Boris

There was a serious failure of the guard/shunter in the carriage stable collision, there's no doubting that as having done it myself you have to either a)be a complete moron to screw it up or b)be doing something you shouldn't. The coaches need to be lifted after a collision, this is endemic to most UK stock pre mk2 where a damaged centre casting could mean that the bogie is no longer fitted to the coach (its only held by a pin and gravity), whether it was necessary to take all 11 out of service is questionable as only 2 were pulled after the Scotsman incident at Aviemore and that was in theory a higher speed than the max 5 mph in the shed at Pickering but that's us not knowing all the facts and the NYMRs policy, as they do have plenty of form for rough shunting. Hiring in coaches isn't going to be expensive, its getting the things on site that will be and they still want to try and make a profit at the end of the day. The NYMR has a strange relationship with WCRC and depending on who has said/done what they may/may be inclined to help.

That should do Sunday but Friday and Saturday could be cosy.

If the dmu is available maybe pull the drives and use it as a loco hauled shuttle set anything in BR colours would do - recreating the image of a failed dmu being rescued

Are you charging extra for the dodgem car ride at Pickering? 🃏

Having a solid bang in that carriage stable takes some doing, the sight lines are excellent and the guard should be using a radio in the leading vehicle.

How did they get down to 16 working carriages? That's insane

The photo with the Thompson BZ is quite interesting as they must have been on the verge of being banned from passenger trains at this point, officially anyway. I do like the Thompson 6 wheeled parcel brake, its an interesting vehicle and for a shortish layout makes parcel trains more interesting.

Now I definitely know which Eddie you are. How are you and the Mrs keeping?

That shot of Scarbados is fantastic, I like the 08 with the shunting pole over the drawbar on the front end as well. It shows what we've lost passenger service wise at Peak times in the past 40 years, TPE run the standard weekday service on Easter Monday and the trains are rammed.

It is a bit sick and there is a huge difference between puttering round Didcot and dragging a train up to Goathland

Long post and wittering warning. Firstly lets have Manston passing Jacksons UWC just past Weaverthorpe at about 1245 today: First up we have one of the older signals at Weaverthorpe after the bracket was removed (before it fell down) a few years ago, W14 Down section signal to Seamer (originally Ganton) Next we have M14 signal, I believe of 1966 resignalling vintage, likely to be replaced with an LED head and new post in the not too distant future. Next up we have a series of photographs from Mick Elliott one of the local MOMs of the building that was the "signalbox" at Scampston Junction on the York to Scarborough line and it controlled access from Scarborough to the Whitby line (although general opinion is that it closed before the line to Whitby from Scarborough opened), it dates from 1866 and would have had a second floor. It would have held a lever frame but never had block instruments, having closed before block signalling was introduced, so technically I suppose was a ground frame! Anyway it was used latterly as a coal shed by the nearby crossing keeper (and house!) and was in decent condition until the tiles fell/were removed and it is now deteriorating quite badly. Interestingly you can still see where the frame supports would have sat in the flagstone floor. Common to this box, Weaverthorpe and the removed Heslerton station (I think) the ground floor was designed to be used as an office for goods or the local weighbridge, hence the window and fireplace.

It took me a while to work out what you meant by Filey triangle, but I forgot that Royal Oak boxes were still there in 1974 and Filey Holiday Camp station would be open for another 3 years

That wouldn't surprise me at all, its a contract that's really old now and the guy who owned Hartland died years ago, the loco then passed onto his family who aren't really sure about grandads eccentric hobby and it has been opined in the past that they only wanted the loco restored so they could sell it for more money - that however is definitely hearsay. I'm sure that the NYMR could negotiate some use out of it, but atm they have more important projects like getting their other mainline loco restored and starting the great oil firing experiment.

And someone fluffed the plate cutting for the thermic syphon. And one of the boilersmiths was made redundant in February, neither of which will help. 3672 is now a favourite project because of oil firing, 825 is mainline certified and shouldn't need that much work after the last overhaul was extensive and 80135s boiler has been going in circles for almost as long as Hartland

Hard to believe its 1994 and that building in the background is still in oriental blue, although its didn't look long for this world in that photo.