Ncarter2

Just took the plunge and brought the RFD one. I was contemplating 004, I’d like to refinish as it was when it ended it’s days with EWS, I will see what the RFD one is like first before committing to the new one for the base model. I did notice on the bay of E while looking for a potential donor, that an older model, Intercity livery, was currently at £180 odd for a non sound model, some one clearly wants that version.

Looking for a Bachmann Class 150/2, any livery in good running condition. Not fussed about condition of paint work, it will be resprayed. Happy New Year to all.

Nope. There are more issues now as well. It’s having a knock on effect on for 455/456 being removed from service and 458’s being moved to the Pompey Directs.

I have only recently picked up a few of the 68’s, it is a fantastic model, I will be adding a couple more to the fleet! Smooth out the box and and very nice looking locomotive. That said, I’m now down to just 1 class 70, so many running issues.

It was why I joined a few years back, was the only way I could, at the time, get the Silverlink 150. I let it lapse, but was about to join as I wanted the 47, but when I seen it for sale with the retailer I got, I made enquiries and when they confirmed it was brand new, covered by the Bachmann warranty etc I decided the club wasn’t worth it, waters down one of the selling points. I would like the 90, but I can’t see it being sold outside of the club so I will probably have to get a spray job done.

I think I must have been very lucky with my Hattons 66’s. All told I have had 33, though I have sold six over the last few months. Of those 12 had wobble issues due to axle boxes, the others being good from the box. I hope we see more, especially with tighter QC, it’s a model that is needed. The alternative is a good, but outdated model from Bachmann.

Starting next year, DRS are to run several trains into the Winfrith site. Not sure how many as yet, but I do wonder if it will 66’s or 68’s on the movements. While this is obviously only going to be a temporary flow, there is a very high probability that a regular aggregate flow is to return to the Hamworthy branch. Other than the trial not too long ago, the last regular freight was the Wool sand train, will be good to see something other than units.

The trial was a success, regular services will be running down the branch. Given the cost of bringing it back into use, it’s a good job it is a success, it’s also a great win for rail.

That was my thoughts, the EWS 47 has hung around, mine was only £130 from an authorised retailer and it was involved to me as new etc. I have brought from them many times so was hoping they may get some stock once it’s been sat a while, but I guess with the New 47, Bachmann just want old stock gone.

Evening all, I did look before posting but was not able to find anything, so, are models exclusive to the Collectors Club ever distributed by Bachmann to retailers/dealers? I recently acquired the EWS 47 for a very reasonable price, from a retailer who had a few for sale. I would like the SNCB 90, but given it’s current price and the need to join the Club, I can’t help thinking it would be cheaper to get one of the RFD 90’s I managed to pick up cheap resprayed, especially as I would be modelling 90028. I was curious to hear if retailers do get some limited access to them at some point, a renumber would be far easier. Thanks in advance.

Good evening all, I was wondering if anyone has the set as per the title that they may be looking to part with?

Most modern P-way will call its S&C, older staff still refer to it as P&C. Most discussions I have with various P-way staff will usually call the full set up points, ie 2520 points, but then when getting into detail, use switch or crossing, ie 2520 LHHS or 2520 crossing. That said, it doesn’t mean that is how everyone does it, when I was on the WCML at Rugby, we always referred to the switch’s as that, even those who had been on 30odd years. Confusion has been know to set in around switch diamonds, on my current route you either specify fixed diamond, 2x common and 2x obtuse crossings or switch diamond which would be moveable blades in place of the obtuse crossings.

The problem with putting small rails in, is you end up with a patch work of welds all over the shop, which in turn will affect geometry and TQ. It was a missive oversight that no one questioned its ability to use a standard length, when the question was asked while the party was over in the factory being shown the units in manufacture, everyone scratched their heads and swiftly changed the subject. It will be potentially useful for HRW repairs, but changing lengths of rail is better left to the local sections with the RRV’s and TRAMM. 100% agree with you, big and yellow and they will sign up to anything. One day, someone from TA or what every they become under GBR, will take the time to engage those in the coal face.

