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91-503: Some digital control systems provide the ability to independently control all aspects of operating a model railway using a minimum of wiring, the rails themselves can be the only wiring required. Other systems are wireless. Control is achieved by sending a digital signal as well as power down the rails or wirelessly. These digital signals can control all aspects of the model trains and accessories, including signals, turnouts , lighting, level crossings , cranes, turntables, etc. Constant power

182-406: A spur or siding branches off. The most common type of switch consists of a pair of linked tapering rails, known as points ( switch rails or point blades ), lying between the diverging outer rails (the stock rails ). These points can be moved laterally into one of two positions to direct a train coming from the point blades toward the straight path or the diverging path. A train moving from

273-590: A 50 Hz mains supply). This caused the motor to be extremely noisy and rough. Fine control of a locomotive at low speed was also difficult, partly due to the rough running, partly due to the inherent coarseness of a 14-step speed scale, and partly because there was a significant delay between operator input to the controller and response from the locomotive. Locomotives equipped with a Zero 1 decoder according to Hornby's instructions could not be used on conventional direct current systems, making it difficult to run one's locomotives on friends' layouts or club layouts. This

364-638: A barrier between the metal surfaces to prevent ice from forming between them (i.e. having frozen together by ice). Such approaches however, may not always be effective for extreme climates since these chemicals will be washed away over time, especially for heavily thrown switches that experience hundreds of throws daily. Heating alone may not always be enough to keep switches functioning under snowy conditions. Wet snow conditions, which generate particularly sticky snow and whiteout conditions, may occur at temperatures just below freezing, causing chunks of ice to accumulate on trains. When trains traverse over some switches,

455-415: A booster unit to generate the power necessary to run locomotives. Central units also have connections for additional controllers and accessory switch boxes, as well as connections for computer control and interfaces with other digital controllers. In most systems boosters are available to provide additional track power for larger layouts. Boosters are connected to the central unit by special cables that relay

546-525: A certain point. This information is detected by a sensor, such as an infrared device placed between the tracks, a reed switch or a device which senses current draw in an isolated section of track. Feedback relays an electrical signal from the sensor hardware back to the digital central unit. The central unit can then issue commands appropriate for the specific sensor, such as triggering a signal, or level crossing. Feedback allows fully automated control of model trains. Some central units allow connection to

637-475: A computer interface, turnout decoders, digital relays and s88 feedback modules. For controlling 2-rail DC locomotives, like Märklin's Z and 1 gauge rolling stock, a special version of the system was introduced in 1988 developed by Lenz jointly for Märklin and Arnold. Arnold sold the system under name Arnold Digital while Märklin called it "Märklin Digital", this system was the predecessor of DCC-standard. Apart from

728-450: A computer, and a program can then fully automatically control all model train movements and accessories. This facility is particularly useful for display layouts. Programs have been developed allowing mobile devices to be used as controllers, which also requires the central unit to be connected to a computer. Digital Command Control (DCC) systems are used to operate locomotives on a model railroad (railway). Equipped with DCC, locomotives on

819-426: A connection between two or more parallel tracks, allowing a train to switch between them. In many cases, where a switch is supplied to leave a track, a second is supplied to allow the train to reenter the track some distance down the line; this allows the track to serve as a siding, allowing a train to get off the track to allow traffic to pass (this siding can either be a dedicated short length of track, or formed from

910-601: A crossover can be used either to detour "wrong-rail" around an obstruction or to reverse direction. A crossover can also join two tracks of the same direction, possibly a pair of local and express tracks, and allow trains to switch from one to the other. On a crowded system, routine use of crossovers (or switches in general) will reduce throughput, as use of the switch blocks multiple tracks. For this reason, on some high-capacity rapid transit systems, crossovers between local and express tracks are not used during normal rush hour service, and service patterns are planned around use of

1001-526: A layout. Thus, it became the most popular scale in the United States almost by default. Lionel did not introduce a new Standard Gauge piece after 1933. In 1937, there were some Lionel 500 series cars that were created with new trucks that had box couplers. This shows that Lionel invested in tooling to modernize Standard Gauge, but ultimately did not put them into production. The toy train market evolved into scale modeling. Lionel's prized 700e Hudson

