john new

Annoying for anyone doing the straight back trip too, you had to get off, loose your seat, then re-queue.

A couple The political will back in the day was to run the proposed through trains via the Channel Tunnel to provincial UK destinations rather than be cancelled and the stock sold off. The 3rd rail units ran on from reversal at Waterloo to Reading International and some ran round via North Pole then onto the o/h equipped Main lines to the north. Even with the St Pancras route some still ran to Waterloo. With the GWR electrification those were further extended and went on to Bristol and Cardiff. The Isle of Wight tunnel did get built therefore the routes to/from the west end of the IoW became significant and weren’t closed. The usual collection of Steam types then REPs VEPS and 4TCs running through to the IoW. One named express each way per day The Royal Vectonian.

Even at the DIY end of the market cordless has many advantages so I can fully understand why the professionals use them.

Don't disagree regarding use of rail alternatives should they be there - the point I was making is why people who can do so shift their day trips to mid-week as another responder up the thread was surprised at the lower level of weekend running.

Slightly flippant but have you ever tried driving on a Saturday using the roads leading to the central and west Dorset coast? Return runs in the evening equally frustrating. Roads within the triangle bordered by Exeter - Bristol - Southampton are nothing to write home about and both main routes [road - A303 and the ex-LSWR main line via Yeovil Junc.] run east to west. Weymouth & Bournemouth the only two towns where the railway station is anywhere near being convenient for the beach.

The St Leger is run at Doncaster to explain the bias.

I know someone who was in the Levisham Station Group. They aren't happy with the NYMR's (mis?)management and forced abandonment of the group. I don't know details, and it wouldn't be appropriate to comment further on here even if I did; however, what is clear though from my conversations with X is that there are two versions/sides to the story.

The service pattern will reflect the changed holiday/day trip habits over time of the passengers. It has changed over the nearly 40 years we've lived in this seaside/tourist area, the old come for a week/fortnight with Saturday as the main change-over day is much reduced. On the roads Thursdays often seem to be the busiest now for incoming traffic.

The box office via Eventbrite is open. Website updated to reflect that. QR code below is to the Eventbrite ticket options and is now also live on the site. .

Interesting comment re the flat screws, they were what I was expecting to find. It ran ok apart from occasional stutters. I think a couple of the very tiny lugs holding the pick up pieces may have been snapped off in the past. Will examine at some point in the future, might even put metal wheels in the other bogie and rig up extras. Thanks everyone for the input.

Also a bit stupid of the designer to add an obvious arrow to the storm box above the loco number making it look like it is a help line phone number. I am assuming it isn't but if it is by fortunate coincidence both the unit and phone number then a phone graphic is needed.

Some significant updates to the YMRS website made today as we move onwards towards the 2024 event:– Layouts for 2024 – the provisional layouts line up now added. Demonstrators list - the provisional line up now added Pre-paid tickets – some text rewrites. The prices and times were already live. Tickets sold in advance are now renamed as Pre-paid tickets – these will no longer provide entrance to the Show 15 minutes earlier but will allow holders to bye-pass the pay on the day door line. The travel overview and the arriving by car pages given important updates. The reason is that the car parking situation for 2024 is under review as one of the adjacent stands to the venue is going to be rebuilt. Further updates will be made as and when details are finalised regarding the building work start date and access routes etc. Car parking: Although finalising this is still a WIP Easter Saturday is earlier this year therefore we do not, currently, envisage a car parking clash with the car boot sale. Minor change is on the Traders page (A deletion). This page remains a WIP at present. Less than half a year to go now before we reassemble - how time flies.

For at least one then the answer is obvious. Green Goddess = Flying Scotsman. In scaling up the necessary engineering compromises for practicality would have to be made in reverse.

As someone living in Dorset who rides the Swanage Rly from time to time parking at Norden makes perfect sense rather than driving into Swanage to get the train back. If you look at the history of the revived route input from the County Council to ease traffic south of Corfe was a key factor. The geography and related road network of Purbeck makes that the common sense thing to do. If you contrast that with the NYMR which I have been a regular at since the 1970s the road network around Grosmont is far less vehicle friendly and for day trip people coming from the south and west Pickering is the sensible start point for a day out. Car parking there has expanded due to demand. Two seaside steam lines, vastly different situations regarding how people can access them. The Wareham link - did it once when it was the 4TC set in use but to ride the 4TC. Is it practical for locals? Not really. Like so many Beeching era closures if you don’t want to drive in then from the Bournemouth and Poole conurbation the bus does it better. From the north and west the recent experimental train services were limited or use the half hourly Weymouth services. For me that is bus - train - 2nd train - and was then a 3rd train on the Swanage as the link didn’t go beyond Corfe. Even more complex for anyone coming down the Bristol line. The link as a through connection (as it last ran) only really of much use for long distance customers travelling from the east. Looking at the business case for the extra mileage it makes far more sense to me for the NYMR to do it than it does for the Swanage Railway. Much higher costs to off set with extra passengers and related revenue, not sure that income stream is there for a Wareham link even if Swanage can sort out their own DMU.

