45125

The speedo generator is more than likely off a 37, and the drive peg for it will be fitted on a plate that is fitted on the axle end.

401 only had them on one end when new.

Don't forget the sherwood green would have faded and that patch is new sherwood green..

D5835.

Combustion air is drawn through 2,4 and 5, they all have filter fitted. As built air for the boiler would be primarally be drawn through grill 3. The " clean air " compartment is not air tight so even on a refurbed type combustion air would be draw from it as the turbo are quite close to the wall. Al Taylor

The weld line is the step in the tank, its the way the light is catching the side that gives the impression that it doesn't have a step in the tank to the coal space. Al Taylor

Standard Dub Dee tender, it looks odd due to angle and the sun. Al Taylor

E70 were D&M DW2 and 3 came from Westinghouse. Al Taylor

Quite correct, as a Tech Riding Inspector I have ridden several HSTs over the Devon banks on one power car. It was only possible with good railhead conditions and the stop at Totnes omitted. Do did it once in the Plymouth direction wit a stop at Totnes and then a stop up the bank due to a dislodged coping stone on an over bridge, down to approx 5 MPH at the top. Al Taylor

Polmadie was always my fav when it had an allocation. Other than my local depot when it had its allocation, as there was always odd changes with 678x and 679xs. Al Taylor.

Cranes that came from depots that closed would often be kept as spare( if they were in good order ) to cover for other going for overhaul. The Shirebrook crane had this honour several times. Al Taylor

It will be examined in a bout a mile as next stop will be on the hump. By the time Hessle box notices the "hot box" it will be on the hump. Reported a few myself when spotting a Hessle and the box just let them know on the hump. Al Taylor

Not a 101, but a 111DMCL the radiator, exhaust pipe and battery box are the giveaway signs. Which would suggest that it is a NL unit thats has been borrowed hence the lack of destination blind.

They never went to Botanic Gardens, they were at Dairycoates. And as on the Western the traffic that they were built for was disappearing at a rapid rate. The EE Type 1s became available along with a juggling about of EE Type 3 allocations this is more or less what led to the withdrawal of the D95s. Thought was given to fitting MU working whilst at they were at Dairycoates, but it was dismissed on coast. On a reliability note they were fairly reliable whilst at Hull, the main problem as on the Western was the lack of brake power, hence the amount of double heading on some of the jobs at Hull. Al Taylor.

The HSTs are fitted with E70 and DW2 EP brake controllers, these use basically 3 EP valves, which are basically release, application and feed cut off. The feed cut off is only energised on the front power car, so that it is only the leading vehicle that can release the brakes ( under normal circumstances). The air for the feed cut off is actually supplied from the brake pipe, so on the front power car the valve is open and energised, but rear power car id de-energised. Due to the way the EP worked this gives the fail safe aspect of the unit and when the brake controller is put to emergency at the brake valve is vent by dump valve and the 3 trains wires that control the process are connected to negative so as to allow the application valves to dump rapidly. That how it works in simple terms. As to speed restrictions with no rear power car of E70 or DW2 isolated the speed would be 110 MPH, but one operator was 100MPH. Al Taylor

The type3s usually worked through to Leicester, but were not unknown at Banbury. Have never found any info on what worked it down the west. Al Taylor

The Hull Plymouth train would carry various white fish from the North Atlantic, the White Sea. This would be conveyed to various fish merchants along the route. Some fish merchants would have a wagon purely with their purchase in it. Not only would there be wagons foe along the route but others for attachment to services that fed other places, ie Fishguard, Whitland and the south coast. By the time it reached Plymouth it would be down to a few vans including some from Grimsby etc which would attached at possibly Banbury orLeicester. Al Taylor

Some where steam heat only with no PV units. Al Taylor.

It was always referred to as the the cracker by all the Dairycoates staff I worked with, both maintenance and footplate. I was led to believe that there was some form of coal grading in the facility. Al Taylor

90265 was Dairycoates loco when the photo was taken, the other engine would be more than likely be another Dairycoates loco rather one of Wakeys stud.

If I remember correctly the doppler on the 60 had to be moved, this was due to it been able detected the movement of passing trains. The doppler didn't like certain things like snow and steel decked bridges. Can remember examining some down loads off a 60 and you could see all sorts weird things under those conditions. It was quite interesting watching a 60s wheels when creep was active, you could see the wheels twitching. The 90 and 91 are very similar to one another in the way the T/Ms are controlled.

That's where the motors where for the rheostatic brake was located.

Cost of the alternator was always quoted when we asked the high ups why one wasn't fitted. The EE main gen was about as far as you could go on DC at that power output, specially when you could often see over 3000HP on the load bank.

The Dairycoates/Botanic breakdown would have been a lot nearer, is the Shirebrook crane on loan?as it did go to other a few places on the Eastern . The York, Doncaster, Holbeck, Tinsley cranes would have all been a lot nearer. Al Taylor

Avenue Sidings in the bushes, or what remained.