To all fans of ourHO gauge miniaturerailroads

On model railroad systemswhich deserve the name, justas on real railroads, the useof signals to ensure safeoperation is practicallyimperative.

Every layout, whether largeor small, can gain in realismto a high degree from thevery wide selection of signalsoffered by Märklin.

For the correct installation,wiring up and operation,particularly of signals fittedwith train controls, there arepoints to be noted, in spite ofthe simplicity of the Märklinsystem, which cannot becovered in our regularoperating instructions.

We therefore decided towrite this manual whichdeals in a detailed andeasily understood way withthe special features of theindividual signals.

The signals described in thismanual were developed foruse with metal tracks andthey follow the practice onreal railroads to a largeextent. The foremostconsiderations were trouble-free operation and suitabilityfor their applications. Thetraction current switches inthe home signals were e.g.given silver contacts and soare capable of coping withhigh current loads.

Gebr. Märklin & Cie.Gmbh7320 Göppingen 1

Reprinted with English text by Märklin,Inc. the North American subsidiary ofGebr. Märklin & Cie. GmbH, with thehelp of Robert Frowenfeld.© Marklin, Inc. 2002. All rights reserved.

Signal location The 7036 signals andsubsequent numbers can beinstalled anywhere on the tracklayout both on straight and oncurved tracks. They are securedfirmly in place by simply pressingthe track section into the signalbaseplate. Where the signal unitis to be screwed on to a woodenbase alongside the track, the boxcover must first be removed to

allow access to the two holes forwood screws in the baseplate.Those who prefer left-hand traffic,in accordance with practice intheir own countries, can alsoinstall the signals on the left-handside of the track. The one thing tobe noted is that the baseplatemust be pushed on to the signalbase from the correct side (fig. 1aand 1b).

yellow plug red plug green plug red lead red lead

2

Fig. 1asignal for right-hand traffic

Fig. 1bsignal for left-hand traffic

On all train control signals adistinction is drawn between thesignal operating current and thecontrolled current. The appropriateconnections are shown in fig. 1b forsignal 7039, in fig. 2a for signal 7041and in fig. 2b for warning signal7038. The connecting leads areattached similarly on the othersignals. The controlling current is fedto each signal through the yellowlead with yellow plug (1). Itenergises the solenoid coils,generating the force to set thesignal. The current returns eitherthrough the blue lead with red plug(2) or the blue lead with green plug(3) or the blue lead with orange plug(4). The traction current through thetrack studs is controlled by the redleads (5 and 6), each end of which isfitted with a terminal tongue. Theyare connected to the center contacttongues of the track. For catenaryoperation, the plugs of the signalfeeder masts, through which theoverhead conductor current flows,are connected to sockets 7 and 8.The socket (9) on the end face ofthe signal is used for returning thelighting current to ground when nobaseplate is used. Warning signalsare not intended to control trainmovements so they are not fittedwith the connections 5, 6, 7 and 8.Further details of the signaloperating current circuits and thecontrol of the traction current aregiven in the next two chapters. 3

Fig. 2aIndependent home signal7041 and its connections

Fig 2bWarning signal 7038and its connections

Wiring and socketson the signals

4

When connected to a controlpanel, The semaphore armhas two end positions and israised or lowered by anarmature. The force generatedin the two solenoid coilsdetermines the position of thearmature at any time andtherefore the setting of thesemaphore arm. Fig. 3 showsthe flow of current in thesecoils and the path of the signaloperating current when thiscircuit is connected through acontrol panel.

The traction current connectionsare not shown in the diagram.The current flows from the yellowlighting socket on the transformer(10) via the lighting lead (11), thedistributor panel 7209 (12) and theyellow lead (1) on the signal to thecoils (13) and (14).Return path of the signaloperating current from coil (13) orcoil (14) via a blue lead with red (2),green (3) or orange plug (4), controlpanel (15), ground lead (16),ground socket or transformer (10).The signal positions assigned tothe separate coils are shown onpage 11 and the following pages.The current for the signal lighting iscarried by the yellow lead (1) to thebulb (17). The return of the currentto ground is via two paths, viz.:

1 . With track sections 5100 and5200 the lighting current returns toground (18) via the signal mast andtrack, provided that the signalbaseplate is electrically connectedto the track.

2. If no baseplate is used, e.g.when signals are installed on K-tracks of the 2100 series, then thesocket (9) on the end face of thesignal's box cover is used for theground connection (in some casesvia a distributor panel 7209). If awarning signal is installedimmediately in front of the homesignal, a single ground lead is usedfor both signals, the two groundsockets being interconnected by across plug 7140 (fig.4).

