125_driver

Thanks that's a useful link.

I have 47828 the latest version of the class 47 with a plux22 sound decoder. I have noticed when bringing the loco to a stand , it stops, then it has a sudden but brief surge, moving forward around about 10cm before finally stopping. What is likely causing this? Also, I find the brake just a little too slow to react. I was under the impression CV4 should be altered to make the brakes slightly "better" but this hasn't made any difference. Am I looking at the right CV?

Managed to do it, the pliers did the trick, though as you say it is pretty fiddly.

Thanks. It's a shame they have made it so difficult to do something as essential as cleaning / adjusting pickups. I shall have another attempt anyway!

Having removed the wheels in order to give the pickups a clean, I am now at a loss to refit the wheels to the bogie due to the little brass squares that need to be in exactly the right position. I cannot (and I've tried for about an hour), get the little brass squares to line up with the slot they are supposed to live in. I hope this makes sense? Does anyone know the trick of getting them back in place? It's one of the latest 47 models BTW. Thanks in advance.

Can't really help, but I have been running a power car for several years with exactly what you describe (ie only one bogie powered), and I've found it to perform equally as well, and in some ways better than other power cars in the fleet. Its not had a problem in about 4 years of running that way, and has probably done well over 20 hours running in this state.

Sorry to hijack the thread, but quick question. I'm thinking of buying some Bachmann 47s (the newer model), but I'm unfamiliar with plux22 decoder. Is it possible to fit a different decoder to a dcc ready example, say a standard 21 pin decoder? Sorry if it's a stupid question, but I've never come across a plux22, and have no desire to fit one for features such as working fan that doesn't bother me. Thanks.

Sorry to slightly hijack this thread, but not sure where else to post. I, along with several others experienced issues with the HST power car elite couplings being a little too thin and small and having a tendency to pop out on the move. Full credit to Hunt, the latest incarnation has completely solved this problem, with a larger fish tail, they fit perfectly and do not fall out at any speed, great. However, on the negative side, the new coupling, although much sturdier and fitting the Hornby power car brilliantly, are very slightly longer, and so the gap between power car and carriage is now larger, almost to the point it isn't worth using magnetic instead of the standard hook coupling. Can Hunt possibly shorten the new coupling slightly to give a smaller gap between power car and first coach?

Indeed I have found plenty of photos of exactly this, generally as a rescue as opposed to a stock move between depots. I think it is certainly feasible though for a 37 to be used on ECS with a barrier, was just after the "smoking gun" photo or account, but I'll probably just have to go with the probability ! . Thanks.

Don't forget in this period intercity owned infrastructure locos, so in the case of the Western,they owned a fair number of infrastructure 37s based at Bath Road and Canton. I was wondering if they could have been used occasionally on say a SPM to Laira stock move. 47s where definitely the choice motive power, just unsure if 37s ever did a move or not, though can't find a photo.

My question is, did / could the above formation ever occur in the period roughly 1990 to 1994? Usually if a HST mk3 set was to be moved between depots and no power cars where available , a barrier and a 47 would be used, but has a 37 ever done the job? Specifically looking at this time period as I know in modern times it has happened. Thanks in advance.

Most definitely a 10 car set (2x5 cars) . I personally spoke to the driver (my username may just give away my job), and she confirmed it was a 10 causing her to have to trek along the ballast.

21 minutes, Largely due to the need for the driver to change ends twice on a 10 car set (2 x 5 car IETs) which involved getting down onto the ballast both to reverse and then to regain the front cab. Added to the inevitable safety communications involved, 21 minutes is perfectly reasonable.

Wrong. Very much involved route knowledge. In the old days a Plymouth driver could In theory carry on via Bristol , however since that route knowledge was (bizarely) removed, there was no way the driver in question could have carried on that way. Though as you say, The drivers actions where spot on , she stopped as quickly as physically possible, just unfortunate with the sighting of that signal that you don't get long enough to stop in time.

The driver was indeed a Plymouth one, and she could not have continued to Bristol as Plymouth bizarrely no longer sign Taunton to Bristol (whilst Gloucester drivers DO.. .!) . Anyway, this is all massive press sensationalism, surprise surprise, the train ran a mere 2 carriage lengths past the junction signal, and hadn't even made it onto the junction divide!