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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.

The Albion engine were 230hp but got derated to 200hp. Al Taylor

Looks like not only a vac blow thru, but is an air blow thru too from the position of the distributor isolating handle.

90 and 9s can couple to HSTs using the bar, how ever an adaptor and wedge is need, these are carried on 91s as part of the emergency equipment. Regards Al Taylor. PS have coupled 91 to an HST a couple of times, and the rubbing strip comes no where near the nose end /open nose door.

The correct name for the coupler on HSTs is, Alliance. It is basically a solid shank buckeye. HSTs have run with no rear power car on several occasions between Leeds and Edinburgh( 1S11/1S03) due to power car failures at Neville Hill. A replacement power car being provided in the Waverley. Regards Al Taylor

The ones on 50004 are!.

Thats about the going rate for a TM repair, it very rare for a TM to have a full rewind. Most armatures will get a clean then checked over for faults then will be VPI (vacuum impregnated) , i.e. dipped in varnish and the stuck in a vacuum oven for several hour this draws the insulating varnish in to the windings. The comm will the be skimmed. The main field can be removed easily in pole section (pole bricks) if they need any repairs they are dismantled and retaped and coated in insulating varnish. The whole lot is then reassembled (after bearing checks) and tested. Al Taylor

You must be going to the wrong suppliers, most imperial threads are still available. You would be hard pressed to get any company that has apprentices getting them involved.

All the horse box conversions were mainly the ones used by the M&EE department as instructional vehicles for training maintenance staff and drivers on the various types of "steam generators". The pre heat vans more often than not, had two Spanner Mk1 boilers in them. Al Taylor