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pheaton

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About pheaton

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  1. There was an interesting article in Traction a number of years ago which said basically the 56 order could have been halved if...they had kept a number of the air braked class 52s in service, which had superior starting tractive effort... however In practice the license built transmissions and power units didn't live up to the quality that the Germans could manufacture the same items to.
  2. Overwhelmingly complicated electrical systems.... And specialist tooling required for any engine work... Particularly when changing cylinder heads. I did hear of some talk that the engine flywheel was prone to cracking, but im not sure how true that is, but it was given as an explanation as to why so many are sidelined.
  3. 26043 to go to s&d is about £1700 each way, over 80tons however and the cost skyrockets. Dmus are longer so need a longer so need a linger trailer.
  4. Its one of the ex severn tunnel emergency units i seem to recall.
  5. An overdue blog.... winter is upon us again.....actually winter has been on us for a while, however we once again run the gauntlet of maintenance that ends up being needed for a 60 year old machine....that should have been withdrawn 35 years ago!!! Observers of 26043 will know that at one end it started to develop a smile...this smile was caused by over-enthusiastic use of filler! that smile was getting bigger and bigger....and it would be long before a rough shunt would have knocked the whole thing out....and also since there was tell tale rust signs it was clear that things were not too good underneath. In addition to this water ingress into the cabs was becoming an increasing problem, so something had to be done.... After the "smile" was knocked off (it didn't take much this is what greeted us beneath…. 26043 after No2 end had been "attacked" A close up of the smile....after clean up... Actually its not that bad the metal although pitted is still strong, but what you cant see from this picture is the cause of the issue, to the top left and right of the "smile" you can see 2 circles this was the place of the headlights, when these headlights were welded up the welder put too much heat into the metal (trying to weld too much at once) and the result is the metal expands....and starts to bow inwards....to make up for this large depression (3/4") copious amounts of filler were used.....but wait....there's more...to try and cut down on the filler the area was "padded" out with random bit of steel plate...the problem then is that steel expands and cracks the filler....which exposes the metal underneath to air which causes the corrosion..... we cant have that.... What they should have done....is that cut it out and started again, you are looking directly into the locomotive connecting doors.....the bellows of which are still present...the air tank you see was added when the locomotive was dual braked, consideration was given to re-instating the headlights, but the presence of this tank prevents it. New steel welded in unfortunately that's not the extent of the rot...the centre windscreen has a significant amount of corrosion also...this is caused by the gutter leaking this too will be repaired... the filler above the windscreens isn't filler....its actually a fibreglass strip added sometime between when 26043 had its unique full yellow ends and civil engineers livery, clearly water ingress was an issue on 26s to try and resolve it scot-rail fibre glassed over the join seen below between the cab steel work and cab dome, all this however does is move the problem further up, if the gutter base starts to leak, water can get behind the fiberglass and lift It away, the water can then go where it likes, and in this case pool in the corner of the centre windscreen. close up showing the extent of the required repairs, all the filler and paint has been stripped back and the leaking portion of the gutter removed. the boiler room roof has also been removed to repair the seal beneath it. the area seen earlier now in green primer, the socket in the picture is for the fire alarm system. Work has also been taking place at No2 where similar horrors were found.... this is where we realised that at some point 26043 has had a "wallop" and doing a bit of research shows 26043 running around in the 70s with a very deformed front end, it was then we realised that No1 end of 26043 is nearly entirely double skinned instead of replacing the damaged metal, they put a new skin over it wrapping round underneath drivers cab side, its possible......the tablet recess still exists underneath, heavy corrosion is present as seen in the bottom right corner this is mostly caused by water pooling, which Scot-rail clearly saw as an issue as they tried to resolve the corrosion by cutting "drain holes" with an oxy torch in the cab base plate which is 3/4" thick. it didn't work..... the yellow ends will get a fresh coat of paint and new windscreen seals. Internally over 50 winter jobs have been completed some minor some major, one major job is the fitting of a new AVR. The AVR has one job, and that job is to keep the out put supplied to the battery charging circuits and the auxiliary machines, and control circuits to 110v regardless of auxiliary generator load and engine speed, in the event of either of those two changing the AVR will automatically adjust the auxiliary generators field to maintain 110v. 26043 like all Sulzer type 2s was built and withdrawn with the ABB moving coil AVR. there is the face of it as you would see it with its glass door open in the locomotive, its a big beast about the size of a dustbin, and towards the rear are a load of resistors. How does it work.....well im glad you asked.... BLACK MAGIC!!! Effectively 2 coils magnetically oppose each other until 110v is seen, when that happens the arms seen in the picture place resistances in the auxiliary generator circuit to change its voltage. Other the only thing I know is that the man who invented in ABB wasn't paid enough, the whole thing is as complicated as a swiss watch. 26043s is still in working condition and is for sale for anyone who wants a spare however the issue with these AVRs is as follows 1,) Its a mechanical device so it has consumables in terms of carbon tracks and bearings and springs 2,) it has no over-volts protection 3,) If it breaks no one in this country knows how to repair them! 4,) they are incredibly difficult to adjust sensibly 5,) they are incredibly sensitive to vibration 6,) most common failure mode is resistor failure in the back of the unit, and the resistors are quite unique. The biggest issue with this AVR is if there is a problem it will quite happily carry on cooking the batteries and the auxiliary machines in your locomotive, its also very slow to react. so what do you do.... you contact a very nice man called Noel. Noel used to work for British rail, namely at Tinsley depot for rail freight distribution, noel came up with a new type AVR fitted then to class 47s to greatly improve reliability over the carbon pile AVR they had when they were built, the AVR you see above is a modern version of it. It is custom tweaked to every type of locomotive, and 26043 is the only 26 to date fitted with this AVR, but lots of other locomotive classes use noels expertise. Noel is in 70s but still offers his services to locomotive owners. The AVR above is a major investment at over £2000 all this work needs to be complete by mid-February as the locomotive is due to visit the Somerset and Dorset Railway, everything is on track, and this will be the first mainline locomotive they had at the railway. Thanks for reading...…..
  6. pheaton

