Bomag

It would have helped if you mentioned scale/gauge.

It depends on the flexitrack you are using; Peco code 55 requires a different technique than code 80. Similarly you need to take into account that on the real railway the sleeper spacing varies depending on the nature of the track - with between 20 and 28 sleepers per chain (22 yards/20m).

Loco hauled Mk1s were on the way out from 1967 (well 1963 if you include the long frame suburban stock), the last new build Mk1 vehicle was 62842 in late 1974 (service life 12 years). Yes steam heat only Mk1s, and particularly 90mph ones, were on the way out in 1984 but dual heated Mk1s lasted on service trains just into the 21st Century (NW Coast). Compared to most loco classes BR coaching stock has been more durable as long as they were asbestos free (except Mk2c which were botched). Generally there was evolution in coaching stock, unlike most pilot scheme locos which splurged 'innovation'.

The Mk2a brake would have been BFK 17102. The Mk1 after the last Mk2 Pullman could be 5067/99993

With the Cornwall one I got a sense of deja vu. I then realised that Julia Bradbury did exactly the same walk, in the same direction, as this one - I hope she is getting better. I doubt you would mistake Rob with Julia though!

If you had read my post I excluded the issue of 'fair use'. I deal with the issue fairly regularly and it was clear it's not relevant in this case, although others may have thought it as it was quoting a review. Copyright infringement is not the same as steeling something - the creator still has the original content and can still obtain reproduction fees. A creator may be out of pocket, and may reasonably seek redress if the breach has a commercial benefit to the person breaching copyright; otherwise an impact on the reputation etc of a copyright holder would need to be shown. In this case you were presumably (as the attachment was deleted) making a specific point about a scan of a BRM magazine photo, the photo in it is quite possibly posted in the BRM part of the forum (at least one V2 photo is included).

ECML HSTs had a trolley service on many services. ICE services was supposed to have an 'at seat' service in 1st. This is proper cups, food brought from the kitchen (if not a full meal - which was silver service). Given how long ago it was I cannot remember when the food became included in the ticket cost.

I have assumed that this is a BRM website, given the branding. Irrespective of any fair use arguments, attaching a scan of BRM's content on a BRM website would not be covered by copyright in the manor suggested. Finally 'stolen' has a specific meaning, which is unlikely to cover any copyright violation.

No they only had two refurbished sets sets by the end of 1984. By the end of 1985 they had done between 1/4 and 1/3 of the Mk3a WCML fleet, a bit of a waste for the RUB/RFB. From the 1986 diagrams the 1310 from Glasgow was a Mk3a Upperby set - the 0945 from Euston was a Willesden set and returned as the 1710.

The 07:45 and 09:45 would have been one of the two refurnished Mk3a sets in IC-E livery. The stock would be from RUB/RFB 10015, 10018 - FO 11011, 11018, 11023, 11024, 11026 , TSO 12045/56/135/141/149/163, NEA (Mk1 BG) 92024/31/46/111/146. I am not certain about WCML services but the ECML IC-E services had at seat 1st service whereas others didn't by default.

The show guide has been delivered, another thing off the list!

Given it was the council which put a road through the old station site and that it was as close to the town centre as possible I cannot see what the council would have seen as being better? The design of the building of the new station was covered in an earlier thread.

Which coaches do you mean? If its the 1982 ones then outside the SR no BSK, nor SK, would have air or dual brakes. Also if LMR stock then it is about 99% certain to be dual heated stock. If ER stock then it would be about 90% certain to be steam heated. In terms of bogie anything after 35294, 25704 and 16153 would be built with CW bogies, the list of B4 stock is fairly long.

As a user of Leeds City from the early 1970's I would dispute it being a 'much improved' passenger service - cleaner yes - but the underpass was grim and getting frozen on Platform 12 waiting for the Nightrider was grim.

The photo was taken on the old P9 (now 12?) of a Class 124 in P8 (now 11?), just west of the current overbridge

Try the VCT database for pictures of preserved coaches, most Mk1 suburban coaches which survive come from the ER. http://www.cs.rhrp.org.uk/se/results.asp is a a list of BS with photos.

The various books by Harris, and to a lessor extent Longworth and Butlin, are more detailed and cover a much wider period.

The a rare combination, the closest I can get is- CK 15886/887/897/910/912 BSK 34992

They stopped being part of the number when coaches moved to TOPS (which is why there were all the numberings from 1983). There were still added by some depots until about 1986 and lasted until repainted or withdrawn.

The coaches in the photos have a representation of B4 bogies which should narrow the range of suitable numbers. Era 7 seems to be 72-82 so for:- CK lowest number with B4 bogies 15768, highest 16142. BSK lowest number with B4 bogies 34836, highest 35293. Do you have a more specific date or location?

From my fathers accident compensation in 1962 about half went on a fairly large semi in Headingley and a similar amount for the N7, about £2.5k.

From my fathers accident compensation in 1962 about half went on a fairly large semi in Headingley and a similar amount for the N7, about £2.5k.

With all the changes in the floor plan I have had to change the exhibition guide yet again, no rest for the wicked, except for a full grammar school breakfast!

I have no ideas if the person you are aiming at has held a senior manager role, but the evidence from GWR is their managers have a poor understanding of how to operate a railway, at least on Sundays. In terms of whinging, you are the one who seems to be more guilty of it.

The durability of weathering steel is dependent on the integrity of the oxidised layer. Which is fine, but when used on a bridge as opposed to let say a building, there are significant and regular live loads which causes strain in the surface layer which has a different Young's modulus than the underlying steel. The can create weekness and a way in for internal corrosion. The problem is detecting it (or inability to detect it) . My understanding is that north portal was occupied at some point by a railway employee looking after 'lamps'; whether this was lamps in the tunnel or not is not certain.