable
1631:
1464:Missing or empty
1144:
1143:
1042:
1041:
879:
878:
773:
772:
353:auxiliary boilers
215:Standedge Tunnels
202:, midway between
107:Steam locomotives
81:locomotive tender
66:terminology), or
16:(Redirected from
2117:
1987:Railway workshop
1703:Transition curve
1673:Fastening system
1627:
1609:
1602:
1595:
1586:
1568:
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1553:
1542:
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1520:. Newton Abbot:
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1423:The Southern Way
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1166:Railway Magazine
1051:
990:Low Gill – Tebay
968:Brock – Garstang
924:Rugby – Brinklow
888:
859:Lucker – Berwick
787:
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714:
713:
709:
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689:
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666:20 November 1905
663:
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648:Denham – Ruislip
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581:Chipping Sodbury
570:
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349:British Railways
330:Southern Railway
251:Tank locomotives
176:
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76:steam locomotive
21:
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2119:
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2094:
2093:
2088:
2048:
1966:
1942:Structure gauge
1897:Defect detector
1869:
1861:
1707:
1663:Clip and scotch
1653:Breather switch
1619:
1613:
1576:
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1532:
1512:Whitehouse, P;
1511:
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1448:Modern Railways
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118:John Ramsbottom
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32:Watering trough
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1989:
1980:
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1968:
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1965:
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1932:Railway signal
1929:
1924:
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1917:Level crossing
1914:
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1889:
1884:
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1873:
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1842:Track geometry
1839:
1834:
1833:
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1822:
1817:
1812:
1807:
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1800:
1795:
1793:overhead lines
1785:
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1768:
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1744:Gauntlet track
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1688:Minimum radius
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1617:infrastructure
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1574:External links
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1570:
1569:
1554:
1537:
1530:
1504:
1483:Chris Carter.
1475:
1438:
1431:
1413:
1394:
1379:
1372:
1354:
1339:
1324:
1301:
1284:
1269:
1241:
1216:
1214:
1211:
1210:
1209:
1202:
1199:
1187:LSWR K10 class
1179:
1176:
1161:
1158:
1146:
1145:
1142:
1141:
1139:
1136:
1132:
1131:
1128:
1125:
1121:
1120:
1117:
1114:
1110:
1109:
1106:
1103:
1095:
1094:
1091:
1088:
1084:
1083:
1080:
1077:
1073:
1072:
1069:
1066:
1062:
1061:
1058:
1055:
1044:
1043:
1040:
1039:
1037:
1034:
1030:
1029:
1027:
1024:
1020:
1019:
1016:
1013:
1009:
1008:
1005:
1002:
998:
997:
994:
991:
987:
986:
983:
980:
976:
975:
972:
969:
965:
964:
961:
958:
954:
953:
950:
947:
943:
942:
939:
936:
932:
931:
928:
925:
921:
920:
917:
914:
910:
909:
906:
903:
899:
898:
895:
892:
881:
880:
877:
876:
874:
871:
867:
866:
863:
860:
856:
855:
852:
849:
845:
844:
841:
838:
831:
830:
827:
824:
820:
819:
816:
813:
809:
808:
805:
802:
798:
797:
794:
791:
775:
774:
771:
770:
768:
766:
764:
760:
759:
756:
754:
739:
735:
734:
731:
729:
726:
722:
721:
718:
715:
700:
696:
695:
692:
690:
675:
671:
670:
667:
664:
649:
645:
644:
641:
639:
624:
620:
619:
616:
614:
599:
592:
591:
588:
587:1 January 1903
585:
