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Guy Rixon

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  1. I suggest making the infills for the turnouts as removable units, locating on pins that go through into the baseboard. That's 1 mm brass pins that slide in rather than hammered track-pins. Then you can lift them out and fix them if they give grief. Or lift them out and bin them if they give continual grief. That's what I'm planning for my layout.
  2. The coarser standards in 4mm scale make this harder, particularly with the over-scale throw of the points. One could cheat a little and paint the surface over which the points move the same colour as the road surface. Then the bicycle-swallowing canyons would not be so obvious.
  3. It's nothing to do with P4 vs. EM. The problem that Dave T. describes applies to both gauges because the same chairs are used for both gauges. AFAIK, the EM tolerances aren't loose enough to overcome this. The DCCconcepts 3-point gauge for EM looks like the kind that avoids the problem by only gripping the rail head. It's harder to tell from the picture of their roller gauge, but that looks OK too. If you have either of these you can test the matter: put in a loose rail and if it can rotate in the groove a little around the axis of the head then its should be OK. If it grips the ra
  4. Chapel tramway, Southampton; the wharves are on the River Itchen. Less well known than the tramway between Eastern and Western Docks. This was still running when I lived in Southampton as a child but closed before I was old enough to go exploring the town. IIRC, one of the wharves retained an internal railway after the connection to BR was severed. PS: if one zooms on the OS map (available free on the Library of Scotland site), there's a curiosity: the sharp curve from the exchange sidings to the tramway goes through the back yard of a house in Melbourne Street; it nearly goes thro
  5. But if the radius of the transition curves goes to infinity at the point where they meet, does that not do the same as a straight length? How much straight would one need?
  6. Neither piece is tinned in the OP's picture. I predict that things would be smoother with tinned parts. When soldering a small thing to a large thing, I find it works best to tin the large thing and leave the small thing free of solder. Tinning the large part makes for a reliable joint and not tinning the small part reduces the cleaning up. This works better for me than sweating parts into place. I also find that old-fashioned, leaded, 60/40 solder flows better than 145-degree solder, even when the 145 is the leaded kind. This is contrary to published findings, so I won
  7. The view along the viaduct wall in the first photo is particularly effective. Perhaps this mini-layout would benefit from mounting at eye level? It would look bigger that way. The brickwork is all a bit red for London. Some stretches of yellow brick would place it better. For the setts, you can buy rollers that fits 00/H0 track and imprint a pattern into DAS or similar. Those should sort out neat setts around the curves, but they wouldn't work well through the turnouts. Rather than a canal basin, how about a barge dock connected to the Thames? If I had that
  8. Removing the "blue element" in 1916 is removing the lake coats and showing just the undercoat, possibly with clear varnish, possibly with nothing on top. That is a different change from the one in 1910, I believe.
  9. Several of the coach liveries can be correct at different times, on all varieties of stock. First reddish lake (called crimson in the specifications issued to the contractors). Then a browner/bluer, cheaper version of the lake from c.1910. Then purple-brown undercoat with no lake layers, from maybe 1916. (But check that, don't trust my memory). Bachmann and the Blubell's colour is possibly the 1910-1916 shade. Note that Bachmann's 60-foot stock represents coaches built after the original lake was changed to the cheap lake.
  10. The profits of the LCDR in the early days all went to the contractors who built the line. Did Mr. Forbes hold a stake in those companies?
  11. The grey parts look like PA12 which has a surface finish between WSF and FUD. The GWR self-contained buffers can be fitted with larger heads: you just use the parts with 1 mm rams and sheath them with the bushes provided on the print, as you'll need to do for the 13" heads. The buffer guides won't admit 2.5 mm rams as there's no way to print the guides thin enough. Thanks for buying and I hope they work out for you.
  12. A kit with a properly-designed, compensated underframe is actually easier to build than an old-school, rigid suspension. By properly-designed, I mean that it's all self-aligning, so there's no chance of getting the axleguards out of line, or at the wrong wheelbase so that the brakes bind, or higher at one end than the other, or with the buffers at the wrong height. Most wagon kits with compensation do not have this kind of underframe. The D&S ones certainly don't.
  13. I find two problems with the cheaper airbrushes. First, the manufacturers do their best but they can't afford much QC at the price, so the chance of getting a bust one is significant. Second, the metal used is inferior, relatively soft, and of uncertain temper. The critical parts wear out quickly, especially when the brush is stripped down for cleaning. If the brush works on arrival but has to be discarded after six months, then it's not so cheap overall. If it were possible to get spare parts very cheaply, then they'd be a better option.
  14. From what is it recharged? If you need a compressor anyway, it seems odd to have a tank on the brush. If one has no compressor, then I'd expect that little tank to run out quite quickly. Maybe it works with the low-output compressors used for inflatable toys?
  15. The SE&CR was still building wagons with high, curved ends in 1905-ish, maybe as late as 1907 (my books are not to hand). These would have lasted until grouping, easily. Conversely, many of the older wagons with curved ends were "reconstructed" with low, flat ends from 1912 onwards. Whether reconstruction was literal carpentry or actually meant replacement is unclear. IIRC, most of the ex-LCDR wagons, the ones with elliptical ends, were gone by grouping and the SE&CR did not build more.
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