Phil S

2-part answer: 1/ Search on the web and you will find, as I did, when I bought one recently, someone has converted and chipped the electric locomotive with 2 motors - by replacing the motors. He quotes quite high currents for the original motors !??? - possibly due to the 2 in parallel. As a result he had a more complex problem - and higher cost. 2/ I converted the BR52/OBB 2-10-0 and used just a simple 10GBP Hornby 4-wire decoder !! - not the 'best choice' but a cheap experiment which works... At present I have not converted or reconnected the lighting - I usually change this to LEDs at the same time, but not yet. Partly because I have not yet worked out how to open up the tender (tub tender design) to access the rear dummy lighting, to install something that works. I kept the conversion as simple as possible (unusual for me 8-) ) - hence the 4-wire only version of the basic Hornby decoder, at 10GBP from Hattons - no other wires in the way. I have 'mounted' (floated, more appropruate description) it directly above the 'worm drive' ( a novel method - wire round round the 3mm shaft - I have seen this use for insert threads in plastic cases before, but never as a worm drive - but it works!) This way I was able to install it in the top part of the firebox, and make no other modifications - no metal weights to shrink for space, and no multiplicity of wires across to the tender (that I have not yet opended up) I found the motor was only taking quite a low current - hence being able to use the Hornby decoder, I think I recall measuring 300ohms which is quite high for motor resistance - Even without CV5 available, the speed range is not excessive. Test run okay on RocoGEOline R3.

Responding about my high-level APT-E....(RSJ-mounted 8m x 840mm loop above head head in our loft). PhilS: A perspex edge would get in the way of viewing the train! There are no points on the high level loop to cause derailments - it is the human hand when adding or removing tightly coupled stock that is the greatest risk. No obstructions means it is easier to clean the track too. The turns at each end, where there is a higher risk than on the straight lines, have the benefit of being on polycarbonate roofing sheet - translucent to show any obstruction. Incidentally, the downlighters, between the flat round fluorecents, are LED not halogen - to avoid melting any plastic structure stopping / laying on the polycarbonate, as well as for economy. I don't think the building inspector would appreciate a section of the RSJ being made 'removable' - neither does it offer the means for attachment of unwanted barriers ! Caternary would have posts on the far side only, and be 'surface mounted' - no holes. One reason why nice looking Rocoline ready ballasted track was used - ballasting above ones head is not a task I fancy! [As a result of using this track, I changed to building the rest of the layout below with Rocoline-with trackbed - no mess, and fishplates that conduct.] I must run the Roco ICE camera train around it sometime, to see it from driver's eye level 8-)

The picture shows my Rapido/NRM 00 APT-E running on the high-level track above my head in the loft (the track being on the RSJs supporting the roof): With Rocoline ready-ballasted track, and their Radius 3 (r=420mm) 180 degree bends either end, the APT-E (or another train) can be left to run-in whilst work progresses on the layout below. Managed to join the 2 parts of the rake above my head this morning; Joining the coaches is a bit tricky - even at normal height. Sound of a jet engine running around ones head gets a bit much after a while, but nice to see it running and on the high level line (146 diving out of the way) rgds Phil FYI: Green light below track in the right-distance is the trackpower monitor LED. One of the Velux window openings can be seen below the RSJ height on the left. The radius available was, of course, dictated by the separation of the RSJs - giving an 8m x 840mm oval. This high level loop was the first Rocoline track I used: from the digital start sets - ready ballasted with the rubbery base gives quiet running and no mess. The TV/monitors in shot are used to show Video Camera images of the layout, or the track plan, when the layout is running (or listen to Radio4extra as in picture) A backscene might be added eventually.

A possible 'problem avoidance' 'solution': If the accessory decoders are on an accessory dcc bus fed from the (Z21/central unit - on the basis that THEY do not generally expect any short circuits, and the TRACK dcc bus distributions are fed via PSX's or equivalent due to the likelihood of shorts occuring with derailments and overrun points ( possibly the equivalent since reports of PSXs recently bought appear to have differing time-response behaviour -suitability needs to be rechecked ) - so that the main unit remains active despite the trqck-short, then MAYBE the faut will not occur. ... it depends how it responds to the 'glitch' when the short starts....???

