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Edwin_m

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    Modelling N gauge contemporary NW England.

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  1. Parts of the TBM can be returned to the manufacturer for re-use. The cutting head itself often ends up buried or cut up, as it is bigger than the lining segments behind it so can only escape if there is a portal or big enough shaft in front of it.
  2. What's the current rating of the command station? Have you done the "coin test" on all track sections?
  3. Not sure if it's an extension of the existing one or a replacement with something more suited to longer distances.
  4. If I have this right, it's a view nobody will ever see except in the very rare event of all 20 or so Crossrail sidings being empty.
  5. To be clear, is this a control operated by the signaler (which are reasonably common) or is there also one for the train crew to operate as at Bradford (possibly more unusual)?
  6. As an aside, "distant" has come back into favour for colour lights and is now preferred over the older term "repeater" for a signal with no red aspect. Such signals now display a black plate with a white triangle and don't have phones. If the distance from the R/G signal to the Y/G signal is similar to that from the Y/G to the next R/G then indeed there seems little reason just to make them all three-aspects. However with a two-aspect scheme the distance from the R/G to the Y/G is unlimited, but from a Y/G to a R/G is limited to (from memory) the maximum braking distance for the line speed and gradient plus 50%. This is to reduce the risk of a driver passing a yellow, not needing to brake immediately and forgetting they have done so until they see the red. So in low density areas this form of signaling is still appropriate. The "modular signaling" schemes done in recent years have concentrated signaling in "islands" which generally replicate the old semaphore boxes. Each of which has a Y/G distant unless close enough to the previous one to make it a three-aspect.
  7. Not to mention congestion, noise (mostly from tyres except when speeds are very low) and accidents.
  8. Digikeijs very usefully pointed out that programming still works when the track power is switched off via the red button. That's likely to be good enough for me.
  9. Thanks for that. Most of my decoders are Zimos but I'll certainly look into the AutoSwitch.
  10. Newer ones may be more robust but it still seems to me to be an issue. I've had similar problems to those mentioned, even with locos out of the box. I'm toying with the idea of a circuit to isolate the programming track when it's fed with DCC, but if it was tolerant enough to let the programming pulses through then it would probably let the DCC through long enough to fry the decoder in the event of a fault. Either way they limit enough to prevent damage from a wiring fault. I very much doubt the programming track is current limited when fed with DCC, it would just be a case of the command station closing a contact to connect it to the main DCC output.
  11. Thanks for that. I'm beginning to think current command stations do this and the classic switchable programming track is no longer required. But the relay only clicks when I try to read a CV, so doing that will expose the train to full DCC voltage when I thought you were supposed to test a new install on the programming track before doing that... Even then there still seem to be DCC volts on the programming track during the CV read.
  12. I'm also having problems programming on the DR5000. If I believe my cheap AC voltmeter there is DCC voltage on the programming track as well as on the main track. This is so even if I disconnect the programming terminals on the back of the DR5000, so it can't be any inadvertent connection on the layout. I thought the programming track was supposed to be dead when not in use. Is this correct?
  13. I gave up on it after a few minutes, as it just seemed to be two people putting opposite points of view with neither providing any supporting evidence.
  14. I was just looking at the top-level map at https://mapapps2.bgs.ac.uk/coalauthority/home.html. The entire Selby diversion is part of the mining reporting area but not shown as a high risk area. Certainly there weren't any collieries that far north in recent times. I recall soon after the Diversion opened there was a proposal to open a colliery near Snaith, which was just south of where it left the main line and might have needed another Diversion, but the miners strike was only a few years later and I don't think anyone was interested in developing new collieries after that.
  15. This is only north of Church Fenton, although that is in the mining risk area according to the Coal Authority (Selby coalfield I presume?)
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