45125

Longsight also had an allocation for a short while for the WCML sets. The ECML sets were split between BN,NL,HT and EC when new...... Al Taylor

The lamps were standard bayonet fittings................. And the voltage for most lamps was 28/32volts. Not 24v, the full charged voltage of the batteries would be 27v and the dynamo would give out 28v there or there about. That is one of the reason you can see the lights glow brighter on mk1s as the speed picks up when the regulator changes from battery to dynamo supply. Al Taylor

The first three sets XC01-03 were made up of bits and pieces, XC04-05 were formed from two Rio sets which were originally VWC sets. The os removed from these sets went in to the earlier sets.

The AXC HST trailer cars came from two sources, some were existing HST vehicles and the rest were converted from MK3As. All the TCC were originally LHCS. XC01-03 are mainly ex LHCS and XC04-5 are mainly ex HST vehicles.

i always thought there was two types before Flexicoil and non Flexicoil........ Two different types of traction motor........

The white mod/experiment plates don't always have anything to do with the RTC, most of these mods were CMEE or Regional mods. Al Taylor

It could be one of the later batch as it appears to have a Clayton boiler, note the exhaust port. Cannot be a Generator as its TTG and air braked.......

Not quite Brian 6730 had snowploughs fitted at one too. Have a look at rail online. There is a very early photo of 6730 at Donny with ploughs. The lamp brackets was fitted to several type 3s usually belonging to depots that worked named trains.

Some of the Lincoln Derby heavyweights also had oval buffers. Didn't all the later Swindon Cross Country units have oval buffers?.

On a vac only loco the vacuum is dropped by brake valve, it is only on a dual braked loco that the vacuum is dropped by a proportional relay Valve (AV1 or 2(Westinghouse) or DV2 (D&M)).

The early forms of ETH on mk1s used heater banks that were 250v elements on some vehicles that were connected in series hence why the Southern vehicles were 750v only. Some elements were odd voltages like 380v connected in series. There was also some other elements who's rating was 800v/1000v. With the advents of pressure vent mk2s with 3 heater banks in the PV unit these also used 250v elements connected in series in each bank. When the later non pressure vent MK2s appeared 1000v elements started to appear ETH voltage provided from the alternator fitted locos will vary between 775v to 1050v depending on auxiliary load/battery charge and engine speed, on locos fitted with ETH generators the voltage will vary very little due to engine speed range due to the automatic voltage regulator controlling the output. On Deltics the ETH is tapped off the traction generator and vary quite a lot, one of the main problems with this was the low voltage that can come from the generator hence why the ETH drops out on Deltics at lower working voltages, this caused many problems with motor alternator set as they would be running down the suddenly getting a burst of voltage causing overspeeds flashovers and over heating of both the M/A and the ballast resistors in some of the control units of the M/As. All the M/A sets function in very similar ways i.e. the motor part runs off the ETH voltage and the alternator set will the provided 415v 3 phase for running the auxiliary equipment and the mk2s provided 28v dc for battery charging. As Russ states the polarity cannot be mixed as the plugs and sockets are at opposite sides i.e. the cables cross on the vehicles, the interlock wire will prevent the contractors on the loco from closing if this circuit is not complete ( pugs not correctly inserted of left out). The voltage is not always 110v, shore supplies can be anything from 24 vdc to 240 vac. Al Taylor

Having painted full size vehicles with various "rail blue" from different manufactures and specs. It varies greatly and also alters with the base coat. The later blue has a green tint to it, the earlier forms of "rail blue" had a more blue hue. The spec 68 paint had a flatter finish than later ones which was a semi matt finish. As to the "electric blue " 86s I suspect the strange blue may due to the base coat. Doncaster may have used a grey base and Vulcan red. Crewe and Doncaster painted locos always had a difference in rail blue due to different base colour when fresh from works, Doncaster locos being lighter. Al Taylor

The DMBS is odd in having the BR arrows on the cab door and the vehicle number below the guards window. Several of the Lincoln heavyweights had no first class yellow stripe at this time. Al Taylor.

The under frame area looks more like a 112, and they did appear away from NW Lancs quite a bit.

Both vehicles on the rear are MK2s the rear one is a BSO and the next a FK with the corridor to towards the camera. Several ECML could be found with mixed A and D mk2s in the formation at this time, specially on sets that split at Doncaster for Hull, Halifax etc. At this time most Eastern vehicles would go to York for shopping not Doncaster. Regards Al Taylor

It would appear that Whernside was D6 on three corners and 6 on the other....

Re previous posts about built in wind tunnels........

HSTs require two roof panels to be removed, not doors.

47s had a built in wind tunnel under the buffer cowls, they were ******* draughty till the cowls were remover and the holes all plated over. The Leeds driver with the bin bag ( Mr Morley) was driving one of the draughtiest 47s I ever rode on. Al Taylor.

The ex LMR 09s did not have six lamps or lamp brakes or the high level pipes.

On those photos the plate that can be seen is the access panel to the split pin on the lazy tongs for the drop light. The builders plate was in a slightly different position. It was slightly near the nose end grill. When the mod was carried ( 1977) out most Peaks lost the builders plates. Al Taylor.

All the EC allocated power cars carried SC from almost new until the regional prefixes vanished on power cars on the ECML.

Many of the early allocation of DMUs for the Hull area where allocated to Springhead, this was due to Botanic Gardens depot not being ready for at the time. When the work was completed at Botanic the units and staff were transferred from Springhead to Botanic. Al Taylor

The photos which appear to have a 101 coupled to the Calder Valley are 101s, the exhaust system is a giveaway and 1495 has Leyland 680s fitted. The battery box on the some of the Rolls Royce Met Camms is another giveaway.

The rue may have changed in 82, but they were fitted well before that and in use. The very first lamps were total s**** as they red coating soon came off, the later ones were far better.