582:
578:
577:
574:
573:1 October 1895
571:
556:
552:
551:
548:
545:
542:
538:
537:
534:
531:
516:
512:
511:
508:
506:
491:
487:
486:
483:
481:
466:
462:
461:
458:
455:
440:
436:
435:
432:
431:1 October 1895
429:
414:
410:
409:
406:
403:
400:
368:
365:
341:
338:
277:
274:
230:
227:
192:Mochdre, Conwy
88:
85:
26:
24:
14:
13:
10:
9:
6:
4:
3:
2:
2122:
2111:
2108:
2106:
2103:
2102:
2100:
2081:
2078:
2077:
2076:
2073:
2072:
2071:
2068:
2066:
2063:
2061:
2058:
2057:
2055:
2051:
2045:
2042:
2038:
2035:
2033:
2030:
2028:
2025:
2023:
2020:
2019:
2018:
2015:
2011:
2008:
2006:
2003:
2002:
2000:
1998:
1995:
1993:
1990:
1988:
1984:
1981:
1979:
1978:Coaling tower
1976:
1975:
1973:
1969:
1963:
1960:
1958:
1955:
1953:
1950:
1948:
1947:Signal bridge
1945:
1943:
1940:
1938:
1935:
1933:
1930:
1928:
1925:
1923:
1922:Loading gauge
1920:
1918:
1915:
1913:
1910:
1908:
1905:
1903:
1900:
1898:
1895:
1893:
1890:
1888:
1885:
1883:
1880:
1878:
1875:
1874:
1872:
1868:
1864:
1858:
1855:
1853:
1850:
1848:
1845:
1843:
1840:
1838:
1835:
1831:
1830:refuge siding
1828:
1827:
1826:
1823:
1821:
1818:
1816:
1813:
1811:
1808:
1804:
1801:
1799:
1796:
1794:
1791:
1790:
1789:
1786:
1784:
1781:
1777:
1776:tramway track
1774:
1773:
1772:
1769:
1765:
1762:
1761:
1760:
1757:
1755:
1752:
1750:
1747:
1745:
1742:
1740:
1737:
1735:
1732:
1730:
1727:
1725:
1722:
1720:
1717:
1716:
1714:
1710:
1704:
1701:
1699:
1696:
1694:
1691:
1689:
1686:
1684:
1681:
1679:
1676:
1674:
1671:
1669:
1666:
1664:
1661:
1659:
1656:
1654:
1651:
1649:
1646:
1644:
1641:
1639:
1636:
1635:
1633:
1630:
1626:
1622:
1618:
1610:
1605:
1603:
1598:
1596:
1591:
1590:
1587:
1580:
1578:
1577:
1573:
1565:
1558:
1555:
1551:
1547:
1541:
1538:
1533:
1531:0-7153-8763-4
1527:
1523:
1519:
1515:
1508:
1505:
1500:
1494:
1486:
1479:
1476:
1471:
1458:
1457:cite magazine
1450:
1449:
1442:
1439:
1434:
1432:9781906419134
1428:
1424:
1417:
1414:
1410:: 223, 263–4.
1409:
1405:
1398:
1395:
1390:
1383:
1380:
1375:
1373:0-86093-172-2
1369:
1365:
1358:
1355:
1350:
1343:
1340:
1335:
1328:
1325:
1320:
1316:
1312:
1305:
1302:
1297:
1296:
1288:
1285:
1280:
1273:
1270:
1265:
1264:
1263:Railway World
1256:
1254:
1252:
1250:
1248:
1246:
1242:
1237:
1236:
1228:
1226:
1224:
1222:
1218:
1212:
1208:
1205:
1204:
1200:
1198:
1196:
1188:
1184:
1177:
1174:
1169:
1167:
1159:
1157:
1155:
1151:
1140:
1137:
1134:
1133:
1129:
1126:
1123:
1122:
1118:
1115:
1112:
1111:
1107:
1104:
1101:
1097:
1096:
1092:
1089:
1086:
1085:
1081:
1078:
1075:
1074:
1070:
1067:
1064:
1063:
1059:
1057:Mileage apart
1056:
1053:
1052:
1046:
1045:
1038:
1035:
1032:
1031:
1028:
1025:
1022:
1021:
1017:
1014:
1011:
1010:
1006:
1003:
1000:
999:
995:
992:
989:
988:
984:
981:
978:
977:
973:
970:
967:
966:
962:
959:
956:
955:
951:
948:
945:
944:
940:
937:
934:
933:
929:
926:
923:
922:
918:
915:
912:
911:
907:
904:
901:
900:
896:
894:Mileage apart
893:
890:
889:
883:
882:
875:
872:
869:
868:
864:
861:
858:
857:
853:
850:
847:
846:
842:
839:
836:
833:
832:
828:
825:
822:
821:
817:
814:
811:
810:
806:
803:
800:
799:
795:
793:Mileage apart
792:
789:
788:
782:
781:
780:
777:
769:
767:
765:
762:
761:
757:
755:
740:
737:
736:
732:
730:
727:
724:
723:
719:
716:
701:
698:
697:
693:
691:
676:
673:
672:
668:
665:
650:
647:
646:
642:
640:
625:
622:
621:
617:
615:
600:
597:
594:
593:
589:
586:
583:
580:
579:
575:
572:
557:
554:
553:
549:
546:
543:
540:
539:
535:
532:
517:
514:
513:
509:
507:
492:
489:
488:
484:
482:
467:
464:
463:
459:
456:
441:
438:
437:
433:
430:
415:
412:
411:
407:
404:
401:
398:
397:
394:
393:
392:
389:
387:
383:
379:
375:
366:
364:
362:
358:
354:
350:
346:
339:
337:
335:
331:
326:
324:
320:
316:
311:
309:
304:
300:
297:
296:
289:
287:
283:
275:
273:
270:
267:
262:
258:
256:
252:
247:
244:
235:
228:
226:
224:
220:
216:
211:
209:
205:
201:
197:
193:
187:
182:
178:
146:
141:
121:
119:
115:
114:
108:
101:
97:
93:
86:
84:
82:
77:
73:
69:
65:
61:
53:
49:
48:
43:
39:
33:
19:
1962:Wayside horn
1912:Interlocking
1892:Catch points
1852:Water trough
1851:
1754:Passing loop
1734:Pocket track
1719:Balloon loop
1683:Ladder track
1563:
1557:
1549:
1545:
1540:
1517:
1507:
1478:
1466:|title=
1446:
1441:
1425:(6): 61–69.
