buritonhampshire
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Posts posted by buritonhampshire
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Really appreciated the figures and the brush to paint 'em with. All four will end up as crews for my Peckett and Barclay, including Phil reading the instruction book and Andy with a packet of sarnies
It must be a first for a cover-mounted gift to be in S scale. A rough measurement makes the figures about 6 foot 9 inches in OO but 5 foot 7 inches (or thereabouts) in S. I forsee amputations in the future to fit into your Pecketts and Barclays!
Roger
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I seem to remember that these models (not sure about the ones offered by Hereford) were manufactured by Bachmann and as black class B tanks came in two versions.
The 'break points' for dating are pre-1972 if they don't have UN hazard symbols and 1976 when Shell and BP split their alliance and started repainting vehicles with their own branding. After that leasing came into effect more and plain liveries with no branding came into force more.
The above is a very rough and ready rule of thumb - I have been trying to find some of the non-UN hazard code versions recently but the black liveries don't seem to have been produced for a while.
Roger
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Roger,
Relatively straightforward answers too!
Yes, a reset will change all CVs back to a predetermined state so will 'correct' any inadvertant changing of CVs from anycause, including the 'NCE momentum button' issue.
Paul
Thank you for that simple advice - easily understood. Much more so than what the NCE 'momentum' button actually does.
I currently have no custom settings of my own in decoders and am about to 'look after' a whole pile of other friends locos at an exhibition where, as far as I know, there are no custom settings either.
I can easily cope with a re-set and putting the addresses back into the locos and any other changes to CV29 (for reverse running for instance) if required. I will probably isolate the momentum button on my handset to prevent inadvertant use by anyone else during exhibition use and will suggest the same to the other provider of the handsets at the exhibiton.
The decoders in use are a mixture of sound and non-sound with ZIMO (assorted) and ESU V4 depending on whose stock it is. A re-set I could cope with at the bench behind the layout and the programming track that sits there.
Thanks for your continued sage advice on the forums.
Roger
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Another simple question with many aspects to a comprehesive answer.
Any sound producer worth their salt will have set these CVs to what they consider the optimal values give the decoder type and the locomotive prototype. (those that have ever been near a real loco, that is).
However; it's your decoder so you can do as you please, to suit your preferences and driving style. What's really important is that you understand what the effects are likely to be if you do so.
Hopefully another simple question! Conflating this topic and some of your other posts regarding the NCE 'momentum' button if this has re-written CV values in POM mode would it then be a simple matter of doing a decoder re-set to regain the original values that the designer has programmed? Does this also work with ESU decoders (yes, I know you are primarily concerned with ZIMO product - I have several SLW Class 24 locos and am very happy / impressed) but I'm never quite sure what values a decoder re-set will revert to.
Roger
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Hi folks
Have subsequently discovered the cooling grilles on the Bacchy 47s are removable! So a swap from fixed to Serck or vice versa on any shell should be feasible...
Are certainly other candidates from a 47148 bodyshell - 3 piece grilles and spanner boiler - and there must be others, but VB only....and not that likely to appear on High Dyke as not ER locos but never say never...
I think locos built with 3 piece fixed grilles (with the exception of D1500-19) were VB only until sercks were fitted - but I could be corrected!
Phil
Hadn't looked at removing the grilles - will go back to that!
As I understood it there were a small number dual-braked which gave trouble (overheating or something similar) with the original 3 panel arrangement. The fitting of the 2 piece Serck shutters were a solution to the problem by re-arranging the internal layout of equipment. Of course, the change-over took place in the middle of production runs and was not a clear break in number order. The Western region 'named' locos from Crewe were affected by this and it is problematical to work out which were delivered with which arrangement!
The excellent Class 47 Data File series is a help but, as of my last check, the volume dealing with this batch is still being updated awaiting reprint. The group are usually at Ally Pally so I'll have to have a look next month
Roger
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I was talking yesterday to someone with extensive contacts in both camps and, whilst that may be the "company line" coming from both sides, the situation at the sharp end, even before the change of franchise, was very different. The expression "dead duck" has been heard in the land.........
