665201 - Turntable Roco - Free user manual and instructions

USER MANUAL 665201 Roco

Dear Model Railway Hobbyist! A great wish has been fulfilled with the purchase - or gift received - of this ROCO LINE turntable. We are aware of your expectations and have given special attention to the design and construction of this operating model. The result is a reproduction of a 22 meter (72 ft) standard turntable in exact sca

le with versatile possibilities (fig. 1: installation with constant separation; fig.2: installation with different separations), a durable, quiet and reliable under-table drive as well as simple, understandable electrical components. In the following pages we discuss in detail the prototype, technical details, installation and operation of the ROCO LINE turntable. Please take your time reading these instructions. Then you will be able to perform the installation successfully and will have many years of pleasure with the reliable operation of your new turntable. About the Prototype Turntables are almost as old as rails and certainly older than railways; in the mines of the early 18th century they were used - in place of turnouts which were invented much later-to interconnect different rail tracks. Along mine- or industrial tracks they are still used today as wagon turntables for this purpose. Compared to the ”turntables“ used by the ”big“ railways today, which are actually ”turn-bridges“ (in some European languages they are actually cal- led by this term), these wagon- and mine turntables are real ”tables“ with covered pits. With early railways, turntables performed the function of turnouts, especially in terminal stations. Whether they were built as real turntables or only as table segments they were used not only for turn-around of locomotives but for shunting the engines to bypass the trains. Additionally, several station tracks were cross-connected by wagon turntables (see fig. 3) to make it easy to remove single wagons from the trains and move them, perpendicular to the station tracks, to other tracks to include them in other trains or for se

parate shunting. As locomotives and wagons became longer (and heavier), turn tables were no longer used as substitute turnouts; especially the track cross-connections within stations by means of wagonturntables disappea

red. Instead turntables became indispens- able components of railway ope

rating centres. Since then, they were designed as true bridges, either with upper chord (relatively rare today) with shallow pit and ballast roadbed or with lower chord (this version is generally used today) and deep pit which is either secured with masonry and stabilized to the centre pivot with Radial tie rods or - today the usual design - made in site concrete (see fig. 4, prototype situation, e.g. in Freilassing, and fig. 5 as model). Until the end of the 80s of the past century every turntable was built individually ”to order“: shortly before the turn of the century a general standardization and classification of turntables began to evolve in practically all traditional railway countries. In the German-speaking countries, turntable sizes became common which increased in 2-meter steps from 16 meters to, initially 22 meters. With the introduction of the large standard locomotives, 24 meter turntables were used in all newly built or enlarged operation centres. After the introduction of the ”giants“ among the steam locomotives such as class 45, class 05 and 06 (later the condensation-tender engines of class 52) even the 24 meter tables were not large enough and finally 27 meter tables were developed which could accept these locomotives as well. They remained limited to a few large operations centres where these large engines were stationed or had to turn such engines at the end of their runs. or were supposed to have such engines assigned at a later date which did not take place due to the se

cond World war. With the change in motive power turntables did not become entirely unnecessary (even though transfer tables took their place at newly de signed diesel- or electric operation centres); for new construction or re placement the installation of 24 meter turntables was (and still is) practiced; the most frequently used version is the 22 meter table which can be used for turning even driving trailers with 26.4 meter length as is done routinely in the operations centre Freilassing (see fig.6).

Contents of Set The following parts and assemblies are included in the turntable set as de- livered:

• 1 turntable pit, equipped with complete bridge (including motor shed, imitation of hand crank with locking lever, etc.), permanently installed under-floor drive, complete 360° attached concrete filler pieces with 24 pieces 9° and 24 pieces 6° segments, without access tracks.

