ETE MODULE SPECIFICATIONS
by Dave Pryor, Stretch Andersen and Steven Stern, with illustrations by Tobias
Giles
http://www.ete.org
Copyright © 2004 by ETE. All Rights Reserved.
Revision 3: 3/28/2004, added detailed specifications for the Electrical Bus
connectors.
Revision 2: 1/30/2004, added Signaling, Block Detection and Scenery sections,
updated trackwork and wiring sections.
Revision 1: 3/16/1999, updated electrical bus plug connectors.
Note: The original specifications first appeared in the ETE EXPRESS, issues #66 and #68. The format in this publication differs from the original publication since it has been extensively updated and modified for Web publishing.
Additional CAD Drawings
ETE MODULE SPECIFICATIONS
Modular model railroading has become an important Special Interest Group (SIG) within ETE. In 1977 Sacramento Chapter member Ken Blair and others pioneered the way for the specifications you are about to read. Without their inspiration, there would likely not be the interest you see today. In 1992 Bay Area member Dave Pryor spearheaded the drive for updated standards and modules. As of the end of 1996, within ETE, there were 18 completed modules with the standards presented below and with an equal number of older modules which are track compatible, not counting and additional 6 modules in some state of construction. All three Chapters, The Sacramento, Bay Area and the San Diego Chapters have corner modules allowing a wide range of configuration setups.
If you have an interest to becoming involved in this aspect of ETE please join us or contact Dave Pryor via the ETE PO Box. The remainder of these specifications will be presented in serial fashion in future issues of the EXPRESS and on the ETE Web site. Once the complete specifications have been published, the entire set will be available separately for a nominal fee from the ETE office. Please note that the wonderful illustrations of Tobias Giles are presented 100% of their original scale. - ed.
At long last we have gotten around to writing updated module standards for ETE modules. The original standards were developed by the Sacramento Chapter module group and have served well for a number of years. A big reason for the success of these standards is the fact that since ETE is not a "Märklin" only or a DC only club, the standards work equally well for both model railroad systems. One of the major goals of updating the standards was to utilize new and future developments in model railroading, as well as to remain compatible with the existing modules. We believe this goal was achieved when the first two new modules built with these standards were joined together with the older modules and run successfully at RailFair in Roseville, California in November of 1992.
Some of the omissions that we felt existed in the older system were as follows:
One of the items that we felt was most important was the development and use of standards within our group. While not wanting to stifle individual creativity, we wanted to have a unified look to the modules, operational reliability, and total compatibility for the group. Toward that end the following “overall” standards have been set:
By having and adhering to these standards, our group has won top prizes at every GATS show attended as of the date of this writing.
Since we are a European oriented club, we have chosen to do our specifications in metric. It is suggested that the new module builder invest in a metric tape measure. It will prove invaluable during construction of your modules. (For reference, 2.54 cm = 1 inch)
The overall modules dimensions are 150 cm long by 61 cm wide (Sheet #1). The end pieces of all the modules have a mandatory profile (Sheet #2). The up and down profiles on end pieces must be maintained, but the profile of the module may taper up or down over the run of the module. In fact is recommended that the front and rear sideboards be cut originally higher than the end pieces, so tapered “terrain” cuts can be cut with a jigsaw front and back (Sheet #3).
The mating of the end pieces is particularly critical. For this reason, the Bay Area group has made a template available to anyone building a module. Particular care should be taken with respect to the placement of the three module mating holes. (Sheet #4)
The modules are made of 3/4" plywood. For stability, a minimum of five horizontal stringers are recommended. As the module develops, these stringers will be used to attach vertical supports which will hold up the underpinning of the roadbed (Sheet #5).
The bottom of the base module should be 78 cm from the ground. Keeping this distance constant is critical to the interchangability of the drapes which are velcroed on the module.
Two horizontally mounted 2 x 4’s provide a stable support for the leg assemblies. (Sheet #6) Legs are generally made from 2 x 2 stock with 2 1 x 2 horizontal braces. Each leg has a 5/16 by 2” bolt inserted in a “T” nut. These bolts provide for height adjustment on floors which are uneven. The two leg assemblies are mounted by hinges in an offset manner so that when collapsed, they fold under the skit of the module. The leg length dimension should allow for a floor to top of rail dimension of 106 cm. When extended module legs are kept open by support hinges places on opposing sides.
The system is designed to run both Märklin and NEM norm. The modules consist of two main line tracks running parallel for through trains. Each main line utilizes Märklin "K" track, even though one or both lines may be operating in DC. The K-flex track is electrically isolated for DC operation. Sidings are either DC or AC depending on the owner’s preference, and must be isolated from the main lines regardless of your current (AC/DC) preference.
