45125

Norwich displayed their set numbers this way. Al Taylor.

The split headcode and centre headcode Peaks share the same panels, so there is the slightly larger gap between the 2nd and 3rd characters. Al Taylor

Yes, if you look under there now you will see a square blanking plate.

HST could be coupled in multi, but the jumper sockets were removed late 80s. It wasn't unknown for two pairs of power cars to go on test from Derby in multi.

The usual reason for fire bells ringing when worked hard was the proximity of one of the detectors to the header tank. Type 3s were very reliable, most of the failures were usually brake related, as The Stationmaster mentioned, or AWS. I can remember one Type 3 that had blown a hole in the main generator but still provided power. Al Taylor.

Having worked on several types of first generation DMUs and some of the second generation ones, I know which ones I prefer to travel and work on.......

They were plated over, but a grease nipple was provided in the same place.

The headcode panels are also wrong, the centre splits where are inset in to the nose ends.

It wouldn't have gone to the LMS as it was taken over by the NER before grouping.

Some Immingham petroleum sector 47s had a long range tank fitted in the boiler compartment. As built 47s had two fuel tanks one in the boiler compartment and one in the machine compartment.

Mick, It could be the Southeast corner of the heavy repair shed. The brickwork looks right as do the windows and I can remember seeing the outline of something on the East facing wall of the shed, which could be the extension with the sloping roof. Al Taylor.

Mick, 45s and 47s often turned up on the Carlisle. When it first started it was booked for a GD 47, it then became a 31 with 5 mk1s during the week, 31x2 and 10 mk1s, however it soon became obvious that the 3s could not always keep time so it became a 47 job when load 10 (11 on the outward trip from Hull to Leeds with the addition of the empty newspaper GUV). Carlisle would often pinch the locos that went north in the morning a substitute something they wanted rid of, quite often a western 47 would turn and at least 5 shove duffs turned up. Regards Al Taylor

It looks like the Carlisle, 628 appeared a couple of times at BG on this job in mid 86. The light looks about right for the Carlisle in May/June . Can you remember if it stopped at Hessle. Al Taylor.

There is too much paint on the roof. The area by the roof hatches is also translucent and should have no paint on it. Al Taylor

Would that be something to do with Sulzer cylinder head studs.............................

A EE type waits for the off at Paragon with a merrymaker to Bournemouth.

A pair of Sulzer 2s on Tilcon, passing Dairycoates circa May !977.

The Type 3s are stood outside the straight shed as you say, this comprised two through roads, then a short roar at the west end and then the two road wheel drop at the west end. The bulk of the remaining part of the shed was the heavy repair section, machine shop etc. On the southern side of the shed was a short lean to inspection shed. Al Tayor Al Taylor

Excellent work, however the hinges are on the left hand of the grills, the bit on the right is a securing strap and locating pin with another pin which goes through it to keep the grill shut. Al Taylor.

As someone who worked at BG, the depot hasn't closed. It lost its allocation in late 1987with the remains units moving either to NL or the razor blade factory. The 350s had already moved on to YC and KY. The depot was relegated to light maintenance and fuel, the fuel and repairs and is now back to doing light maintenance, some light exams and fuel. The depot is now a former shadow of its self just having two covered roads which where the old stop roads. It under go some refurbishment a couple of years ago. When the brass came to look at BG at the introduction of 14x and 15x units they were quite amazed at the size of it but said that two156 wouldn't fit in the shed, and that NL would get the work , the repair shed at NL was then found to be too short and had to be extended.

The trouble with Brush 4s is that 512 were built and there was 512 variations. Al Taylor

50008.

The cowlings on many of the fleet were in poor condition, as part of the cab refurbishment the cowl was removed to gain access to the bottom of the cab where it sat on the frame. Most locos were like sitting in a wind tunnel at speed, this was due to the area at the bottom of the cab having very poor seals. New plate work was welded in place to seal this area, it was deemed not worth replacing the cowls. On the ETH fitted locos other mod were carried out which included rerouting the ETH cables and re-siting the ETH receptacles and J/Bs. The rad shutters are only opened on temperature nothing to do with engine revs. Al Taylor

A brake cylinder is what it says it is, an actuator has a brake cylinder combined with a slack adjuster and maybe a parking brake. The term actuator on BR started to appear with the SAB brake cylinders the late 70s. Al Taylor.

The Lincoln heavyweights were very frequent visitors to the area and the Brid line. It was a Lincoln heavyweight and a Cravens that was involved at Lockington. regards Al Taylor