Ron Solly

While I understand that some like 3 link as they are prototypical depending on location & era,in the model scene, IMO, only really good when one can reach them to uncouple/re-couple like on a plank layout. Shunting on some of the layouts as planned by iain Rice in his book "Mainlines in Modest Spaces" as some sidings are nearly 3 feet away from the operating area. Kadees or modified T/L do the job. For modified T/L, have a look at and

They don't like working properly with mixed versions of T/S's though - try running both pulling and pushing with Lima wide bar & latest units from Bachmann !! Nor do they look like real couplings.

I hope you reported that back to Hattons/Oxford ?

Mick, there are so many CV's that the NMRA have left for manufactures can use for their own decoders but I don't know any that do not follow the basic CVs' as per https://www.nmra.org/sites/default/files/standards/sandrp/pdf/s-9.2.2_decoder_cvs_2012.07.pdf

I suggest for starters, read this site https://clarahost.clara.net/www.bromsgrovemodels.co.uk/decoderinstallation4mm.htm one of many on the Internet but certainly each loco may use a different decoder for the reasons described above.

" But the main reason is, "Would the Kadees be compatible with my relatively steep gradient transitions at high speed?" Many of the layouts I have seen at exhibitions are on the level with no gradients & run at moderate speeds. Peter" As many modelers in the USA & Australia use Kadee;s and have many gradients without problems, then I guess the problem of false uncoupling is not a smooth gradient change. I too use Kadee on my UK outline & have no problems with false uncoupling on my gradients.

Like F-UnitMad, I "met" John thru Model Trains International and has many an e-mail to and from JF, both of us giving and receiving much varied modelling information and some personal details. I can be blamed for introducing him to YMR when Robert Heath owned it and as nickwood and Gwiwer have said, has been instrumental for many good ideas. He will be missed in many places. RIP John.

have you tried to split a train up into two or three lots of wagons, spotting some at a goods shed, others at a local industry/dairy, etc ? Not unless they have been modified for magnetic uncoupling like the Brian Kirby method or

you try to do a lot of shunting with tension lock couplings on a big layout like 12 x 20 ft - not a plank size .

and this site down the page shows how the Peco passing contact switches work http://www.talkingelectronics.com/projects/CDU%20-%20overview/CDU%20-%20Overview.html I found them perfect.

I had a couple of Bachmann decoders that refused to accept a specific 3 digit code even after resetting all CVs to default, took it the number OK either side of the number I was trying to programme. I do not use double heading or consisting and I have heard of that problem on Lenz decoders.

A similar method using SCR's with capacitors was published in 1994 in Model Railroad Electronics by Peter J Thorne and then there is this http://modelrailmusings.weebly.com/point-motors-and-toggle-switches.html

and as an variation to Dagworth's/ Andi's drawing , have a read of this http://brian-lambert.co.uk/Electrical.html#One

I wouldn't want to have every diamond as a section switch on this then ! https://img.index.hu/imgfrm/9/7/7/9/BIG_0010369779.jpg

https://groups.yahoo.com/neo/groups/NCE-DCC/info is the site

A layout can only have one Powercab connected as the Powercab because this cab has the control station by using the 6 conductor flat cord, any others are treated as normal cabs by using the 4 conductor curly cord. To get more info re Powercab & consists, join the NCE- DCC yahoo group.

You can also switch the diamond relating to either approach track but accessory switches associated with the turnouts that connect to the diamond. https://www.dccconcepts.com/manual/how-to-work-out-diamond-crossing-frog-wiring/ http://www.feeditcomics.com/peco-scissors-crossover-wiring-diagram.html http://www.stciers.me.uk/home/track_wiring/scissors.htm

Yes, there are different ways of the switching of a diamond, each way is correct, some more expensive than others. Brian Lamberts' website is perhaps one of the best as it covers a basic diamond as well as a scissors crossover. I use frog juicers as well but to some, the deliberate creation of a short circuit, no matter how small a time, is wrong and they will not have anything to do with them

Er - live frog switching is the same for both DC & DCC. Granted control panel wiring for DCC is simpler than DC.

Thanks for all the various replies… plenty to think about. Perhaps I better give some explanation about my layout. All locos are diesel but still use brake vans (as a train doesn’t look complete without one..) The D&S railway has modernised in all rolling stock has been fitted with modern braking and knuckle couplers. Station A – terminal has a yard loco with a 2 car DMU stabled and has traditional Good Shed & cattle dock but a large printing works, memorial firm for cemetery head stones, etc & a Farm & Fuel depot. Station B – the smaller of the two through stations has a yard loco with traditional Good Shed & cattle dock combined with a larger Farm & Fuel depot of 2 tracks, Gravel/Stone loading plant that handles 14 open/hopper wagons; container loading track; railway stores building: a large electronics factory & a depot for Leather Supplies factory. Station C – the large through station has tracks for marshalling of trains back to stations A & B but for other stations D,E & F which in reality are “hidden” storage tracks for upto 60 plus working wagons and 3 through running goods trains from storage to storage via Station C. Plus trains from storage that stops at C to set down & pick up wagons before going to other storage tracks. So C has a large Goods shed of 2 tracks, container loading track, railway stores building, 3 track Brewery; 3 track Flour mill, 2 track Farm & Fuel; Carpet Co Depot plus a large MPD. In an average operate session of 2 hours, Station C can move around 60 wagons. Stations A & B are one person operator while C has 2 people. During these goods movements, passenger services are also run.

Trains start from A, go to B, set down if needed and pickup for stations C, D, E etc. then goes to C - all wagons set down letting C sort them out for other trains that use C as a junction station ; pickup for B & A & return to B, set down as required & pick up for A and goes to A when the train is terminated.

Phil, time available - I was going to increase it if blocking is a requirement so that is no problem. Goods yard access is both ways = local station crew know exactly when a through running or passenger service is due so fouling the mainline is not allowed enough run-around loops at all stations

Not sure if this is written down as a real process but I am after some guidance. Let us assume this local branch line railway:_ Terminal station A – through station B to main through Station C and then back to B & A. At C, there are lines coming from & going to further stations D, E , F etc So would station A marshal/block the goods wagons so that all wagons for each station are next to each other and would B also add any pickups into the same blocking format to assist C in sorting out when the train arrives at C for shunting not only at C but for stations D, E , F etc? Or would there be no attempt made at all on any blocking of wagons? The reason for these questions in the model rail scene and having timetables; having no blocking requirements make operating simpler at Stations A & B but can really make it harder at C or Having blocking means more time required at A & B but helps C in shunting

I assume when the 2nd Powercab was plugged, it used the curly cord, not the flat cord?