• 1 package art.no. 42616 with four access tracks for 2-rail 2-conductor DC layouts; (*)

• 1 bag with 12 pieces 3° and 12 pieces 1° filler pieces;

• 1 bag with 2 simulated bridge signals and two contact coil springs for position indication of the turntable bridge;

• 1 8-conductor connecting cable turntable/manual control unit with 8- pole flat connectors attached at each end:

• 1 5-conductor connecting cable manual control unit/control transformer with 5-pole flat connector attached at manual control unit and ends with insulation removed at the other end for attaching to the control transformer:

• 1 four-colour instruction booklet (German language);

• 1 B&W, text only, manual (English). (*) = The factory-delivered turntable contains one set of access tracks for

2.1 mm (code 83) 2-rail DC layouts. If the turntable is to be used for

a 3-rail AC layout your stockist will, at your request and without char

ge, exchange the supplied package with 2.1mm 2-rail track against one containing 2.5 mm 3-rail AC access tracks. Please Note! Only complete packages will be exchanged, i.e. one package art.no. 42616 against one package art.no. 42617, but not individual access tracks! Also refer to the explanation of the intentionally different number of tracks in art.no. 42616 (4 access tracks) and art.no.42617 (3 access tracks) in the last paragraph on page 6. Installation Requirements

a) Control and drive motor: 14-16 volt AC b) Running current within the turntable area: same as used on the layout everywhere else:

• either 0 -12/14 volt DC (international standard 2-rail DC system);

• or 0-16 volt AC (3-rail AC system with centre conductor; on access track with centre-stud contacts, on the bridge with simulated ribbed sheet metal cover between rails). It is recommended to assign a separate control transformer to the turntable and its surrounding operating area in both 2-rail DC and 3-rail AC systems; the iltumination/ magnetic ar-ticle output terminatsof this transformer are used for operation of theturntable and possible‘ illumination of the area, while the running power output terminals are used to supply running power on the turntable and surrounding areas. A control transformer with exten

ded slow-speed range of the running power is particularly wellsuited (e.g. ROCO 10704) since it permits very sensitive shunting.

2) Mechanical track standards:

a) Bridge The rail profiles on the bridge are designed to accept wheel profiles accor- ding to NEM (and MNRA) as welt as wheel sets used with 3-rail AC systems which generally use higher wheel rims. b) Access tracks: As shown In the list of supplied items (page 5 of these instructions) the turntable is factory delivered with a package art.no. 42626. lf the turntable is to be used on a layout built with 3-rail AC track, the access track package 42616 (with four access tracks without centre studs) should be exchanged, at time of purchase, against a access track package 42617 (containing three access tracks with centre stud contact, as previously described in chapter ”Contents of Set“ on page 5. In case of ”K“ track of the 3-rail AC system no additional parts are required, for ”M“ track the system-specific conversion tracks from ”M“ to ”K“ track must be provided additionally. The different number of access tracks in package 42616 (fig. 9, access track for 2-rail DC layouts) and 42617 (fig. 10, access track for 3-rail AC layouts) are not errors in packaging but compensate the difference in manufactu

ring cost and selling price so that access track packages can be exchanged against each other without price differential). Notes:

If the turntable is used on 2-rail DC layouts with 2.5 mm (code 100) pro- file track (e.g. standard ROCO track system) where only rolling stock with wheelsets conforming to NEM or NMRA standards are used, the access tracks from package 42616 can be used. All access tracks which are directly joined to 2.5 mm rails of the layout must be connected with the transfer fishplates (rail joiners) 42612 (see fig. 11). For simplicity it is recommended to use the ROCO LINE track without road

bed for the connecting shed tracks which have no further connection to the remainder of the layout even though the entire layout is set up with 2.5 mm profile track.

When using the turntable on layouts with hollow profile rails (especially existing PIKO- or HRUSKA track systems) the transfer tracks 42414 must be used instead of transfer fishplates (see flg. 12). The recommendation made in a) above is equally applicable to the shed tracks.

Use of the turntable on layouts with rolling stock having so-called ”fine- scale“ wheelsets (RP 25 of NMRA) is possible without limitation or change when using access tracks 41616.