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1092-475: A maximum of 4 at a time be controlled simultaneously. Unfortunately it was only produced for about 18 months when Airfix went into receivership and the concept was dropped. DYNATROL is a 15-channel command control system from Power Systems Inc. The track voltage is 13.5 volts d.c. It was introduced late 1970s. Digitrack 1600 is one of the first generation digital model railway control system developed and marketed by Chuck Balmer and Dick Robbins in 1972. CTC-16

1183-424: A numeric code on the controller. Up to 99 accessories could be controlled. Accessories based around motors rather than solenoids or lights, such as turntables, could be fitted with a locomotive module and controlled in the same manner as a locomotive. Zero 1 had 3 'phased' introductions: The master control unit last appeared in the catalog in 1985. The system is very reliable, the basic 1980s keyboard design being

1274-463: A post mark that appears to indicate 1906; however, most collectors feel that production did not begin until 1907, and that Lionel manufactured their 2 7/8 inch gauge line through 1906. Whatever the reason for its initial creation, Lionel's Standard Gauge caught on at the expense of gauges 1 and 2. No fewer than four American competitors adopted Lionel's gauge: Ives in 1921, Boucher in 1922, Dorfan in 1924, and American Flyer in 1925. While all

1365-479: A power LED bar graph, timer clocks, digital display of locos under control, readout of accessories controlled, and ability to attach two "Hi-Tec Speed Transmitter" slave controllers HM5500. Airfix Railway System Multiple Train Control (MTC) was an analog system introduced in 1979 and used 20 V sinusoidal alternating current on the track with a superimposed control signal. It can control up to 16 locomotives, which

1456-427: A regular crossing. Double outside slip switches are only used in rare, specific cases. A crossover is a pair of switches that connects two parallel rail tracks , allowing a train on one track to cross over to the other. Like the switches themselves, crossovers can be described as either facing or trailing . When two crossovers are present in opposite directions, one after the other, the four-switch configuration

1547-442: A section of a second, continuous, parallel line), and also allows trains coming from either direction to switch between lines; otherwise, the only way for a train coming from the opposite direction to use a switch would be to stop, and reverse through the switch onto the other line, and then continue forwards (or stop, if it is being used as a siding). A straight track is not always present; for example, both tracks may curve, one to

1638-417: A switch in this direction is known as a trailing-point movement and switches that allow this type of movement without damage to the mechanism are called trailable switches . A switch generally has a straight "through" track (such as the main-line) and a diverging route. The handedness of the installation is described by the side that the diverging track leaves. Right-hand switches have a diverging path to

1729-490: A train could potentially split the points (end up going down both tracks) if the points were to move underneath the train. During trailing moves, the wheels of a train will force the points into the correct position if they attempt to move, although this may cause considerable damage. This act is known as a "run through". In the United Kingdom, FPLs were common from an early date, due to laws being passed which forced

1820-422: A web page loaded on board tailored to the particular "item" - loco, accessory etc. The users browser loads the page off the items web server and by pressing buttons directly controls the item via WiFi using HTML, JavaScript, JQuery and C. Märklin Digital was one of the first digital model railway control systems. It consisted of a full system including locomotive decoders (based on a Motorola chip), central control,

1911-417: Is a lever and accompanying linkages to align the points of a switch by hand. The lever and its accompanying hardware is usually mounted to a pair of long ties (sleepers) that extend from the switch at the points. They are often used in a place of a switch motor on less frequently used switches. In some places, the lever may be some distance from the points, as part of a lever frame or ground frame. To prevent

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2002-520: Is a second-generation design based on the Digitrack 1600, a commercial system marketed from 1972 to 1976. The CTC-16 digital train control system is totally compatible with the Digitrack 1600. Digitrack 1600 was analog in nature, with pulses riding on a constant DC track voltage. The width and timing of the pulse determined speed and direction. Introduced in the late 1970s, the RAIL-COMMAND 816

2093-425: Is a short piece of rail placed alongside the main (stock) rail opposite the crossing. These ensure that the wheels follow the appropriate flangeway through the frog and that the train does not derail. Check rails are often used on very sharp curves, even where there are no switches. A switch motor or switch machine (point motor or point machine) is an electric, hydraulic or pneumatic mechanism that aligns