A thought on the possible reason for a difference in behaviour between 'speed table' and 'non-speed table, which might affect (presumably does with some decoder software codings): Since the 'normal' speed calculaton is based on starting voltage CV2, (mid voltage if used) and max voltage CV5 ... suggesting an algorithm using those values plus speed step, and then affected by the acceleration and decelleration CVs 3,4 ..... the calculation of back emf modifying it probably fits well. When using the speed table entered by a user/ step values from the manufacturwr, presumably the calculation need to be based on the ADJACENT SPEED STEP values only, and this is likely to be 'lumpier' than a calulation derived from the 'whole' (or half, with mid value) speed range. Perhaps, when devoting time and effort to coding, they assume that if a user is choosing to specify their preferred speed at each and every speed step, then they do not want it 'overidden' by a back-emf calculation ???

The continental manufacturers changed to using 16V bulbes instead of '12V' bulbs when they went digital... soon after Zero-1 started to be followed by Marklin anf Fleischmann systems etc So any bulbs placed directly across the track should now ne rated for 16V and not 12V ... but better still replaced with LEDs. I allow for 18v or 24V (G Scale) when choosing resistors The brighter..the hotter.. and bulbs intended for analogue ... not on except when moving ... can end up melting their surrounding plastic enclosures when used on the continuous track voltage of digital: eg the Bachmann Voyager head/tail lights (based on my experience with its first rerlease) particularly relevent to Roco system users still using the supplied 220:16Vac transformer in the UK where the input violtage can reach 250Vac... when no loco is running, and only the coach lighting is on, they can be seen and felt to be brighter and hotter. The solution is simple and energy saving: use a SMPS of 18Vdc 4A ... and Roco now supply 18Vdc SMPS as standard, under EC energy saving directives. (gives 16Vpeak dcc track) Batch production may have introduced changes - such as LEDs - but often only discovered on dissassembly Such as Hornby Pullmans Capacitor (and couplings) - I resorted to diconnecting the capacitors on the original batch of pullmans due to the intial surge current being too large. G Scale bulbs might be 18V (24V max in analogue) or 5V with on board regulators, so as to give constant brightness from any speed just above moving (or just below, as many locos will have had electronics requiring about 5V before mving off). LED light strips (00/H0) designed for digital will often have current limt control to maintain brightness. I strongly recommend any 'bulbs' are replaced with LEDs before using on Dgitial - because these are more energy efficient, and you are likely to have more and more coach lighting taking away 'loco power' (Micro bulbs using 1.5V are a separate issue - I do not have any ) Any coach/loco intended originally for 'analogue' will appear to suffer shortened life under digital due to the continuous supply...simply because they are on longer - hence I always replace LGB bulb loco lights with LEDs. TrainTech lighting units - which are battery powered, use motion detection to turn the lights on. I add (magnetically) Latching Relays to turn LED lighting off within a coach.for TRANSIT on some Norwegian coaches I run only at shows.

Phil: Customer communication SHOULD be through the Company Website, if not more direct by email etc .... not having to be searched out from some random choice of forum ! It does not take a lot of time to update one's own website with a simple, accurate message - even if only on a weekly basis! If the order in which models are being processed has nothing to do with when they were ordered ( a difficulty perhaps, with having to 'reorder' at whatever time the price rise and /or Sage Pay change was known but not communicated) , then this information too, should have been placed on the company website - from which the (pre-)order was originally made ! I appreciate that there is a logic in the applied sequence - but there is also logic in advising customers of when they would be likely to receive an order .... especially after such repeated delays...if it did not turn up because of the Sage Pay situation, and you only discovered this when it was too late to obtain a model, you would justifiably be annoyed! As of NOW, their website still conveys simply the following message... Pre-order Now - (DeliveryMid April 2015) Sorry for any delays. but this is beyond our control Communication is, however, not out of their control - or shouldn't be. I have now cancelled my order via Realtrack, and will simply collect the basic units in person from another supplier.