Signal operatingcurrent

Fig. 3Circuit for the signaloperating and lightingcurrent when track sections5100 and 5200 are used.

If the baseplate is not used,the socket (9) on the signalmust be connected toground (refer also fig. 15).

5

The coils for controlling thesignals and the bulbs work withthe same voltage. Both areconnected to the lighting current,which constitutes a considerablesimplification of the circuitry. Theuse of a separate current supplyfor lighting the signal lamps wasdispensed with when the signalswere designed because thesecond lead, which would havebeen necessary for the lightingcurrent, would have made theinstallation of the signals difficultto follow. However, if it is desiredto install signal lighting whichcan be switched off, thebaseplate forming the liveconnection with the track, as wesaw above, can be dispensedwith. In this case the signal isscrewed down on to the baseclose up to the track and a leadis connected from the socket onthe front of the signal base –leading preferably via a 7210control panel – to the "0" socketon the transformer. If thisconnection is switched off at theswitch panel, the signal lamp willgo out but the signal itself willcontinue operating unimpaired.

Fig. 5 and 6 show circuitdiagrams for a single arm homesignal 7039, controlled in onecase through a control panel, inthe other by the train inconjunction with switching tracksections.

Fig. 4Warning signal connectedto home signal

Ground lead

6

The signal operating currentwhen switching track sectionsare used if the signals are to becontrolled by the train in motion,switching track sections 5146,5147 and 5213 must be usedinstead of the control panel. If alocomotive fitted with a pick-upshoe travels over the switchingtrack section (fig. 7), its trip camis rotated round its axis and oneof the contact springs is pressedagainst a corresponding contacton the track and so grounded.

The contact remains closed as longas the pickup shoe acts on the triparm. Because the operation of aparticular contact spring isassigned to each direction of travel,different operations can betriggered off by the switching tracksection in each direction of travel.

It is advisable to incorporate theswitching track sections in thelayout in such a way that astationary train does not remain onthem for any length of time.

Direction of travel

Direction of travel

Fig. 5Controlled lighting on signal7039 operated through thecontrol panel 7072

Fig. 6Controlled lighting on signal7039 operated throughswitching track section

7

If the train is to be controlled from thetransformer, the traction current can beswitched off at the transformer to bringthe locomotive to a halt when the signalis against it. In this case the red leads tothe signal must not be connected.However, if the signal is automatically toprevent the unwanted entry of the traininto the track section behind it, it mustbe installed so as to bring the train to ahalt when the signal is against it. This isachieved by arranging a particularsection of track in front of the signal sothat it is "dead" when the signal isagainst the train and "live" when thesignal is open. For this purpose thesignal incorporates a

Traction current switch whichregulates the traction current asdescribed above. The construction ofthe switch is shown in fig. 8a and 8b. Itis coupled to the armature (1) whichoperates the signal arm linkage via abell-crank level (2) (in the illustrationsthe signal mast has been broken downinto two parts).

Separate contact plates (3) for thecatenary system and the track contactstuds are fitted on both sides of thearmature. Two contact springs on eachside slide against these contact plates(the contact springs 4 and 5 are showingin the drawing). The two red leads (6and 7) from the signal are soldered tothe two contact springs. Fig. 8a showsthe switch with the circuit closed. Bothcontact springs (4 and 5) bear on thecontact plate (3) and are thus electricallyinterconnected. This enables the tractioncurrent to flow from one of the red leads(6) into the other (7) (signal set at"Clear").

Fig. 8b on the other hand shows theswitch in the open position. As the signalcloses, the armature is pulled back, thusmoving the upper silver contact spring(5) away from the contact plate (3) andpressing it against the armature (1)which is made of an insulating material.This prevents current flowing from onered lead to the other (signal set at"Halt").

Control of thetraction current

Direction of travel

Fig. 7Current path for switchingtrack section

Fig. 8aTraction current switch in the"Clear" position

Fig. 8bTraction current switch inthe "Halt" position

8

The installation of signals forautomatic switching of thetraction current follows thesame principle whether thetrack contact studs or acatenary system are used. It isvery simple if the followingpoints are noted.

