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Apologies for drifting slightly off topic, but to echo Mike's (@The Stationmaster) comment re the "gang with ropes", when renewing telegraph poles, ropes and 3 or 4 of men was all that was necessary, indeed manual labour was the only way it could be done (no space for a crane even if we had one). Digging a "stepped hole" (to correct depth), cutting the pole to correct length (cut from the top not the bottom), fit the tin-hat, arms, spindles, pots etc., then raise the pole up through the wires (orientated so the arms were perpendicular to the route when the pole was vertical), then turn the pole through 90 degrees. Transfer the wires from old pole to new. Saw off the arms on old pole, attach rope to old pole and saw off at ground level. Lower old pole down through the wires on to the ground. If adjacent to farm land, usually the farmer(s) were glad of the old poles as they would cut them up and re-purpose them as make-shift gate posts. Ah, happy days!

Apologies for drifting slightly off topic, but whilst York has been mentioned, for anyone that might be interested, next Christmas/New Year period (2022/2023) there is a 9 day blockade to renew track/S&C at York North end.

Looks very much like a signalling cable (rather than a telecoms cable). Other than that it's difficult to say.

Having done a bit of research (well actually, I happened upon this by luck whilst looking for something else) it would seem that my original suggestion of Permissive Block working between Winning and Freeman's Crossing was wrong. I've found this snippet in the 'North Eastern' supplementary instructions that would give a better explanation of what might be happening in the photo, i.e., the engines and vans have travelled coupled together (from Freeman's Crossing/Blyth) and have been uncoupled at Winning to go their separate ways. Engine and Engines and Vans.pdf

Yes, I thought that. I'm not certain, but could be that after (or during) 1969 the operation of AHBs was enhanced by the use of treadles rather than just track circuits - can anyone confirm this?

In a bit more detail, extracts from BR Eastern Region (Northern Section) Sectional Appendices. The instruction for "one vehicle attached" went back at least to 1960, possibly even earlier. It is interesting to note how the instruction changed/developed over the years. I haven't been able to find any corresponding instruction for the "Great Eastern" area but my access to Sectional Appendices for that area is a bit limited. shunting loco_operation of TCs.pdf

Hi Ken, Except I have a couple of photos of 03s at York without a 'runner', as shown below. Yes, in each case the 03 is coupled to another vehicle, but only because the 03 is on a 'pilot duty' and I assume the 03 would have run from the depot to the yard/station "on its own" with no other vehicle attached. D2046 trip working York Yard South to Rowntrees(?) 25/06/1964 D2103 York station south end (No date)

The ER/NER 03s didn't always have a 'runner'.

Hi Mike, Can't remember the model/type of relays at York, other than they were "reactance feed" type and yes, they were also located in the relay room in the signal box and not trackside locs.

Hi Mike, Not sure what type of track circuits were in use at the time, but at York (prior to the re-signalling that brought the IECC into use) the track circuits were "AC" with "vane relays". This may have had a slight effect on the operation of track circuits close to the "block joints".

"..... could a passenger line terminate close to the edge of the water where an over run would end up with the train in the drink." Again, the potential for this could have happened at the original station at Selby.

Not at Knottingley, and I'm not sure the siding at Goole would be classed as a turnback siding, but I stand to be corrected.

There's also Bowes Park on the Hertford Loop, but I think that is (was?) used more for empty stock in/out of Bounds Green depot than terminating passenger trains.

West Croydon.

The difference in wheelbase lengths between an 03 and 08 is 2' 6". Doesn't sound much, but the 03s would occasionally dissappear off the panel if they didn't have the match truck/wagon - also referred to as a "runner".

The original Selby station of 1834 did, with the added bonus that the lines extended on to a Wharf for easier loading/unloading of goods on to ships.

The match truck/wagon with the 03s were for a slightly different reason, well at York anyway. Because the 03s have a relatively short wheelbase, the match truck/wagon effectively lengthened the 03s wheelbase to ensure the 03 didn't momentarily "dissappear" off the panel when moving about the station, particularly across complex S&C.

And replaced the "depression bar" operated by wheel flanges.

To ensure track circuits will operate when "shorted" by train wheels. Usually found on infrequently used sections of line where a build up of rust/muck would otherwise make the correct operation of tack circuits unreliable. Used in the bay platforms at York Station and no doubt plenty of other locations.

Hi Stu, Couldn't find a decent photo in the books I have that shows the door, but I've highlighted where it is on your previous photo.... Don't know if you've visited the SRS (Signalling Record Society) site, but they have an "Archive & FARSAP" (Film Archive of Railway Signalling and People) section with a video of Selby Swing Bridge, which may be of interest to you. At approximately 13:07 in the video you get a fairly good shot of the door. Selby (s-r-s.org.uk) - hope the link works. If it doesn't, go to www.s-r-s.co.uk and click on Archives. A drop-down box should appear and near the bottom is "Archive & FARSAP". Click on this and then "Locations". Find "Selby Swing Bridge" and the video should open.

Hi Stu, Very nice. There is (was?) a door to the building from the railway side, I'll see if I can find an image to assist you.

For those that have left their Christmas shopping to the last minute, and find the shelves in the shops are empty and the on-line shopping sites can't deliver until after Christmas Day. Not to worry, here is the perfect excuse. Santa's senior helper didn't get the memo........ If that one doesn't work, try this one. Rudolph suddenly had a case of "Level Crossing Stupidity"......

H Russ, I've found an Eastern Region Freight Train Services document for 30 Sep 1985 to 11 May 1986, which is obviously a bit earlier than what you quoted, but the details may still have been valid for the 90s. The document shows there was no 'regular' service you mentioned, but under the section headed Agreed Pathways for Special Trains is shown a path (MFX) for a York - Scarborough 'Petroleum' train.

The last 'regular' freights over that section of line would have been the daily (except Sunday) pick-up to and from Rowntree's (now Nestle), and they finished in the late 80s (I think?).

If I understand correctly, the dive-under was designed with passive electrification provision in mind for a low height twin contact wire and the beams and members were designed to support one if (when?) required. I believe that a "Conductor Beam" system was considered but provided marginal clearance improvement. IIRC, it was all part of making the required dig for the tunnel push a little shallower to make the planned push feasible.