I enquired last December about the lack-of-update on the website, as the then-quoted delivery time had arrived or passed, and again in February; and that is when I heard both about the SagePay change causing old orders to effectively be cancelled - but without anyone bothering to advise customers! - and the increased price. So I duly re-ordered in February, and took the opportunity to modify the order to include dcc, sound and people (without people, a railway runs at a loss!, with Beeching's accountants, lines ran at a loss, regardless 8-) ) I'm still waiting to receive my model - the Sage Pay notification contains no details of the order, just an order reference number - the website still says Mid-April, and correspondants on this site appear t have been receiving models since March (from an initial batch, apparently) - starting with analogue models. As Kernow now have stock in their possession, and will be attending a show locally this weekend, I am planning on buying (an unfitted) one from them .... just need to disturb the despatch process first, to find which destination I am still waiting for from Realtrack, so they are not the same (the amount not having appeared on my card as of yesterday)! Some occasional updating on the website, would be appreciated by all, I am sure! (Amended to correct the date of 're-pre-ordering', when the date moved back again: having enquired in both Decemebr and February ... Writing the orignal version also overlapped the publishing here, but (still not) on their website, of the despatch order))

It might be worth waiting until Hornby have released their new detector system - outlined in the 2014 catalogue. Detection basically falls into 3 groups: Magnetic, Optical or Electrical: [ To this should be added RFid - with its identifying ability too - now cheaper than ever ] Magnetic: Magnets on rolling stock (usually locos) operate reed-relays or Hall-Effect switches in the track. Optical: Infra Red or Visible light - Beam break or reflection Electrical: Redividing your 'now unified' dcc railway into separate electrical sections - designed to monitor train position and therefore NOT NECESSARILLY in the same locations or numbers that ananlogue-cab sections may have been previously. RFid tags - supported by several software programs - provides identification as well as detection at each reader position. Other 'combined' systems - reading bar codes or similar - also offer identification as well as simply detection of 'a train'. THESE THEN have to be 'channelled' back into the 'Feedback Bus' Modules of your chosen type: Eg Lenz, Roco, MergRFid, MergCBUS, HS88...... and the network-based types .... These modules may not be inexpensive - but note - they can be totally spearate from whatever system is used to CONTROL the track .... although Railcom® actually uses the track/dcc as its return path. Railcom feedback information might come from on board dcc-fitted locos or from lineside accessory boxes (point decoders/ digital point motors etc) Cost increases proportionally with the size or complexity of the model railway. No Feedback = 'no cost' : s/w offers a glass screen with track display to operate points/signals - without position/train detection ......>> ..... all trains tracked and automated time table running possible with automatic operation of signalling and lineside asccessories including station announcements.

In response to a comment that the PC interface ('cable') for Prodigy cost 50GBP ... An alternative Expressnet Interface (Serial version) is the OpenDCC kit for about 20 Euro - easily built in a short evening. GCA139 RS232-XpressNet-Schnittstelle" - and the protocol from Lenz is open. (CromptonUK is quoting the current version with USB and network connections) [Link from Open DCC pages > hardware kits > choose a supplier - I used Hanno Bolte] - usable for Roco and presumably Hornby sysytrems too amongst many others. [FYI: Rocrail supports both the original Rocomotion (published interface), later MultiCentralePro (not for Wndows: Linux RaspberryPi, MaxOS), and Z21 (published protocol)