Interestingly, he also reports that the new franchisees were caught totally by surprise by the success of their bid. Such (alleged) unreadiness seems to be borne out by the miniscule number of units so far reliveried and the quite high number of staff who have only received new SWR ID badges in the last couple of weeks.
John
Although it was after I retired I think the Super-Alliance on SWT (between Stagecoach South West Trains and Network Rail) had been dissolved before the re-franchising. It was totally unworkable as there were differing "points of view" regarding priorities and, undoubtedly, a grave question over financing.
One assumes that the bottom line of Grayling's and the Government policy is that someone else pays for any improvements and this reduces (on paper) HMG's outgoings - at least to the general public in the press. The convolouted franchising and leasing deals which the Government are funding are kept behind the scenes so the general public don't realise what huge expense there is and what poor value for money the deals are.
Three or more years before the South West Trains super-alliance was set up Network Rail declared, in discussions with SWT, that the track and signalling between Waterloo and Surbiton was "worn out" and needed total replacement. Didn't see any of that happen during the duration of the super-alliance. Shortly before the alliance was set up Network Rail took back all maintenance in-house and absorbed many of the contractor's staff working for them, effectively tossing Balfour Beatty off the premises. I regularly see Balfour Beatty vans parked nearby (at a track maintenance access point) as they seem to be doing all the work again, subcontracted by Network Rail!
Rail franchising is a wonderous thing (not!) but is a major plank in HMG's GALMIN (get a little man in) style. Especially if they can also be persuaded to pay for the work as well!
Roger
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I saw this loco last week in Podivin, on the line between Breclav and Brno.
I think it was soon to depart with that train of tankers - there was a driver in the cab. I can't find any reference to a 044 class of loco in this part of the world - the Pritchard book doesn't seem to mention it. I found two photos of this loco on Flickr , one of which was taken in Bratislava, and both photos show it on tanker trains. The front end bears some similarities to broad gauge locos used on the line between Slovakia and Ukraine so perhaps there is some common ancestry.
Can anyone help?
Graham
At an 'educated' guess I would say ex-Bulgarian (BDZ) 44-071, virtually identical to CD Class 242. The colour scheme suggests one of the locos re-worked by ZOS Zvolen in the past couple of years.
see at following link :- http://www.buritonwheelbarrow.net/SlovakiaRailways/2014/AugustSeptember/i-6mk7pjc
These two DO appear in Pritchard but under their current leasing companies. Several CD and ex-BDZ locos of this type are appearing across the area in recent years although most have been re-numbered.
Roger
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That would also allow the SWT suburban services go DOO (the 707s already having the necessary cameras / monitors on board).
Naturally the RMT won't like it - and as can be seen with MerseyRail and Northern, they aren't afraid to start industrial disputes over it - and their statements regarding SWT sound much the same as for those operations http://www.rmt.org.uk/news/to-all-members-at-south-wes27317/ http://www.rmt.org.uk/news/rmt-on-south-west-trains-franchise-announcement/
Equally there has long been dissatisfaction in Whitehall over the retention of Guards on SWT when every other London suburban franchise has got rid of them and given the DfTs intransigence over the issue at Southern, they might be looking forward to doing something about it.
DOO is seen as a way to save money - forgetting additional costs for despatch and surveillance devices. Government policy, I'm afraid.
More importantly I can't reconcile the figures. the press release promises 22,000 seats extra in the morning peak and 30,000 in the evening. Note this is ADDITIONAL. My rough calculation would make this an extra 20 to 30 trains (not extra carriages!) to get into and out of Waterloo on a line with no extra capacity.
Has anyone checked with Network Rail about the extra lines needed for this sort of service!!??
