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34theletterbetweenB&D

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34theletterbetweenB&D last won the day on December 20 2011

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  1. Welcome! Sadly top suspect would be a motor fault, causing increased current draw. Back to retailer I would suggest with the fault description. Whatever you do, don't reinstall the decoder. The mechanism has to be working satisfactorily on DC before decoder installation, and this mechanism clearly isn't.
  2. Let's use the key word: SPECIFICATION. That has to form the basis of any contract. Do you - the customer - actually know what you want of the end product? In addition to the structure and transport questions you have majored on, I would have a section on 'how well it works when in use as an operational layout' and specifically a handover based on proof of achievement of that performance. What you plan to operate on the layout. For example, all RP25 wheels, loco and stock, coupler system(s).* The layout plan: minimum radius of plain track and points, clearance required for the longest stock/minimum radius curve combination, defined gradient transitions.* Expected operating reliability, both mechanical (doesn't derail, point actuation) and electrical. Predelivery test plan based on above. (I would suggest defined proof testing with your stock, because at the end of the day that's what it will be working with.) * Are you willing to take advice from the builder on these aspects in negotiating the contract? If the builder suggests that the performance specified either cannot be achieved, or alternatively cannot be guaranteed, due to aspects such as some of the proposed stock or minimum radius of the track etc. will you accept variation from the initial specification on that basis?
  3. Technically, I believe the best description is to consider it a skeuomorphic feature. (The term originates from architecture and refers to the replication of features that were once functional. So for example the stone lintel beams of classical Greek temples had carved representations of the earlier wooden construction, which was totally redundant in stone. Perhaps the best current example are the icons of the WIMP interface all over our computer screens. Electronic documents aren't filed in anything like the suspension file, or disposed of in the wastepaper basket, as represented by the Icons for these functions.) The original method of waterproofing a canvas over timber coach roof, was to apply several coats of white lead paint. While this was purely functional, it of course meant newly constructed coaches had a white roof. (This would steadily go grey even without the benefit of steam loco fall out.) So persist with white, even on an all steel roof, where the paint colour is irrelevant to the corrosion protection function.
  4. Not a clue . Have yet to buy any Dapol product, so don't even have an example to look at and see whether there is any resemblance to other maker's product. (I shall break my duck if the NBL DE type 2 looks the business when it goes on sale...) It was very interesting when Hornby ceased to be supplied by Sanda Kan, and their steam loco mechanism construction on new introductions began to deviate from what had been a uniform pattern while with Sanda Kan, into three distinct groups, based on the evidence of those I have purchased.
  5. On that part of the UK railway I observed most closely, the final outing for white coach roofs was on the newly built Pullman cars of 1960. Because they were introduced into the - still largely steam hauled - Pullman services typically two at a time you could easily pick out the new vehicles from a distance - for a couple of weeks! The usual matt grey brown deposit compounded of soot, rust, and whatever dust the various ballast stones, native rock and soils en route supplied, with the residue of the baked cylinder oil as an efficient binder to stick it all down, soon obscured the white while steam working prevailed.
  6. Indeed. Non-fondlers could do it all in software simulation. Congratulations on this move.
  7. Or even a choice of three recently tooled outside cylinder 0-4-0T between Dapol, Hattons and Hornby; couldn't say which best matches the Neilson/NBR/CR 0-4-0T dimensions externally, and has the potential for best internal fit within the Hornby body, whether in original or modified (corrected) form. No one volunteering this information yet! I was asked to take a look at 'improving' one a good few years back in just this style, and told the friend who had asked that I wouldn't, because this was polishing a turd territory. The foreseeable problem was the 'chassis block' of a shiny polypropylene; which to get decent cylinders with a slide bar and crosshead in, was going to be significantly weakened right where force would act from the 'intriguing' spring clip method of retaining the mechanism in the body shell.
