45125

From Paragon you would be looking at the usual array of local DMUs ( Cravens, Birminghams, Met-Camms and TPs from BG, then 55H,55F and 40A units) Brush2s Type 3s, EE type 4s and Hawker Siddley Type 4s. Peaks did make the odd appearance with the Brush variety been common at one time, Cromptons made an appearance around 1970 on driver training turns either LE or 2035 Leeds parcels. The York parcels turns could turn up with anything from a Sulzer 2 to a Hawker Siddley 4. Al Taylor.

Holbeck supplied 24s and 25s for many of the trains from the West Riding (5113, 7568 been regulars). York based type 1s made appearances on the Scarborough- Plymouth. Brush 4s and 46s appeared on devices from Kings X and services from the Midlands. Midland DMUs from several depots used to turn up too. Al Taylor

The reflector either loses its shine or the silvering falls off..............

The headlight in the early square fitting is the same unit, Wipac hair raiser. Just the fitting is different. It was only on some of the later fittings that this changed. The early type was also fitted on HSTs and many of the early second generation DMUs and EMUs.

If the final drive sliding dog is stuck in one direction, isolating the drive like that does not work. The dog has to be central, i.e. not engaged in the relevant drive bevel gear. If the dog is not central it can be done by either selecting forward/reverse until the dog locks in the central position or by operating the final drive switch until it moves the dog to the central position (not the best method as the operating pin can shear). Al Taylor

The propulsion start equipment was removed from most 350s due to the risk of shifted cranks, the little cup on the motor contactor was easily removed and the wooden stick utilised for other things. It could be quite alarming do a propulsion start if you did get the motor contactor out when the engine fired. Loud bangs and big flashes..............

The alpha numeric display mechanism for both the centre split and single piece panels was as built a single unit. They were all the same with the large gap between them. It was only very late on that the odd one acquired the shorter mechanism with the narrower gap, usually after accident damage.

The black staining on the bodyside is fuel oil, a common sight on Peaks at onetime when someone has overfilled the tanks. The fuel tanks are located just behind no1 cab, with two vents just behind the cab. If the oil cooler goes on a Peak it will trow the gunge out at sole bar level just below the radiator grill. Al Taylor

47434 also had the quartz halogen headlamp fitted and was a Holbeck loco from early 75. And it was still a working lamp when I was an apprentice at York where it was allocated in 77.

The TSL will be in the set as BG did have 3 class 104 TSLs as spare vehicles, and most of the 3 car set on this route were BG based. From memory 59201,59204 and 59231 were the vehicles concerned.

Ferrero Rocher.

It wouldn't have been for tyre turning, no wheel lathe......................

They weren't Holbeck's but Neville Hills.

It's not a gear box but an extra shaft i.e. a double reduction drive.

Only on a dual or air only 350 would the compressor be a really noticeable sound.

At least 4 of the early ones.

Some of the early dual braked 45s didn't have the pipe work the later ones did. The pipe coming down from the engine room on A side was missing and the two outer air reservoirs were missing. Al Taylor

It's the reservoir air pipe, it's the small white one.......

Its not the air doing the whipping, it's the length of the pipe when trailing gets whipped about in the slip stream. I have filled numerous Derby lightweight front ends and seen route indicator glasses smashed too.

The damage caused by the res pipe was because it wasn't secured on the dummy. Al Taylor

The white stripe BRCW were usually Newton Heaths, they had a mod done on the bogies to improve the ride for the Victoria to Blackpool services.

Looks very much like an MK1 FK, the angle makes the windows look odd.

Maybach became MTU Friedrichshafen, and is now part of Rolls Royce Holdings. Voith is family owned with a tie up with Siemens in just one of its divisions, not the turbo division.

The engines were removed from the MBSLs (motor brake second corridor lavatory) the buffet cars had all gone by 1975. The two fleets wee inter mixed as it was the most effective way to run them, as the Pennines were always regarded as loose vehicles, the mini Pennines took the same route. It was also as the amount of first class would have been excessive if you had two DMC and TCK in the same set (not unknown), one of the TCKs (59818) was downgraded on transfer to BG to help overcome the excess of first class. The units were reasonably reliable given the milage they did and the bad driving techniques employed by some drivers. Other problems stemmed from a couple of depots who couldn't be arsed to do simple little jobs on them and would have them dragged back to BG for repairs...................

I always though the SOs had 48 seats, a TSO has 64.