1422:
1416:
1407:
1403:
1397:
1388:
1382:
1363:
1357:
1348:
1342:
1333:
1327:
1310:
1304:
1294:
1287:
1278:
1272:
1261:
1233:
1192:
1171:
1165:
1163:
1147:
778:
776:
717:by July 1902
699:Rowington Jn
674:Kings Sutton
390:
370:
343:
327:
312:
305:
301:
293:
290:
286:River Thames
279:
271:
263:
259:
248:
242:
240:
219:Huddersfield
212:
189:
184:
180:
148:
143:
123:
111:
105:
67:
60:water trough
59:
57:
45:
1887:Buffer stop
1847:Water crane
1759:Track gauge
1698:Tie/Sleeper
1207:Water crane
1156:(Norfolk).
763:Lostwithiel
405:In use from
2099:Categories
2060:Industrial
2044:Water stop
2005:for trains
1997:Roundhouse
1971:Structures
1957:Train stop
1907:Guard rail
1882:Block post
1870:and safety
1867:Signalling
1798:third rail
1771:Rail track
1764:dual gauge
1648:Baulk road
1213:References
533:March 1902
295:Coronation
223:Manchester
198:'s (LNWR)
96:Ramsbottom
54:, in 1905.
2010:for goods
1952:Tell-tale
1783:Rail yard
1749:Guide bar
1729:Headshunt
1712:Trackwork
1678:Fishplate
1668:Date nail
1629:(history)
1319:504695570
1033:Edinburgh
870:Edinburgh
725:Charlbury
623:Ferryside
547:July 1904
386:Badminton
367:Locations
194:, on the
68:track pan
18:Track pan
2065:Military
2022:building
1992:Platform
1902:Derailer
1820:Roll way
1739:Junction
1638:Axe ties
1493:cite web
1201:See also
1054:Location
891:Location
837:– Bawtry
790:Location
402:Milepost
399:Location
361:Class 55
357:Class 40
308:sleepers
208:Holyhead
72:American
2075:station
2070:Private
2017:Station
1693:Profile
1643:Ballast
1150:Ipswich
1135:Glasgow
1060:Length
1023:Glasgow
897:Length
835:Scrooby
823:Muskham
796:Length
749:⁄
710:⁄
685:⁄
659:⁄
634:⁄
609:⁄
598:– Magor
566:⁄
526:⁄
501:⁄
476:⁄
457:by 1904
450:⁄
424:⁄
408:Length
204:Chester
172:⁄
158:⁄
134:⁄
64:British
1837:Switch
1825:Siding
1625:Tracks
1528:
1429:
1370:
1317:
382:Filton
87:Origin
2053:Types
2032:ghost
2027:clock
2001:Shed
1615:Rail
243:scoop
2080:list
2037:list
1658:Cant
1526:ISBN
1499:link
1470:help
1427:ISBN
1368:ISBN
1315:OCLC
1164:The
1152:and
596:Undy
380:and
378:Bath
359:and
334:Aber
321:and
221:and
206:and
1857:Wye
703:114
627:240
602:150
584:104
559:114
544:200
519:159
494:111
469:111
266:LMS
44:'s
2101::
1524:.
1495:}}
1491:{{
1461::
1459:}}
1455:{{
1406:.
1244:^
1220:^
742:22
728:78
678:81
443:45
417:43
325:.
241:A
210:.
127:84
120::
83:.
58:A
1985:/
1608:e
1601:t
1594:v
1534:.
1501:)
1472:)
1468:(
1435:.
1408:3
1376:.
1321:.
1102:)
751:2
747:1
744:+
712:2
708:1
705:+
687:2
683:1
680:+
661:4
657:1
654:+
652:2
636:4
632:3
629:+
611:4
607:1
604:+
568:4
564:3
561:+
528:4
524:1
521:+
503:4
499:3
496:+
478:2
474:1
471:+
452:2
448:1
445:+
426:2
422:1
419:+
174:2
170:1
167:+
165:7
160:2
156:1
153:+
151:7
136:4
132:3
129:+
70:(
62:(
34:.
20:)
Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply.
