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Tube Plate
The ends of the tubesExplain 'Tubes' are fixed into the Tube Plate, which supports the tubes, and seals the high pressure within the boiler barrel.
Tubes that run the length of the boilerExplain 'Boiler', through which the hot gases from the fireboxExplain 'Fire Box' pass to heat the water that surrounds the tubes.
The inward curve (if any) above the waist on a carriage body. On LNWR coaches this applied only to twentieth century stock built 9ft 0in wide at the waist, 8ft 9in at the cornice, giving a tumblehome of 1.5ins each side. Some vehicles such as SR Bullied or BR standard stock have a continuously curved side profile which is not regarded as a true tumblehome.
An artificial underground passage built though a hill, through which track is laid allowing trains to pass.
Another term for a set of pointsExplain 'Points'.
A section of track, typically 40—60ft long, mounted on girders with a central pivot, which could be rotated to enable a locomotive to be turned end-for-end. Until BR days most turntables were pushed around by man-power. They were provided at engine sheds and also at major terminals. Smaller turntables about 12ft diameter were often used to turn goods wagons in goods depots, or to move them through 90 degrees to another track. The existence of these turntables (and other archaic fixed installations) prevented the development of larger and more efficient goods wagons.
The inward curve below the waist towards the bottom of the sides of a carriage body. The turnunder is often incorrectly called the tumblehomeExplain 'Tumblehome'. Both these terms originate in shipbuilding.
Tyer, Edward (1803—1912)
British signalling engineer who developed the block signallingExplain 'Block Signalling' and tablet-exchangeExplain 'Tablet Exchange' systems.
Typewriting compartment
In the last years before 1914, the LNWR converted a compartment in some vehicles as a “typewriting compartment”, providing secretarial services on morning trains to London and late afternoon trains from London. Curiously, the vehicles converted were not corridor thirds (as with the tea cars) but corridor brake composites. Only expresses to or from the Black Country were favoured with these carriages — the 8.05am Wolverhampton–Euston, which returned as the 4.45pm Euston-Dudley and the “City to City”Explain 'City to City Express' express — 7.45am Wolverhampton–Broad Street and 5.25pm Broad Street–Wolverhampton.
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