White elephant indeed. As I have said before, the concept is great, sadly it has fallen short of what it was sold as. Wessex got rid following realisation it was not as great as everyone thought. It says something when the crew couldn’t wait to get back into traditional P-Way sections. It’s bread and butter was meant to be rail defects, it struggles to fit 40ft rails in, ideally you want to use 60ft’s. If it could carry a half set, it wouldn’t be a big one and towards the heel you would be close to the walls when working. Yes it provides a dry environment, and you can conduct things like re-padding, or seasonal preparations, it hasn’t proven cost too effective. Some will like it, others will hate it. Having first had experience of it, I know where I sit.

Had a chuckle at this one. https://www.ebay.co.uk/itm/Hornby-R3910-R3911-OO-Gauge-GBRF-Class-73-DCC-Sound-Fitted-Dummy-73964-73965-/334215960303?mkcid=16&mkevt=1&_trksid=p2349624.m46890.l49286&mkrid=710-127635-2958-0

Transit moves then there were some issues with drivers I believe. The VIU is now out recording. Your second picture is of the non converted unit used for driver training and rescue duties as required. Good comparison of the body side mods.

Jim, do you only do IM work at the min as you sign the traction, or do Colas have a shortage of drivers? With your route knowledge, I’d of thought if it’s rolled out nationally, you’d be well placed, if Colas are short and GBRF are willing to share you.

Internally there is now a generator and large battery bank. The cameras are similar, but improved and are angled better so that all angles are visible. Hopefully the trail is a success and some more units are converted. The infrared facility is great for identifying hot spots, will definitely prove it’s worth.

Of the three units with NR, two have been modified for their new roles, one is being used as a route learner and rescue unit on the Anglia route due to the lack of 15x units now operating over that way. So far so good, very positive results so far and discussions on going about adding additional technology.

Steps have been removed from the two test units, so this should see them cleared for more sections. Indeed, previously they were not permitted to use platform 2 at Basingstoke, but the Wessex unit did so as part of the transit from Derby to Eastleigh via Reading the other night.

As I understand it, those on the NMT are short term lease while NR’s own are refurbished/upgraded. As the NMT is intensively used and with a surplus of power cars I guess it made sense. I know Colas are looking to use them going forward but I think NR is missing a trick not creating another NMT or two. The current fleet is struggling to cope, there are some interesting variations across the fleet in terms of data output and there is little slack in schedules which is causing issues, added reliability of late hasn’t been great on the southern region, which also impacts other regions.

I was surprised to see them using a bar like you captured. Definitely not the correct process. Some bad habits still need addressing, a friend of mine did something similar back during the WCML modernisation and the bar slipped, he was ok but the poor lad helping took a right whack to his head. He still has the scare to remind him.

I would be surprised if they replaced the clips with new, it would be a bit of a waste. Stressing can be completed on lengths up to 1800m in a single pull, but this will depend on numerous factors including curve radii, what is to be pulled, if there is S&C etc. The blue boxes contain the stressing rollers, not the rail clips. Stressing on curves is the same principle as stressing on straights. In the UK we stress the track to a ‘stress free temperature’ of 27. The process is the same regardless, curves just have limits on the length that can be pulled depending and the radii, if it goes through a reverse. The safety risk is greater, as you say, the rail will want to pull straight, which is why rollers are used. These come in two basic type, under and side rollers or combination rollers. For a curve, the radii will dictate how many rollers will be used, ie every 6 sleepers a roller would be installed. Side rollers will be put on the inside of the curve, combination rollers will be paced either side. They allow the rail to move freely during the pull, but also keep the rail in place around the curve. As I noted in a previous post, stressing can be done up to 1800m, though the tighter a curve gets, the less you can pull. There are other factors, but that covers the basics behind it. I would be happy to give more detail on the stressing process if you would like, NWR have three levels of stressing. Level 1 is stress restoration Level 2 is re stressing (plain line only) Level 3 is stressing in and around S&C and natural stressing.

By pulling the clips I assume you mean removing them? If so, then yes all clips will be removed over the length to be stressed. The blue boxes appear to contain the stressing rollers, in this case they look like the Vortok combination roller. Generally, the clips are reused, especially on a new layout like here.

Almost every time I’ve seen them on Wessex they have been running on diesel. I remember asking the question as to why but no one seemed to have an answer.