Grovenor

No it won't. No need to remove wiring, just fit the insulated joiners as above and feed track power top both loops. Then it will work.

That will be more than a full time job then given the staff shortage!

I thought that was the McMurtry Speirling that comes in at £984,000 compared to the Spectre at £350,000.

I don't think the Peco bullhead points were available in 2012.

Interesting, what is polishing the flangeway guard iron?

Mine just says Android version 9.

I have been trying the last few days. My decoder works from DCC but I have not been able to link it, and I need to change the profile as it is for a diesel. Every attempt to link results in a request for a reset code. Hornby supplied one over the phone and I can go through the reset procedure and power cycle, get a message that the decoder is reset, and the next step goes right back to asking for reset code. Hornby have advised that it must be a decoder fault and I'm now waiting for a reply to the email they requested. Motorola moto g(6) play in my case.

'Course not, its waiting for the day after. 🙂

Surely not, there was a whole weekend of chaos in Russia to report on. 😀

As was previously mentioned, the error on the plan is to show the turnout from said upper line set to lead normal into platform 2 when it should be acting as a trap and lie normal into the carriage siding. The incoming main line has to choose whether to be set for platform 1 or 2, so nothing wrong with having it set to platform 1, especially if the electric service on that platform is the more frequent one.

If the two bidirectional lines are seperate routes, which is the only sensible reason for them to be bi-directional, then the platform starters should indeed be bracket signals as the driver needs to know which line he is departing for to confirm he has the correct single line token.

And finally at Naivasha in the rift valley. Diesel 9043 on route, 2911, at the station.

To finish off my 1970 trip. After spending time with the animals in Tsavo we passed through Nairobi. In addition to the 59 class Garrett already posted here are some carriages and 1101, 4612 and 8503 on shunting duty.

Then to Moshi where we found a passenger rake stabled and loco 1301 on shunt duty. From Moshi we crossed the border to Kenya, heading for Voi for the Tsavo Park then to Nairobi.

From Dodoma we continued North, first to Arusha where we caught loco 2460.

At Dodoma 1102 was shunting whilst 2504, 2508 and 2919 were getting attention on shed.

Here is the EAR HQ in Nairobi, just across the road from the station. My visit was a road trip up from Zambia via Dodoma, through to Nairobi and onto the rift valley before returning via the coast at Mombasa then Dar es Salaam. First contact with EAR was at Dodoma. A small town then and the station and shed just across the road from the hotel.

Here are a couple of pics taken in Nairobi in 1970. I'll look out some more later. Loco 5910 "Mount Hanang" arriving in Nairobi with a freight from Mombasa. http://www.norgrove.me.uk/glimages/G5910-1.jpg http://www.norgrove.me.uk/glimages/G5910-2.jpg

Modern power supply units for DC normally have a regulated supply that keeps the voltage almost constant up to the rated current then will quickly drop off when the overcurrent protection kicks in. Laptop supplies are usually over 12V, often 18V or 19V. Generally you would be better of getting a 12V supply from a specialist such as CPC. If the testing you are doing is of locos then a supply rated at 1 Amp should be adequate. Such as are on offer here, https://cpc.farnell.com/search?st=12v power supply&gs=true

Ray, I think you are adding confusion here, Bluestag has clearly described his switches, (they sound like typical telephone switchboard items) and that they comprise a stack of SPDT contacts. Whilst these types of switches did occasionally have make before break contact sets it doesn't matter if they are being used as SPST to operate servo drivers such as Megapoints.

And there are a number of sellers of suitable servo mounts for this application, Wizard models/MSE for one and Dingo mounts for another.

The League has not dissappeared, just changed its name slightly. See https://www.lrta.org/about-lrta/history/

Just had some gruesome pictures on the evening news. Must be the worst rail accident of the last few years, both for fatalities and injuries, they were putting injuries at over 1000, and apparently a 3 hour drive to hospital.

The word normally is clearly used with two meanings in that one diagram note, hence Paul suggesting that one of them could be 'usually'. Usually is a bit vague and we don't really have another word to replace normally in this scenario. The ambiguily would have been avoided if the fpl levers had been arranged the opposite way so that they were left normal when the GF was locked up. I can't see any reason why it was not done that way. Only the slot lever needs to be left in Reverse to maintain the convention that a signal or slot lever is normal when the signal or slot is on. My "very unlikely circumstance." is just referring to the probability of the drive for the Wenford end of crossover 7 being out of adjustment and the points thus standing open at the very time when the trap is needed for a runaway. It may well have been the gradient that drove the decision to have a bolt. The drawings offered don't actually show whether the fpl also had a lock bar, since the points would never be locked when in use as facing points there would be no need for a bar except for the theory advanced by Becasse. Bars are not usual for a GF as the operator is on the spot and expected to see that the train is clear. For the Main box here it appears that there is track circuit locking rather than bars. Is there any evidence that a bar was provided for fpl 8?

No mention of layouts at all there, I would not be happy paying $45 for a couple of lines of secondhand stalls either.