What is sent out by the Central Controlller varies between designs: There is a basic cycle of Loco Speed (and direction and Directional Lighting) control packets, and, if other functions are activated, addiitonal packets for the Functions in groups. Also transmitted 'when required' are packets giving specific commands to stationary decoders (accessories such as points and signals). The variations between designs are in the 'size of the basic loco stack' and precisely how they have chosen to send the accessories, when commanded. In effect, the more powerful the processor used, the more locos are likely to be in the stack ... but few controllers seem to provide this information, especially prior to purchase. An exception was the Massoth Dimax: manufacturers of many of the MTS controllers for LGB (after the initial Lenz design ?), who now produce their own range, in their own name, of dcc modules etc, as well as any still produced by them for LGB (which is now part of Marklin). The original {Lenz) LGB MTS could only select from locos 1-8, and 2 functions... 'higher level functions' - of which LGB were an early user - were originally accessed by repeated pressing of F1... with 'Serial' Decoders which counted how many F1 commands were sent .... for many years, LGB MTS has offered the standard 'parallel' function commands, but only using F1-8 via their own handsets. A great operational difficulty with the Serial Method, was ensuring the user sent the F1 pulses quickly enough, and that none were 'lost in transit' through dirty track etc. ... was that 7 or 8 pulses you sent to the loco ???? The Dimax controller offer the user a setup option of how many locos they want to include 'in the stack' / cycle: the more locos, then the slower the repeat rate, and therefore response to speed changes (which in turn will also be affected by CV3 and 4 inertia values0. My experience of the MTS Central unit suggests 8 locos are on the stack - and all can therefore be controlled and moving if there is enough current available - via a booster if necessary. The precise number can be confused at times, as many decoders (particularly for garden use?) include a memory, in the case of loss of information; and therefore after an emergency stop, it is possible that more than the 'current stack' of locos retain their function settings. This is particularly true of Sound On/Off whose status is even retained in 'analogue' by digitrax decoders. The Central Unit itself has a memory limit of 32 locos when used with a Massoth handset, but still only 1-22 plus Analogue 0 are accessible with LGB handsets. Observation of the Roco MULTIMAUS and its amplifier shows an output a cycle of 16 locos 'on the stack' to which are added packets for any of those locos which have active functions, and THEN on top of that, when an accessory is operated, a 'burst' of 15 packets is sent which repeat the Accessory command. When used with multiple handets, and/or the computer interface to software, it would be possible to send commands to more than 1 accessory 'simultaneously' /rapidly ... but I havn't monitored this. [i use an NCE dcc reader to monitor what is actually sent to the track] By contrast; the Roco MultiCentralePRO central unit appears to send a cycle of 32 locos in its stack. Reading of Roco FEEDBACK modules is a separate process which is only 'mixed in' with the Expressnet loco/accessory data on the link to the computer ... it has its own physically separate bus, and this terefore does affect the track dcc bus. A 'factor' which may have affected the decision/opinion of the person reported, is that with SOME controllers, it is easy to swap between loco and acccessory control - but less so on others!