1. Using track contact studsFig. 9 shows the stretch of line beforethe signal which is electrically isolatedfrom the rest of the circuit. Generallyits length is equal to three full-lengthtrack sections. It is in this stretch oftrack that the train is to come to ahalt. At the track section joint closestto the signal (point 1), a centerconductor insulator 5022 is insertedbetween the tab contacts, see fig. 10.The same procedure is followed atpoint 2. The tabs on the two redsignal leads are slipped over thecontact tabs at points 3 and 4 (seefig. 10 and 11). When the signal is setat "Halt" the track situated betweenpoints 1 and 2 is dead. When thesignal is set at "Clear" current flowsfrom the terminal tab 4 to the terminaltab 3, thus supplying traction currentto the line between points 1 and 2. Itis advisable to mark the positions 1and 2 of the insulators by means ofinsulator markers 5015 (fig. 9). Thearrows visible on these smallcomponents are also used on full-scale railroad systems to indicateinsulators.

2. Using the catenary systemwith overhead conductorsuspended from mast 7009The signal set 7005 is requiredfor controlling the train from thecatenary system. The insulators7022 which it includes, areinserted into the overheadconductor at points in line withpoints 1 and 2 in the track contactstud conductor (see fig. 9).

Current is then fed to the isolatedsection via the signal feedermast, the two red leads of whichare plugged into the sockets (7)and (8) on the back of the signalbase (see fig. 1b and 2a).

3. With the overhead conductorsuspended between towermastsThe procedure is similar. Fig. 13shows how the current in theoverhead conductor is interruptedby suspending the conductor wirefrom two overhead conductorinsulators 7006 arranged side byside. The insulator 7022 can beused equally well, but thecatenary set 7005 is then notneeded. Instead, two catenarysystem feeder cables 7003 arerequired. Fig. 14 shows how theconnections are made. Thecatenary feeder cables (1) areplugged into the sockets (7 and8) on the signal (see also fig. lband 2a), then run under the tracksections to the mast (2) andalong the two parallel struts of thecross span (3), after which theyare fixed by means of the tabterminals (4 and 5) to the contactwire sections on the two sides ofthe insulator.

Fig. 9Section of track with insulators inthe center conductor at points 1and 2, terminal tabs inserted atpoints 3 and 4.

Fig. 10Fitting the center conductorinsulator 5022

Fig. 11Fitting the contact tabs

9

Fig. 12Connection diagram for operation from thecatenary system or the track contact studs

Fig. 13Overhead conductor currentinterruption by two adjacentconductor wire insulators 7006

Fig. 14Connection diagram for theoverhead conductor 7003

10

Fig. 15Simultaneous operation of a warning signaland a home signal from a control panel

Fig. 16Simultaneous automatic control ofa warning signal and a homesignal from a switching tracksection as the train passes over it(signals at "Halt").

Coupling warning signalswith home signals

Generally the warning signals arecontrolled to operate in conjunctionwith their associated home signals.For this purpose the red plug on thewarning signal's blue lead is pluggedinto the side socket in the red plug onthe home signal's blue lead. A similarprocedure is followed with the green,and where appropriate, also theorange plugs (fig. 15). If the signals

are controlled by a switchingtrack section, the plugs of thewarning and home signals areinserted into the sockets onthe switching track section.Fig. 16 shows the switchingtrack section that brings thewarning and home signals to"Halt" as the train passesthrough.

11

Settings and applications ofthe various signals

1. Warning signal 7036, home signal 7039These signals areincorporated in the tracklayout where there are noturnouts behind the signal

which could divert thetrain from its straightcourse. The differentpossible signal settingsare shown in fig. 17ato 17d.

Settings of home signalsCorresponding settingsof warning signals

with the code symbols used bythe German Federal Railways

Fig. 17a Fig. 17b

Fig. 17c Fig. 17d

7039 7036

Hp 0 "Halt", obtainedfrom the blue leadwith red plug

Vr 0 "Halt signal ahead"obtained from the bluelead with red plug

Hp 1 "Clear", obtainedfrom the blue lead withgreen plug

Vr 1 "Clear signal ahead"obtained from the bluelead with green plug

12

Fig. 18a Fig. 18b

2. Distant signal 7038 and home signal 7040

Should the track have a turnout whichinvariably will deflect the train fromits straight course, home signal7040 and distant signal 7038 shouldbe used. The distant signal has anadjustable arm as well as a movabledisc. The home signal hasinterconnected arms, preventingindependent operation of one armonly. The various signal positions inthis arrangement are shown on Figs.18a and 18b. If however, anadditional straight course track ispresent, the signals 7038 and 7041,referred to on page 13, should beused.