    DIY Re Blows

    As an owner of a lokprogrammer, its an interesting one.... to me a lokprogrammers outlay in the current climate only justifies itself if....the owner has an interest in creating sound projects/tinkering with the settings of decoders via a computer, or....as paulRhb says using it to reblow friends decoders.... personally, and I cant comment on zimo paul, but the biggest issue for me is convenience.... I need to do the following to get a sound file from an ESU vendor..... 1,) hello vendor this is my decoder serial and version can I get class xx sound file from you. 2,) several days pass....and rightly so its a hobby for me and for a lot of the sound vendors 3,) yes you can simon here it is... so my issue isn't with the vendor....its actually ESU because I would love it if they could release an API for the lokprogrammer software to make stage 2 automated, just like 99% of the computer software world......a sound file for your decoder is no different from obtaining a software license,,,,you license it for 1 or 2 or how many decoders you want......but ESU have never done it....if zimo can or are prepared to do it....for me this is a massive plus!! but im interested in how you think peoples attitude might change to more on-demand reblows…..go to a website...put your decoder serial in...and out pops a file.....
  7. Most PWAY on most heritage lines is laid to mainline specification (note specification not standards) heritage railways don't skimp on ballast...just like they don't put keys in every other sleeper....whilst in some cases rail and points may be second hand.....its in the railways best interest to have the highest quality permanent way possible, because dodgy railheads create dodgy wheelsets, on locos and coaches....and yes the locos might not be the railways problem but the coaches are....no coaches no trains, no trains, no people, no people, no income. so yes a lot of railways run on less than A+ Pway...but its getting rare now, especially since the ORR are now paying very very close attention to it.... you hit the nail on the head...wear and tear on stock.... but also...bear in mind a trip on the West Somerset for a family of 4 is close to £100 quid....if they ran at 40mph....that would make it what a 40 min journey.... then bear in mind...fuel....not so much for diesels...(the harder a Sulzer is worked the more efficient it becomes) but steam....and the problem isn't coal....its water! water is tightly controlled resource on preserved railways...not because of cost...because of supply...it has to be treated and that takes time....its not just a case of filling up from the tap (unless you want to pay extra at overhaul time).... and there are very few preserved lines which have the capacity to use extra water. you create a 40mph timetable you have to stick to it....and a lot people think a preserved line can run how it likes, not the case....you create a timetable punters expect you to stick to it....most railways have issues sticking to a 25mph timetable... someone above mentioned commercial vs heritage.....that line has been blurring very heavily in the last 10 years...the days of preserved lines running on heritage enthusiasm alone is long gone.....with 6/7 figure wage bills.... donations don't cut it anymore.
  8. Half way through I thought he had eaten her!!! trying to work out at 4 mins what they were looking at....was it the northern lights? its rather bizarre....
  9. pheaton

    Eckon lamp heads

    Hi anyone got any eckon lamp heads the round style, literally just the lamp and the metal circular shade with 2 wires coming out, eckon used to sell them in packs of 4 in a variety of colours not bothered about the colour i just need 4 of them but if you have more ill gladly pay for them as well. Long discontinued item sadly, wondered if anyone had some lying around they might be prepared to sell. Thanks Simon
  10. But what is it that roco are offering that you think British manufacturers should be offering, serious question Like others said though Bachmann experimented with passengers and did it work? Trouble is innovation comes at a cost... And higher costs lead to consumer issues.... Ok people complain prices are too high.... But at the same time cost wise how much do roco models compare to the uk equivalent?
  11. The response from dcc concepts is to use a suppressor but not really convinced if im honest..... I occasionally get the same issue with rob with my 4 cobalts, but strangely my 16 other tortoises with their hare decoders are completely unaffected.....
  12. it "seems" from what i can actually hear because its far too quiet...that its much better than the standard sounds Bachmann factory fitted models have had previously....The other being the 101 which is actually pretty good for a factory fit model and its a decent volume.... going to be interesting to re-blow it, because im not sure BIFFO do zimo projects....happy to be corrected though, i guess that leaves Paul Chetter and the digitrains folk if they have a 158 project. However....it does have some of the hallmarks of a Paul Chetter project so i wouldn't be surprised if it was his.....again happy to be corrected. Still im glad they have seen the light and gone back to easily reblowable decoders....
  13. I don't think its the wheels that are the issue rob, i think its more to do with the way Hornby collect the power on the 31 and indeed the 50....as you know instead of using wipers....like every other manufacturer in the UK...(Hornby decided probably at the same time they came up with chassis mounted couplers.)... that they would collect power from the axle ends....in short (pun intended) the wheels have a far more generous amount of side-play than their bachman/Heljan counterparts!!! if you have one try a 50.... and see if this has the same issue? (uses the same method of pickup) then if you can try a 56...(uses the old method of wipers) another problem could be a loose bogie side-frame (exasperating the problem) or worse...as i have found on several of my SD 31s....the side frame nibs have snapped off.... you could try narrower profile wheels....and the back to back issue, hopefully that will resolve things but it may not Hornby....wipers worked perfectly well for the last.....30+years........why re-invent the wheel.....
  14. Not all 31110s were affected, afaik there has never been any published batch numbers, i have a 31110 stored in less than ideal conditions and it show none of the signs that preceed the rot.
  15. Looks like Heljan have used the automatic slack adjusters off the 47 on the 33 and the 26, bcrw machines have manual slack adjusters, as Said previously just clip them off they shouldn't be there.
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