2184-406: Is an eight-channel digital signal system using a constant 12 VDC track voltage. CTC-16 system offered simultaneous control of up to 16 locomotives. A series of 16 variable width pulses is sent out to the track 125 times each second. A receiver mounted in each locomotive is programmed to respond to only one of the 16 pulses. The voltage and polarity applied to the motor depend on the width/timing of

2275-410: Is called a double crossover . If the crossovers in different directions overlap to form an ×, it is dubbed a scissors crossover , scissors crossing , or just scissors ; or, due to the diamond in the center, a diamond crossover . This makes for a very compact track layout at the expense of using a level junction . In a setup where each of the two tracks normally carries trains of only one direction,

2366-433: Is measured as the number of units of length for a single unit of separation. In North America this is generally referred to as a switch's "number". For example, on a "number 12" switch, the rails are one unit apart at a distance of twelve units from the center of the frog. In the United Kingdom points and crossings using chaired bullhead rail would be referred to using a letter and number combination. The letter would define

2457-428: Is much lower in cost. This technology is also useful outside the model rail world as a DWiC controller could open a garage door or remotely turn on sprinklers. The web server/controller is similar to a DCC decoder in hardware and cost. The great advantage occurs on the client side where the "throttle" can be any WiFi device with a web browser. DWiC can run on DC, AC or DCC track power or a battery. The DWiC controller has

2548-425: Is possible to modify the simpler types of switch to allow trains to pass at high speed. More complicated switch systems, such as double slips, are restricted to low-speed operation. On European high-speed lines, it is not uncommon to find switches where a speed of 200 km/h (124 mph) or more is allowed on the diverging branch. Switches were passed over at a speed of 560 km/h (348 mph) (straight) during

2639-492: Is supplied to the track and digital signals are sent which require electronic decoders to be fitted to locomotives and other devices to interpret the commands. Controllers manage operation of locomotives with buttons for additional model features such as lighting and sound. A digital system usually requires a central unit to generate digital address and command signals, these are known as command stations. Many command stations also incorporate one or more locomotive controllers and

2730-433: Is that a stub switch being approached from the diverging route that is not connected by the points would result in a derailment. Yet another disadvantage is that in very hot weather, expansion of the steel in the rails can cause the movable rails to stick to the stock rails, making switching impossible until the rails have cooled and contracted. Standard Gauge (toy trains) Standard Gauge , also known as wide gauge ,

2821-594: The DCC command codes. Lionel has not published or licensed access to the Legacy specific command codes. Hornby Railways Zero 1 was a forerunner to the modern digital model railway control system, developed by Hornby in the late 1970s. It was based around the TMS1000 four-bit microprocessor . The Zero 1 system enabled the simultaneous control of up to 16 locomotives and up to 99 accessories such as points and signals. Zero 1

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2912-419: The Digitrack 1600. It was presented as a 'build it yourself' project, commercial versions would appear as well. At the time, the project was estimated to cost US$ 200 for the parts. Railroad switch A railroad switch ( AE ), turnout , or [ set of ] points ( CE ) is a mechanical installation enabling railway trains to be guided from one track to another, such as at a railway junction or where

3003-495: The French world speed run of April 2007. The US Federal Railroad Administration has published the speed limits for higher-speed turnouts with No.  26.5 turnout that has speed limit of 60 miles per hour (97 km/h) and No.  32.7 with speed limit of 80 miles per hour (129 km/h). Under cold weather conditions, snow and ice can prevent the proper movement of switch or frog point rails, essentially inhibiting

3094-621: The Lionel CB-1 command base to the DCS Track Interface Unit. DCS can coexist on the same track at the same time with either Lionel TMCC or Legacy command systems. Engines with either system can be operated simultaneously as long as both command control units are installed on the track. Direct WiFi Control (DWiC) is an emerging technology for model railway control utilizing the concept of "the internet of things". The availability of miniature web server modules in 2014, led to

3185-630: The UK and most other Commonwealth countries, the term points refers to the entire mechanism. In professional parlance, the term refers only to the movable rails and the entire mechanism is named turnout or points and crossings . Turnout and switch are terms used in North America in all contexts. In some cases, the switch blades can be heat treated for improvement of their service life. There are different kinds of heat treatment processes such as edge hardening or complete hardening. The cross-section of

