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Moss Lake Lumber Co.
Logging The Pacific Northwest in Australia

DCC Layout Controls

I converted to DCC in 1995, using a Digitrax 'Challenger' starter set. This ran a logging railroad that was exhibited at the Newcastle (NSW, Australia) train show.

It ran well but the big problem with this system was that only 4 engines at a time could run. This wasn't a problem, 4 trains simultaniously was as much as we could handle on this layout.

With the advent of the Zephyr, I decided it was time to upgrade so one was bought from Iron Horse Hobbies Of Texas. Despite a couple of early problems it has run well, performing as well as I had hoped. I aquired two UT-1 walkaround throttles and with the Zephyr's 2 jump ports (allows your ordinary DC throttle to be used as a DCC throttle) I will, when the time comes, add my old DC throttle as a tethered yard cab and also an old DC infra-red throttle as a cordless road cab.

The Digitrax DB100a booster/ command station from the Challenger set is used solely as the track power booster and the Zephyr runs as the command station only with no track connections (except for the programming track. This is due to the Zephyr's 2.5 amp output Vs 5 amps for the DB100a.

 

Switch controls

Currently I'm using Caboose Industries throws for the sawmill yard tracks. This is fine for close up where you can reach but where it's too difficult, Tortoise slow motion switch machines will be used.

On the old layout, a 1 milliametre brass wire was used in a tube  to control the Peco code 75 switches. This system worked well, particularly as the wire was actuated by a DPDT slide switch that took care of the frog polarity.

A light hearted set of operating rules

GENERAL RULES AND OPERATING PROCEDURES

 
  1. The dispatcher’s word is final and no correspondence will be entered into. This also applies to anyone silly enough to stick their neck out and take on anything resembling a train control function.
  2. The intensity of the operating session will be in direct proportion to the number of operators on hand and their degree of interest in proceedings.
  3. It is the responsibility of each operator to provide his/her own imagination/mind because we at the management require the use of all of our own mind as we frequently lose some or all of it and have none to spare.
  4. Locations where trains can pass or cross other trains - i.e. a crossing loop - is known as a station despite the fact a station building or other structures probably doesn’t exist at that location. The crossing loop is called the passing siding.
  5. At Sawmill Bay` the loaded & empty log tracks interchange through the backdrop with logging operations (the ol’ loads in/empties out scenario) at Woods Camp on the other side. During operating sessions portions of these tracks are dead, so care must be taken on how far to push the train into the spur. At other times continuous running is permitted.
  6. At the Moss Lake Mill, the log tracks at the millpond pass through the backdrop, connecting to the Reload & Camp 9 reload tracks on the other side, forming a ‘loads in/empties out’ setup.
  7. A permanent switch crew is assigned to the Sawmill Bay mill.
  8. The Moss Lake mill has a switch engine assigned but is only manned if sufficient operators are on hand or if someone isn’t paying attention when a volunteer is asked for. At other times the Moss Lake turn (when running) will switch the mill.
  9. When no switch crews are there, the Moss Lake log dump roads must be left set for log turns scheduled to start or finish there.

 

 

YARD LIMITS
  1. Yard Limits define the limit in which switching on the main can take place without specific authority of anyone else in authority.
  2. Yard Limits exist only at Sawmill Bay, Moss Lake, & Woods Camp.
  3. Yard limits can be up to 10 x 40’ log cars distance from the outer points into the section [this equals 8 cars plus engine and caboose]. The Yard limit marker is a white post.
  4. If something like a level crossing or another railroad crossing occurs within the yard limits then an effort must be made to keep this clear. Of course switching maneuvers can block the crossing for a short time.
  5. Trains operating within yard limits don’t require a caboose unless propelling over a long distance. Slow speed is the rule particularly where level crossings are involved.
  6. Work & MOW trains DO NOT require a caboose when traveling from yard limits or stations to the work-site and return. These trains may propel as required but only in relation to their work.
  7. When a switcher or switch job is operating at the Moss Lake mill the crew is responsible for all train movements in/through mill yard limits. If no switcher is present then the mill area is no different to any other passing siding.
  8. Any train switching at a station - other than for crossing purposes -is responsible for all train movements at that station.