"3)How do you connect it all up? i.e what other parts are required?" Occupancy detection can be done in 3 or more different ways ... and is only the first stage of a sequence of events in reporting back to the overall-controlling software - whether through the track (eg Railcom ®) or by a separate bus passing back through the Central Controller (eg Lenz, and some others including Roco with Rocomotion) or directly back to the computer (total freedom of choice - independant of the Controllers being used eg LDT. Detecting: 'Former analogue users' first thoughts might be 'current detection' if they still think in terms of isolated sections of track - each passing its (dcc in this case) track current through a DETECTOR, such as a Torroidal Transformer. Personally, I feel this is totally against the spirit of DCC ... which does not need track to be 'sectioned' except for reverse loops or buffer zones to analogue areas (unlikely. but possible). Only current-consuming devices are detected - eg obviously powered locos, but including illuminated coaches and brake vans. Resistors can be added to axles to make ANY chosen item 'appear' to occupy a section ... and with a large amount of stock on a layout, this adds up. Sections need to be the length of a COMPLETE TRAIN if metal wheels are used for the loco and / or stock [There ARE circumstances in which this is not the case - such as a train progessing through a series of Block Sections which can only be passed in a particular direction (ie Forwards). I consider it to be a dangerous assumption that the only conducting wheels are at the front! Push-pull trains ran in steam days as well as nowadays. Engines assisting at the rear, etc... MAGNETIC Detection: - with a reed switch - and a MAGNET mounted on the STOCK (usually a loco, but can be used to identify special wagons etc) - these provide a 'momentary pulse' when the magnet passes over the switch. At 50-300 pence per switch (as a component) and modern Neomolydenum magnets, which are also cheaply available (BEWARE CHILDREN SWALLOWING) this can give economical reliable 'SPOT' occupancly detection - eg entry, middle and end of platforms. Specifically Chosen items are detected (and in a specific part of the item - hence accuracy). OPTICAL Detection: Optical Detection can report ANY OBSTRUCTION of the line - whether a single wagon or a Big-Boy Locomotive ..... or a hand of god! With devices ranging from a simple LDR light dependant Resisitor to Infra-Red Reflected/Broken beam detectors these too can provide reliable detection, and, as with the Magnetic detection, is completely electrically separate from the track signal. problems can occur in 2 areas: changing light levels (eg sunshine and cloud cover, or Infra-Red transparency of materials used... The 'better' detectors modulate the emitted signal and compare the results, giving good detection over a wide range of lighting conditions. Beam-breaks can have very narrow beams across an entire junction - so 1 beam each side can trigger warning bells and lights for a level crossing. You may be surprised at how 'translucent' some 'black' plastics may be at Infra Red! I have found that a white self-adhesive label, placed on the underside of a tram gives reliable detection. Obviously all 3 methods CAN be used in combination - particularly for the free-addition of 'local fx' .... Rabbits popping out of Burrows, :Level Crossing Protection, resetting signals after passing, and station announcements. BUT ALL REQUIRE a means of COLLATING and FORWARDING the information back to the ultimate control device (You or your computer) Some 'other devices' include the collator with their other function(s) eg the Lenz LS100 Accessory Decoder includes Lenz's feedback bus, but their LS150 Point Decoder does NOT. For most it will be a box of 8 input 'detectors' awaiting a 'pulse' from the chosen physical detector (as above) The signal MAY pass back through the Central Controller (eg Lenz LS100 to base unit) or the RocoMotion receives the signals from a Bus of up to 20 of their '10787' Feedback Module and passes it immediately to the computer on the same interface as used to control the trains... this is how users pay for their 'free' 'Rocomotion' software IF they want Position Feedback as well as train and point control 8-), or it can be sent back via a common or proprietary independant bus eg HSI-88 bus .... but again requiring a set of 'modules' to capture the pulse(s) and forward them on request. Railcom® or Railcom+ ... supported by some, more recent, and mainly european suppliers - Devices such as the Bachmann/ESU SwitchPilot or Veissmann Digital Point Motor can send back a code to say what point has moved to where .... by using a small gap in the dcc track signal (just like Teletext was added into the Vertical Interval of analogue TV ... but in the reverse direction) Other Methods: TREADLES - mechanical detection - as also used by full-size railways eg London Underground Tripcocks, and in Marshalling yards TRANSPONDERS - whether ultrasonic 'sonar'-like localisation, or RFid .... RFid: A unque code in a tag read by a trackside Reader (provided the speed is in range) can be forwarded to a comtrolling processor - UNIQUE identity becomes KNOWN. Optical Barcode reading - a subset of the international idea of product codes - in-track sensors can identify each coded item as it passes. Hornby HAVE ANNOUNCED they will be releasing a system later this year ... no details as yet until the Patents are in place To summarise: DETECTION can be electrical. magnetic or optical, or OTHER newer technologies .... the results of which need to be COLLATED and FORWARDED by a 'Feedback Module' using a METHOD OF YOUR CHOICE - which may be the Controller Manufacturer's or Parallel to it, or Independant of it .... back to the computer software which can then modify the behaviour of the trains. EACH METHOD has its own advantages and disadvantages, problems and solutions, and costs.