3) Installation location:

To assure trouble-free operation of the turntable for many years it is impor

tant to make sure that the area of the layout where the turntable will be located is absolutely flat and horizontal. Only then is it possible to avoid hardly visible twisting of the turntable pit during installation which will re

sult in uneven movement of the bridge and unreliable operation! 42615 Anleitung deutsch.indd 21 31.01.2011 09:18:5622 Installation Procedures: Mechanical a) Insertion and removal of access tracks and filler pieces: Around the concrete pit of the turntable a segment-receiving groove, open towards the top, is provided (fig. 13, detail*; along its inner (higher) edge runs a locking collar around the entire pit (fig. 13, detail**). The access tracks as well as che filler pieces have a flexible locking projection along their front sides (fig. 14, detail*). If an access track or filler piece is pushed into the groove to the detent, the locking projection will engage audibly into the locking collar of the pit. To remove a filler piece or access track the locking projection must first be pushed in slightly with a finger nail or smali screw driver (see fig. 14) and then lift off the part while still pushing in the locking projection. b) Preparation of the surface: Regardless whether the layout is built as frame-or panel system it is re

commended to construct the locomotive service area consisting of turntab

le, loco shed and other facilities on a sturdy panel with framing supports, paying attention to install the panel flat and horizontally. A circular hole with 280 mm (11“) diameter is cut into the panel. The outside diameter of the turntable pit has only about 270 mm diameter, the remaining 2x5 mm difference are needed for placement of the interrogation contact connec

tions underneath the access tracks for the track pre-selection control (art.no. 42618). These spaces in the vicinity of the access tracks must be available under any circumstances; otherwise damage to these contacts can occur and cause malfunctioning of the track pre-selection control! Since prototype tracks are usually placed in ”sunken roadbeds“ (see figs.15b and 16) throughout the operating centre, as has been indicated in the access tracks to the turntable, it is recommended to use ROCO LINE track without ballast roadbed for the shed tracks and those of the loco servicing facilities and to switch to ROCO LINE track with roadbed only where the service area tracks join the remainder of the layout. Analogous considerations apply to other track systems (for 3-rail AC system ”K“ track should be used for the service area and, if wanted, ”M“ track for the remainder of the layout). c) Direct siding track of the turntable to ballast roadbed track (ROCO- LINE with ballast roadbed track or ROCO geoLINE): However, if the loco shed area including the shed tracks is to be equipped with ballast roadbed tracks, the upper edge of the track of the turntable platform and its spur tracks must be elevated to match the level of the ballast roadbed tracks leading to the turntable first. This is done by placing plywood, cardboard, or rigid Styrofoam (thickness of approx. 6 mm) under

neath the filler pieces and the spur tracks. Continue building the tracks as follows: - For ROCO-LINE ballast roadbed tracks: It is now possible to connect these directly to the spur tracks of the turntable since track profile, railroad tie shape, and track rail bond match one another. The spur tracks themselves must be positioned with ballast as needed (suitable track ballast: Item No. 42652); the space between the spur tracks can also be filled with the ballast plate (Item No. 42653) if and as needed. - For ROCO-geoLINE ballast roadbed tracks: The easiest solution here to create the transition from the geoLINE track to the respective spur track is to use the junction track Item No. 61120. Continue as described for the ROCO-LINE ballast roadbed track. If this solution is not feasible (for example, due to space restrictions), the geoLINE track can be slightly “modified” to directly connect to the respec

tive spur track by using the ROCO hobby saw Item No. 10900 or a similar tool to saw off the guide tongue located directly underneath the rail bond on the geoLINE track end to be connected to the spur track of the turn

table. This is possible because track profiles and rail bond match exactly between the new ROCO-geoLINE track and the ROCO-LINE track without ballast and with that the twin-conductor DC spur tracks of the turntable as well. Continue as described for the ROCO-LINE ballast roadbed track with this solution, too. d) Fitting the turntable Into the cutout of the layout. After having cut the required hole into the baseplate of the operations cen

tre area, the turntable is temporarily equipped with 3 access tracks at 120° or 4 access tracks at 90° separation and then placed into the cutout. It is not necessary to have alt possible filter pieces installed! In the cutout the turntable including pit, access tracks and filler pieces is rotated carefully to check if the free space in the cutout is sufficient for the later, permanent installation. If one of the interrogation contacts touches anywhere along the cutout edge, even though the turnout itself is centered in the cutout, the cutout edge must be reworked sufficiently at this point! Otherwise damage to the contacts can take place during final installation of the turntable! If this insertion test is entirely satisfactory, the turntable is removed for final attachment of tracks and filler pieces. e) Installing turntable access tracks: As long as the turntable is not equipped with all possible access tracks it is recommended to select the part of the concrete rim which is factory equip