3276-605: The above noted scales except H0 and S. DCS is predominantly used in three-rail O gauge. Its chief competitors in three-rail O are Lionel's TMCC and Legacy systems. DCS uses proprietary command codes and transmission technology covered under US patent 6,457,681. The principal differences between DCS and DCC transmission technologies include bidirectional communications and the separation of the command signal from track power. DCS command signals are transmitted at 10.7 MHz using spread spectrum technology. DCS can operate TMCC equipped models by means of an interface cable that connects

3367-694: The arrangement may also be called a double switch , or more colloquially, a puzzle switch . The Great Western Railway in the United Kingdom used the term double compound points , and the switch is also known as a double compound in Victoria (Australia) . In Italian, the term for a double switch is deviatoio inglese , which means English switch . Likewise, it is called Engels(e) Wissel in Dutch and, occasionally, Engländer ("english one", literally "Englishman") in German. A single slip switch works on

3458-461: The case. A mechanism is provided to move the points from one position to the other ( change the points ). Historically, this would require a lever to be moved by a human operator, and some switches are still controlled this way. However, most are now operated by a remotely controlled actuator called a point machine ; this may employ an electric motor or a pneumatic or hydraulic actuator . This both allows for remote control and monitoring and for

3549-470: The controller units and the decoder modules required for the locomotives and accessories were expensive, but with a clean track and well-serviced locos the system worked as advertised. For comparison: The system was mains frequency dependent, so a 50 Hz and 60 Hz versions were available (50 Hz in the UK, 60 Hz in the US and Canada). The Zero 1 system supplied the track with a 18 V sinusoidal alternating current at

3640-431: The crossing are often connected to move in unison, so the crossing can be worked by just two levers or point motors. This gives the same functionality of two points placed end to end. These compact (albeit complex) switches usually are found only in locations where space is limited, such as station throats (i.e. approaches) where a few main lines spread out to reach any of numerous platform tracks. In North American English,

3731-402: The diamond instead of inside. An advantage over an inside slip switch is that trains can pass the slips with higher speeds. A disadvantage over an inside slip switch is that they are longer and need more space. An outside slip switch can be so long that its slips do not overlap at all, as in the example pictured. In such a case a single, outside slip switch is the same as two regular switches and

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3822-450: The digital commands. Locomotive decoders are small electronic circuits fitted inside locomotives to interpret the digital signals and provide individual control. Although all active decoders receive commands, only the addressed decoder will respond. Accessory decoders are used to control devices which are fixed in position, such as turnouts, signals, and level crossings. Since the devices do not move, stationary decoders can be mounted under

3913-632: The distance between the inside portion of the rails rather than between the centers of the rails as Märklin did, thus accidentally making a slightly larger and incompatible standard. The other possibility is that the change was a deliberate effort to forestall European competition by creating incompatible trains. While many believe the latter is more likely, since several U.S. companies such as Carlisle & Finch were producing trains to that standard, no definitive proof in favor of either theory has ever surfaced. Standard Gauge production began in 1906 or 1907. A Lionel catalog exists showing Standard Gauge with

4004-404: The earlier type of interlocking. A railroad car 's wheels are primarily guided along the tracks by coning of the wheels, rather than relying on the flanges on the insides of the wheels. When the wheels reach the switch, the wheels are guided along the route determined by which of the two points is connected to the track facing the switch. In the illustration, if the left point is connected,

4095-481: The following corresponding radii: Switches are necessary for the operation of a railway, but they do pose a number of risks: Switch-related accidents caused by one or more of these risks have occurred, including: The switch rails or points ( point blades ) are the movable rails which guide the wheels towards either the straight or the diverging track. They are tapered, except on stub switches in industrial sidings, which have square ends. In popular parlance in

4186-436: The formation of a DWiC Working group to explore the possibility of using this technology in model railways. WiFi technology is well established and proven. Although it is considerably more complex than any previous model railway control system it largely transparent to the user with tasks such as bi-directional communication being seamless. DWiC does not use any model rail specific items such as command stations and boosters and so

4277-418: The frequency of trains, or applying anti-icing chemicals such as ethylene glycol to the trains. The divergence and length of a switch is determined by the angle of the frog (the point in the switch where two rails cross, see below) and the angle or curvature of the switch blades. The length and placement of the other components are determined from this using established formulas and standards. This divergence

