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  1. My solution is.....all about managing the usual short term expectations. In this era of Who GAF, I’d cut em up. Scrap em. Suffem and mount em. And Definitely scrap the B10s, just to make sure!!! Obviously no one has any resources to do anything else, these days. They are only “modern” nasty air braked, ETH, coaches, so what does it matter. More importantly it is not a precious kettle, because they are massively under represented in preservation, and it’s not green or red or blood n custard Or choc and cream and so it’s not relevant. Maybe those who who feel so resentful at seeing their precious kettles and associated stock being scrapped, back in the day, will get their ‘grinding’ satisfaction from seeing their BR replacements being scrapped, ruined or festering beyond repair on some siding somewhere. like I said “Who GAF”.........ain’t no will then ain’t no way.
  2. Mmmmmmm yep you’re right....so upon reflection, cut em up or stuff and mount em. They are only BR stuff anyway.
  3. Mmmmm why only two weekends a year? and why electric supply 24x7x 365? Mk1s and 2s don’t need that. Storing outside is no worse than any other vehicle. Why stored undercover? Very few railways have the luxury of berthing stock indoors, although some do. Two of these coaches arrived by rail so were in mainline ticket at the time and had been maintained to mainline standards so would be likely to way outstrip preserved standards for years. Just saying give it a go, rather than just stuffing and mounting them straight away. Or did I get the wrong end of the stick....
  4. That was 20th December 1984 and the place was Summit tunnel. The fire was so severe that it vitrified the bricks in the tunnel And melted some of the rails. It was a 13 tank petrol train which derailed, I think due a defect axle, with loco 47125 in charge. The crew managed to uncouple the loco and possibly a few leading wagons and make their way out of the tunnel. The emergency services were in the tunnel with the petrol vapour building up from leaking derailed wagons and the vapour being heavier than air made for an extremely explosive environment. Fortunately everyone made in out before the major fire started. It was so bad the the flames could be seen rising out of tunnel vent shafts. The tunnel was closed for a long time and required substantial work. The locals were invited to walk through the tunnel before it reopened.
  5. What about 10800??? This loco was allocated to Brighton for a while, although by all accounts it wasn’t very reliable. I am sure that I have seen one photo in a book (no idea what one) that showed 10800 on a Central Division passenger working at Isfield, from Brighton, via Lewes and Uckfield. I cannot find it anywhere, however as as the Lewes to Uckfield route was built as a secondary mainline it would have been the ideal testing ground. Well out of the way.
  6. Further to the above....Derby Sulzer’s page shows this. Apologies for the cut and paste, rather than a link, flipping ipad... This was 1969, the Class 45 was numbered D41. Later it was to be renumbered 45147 under the TOPS numbering system. Fate was not kind to 45147 as on December 4th 1984 it was involved in an appalling crash at Eccles, Greater Manchester. Involving a collision with an oil tank train, which ignited an led to a huge fire. Luckily the M602 motorway was right next to the track so the emergency services got there very quickly. I remember the bbc news at the time.
  7. I know that you asked this question back in 2018 but.....With regards to East Sussex, this is the Deep South, Central Division, this is about as exotic as it gets..... Copies of these photos were kindly given to me. They were taken by an old Sussex Railwayman. gentleman and good friend, now sadly passed away, Colin Packam. D41, In BR Rail Blue livery, dumped at Pinwell Lane, Lewes, failed on an inter regional service from Newhaven to the Midland region. Later the Midland sent a BR Class 25 to recover this loco and then they sent another BR Class 45 to haul the the train back to the midland. The rescue loco, unidentified in BR Green, passes Lewes on the UP......semaphore frenzy
  8. haha, nope they didn’t, well spotted. My folks brought me back six cheap Proto 2000 Santa Fe Blue and Yellow GP9s from America back in the early 2000s, they were $39.99 each. The Santa Fe blue and yellow freight livery was a bit loud so I decided to make up my own livery. I had a load of presfix steam era Southern transfers, hence the abominations you see in the photos. They are the originals that I took out from the GP9s, all 24 of them. After many years mine suddenly suffered from this irritating occurrence so it was either find a replacement or bin the locos. Very straight forward job. Unscrew the draft boxes and remove them. Remove the bogie side frames and shaped packing pieces behind them. Unclip the bottom retaining clip, lift out the old wheel sets and drop in the new ones. Repeating the first few steps in reverse. The wheel sets might seem loose until you replace the retaining clip. All run as good as new. Walthers in the US., as below. Quite good value considering the alternative is chucking out six locos.
