MÄRKLIN H0 conventional driving and electromechanical automatisation
The Prototype Märklin-H0-Knowledge Layout-Building Modelstock
Märklin-H0-Knowledge A: The very first basic knowlege about conventionally controlled Märklin H0 model railways A19: Siding tracks — parking spaces for locomotives and wagons
The original question that led to this article was: How do I make the locomotive stay on the siding while I run another one? It has turned into a substantial piece. Contents: A) The switchable siding — simplest installation. B) Definition of "siding” C) A siding at a station. D) The driving voltage zones — minimum circuits without signals, (manual section switching and transition circuit) E) The assignment of the track zones to the controllers (manual assignment switching) F) Automatic circuits of the controllers between the track areas depending on the turnout’s positions (automatic assignment switching) G) Signalling H) Electrical circuits with signals Let's go... A) The switchable siding You also need: 1^st a center conductor insulation (depending on the type of track, see article "Driving with several transformers...") 2^nd a power feeding track and 3^rd a control panel (see article "The Evolution of Märklin command and switch panels") or another switch for switching on and off. The installation location of the centre conductor insulation is marked in the picture with an insulation sign "Märklin 5015". After installation of the insulation, the siding is de-energised. A locomotive only moves so far into the track as long as its slider has contact with a stut contact BEFORE the insulation. If the slider is completely on the insulated stut contacts, it stops. In order to be able to drive inside the insulated track, you have to install a power feeding track there. This siding is not connected directly to the transformer, but a Märklin switch panel or a switch from the accessory trade is installed in the red line. The brown earth line is connected directly to the transformer. The control panel shown here is a "Märklin 7210" (1962 - 1994). The predecessor "Märklin 475/4" (1950 - 1956) or "7070" (1957 - 1961) can be used too… ... or one of the newer switchboards "Märklin 7274" (2000 - 2004) or "Märklin 72740" (2005 - today). Disadvantage of this simplest circuit If a locomotive is parked in a siding and a wagon with a slider is pushed into this switched-off track, the slider bridges the isolation and the parked locomotive moves. A — not optimal — solution for this is an additional piece of track at the beginning of the siding that can be switched off and is longer than the longest slider. This way the slider can no longer make a connection. However, you now have to operate two switches if you want to switch the siding on or off. It is better to divide the siding into several zones by insulating the center conductor in several places and installing several power feeder tracks. This way you can then park one or more locomotives and still park wagons — even with sliders — in front of them. The brown connection lines are all combined. The installations described so far are the minimum. On the subject of sidings, however, I have thought of much more. That's what the rest of this page is about. In order to describe the things related to sidings in a clear way, I have constructed a (small) example. I hope that you can draw conclusions from it for your own layout. In the course of the development of this article, further thoughts and ideas have constantly flowed in, so that the track plan and the details have become somewhat more complicated than originally intended. The descriptions are intentionally as detailed as possible so that as much expertise as possible is conveyed.
B) Definition of "siding” (Source: Wikipedia) A siding, in rail terminology, is a low-speed track section distinct from a running line or through route such as a main line, branch line, or spur. It may connect to through track or to other sidings at either end. Sidings often have lighter rails, meant for lower speed or less heavy traffic, and few, if any, signals. Sidings connected at both ends to a running line are commonly known as loops; those not so connected may be referred to as single-ended or dead-end sidings, or (if short) stubs.
A siding is a track — often a stub track — used to accommodate rail vehicles that are not needed. This can range from a few hours' storage to the permanent parking of decommissioned vehicles. Sometimes this is also understood to mean tracks for train formation, often parked passenger trains are also cleaned or preheated here. Sidings are not used for train movements beyond the station and are therefore considered non-main tracks. The following are not considered as sidings · Platform sidings where trains are parked for boarding and alighting, · loading sidings for loading and unloading, and · evade and passing sidings where one train waits for another. If the stub track is not only used for parking but also for turning trains, i.e. turning for the return journey on the other track of a double-track line, this track is also called a reversing track. Track boundaries A siding begins behind a turnout. A siding ends before a second turnout or at a buffer stop or similar obstacle that is suitable for stopping a slow-moving wagon in an emergency. The German Wikipedia article about buffer stops shows variants, including a sleeper cross and a gravel or ballast bed as an obstacle. Track spacing If the siding is intended solely for parking and not for any treatment of the vehicles, the track spacing may be relatively narrow. If the siding is used for work on the vehicles, the distance to the next track must be large enough for people and equipment to have sufficient and safe room to move. There may even be a narrow footbridge or platform to facilitate access.