4368-462: The layout, and therefore can be significantly larger than locomotive decoders. Accessory decoders can receive their signals from an accessory data bus or from the track. Basic locomotive decoders provide control of speed and direction while supplemental function decoders control headlights, ditch lights, or movable non-traction components such as remote-controlled pantographs. Sound decoders play pre-recorded sound effects which may be synchronised with

4459-494: The left and one to the right (such as for a wye switch ), or both tracks may curve, with differing radii , while still in the same direction. Switches consume a relatively high proportion of a railway maintenance budget. Simple single-bladed switches were used on early wooden railways to move wagons between tracks. As iron-railed plateways became more common in the eighteenth century, cast iron components were made to build switches with check rails. In 1797, John Curr described

4550-408: The left wheel will be guided along the rail of that point, and the train will diverge to the right. If the right point is connected, the right wheel's flange will be guided along the rail of that point, and the train will continue along the straight track. Only one of the points may be connected to the facing track at any time; the two points are mechanically locked together to ensure that this is always

4641-466: The length (and hence the radius) of the switch blades and the number would define the angle of the crossing (frog). Thus an A7 turnout would be very short and likely only to be found in tight places like dockyards whereas an E12 would be found as a fairly high speed turnout on a mainline. On the London, Midland and Scottish Railway , switch curvatures were specified from A (sharpest) to F (shallowest), with

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4732-410: The local mains frequency with a 32-bit control word replacing every third cycle. The decoder module in the locomotive would switch either the positive or the negative half-cycle of the square wave to the motor according to the desired direction of travel. During the transmission of the control word, it would remain switched off. Speed control was achieved by pulse-width modulation , varying the width of

4823-560: The locomotive decoders and central units, all the other system components were identical between 3-rail and 2-rail versions. Selectrix is an early digital model train command control system developed by German company Döhler & Haas for model railway manufacturer Trix in the early 1980s. Since 1999 Selectrix is an open system supported by several manufacturers and standardized by MOROP. Technically Selectrix differs from competing bus systems by being fully synchronized and bi-directional. The same data bus protocol and data buses are shared by

4914-458: The locomotive speed, so that as a diesel locomotive starts from standstill, the sound decoder plays sounds of a diesel engine starting up. Sound decoders for steam locomotives can play "chuff" sounds synchronised with the driving wheels. Some decoders have all three functions—locomotive control, sound effects, and function control, in a single circuit. In some automated systems, the central unit needs to know when trains reach their destination or

5005-401: The main problem on older badly stored master control units. Loco modules were available in two types. The pre-1981 types were based on a single triac but the square-wave supply and the presence of spikes from the motor and from poor contacts rendered the dV/dt rating of the triac marginal and these units would sometimes self-trigger on the wrong polarity half-cycle, resulting in damage both to

5096-422: The manufacturers' track was the same size and the trains and buildings approximately the same scale, the couplers for the most part remained incompatible, making it impossible to mix train cars from different manufacturers without modification. The increased number of manufacturers seemed to give legitimacy to Lionel's gauge. The boom of the 1920s made large toy trains affordable and Standard Gauge had its heyday in

5187-535: The mid-1920s only to virtually disappear during the Great Depression . Ives filed for bankruptcy in 1928 and its offerings were off the market by 1932. American Flyer discontinued its Standard Gauge trains in 1932. Dorfan went out of business in 1934. Lionel discontinued Standard Gauge trains in 1940. Boucher, the last of the wide gauge manufacturers, folded in 1943. O gauge , was smaller, less expensive to manufacture and it required less space to operate

5278-407: The movable switch blades were connected to the fixed closure rails with loose joints, but since steel is somewhat flexible it is possible to obviate this looseness by thinning a short section of the rail's bottom itself. This can be called a heelless switch . Turnouts were originally built with straight switch blades, which ended at the pointed end with a sharp angle. These switches cause a bump when

5369-453: The name. Lionel's Standard Gauge is distinct from the standard gauge of real railroads , and the later 1:64 scale S gauge popularized by American Flyer after World War II . Due to the trademark, Lionel's competitors mostly called their similar offerings "wide gauge". Historians offer two alternative explanations for the creation of Standard Gauge. One is that Lionel misread the specifications for Märklin 's European Gauge 2, measuring

