Mick38

I have a rake of Dapols toplight coaches and very nice they are too, but when plcaing them on the track, a pair of couplings, complete with their nem pockets, simply fell off. I cannot find any way to re-attach them - can anyone help please? there appears to be nothing to fix them to.

Granville Manor has finally arrived! What a pleasure. It came in a box twice as large as necessary, extremely well protected - it would have survived even if it was made of glass. Runs beautifully. Also pleased to see that the cab handrails extend up to the roof, unlike earlier models. So congratulations Accurascale, from one very pleased customer (in Australia).

Good to hear of some Manors actually being delivered. Here's hoping my "Grantham Manor" might arrive before Christmas! Talk about delayed gratification...

I saw a selection of code 83 turnouts for the first time at a retailers recently, and not knowing they were North American types, I was immediately impressed by the very large radii turnouts, which look far more authentic than even the "large" radius ones available in code 75 or 100. I wonder if there is any chance that larger radius turnouts could be introduced in those codes for British main line layouts?

Thank you everyone. I didn’t understand “cyberman”s suggestion at first, then realized he meant only the bottom bit of the flange was removed. I’ve done this, just a few strokes on an oilstone is all it takes, and now have no troubles at all. A little bit of extra weight helps, as well.

Not a bad idea! Easily reversible too.

The floating centre axle on these coaches are very prone to derail on facing points. As I have no tight curves, I am tempted to centralise and fix the centre axle. Has anyone else tried this?

I note that Duke 71000 has asked if there is any prospect of a home and distant on the one post being produced? I have several of these signals on my layout, including a junction; they work very well and I would welcome a twin signal. Any thoughts, Dapol?

Peco recommend removal of the wires connecting the point blades to the frog, when the frog polarity is controlled by a switch, as in a Tortoise motor application, which I have always done. But why is this necessary? I have just watched a YouTube presentation showing this done, followed by making new soldered connections to the outside rails, which negates the need to sever the existing connections in the first place, surely. The only reason I can think of for removing the existing links, is to avoid any possible shorting between the (idle) switch blade and the adjacent running rail. But that risk remains when the extra wiring is added. So what’s the point? (Sorry about the pun). I have never encountered shorting in this case.

Why did GWR place the drivers controls on the right hand side of the cab, where they couldn’t see the signals? The Fireman’s job was pretty “full on”, it would have been easy to miss one.

(The Fatadder) Very impressed with the Comet version - makes my effort look like the rubbish it is. As I lack the skills to complete a kit, I wonder if you could make one for me? Please?

This is my faux slip coach:

Well! Thank you one and all for that amazing compendium of information. I have improvised an end piece to a third class brake coach to make an approximation of a slip coach, but of course the side details are all wrong, and it would be great to have a r-t-r version.

Good luck with your 180 degree curve! My track popped up when expansion won over the restraint of being glued in place. I would certainly recommend no longer than two meters soldered up, and allow for the inevitable expansion at the rail joiners. Nice to hear the clickerty-clack anyway.

I am curious to know how slip coaches were handled after being dropped off. Were they simply attached to the next available “up” service? As most slip coaches appear to have been “toplights”, I wonder if Dapol could be persuaded to include a double ended slip when the corridor toplights are announced?