The type of turnout determines the track spacing. (Examples with M-tracks, centre distances):
Extreme and negative example: THAT is possible, but definitely too narrow.
My “small” example: C) A siding facility at a station. This can be a local goods station or also a works siding. The processes of a station are described. We disregard the signals for the time being to keep the description and circuit simple. The signals shown here only serve as markers for the description.
What was I thinking about? Station track 1 is the through track of the single-track line. It is not intended for shunting. Through trains remain on station track 1. If station track 2 is free, a train waiting on station track 1 can be overtaken or an oncoming train can be let past, the expert says: the trains "cross" (taken from German, correct in english?).
Station track 2 is therefore used for train movements, but also for shunting. Since individual wagons or groups of wagons without locomotives are occasionally parked on station track 2, this track is closed off from station track 1 by "catch turnouts", turnout 2 and turnout 9. Wagons that accidentally roll off cannot get into station track 1 and endanger traffic. In German we call them (translated) protection turnouts. So I use this term in some of the following graphics.
Siding 3 for a shunting locomotive is connected to station track 2 with turnout 7 and turnout 8. It can also be used for shunting individual wagons. The slightly longer piece of track between turnout 8 and turnout 9 is used for this operation.
A siding group with three sidings 5, 6 and 7 and a pull-out siding 4 branches off from the station track 2 with turnout 6. When the shunting unit is completely behind turnout 5, this can be switched to pull-out track 4. The shunting unit is then enclosed and turnout 6 is then straightened so that train traffic is no longer obstructed. Turnout 5 then serves as a catch turnout against unintentionally departing wagons.
The wagons that are to enter the siding group have previously arrived as a train journey in station track 2. After the train movement has officially ended in front of one of the main signals at station track 2, the train set or parts of it become a shunting unit. It is irrelevant whether a shunting locomotive or the train locomotive performs the shunting operation. If the locomotive in siding 3 is to perform the shunting operation, turnout 7 or turnout 8 must remain clear. Pulling the train locomotive and bringing a shunting locomotive can be defined as shunting operations inside the station or as train movement (locomotive train) from/to outside.
D) The driving voltage zones — minimum circuits without signals (manual section switching and transition circuit)
Controller 1 of the through line still retains its purpose. Station track 1 (white) is connected there and the continuing tracks to the right and left. Station track 2 (blue) and siding 3 (orange) get their own controller 23. The siding group (yellow and green, tracks 4, 5, 6 and 7 with connecting turnouts) gets its own controller 4567, so that the station track 2 (blue) can continue to be used independently, while shunting takes place in the siding group. The earth connections of all controllers are connected via the rails. If you use ready-made power feeder tracks in the sidings, the brown lines are all connected together. Alternatively, it is sufficient to solder or clamp a red wire to the centre conductor of a normal track section. The centre conductors are insulated at all points where the track sections change colour in the track plan above. On the subject of insulating the centre conductors, see the article "Running with several transformers...". For siding 3, the running voltage is connected to controller 23 via a switch on control panel 3. In this way, siding 3 can be switched on or off and a locomotive can be parked there. (section switching) The centre conductors of the green tracks 4, 5, 6 and 7 are connected to controller 4567 by means of the switches of the control panel 4567. In this way the pull-out track 4 and the sidings 5, 6, and 7 can be switched on or off and locomotives can be parked there. (section switching) Section switching: The driving voltage supply of track section become swiched on or off manualy or automaticly. An example for a manually section switching is a siding for locomotives. An example for an automatic section switching is the track section in front of a Märklin signal, which is swiched on or off by the signal. Disadvantages of this simplest circuit 1^st disadvantage: If a locomotive is parked in a siding and a wagon with a slider is pushed into this switched-off siding, the slider bridges the insulation and the parked locomotive moves. See above. 2^nd disadvantage: You have to work with two controllers when the locomotive changes the area. (transition circuit) Transition circuit: The transition of a locomotive from the function area of one controller to the function area of another controller. The speed of the locomotive or the brightness of the lights of a wagon will change, because nobody is able to adjust two controllers identicly. The current pickup connects both areas, so unexpected effects may occur. Remark: I am talking about "controllers" here. There are controllers that do not contain a mains transformer, but are connected to a transformer.
