45125

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

The Gloucester would have been the York route learner, TDB975310. This was a regular visitor to the area in the spring when Leeds men would refresh the route. Regards Al Taylor.

Humber ail was started in the early 70s when Chris Green was the Area manager. Al Taylor.

As someone who works at the owning depot, the Pennines did work in mixed formations with other blue square units. There was regular instances from late 1969 were the DMCs were replaced with 101 and 104 DMCLs, and on a few occasions 101MBS and DTCLs were also used. As for tail loads the sectional appendix would state what tail load could be carried over a particular route and if a unit had an engine isolated it would be highly unlikely a tail load would be conveyed. Al Taylor

Judge Dread you are quite right in Staddlethorpe, or is know by some as Gilberthorpe os Staddledyke lol. regards Al Taylor.

40805 came to the across from the ICML in the set that is now EC64.

The 67s were required to be scotched, as there was a fault on the parking brake units were they could release. The 67s at the Waverley are more than likely still scotched as there has been a couple of runaways from that siding.

Body lights were often put in the wrong way round giving the impression that thy were not tinted........ Al Taylor

Thats what you get when braking whilst it is raining, it then drys like that. It is a mixture of brake block dust, accumulated crap off the bogie and other debris off the rail/wheel tread. The 4s were prone to oil/fuel leaks therefore the centre of the loco often ended up either very oily or a much darker colour with the mix of oil and brake block dust. The oil/fuel/water mix would come from the bedplate drains that were often left open or even when shut could poor from various opening underneath. Oil/fuel mix would often be picked up by the rad fan and blown all over as well, might also be made worse if an oil radiator had split too........ Al Taylor

When new the first mk2 the LMR used them on the newly completed electrified WL services (ignoring the early FKs), the 2As where mainly used on the ER first, it was the BFKs from this batch that the WR had converted from air brake to vacuum brake.

The WR sets went in to service a few months later (September 1960), the LMR set was July 1960.

The TPO at Aberdeen was turned on the turntable at Ferryhill at one time.

Mike, more than the odd one got through, Briton Ferry and Newport docks where common locations for them. Regards Al Taylor

The moron actually replaced 2+7 HSTs with 4/5 car piles of poo. The whole operation ugly sister was a farce...........

Several CCTs had the doors sealed when the foot steps were removed. Most appear to have the operating linkage for the locking bolts partially removed and locking plates secured across the doors. However most kept their CCT branding. Regards Al Taylor

Some one has looked at refurbished mike that has had the gangway face plate ferodo rubbing strip replaced with a devol rubbing strip and assumed all IIe's have this fitted from new.

There was a period that the blue stars only appeared on the sockets rather than on the nose ends. Al Taylor

The data panels were blue, with the various details added with numbers which were mounted on a clear film. The very early ones had a tendency to fade or get white areas on them. Precision labels do a very good rendition of all the styles.