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Steven B

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  1. How important is the terminus area? I'd consider removing it and making the main radius of the line down the right had side larger. Have a look at the likes of Georgemass Junction, Dingwall and Crainlarich for ideas around a station on single track with a junction to a branch line. Having the branch built to a lower standard than the "main" would give reason for a shed to be located there - allowing trains to split with a portion heading off down the branch with the smaller/lighter loco based at the station. There'd be nothing to stop you using the through station as a terminus for some trains Steven B
  2. As much as I like them, the Type 1s were built for traffic that soon disappeared from the network - local pick-up freight. The only reason the class 20s hung on was that as a pair they provided a nice 2000hp for freight work - class 40 power but with better route availability. With hindsight no Type 1s were really needed. The gap created by not building 200+ class 20s should have been filled with more class 25s, 33s & 37s. Steven B.
  3. I'd be worried about the rating of the capacitor - 16V doesn't give much overhead when operating on DCC powered track (even allowing for the Voltage drop across the diodes). Steven B.
  4. This one just oozes atmosphere and the era in so many ways: (Manchester Victoria, 1984 by Bruce Galloway on Flickr)
  5. Those pesky SR vans get every where. In this case they're joined by LMS and LNER six-wheel vans: (John Turner's collection on Flickr).
  6. Unfitted = no automatic train brake. All brake vans have a handbrake controlled from within the cabin. The main reason for using a brake van was to allow the rear half of a train to be safely stopped in the event of a train splitting. They were used to keep the couplings of a loose coupled, unbraked train tight (reducing the chances of the train splitting in the first place. On slight gradients with short trains the van's brake alone would be enough, but on longer trains the train would stop at the top of the gradient, several wagons brakes applied (pinned down) meaning the locos would have to pull the train down-hill under full control rather than risk it running away under its own weight. By the period of Burchill Sidings there were very few unbraked trains left running. Brake vans were by then mostly used with dangerous goods (chemicals, nuclear flasks etc), propelling moves (as per the Warrington HAA trains) and possibly the Bristol one shown above. Historically class 03 & 04 often needed assistance of an extra couple of axles to reliably trigger the track detection circuits, but I'm not sure if the heavier class 08s needed this. I don't recall the one used at Manchester Piccadilly using one Steven B.
  7. Neither Dapol or Farish make a DCC sound ready class 66 so you'll need to get creative with a file to make space. Both are making their way through their back-catalogues to improved DCC functionality so you may find a sound ready (or even factory fitted) at some point in the future... Steven B.
  8. My Dad would disagree - he's a mostly retired patter maker with 60+ years experience under his belt but would struggle to start a CAD application, let alone begin to use on to convert a drawing into a 3d item. The skills needed to produce decent, reliable tooling from a series of 2d drawings are still as much a dark-art as they were back in the days of pen and ink. Even interpreting a 3d scan takes time and effort. It's probably a faster process now (less time needed sharpening pencils) and the skill set may be a little different, but it's certainly no less skilled. Steven B.
  9. Correct paint colours, fonts and logos? It'll never catch on...
  10. The NGS Van Wide kit (kit 61) is what became the VEA. It comes with a ready to use Peco chassis as part of the kit - it's of the earlier oil axle boxes rather than the later roller bearings fitted to the wagons when they were refurbished and became VEA. Steven B.
  11. Missing tail lamps I can of understand as I'm presuming they've made new sides for the existing ends. I'm guessing many did get the later OHLE sign whilst still in Intercity, so I can understand that decision (although it's not the one I'd haven taken). I can't understand why the font for the Intercity branding wasn't spotted. Dapol got it right (or at least less wrong) on the other Mk3s, DVT, HST Power cars and class 86. "Dear Dapol, we want to love you. We want to fill out stock boxes with your products. We just want models without these basic mistakes. We're sorry, it's not us - it's you! " Steven B
  12. To be fair, the image does look rather over exposed which will affect the shades of grey. That doesn't excuse the white line being too thick... Who's going to be first to ask RailTec to do a correction pack? Does anyone want to contribute to a fund to send Dapol a full set of Railmatch/Phoenix Paints and a copy of the Fox Transfers catalogue? Steven B.
  13. Are you using the Kato switches (blue with grey handle)? If so, then Kato 24-842 N Gauge - Unitrack AC - DC Power Converter (RRP £6) will let you power them from most power supplies. If you're not using the Kato switches the you need to provide a 12V DC supply, with the ability to change polarity. A DPDT switch should do the job, although I'd perhaps be a little cautious about applying the voltage all the time in case the motor coil can't cope with it. A non-latching DPDT switch should work in that case. Steven B.
  14. There are photos and train headcode numbers listed on the thread for the N Gauge version of these wagons: Steven B.
  15. Shawplan list roof fan and grills for the 20: http://www.shawplan.com/extreme_loco2mm.html BH Enterprises also did/do a kit. I used it on a Poole era model (with TPM disk headcode conversion kit) years ago:
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