As has been mentioned, this is a 'reversal' of Tri-ang's Magnadhesion, and is a follow on to the version released by Busch a few years ago with their Z-gauged track, H0 scale 'Mine' train sets - in which adheson is/was improved by laying the track over steel plates .... in the case of the starter set this was supplied as 4 'large' sheets, which together covered the entire area of the supplied oval of track. However they now appear to have progressed to including a metal strip in each piece of individual track ... a much better solution! .. and CC have now made this idea available to a wider audience As history records, the benefit of Magnadhesion was 'lost' when steel rails, and to a lesser extent, driving wheel rims/tyres, were replaced by nickel silver. The greatest effect of the magnetism is when it forms a complete closed circuit - as with keeper plates on a magnet, and once separated with an air-gap, the magnetic field then falling away with the distance, according to the field pattern. Magnadhesion used magnets mounted in the chassis and, in close-proximity, between the driving wheels, which, when steel, were in contact with the steel rails forming a closed magnetic circuit through the rails. As the magnets are mounted within the loco, they will not move in relation to the decoder or loudspeaker - and so it is only as the field pattern changes, when entering or leaving the controlled area, that an induced current is likely. A Loudspeaker has been mentioned, which originally prompted these thoughts of mine: but the design of the magnetic field in a loudspeaker is heavily concentrated across the small internal gap in which the voice coil moves... and I would suggest this is unlikely to be affected much by the additional nearby field .... certainly not if a loco is able to pull away from the end of the affected section! Of course, if the strength was that of 'in contact', there would be the risk that at the end of the 'aided section', the loco could not pull itself away! So everything is operating 'with a gap' reducing the strength ... except for attracted iron filings etc etc... The problem now being to find suitable locations within the loco to place the small and powerful Neo magnets. As the loco approaches the magnetically aid-able area, Fleming's law will tell us the direction of the induced current, and Lenz's Law reminds us that its related to the speed of crossing the lines of flux... ie the faster, the more induced current. However, even with a model Bullet Train or HS2, I doubt the induced currents will adversly affect a decoder, even if mounted low in the chassis, between the magnet and trackbed. The benefit will vary with the scale/gauge because this tends to affect proximity to the rails and the magnetic circuit passing beneath: In Busch's Mine railway there is an obvious benefit, such that the manufacturer uses and relies on it! With OO/H0 models - unless the magnets are fitted between the wheels as with Magnadhesion - you are simply using the gapped-fairly-close-proximity field from the Neo magnets (mounted as low as possible in the chassis containing the driving wheels) induced into the strips beneath the rails; and gaining downward force as if extra weight, such that a proportionate increase in frictional force is obtained for better tractive effect. Better results would therefore be likely with Code 75 rail rather than 100, or the 5mm-overall height Rocoline Code 83 Track-with-trackbed that I use .... unless I can mount the strips up, within, the trackbed itself.

Since people are mentioning the 'Booster' from Roco (10765), and quoting the rrp of 122GBP it is worth mentioning that, as before, this is the same electronics as the 10764 AMPLIFIER provided with Multimauses in Starter Sets of the past/present - the 'only difference' is the presence of a 2nd connector for looping the BUS signal through to another booster ..... ... if desired, this loop-through to a 2nd [..4th] Booster can be made simply with an external RG Y-connector, as the In/Out Bus sockets are simply in parallel with each other. WHEN USED AS A BOOSTER, there must, of course, be NO MASTER or SLAVE Controller plugged in to the Expressnet Ports ... as these are ONLY connected to the 1st Master Unit (which in this case will be the Z21). Or by opening the'764 box, the connector can be soldered in place as the holes are there for it .... a square hole then needs to be cut into the case. Note the '764 (and presumably '765 does not have Railcom built-in. Alternative Boosters are available: Eg the Bachmannn Booster, with its own 5A supply, and voltage selectable from N to G scale ranges.... this works by connecting to the track output of the Master Unit (as opposed to a TTL/ low level control signal to a booster, as used by the Roco Booster Bus connector.

Phil: The 'maximum current which can be sustained without tripping' is, of course, the normal operating limit of the booster; and I wished to emphasise that this current - which, if an adequately rated booster/supply is used, and is ONLY likely to be experienced in a fault condition - such as short circuit across the rails somewhere - is dependant on the size of the booster (therefore scale related) as well as the wiring used. For PROTECTION to WORK, it is essential that the SHORT CIRCUIT CURRENT the layout wiring can support (by having a low enough wiring resistance) is considerably more than the 'booster normal maximum'. Eg: a 1 Amp limit and 10V track voltage requires a resistance of LESS THAN 10ohms a 2 Amp limit and 10V track voltage requires a resistance of less than 5 ohms a 5 Amp limit and 10V track voltage requires a resistance of LESS THAN 2 ohms I=V/R a 10Amp limit and 10V track Voltage reqires a resistance of LESS THAN 1 ohm but a 10 Amp limit and 20V track voltage requires a resistance of less than 2 ohms (eg G Scale) (Consider this when using an 'analogue layout's wiring for DCC: Okay with a 2A controller, but not for 10A controller!) However, it is NOT true that a 'short circuit' should ALWAYS cause the booster or controller to trip! That response is heralded by analogue-advocates as a reason for NOT going DCC! - the 'Everything Stops for Tea a Short syndrome. A 'Short circuit' may be momentary, and caused by capacitors in a sound-fitted loco, for example, creating a large inrush current. Equally many Auto-Reversers rely on detecting a Short-circuit as the loco wheel bridges the join at one end of a reversing loop. For correct response, intelligence is required: a booster will accept the higher current for a set duration, which needs to be longer than the time taken for the Auto-Reverser to Flip and remove the short-circuit condition, or for the loco capacitor to charge. Using breakers like the PS-X series, in between the Booster and its Power District; by creating 'sub districts', both a lower value of fault current can be set, but also the intelligence of allowing capacitor surges. This is combined with 'automatic re-trying' which switches the power back on at 1 second intervals - allowing automatic restoration when the fault is cleared - without the operator having to physically return to the controller to Reset. ONLY IN A [sEVERE:] CONTINUING FAULT do I expect any of my boosters to trip, and therefore require manual resetting. If Progressing from a 'low power' output controller: buy an add-on booster for the track power, and then use the original output for the Accessory Data Bus to your Points and Signals (negligable current when used with LS150 decoders and similar, which use a spearate 50-60Hz 16Vac supply for their point-motor power. Then a short on the track will/can leave the accessory bus still operational; perhaps to change the overrun live frog point, and remove the short.