Home signal settingsCorresponding warningsignal setting

Vr 0 "Halt signal ahead",obtained from blue leadwith red plug

Fig. 18c Fig. 18d

7040 7038

Hp 0 "Halt", obtainedfrom the blue leadwith red plug

Hp 2 "Slow", obtainedfrom blue lead withgreen plug

Vr 2 "Proceed withcaution", obtained fromblue lead with orangeplug

13

On the warning signal 7038 theextra arm and the disk are bothmovable. The home signal7041 has two arms which arenot coupled together. Withthese signals there are thereforethree different settings which areshown in fig. 19a to 19f.

3. Warning signal 7038 and home signal 7041

Fig. 19c Fig. 19e

Fig. 19d Fig. 19f

Fig. 19a

Fig. 19b

7041

7038

Hp 0"Halt", obtained fromblue lead with red plug

Hp 1"Clear", obtainedfrom blue lead withgreen plug

Hp 2"Slow", obtainedfrom blue lead withorange plug

Vr 0"Halt signal ahead",obtained from bluelead with red plug

Vr 1"Clear signal ahead",obtained from bluelead with green plug

Vr 2"Proceed with caution",obtained by blue leadwith orange plug

14

Fig. 20Simultaneous control of aturnout and a home signal

"Slow", or a speed limitation, isalways necessary when the train isto be diverted from its straightcourse by a turnout beyond thesignal. Consequently, when thesignals are set as shown in fig. 19cand 19d, the train must not be ledto a turnout which will divert it fromits straight course. It is thereforeadvisable to couple the turnoutwhich would divert the train, withthe signal, so that the turnout is setsimultaneously with the signal.

The coupling is achieved byinserting the turnout's green pluginto the side socket in the homesignal's green plug and theturnout's red plug in the sidesocket of the home signal's orangeplug. The circuit diagram in thiscase is shown in fig. 20. Theturnout must be set to "Straightahead" when the signal indicates"Clear" and it must divert the trainwhen the signal indicates "Slow".

15

4. Track blocking signal 7042 This signal controls shuntingmovement within a station. Like anyother signal it can be installed byitself in proximity to the track, but itcan also be installed in front of ahome signal covering the exit fromthe station. The possible settings ofthe track blocking signal are shownin fig. 21a and 21b.

Fig. 21a Fig. 21b

Fig. 22Track blocking signal in front ofa home signal at the exit from astation or yard

Sh 0" Halt", obtainedfrom the blue leadwith red plug

Sh 1"Clear to pass",obtained from the bluelead with green plug

This signal too is fitted with a switchwhich controls the traction current sothat a locomotive cannot proceedwhen the signal is set at "Halt". If thetrack blocking signal is immediatelyin front of a home signal (fig. 22), itis advisable to dispense with traincontrol by the home signal, whichmeans that in this case only thetrack blocking signal's red lead isconnected to the track, since thetrack blocking signal must also be

set at "Clear to pass" when the trainleaves, i. e. not only for shuntingpurposes. For shunting, the homesignal is set on "Halt", while thetrack blocking signal indicates"Clear to pass". Before the trainleaves therefore the home signalmust be set to "Clear" and the trackblocking signal to "Clear to pass".Where no shunting is to be carriedout, the two signals may be coupledtogether (see fig. 15).

16

5. Light signals Light signals are being usedincreasingly on railroad systems.On the German FederalRailways, newly built stations arefitted with them and several of themain lines have been modifiedaccordingly. A new range ofsignals consisting of a home lightsignal (7188)

and a warning light signal(7187) have therefore beendeveloped to make Marklinrailroad layouts faithfulcopies of full-scalerailroads. They are used inthe same way as signals7039 and 7036. There arethe following signal settings:

Fig. 23a Fig. 23b7188 7187

Home signal Warning signal

Hp 0 "Halt "

Vr 0 "Halt signal ahead"

Fig. 24a Fig. 24b

Hp 0 ”Clear "

Vr 0 ”Clear signal ahead"

The home signal 7188 is connected up (fig.25) using the same color coding as for thesemaphore signals described previously. Itcan be operated, just like the semaphoresignals, either from a control panel or byswitching track sections. The only differencearises with the warning signal 7187. It hasno independent means of switching thelights, which are controlled by the switchingof the home signal lights. The warning signaltherefore has two grey leads (lights) fittedwith red and green plugs respectively. Theseleads are plugged into the home signal'ssockets marked with red and green (fig. 26).