5460-407: The narrow end toward the point blades (i.e. it will be directed to one of the two paths, depending on the position of the points) is said to be executing a facing-point movement . For many types of switch, a train coming from either of the converging directions will pass through the switch regardless of the position of the points, as the vehicle's wheels will force the points to move. Passage through

5551-405: The other, alternatively to going straight across. A train approaching the arrangement may leave by either of the two tracks on the opposite side of the crossing. To reach the third possible exit, the train must change tracks on the slip and then reverse. The arrangement gives the possibility of setting four routes, but because only one route can be traversed at a time, the four blades at each end of

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5642-600: The points with one of the possible routes. The motor is usually controlled remotely by the dispatcher (signaller in the UK). The switch motor also includes electrical contacts to detect that the switch has completely set and locked. If the switch fails to do this, the governing signal is kept at red (stop). There is also usually some kind of manual handle for operating the switch in emergencies, such as power failures, or for maintenance purposes. A patent by W. B. Purvis dates from 1897. A switch stand ( points lever or ground throw )

5733-440: The portion of the half-cycle, which was switched in 14 steps. This system allowed for straightforward implementation with the semiconductor technology of the time, but had the disadvantage that the power supplied to the motor was highly discontinuous - as can be seen from the description above, it took the form of square pulses of a maximum width of 10 ms, recurring at intervals which alternated between 20 ms and 40 ms (for

5824-581: The proper operation of railroad switches. Historically, railway companies have employees keep their railroad switches clear of snow and ice by sweeping the snow away using switch brooms (Basically wire brooms with a chisel attached onto the opposite end of the broom – quite similar to ice scrapers used today), or gas torches for melting ice and snow. Such operation are still used in some countries, especially for branch routes with only limited traffic (e.g. seasonal lines). Modern switches for heavily trafficked lines are typically equipped with switch heaters installed in

5915-476: The proper position without damage. Examples include variable switches, spring switches, and weighted switches. If the points are rigidly connected to the switch control mechanism, the control mechanism's linkages may be bent, requiring repair before the switch is again usable. For this reason, switches are normally set to the proper position before performing a trailing-point movement. Generally, switches are designed to be safely traversed at low speed. However, it

6006-410: The provision of FPLs for any routes traveled by passenger trains – it was, and still is, illegal for a passenger train to make a facing move over points without them being locked, either by a point lock, or temporarily clamped in one position or another. Joints are used where the moving points meet the fixed rails of the switch. They allow the points to hinge easily between their positions. Originally

6097-399: The pulse corresponding to that particular receiver. The receiver determines the speed and direction information from that specific pulse. The receiver is essentially a transistor throttle built right into the locomotive. The command station is not expandable beyond 16 channels. CTC-16 was completely compatible with the Digitrack 1600 receivers, as it was an improved and cost reduced version of

6188-443: The right of the straight track, when coming from the point blades, and a left-handed switch has the diverging track leaving to the opposite side. In many cases, such as rail yards, many switches can be found in a short section of track, sometimes with switches going both to the right and left (although it is better to keep these separated as much as feasible). Sometimes a switch merely divides one track into two; at others, it serves as

6279-802: The rolling stock, accessories and feedback information. Trainmaster Command Control (TMCC) is Lionel's original command control system. It was introduced exclusively in Lionel trains in 1995. Beginning in 2000, Lionel offered licenses to other manufacturers. Licensees that formerly or currently install TMCC decoders in their models include Atlas O, K-Line, Weaver, and Sunset Models 3rd Rail Division. Licensees that formerly or currently offer separate sale decoders include Train America Studios, Digital Dynamics, and Electric RR Co. TMCC decoders have mostly been installed in 3-rail O gauge models, but it has also been offered in 2-rail O scale and S scale. TMCC utilizes

6370-708: The sale of TMCC command systems in 2010, but continues to introduce models equipped with TMCC decoders. TMCC has been superseded by Lionel's Legacy command system. Legacy Control System (Legacy) is Lionel's current electronic control system. It was introduced as a successor to Lionel's Trainmaster Command Control (TMCC) in December 2007. Legacy is backwards compatible with all TMCC decoder equipped engines. Models with Legacy sound decoders and/or Odyssey II speed control can be operated with earlier TMCC control systems but also have additional features only accessible with Legacy. The command codes for these additional features differ from

