iands

And not forgetting the regular coal trains to service the York Power Station via the Foss Island's branch - always assuming that YPS sourced its coal from West Riding pits rather than from the Durham/Newcastle coal fields (in which case the coal trains would have come from the north via the Up and Down Scarborough Goods lines between the station and Branches Yard).

Depends on the era you're thinking of modelling. Lots of different size cabinets over the years, and different 'styles' (preferences) between regions. I think I still have some dimensions of some modern locs (2000 onwards). I'll try and dig them out and post here, but might be tomorrow.

In the first photo, I can't quite work out if the four vertical markings on the side of D1929 are 'oil' stains or shadows from some structure off to the right. I'm leaning towards oil stains as I can't match up any shadows on the ground. If they are oil stains, it's a bit of interesting 'weathering' that would get tongues wagging if modelled on a layout.

Attending one of the tours in April.

When I was a trainee with the S&T at York 'box in 1977, I remember at least on one occasion the 'Bullion' was stopped on the Down Main in the station (can't remember why, could have been a crew change). All other trains being held outside the station, or routed well away on platforms 15/16, and several BTP bobbies deployed on the platforms either side (8 & 9 as they were then) and as the train came to a halt at the signal, several armed bobbies could be seen appearing at the windows in the BSK. Needless to say the train wasn't held long and was quickly on the move again.

Yet another batch of fantastic photos Dave, thanks for posting. Interesting to note in C8932 and C8935 that one of the crossing gates has not been closed. Presumably they are all 'hand operated' by the shunter/train crew, so maybe one is damaged/faulty preventing it from being closed, though it is hard to tell from the photo.

Have you tried the NERA website?

Howsham - another enjoyable spot in the middle of nowhere. I don't remember Jim Gibb, obviously he came after me. Wes Dodds of course and John Maw I remember very well. The supervisor at my time was George Duffield (George was also the supervisor for the York-Harrogate line). When he retired Bill Fox took over the supervisor role.

It is possible, at the time the bridge was being designed, that someone may have suggested that if they included a 'second' span, it could serve (at a later date perhaps) as a route to divert Wigginton Road and close Bootham Crossing - in today's terminology, 'passive provision'? Again, just another thought. But as Giles says, a revised location for Bootham Junction. One of those convenient 'happy accidents' that come along once in a while.

With apologies to Giles for hijacking his thread, and at risk of going seriously OT, the installation of barriers at Warthill being the "first" is an interesting one. I too was told this, and indeed have quoted the same detail myself on RMweb in the past. I guess it depends on how you define 'first' and perhaps in what 'configuration'. I think it's certain that the installation at Warthill was the first wheel worked lifting barriers, but whilst assisting a friend with a bit of research for his book (Selby's Railways Explored) it came to light that 'lifting barriers' were installed at Barlby Crossing in 1937, with a specific date of 27th July. A suggestion being that each barrier was worked from it's own lever. Yes, the crossing allowed access from one part of the then BOCM factory to another part of the same factory across the railway, but it was (and still is) a public road. Needless to say I've been trying to find documentary proof of the date and how the barriers were operated to confirm the statement, but as yet I've not been successful - but I will keep trying!

Les Gowland (Lineman) and John Cornforth (Assistant) were the guys during my time with them (about 16 weeks). Absolutely loved it. Yes, we used the buses every day - except the very rare occasion when the Supervisor had use of the van to drop off some equipment/stores. The buses could on occasion be an absolute bu**er though. I recall one day we had just got to Strensall SB to carry out a bit of regular maintenance to be greeted with a message to attend an urgent fault at Haxby. No direct bus service between the two places, so it was all the way back into York and then catch another bus to Haxby. Yes, it was a long walk to Kirkham Abbey from the bus stop on the A64, down hill in the morning, but up hill in the afternoon! Unless of course it was the maintenance job for that week to walk from Kirkham Abbey to Malton testing track circuits. As I say, I absolutely loved my time there.

Re Bootham Crossing gates, as well as the bits that @Michael Hodgson has mentioned, at the time the photos were taken they show that the gates weren't 'mechanically' operated from a gate wheel in the signal box but 'motor' operated (the large grey box at the toe-end of the gates). I'm not sure when these were fitted (e.g. in the model period) but they were certainly there in 1974 during my 'secondment' to the York-Malton lineman as a Trainee with the S&T. I'll see if I can narrow down the time frame a bit.

Hi Giles, FYI, Burton Lane SB as well as controlling the junction for the Rowntrees/Foss Island's branch became the fringe box to York SB under the 1951 resignalling scheme. Bootham SB controlled the Bootham Junction for the Market Weighton branch as well as controlling Bootham Crossing gates. As you rightly say, space is a key factor and a certain amount of 'compression' needs to happen in order to keep the workings viable. So it makes sense not to model the Foss Islands branch per se. For the sake of your layout, and the key application of "Rule 1", you could always surmise that the Rowntrees/Foss Island's branch came off the Market Weighton branch (out of view), and you could still run one or two applicable freight trains 'into the fiddle yard'. Another application of Rule 1 could be to combine/rename the signal box (if you are thinking of adding one) and name it 'Bootham Lane Junction' - just a thought.

J555. There is also a 25 trying to hide in the bushes on the Up side, but not quite managing it.

Hi Simon, Any particular era in mind?, e.g. 1960s onwards or is that a bit too early for what you are thinking? Are you also including Telecoms locs, or just Signalling at this stage?

Doncaster?

The photo has been posted, and discussed, on RMWeb previously. IIRC the general consensus was has been suggested, not points but two separate lines to the buffers, a trap and a shunt-neck.

According to Wikipedia, 'The Cutler' was re-routed Sheffield to Kings Cross (via ECML) from 15th September 1958.

J1581 just love the 16t being unloaded as well as the 31s on the ore train.

Use of orange pipes was a bit earlier, late 70s/early 80s. Somewhere I have a copy of a letter from Railtrack days banning the use 'new' orange pipe installation.

Pedant mode - the 'concrete trunking' and 'concrete lined channels' referred to for the containment of lineside cables is known as SCT (Surface Concrete Troughing).

Damn! Thank you John.

I'm afraid the short answer is 'no'. Whilst there are some early photos and references to the pre-grouping era, there isn't a dedicated section or chapter on the pre-grouping period.

Hi Mike, For Riccall it is 9 pages, 18 photos and 1 diagram. The way the book has been written/presented is with "bloated captions" (Steve's description, not mine) "which enables the reader to look at the picture and get the fullest description on the single page." I should add that the pictures in the book (including the Riccall related entries) are a good mix of both 'black & white and colour' images. Hope this helps.

Hi Mike, The limits are: Barlow, Hambleton, Cliff Common and Hemingbrough, Templehirst and Riccall - I've a feeling this last location might be of interest to you.