For example the Märklin controllers 6600 and 6699 are only controllers, they do not contain transformers, but they are connected to transformers and are advantageous in shunting when running very slowly (NOT with digital locos).
For example, under the brand "TITAN" there were transformers for which there were additional controllers to plug in. One transformer for several independent tracks. My favourites. I present them in the article "How many transformers do I need — and which ones?” Attention: If you use several transformers at the same time, see the article "Driving with several transformers — danger due to incorrect connection"!
E) The assignment of the track areas to the controllers (manual assignment switching)
Manual changeover switches are not a Märklin product. However, in 1995, the first year of delivery of the 7274 control panel, Märklin apparently built it with changeover switches; at least that is what the 1995 catalogue says. See “The evolution of Märklin command and switch panels”. To move from station track 1 (white) to station track 2 (blue), you set the change-over switch R1 ‑ R23 to controller 1. This way, station track 2 is also controlled by controller 1 and there is no interruption. Assignment switching: The controller to feed of the track section, where a ride shall continue, becomes assigned to the feed of the track section, where the ride currently takes place. After the transition of the train to the new area the feed of the old section becomes cut and so it becomes ready for new use by another controller. For the journey from station track 2 (blue) to the siding group (yellow) set the change-over switch R1/R23 ‑ R4567 to R1/R23. This way the siding group is controlled by the same controller as station track 2 and there is no interruption. With this circuit you can drive from the track to the siding with controller 1, if you set the change-over switches this way. It is also possible to couple this switch with the turnouts. However, this is rather a topic for advanced users, but I will show it here anyway...
F) Automatic circuits of the controllers between the tracks areas depending on the turnout’s positions. (automatic assignment switching)
The functions of this circuit: 1^st: controller 1 always operates the white track, i.e. the mainline tracks and station track 1. If turnout 1 and/or turnout 10 points to station track 2, controller 1 is also switched to the blue area. This way, the train can be controlled from the mainline into station track 2 without interruption. The protection/catch turnout 2 is set together with turnout 1 and the protection/catch turnout 9 together with turnout 10. 2^nd: controller 23 operates the blue track when turnouts 1 and 10 are both straight ahead (see 1^st). If turnout 7 and/or 8 point into siding 3, the controller currently responsible for the blue area also applies to the orange area. This way, a locomotive can move from the mainline into the siding 3 without interruption. When the turnouts 7 and 8 are set straight again, the siding 3 is de-energised. (Turnouts 7 and 8 are switched together in this circuit, both straight or both branching. The disadvantage of this is that if a train is on turnout 7 and the shunting locomotive is to run over turnout 8 onto station track 2, turnout 7 is set under the train. In the rare case, the turnout’s blades can get stuck with a wheel set. After the shunting locomotive has arrived on station track 2, turnouts 7 and 8 are set straight again and the wagons are not in danger of derailment). 3^rd: Controller 4567 operates the siding group when turnout 6 is straight and turnout 5 is branched. If turnout 6 points to the siding group, protection/catch turnout 5 pointing to turnout 6 must be set straight. Therefore, both turnouts must be switched together. If turnout 6 points to the siding group, the controller currently responsible for the blue area also applies to the yellow area. Therefore, in an extreme case, a train can run via controller 1 without interruption into a siding 5 to 7. 