J25

Churchil was used until the closure of the DVLR in 1981 and it was sold to the DVLR after the line closed. It is now on the DVLR at Murton. The exhaust was covered as its duties were seasonal.

Given that the last digit of the number appears to be 5 this could well be 65655, a photo of which micknich2003 posted above. It was active in 1958, was allocated to Dairycoates, and has the same arrangemant of tender coal rails as the Little Weighton locomotive.

Thank you.

This is certainly vintage, but I doubt that it is collectable. It is 00 gauge, with a metal chassis and tinplate roof. It has a transparent (perspex?) floor and sides. It is very crude and lacks detailing such as doors-does anybody know what it is?

2485 was, at this time, hired to The Derwent Valley Light Railway, stabled Monday to Saturday in the DVLR shed at Layerthorpe, Returning to York MPD on Saturday evening for servicing. These photos were, therefore, presumably taken on a Sunday. There didn't seem to be any coaling facilities at Layerthorpe-would a full bunker be sufficient for 6 32-mile round trips & shunting?

That was quick-thank you. The chassis definately live.

I have recently acquired a chassis for a project I have in mind. Can anybody advise me as to who made it and what it was? It has no manufacturers name, or any serial number. THe motor is a five pole one and the chassis narrows at one end, suggestng that the original body was single ended. The chassis length is approx. 16 cm. Thank you

I would be suprised if the brake van was part of the train. It didn't seem to have a use after sundries traffic ceased c.1970. After sugar beet traffic ceased it was to be found stored at Sledmere siding with the crane. It may have been just parked in the siding. This is a recent quote from facebook regarding the DVLR pallets: "Horsley Transport bought the floorboards from the demolished Warter Priory and made pallets out of them. At the time HT were taking delivery of 120 tons of fertiliser in 1 cwt bags every day. These were transported from ICI Billingham to York then on to Dunnington on the Derwent Valley line. Each train had 12 box vans carrying 10 tons in each. Pallets meant that the trains could be emptied every day". Margaret Horsley Oct 2021. The photograph, and others seem to confirm that the train was unloaded rapidly and the pallets loaded onto lorries later and the traffic would explain the demolition of the loading bank. I only once saw the vans at Dunnington, but I don't recall seeing any loaded pallets in the yard (it was probably a Sunday). The train frequency (1 a day) seems seems to be very high, though the traffic would presumaby be seasonal-traffic returns may provide clues as to how many trains there were.

I don't think this is two cottages converted into one-note that the door in the adjacent wall has a number on it (no letterbox, though).. It seems more likely that the door on the emd house has just been blocked up to make more room in the front room. The adjacent property is a different colour and has its own number plaque. The difference in brickwork on the corner may be a result of using better quality bricks on the frontage. The single down-pipe certainly has its work cut out if it is the sole outlet for the front and rear gutters from the whole block!

The last 1001 was withdrawn from Malton shed in 1923 and preserved. They did work goods trains from Malton To Whitby. The Rosedale system was isolated from the rest of the system because of the incline-the 1001's operating above and below the incline had been replaced by class P (J24) locomotives by 1920.

A small point. If the wagons were being used to carry anything other than coke why is every wagon in the train a coke wagon?

Thanks for all the replies. The maths is not a problem, but my eyesight is. I will have a go at some of the suggestions. The panels are for a cut-and-shut Bachman cattle wagon to represent an LMS d1661.

I need to reproduce a small area of 7 inch planking. This distance doesn't line up with any mm or 1/2mm lines on a steel rule. Does anybody have any tips or know of any tools for reproducing accurately space lines? Is a divider and a magnifier the only way forward? Any suggestions would be most welcome.

The 1949 survey indicates that the building extensions were in place by then. Given that care was taken to match the original building, with finials and matching roof tiles I think that the work took place in the 1930's-Murton Station building was extended between 1933 and 1936.

You are a little bit out with your Google maps, Neil. The filling station existed alongside the railway from at least the 1950s.The railway passed through what is now Phillip Welch's car showroom beyond the filling station and along the far side of the side road (this road originally ended in a cross-roads opposite Common Lane to the east of the station (hence the name Four Lane Ends), but it was diverted when the railway was built to avoid the need for two level crossings.

The 08 was probably at Layerthorpe collecting wagons to add to the train from Foss Islands-there also also photos of a Class 20 passing the DVLR locomotive shed and of one of the DVLR 04s on the BR line collecting a rake of wagons. After the closure of the line, the oil depot was still served by rail, with the stand pipes relocated to former "main line". which had become a single line siding of the Foss Islands branch. This siding was worked by an 08. Use of tender locomotives was banned in 1914 after an accident at Layerthorpe with a loco running tender-first. an NER B1 (LNER Class N8) was trailed for 6 months, followed by a Class O (G5) . in 1928 a BTP (G6) was in use. In the 30s the ex H.B.R. N12 predominated, but N9s, an F8 and J21 were also noted, followed by a J24 until the early 1950s J25s then dominated until 1960. 2MT 2-6-0s substituted latterly when J25s were in short supply. A 3F "Jinty" was used c.1960 Class 04 diesels then replaced steam, followed by class 03s.

