Thanks for the visit

The plan for now is to see how Graham performs. We think it’s fun to have lots of different types of traction! Bayhurst and John Rennie are just over 20yrs old and have seen relatively low usage so there is still plenty of life left in them!

Thank you! Cheers!

From what i was told its the back to back gauges that make it possible to run the fairbourne locos here

Nominally we are 12inch, however @Kineticrail is correct, the back to back profiles allow this to be possible!

@@RuislipLidoRailway We can offer something from our collection if you want to try it next year, our standard is 14in back to back.

@Andy - let me pass this on to our team who deal with Temo.

No we don’t have anything like that as we don’t get enough snow to need one.

@@RuislipLidoRailway fair enough.

Yes 1ft or 12 inches as we usually say.

Yes they do! In fact nearly all of our vehicles have brakes, the only few that don’t are some of our older maintenance wagons.

Yes it is. The ones in the current video are easier to unload.

Thanks Jason, hope to welcome you down soon!

No tunnels I am afraid.

As the ballast wagons aren't braked we have a restriction on the number that can operate with locomotive only braking. You will see a flat wagon on the trains, this is added to provide additional braking force.

@@RuislipLidoRailway oh I knew there would be a common sense reason why, just saying it would be nice lol

I was a third generation NZR railway man. Both grandfathers, several uncles and a few cousins were all employed by the NZR.

Thanks Kevin! Hope to see you soon.

Thanks for sharing!

We have a couple of very Senior Digger Operators within our volunteer team.

Thanks Pete, it's a relaxing railway to operate - we are run entirely by volunteers and lucky enough to have over 130 active members!

No.

Don't forget to pop by if you are ever in London!

She pulls the same in either direction but the reason she was working as she was that day was because for operational reasons she couldn’t run round her train each time. It was thought better to have the driver facing the wagons when propelling them so he could see the hand signals from the operative tipping the wagons as they were being unloaded and easily spot if anything went wrong while travelling to/from the worksite. This just so happened to be in the direction of the empty train going back to be loaded.

@@RuislipLidoRailway Thanks, I knew there must have been a good reason.

I too was surprised to see 2 trains entering the loop at Haste Hill, both at the same time. I just hope this was a once-off incident...

As an ex signalman on B R back in the day , that caught my eye as well. At best I would expect some run off points in case of overruns.

The method adopted here is fully approved for our operations and risk assessed, run off distance is provided for a train which is only going at 5mph. Appreciate the feedback on the BR days, but thankfully we aren't living in those days or indeed a BR railway. Safety is a balance of risk (likelihood and severity) with mitigations to provide a latent risk profile. You can't compare our railway at a maximum speed of 8mph with processes and procedures adopted for railways which run at 125mph...

The railway makes a profit but we have a 100% volunteer staff so all proceeds go back into making the railway even better

Thanks, we try our best!

We are proud that the railway is operated entirely by our dedicated group of volunteers. We don't receive any external regular funding, the operation is self financing from revenues collected from our Train Tickets, Special Events, Gift Shop and Tearoom.

so the cars are mini; I was thinking they had giant-sized volunteers tipping over the gondolas.

As at 13:42 , the train is ‘cutting the points’, meaning going against the set direction of the mechanism. This is acceptable and normal when technical and operational guidelines permit (guessing, but Lido staff know…). In tram or light rail, spring-set permanent points are also part of the safety in normal operations, but this particular one -seems to be held by its gravity weighted handle (guessing).- (a combo…?) Maintenance services are also not ‘normal operations’, hence no tokens, and strict radio control (in general, guessing again…). [Edit: 14:56 the point in question is manually locked, local override by staff & radio protocol…] In “big rail” cutting manual points (switches) is a thing in shunting yards at low speeds, but those points are marked. On mainline or at speed, points are always ‘in control’ and interlocked. Cutting them would destroy things, and are as bad as SPADs - Job’s lost…😅

@@musiqtee Some points on our railway are designed to be pushed through by the passage of a train and reset to where they were previously so that a train coming from the opposite direction goes the way we want it to. At 14:56 the driver is changed point manually for the direction he requires and inserts a bolt & lynch pin into the point to stop it being thrown completely the other way but this still allows a train to push through

@@RuislipLidoRailway Thanks! I was vaguely “right”, intended to answer the OP that ‘train weight’ didn’t rock the lever - it was merely moving it when cutting through. But, I got carried away - as I usually am… (and how I end up learning from actual insights, like you shared above…)