Trestrol

All rolling stock that came to the railway would need approval from the trust. So there will be a record of who applied to bring it to the railway. The trust do not operate the railway that's the PLC. As previously said this is different to operated rolling stock on the railway. These wagons never ventured out of the yard at Levisham. The group was obviously presenting a good front to management until they broke the law. Then on closer inspection other anomalies were found and their thiefdom was found out. Yes they did lots at Levisham to put it on the map as it needed all the help it could get. It's not near the village of the same name and doesn't have any other attractions around it. But there was some resentment amongst the wider members over its operation. Who remembers the Moors Line survey conducted by management on the look of the members magazine?. They got criticism over there entry in the Station groups section. It was too long winded and was taking over the whole section. Most stations provide a page worth of news, they ran to two+. A well organised and energetic group or out of control?

The NYMR is not unusual in not keeping track of who owns what vehicles on its railway. Many items change hands privately without the knowledge of the parent Railway. Things that were acquired many decades ago and came to a railway with scant paper records kept. Why wouldn't a railway use a well respected volunteers stock list?

I wouldn't take a stock list as gospel. This was complied by a volunteer (sadly now deceased). He would probably have gained his information from the levisham volunteers not from NYMR records. Just because it's on the NYMR website it doesn't mean they compiled it.

Also other incidents not mentioned in the article regarding work undertaken on the neighbours land without permission. It's not hard to work out who the neighbour is.This was the more serious issue as it happened again after a previous warning.

One of these a Deal sided BG. http://www.cs.rhrp.org.uk/se/CarriageInfo.asp?Ref=1038

Told you the Formica was horrible 🤮🤮🤮🤮🤮

Nearly but a bit of a halfway house. The stills boiler is boxed in and the door from behind the counter to the kitchen is in the wrong place. Both BR mods. Plus the over bar box is Not LNER but the counter is. It's a right hitch potch. There's another picture on line taken from the non-kitchen end that shows the modified screen. The one in the top picture is as originalish.

I haven't. But if you can find an interior picture of the NRMs buffet there is a screen half way down the carriage. This is part of the BR conversion. It has the half round windows in it. Forgot about these on the LNERCA website. Two pictures that may help. https://www.flickr.com/photos/lnerca/albums/72157626812937847/

I thought they had all new made. The chairs recovered for LNERCA'S buffet were in remarkable condition despite their age. Most had been painted over the original chrome. The paint removed ok and the chrome was in tip top condition underneath. I don't think we had them rechromed. Most still had their original Rexine covers. Red or blue.

No they had the BR style loose chairs. The LNER loose chairs were discarded. Most ending up in the Railway Institute gymnasium in York. The NRM's in and LNERCA's buffets both have original chairs recovered from their.

Only the best railway carriages were varnished teak. ECJS RTO 189.

Only the best railway carriages were varnished teak.

The bar was much smaller and the roof above it was boxed in. Extra seats as well as the bar wasn't as long. The wall profile internally was altered, although I doubt you want to model that. . The most horrible Formica was used and they moved the kitchen door in the corridor so it didn't line up with the external doors anymore. That's all I can remember off the top of my head. The half window in the kitchen is actually a cut down full size one.

That will be one of the MK1 restaurant cars built for ECML fast services (Flying Scotsman). They were fitted with Gresley bogies due the lack of suitable high speed compatible bogies.

They will be standard stainless steel restaurant/catering units. Designed for static situations.

This has happened before to the Royal Scotsman set. There was an exLNER carriage converted to an RF. This was involved in a rough shunt at Craigentinny. All the kitchen units moved some breaching partition walls. Chipboard and MDF were used and kitchen fittings were screwed to the floor. Designing a railway carriage layout is not a job for your average kitchen/shop fitter. I wouldn't be surprised if the RAIB don't start and look at in-house conversations. Looking at the video I can't see a shunter waving him back.poor practice.

Wide to gauge points.

It shows yet again how poorly catering equipment is fixed in modern rolling stock conversions. The former LNER carriage that was in the Royal Scotsman set suffered the same fate. Inferior materials chipboard and MDF used for partition walls and kitchen units just screwed to the floor. Luckily nobody was seriously hurt in there.

I think you have this partly incorrect. LNER brake carriages come with a short red painted screw coupling. Every LNER carriage comes with an emergency link coupling on each headstock. This consists of two links plus a flat plate with a hole at either end (one holds one conventional link. This flat end fits in the buckeye and is held with a pin. The link at the other end goes over a coupling hook. So fitting a buckeye carriage to a conventional hook.

Yes they would have to be bought in from the supplier. This didn't stop the LNER or SR doing it. Safety door locks are the same. Although safety door locks have different cases the inside parts are pretty much standard. Even up to the ones on MK3s.

Yes but this was built in wartime. I would have had to work all over the network. Probably with the LNER royal train, Eisenhowers train so it was more compatible.

I am supprised that the LMS under Stanier didn't pursue Pullman Gangways and buckeyes. Apart from the GWR/LMS trial. With it's big neighbour already having them it probably would have made sense. Bearing in mind how friendly Stanier and Gresley were. Inter-region working with the LNER would have been so much easier. Was this more to do with die hard Midland thinking wining through?

One thing you have to remember about the GWR is they didn't like buying stuff in from outside. Raw materials would go into Swindon and a finished product came out the other end. They would have to buy in Pullman Gangways and buckeyes from a supplier so they weren't interested. The same could be said for safety door locks which would have to be bought from Kayes in Leeds. So they stick with what they can make in Swindon and the SVR have found out the wisdom of this policy where door locks are concerned.

Let's not forget that the LNER had all this as well to greater or lesser extent. EMU on Tyneside and the 306/506s. Pressure ventilation (A.C) on many more carriages that one specific train. All steel carriages trialled in the 1920's and also aluminium construction. Diesel electric railcars as well as main line electrification. And also superior buckeye and Pullman Gangways.

It's not impossible to do. You build a tunnel and mount the springs on that. The collision beams should take the forces as as you say it's only pushing the tops together. ECJS RTO 189 being restored by LNERCA is like this. It's on to it's fourth set of gangways in its life. Side, Gould(similar to MK1 gangways and still fitted to ECJS TK 12 in NRM) GNR Pullman and now modified LNER Pullman Gangways. This was fitted with a tunnel when converted in 1909 from side to Gould. They simply nailed up the side gangway door and bolted a tunnel to the flat end without any modification. When four prong Pullman Gangways near the end of its life holes were cut to take the top prongs. GNR style top springs were mounted in the vestibule ceiling with very little modification to support them.