Sutton's Locomotive Workshop British Railways Sulzer Type 2 Operating Manual - page 14
There should be no need to access the interior of the model in normal use. Access
to the chassis, motor and printed circuit board is gained by removing the bodyshell.
There are four small securing lugs moulded on the inside of the bodyshell, positioned
above the inner axles on both sides. These interface with similar positioned rebates
in the die-cast chassis’ sides. Gently ease the body apart from the chassis along its
lower edge at these points - this can be done by inserting some home-made ‘wedges’
formed from plastic sheet or chopped-up hot drink stirrers (if you don’t have access
to long female fingernails!). The chassis can then be gently drawn out by gravity or a
exerting a light downward separating force. Fit and use the original mounting screws
for this purpose - do not be tempted to hold the fuel/water tank area.
Note: Extra caution is needed on the models fitted with solebar fairings. It is recommended
these parts are carefully removed first by easing downwards with a thin blade. Because
of the number of components involved, the fuel tank area will not take a separating force
without breaking, and should not be used for purchase when removing the body.
6. Additional detailing parts
For the benefit of modellers who wish to modify the look of their locomotives we
have provided a number of optional fittings. These parts are included in bags found
under the display case base. As well as the previously mentioned UK ‘tension lock’
couplings, in-line brake blocks for ‘OO’ gauge wheelsets are also included - please
see Chapter 9 for more information. Cantrail boiler water filler point covers are also
issued along with a vacuum timing reservoir and coupling bash plate (locates behind
bufferbeam). Some spare lamp irons are provided in case of damage in use.
In addition, we have provided a selection of headcode discs in open, closed-down
and closed-up arrangements. You can use these to change the headcodes displayed
on your model. The legs need to be bent back 90 degrees and inserted in the location
holes in the cab front.
See diagram, right, for a simplified explanation of the headcodes carried during
the 1962 to 1968 period. A revision was made in 1968 following the elimination of
steam and to reflect the increased use or air-braked stock and block trains.
If you are looking for an easy guide to what the different disc combinations
indicate, then we recommend a visit to:
www.2d53.co.uk/Headcode/headcodeC.htm
Express passenger, newspaper,
light engine going to assist,
or officer’s special not requiring
to stop in section.
Ordinary passenger train,
mixed train, branch passenger
train (where authorised by the
Regional Operating Officer).
Parcels, fish, fruit, meat, milk, horse
box, cattle, or perishables train
composed of vehicles conforming to
coaching stock requirements.
Express freight train brake piped
throughout and with the automatic
brake operative on not less than 90%
of the vehicles. Max. speed 55mph.
Express freight train partly fitted
with the automatic brake operative
on not less than 50% of the
vehicles. Max. speed 50mph.
Express freight train partly fitted
with the automatic brake operative
on not less than 20% of the
vehicles. Max. speed 45mph.
Express freight, livestock,
perishables, or ballast train
not fitted with automatic brake.
Max. speed 40mph.
Through freight, livestock,
perishables, or ballast train
not fitted with automatic brake.
Max. speed 35mph.
Freight, mineral or ballast stopping
at intermediate stations. Branch
freight train (where authorised by
the Regional Operating Officer).
Light engine(s), or engine with
not more than two brake vans.
The ‘full house’ headcode -
reserved for the Royal Train.
SLW Class 24 Operating Manual
Page 27
Page 26
SLW Class 24 Operating Manual