4^th: The running voltages of tracks 4 to 7 are switched on and off manually. Description of the components: 4 universal remote switches "Märklin 7045" are used here for automation (7245 and 7244 also work, of course, or bistable relays of other brands. See article "The relatives of the Märklin universal remote switch"). Controller 1 primarily feeds the line tracks left and right and the station track 1. Additionally a red wire leads from its connection B to the two universal remote switch W1+2>G2 (the designation means turnout pair 1+2 controls supply of track 2) and universal remote switch W9+10>G2 (turnout pair 9+10 controls supply of track 2). If turnout pairs 1+2 and 9+10 are even, controller 1 applies to the mainline and station track 1 and controller 23 applies to station track 2 and, depending on turnouts 7 and 8, siding 3. If the turnout pair 1+2 or/and the turnout pair 9+10 is/are branching, controller 1 applies to the mainline and the station tracks 1 and 2 (and the siding 3). The turnout pairs 1+2 and 9+10 are set independently of each other via one button pair each of the control panel W1+2/9+10/7+8. If the turnouts 7 and 8 are branched off, track 3 is supplied by the same controller that is currently responsible for track 2. A pair of buttons on the control panel W1+2/9+10/7+8 switches turnouts 7 and 8 together and the universal remote switch W7+8>G3 (turnouts 7+8 control the supply of track 3). Turnouts 6 and 5 are switched together in the opposite sense via a pair of buttons on the W3/4/5+6 control panel: Turnout 6 branching and turnout 5 straight or turnout 6 straight and turnout 5 branching. At the same time, the universal remote switch W5+6>G4567 is switched so that the siding group is supplied by the same controller that is currently responsible for track 2 when turnouts 6 and 5 point into the siding group, or by controller 4567 when turnouts 6 and 5 block the track connection. With the control panel 4567 the pull-out track 4 and the sidings 5, 6 and 7 can be switched on and off individually. This way a locomotive can be parked in the track and additional wagons can be placed in front of it. Coupling these tracks with the corresponding switches would prevent this. If you don't want to park a locomotive, you don't need a switch-off. The yellow power supplies for the turnout lanterns and the universal remote switches are connected to the nearest controller in the plan (connection L). The brown earth wires are routed here in a straight line to the track(area) for which the controller is intended. The brown wires at the current feeder tracks of the sidings, which are not shown, are all routed together around connection 0 of the transformers. G) Signalling Why, when and where do signals have to be placed at the siding in the prototype? Whether the passing of the turnout is controlled by signals depends on the operational conditions: If the turnout does not lead into a track controlled by the signal tower and is set by the shunter on site, no signals are necessary. The shunter has control over the turnout and its route. If the turnout is set by an signal tower, protection signals or wait signals belong at all three approaches, the locomotive driver must follow the instruction of the signal tower:
o a switchable protection signal Sh0/Sh1 as a form or light signal (Märklin calls it a track blocking signal, see the article "Märklin H0 Signals — purpose and function").
o a wait signal Ra11 in the area of the Federal Republic of Germany before 1990 and Ra11a in the area of the former GDR. Wait signals were never in Märklin's programme. There are suppliers who offer wait signals that are very true to the original. There are waiting signals as simple "sheet metal" signs and also with lighting and/or as a combination with the light signal Sh1.
At the end of a stub track there is usually a protection signal, usually to the right of the track, but also sometimes on the buffer beam.
At a siding there is usually the protection signal Sh0. At a stub track, where train movements end, there is usually the protection signal Sh2.
At night, a protection signal may be illuminated, Sh2 may be replaced by a red lamp or a red lamp may be integrated in the sign. This marks the end of the permitted usable track area.
The track plan then looks like this with signals: The designations of the tracks, turnouts and signals follow the usual Deutsche Bahn rules for station tracks.