Not coincidentally, by positioning the inside track at 25 cm from the front of the module, two modules back to back can be connected by the 360 mm radius Märklin's (and other manufacturer's) standard curve. This allows back to back placement of the modules for home use, or perhaps special end curved sections could be developed in the future for setting up in very narrow locations.
In addition, crossovers between main lines should be isolated for all four electrical connections, i.e. each rail, center stud and catenary.
ETE advise caution while planning curves and gradients on the main line. While not discouraged, curves should not have a sharper radius than the corner modules (approximately 24") and are preferably much broader. Even on the 24" Märklin standard curve, long passenger cars have considerable overhang, so for aesthetic reasons curves should be at least a 30" radius. Gradients are also a problem if they're too steep. Long trains, as are the norm on modules, are already a heavy load. Therefore it is recommended track not exceed one or two percent grades.
It is recommended to place track as follows: Use Märklin part #2203 30 mm track for each end of the module as a cap to the end of flex track, switches, etc. In use, the track takes a good "beating" and having a small, cheap replaceable section on the end of your module makes good economic sense. It's also easy. The modules are 1500 mm long. Track laid is 1320 mm because 180 mm is used for connector sections. With a Märklin 2205 section of flex track, 2-2200 Märklin track sections and 2-2203 track sections as end caps, track laying comes out exactly 1320 cm (30 + 180 + 900 + 180 + 30 = 1320).
Either Märklin K track or DC code 100 rail should be used for DC sidings, to match the Märklin code 100 rail as well as to accommodate all flange depths. Nickel Silver rail should be used because of its conductive capabilities when oxidized, as well as compatible looks. Märklin K-Track should be used for AC sidings.
All track (and ties) are to be weathered rust color (preferably Floquil brand roof brown). The only exceptions to this are turnouts and uncoupler tracks. Air brushing the track will give a more detailed look. Care should be taken to carefully clean the tops of rails, center studs and any track on which you will solder electrical connections.
All visible road bed and ballast is to be Merkur Styroplast brand roadbed. As of this writing, this product is not generally imported by US hobby dealers, although it is readily available via mail-order from most European hobby shops. Merkur roadbed is “indented” for insertion of Märklin track. Various pieces are available to correspond with the various configurations of Märklin track (switches, uncouplers, etc.) To aid in inserting the track in the roadbed, it is recommended that loose “ballast” be cleaned out of the track/tie indentations before attempting to insert track. A small screwdriver blade works well, and the time spent “cleaning” the Merkur will be more than made up in the ease of insertion of track sections.
Prior to inserting the track into the roadbed, insure that all electrical connections to the to the track have been made. Because Märklin rail is stainless steel, it's all but impossible to solder. Therefore, it is recommended that Atlas rail joiners be cut in half and soldered to the wires leading to the track. Center stud connections can be made by soldering to the base place under the K track. To facilitate soldering (without melting the plastic ties!) you may want to use a Dremel tool to remove some of the black enamel from the baseplate prior to soldering.
K track and Merkur roadbed may be attached to your sub-roadbed plywood with either brads or small screws. It is recommended that you use screws. The reason will become obvious should you ever have to remove and relay any track.
All mainline switches are to be Märklin K "sleek" switches. It is strongly recommended that switch motors are mounted on the under side of the module. (Undermounting kits do not come with switches and must be purchased separately.)
These switches are electrically isolated for both AC and DC running. For truly smooth
DC operation the isolated middle sections need to be wired to the appropriate track,
however if permanently wired this way, shorts will be caused during AC operation. Therefor
these short inner sections of track need to be wired to their respective track with a
switch. Once again, because Märklin rail is stainless steel, it's all but impossible to
solder. Therefore, it is recommended that Atlas rail joiners be cut in half and soldered
to the wire leading to the switch. They can then be carefully inserted under the
appropriate rails for a good electrical connection.
UPDATE: The original k-Track switches with the moving frogs have been
discontinued by Märklin.
Those moving frogs may have been realistic, but were a pain to deal with
in the modular environment, as they were very dust sensitive, and needed special
wiring to be AC/DC compatible. Maerklin’s
new series, 22715 and 22716 don’t have the moving frog, and are already wired
in such a way as to not need additional wiring for AC/DC operation.
Their use, and/or retrofitting to existing modules is recommended.
If you are building a new module, don’t use the 2272/73series switches.