ped with 9° filler pieces for the largest section without access tracks, to remove the adjacent 6° filler pieces as described under a) of this chapter and then attach the first access track directly adjacent to a 9° filler pieces According to the planned loco service and engine shed tracks, all additional access tracks are attached with the desired angles, whereby angles between adjacent tracks do not have to be equal (see page 2, fig. 1, equal angles, and fig. 2, different angles) but can be freely selected (also see the following suggestions especially regarding ”opposite access tracks“!). Afterwards the remaining empty spaces between tracks are covered with matching filler pieces. Depending on the extent of the open space one or more filler pieces with 1°-, 3°-, 6°- or 9° segmentation will be required - see fig. 17. If the connecting tracks sections are already within the engine shed, the service- or entrance/departure area, the exact position of the access tracks should be checked by temporary insertion of the turntable into the cutout hole before the filler pieces are attached. A necessary correction of location or angle of an access track which does not exactly match its connections to another track can be done much easier before the filler pieces are attached then afterwards‘ Important: If, at a certain position of the bridge, access tracks should connect at both ends it is important to make sure thal the rail profiles of both access tracks are exactly in line with those of the bridge raits! This is done easiest as follows:

• First insert only one of the access tracks at the location wanted into the receiving groove until it engages audibly.

• Turn the turntable manually to this access track and align it so that the inner edges of the bridge rail profiles are exactly in line with the profiles of the access track! As soon as this done the bridge must not be moved again.

• Attach the second access track at the opposite, still open end of the bridge by inserting it until fully engaged.

• Align the second access track by slight movement to the right or left until the inner rail edges of this access track match exactly with the inner edges of the bridge rail profiles (see fig.18).

• Finally perform a visual check by sighting along one inner rail edge from the front access to the rear access track across the bridge rails. No offset must exist between the inner edges of all three rail sections (not like fig.19). Otherwise the alignment procedure as described must be repea

ted to assure trouble-free passage across the bridge. If however at two opposite access tracks an (angular) offset should be in

stalled deliberately (e.g.to avoic tight radius curves or unsightly kinks) care must be taken that the offset to the exact alignment is at least 3° (see fig. 7, page 4) so that the turntable control can reliably recognize the diffe

operations centre and the location of the turntable in it care must be taken that the turntable. after permanent attachment, remains easily accessible from the underside as well after the scenery has been completed. This makes the placement of electrical cables and possibly the retrofit installation of the return indication unit of the pre-selection control art.no. 42618 easier and also facilitates the occasionally necessary maintenance- and lubrication work (see fig. 21). It should be avoided to place tunnel tracks or hidden sto

rage sidingsdirectly below the turntable which wili prevent or reduce access to the underside. Installation Procedures: Mechanical a) Wiring: As a result of cleverly designed controls and utilization of the ROCO flat cable- and connector system the wiring of the turntable has been reduced to an essential minimum; the required cables are furnished with the turntable set, complete with flat connectors attached. The 8-conductor flat cable, fac

tory-equipped with connectors at each end, is used to connect the protected but easily accessible 8-pole contact terminal of the under- floor turntable drive with the 8- pole (i.e. broader) contact terminal of the hand control unit (see fig. 22, detail *). Additional connections between turntable and control unit or turntable and remainder of layout are not necessary! The 5-conductor flat cable connects the manual control unit with the control transformer assigned to the operating centre area (see fig. 22, detail **). The brown and green wires supply running power to the turntable bridge track and access tracks and are connected to the running power output ter

minals of the control transformer (0 to 12/14 volt DC if the turntable is used on a layout operated with the 2-rail DC system; 0 to 16 volt AC on layouts with 3-rail AC system). The yellow (slightly shorter) wire in the centre of the flat cable has no function and is not connected. The grey and pink wires supply power for control, turntable drive motor and locking magnets. The entire control, etc. operate with alternating current (AC), therefore these two wires are connected to the illumination/magnetic accessories output terminal of the control transformer (see fig. 22, detail ***). The DC required for the bridge motor is produced within the manual control unit by a built-in rectifier. The turntable control must never be operated with direct current (DC); even though this would not destroy the control circuits and manual unit it would lead to malfunctions of important turntable functions. Both the 8- and 5- conductor cables can be extended to practically any length with the 8-con