A station begins at the entrance signals A and F. In the direction of the kilometre count of the line, the Esig is called A, against the count direction F. The approach signal n at the Esig A announces the position of one of the exit signals N1 or N2, depending on the turnout’s position, depending on the route. Accordingly, the approach signal p announces the position of one of the exit signals P1 or P2. Recommendation: For understanding please read the article "Märklin signals — purpose and function". Station track 1 is the continuous track of the single-track line. It is not intended for shunting, therefore only main signals, the exit signals P1 and N1, are located here. In the direction of the kilometre count of the line, the exit signals are called N…, against the counting direction P…. The digit is the track number, so the exit signal at track 1 in the kilometre counting direction is called N1, against the direction P1. Station track 2 is used for train movements and also for shunting movements. Therefore, both main signals, the exit signal P2 and N2, and the protection signals 2^I to 2^VI, are present at this track. Protection signals are numbered with the track number and counted through with superscript Roman numerals in kilometre counting direction. It would be correct to place protection signals between turnouts 6 and 7 in both directions. For space reasons, I have decided that the station regulations stipulate that the protection signals 2^II and 2^III apply to both turnouts together. Track 3 is protected at both ends with protection signals 3^I and 3^II. The siding group is secured with protection signal 4. H) Electrical circuit with signals We assume that all turnouts and signals are operated individually or in functional connection via control panels. The coloured track sections are connected to the train control of the neighbouring signals and are temporarily without running voltage. The conditions are explained below.
An arriving train that is to be dismantled here must first pass one of the entrance signals A or F. With Hp0 = stop commanding entrance signal, the red track in front of it is de-energised due to the "train control" (see article "Märklin signals — purpose and function") and the train stops. The distant signal n at the entrance signal A is connected to one of the exit signals N1 or N2 via a universal remote switch according to the set route and signals synchronously with it. The distant signal p at the entrance signal F is connected to one of the exit signals P1 or P2 via a universal remote switch according to the set route and signals synchronously with it. The circuits of distant signals at entrance signals is described in the article "The single-track main line — controlling two-way traffic with signals". A shunting locomotive is parked in siding 3. The red area of siding 3 is connected to the train control of the protection signals 3^I and 3^II. The power supply comes from station track 2, so the locomotive is parked when both protection signals show Sh0 = stop! No driving and can move when one of the protection signals shows Sh1 = driving ban lifted. You can put turnout 7 with protection signal 3^I on the same control desk contact, as well as turnout 8 with protection signal 3^II. Switching one of the turnouts to siding 3 would then make the locomotive ready to run. If the arriving train comes from the left, turnout 1 and protection turnout 2 are set branching, protection turnout 9 and turnout 10 straight and turnouts 6, 7 and 8 straight. If the shunting locomotive from siding 3 is to take over the shunting job, the train must stop in front of exit signal N2 in such a way, that turnout 8 is free after the removal of the locomotive. The isolated zone (red) in front of exit signal N2 is designed for the regular stop in front of the signal. For the early stop on turnout 8 one has to switch the orange area from the general supply of station track 2 to the red area via a control panel. The red area of signal N2 is thus enlarged by the orange area.
When the way and the stopping point have been set, the protection signals 2^II and 2^IV are set to Sh1 = driving ban lifted, and then the entrance signal A is set to Hp2 = slow running and the train enters station track 2 from the left. The train passes the exit signal P2, which shows Hp0 = stop for the opposite direction, and the protection signal 2^I, which shows Sh0 = stop! No driving for the opposite direction. Normally, the red track of these signals would be de-energised. Because the turnout 1 points to station track 2 and the entrance signal A commands Hp2 = slow speed (these are the conditions), this track section is supplied with traction voltage via a universal remote switch, so that the train can pass the signals. The circuit for passing a signal showing stop in the opposite direction is described in the article "The single-track main line — controlling oncoming traffic with signals". The train reaches the exit signal N2, which shows Hp0 = stop, and stops in the red or orange track in front of the signal. The just passed entrance signal A is set to Hp0 = stop. This prevents a following train from entering this track area. When the turnouts 1 and 2 are set straight again, the entrance signal A can be set to Hp1 = drive or HP2 = slow drive, if operationally necessary. Turnout 1 should be blocked now against switching to as long as station track 2 is occupied. The exit signal N2 officially ends the train journey here. As shunting movements also take place in this station track, the protection signal 2^IV is in front of it. The train controls of both signals are connected equally at the red track area. If the shunting locomotive from siding 3 is to take over the shunting job, the train’s locomotive uncouples and goes forward to exit signal N2 by switching the orange area back to the general supply of the track. It reaches the red area and comes to a stop again. In front of the exit signal it can wait, if it is to take over a new train here, or be sent back on the track as a locomotive train. If the protection signal 2^IV is set to Sh1 = driving ban lifted, the locomotive can also go forward into the protection track. By changing the protection signal 2^IV to Sh0 = stop! No driving, the red track area is de-energised again and the locomotive is parked. If the locomotive is to carry out the shunting job, it remains coupled to the train.