In choosing the 'correct' - perhaps a better word is 'appropriate' wire for a [DCC] powered layout, there are 2 basic considerations to be met: 1/ As with 'analogue-cab-control' (1 loco per section, wires direct to each section**) wire of sufficient size as to 'safely' and 'adequately' carry the expected current to the track. This obviously varies with Scale, whether Sound is fitted (and how many Watts), and Lighting for locos and stock. {** the common return may require a larger wire size, if it is sharing currents for moer than 1 loco} Allowance should be given for more current in the future - as sound is added to silent layouts, or lighting to 'wartime blackout' layouts - as its easier to 'get it right' originally, than to rewire it all later. The concern in this aspect is the voltage drop / power loss caused by inadequate wiring over long distances: size of layout therefore has a great effect! A Garden layout is likely to have to use larger wires than a table-top layout in the same scale, simply due to the longer cable runs involved. The voltage drop experienced can be measured with a Voltmeter at the distant part, with a heavy-current-consuming loco moving (eg one with sound). [Caution: for dcc, not all digital meters measure the dcc near-squarewave accurately {Fluke's do} - a bridge rectifier and DC-measurement is an alternative method.. just allow for the diode voltage drops on the rectifier]. DCC decoders should all work down to about 8V (some less), but a maximum 'drop' of only about 1-2V at full current is a better choice, allowing a margin for further losses due to dirty rails etc. In DCC, protection for/within a loco is provided by each individual decoder, inside the loco. 2/ Safety: Protection from Short-Circuits. Hurricanes may Hardly Ever Happen in Heriford, Hertfordshire or Hampshire, but short-circuits from derailments or wheels momentarilly bridging gaps at points and crossings, WILL frequently happen: enough to be considered a problem to handled. Some Short Circuits may pass unnoticed (for a while). In this case, the 'maximum possible' current will pass through the wiring, and then, as with determining the rating for 'mains wiring', the heating effect of this continuous current needs to be considered; the wire has resistance, therefore it heats up, and if this is not naturally dissipated, will increase the wire temperature so that the plastic covering may soften and melt and cause further short-circuits, if not causing something nearby to catch fire! [The worst case example from a few years ago being Wire-Wool Trees!!] An analogue dc controller is chosen to have a current rating for a 'single' locomotive (or consist) - it could be from 0.25A to 5A or more according to intended scale. 'Somewhere' above that figure, a safety cutout will operate. Old controllers may have used a bi-metallic strip - and the current this opened at will have depended on the ambient temperature. [in a physics lab where I taught, I demonstrated that the classroom bench terminals could be shorted in winter, without the trip operating!!] More modern controllers may have more precise current limits, or thermal fuses [ which can fail if left in sunshine ! ] My point is that although they have protection, it may vary considerably between controllers. The same applies to DCC - amplifier or booster: However, here the NORMAL current value is probably higher, as more than 1 loco can be 'in use' at the same time....and they are more likely to have sound and lighting Therefore, the 'Short-circuit' or maximum current which can be SUSTAINED WITHOUT TRIPPING is likely to be much higher: 2.5A,3A,5A, or 10A etc - again according to scale, and intended market. [Bachmann EZ-dcc Trainset conroller and power supply providing less current than a Massoth 1200@8 Amps]. The wiring needs to ensure that there is a/ no adverse heating effect at this VALID current. Some may conside 'expectation' may be used here, in choosing a lower rating based on eg it being old-analogue wiring 1 per section - as this makes an UNKNOWN short more likely to continue and create a problem - but may remain 'valid' if only a low-current 'starter' dcc controller is used (eg <2.5A, for example); but