17

Fig. 26Connection plate for the warning signal 7187 on the home signal 7188

Fig. 25Connections for the light signals

A special ground connection isrequired only when nobaseplate is used. Care must

be taken to ensure a goodground connection otherwiseall the lights on both the home

signal and the warningsignal will be on regardlessof the switch setting.

To controlpanel

To transformer

(fig. 27a-h)

Signal symbolsTo simplify illustrations in thefollowing layout plans thefollowing symbols have beenadopted for the differenttypes of signals:

7187 7040

7036 7039 7041

7038 7188 7042

a d

e h

fc

g

b

Warning signal withoutextra arm can be used infront of the home signal 7039.

Warning signal with extraarm and movable disk to beused in conjunction with homesignal 7040 and 7041 or with twoor more different home signals.

Warning light signal functionsin a similar manner to the warningsignal without added arm 7036.

Home signal with twocoupled arms. With thissignal the first arm cannot beoperated by itself.

Home signal withone arm

Home signal with twoarms not coupled. Herethe two arms can be movedindependently of one another.

Home light signalfunctions in a similar manner tothe home signal with one arm.

Track blocking signal

18

A train arriving from the directionof U-town first passes thewarning signal O (7038). Thisshows the locomotive engineerwhich of the following actions hemust take on reaching the homesignal M (7041)

1. Halt,2. Continue without slowing down,3. .Pass at reduced speed.

The home signal M will notindicate "Slow" if the train is torun on to track 2, since it is notdiverted by any turnout in itsapproach to this track,consequently the signal indicates"Clear" (fig. 19c). The engineermust reduce speed only if thetrain is diverted on to track 1 or 3(or possibly track 4). Inapproaching track 1, the trainpasses over turnouts 12 and 15,in approaching track 3 the turnout13 and the double-slip switch 14.In both cases the home signal Mis set to "Slow" (fig. 19e).

The warning signal N (7038) at thehome signal M is coordinated with thehome signals A (7040), B (7039)and C (7040). If the train is to stop inthe station, the relevant departuresignal A, B or C will be at "Halt", aswill have already been indicated tothe locomotive engineer by thewarning signal N, since the signaldisk on the warning signal is nothorizontal, nor the arm at an angle(fig. 19b).If however the train is to pass throughthe station on track 2 withoutstopping, the warning signal disk willbe horizontal, thus indicating "Clearsignal ahead" at signal B.

If the train passes through the stationon track 1 or track 3, only the extraarm on warning signal N will beangled at 450, thus indicating"Proceed with caution" at signal A orC.

The situation is different with a trainentering from the direction of V-village. In this case the train cannotavoid passing over the turnout 11which diverts it from its previoustrack.

Consequently a home signal with twocoupled arms (7040) is adequate atpoint Q. This is used in conjunctionwith the warning signal S (7038).

The warning signal R (7038) isintended for home signals A, B and Cin the station and on this, as onwarning signal N, both the disk and theextra arm are movable.

Signals J, K and L are subject to thesame condition as signals M, N and 0.

Trains leaving track 1 are diverted bythe turnout 16 or the turnouts 15 and12. Consequently home signals withcoupled arms (7040) are required atpoints A and E.

Trains leaving track 2 in the direction ofW-town cannot be diverted. Here asingle-arm home signal (7039) isadequate at point B.From track 2 in the direction of U-townno diversion is possible. From track 2in the direction of V-village, the train isdiverted by turnout 11. Because ofthese two possibilities, a home signalwith independent arms (7041) must beinstalled at point F.

Fig. 28Track layout and signal installation for a station

W-Town

U-Town

V-Village

19

Track blocking signals are installedin front of all departure signals withinthe station system to safeguardplatform tracks during shuntingoperations. For example, if thelocomotive is to be changed on atrain which has entered the station, itcan be set into motion only when thetrack blocking signal indicates "Clearto pass". The associated home

signal will then be at "Halt". Onthe basis of these commentsthe reader will have littledifficulty in working out thereasons for the installation ofthe signals which have not beenmentioned.

Tracks 5 and 6 can be reachedvia track 4 and serve as sidings

for incoming freight trains. After thewagons have been recorded thefreight train is pulled to the trainassembly line 7 and then reversedover the hump. The uncoupledwagons are led into tracks 8, 9 and10 in the gridiron siding. Moredetails about these procedures aregiven in the handbook "The MärklinHO Railroads and their Originals"0380.

The Block SystemOn full-scale railway systems thestretches of track between stationsare divided up into what are termedblock sections, as a safety measure.At the beginning of each block sectiona signal is positioned which allows atrain to enter the section only if thepreceding train has already left it and"Halt" signal is behind it. Byappropriate circuit connections theblock section signals can be set to"Clear" only where no possibledanger exists.