As an NYMR member I know that was the original aim, capture riders commencing in Whitby. Don't know if that is how it has panned out though.

On a more positive note some advance images here supplied by Tony Wright of invited layouts. Thanks Tony.

Because it is on the prototypes. Long wheelbase and designed so as to be less restricted on route availability. Modern track changes in point work design to use raised sections have meant they can no longer be run on Network Rail lines. EDIT - Apologies for being too flippant for this thread.

Many urban roads over the years were built with smooth inlaid sections for the cart wheels to run between the bumpier cobbles or setts. Given the roughly standard width of a horse’s bum, hence cart sizes, hence the railway standard gauge evolutionary chain a possible answer is it was running mostly on such smooth stone inlays. The mention of the jacks and kerbs in that context also makes sense as it would only be slewing it a bit left or right. Then they would only need to use plates where there were not the flat stone slab strips, such strips. were weak, a slightly different gauge, pointing the wrong way, or similar, for the description quoted to make sense. It was written when such roads were still common so would not require explanations.

Thanks for that photo it answers one of those been on the back-burner queries I have had for a long-time which the above has brought back to mind. I'd not looked into it that closely but probably explains why one of my early o/h LM electrics (Cover your eyes Tony it is early RTR) is a paler blue than I thought was correct. Were the associated coaches also a paler blue or is that just age faded plastic? The four items (Loco and 3 x b/grey Mk 1s) were given to me by a late friend so I don't wish to change them. Just curious. Regarding eras for models. I hope I have enough knowledge now that don't need to use them but have made some purchase errors with modern stock. Example bought some Freightliner ballast wagons to run behind the SLS named Class 66 as the liveries were right for pictures of 66s in F/L livery I'd seen hauling them only to find the last had had been withdrawn just prior to 66 569 being named. Close but no cigar and an example of why even if you try and research things it can still go wrong if that research is too shallow. As stated above though the eras system could (should?) reduce some of the howlers seen of miss-matched era stock BUT only if the purchaser is sufficiently bothered to try and get things even loosely correct. It is that last bit in bold that is alarming, too many layouts at shows, and therefore widely available on related YouTube coverage, where it is clear even basic attempts to achieve plausible rolling stock groupings has not been attempted.

Could you solder an upside down copper clad sleeper to the top of the tube to form a T and then glue your slightly wider piece of plastic or lolly stick for the ramp to the uninsulated plastic/Paxolin side? Reason for suggestion, a solid joint metal to metal for the weakest point and then a wider area for the glued surface to adhere too.

I recently bought a 2nd-hand model of 73 142 Broadlands in large logo livery and was surprised to find it had two orange spots on the roof. An internet search identifies that the loco had at least one and they were added just like those on the roof of police cars so as to aid helicopter recognition when on Royal Train duties. The text caption associated with this image confirms (at least) one spot but at that time it wasn't in large logo livery. As I don't have a lot of reference material on the Class 73s despite having regularly seen them running over several decades three questions I am sure someone will know the answers to:- 1) Is the large logo livery (LIMA issue?) roughly correct 2) if yes how long was it carried for? 3) One spot or two? With the supplementary of if just one which end? A class 73 image of my own is below* - heading a down Royal working through Shawford circa 1970. *Number and date not recorded. The date is plus or minus a couple of years either side of 1970.

Update = job complete and engine runs on plain straight track and my rollers. The crunch for it will trying it through more modern points than it was built for when I try it on the club test track. The jury is still out @stewartingram as to whether the screws are original Tri-ang or someone's later replacements. Looking through a magnifying glass they have a one thread taper but it is hardly noticeable. Now they have been freed off and reinserted they turn fine - my guess is either Tri-ang originally or a previous owner used Locktite or just too much torque when fitting them. Re the problem 37 with the more modern style of bogie - also now fixed (I hope). It needed a home made clip making to replace a life expired original.

A problem loco now fixed. A Hornby (ex-Lima?) Class 37 which was puzzling me due to an intermittent running issue. Bought cheap as seen from a local 2nd hand book shop who also stocks a few rail bits from time to time - vendor who I trust said he'd been told it did run. Not surprised it didn't initially as everything internally was covered in grot as were the wheels; however, after a clean and lube it ran fine on my rollers and up and down a bit of test track. Took it to the club test track - dead. Repeated action at home then 2nd week at club, again zilch. Problem finally tracked down to the bogie connection clip not staying on during the 6 mile drive to club. The old, no longer reliable, Hornby clip replaced by two home made brass one's with strip extracted from a paper fastener. Hopefully these friction fit clips will stay on better than the Hornby original that had become misshapen, hence the falling off!

Have also had that issue of following the next bus finder option as displayed on the bus stop only to find after entering the displayed code for the stop the system didn't know it existed. (Barlby N. Yorks when visiting my daughter). The local First buses aren't too bad on the route No 1 out to us here on the island but there are still a fair few unexpected issues.

Sadly we have to report the loss of three Show regulars in recent months. Links to our relevant website blog posts are below. Colin McCallum Ken Gibbons and John Ross We offer our sincere condolences to their families and friends; their presence will be sorely missed when we reassemble for the 2024 Show.