When the arriving train comes from the right, turnout 10 and protection turnout 9 are set to branching, protection turnout 2 and turnout 1 are set to straight and turnouts 6, 7 and 8 are set to straight. When the track is thus set, the protection signals 2^V and 2^III are set to Sh1 = driving ban lifted, and then the Esig F is set to Hp2 = slow running, and the train enters station track 2. The train passes the exit signal N2, which shows Hp0 = stop for the opposite direction, and the protection signal 2^VI, which shows Sh0 = stop! No driving for the opposite direction. Normally, the red track of these signals would be de-energised. Because the turnout 10 points to station track 2 and the entrance signal F commands Hp2 = slow speed (these are the conditions), this track section is supplied with traction voltage via a universal remote switch so that the train can pass the signals. The train reaches the exit signal P2, which shows Hp0 = stop, and stops in the red track in front of the signal. The just passed entrance signal F is set to Hp0 = stop. This prevents a following train from entering this track area. When the turnouts 10 and 9 are set straight again, the entrance signal F can be set to Hp1 = drive or HP2 = slow drive, if operationally necessary. The exit signal P2 officially ends the train journey here. As this station track is also used for shunting, the protection signal 2^I is placed in front of it. The train controls of both signals are connected equally at the red track area.
If the shunting locomotive from siding 3 is to take over the shunting service, turnout 8 must be free. If necessary, the train must go forward a little as a shunting run. For this purpose, the protection signal 2^I is set to Sh1 = driving ban lifted and the locomotive pulls the train forward as far as the protection track allows. The locomotive is uncoupled and can wait here if it is to take over a new train here, or be sent back on the track as a locomotive train. If the protection signal 2^VI is set to Sh1 = driving ban lifted, the locomotive can also go forward into the protection track, if it is not already there. By changing the protection signal to Sh0 = stop! No driving the red track area is de-energised again and the locomotive is parked. If the locomotive is to carry out the shunting work, it moves from the left end of the train via track 1 as a blocking run to the right end of the train.
For a shunting run, the protection signals on the route in the direction of travel must be set to Sh1 = driving ban lifted. The (shunting) locomotive pulls the train or a part of it to the right until turnout 6 is free. If there is no locomotive in the protective track at turnout 9, the train can be pulled to the buffer stop if the protection signal 2^VI is set to Sh1 = driving ban lifted and thus the red track area becomes passable. If it is regularly necessary to drive into the red track area BEFORE the protection signal 2^VI, but not past the signal, the track section in front of the signal (but not turnout 9) can be supplied with traction voltage via a switch, just like the orange area. When the shunting unit has cleared turnout 6, the protection signals 2^II and 2^III are set to Sh0 = stop! No driving. Then turnout 6 is set to branching and protection turnout 5 straight and turnouts 3 and 4 as required and then protection signal 2^III is set to Sh1 = driving ban lifted again. The protection signals 2^II, 2^III, 2^IV and 2^V have no electrical influence on driving. They are set up for regulatory reasons and must therefore be set and observed.
The locomotive pushes the shunting unit into the target track. If the shunting unit is longer than the target track, it is separated at a suitable point and the locomotive pulls the rest back. Turnouts 3 and 4 are set as required and the rest of the shunting unit is pushed into the set track. If station track 2 is now empty and the shunting unit has moved far enough into the siding group to allow protective turnout 5 to be switched, then protective turnout 5 is set to branching and turnout 6 is set straight. The shunting unit is thus enclosed and the station track 2 is free for other train movements.
The Prototype Märklin-H0-Knowledge Layout-Building Modelstock
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