The main lines must have overhead catenary compatible with the Sommerfeldt catenary systems. Non-Sommerfeldt catenary is strongly discouraged for several reasons. Because of the transportation of the modules there is a considerable amount of "wear and tear" that Sommerfeldt, because of its steel construction is better able to withstand. Also, Sommerfeldt is very prototypical in appearance, and masts and overhead wires are available for most European countries. Further, Sommerfeldt masts (unlike Märklin and some other makes) screws completely through the bench work for very solid placement. We recommended that Swiss-prototype "zig-zag" clearances be followed to allow operation for narrow pantograph sliders found on fine scale models, so they don't hang up inadvertently. See the Sommerfeldt construction manual for further clarification on this subject.
Between module joiner tracks are Märklin 180 mm straight K-track sections modified as described below. Clearance of 90 mm from module end to the fixed track end allows for the installation of the 180 mm sections to create a continuous line.
The three-point contact system allows both AC and DC isolated operation, and at the same time establishes common tools permitting quick setup. Each Märklin joiner track is modified as follows:
Once the track is ready it needs to be attached a piece of Merkur Styroplast track ballast as follows:
As shown on Sheet #7 drill a 3/8” hole on both sides of each mainline track through which the center stud plugs will be passed. Female Märklin connectors attached to the appropriate wiring buss connection should be provided on both ends of the module. The holes should be drilled under the ballasted section, at the approximate spot where the wire exits the Merkur.
Each module owner is responsible for providing the ballasted sections as outlined above for both tracks on the RIGHT hand side (as seen from the audience) of his module. Joiner sections must also be provided for any local sidings.
A standard 180 mm section of Märklin K-Track (#2200) is used to join tracks between modules. Each section of track is modified (see note 1 below) and then permanently affixed (white glue) to a section of Merkur ballasted roadbed. The exact manner in which Merkur is cut at each end of the 2200 is critical to insure universally proper mating with other modules (see note 2 below). When fabricated properly, these joiner track sections with their affixed ballast "drop" right into place.
For catenary joiner sections, use Sommerfeldt wire section #141 at 188 mm long, with catenary poles set at 94 mm from module end. The sections should easily hook on to your catenary pole, thus creating a little system tension. (Sheet 8)
In the event that the 188 mm catenary sections are too short or too long due to pole
travel or odd- installation (a very common experience in setting up catenary), a .25 gauge
phosphor-bronze wire can be used as jumpers for catenary between modules.
UPDATE: After a lot of modular running, the original suggestion of having
30mm track sections on the end of each module is probably not a good one.
While one protects switches and longer track pieces, the fact is that
over time the various track sections settle over time, thus creating a bumpy
environment. The short sections
only exacerbate this. And when each
module itself is connected to another by a short section, this only gets even
worse creating derailments and false uncoupling.
In a module with no switches, I would recommend that only Märklin
flex-track be used, cutting it where appropriate.
The wiring system is designed to accommodate 2-RAIL DC or DCC operation, and 3-RAIL AC, Märklin (Motorola) Digital and DCC operation. A 12 wire, 18 gauge, buss connects the modules electrically. The wire currently used is Belden #8466 and it is available from local electrical/electronic supply stores. It is also available from Allied Electronics, a mail order distributor, in spools of 100 or 500ft. A 100ft spool costs about $140.
Figure 1 shows each of the twelve wires, it’s color (assuming the Belden wire mentioned above is used) and its’ purpose.
An intra-module “pigtail” connection of approximately 12 inches should be left on each end of the module. Each end of the cable is affixed with 12 pin polarized interlocking plug connectors. Also note that because of the way the plugs mate, the wire positions appear reversed on the male and female plugs. Care must be taken to insert the correct wire in the right hole. Misplaced pins can be removed with an extracting tool. Better to get it right the first time!
Since the electrical integrity of the entire layout is dependent on a good solid buss, great attention should be paid to the makeup of these electrical connectors.
Figure 2 - New plugs. (female on the left, male on the right)
These connectors should be applied to each module as follows: Standing behind each module (the non-audience side) , the male connector should be on the right side of the module, the female connector should be on the left side.
For more details on the specs for these connectors and their part numbers click here.
Somewhere in the length of the module, the buss cable should be cut, and both ends of each wire inserted into one side of a 12 position “European style” barrier strip (Radio Shack # 274-679). Into the other side of the barrier strip (or distribution strip), wires run to the track, studs, catenary, K-83 decoders., etc. “Local” wiring should utilize 20 gauge stranded copper wire. (You will most likely find that Märklin or Brawa are the easiest suppliers.) To aid in trouble shooting, local wiring should conform to the “Märklin” color code standards as follows:
Red - center stud and catenary current
Brown - ground from tracks (+/- DC)
Yellow - power to lights and solenoids
Blue - ground return from solenoids
Gray - accessory ground
To help insure electrical integrity, all wire splices should be soldered and then taped or covered with shrink tubing. When “Märklin” type plugs and sockets are necessary, the wire clamped in them should first be tinned with solder. All wiring should be neat and secured to the module underpinning with wire clips and/or wire wrap ties. Staples should be avoided, as they can cut through insulation and cause shorts.
