45125

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 Coast when they were true DVTs as the power unit were u/s and had 1000v ETH and M/As fitted to charge the batteries.

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 +.

The external items you would see on a 4mm model are the distibutor, the air reservoir, the brake cylinders and the pipework. The weighshaft can be seen this is the shaft the connects the brake cylinder air and vac to the brake rods and slack adjuster for the appropriate bogie, neither brake cylinder is directly directly fastened to the weighshaft but have a loose coupling. The air emergency valve would be seen next to the vacuum one at the toilet end just near the gangway. Hope that helps.

The air braked ones I worked on in the 70s still had the asymmetric vee hangers fitted.

When a vehicle is fitted with air brakes, the following items will be fitted, Distributor, reservoir, reservoir isolating cock, brake pressure limiting valve, pass comm emergency valve, appropriate pipe work, brake cylinders, a modified weighshafts, and on a brake vehicle a duplex gauge and emergency brake application valve in the van.

Most of the HST depots could take a 2+9 set on the pit, the problem was usually if you need to put oil or coolant in the rear power car meant a shuffle up the bit as the oil and coolant pump where only set up for 2+7 and 2+8 sets. It wasn't until GNER went to 2+9 with the release of VXC trailer that oil and coolant facilities were altered. Al Taylor.

The Eastern had retained 3 TRUKs, one for the Yorkshire Pullman and one for the Tyne Tees Pullman( a 9 car set) and one spare. 40501, 40505,40511 were the the three, the one that was spare was usually at NL, when not at Litchurch Lane. Al Taylor.

Having seen what was in the former stores of a large steam depot,(Hull Dairycoates) the oil of various types was stored in large tanks of around 1500 gallons. Al Taylor

Bear in my mind most Diesel depot floors will have some form of floor paint on them, usually red or green.

The original HST headlights were a right sod to set up. Quite often the fixing/adjusting bolts would shear and the lamp would just flop about. The actual lamp could be fitted in the holder incorrectly which would give alter the beam.

Eddie, The Deltic that worked the Bridlington from Scarbrough would often come of the Filey- Newcastle. As what to brought the empties of the Bird -KGX in well were do you want to start, 46, 47s and 31s have all worked it. 47/4s as far as I am aware were not bared at this time from working over the Hull- Scarborough line. Al Taylor

When a wagon gets lifted and the wheel sets are removed, the axle boxes will go for inspection along with the bearings and the wheel set may go off turning and journal inspection, so it the whole lot may not go back on the same wagon they came from.

Every HST power car will have had that livery variation at sometime, either high crankcase pressure or the turbo has decided to throw some oil.

If it is an OLEO or Dowty buffer the shank will be silver as it is polished hydraulic/pneumatic ram. All the other should be oily, greasy, grubby or rusty.

Was told the reason for a max of three was due to a combination of volt drop through the jumpers and air pressure loss the reg air side, however when we asked the instructor who told this what about the Edinburgh Glasgow push pulls, he looked a bit bemused.

The usual reason for locos going the wrong way when in multi was due to train wires 7 and 8 not beeb correctly crossed over in the relevant jumper. Remember a 31 that would not go either way, some one had put the jumper cable in to the socket rather than putting into the dummy which is tucked up behind the buffer beam.

Not that unusual to see 20" and 22'' head buffers as long as they are the same on each side of the cab. not the bottom part of the cab is missing on the LH one.

Always thought that extra conduit above the battery box fuel tank was the additional conduit for the auto fire system and the one at the cabs was for the ETH interlock circuit.

The governors have two functions regulate the speed and manage the fuel delivery. The top revs can de adjusted by the large adjusting nut on the front of the fuel pump governor top revs was usually set at 1900 rpm., there is also a max fuel stop on the side of the governor which was usually wire locked.

Both classes 123 and 124s official top speed was 70 mph. However have been on test runs with a Trans Pennine and 88 mph was achieved.

The correct horse power setting for the refurbished 37s is 1800hp not 1750hp. 37292 was quite a noisy machine remember it turning up at BG on before working back north with 6S68.

The Brush BL100 alternator is a pretty robust machine as on the Inverness based 47/6 the ETH was upgraded to 95, with a the top speed been dropped to 75mph to take into account the extra load on the Sulzer power unit, all these loco had the overloads up graded. A 33 has other problems when working A/C stock in respect of the earth return.

Harringay not Wood Green.

The record cards were kept at the depots for some considerable time (10yrs) so if an incident occurred the records could be examined, the same applied to the works record cards. The record cards and repair books would also move from depot to depot as when a vehicle was transferred. All of these were paper records as repair/fault finding sheets were kept with them. They are in fact legal documents.

The Hull Pullman had a RMB (toilet north end) the seating area at the south end was laid up for dining. and an RU (kitchen south end). 1874 and 1975 were regulars on it when it switched to mk2ds.