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Yardman

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Everything posted by Yardman

  1. Titan, This forum topic is "Brake tender length of service and where were they used". If you wish to conduct a discussion on headcoades in the 1970's I suggest you start a new topic instead of hyjacking this one. In the quote you sent I was responding to another poster, not you.
  2. You are quoting me out of context. I made a quote stating I was referring to lamp codes in the 60's, to I never posted any data on 70's lamp codes (that was another poster), other than I had stated I had seen little or incorrect use.
  3. In my original post on Brake tenders I specifeid it refered to the 60's, I lost interest when they started painting everything blue.
  4. Just because they had discs didn't mean they were using them, I saw many trains with a "Royal Train" headcode in the 70's
  5. Looks like a motor rail service. I've never seen a brake tender carrying a class 1 headcode before. Excellent picture.
  6. Hi Paul, We're talking trains in the 60's here, and the codes were pretty standard throuout BR at that time (there were exceptions). If we go from the photos I posted. The tender on the Class 24 is showing a Class 9 code (Unfitted, one lamp on the RHS) this is actually a Pick up freight code although it looks like a Mineral train. My other shots don't show lamps. The next shot with a class 37 carries a Class 7 code (Express freight Unfitted, one lamp top bracket, one lamp RHS). Next 37, Class 9, Next 37, Class 5 %0% fitted. The Class 20 on another Class 9, the loco showing a Class 7in the 4 charscter box. Note this is an LMR brake tender, note the differences to the York/Cowlairs tenders. Theer are plenty of diagrams of headcode positions on the web if you look for them. One of my pet hates is seeing trains carrying the wrong codes on model railways in anything bigger than N. i try and make my operators apply the correct lamps in the fiddle yard. If the scrapping of most signal boxes lamp headcodes and even 4 character one fell out of use and we went over to the domino boxes.
  7. Just because a train looks fully fitted doesn't mean it is. The correct designation is 90% fitted, piped throughout. Defective brakes, missing or damaged brake pipes can render a train unfitted. Check the headcode carried by the loco. If it's not carrying a class 4 headcode it's not fully fitted. If it's a pick up freight it may not have been time effective to connect up all the pipes. Also the brake tender may have just been along for the ride when the loco has been used for an unfitted working some time in the day.
  8. According to the BR drawing I have dated 31/3/61 for the vehicles built at Cowlairs. The Brake tenders were built on redundant coach underframes (Greasley and Thompson), shortened and weighted with Concrete to a weight of 35 tons. They were used on unfitted freight, mainley coal traffic and pickup freights in this area. Earlier examples were built on ex LMS coach frames for use on the LMR. They were introduced because heating of the smaller wheels of diesel locomotives caused tyre cracking. In this area they were used mainly on class 24, 25, 37 and 17, but I have seen them on 40 and 45's as well.
  9. One thing that this topic has shown is the value of joining a club ( not easy at the moment I will admit). Three pages of conversation on this topic could have been answered in half an hour at any half decent Model Railway club and shown more ways of solving the problem hands on.
  10. I sent you the link previously. http://a19modelrailwayclub.org/tonys-dcc-workshop/complex-pointwork-wiring-for-dcc/ You just need to connect your point linkage or even fasten one at the end of the peco trowbar to operate it. these are what we use. https://www.rapidonline.com/marquardt-191-071-021-straight-lever-5-7mm-for-1050-series-micro-switches-59-4131
  11. Never seen a situation where I needed a frog juicer and I've had some pretty complex pointwork over the last 50 years.
  12. From the ongoing posts in this thread it sounds like the electronic frog switcher is not detecting the short from incorrect polarity quick enough when the turnout is reversed. I do not understand why people use electronic frog switchers when a 50p microswitch does the same job instantly. Take the frog juicers out and stick a micro switch on your point linkage or at the end of the throwbar.
  13. I'm assuming from this comment all your layout is connected to one booster/ command centre and the rails are connected as shown in the link I sent you. That is Red rail to Red rail and Black rail to black rail. i.e. in phase. If not the system sees it as a short through the loco pickups as it traverses from one track to the other. Check your connections.
  14. There shouldn't be any buzzing, slowing, etc. Are the two tracks the crossover is joining in Phase? If they are on separeate power districts, they must be connected correctly, it sounds like they are not.
  15. details shown here. http://a19modelrailwayclub.org/tonys-dcc-workshop/complex-pointwork-wiring-for-dcc/
  16. The truth is there is nothing right about the NEM box with regard to KD couplers. It is best avoided like the plague. One of the problems is the little rubber spring that allows the box to move in all directions creating more slop in an already loose coupler mounting. KD’s operate in a horizontal plane which means any vertical movement is BAD as you can get drooping couplers, misaligned heads and magnetic attraction to uncouplers. Also, not all NEM boxes are in the same location, even from the same rolling stock manufacturer. If you really are desperate you can use the 17, 18, 19, 20 KD’s, but These are best avoided unless nothing else can be applied. 17, 18, 19, 20 only have a swivelling coupler head so have limited movement unlike a “normal” KD where the whole coupler moves horizontally within the draft box. My preference is the No. 146, 147, 148 KD’s in their own boxes, which aren’t quite the same as a No. 5 box. These boxes should be mounted rigidly to the vehicle body as per KD’s instructions and shown in Gilbert’s photo’s on this thread. Don’t forget there is the 20 and 30 series of KD’s that can be used if vehicle end space is very tight. Bogie mounted couplers should be avoided. The prototype (with a few exceptions) don’t bogie mount couplers. All buffing and traction forces should be transmitted through the body, not the bogies. I have extensive experience with KD’s on American stock in both HO and G and all have body mounts on bogie vehicles, even up to 90ft vehicles. Unless you have ridiculously tight S curves it’s not usually a problem. Propelling a long rake of bogie vehicles with bogie mounted couplers is a recipe for disaster. KD’s work great if applied as KD intended. If you really must use the NEM box, lock it up rigidly and use some shim plasticard to remove play within the box.
  17. Truth is there is no such thing as "track colour". Track varies in colour from a light beige to almost black depending on its use, traffic, oil, grease, mud, brake dust, etc. In model form it should never be a uniform or one colour. Look at photos and decide on the best colour for the type of trackage you are trying to portray.
  18. You don't need juicers, see here. http://a19modelrailwayclub.org/tonys-dcc-workshop/complex-pointwork-wiring-for-dcc/
  19. What usually toasts decoders is shorting a pick up wire (red 0r black) to a Motor wire (orange or grey). In a case like this the loco will sometimes work ok on DC but not DCC. I had a case where the loco would work fine with the body off but immediately killed a decoder when the body was clipped in place. It turned out the body was crushing a motor wire just enough to short through the insulation of a motor wire to the chassis. Close inspection and dismantling will usually reveal the problem. With the decoder plug out, use a meter to check between motor wires and pickups. It should read open circuit.
  20. Make your own using SMD LED's and veroboard.
  21. They came in Crimson/Maroon and the southern ones were green. Ironically all the ones I saw up here were green. The only crimson one I saw was at Wimbledon on the Southern Region
  22. I remember taking the train from Carlisle to Tebay in 1967 (went there to photograph steam on Shap) and it must have been the time this photo was taken as the track through Tebay station had fresh ballast. The track had been raised to the extent that staition staff were on hand to provide steps for passengers to get on and off the train.
  23. Not a good idea unless your headshunt is separated from the rest of the layout by a dead section at least a loco length long or a physical barrier to stop a loco bridging the gap and shorting the program track to the main layout. Depending on the make of your system this can toast your command station.
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