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Dhu Varren

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Dhu Varren last won the day on January 22 2018

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About Dhu Varren

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    Scotland

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    UTA/NIR

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  1. The original Hornby Mk 3 coaches were introduced in 1977. The window strip had seven windows with raised window frames. They were also shorter than scale by one window, to allow for use on train sets with 1st radius curves. In 1984 new window strips with eight windows were fitted. The new strips did not have raised window frames, the frames being printed onto the strip. In 1999 the 'shortie' Mk 3 was replaced by the current scale length model, which was basically a retooled Lima Mk 3.
  2. One advantage of owning a Lokprogrammer, which has not been mentioned so far, is the ability to reblow Loksound decoders by email. If you have a spare decoder, a number of suppliers of sound decoders, including Wheeltappers, will supply the sound programme of your choice as an email attachment. This eliminates the need to send the decoder to them by post for reblow, saves the cost of two lots of postage, and the possibility of the decoder getting lost in the post. All you need to do is to contact the supplier, give them the serial number of the decoder, make payment, which is usually cheaper than the cost of the supplier doing the reblow, and you will then receive the file by email. The file provided will only work on the decoder whose serial number you have provided, and the sound content cannot be adjusted, just like a new decoder supplied with sound, but all other facilities, such as CVs and function mapping are accessible for adjustment, My most recent purchase by this method was the sound file for an NIR 80 Class from Wheeltappers, which incidentally, is very good. After loading it, I discovered that some sounds were appropriate for the 450 Class and not the 80 Class. However, a quick email to Wheeltappers explaining the problem resulted in a new file being emailed within hours, with the correct sounds.
  3. I also use this method for producing decals. However, if I have a lot to do, I lay them out on a Word document to fill an A4 sheet, save it, copy the file to a memory stick, and go to my local print shop with a sheet of decal paper for Laser printers, and get them to print the sheet. I take my own paper as the decal paper used by print shops may not be suitable for models with raised detail and complex curves, as I found out once. The advantage with laser printed decals is that they do not run when immersed in water. An A4 sheet of decals is also relatively cheap to get printed.
  4. Unmodified Hornby locos are notorious for poor running, especially on DCC. I have fitted decoders to numerous Hornby locos, both steam and diesel. Two days ago, I fitted a decoder to a Class 29 belonging to a friend, and although the motor ran perfectly on the workbench, once on the DCC track it would not budge. Investigation revealed two problems. The first is a problem I have dealt with before, and that is over oiling, particularly with steam engines. In the case of the Class 29 the driven wheel axles were swimming in oil. Too much oil acts as an insulator and affects electrical pick up. Removing the wheels and axles, cleaning off the excess oil and refitting the wheels cured that problem. Whilst doing this, I noticed that the axles on the trailing bogie were showing signs of arcing where they contacted the metal chassis block. The axles were cleaned up with a fibre pen and refitted. The loco ran better this time but still needed the odd shove. I noticed that by pushing gently down on the loco, it ran OK. I decided that the basic Hornby diesel loco is too light and pick up is poor as a result, and can cause arcing at the axles, thus making the problem worse. The answer was simple, add more weight. A suitable weight was fitted, and hey presto, the loco runs perfectly. The extra weight also helps with keeping the wheels and pickup axles clean. Three things that DCC operation requires. 1. Clean track. 2. Clean wheels. 3. Good power pickup.
  5. I watched that video too, very painful to watch. I have tried various methods of removing numbers with varying degrees of success, but my favourite, particularly for Hornby locos is cocktail sticks and enamel thinners. The thinners softens the number, and It can be tedious, but does not damage the paintwork as the tip of the cocktail stick keeps the rubbing localised on the number. You have to keep wetting the number with thinners during the rubbing, as the thinners tends to evaporate. All you should be left with is a shiny patch which is ideal for applying new decals.
  6. The photo in Irish Railway Rambler is actually dated 28 June 1998, not 1994 as stated. This would suggest that the large yellow panel, together with the renumbering to 8113, happened in 1998 or 1999.
  7. Photo of 113 with small yellow panel in Irish Railway Rambler dated 6 July 1994. Photo in Irish Traction by Colm O'Callaghan shows 8113 with the large yellow panel at Drumcondra dated 16 Nov 1999.
  8. Indeed it is Grosvenor Road goods yard. There are a some pictures in Norman Johnson's book 'Parting Shot', one on P51, one on P96 & one on P140, the last two taken from the opposite direction, but showing the same features such as telegraph poles, yard lights and the leaning pole near to the large building on the right, the gable end of which shows up on the P140 picture, and not so clearly on P96.
  9. If it is of any help, in the IRRS journal for Autumn 1964, in 'Coaching Stock of the NCC', these coaches are described as seating 5 1st class , 8 2nd class and 24 3rd class passengers. There was a lavatory to each compartment, but no corridor. Apart from the 1st class, I just can't figure out what the seating arrangements could have been
  10. I think you will find that the 9ft 9in width refers to the width over the Guards Lookout Duckets. The coach body width remained at 8ft 6in.
  11. PRONI Maps have OS maps of the period. Below is a couple of screen grabs, one for 1900-1907, the other for later.
  12. It is not a problem mixing Insulfrog and Electrofrog points on a layout. From a wiring point of view, the simplest way is to treat them all as being Electrofrog.
  13. You have done a superb paint job there. Unfortunately, there are one or two errors, including JHB's observation about the gray band above the windows. Another omission is the black band along the bottom of the side in line with the step recesses. My third observation is the ends of the roof, which should be roof colour down to a line on the coach end in line with the gutters. The coach you have used is the earlier Mk 2/2a, none of which were ever used by NIR. NIR used the Mk 2b/2c which were different. The Mk2b/2c had an extension of the gutters round the coach end to the gangway. This was needed due to the 'wrap round' doors fitted to the Mk 2b/2c. The Mk2/2a had traditional doors fitted, and gutters were not fitted to the ends. This can be seen on some RPSI coaching stock of Mk2/2a design, obtained direct from BR sources, where the roof colour is carried down to where the gutters would be on the Mk 2b/2c.
  14. I used BR Grey (from the old blue/grey livery) for the grey. The blue is Revell 52, which is a dead ringer for the blue of the MM NIR locos. So much so that when I renumbered 8113 to 111, I only had to respray the cabs, as the paint colour matched the rest of the body perfectly.
  15. I have used the supplied close coupling bars with my fixed rake of 'Ferts' but the 'Beer Keg' wagons will be used in mixed freight trains, which include some extra 'Ferts', so I wanted them to have tension lock couplings for shunting purposes. I have also fitted the Bachmann 36-061 couplings to my baby GMs, and other MM locos, to reduce the gap between locos and wagons.
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