  8. Sanda Kan was acquired by Kader, and 'events followed'. https://thebusinessofmodels.wordpress.com/2015/03/27/Hornby-paid-0-5m-to-end-its-chinese-supplier-misery/. Hornby is now sourcing from a selection of Chinese manufacturers, but not Sanda Kan.
  9. Then again, Hornby have arguably dragged their feet over renewing some of what should be 'core' locos in their range, and that's bound to cause some annoyance. And then there is: And also using the chassis block as part of the pick up path. Both of these clearly obsolescent practise when DCC - with its intolerance of short circuits - was about to make a large impact in RTR OO. Happily Hornby did make the changes required on new introductions; but have been very slow to make revisions on their older designs. Caught between a rock and a hard place I rather feel: needed the cash cow sales of the older models of popular subjects - such as the 8F and Black 5 - to fund the new introductions made to their much improved standard, first seen on the Britannia, and they have made further progress from there.
  10. Ah, but here's something you perhaps don't know. This model is one of relatively few steam locos remaining in Hornby's main range that contains Margate content. From the new loco drive Britannia of 2006 they fully hit their stride in China, and apart from a little wobble under the title design clever, their steam loco introductions since have been very satisfactory. (Some are very good verging on excellent, I'd cite the B12/3 as a real delight, looks very fine, near all metal body, very smooth drive and excellent traction.)
  11. And there's the other thing, that the tech. employed is going to be pretty similar to that featured in the Roco piece and similar from other competitors. (If any maker has got a significantly superior technique, they aren't going to casually reveal it in a vid.) The end product should (in my opinion, does) speak for itself: spend less on promotion, more on production efficiency, would be my vote.
  12. The problem is that you are looking for an intermittent fault that only occurs when the loco is in motion. My favourite trick is to operate the 'problem child' in near darkness, on those parts of the layout where the trouble is known to occur, and look for sparks. You have to be able to get low down and fairly close in, and be able to observe several passes both sides. Can be a little tedious, especially if the fault is very intermittent or can only be seen at just the right angle.
  13. Layout height is a significant factor. If you are sufficiently fit a flexible a 'duck under access' should be possible; but I can tell you this, a duck under with the layout four feet above floor level is a lot less tiresome than three feet. At four feet you might contemplate slinging the continuous run through the 'other' area and across the doorway: Also, rehanging the door so that it hinges outwards eliminates any need for a lift out section. (Every layout should have a continuous run available if possible, even if only for test running and the like.)
  14. So it is probably mechanical action with the tender coupled on that causes the short, and that means that the short location isn't mecessarily in the tender, because the drawbar on the loco moves when the loco and tender are on a curve, which is where you are seeing the trouble. There's one potential location, notice that the correction required is not on the tender. And there's another location, damage to wire insulation on the loco. And there is more: Wire detached from the drawbar wipers, which can lead to a short when the free end contacts the loco block or the other set of wipers, 'actuated' by the movement of the drawbar as the loco moves onto the curve. And also, unless Hornby have changed the mechanism construction, the chassis block is live to one rail and vulnerable to shorts on curves from the wheels on the other rails. What's that got to do with the tender you ask? The tender imposes a drag (see below) and pulls the rear of the loco over a little more on curves, which means the wheels position differently in the chassis block. It is my opinion that the materials Hornby use for the wipers doesn't work optimally with the tyre material, and can be very draggy indeed, and typically worsens with running. The use of a very crude inside bearing for the tender wheelsets doesn't help either. I had an 8F all but stopped by its tender from this combination of factors, not too surprising considering the poor traction it starts out with. (Hornby could so do with renewing this model to the standard they now achieve: to name two for comparison, the O1 2-8-0, and K1 2-6-0 both well outperform the 8F.)
  15. Have you made this request on Hornby's site, they do have a place for such input. I would suspect that if you could characterise the request it will only enhance its chances: XYZ have a fleet of (number) 08s seen at (locations) in the period (year date) to present. Obviously there's a lot more detail could be added if you have it available.
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