warranty repair

Some nice work on customizing there.   

 

60037 is a good choice !

 

I went for the Transrail era....

 

https://www.flickr.com/photos/daveymills/33880616211

That looks absolutely cracking in Transrail. It's got the wrong worksplates though!

 

Earlier you mentioned that the MK3 carriages were substantially different. Do you have a comprehensive list for variations? I am stuck with buffers, hand rails, roof vents, WSP boxes on the bogie, MWay jumpers, ETH jumpers slightly different and that on the original standard blue and white livery, for some odd reason the white stripe was painted at a different height between HST and LHCS versions.

 

I am assuming the underframe was different due to the MA unit and IIRC there was a half circle with a light on it indicating the status of the MA itself.

 

 

I don't have a comprehensive list but the differences are many, as well as those you've already mentioned the prototypes have steps on all four corners, production on just two. Saloon window frames are different. The underframes under the valences are totally different but this would not affect a model, I've never really studied the actually differences from a visual point of view.

The limiting factor on the HST is the electrical systems and nothing to do with engine type or cooler group. The alternator, rectifier and traction motors all have limiting factors which means that 2250 flywheel BHP at 1500 rpm is where things need to be so there is no real difference between a Valenta, VP185 or MTU fitted power car.

BR did trial the Mirrlees engine at 2400 BHP which led to a major rectifier fire and subsequent downrate back to 2250 BHP.

The MTU is actually an 1800 rpm engine downrated to 1500 rpm. Running it at 1800 rpm would cause all sorts of kerfuffles both mechanically with the alternator and electrically with just about everything!!!

The HSDT was never designed to run as a 2+10. The extra coaches were built as spares.

As for braking, HSDT was revolutionary by having E70 brake control units and through 36 way wiring which meant the brakes were applied from both ends simultaneously which allowed it to stop from 125mph in the same distance a conventional loco hauled train could stop from 100mph thus faster running was allowed under conventional signalling.

The prototype Mk3s were very different beasts to both what became conventional loco hauled Mk3s and production HST Mk3s so if Rapido were to do stock to go with the power cars they would be very innacurate to run as any other type of Mk3. For this reason when the production fleets came along the prototype train vehicles were dispersed to other uses being heavily rebuilt as either Royal Train vehicles, test vehicles or later still being converted as extra HST vehicles. Even now, the former prototype trailers are significantly different from any other Mk3 coach and stand out like the proverbial sore thumb!

Hi,

 

Totally agree with you about the style of works plate changing part way through the build. I wonder if anyone knows when they changed?

The later ones are also the same style as the class 92 which are smaller in size compared to the class 60 versions.

 

Regards

 

Vin

60001 - 60012 carried Brush Electrical Machines plates dated 1989. 60013 - 60053 carried Brush Electrical Machines plates dated 1990. 60054 was the first loco to carry a Brush Traction worksplate, 60054 - 60098 carried Brush Traction plates dated 1991. 60099 and 60100 carried Brush Traction plates dated 1992.

The years on the worksplates are the contractual delivery years and not the actual release year.

Class 92 worksplates are different to 60s as 60s have 'Hawker Siddeley' in the outside frame which is painted black on 60s. On 92s the frame is solid (no Hawker Siddeley wording) and painted green. Class 92 worksplates are also exactly the same size as class 60 worksplates.

Don't forget the style of worksplate changed mid build!