CAN BE VALID if Electronic cutouts of lower current are used to protect the indiviual sections. The 'Well known' and simple test is to simulate the situation which SHOULD cause a cut-out to operate: by simply placing a coin (or equivalent link) across the tracks: the cutout should then operate so as to protect the wirng. If this does not happen, then the wiring is too small for the possible fault current which CAN (and WILL) occur !! (An easy pre-wirng test is to use a whole reel and see if shorting it at the far end trips the dcc unit) If this explanation has not provided a 'definitive' answer as to what an unknown layout should use for its wiring; I do not apologise. The reasoning is here for all to follow, and draw you own conclusion for your own circumstances: In my 00/HO dcc layouts I use various sizes of wire - according to size, For LGB dcc I use the same as 00/HO for portable layouts, but multiple multistrand 'high current' speaker flex in the garden. Obviously many buy 'mains' wiring (myself included): but ensure it cannot be confused with 'mains use' - perhaps by removing the outer sleeving, and certainly by not having the same type/colour used for mains near the layout 8-) Since there need be no 'indivual sections', as per cab-control, with dcc; when multiple connections are made from a BUS wire disitribution, these are in parallel, and therefore effectively larger wires. Perticularly in the garden, where the weather may affect contacts more than indoors, multiple connections helps mask/overcome a failing indivual contact. In smaller scales, the nickel silver track has higher resistance than in larger scales or Track codes. In LGB, Brass rail (a better conductor) is also used. 30 years ago, for Zero-1, I used '30A-Ring-main T+E cable' stripped form its outer sleeve for the track and accessories busses beneath the layout. 'Normal' 1A 'layout wire' was then used for multiple connections (droppers) to the track. The coin test was passed in all locations. I find the single-core cable rather stiff, and inflexible; hence I use Flex (mutistrand wire) in my present layouts: '6A' for busses is adequate, in my experience, for the <10m runs on my 8m x 5m layout. I use (multiple) 15A or more 'loudspeaker' flex for the garden (maximum run 25m) with LGB locos and overall Maximum of 8A. LGB point motors, operated via the track and accessory decoders are NOT solenoids, but half-turn motors (no commutator) - however, they still increase the current taken during operation. With experience from Zero-1 days, I have Rampmeter dcc-current monitoring, and an Iron Core AC Ammeter for 50Hz solenoids/lighting, as well as 'Intelligent PS-X breakers for each of 4 TRACK power districts, (but not on the dcc accessory bus as less risk of a short circuit), all supplied from Roco 3.2A Amplifier/boosters fed, in turn, by regulated Switched-Mode Power Supplies set at 18V or less (16Vdcc on track). At present, my highest continuous current is the 12V bus taking 4A for LED lighting of the layout and electronic modules - and this uses the 15A loudpeaker' wire bus. rgds phil s

Sometimes, 'not reading back' whilst programming can be an advantage 8-) As Suzie said, using the Multimaus in its normal programming mode; Menu>Pgm>CV>1>x will give address x into CV1. If the loco had possibly been used on a 4-digit address, then its advisable to re-write CV29 BEFORE writing CV-1 etc ( in this case CV29 = default 6, in place of 38 used for 4-digit addressing ). Resetting an ESU sound decoder with CV8=8 is not always advisable, as some pre-programmed (UK sound decoders) used not to have the new CV values saved as 'defaults' .... check first. A useful alternative, frequently mentioned, is to use a SPROG and Decoder Pro s/w saving all to a computer to keep a record. With my Multimaus-based setup; my Pgm track is part of the main layout (to allow UNITS to be programed easily) ... and I have separate switches to isolate other areas of the layout {power districts / sub districts}. I have occasionally reprogrammed a number of locos simultaneously when forgetting to turn-off a section 8-( ... and my Pgm track is duplicated with a similar Narrow Gauge section which I need to check is empty !!