45125

It's very simple matter to either air brake or dual brake a MK1, the hardest part is where to locate the various items such as the air brake cylinders, the reservoir and the distributor. One other factor for dual braking is the linkage for the vacuum cylinder on the weighshaft as this is not directly connected but is vis a pin and claw arrangement, which allows the shaft to move when the air brake is applied without moving the vacuum piston. In vacuum mode only the tail pod of the air brake cylinder moves as this is just loose with in a tube of which is part of the air piston.

425 was a right dog for oil leaks from the crane couplings when first refurbed. Can't recall it combusting. Al Taylor

Many locos when first dual braked had the air brake pipe painted white, AL6 when delivered had white air brake pipes, it was only around 68 when the air brake pipe started getting painted red. Technical all diesel and electric locos should have the vacuum pipe painted white as there is no vacuum brake cylinder.

They are the same in many respects, cab steps, boiler grill plate, turbo cover plate, lamp brackets etc.Just the 190 had unpainted drivers window frame after that cab came from 25189.

Paragon had several watering facilities. The stop ends on several platforms had water bags located centrally over each road.

They were usually kept on an out and back diagram off NL. However in times of disruption they would reach other places t the end of day. These exceptions would be arranged with MML maintenance control at NL so that the next day they would end up at NL. NL64 that was usually on the hull service with a mid day trip to Leeds occasionally got days out to other places. Al Taylor Former ECML TRM.

L07 went to York with vans to attach to the Ncl- Red Bank and some forwarded to KGX. L07 could run as a 7L07 when conveying air braked vehicles York works as well. Al Taylor

They are horn socks, fitted on quite a few horns to stop snow etc from blocking the trumpets.

The boiler will be going to assisting in stopping things from freezing up. Suspect others may be piped up. The date is earlier than 71 as 6737 was blue by August 69. Al Taylor

1500-1619, 1682-1781 all had Spanner mk3s with the depressed exhaust, some of the early one had a plate fitted with an elongated hole when new. 1631-1681,1901-1947, 1977-1999 and 1100 had the universal boiler compartment with Clayton mk2s. 1837- 1874,1948-1976 had the universal boiler compartment with Stones Vapour. 1782-1836, 1875-1900 all had the universal boiler compartment with no boiler. 1620-1630 had Stones Vapour boilers with an square exhaust just behind the cab similar to that fitted on the UBC roof panel. The roof panel is the same as the UBC roof, but the actual compartment is not a UBC. The UBC could be configured for any boiler. The roof had removable panels to accommodate the various exhaust and safety valve arrangements. All these arrangements have been modelled in some form or other, apart from a plate fitted Spanner. Al Taylor.

Technically it was the head code glass that was replaced, the head code mechanism remained the same.

LNER CCT.

The white pipe on top of the bogie is the air brake supply pipe, this goes to the blowdown valve then on to the disc brake cylinders. The item on the end on the axle is the control unit which has an axle driven alternator inside. The control unit monitors axle speed and if a deceleration is detected above a certain level will operate the blowdown valve, the valve vents the brake cylinder air to atmosphere, and shuts off the brake supply . once speed is returned above a certain the valve closes. This happens a few times. There is also an isolating cock on top of the bogie. Al Taylor.

The grills that were added were done around 75/76 when one of the air cooled Deutz engines seized due the air temp in the former boiler compartment got a bit too warm. The grills are available from Extreme Etchings. Re the ETH 12 locos were wired for it when converted to push pull at Derby loco. But it wasn't actually fitted till the arrival of the Deutz engines. 5391 did have a trial with ETH tapped off the main generator, but this only ran on test from Derby and was deem not be suitable. Even with ETH fitted full heating could not be provided from a 27/2 as the ETH index was only 28. Al Taylor.

You need the early mk2 not the 2a for the push pull sets.

All the Gresley Buffet cars had either bogie brown or bogie black sole bars. The guttering was also painted rail blue above the red stripe. Al Taylor.

D6580 at Eastleigh, in as first converted. original photo by Chris Hurworth, original now in my collection. Al Taylor.

6580 didn't have the buffing plate or a buckeye when first converted.

Alloy window frames first appeared with the Bardic style of window frame, the glass of this was clamped in in similar fashion to the original windows. Then came the two styles of frames that used a rubber sealing strip. These frames were supplied by two firms Beclawat and Widney which are not identical.

The Brush 4s weren't regeared at all, to derate them the two crankshafts where rephased as part of the derating.

The SVs were only laid up as required. The kitchen and serving area are almost as shown. The seating is wrong for the first class. Hornby have modelled most of the interior as a Mallard refurb.

The Tommy bar on this type of screw coupling doesn't fold down. It will remain in the horizontal plane when the coupling is not in use ie dangling and when coupled will hang in the vertical plane with the bob weight lowest.. It will only been diesel style and UI type couplings that adjusting toggle can be folded. Al Taylor

The Wolverton dynamo the brush gear simply is dragged into the right portion by brush friction until it hits a stop and that were it will stay until direction is changed. The output is controlled by the Wolverton regulator this senses the voltage and will control the field current to give the appropriate voltage in response to load (battery charge/lighting and other electrical load depending on vehicle). The rocker brush gear limit is connect to the output side via braids that also help in the limit of movement. There are two types of regulator and dynamo, WD/MD 90 amp and CWD/CMD 125/150 amp. They all use 3 wires + output, -neg and + field. The control was all done originally by relays and contacts, but various mod have been done and most ended up with a large blocking diode and electronic sensing control boards, with only the lighting contractor remaining in the regulator box. Al Taylor.

Only the TGS at the van end received the RCH jumpers. These were connected to two existing train wires that where part of the 36 way jumper wiring, can't remember which train wires at the moment. The van end also received a drop head coupler in place of the Alliance coupler and retractable buffers. The guards office was also fitted with a "small" mimic fault indicator panel. Al Taylor

The cabinet between battery box and fuel tank was only on dual braked examples, air only didn't have this cabinet as the extra compressor(s) was housed in an exhauster cabinet. Some of the dual/air braked examples also had the exhauster cabinet doors modified, a deeper door with inset catches. Generally on an air only version just one new Westinghouse compressor was fitted in addition to the existing compressor mounted below the nose end, however odd balls like 08440 occurred with two new Westinghouse compressors and the original removed, with the extra air reservoirs been mounted underneath rather than in the the right hand exhauster cabinet if fitted. As to the Alloy doors there was an odd ball set fitted to 08304. Al Taylor