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  1. I agree re the Megapoints board, the switch is merely a route to earth and does not carry any voltage as such so can't be used to power the relay. The most common method is to use a microswitch on the point motor activated by the servo arm. This is, of course, a mechanical solution. If you don't mind loads of extra wires (!) then you could use a DPDT switch on the panel, one side of the switch wired as the trigger for the board and the other side to carry the +v for the relay, with the relay sited close to the point to minimise the frog wires - hope this makes sense, and I will certainly bow to the knowledge of more electrical savvy members than me!
  2. Details please, Mike - availability, price etc.
  3. Thanks, I have, using a set of frame alignment jigs to solder the washers I found on to the coupling rods, so I am hopeful that this will work OK. My remaining concern will come when soldering crank pin washers etc. that this will not come adrift. I have used higher melt solder for the washers and will use 145 or 100 degree solder for the rest. Fingers crossed! Chas
  4. Needless to say, about five minutes after i posted the question and having another look through the bits in the box, I found a strip of rather odd brass washers which turned out to be exactly the size of the bosses on the coupling rods etc., so it seems you are expected to solder these on and then use the rods as normal - might have fun centring those though, so may have to check out the Finecast alternative. Thanks also to Bucoops, I may have some of those so will check that too. Thanks again. Chas
  5. Tony, A question if I may. Working on a DJH A2/2 at the moment, it was one of the ones with pre-assembled valve gear and was originally supplied with wheels which had large crank pins already fitted (before DJH stopped supplying wheels) . So the valve gear is etched to suit with very large holes which will be far to big for standard Romford crank pins - any advice on how you may have solved this problem? Thanks Chas
  6. ScRSG


    Just an update, which, unfortunately, isn't really an update due to the fact that our clubrooms are closed due to the current restrictions. So, no further progress has been made on Larbert other than a first coat of track colour. There is still a lot of test running to be undertaken and then, and then....... So, in the meantime some effort has been taken at home to start to think of preparing stock etc. so that we will be in a position to run authentic trains if and when we get back to the club. A couple of pictures may help, taken just North of Larbert at Plean, which happens to be my own layout, but the same stock will be seen, in the end, on Larbert. Austerity 2-10-0 on a train of coal empties heads North. Euston to Perth express heads towards Stirling. Silver King on an Aberdeen 3 Hour passes Plean Junction box. The bus to Cowie crosses the bridge!.Along fitted freight, headed by Stirling's 45357.
  7. Just a reminder as I am not sure what you meant here, but Alloa is OO. Back on V2's it is a bit of a pity that GR King's mould for his resin bodies has finished. I have a couple of old Bachmann bodies on Comet chassis which could have done with the upgrade as the thought of £200 (x2) for the new Bachmann one is not comparable.
  8. I have a curious problem with a Portescap gearbox. When I slow the locomotive and finally stop, the motor does not restart under power until I give it a "kick". This happens roughly 80% of the times the loco stops. At first I was sure it was a bit of grit or something in the gear train, but nothing was obvious. So, I decide to remove the motor from the gearbox and test it that way and, to my surprise, it still failed to restart under power. Now, if it was an ordinary motor I would have said that a segment of the motor had failed but I assume that coreless motors are not the same so I am a bit mystified. Is this fixable or is the motor now a (expensive) write-off?
  9. I think it may simply be the addition of a genuine Guards compartment and nothing to do with GPO requirements - the railways being full of such requirements! If you look very closely at the last picture, there is definitely some writing on the door and I would expect it to be "Guard"
  10. Another pic of the "wrong" side - does this help confirm your identification?
  11. I will, of course, accept your explanation of that, it is a pity that photos of the net equipment side of these trains are extremely rare - something to do with the sun being on the non-equipment side at the usual mid to late afternoon running of this train. I am not aware of any photo of the ex-GWR coach on that service which shows the net side. As I say, any photos of that side of the coach are of the ex-SR version.
  12. No, I don't think so, all the evidence I have is that the vehicle with the guard's duckets is one and the same and would appear to be the SR coach. There is no photo evidence of a guards section on any coach in this train with side net recesses. Isn't RMWeb brilliant for getting answers like this! I have wondered for years about the origins of this coach.
  13. Also found this, a snapshot taken from a video, no recess for nets here - this coach is a bit of a mystery!
  14. Not too sure, attached is a copy of one of the few photos I have found with this coach and while it is a it chopped off i am reasonably confident it does not have a recess for nets on the side shown. I am sure when i made it (and it was not yesterday!) that I had seen pictures or video to show this side without recess for nets.
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