Hello John, I have looked at the photos of the junction, which show that the trap operated in conjunction with the point connecting the DVLR to the Foss Islands Branch and was controlled by B.R. Pointwork at Layerthorpe was operated by individual levers, with cross-overs operated by one lever. I can see no linkages between the DVLR point lever controlling the crossover by the DVLR engine shed to the trap point. The photographs would indicate that B.R. had sole control of the junction.

I have found the list I compiled from the yearly returns which covered the years from 1917 to 1952. There is no differentiation between vans and wagons, only between wagons and cattle wagons. The maximum number of wagons was 9 in the years 1918 to 1922, reducing to 8 in 1923, 7 from 1924, to 1929 6 from 1930 to 1934. two wagons were sold for £25 in 1935, and a further 3 for £15 in 1938, leaving just 1 wagon in use from then until 1947 when the number rose to 2 and 3 from 1950, remaining at 3 in 1960. In 1961 two 3-plank dropside wagons were owned, along with a single plank long wheelbase plate wagon, the latter being lettered DVLR at the left end of the plank. It is hard to know what the 9 wagons were used for, possibly for the transport of night soil or stable manure originating in York. Cattle wagon numbers peaked at 6 in 1925, reducing to 4 in 1935, 3 in 1947 and zero in 1950.

The Slaters kit is spot on for the last of the ex NER V1 brakes, this was in use from c 1928 to 1946, and remained at Layerthorpe on it's wheels as a store until 1966. It carried an extended stove pipe so was probably a mess-room of sorts in the 1950's. It was blue with large DVLR lettering. The DVLR used to list rolling stock in the yearly returns, but this was only by type (open/covered/cattle/crane), so it was not possible to determine when wagons were replaced. There was extensive council-owned lairage for cattle at Osbaldwick and the DVLR cattle wagons would have been used to move livestock from there to market, but there was little other internal traffic, so internal wagons would be mainly for p.w. work only.

I agree about the necessity to choose any wagons that were available, and I am also aware that at one time, at York at least, high pressure water was used to wagons( "Elfa guns" - reference to the same process at Bardney here: http://community.lincolnshire.gov.uk/thehistoryofbardneysugarfactory/section.asp?docId=73902 This would have cleaned both the beet and the wagons. I believe that there was also a problem with 16t mineral wagons relating to corrosion caused by wet coal. The post-Beeching railway would have more wagons for the available traffic generally, so perhaps they were able to devote wagons specifically to beet traffic. I do not know the reason for the change, but all the DVLR photographs I have seen taken after 1969 have 13t featured steel opens on the sugar beet traffic, and the latest 16t mineral wagons photographed were 3 at the wharf at Wheldrake in 1967, but these were sheeted and may have contained potatoes.

i agree about the necessity to choose any wagons that were available, and I am also aware that at one time, at York at least, high pressure water was used to wagons( "Elfa guns" - reference to the same process at Bardney here: http://community.lincolnshire.gov.uk/thehistoryofbardneysugarfactory/section.asp?docId=73902 This would have cleaned both the beet and the wagons. I believe that there was also a problem with 16t mineral wagons relating to corrosion caused by wet coal. The post-Beeching railway would have more wagons for the available traffic generally, so perhaps they were able to devote wagons specifically to beet traffic. I do not know the reason for the change, but all the DVLR photographs I have seen taken after 1969 have 13t featured steel opens on the sugar beet traffic, and the latest 16t mineral wagons photographed were 3 at the wharf at Wheldrake in 1967, but these were sheeted and may have contained potatoes.

In the fifties and early sixties wooden bodied Mineral wagons and 16 tonners seem to have been used indiscriminately for beet traffic. The sides of these wagons did stand proud of the DVLR "High Wharves" and the high-sided goods wagons would have eased this, but could the change be due to more rigorous separation of wagons used for foodstuffs from those carrying coal?

I have heard this one before, but probably on this forum. I have seen a couple of pictures of wagons loaded with scrap, one at Layerthorpe in the 1950s, and one at Skipwith in the mid-sixties, but I don't know how much they received in this way as opposed to the the wagons themselves being the scrap. I know that they scrapped some wagons when the line closed-they appear to have been cut up on what had been the running line where Murton station platform had been. They were possibly wagons that had been stored at Layerthorpe.

There is some here: https://www.modelscenerysupplies.co.uk/oo-scale-products/oo-gauge-scenic-details/oo-gauge-kits/OO-Trackside-Railway/truck-load-sugar-beet-oo-juweela

The yard you refer to is still there-It is called Dennings. Clanceys had the large yard at Murton and a small one at St. Andrewgate in York City centre.