6461-628: The same command codes as Digital Command Control (DCC). However, unlike DCC, it uses a 455 kHz radio transmission to carry the command codes separate from track power. The locomotive decoders are dependent on AC track power (50 or 60 Hz) to synchronize the command receiver. Thus, TMCC can only operate on AC track power. Because TMCC utilizes the DCC command codes, it is possible to control TMCC with DCC compatible software. MTH Electric Trains included support to interface and control TMCC with its DCS system. Unlike DCC, TMCC-equipped locomotives can run simultaneously with non-TMCC locomotives. Lionel ceased

6552-1125: The same electrical section of track can be independently controlled. While DCC is only one of several alternative systems for digital model train control, it is often misinterpreted to be a generic term for such systems. Several major manufacturers offer DCC systems. Digital Command System (DCS) is an electronic system developed by MTH Electric Trains and released in April 2002. DCS controls locomotives equipped with Protosound 2, Protosound 3, or Protosound 3E+ decoders. Protosound 3 locomotives are compatible with both DCS and DCC command systems. Protosound 3E+ locomotives are compatible with DCS and Märklin Digital command systems. All DCS compatible decoders are manufactured by MTH. Factory installed decoders have been offered in H0 scale , two-rail 0 scale , 3-rail 0 gauge, Gauge 1 , and three-rail Standard Gauge models. MTH has announced their intention to install DCS compatible decoders in S scale trains beginning in 2013. Separate sale decoder kits have been offered for installation in all of

6643-421: The same principle as a double slip, but provides for only one switching possibility. Trains approaching on one of the two crossing tracks can either continue over the crossing, or switch tracks to the other line. However, trains from the other track can only continue over the crossing, and cannot switch tracks. This is normally used to allow access to sidings and improve safety by avoiding having switch blades facing

6734-451: The shock, vibration, possibly in combination with slight heating caused by braking or a city microclimate, may cause the chunks of ice to fall off, jamming the switches. The heaters need time to melt the ice, so if service frequency is extremely high, there may not be enough time for the ice to melt before the next train arrives, which will then result in service disruptions. Possible solutions include installing higher capacity heaters, reducing

6825-460: The switch blades also influences performance. New tangential blades perform better than old-style blades. The crossing is the component that enables passage of wheels on either route through the turnout. It can be assembled out of several appropriately cut and bent pieces of rail or can be a single casting of manganese steel. On lines with heavy use, the casting may be treated with explosive shock hardening to increase service life. A guard rail

6916-423: The switch rails being about 25 mm (0.98 in) less high, and stockier in the middle. Apart from the standard right-hand and left-hand switches, switches commonly come in various combinations of configurations. A double slip switch ( double slip ) is a narrow-angled diagonal flat crossing of two lines combined with four pairs of points in such a way as to allow vehicles to change from one straight track to

7007-424: The system that he developed which used a single iron blade, hinged on a vertical pin that was tapered to lie against the plateway. By 1808, Curr's basic design was in common use. The use of a sprung rail, giving a smooth transition, was patented by Charles Fox in 1838. Prior to the widespread availability of electricity , switches at heavily traveled junctions were operated from a signal box constructed near

7098-405: The tampering of switches by outside means, these switches are locked when not in use. A facing point lock ( FPL ), or point lock , is a device which, as the name implies, locks a set of points in position, as well as mechanically proving that they are in the correct position. The facing point part of the name refers to the fact that they prevent movement of the points during facing moves, where

7189-579: The tracks through an elaborate system of rods and levers . The levers were also used to control railway signals to control the movement of trains over the points. Eventually, mechanical systems known as interlockings were introduced to make sure that a signal could only be set to allow a train to proceed over points when it was safe to do so. Purely mechanical interlockings were eventually developed into integrated systems with electric control. On some low-traffic branch lines, in self-contained marshalling yards , or on heritage railways , switches may still have

7280-500: The train traverses in the turnout direction. The switch blades could be made with a curved point which meets the stockrail at a tangent, causing less of a bump, but the disadvantage is that the metal at the point is thin and necessarily weak. A solution to these conflicting requirements was found in the 1920s on the German Reichsbahn. The first step was to have different rail profile for the stock rails and switch rails, with

