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  • Location
    East Riding of Yorkshire
  • Interests
    Modelling 12" to 1'.

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  1. Mk1 coaches were overhauled at Doncaster well after GE34353. MK1s and DMUs carried NE in both 3" and 4" lettering/numbering. Al Taylor.
  2. No water filling pipes on the end of a RB. On the frame there should also be buckeye exam, steam heat overhaul (SHO then date) brake overhaul (BO then date). Al Taylor.
  3. Deffo sliding doors on the early ones, sure they locked from the inside. Al Taylor.
  4. Quite a few of the Beyer Peacock examples were early candidates for dual braking, several of them got dual brake fitted still with GSYP. All had through steam pipes when new. Al Taylor
  5. Three BRCW type 2s where actually painted like the preserved 5343 is, 5304 and 5324 had the yellow up and over the gutter the other one 5343 had it up to the gutter. Al Taylor
  6. Replica do a B5 if you model 4mm, there a lot of other differences on a B5 the two obvious ones been the bolster control rod (square section) the spring plank much heavy section almost square in section. The axle boxes are also slightly beefier as the bearing are larger, lots of subtle differences such as springs etc. The Southern B4 and B5s are a totally different in many respects.
  7. If they were stuck on with the right stuff you can literally the entire dome of the cab roof up. Stuck a few of those on, it was really nasty stuff if you got it in the wrong places.
  8. Most of the ones I saw became very tatty after a few weeks, and often ended up in the bin.
  9. Those fee link belts were used well before the late 80s, remember been shown how to use the newer form oft link belts in the very early 80s. As for Nife batteries some ordinary MK1s had them fitted 18754 been an example.
  10. The only thing the slip rings do on most alternators do is provided a circuit for the excitation circuits. On the ones in use on most coaching stock three slip rings are provided, one is common, one will be a boost field, and one the buck field. These types of alternator rely on residual magnetism for self excitation, then regulator/rectifier unit takes over to control the output.
  11. Several of the regulators on RES stock were modified, removing the resistance control and cut in/out contactor . Control been done via an electronic regulator and diode. DO NOT MIX regulators and dynamos as they soon go bang.
  12. The main problem with the surrogate DVTs was the oil carryover in the exhaust system, the commutator glazing was a secondary issue. It would have been easy to lift the brushes to stop the glazing of the commutators but as the power cars occasionally had to provide power they were left in. Brush traction motor brush would have to be removed as they cannot be lifted like other brushes, and they can be a right **** to fit as they use tensator brush springs these had a nasty habit of flying out. As to the three horns (from memory) 43014 and 43123 had them, this was from the trials on the West
  13. Two types of dynamo fitted to mk1s, the smaller on is 70a (WA) and 125a (WC) both basically a LMS design , W standing for Wolverton. Restaurant cars usually had needed a higher output and had a Stones tonum dynamo 150a +.
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