ching flat connectors (8-pole = art.no. 10608, 5-pole = art.no. 10605) and the matching connector platelets from set art.no. 10598. Note: When attaching the flat connectors to the contact terminals of the turntable and manual control unit it is most important to assure that the one-sided contact surfaces of the connectors face the contact surfaces of the turntab

le and manual control unit terminals, otherwise neither running power nor control commands can be transmitted! b) Preparation of the turntable control: The turntable can be operated with the manual control unit supplied or the pre-setector control which is not yet available .To correctly process the con

trol commands received the turntable must know whether the commands come from the manual or preselector control. At the underside of the turn

table, on the cover of the underfloor turntable drive, are two slide switches, the upper has the symbol = and ~, the lower the numbers 0 and 1 (see fig. 22, detail ° for the turntable and fig. 25, detail * for the manual control unit):

• If the lower switch is at position ”1“, the turntable will interpret all commands all commands as coming from the manual control unit.

• If the switch is moved to position ”0“, the turntable will interpret all incoming commands as coming from the pre-selector control, but it can process the commands only if additionally all interrogation switches be

low the access tracks have been connected to the pre-selector control. How this is done will be described in the installation- and operating instructions of the preselector control when it becomes available. Attention: For operation of the turntable with the manual control unit this switch must be in position ”1“! c) Selection of the running power system: Since the turntable has been designed for operation with both the 2-rail DC and 3-rail AC system, the model railway hobbyist makes the final decision regarding the running power system by his choice of access track type (art. no. 42616 for DC, art.no. 42617 for AC system), additionally it is necessary to switch the electrical power path within the turntable area. This is done by the sliding switch with the symbols = and ~ at the underfloor drive of the turntable (see fig. 22, detail °) and an equally designated slide switch on the underside of the manual control unit (see fig. 25, detail *). Please note: Reliable operation with the system selected is only assured when both run

ning power switches are placed to the same system symbol: either both on = or ~! Different switch positions will inevitably cause trouble during operations. Note: As delivered from the factory, the turntable and manual control unit are set for 2-rail DC operation (both switches are set to position ”=“. d) Separation of running power supply between turntable/engine shed area and remainder of layout: At prototype facilities, the operation centre is a separate area as far as ope

rations and safety are concerned: in small to medium-sized centres the rele

vant turnouts are manually operated and engines proceed pedestrian speed with ”on sight“ control. Only large operations centres have their own signal box and possibly internal signal controls. All entry- and exit tracks between the centre and other railway facilities are protected by waiting- and/or track locking signals, in case of greater distances between the centre and other facilities, block signals may be added. The correct and trouble-free operation of the turntable requires similar consi

derations before placing it in a layout. This means: all tracks leading from the turntable to the other parts of the layout must be electrically isolated; isola

ting fishplates (rail joiners) for 2-rail DC systems and centre rail insulators for 3-rail AC systems must be inserted at least the length of a large locomotive (approx. 30 to 35 cm/12 to 14“) distant from a turntable access track which connects to remainder of the layout (not necessary for dead-end sidings or engine shed tracks). For DC operation it must be differentiated if the power to the turntable area is supplied from the same control transformer as the rest of the layout (for operating and electrical reasons, the more unsatisfac

tory situation since an additional polarity-reversing switch must be provided in the running power supply cable (see fig. 26, arrow) or if two, electrically independent control transformers are to be used (the preferable situation). If only one control transformer is used, two isolating fishplates must be used at each circuit separation location in the track(s) leading to the turntable (one isolating fishplate in each rail (see fig. 27). When two electrically inde

pendent control transformers are used, one isolating fishplate per separation point is sufficient (see fig. 27, detail*). More reliable, versatile and in view of future changes (possible change-over to digital operation) it is generally 42615 Anleitung deutsch.indd 23 31.01.2011 09:18:5624 advisable to equip all circuit separation points in 2-rail DC system with two isolating fishplates (see fig. 27 details * and**, also fig. 28). Note: On layouts with digital control these separations must, in all locations, be done in two polarities i.e. with one isolation fish plate on each rail profile! The separation of the access tracks is principally necessary for two reasons:

• Operational reason: Without this stopping section ahead of the turntable pit it would be possible that a locomotive does not stop in time ahead of the pit and runs into the pit if the bridge has not (yet) lined up with the access track. This ”event“ is sometimes quite ”prototypical“ but neither in reality nor on the model railway desirable...