Märklin home signals enable trainoperating on miniature railroadsystems to be safeguarded in thesame way, with several trains runningat the same time without risk ofcollision. The signals are operatedfully automatically by the trainsthemselves.

Layout with one signal and twotrainsThis system is laid out as shown in fig.29. A switching track section, which isconnected by the red plug, is installedabout one train length behind the blocksignal, while the position of the otherswitching track section, into which thegreen plug is inserted, must bedetermined by trial and error. Itsposition depends on the difference inspeed between the two trains. It isadvisable to insert it for a start halfwaybetween the center track conductorinsulator 5022 and the switching tracksection with the red plug, on the sideopposite the signal. If the two trainsthen appear to be on a collisioncourse, the switching track section willhave to be shifted accordingly.Operating with a single block signaland two trains does not however offerany absolute guarantee

against collision. If one train is haltedor the signal is set to "Halt" by hand,collision may occur. To avoid this,three signals must be installed whenthere are two trains and four signalswhen there are three trains, i.e. theremust always be one more signal thanthe number of trains on the layout.Layout with three signals andtwo trainsFig. 30 shows the arrangement. It isalso possible to connect the signal tobe set at "Halt" to the switching tracksection by the red plug and thepreceding signal, with respect to thedirection of travel of the train, to thesame switching track section by thegreen plug.Layout with five signals andfour trainsThe layout is similar to the one withthree signals and two trains. Fig. 31shows the details.

Fig. 29Circuit for automatic operationwith one block signal

Direction of travel

20

Layouts with even more signals andtrains are assembled similarly. Whenthere are a number of trains the loadbecomes too great for one transformerand two or more transformers must beused. The layout is then divided intotwo or more circuits with a transformerfor each (fig. 31).

For the layouts shown in fig. 30, 31and 33 it is essential to pay regard tothe following points: A feeder tracksection or a feeder lead for the trackcenter conductor 5004 must beallocated to each signal, sinceotherwise the section of track betweenthe signals would be "dead". Thefeeder track

section or feeder lead is fitted betweenthe preceding signal and the insulator5022 in the track center conductor. Thisis best achieved by installing a trackcenter conductor connection (feedertrack section or feeder lead) behindeach block signal and then connectingthese to the traction current socket onthe transformer through distributorpanels 7209 (fig. 30 and 31). A shortdistance behind each block signalcomes a switching track section whichsets the signal to "Halt". The precedingblock signal is connected to a furtherswitching track section immediatelyadjacent to the first, in such a way thatthe signal is reset to "Clear" (fig. 30, 31and 33).

Fig. 30Automatic loop with twotrains on an oval track

Direction of travel

21

Direction of travel

Fig. 31Layout and circuit for block section

Direction of travel

Direction of travel

Fig. 32Layout with two block signals and twotrains running in opposite directions

22

Layout with two blocksignals and two trainsrunning in oppositedirections

Fig. 33Block operation on alayout with passing loops

Block operationon a layout withpassing loops

Here the turnout I is set so thatthe train takes the inner loopwhilst turnout II ensures that thetrain takes the outer loop.

With this layout, shown in fig. 32,it is essential for the distance

The layout shown in fig. 33 isarranged for operation with five trainstravelling alternately over the passingloops. In this track plan the system isrepresented in a very simplifiedfashion. The signals and the turnoutsincluded in the block system aregiven serial numbers. Theirconnections to the appropriateswitching track sections have not

been drawn in, but are denoted bynumerals and letters. For example, "3r" denotes that the red plug of signal3 is to be plugged into this switchingtrack section, 11 g" and "11 g"denote that the green plug of signal 9and the green plug of turnout 11 areto be plugged into this switching tracksection. "6 o" means that the orangeplug of signal 6 is to be inserted, etc.

between the insulator 5022 on thetrack center conductor and aswitching track section to be greaterthan the length of the train haltingbefore a signal, so that the train doesnot come to rest on the switchingtrack section.