  9. Cheers for your help John. I will probably send the old motor to Olivias and get them to swap over the fly wheels and cups. Plan to give them a ring on Thursday.
  10. Evening all. Dunno if this has been covered before or on a different forum etc. I bought six Heljan class 17 chassis, six years ago, for a tenner each. No probs with five of em, they all work very well, but today one self ignited under load. The smoke was cool to look at but completely wrecked the motor. So on the whole I have used these chassis to build ‘what Might Have Been Locos’, if the Claytons had been re-engineered. But I also took a Hornby class 29 body and, with a little fettling, fitted it straight on to the Heljan chassis. Flipping great locos. I need help with an alternative motor for the melted one. Preferably a Mishima one, which will require the absolute minimum of messing around with shaft lengths to fit the brass fly wheels and then fit the cups for the drive shafts. I am happy to hack the chassis to fit a flat can motor. Many thanks in advance for any help and advice. cheers....Grizz
  11. I know quite a few who, if given the chance, would do a beer train and then sleep it off in a MK3 sleeper, trundling slowly up and down. So the traction would have to be worth turning up for, but say an air braked loco, 37 or 47 or whatever, with 3 x MK3 sleepers, And three or four air braked day coaches with a bar. It’s a book in advance job, same as an Ale Train but with over night accommodation built in. I wouldn’t have a problem with the train running round waking me up as I tend to sleep a lot better after a session on the jug. Top and tail it might be an option. Obviously this would work better on one of the long lines. Some of which have done the odd over night runs before. Even if it was tired as a one off before consigning these sleepers to rot away as camping coaches.
  12. Yeah I have kipped in a few of those over the years. They used to have one, ‘painted green ‘, at The National Shooting Centre at Bisley., stuffed and mounted on a length of track next to the old platform in the camp. That’s the best part about the MK3 Sleepers, the lack of huge amounts of asbestos. The painting it green strategy, even for something fairly modern like a MK3 Sleeper, only ever seems to work one way. I’ve not noticed the kettle taliban rushing to paint a Bulleid Pacific in Intercity Executive livery, complete with Red and White stripes and yellow warning panels front And rear. Or a Maunsell coach in Network Southeast ‘Tooth Paste’.....LOL.
  13. Given the right circumstances I agree they can make good accommodation for staff / volunteers. However their location on any given railway would require an adequate, close by, power supply and drainage connection for the loos. Possibly planning permission would be required. The electrical supply would require changing from its standard form and all alterations would have to comply with current regulations. Of course any alterations might be reversible depending on how drastic they have been, however it all costs money. Fortunately the days of people kipping in ratty old decomposing coaches looks to be over at most railways. Over the years I have done my fair share of kipping in them, following a hard days work and a fairly heavy liquid session in the evening. The sad part is that the MK3 Sleepers only ever seem to be viewed as cheap camping solutions rather than any serious desire, on any preserved railway, to value them historically as the last British Rail designed, loco hauled, sleeping coaches. Hence the desire to ‘camouflage’ them and hide them away. With a few exceptions, sadly it would seem that until the ‘Universe Ended in 1968 Mafia’ have died out and we get a more balance view with regard to the preservation of ‘Modern Equipment’ things like MK3 Sleepers will be doomed to fester away, stuffed and mounted in sidings.
  14. Bluebell Railway has taken delivery of two more MK3 Sleepers this week, 10605 and 10526. If you listen carefully you can probably hear the grinding and nashing of teeth from the ‘Flat Earth Brigade’ as they burn their life memberships...... Unlike the previous two that arrived by rail earlier in the year, these two arrived by road as they apparently have Long Swing Bogies. Sadly these will, eventually, be stuffed and mounted in a siding somewhere and probably plastered in green paint. It would seem that pretty near anything is just about acceptable providing it is plastered in enough green paint. Obviously, in some parts of the country, the historic value of railways and railway equipment has the abrupt cut off date of the end of main line steam in the UK. Anything that sneaks past that date will be written out of history by ignoring when it was built and camouflaging it to look like it preceded that ‘end of the universe event’. If you look really carefully someone has already started to place green leafed branches on the end of 10526 The really sad part is that the B10s will likely be removed and sold on, so ending any hope that in the future another more appreciative owner might be able restore and run them.
  15. Got 66188 working 6V00 and 66113 working 6O13 at the crossing on the country side of Plumpton station. The trains passed each other between Plumpton and Keymer Junction. Great to see that the Newhaven Terminal is now open and operating trains of sea dredged aggregate. Takes me back to the good old days of Cromptons and 73s and RMC JGAs..... happy days......... : )
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