Roger
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If it has a cab but the road has designated it as a B the cab is not equipped for road or as we would call it mainline use. A similar situation exists on the underground where intermediate cabs are not equipped with all the systems of end cabs so as a consequence can only be used on a depot
Just to clarify the situation a little. The SD40-2 'B' units were relegated to trailing unit only status - this involved the removal of cab signals, refrigerators, toilets and cab seats. (I assume that this would have allowed the units to be driven in yards but think it highly unlikely that any engineer would do it willingly; even dead stock movements are usually undertaken by coupling together.) The first units treated seemed to be in 1992 and B-units became quite common out on the road as part of a lash-up - but not leading.
Canadian Pacific got some second-hand units (from NS was it?) that they converted in a similar fashion but they experienced problems with staff trying to couple them in the lead or try to ride in them. They solved the problem by painting over the windows and sealing up the cabs!
I seem to remember that the UP treatment was because of a shortage of the necessary equipment for the cabs and was meant to be a short-term solution. Of course, this was around the time of the take-over of SP and the semi-melt down of their services in places so, as there were a lot of spare SD40 units from the C&NW and MP takeovers, not to mention lots of tunnel motors it was seen as a way of keeping 'power' on the track but meant that trailing only status was mandatory.
Roger
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Swansea -Padd reliefs, yes that's what I saw a few dated Saturdays, a pair of them going past Canton. Bournmouths ? Hymeks, then Duffs/31s if my memory is correct.
I've had a look in a few notes and I've found the following,
1976.
33116 with 403 /401 Sun Sep 5th,
33101 with 426/417 Sun Sep 12th
33106 with 426/415 Sun Sep 19th
In my head head these were 33 and TC because of engineering work entailing a number of reverses, at least that's what I was told at the time. Sorry I don't have arrival time.
John.
I'm intrigued by the shots of 33/1's on TC units from the early days (1970's) but tend to think some may have bypassed Bristol TM and gone via Dr. Days Junction or whatever it was called.
Certainly in the Eighties (as had been noted) the usual load was 5 Mk Ones with a Crompton as far as Bristol TM from Portsmouth (where the Fratton crew came off) and after Bristol and Cardiff men "signed" the Cromptons sometimes continuing to Cardiff otherwise a Brush 4 was the usual rostered traction. Once Sprinters (as noted 155 then 156 then 158) replaced loco haul Fratton and Cardiff men generally worked end to end with a change of ends at Temple Meads.
TC units worked very seldom at this time but on the very odd time that they did (before Sprinters) the loco would have to be on the leading end entailing a run round at Cardiff and, of course, a run round at Bristol TM! The shunters at Temple Meads always insisted on putting a tail lamp on the TC unit even when red blinds were being shown!
Roger
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Has anyone managed to reprogram one of the Hattons 21-pin chips to resolve the Dapol class 73 headcode lighting problem? I have tried both Dapol's suggestion of increasing CV29 by 1 (34 to 35) and swapping the values of CVs 33 and 34 but the opposite headcode to the direction of travel is always lit.
Try by increasing the value of CV29 by 1 as you have done and then change the values of CV 49 from 0 (zero) to 16 and the value of CV 50 from 16 to 0 (zero) - this has worked on the most recent one and has the current Hattons 21 pin decoder fitted.
Roger
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Re 73101 nameplate colour - I think this is the picture!!
Roger
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I agree the photos have come out differently. The second shot was taken in the depot shed which could have altered the tones too.
Cheers.
Yes, certainly the indoor shot gives a different hue to the paint. I've checked my original scan (full size and done with a Nikon Coolscan 5) and there are distinct differences in the hue of the name plate and the brown of the lower bodyside when using the colour picker tool in Photoshop.
Hopefully there will be a crop above this comment which is from the full size scan and my thoughts about the black colour can be appreciated. Colour on various film emulsions is subject to differences (as I know when scanning Kodachrome or Agfachrome E6 - different from my baseline Fuji E6 slides) as is peoples' screen set up.
Really can't explain the two different interpretations based on the same photo angle and roughly the same lighting conditions!
Roger
EDIT - No attachment - how do you do this?
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I am sure we likely do see colour differently. See below my photographs from the same day.