Direction of travel

23

Connecting a homesignal with twoindependent armsto a turnout

This is explained in detail below. Inthe layout shown in fig. 33, thehome signal with independent arms10 and the turnout numbered 11affect one another reciprocally. Theconnections required for this have tobe made to the switching tracksections behind signals 2 and 3, theswitching track section behind signal 2receiving the connections 10 o and11 r and the one behind signal 3the connections 10g and 11g.If a train now travels past signal2, it sets signal 10 to "Slow" andturnout 11 to "divert" as it travels

over the switching track section. Theincoming train then travels along theclear track until reaching the coupledhome signal 2 which has been set at"Halt" in the meantime.However, if a train travels pastsignal 3, then on passing over theswitching track section it sets signal10 to "Clear" and the turnout 11 to"Straight ahead". The incoming traincan now travel along the clear trackuntil reaching signal 3 which hasbeen set to "Halt" in the meantime.The connection between a homesignal 7041 and a turnout can alsobe made as shown in fig. 20.

Connectingwarning signals

These connections are not shownin fig. 29, 30, 31 and 32. Markingthem in would make the wiringdiagrams difficult to follow. Theycan however easily be connectedby inserting their plugs on the blueleads into the same switching track

sections as the home signals withwhich they are associated. Forexample, the switching track sectioninto which the home signal's redplug is inserted will be the switchingtrack section into which the warningsignal's red plug will also beinserted.

Circuits for single-linetracks taking traffic inboth directions

For trains travelling in right-handtraffic, only the signalspositioned on the right-handside of the track are valid. TheMärklin home signal circuits

however cause trains to be haltedby signals set at "Halt" andpositioned on the left of the track.This disadvantage can be remediedby the following means:

1.Appropriate signal arrangement.If signals are installed on single-track lines as shown in fig. 34, withtwo signals controlling differentdirections and having a common"dead" section of track, theforegoing drawback is avoided.

2. Current supply via the controlpanel 7210 or 7211. The relevantcircuit is shown in fig. 35. When atrain approaching from the rightpasses over the track, the tractioncurrent is supplied to the section

Fig. 34

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The universal remotecontrol switch 7245

universal remote control switch7245. The example in fig. 39shows the arrangement of thesignal and universal remotecontrol switch, by which traincontrol by the signal on thesingle-track line is temporarilysuspended for trains running inthe opposite direction.

The universal remote controlswitch (fig. 36) is equipped withtwo on-off switches and achangeover switch. The switchcan be used for a wide variety

Of circuits and control systems.On its cover is a color stripshowing which terminals areconnected to the same switch.

Fig. 36Universal remote control switch 7245

Fig. 35Circuit for current suppliedthrough control panel 7210

which is isolated from thecircuit, via the control panel(through a feeder lead to thetrack center conductor 5004).The train can thus travel pastthe signal without the signalbeing set to "Clear".

3. Current supply through the

25

Fig. 37The electrical operation of theuniversal remote control switch

Fig. 38Switching a consumeron and off

Platform with lighting

Direction of travel

Basic circuit I:For switching a current consumer onand off (fig. 38). Operated alternatelyby coils A and B (fig. 37). A circuit iscompleted via the path H-J-K or L-M-N. Example: platform lighting is to beswitching on by an approaching trainbefore it enters the station andswitched off after it has left thestation.

Example (fig. 39):On a single-track line, the traincontrol action of a signal is tobe suspended temporarily fortrains in the opposite direction.The signal in the abovearrangement can be connectedup in the usual way. It does notaffect the use of the universalremote control switch.

26

Fig. 39Temporary suspensionof control by signal

Fig. 40Automatic switching of incoming trains toone of two or more station tracks by pre-selection with the aid of a universalremote control switch

Fig. 41Travelling over a rise in eitherdirection, full voltage for the upgrade,low voltage for the downgrade run

Basic circuit II:Alternating switch-over of twoconsumers on one currentsource. Operated alternately bycoils A and B. Switching overcurrent circuit C, D, E to currentcircuit C, F, G with current supplyat C and current consumption atE or G (fig. 37).Example (fig. 40):

A train arriving from A is to entereither track C or B. The next trainis then to enter the clear trackand a third train is to be directedto the first track again. For thispurpose the turnout is connectedto the terminals of a universalremote control switch 7245 andthe switch is also connected byanother lead to the switching

track section S3. With thisarrangement the incomingtrain sets the turnout in thepredetermined direction. Theuniversal remote control switchis switched over by switchingtrack section S 1 or S 2,thereby pre-selecting thesetting of the turnout for thenext train which arrives.

Direction of travelwithout train control

Direction of travelwith train control

At least one train lengthplus one track section

Direction of travel

Transformer for normalvoltage (may be sub-stituted by socket L ofthe other transformer)

Transformer forlow voltage

I II

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Basic circuit III:Alternating switch-over of two currentsources to one consumer. Alternatingoperation by coils A and B. Switchingbetween circuits E, D, C and G, F, C withcurrent supply at E or G and consumptionat C (fig. 37).

