Looks like an SOM head which has a start winding built in. I don't know that anyone makes an equivalent these days. Here in the US we have motor rebuild shops. A decent motor shop should be able to rebuild it.

It's good to see you back Bob. Sounds like you are making some progress.

The heat transfer to the hot water tank can be as simple or complex as one wants to make it. The simplest way to go about it would be to build whats called a side arm heat exchanger directly attached to those spare attachment nipples. They are a copper tube in a tube design. Water from the lister would be pumped through the jacket of the HX and water from the water tank flows via thermosiphon to heat the tank. That way only one pump is required. You could also have two pumps and use a flat plate or coaxial heat exchanger which would be a little more compact and allow you to have a little more freedom in where you locate the HX. Here in the US any HX for domestic hot water is required to be double walled on the domestic water side to prevent potable water contamination. OZ may or may not have that requirement but it may be a good idea to implement depending on what you heat transfer medium will be. The only HX I have ever found that meets that requirement are coaxial HX units that are purpose built.

Was expecting empty shelves.

I wish we still had little Mom and Pop's grocery stores like that around here. I remember them from when I was a kid. Everything here now is 100,000+ sq/ft mega stores. Takes an hour just to make your way through the place.

Here ya go https://www.youtube.com/watch?v=pWXRbdXZ_L0

That's a very big ring. Would suit a locomotive just fine. Does your 3-5-6/1 happen to be called the Dursley Express?

On a positive note there is likely little chance you will break that ring due to a cylinder ridge.

It shows FREE shipping for me. 

I think it means anything over 21 years old is exempt. Not brand new versions of antique engines. Importing original CS engines is not a problem, never has been. I have had to submit paperwork for the ones I have imported breaking down the serial number to prove they were manufactured before emissions regulations were set for their class, which IIRC was around 2006.

It is also a question of what they mean by "first". Engines that have been rebuilt are considered to be and referred to as re-manufactured by the EPA, hence the verbiage about being substantially in their original configuration.

I think the verbiage about not being the OEM is to prevent a manufacturer with a warehouse full of non compliant but antique engines from importing them directly. Kubota could have a warehouse full of "remanufactured" engines that would be exempt and could therefore import as many non compliant engines as they wanted, so they exclude OEM's from the exemption to prevent it.

Speaking of Kubota. If one was to set up shop in any country outside the US popping out "replicas" of older non compliant Kubota designs that cannot meet the current emissions requirements do you really think they would be allowed to be imported, much less in any quantity. I don't think so.

A quick call to the EPA and/or Customs and Border Patrol should clear it up though. At the end of the day it is the officer who inspects the shipment who makes the call.

I corrected my math above. It is 3 quarts instead of 2.5. If it is an exact duplicate of a Dursley 6/1 the extra 3/4 quart may be a little too much. Lister went to the trouble of installing an oil control tray in the upper sump most likely to help with oil consumption and slobbering. I don't know that the roids have duplicated that part.