It looks brown to me.
Cheers.
Very interesting - I will have to dig out the original slide and look very carefully. It's interesting how different emulsions record differently. Your brown looks the same shade as the lower body sides whereas mine looks several shades darker, at least. Curiouser and curiouser as someone once said!!!
Roger
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...and black backed nameplates too!
The Brighton Evening Argus ones were never anything other than brown on the Pullman livery which makes the black backed etched ones supplied very wrong. They weren't even black when 73101 was in BR Blue, they were red so still not right...
I beg to differ!
http://www.buritonwheelbarrow.net/UKRailways/UKRailwaysaftertheBlues/Electric-Locomotives/i-sQ2ddkd
(This is my own smug mug site - not intending to puff it - but the photo can be seen a little larger to compare the nameplate with the lower bodyside colour)
Roger
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I bit the bullet and followed Olivia's Trains website suggestion, and swapped and resoldered the brush connections to the PCB. That has fixed the directional problems. The motor now goes forwards when 'forwards' is selected on the controller (i.e. the radiator fan end goes to the front), and the headcode lights now light up at the forward end when going 'forwards' and the 'rear' end when going 'backwards'.
Of course, forwards and backwards are relative terms when talking about double-ended locomotives and units!
I'm a little happier but I am still of the opinion Dapol need to fix this properly.
Next, I'll deal with those cab lights ... later!
Have done basically the same thing but not having the computer in the work room I can't be sure that the wire from the motor are soldered to the correct pins (I suspect they might not be but see below).
The Olivia's link is :- http://www.oliviastrains.com/trains/Dapol-class-73-dcc-fix/
When I reassembled I had to change some CV settings -
CV29 (usually 6) - 7
CV49 (usually 0) - 16
CV50 (usually 16)- 0
These changes have got the model (E6003 in my case) running in the correct direction (Fan end leading) with the white lights for the headcode showing at the correct ends. As I changed CV29 to alter the direction this might indicate that I soldered the wires on the wrong way round - I had unsoldered them last night with a view to ripping out the fitted board and hard-wiring a decoder in!
Everything was restored tonight and the loco is running with the factory fitted board again. I taped over the two small pads in the roof so that the cab lights don't light at all as I can live without this function. The LEDs in the headcode panel glow brightly through the backing panels in the cab when on - more black tape required on the reverse methinks! I suspect that this is masked when the cab lights are on and just adds to the cab brightness.
Roger
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looking at the photos of the green one (I am most tempted by...):
eg post #694 - http://www.rmweb.co.uk/community/index.php?/topic/54082-new-oo-gauge-class-73/page-28
I was also wondering about its number font, and then following the Rail Online link above (thanks) checked out this 1962 image of E6001:
http://www.rail-online.co.uk/p594593195/h313b6246#h313b6246
which does not show a white stripe either?
were white stripes added later?
cheers,
Keith
Searching through photos of the JA's it would appear that E6001 and E6002(?) were delivered in solid green bodysides; E6001 had a small yellow panel. E6003 to 6 were delivered with the grey/off-white lower body stripe from the start but without the yellow panels. Implications are that all were in blue (probably with full yellow ends) by the end of the sixties.
Other differences to note are that 1 to 3 were delivered with oval buffers as per the Dapol model of E6003 - large round head Oleo buffers as standard on 4 - 6 (?) from new.
Dapol are doing a solid green body as a "club" edition of E6001 but, apart form seeing it in their case at Warley, I didn't pay too much attention to the details.
All JA models appear to have been delivered without sandboxes but they appear to have been added within 2 years out on the road.
EDIT Unable to confirm E6002 in solid green but pictured in green with grey stripe plus small yellow panel and with oval buffers - of course, no date!!
Roger
60s steam loco scrap lines between Portsmouth and Havant
in UK Prototype Questions
Posted
Not too sure about any pacifics or main line locos but some of the tank locos from Portsmouth Dockyard were scrapped at Bedhampton about 1961. Perhaps this is what you remember?
Roger