If you are planning a local siding on your modules, you should consider installing the second “local” buss If you use the same type of plugs for your local buss, be sure to swap male/female ends to differentiate from and avoid confusion with the main module buss.
UPDATE: It is recommended that you use K83's from Viessmann instead of Märklin. The Viessmann 5211 provides a separate power input (E) so that the decoder can be powered from the AC bus instead of the digital bus. This reduces the load on the digital bus and results in a more reliable signaling system. In addition, the Viessmann decoder has the switches for setting the address on the outside so you do not have to open the unit to change addresses.
The original specification on signaling was confusing in that some of the original “new standard” modules were built per Märklin specs i.e.: third rail cutoff, and others were built to what was thought to be a better universal standard i.e.: use the signal solenoids to cut off the two rails. For Märklin, this was thought to cut off ground, and for DC operators, this would cut all engine power dead, thus stopping all trains. In practice this worked for most trains. However for old Märklin trains that were metal all the way through, the end of the train would still be “grounded”. Because the old metal couplers transmitted power, the train would run any signal not 3 rail wired. Modern trains such as the ICE III series also are grounded all the way through, and also run any signal not 3 rail wired. The solution is that the center rail and catenary should be wired as per normal Märklin instructions. In addition an extra solenoid should be installed to cut one of the rails corresponding to the 3 rail cut-off as well.
On the Bay Area modules we have a signaling system that
allows us to run three trains on each track (configured as an oval) totally
automatically as per the block system described in Maerklin’s signal book.
This has several advantages, not the least of which is that trains can
operate with minimal supervision by the operators, and more time can be spent
“enjoying” the show. Another advantage is that in theory 6 operators can have
their trains on track simultaneously. For
a large modular group, this means more running time per person.
Since all modules already have a k83 installed, the basics for installing
this system are already in place.
To do this the following items are required for oval operation.
Each corner module needs two detection modules for train detection (one
in each direction). For
universality, we use an Infrared unit (IRDOT) made by Heathcote Electronics (http://www.heathcote-electronics.co.uk/)
that does momentary detection. One
Märklin Memory unit and a k88 are necessary.
The k88 should be installed in a corner module, and a Memory unit should
be able to be plugged in nearby. Only
three cables are necessary to install this system on a four cornered layout.
They are installed in parallel from the k88 unit to the three other
corners detection units. We used phone cable to do this so that we would have a
plug-in system, using standard phone plug-in boxes on each corner module.
To further elaborate on signaling, as a train passes over a detection unit, the
signal behind the train is turned red, protecting the block the train is
entering. In addition, the signal
that was protecting the block the train is leaving is turned green.
This is easily programmed using Märklin’s memory unit.
Thus, on around an oval layout. In
theory, this could apply with layouts that are laid out as a dogbone or an L, as
long as for each active signal, there is a detection unit.
In practice, the system is not foolproof in a modular environment, as trains run
at different lengths and speeds. The
length of all trains in this system are best equalized to the length of the
shortest block, and preferably shorter. In
addition, the speed of the trains should be the same as far as possible.
These practices minimize signaling problems that can arise, due to
detectors being tripped simultaneously, or out of order, causing crashes.
Trains in push-pull operation should have the front slider always as the power
gatherer, or the possibility exists of the front of the train tripping a
detector if the pushed element runs past the signal before the train is stopped.
Any technique can be used for basic scenery. Kalmbach Publications, the publisher of model Railroader magazine has several books on the subject, and they are excellent. Once the foundation has been laid however, we have found through experience that having a unified look to the scenery of a module group is very satisfying and pleasing to audiences. Therefore, we have specified Woodland Scenics products as the basis of scenery on the Bay Area modules. We use a layer of light brown paint and an undercoating. While this is still wet, sprinkle a layer of Woodland Scenics # T50 earth blend. Then on top of that, sprinkle # T49 green blend. This gives a very satisfying green European look to the module, because most of Europe is very green. Of course don’t limit yourselves to this, as there are rocks, mountains, streams, ponds etc to also be modeled. The basic unified look however is very striking, and the Bay Area chapter has won the “contest” at numerous GATS based on audience comments.
We look forward to having you join us!