7371-459: The unit itself and to the locomotive motor. The later type, made by H&M, used two SCRs , one for "forward" and one for "reverse", to avoid this problem. The system is still used today by many modellers. The Hammant & Morgan (H&M) digital train control system is totally compatible with the Zero 1, the master controller,"HM5000 Advanced Power Transmitter" boasted two sliders, direction LEDs,

7462-406: The use of stiffer, strong switches that would be too difficult to move by hand, yet allow for higher speeds. In a trailing-point movement (running through the switch in the wrong direction while they are set to turn off the track), the flanges on the wheels will force the points to the proper position. This is sometimes known as running through the switch . Some switches are designed to be forced to

7553-414: The usual direction of traffic. To reach the sidings from what would be a facing direction, trains must continue over the crossing, then reverse along the curved route (usually onto the other line of a double track) and can then move forward over the crossing into the siding. An outside slip switch is similar to the double or single slip switches described above, except that the switch blades are outside of

7644-404: The usually flying junctions at each end of the local-express line. A stub switch lacks the tapered points (point blades) of a typical switch. Instead, both the movable rails and the ends of the rails of the diverging routes have their ends cut off square. The switch mechanism aligns the movable rails with the rails of one of the diverging routes. In 19th century US railroad use, the stub switch

7735-535: The vicinity of their point rails so that the point rails will not be frozen onto the stock rail and can no longer move. These heaters may take the form of electric heating elements or gas burners mounted on the rail, a lineside burner blowing hot air through ducts, or other innovative methods (e.g. geothermal heat sink, etc.) to keep the point & stock rails above freezing temperatures. Where gas or electric heaters cannot be used due to logistic or economic constraints, anti-icing chemicals can sometimes be applied to create

7826-760: Was a common issue with command control systems in that time period. Locomotives with no decoder could not be used on a Zero 1 layout either. It was possible to include a miniature DPDT switch in the installation to enable the Zero 1 decoder to be switched out for use on a conventional system. Control of points and other accessories was available in a very simple manner. For solenoid-operated accessories (e.g. points, mechanical signals) or accessories involving lights (e.g. colour light signals), track-powered accessory decoder modules, each providing four outputs, were available. Each output could be configured either for burst operation or continuous output, for use with solenoids or lights respectively. Accessories were switched by entering

7917-509: Was an early model railway and toy train rail gauge , introduced in the United States in 1906 by Lionel Corporation . As it was a toy standard, rather than a scale modeling standard, the actual scale of Standard Gauge locomotives and rolling stock varied. It ran on three-rail track whose running rails were 2 + 1 ⁄ 8  in ( 53.975 mm ) apart. Lionel dubbed its new standard "Standard Gauge" and trademarked

8008-577: Was based on digital, not analogue, technology. This really was the first digital system and as such was a forerunner to the Märklin Digital which appeared in the mid-1980s and the National Model Railroad Association (NMRA) Digital Command Control (DCC) system, which appeared around 1990 and was standardized internationally in the mid-1990s. Though an important milestone, Zero 1 was not widely successful. Both

8099-728: Was cataloged in O-gauge from 1937 as their top-of-the-line train. The larger Standard Gauge no longer symbolized top-of-the-line Lionel. Lionel last showed Standard Gauge in their 1940 catalogs, ultimately only offering rolling stock, which suggests they were selling off existing inventory. Standard Gauge managed to survive in South America . Doggenweiler , a firm in Chile , produced a small quantity of trains in Standard Gauge and Gauge 2 from 1933 until about 1960. Standard Gauge

8190-423: Was revived in the United States in the 1950s by the small firm McCoy Manufacturing , who produced trains of original design well into the 1990s. In the 1970s, Williams Electric Trains began producing and marketing reproductions of Lionel trains of the 1920s and 1930s. This line was later marketed by Lionel itself, and was produced and marketed by MTH Electric Trains until 2021 when Mike Wolf retired and split up

8281-482: Was typically used in conjunction with a harp switch stand . The rails leading up to a stub switch are not secured to the sleepers for several feet, and rail alignment across the gap is not positively enforced. Stub switches also require some flexibility in the rails (meaning lighter rails), or an extra joint at which they hinge. Therefore, these switches cannot be traversed at high speed or by heavy traffic and so are not suitable for main line use. A further disadvantage

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