 

TRAINS
  1. Normal train length is a maximum of 8 x 40’ cars plus loco and caboose. This length can be exceeded at the dispatcher’s discretion.
  2. Camp, commissary or work cars attached to empty log trains will be behind the loco and ahead of the empty log cars.
  3. Camp, commissary or work cars attached to loaded log trains will be behind all loaded log cars and ahead of the caboose.
  4. Passenger or loggers accommodation cars on log trains should be coupled behind the caboose except when the coach is the caboose.
  5. All woods-bound trains run anti-clockwise (to the left when facing the layout) and mill bound trains run clockwise.
  6. If two long trains have to cross at a short siding (loop) then it is the train crew’s responsibility to get themselves out of any mess that they get themselves into.
  7. The loco assigned to your train at the starting point will be on your train until you reach your destination so it is in your best interests to be on good terms with it.
  8. It is not permitted to just pick up cars found on spurs/sidings along the way. They are there for a purpose and tend to get snappy and snarly when moved out of course.
  9. Don’t touch the rolling stock unless necessary. Most wont take a lot of handling to cause damage. MOW and work cars like cranes, pile drivers, Jordan spreaders etc do not actually operate but just move on their own wheels to represent the type of work they do ( it should be noted here that imagination plays an important part in work train activities).
  10. Loaded log cars have their loads fixed while empty log cars should remain that way. This facilitates the operation of the loads/empties setup as there is an equal amount of both cars i.e. 4 loaded trains - 4 empty trains.

TRAIN OPERATION
  1. A train is any locomotive - with or without cars and caboose - that is operating on the main line under dispatcher’s orders. This includes speeders.
  2. All trains operating on the main line shall have a caboose at the rear of the train except a light engine or speeder, and a locomotive at the front (and don’t laugh, someone’s bound to try it some other way).
  3. All locos - steam & diesel - but particularly Shays, Climaxs and Heislers are not high-speed locos and should not be operated as such. All trains should be operated at a slow pace in keeping with the theme of the layout.
  4. All trains must come to a stop at mainline points before reversing them. Mainline points must always be reset to the main line after the movement through them is complete.
  5. Cars and trains must not be left on sidings foul of the main line.
  6. If cars in yards are left foul of other roads then the points must not be reset for the other road until the car is clear of the fouling point. Care must be taken not to bridge insulated joiners at Electro-frog points.
  7. When backing up care must be taken to ensure the points are set first.
  8. The only locations where switchmen are located is at the 2 sawmill locations. Moss Lake mill is only attended when the switcher is running or the Moss Lake Turn is there. Only then the points can be preset before the train arrives. At all other places when switching, the loco must stop at the points before the points are moved.
  9. All sidings have a water tank for steam locos and fire/water cars. All steam locos must stop and take water at each tank during their trip. At some locations the tank is at one end of the siding or on the main so it may be necessary to uncouple the loco and run over to the other line to take water.

CONTROL SYSTEM
  1. Trains are operated with a Digitrax DCC system. This consists of a Zephyr system running as a command station and a DB100a running as a power station/booster and a variety of hand controllers. The walk-around throttles all have RJ12 phone plugs which fit into corresponding sockets on the layout fascia at various locations.
  2. There is no restriction on the various throttles being used at the same time.
  3. There are 2 specific throttles that are run off the Zephyr's 2 jump ports. 1 is an old Catnip infra-red throttle, cordless and after a loco is assigned to it, can operate over the entire line. The second is a CDA tethered throttle that uses a 17VAC in, 12VDC out power supply from dedicated DIN-5 plugs around the Sawmill Bay mill as a switching throttle.
  5. All main line hand controllers are fully ‘walk-around’ in that your train will continue on it’s way whether you have your controller plugged in or not, your close attention in this regard is appreciated. Likewise you can walk with your train and plug-in your throttle at any RJ12 plug but it will not be considered good manners to unplug someone else’s controller without telling them first.
  6. We at management realize our budding locomotive engineers love a challenge so we have attempted to make no 2 locos operate alike. However we have programmed switchers with quicker stopping characteristics than mainline locos but converting rolling stock back to kit form due to poor braking by the operator is frowned upon.
  7. Traction current to the entire layout will divided into zones to minimize stoppages from short-circuits. A diagram will located at the computer terminal at the sawmill showing the zones.
  8. Each zone will have a Digitrax PM42 automatic isolating switch which when operated, cuts power to the zone. All subsections are wired back to the isolating switch for that zone.
  9. Two separate wiring circuits run the entire length of the layout.
  • Traction circuit. This is a 24awg stranded twin core in a yellow tinted clear insulation with a black trace [black to the rear]. This circuit carries the main traction current and DCC signal through the section isolating switches to the rails.
  • DCC control circuit. This is an 8 wire Cat.5 cable in a blue insulating sheaf. This cable is wired to the RJ12 sockets at the layout edge [see 37]. 6 of the 8 wires are used, with 2 spare. Wiring as per separate diagram at the computer terminal.


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