Example (fig. 41):When crossing a rise, the train itselfswitches on the full traction voltage for theupgrade journey and the low voltage forthe down-grade run. The traction currentfrom transformer I is supplied to theuniversal remote control switch viaterminal E and that from

transformer 11 via terminal G. The terminal Cof the remote control switch is connected tothe isolated track section E and through theuniversal remote control switch to transformerI for the upgrade run and to transformer 11 forthe downgrade run. The transformers areadjusted in this case so that the voltage fromtransformer 11 is lower than that fromtransformer 1. These low-speed sections givethe model railroad system a touch of realismclosely related to its full-scale counterpart.Use is made of the train's full power for theupgrade run and accidents are avoided duringthe downgrade run. This circuit functionsregardless of the direction of travel of thetrain, i.e. whether the train runs from right toleft or from left to right.

Fig. 42Circuit for a track with 3 signals for 2 trains

Direction of travel

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Many different combinations canbe assembled by making use ofthe basic circuits which have beendescribed. Finally, a description isgiven of a circuit which enablestrains of very different types tooperate over complex layouts (alsoincluding long gradients).

For example, it is possible with thiscircuit for a long, slow freight trainto run in front of a short, fast railcarwithout risk of collision. This circuitconstitutes a doubly safeguardedblock system.

The circuit shows a track withthree signals for two trains. Thetrains travel clockwise. Each signalcovers two switching track sectionsand one universal remote controlswitch. The circuits for the controlof the trains (the traction current)by the signals are quite normal,The first switching track section isconnected to the switch by the redlead (voltage feed), the secondswitching track section to thesignal and the switch by the redplugs. The green plugs areconnected to the switch on thefollowing signal. The systemoperates as follows:

A train halts at signal B (signal at"Halt", remote switch red), signal Ais also at "Halt". Signal C is "Clear"(remote switch green) and a trainpasses signal C. As it does so itpasses over switching tracksection c1 and thereby suppliescurrent to switch C'. As this switchis connected in parallel with signalC, i.e. also set at green, thecurrent is passed on direct tosignal B, which, together with theremote switch, changes to green.

The train at B moves off. In themeantime the train at C passes theswitching track section c2 and setssignal C and remote switch C' tored. The train at B during this timehas switched the signal A to green,as described above. If the traincoming from B is very fast (ascompared with the one coming fromC), it must stop at C until the othertrain has passed A and cleared C. Ifon the other hand the train from B isvery slow, it will not have reached Cby the time the other train hasalready passed A and therebyswitched C back to green. However,as B can only be set at "Clear" by 0,the fast train must halt at B until theslow train has passed C. In this waythe slow train is always separatedfrom the train behind it by thedistance between signals. Thissystem can be extended asrequired, but as with the normalblock system, there must always beone signal more than the number oftrains operating.

The advantage of this circuit overother forms of block sectionsafeguards is primarily in the factthat only a brief pulse is given totrigger the setting of the signal to"Clear" as a train passes overswitching track sections a1, b1, andc1. As soon as the train reaches thenext switching track sections a2, b2or c2, the pulse is interrupted. Thesignal in question can therefore beswitched immediately to "Halt". Withthe usual type of blocksafeguarding, this is only possibleafter the train in front has completelycleared the switching track section.The layout shown in fig. 42 thereforeensures greater protection againstunauthorized overrunning of asignal.

Furthermore, the circuit in questionwill prevent signals being set at"Clear" and "Halt" in quicksuccession. This is liable to occurwith the conventional block system,depending on which of the switchingtrack sections serving a particularsignal is being passed over by thetrain at a given moment.

In conclusion it may be said that byobserving the basic examples andrules described here, no difficultywill be experienced in equippingeven the more ambitious types oftrack layouts with the Märklin blocksystem. These circuits will crop upagain and again, either individuallyor in combination with others.

This is one of the most attractivefeatures of automatic circuits: inaddition to layout planning, to beable also to design the signalarrangements and to demonstratethe efficiency of the layout byrealistic operation and control of thetrains by the signals. Anyone whohas taken the first steps in thisdirection and taken a closer look atthe factors involved, will have nohesitation in progressing still furtherand expanding his systemaccordingly. The pleasure to bederived from this hobby increases inline with the degree of realism whichcan be achieved in the operation ofthe system and here is where theMärklin block system offers aguarantee of complete success.