• Electrical reason (as protection primarily during DC operation): First, the running power of all access tracks leading to the bridge should always be controlled from the bridge i.e. the manual control unit or the pre-selector control because only in this situation the model railway operator has effective control overturntable operations. Secondly it is also an electric protection because, without this electri

cal separation, the danger of short-circuits in the running power circuit exists at certain positions of the bridge. Synchronization of the running current polarity is, without greater complexity, only possible with two separate control transformers (one for the turntable area, another for the adjacent layout area). It is recommended to install polarity indicator with LEDs which is easily built by the modeler (described in ROCO Report no. 20, page 11, German text). It will greatly simplify the operations within the operations centre and turntable area. Notes:

1) As long as engine shed, storage sidings and maintenance facility tracks

do not have any connections to the other tracks on the layout and are only connected to the turntable, no electrical separations are required in such tracks.

2) Normally, only two or three track connections will exist between the

turntable and the other tracks, namely one track connecting the turn

table with locomotive servicing facilities (slag removal-/coaling- and run-around track and leading to the major entry-/exit of the operating centre, another, the socalled auxiliary exit track which is often placed to bypass the service tracks and leads in the direction opposite to the major exit track. If the bypass track is not connected at both ends to service track by turnouts but if one end leads directly to the turntable, the third direct connection exists (see fig. 28: black shows the shortened operation centre track plan, green the normal connection of the bypass track via turnout, blue the alternative connection via turntable). Conse

quently in the usual situation, only two tracks have to be equipped with stopping sections and require installation of isolating fishplates.

3) Engine shed tracks which are only connected to the turntable and not

with any other layout tracks do not require isolating fishplates in one or both rails since the power-on and off change is performed by the turn

table control. Operating with the manual control unit Functions of the manual control unit: The manual control unit, together with the speed control knob of the control transformer assigned to the turntable area, represents the command post of the turntable operator and therefore all operations in the vicinity of turn

table and engine shed. Fig. 29 shows the operating elements of the manual control unit. They perform the following functions: Rotation selector knob: As long as it is at rest the bridge remains fixed in its last position. If the knob is turned shortly to the right and released again so that it returns to its rest position, the turntable will move towards the left until it reaches the next track connection. In this case both bridge ends have ”equal weight“. The same applies to a short turn of the knob to the right when the bridge wili turn towards the right until it reaches the next track connec

tion. Direct approach to a specific track, if other tracks are interspersed, i.e. without stopping at the intervening tracks is only possible by hol

ding the knob in the direction wanted until no more tracks are between current bridge position and the wanted track. Speed selector switch for rotation speed of the bridge. The ROCO LINE turntable has, the same as its prototype, a slow and a moderately fast rotation speed. If the switch is in position V1 the bridge rotates slowly and in position V2 it rotates faster. A (prototypical) change of speeds during the rotation is possible. in accordance with the prototype regu

lations it is recommended to use the slow speed for short turns, the faster for longer rotations especially when a locomotive is being turned by 180°. Selector switch for running power switch-on/off in the tracks connec

ted to the bridge. The following applies: a) If the switch is adjacent to the turntable symbol, the running power in the adjacent track is turned off. If the switch is moved in direction of the arrow away from the symbol the running power in the track adjacent to the bridge is connected to the bridge power and will always have the same polarity as the bridge! b) Please note that the left side switch always controls the running power of the turntable (access) track adjacent to the bridge end carrying the engine shed, white the right side switch controls the running power of the (access) track adjacent to the bridge end which is at the side opposite from the engine shed.

42615 Anleitung deutsch.indd 24 31.01.2011 09:18:5725 Maintenance of the drive unit: a) Lubrication of the drive unit: As is the case with all motorized ROCO models, great care was taken to make the mechanical parts of the drive unit as rugged, wear-resistant and maintenance-free as possible; this includes an effective protective cover for the entire under-floor drive mechanism. Nevertheless, from time to time the turntable ”underground“ should be inspected. To this end, initially remove the protective lid from the circuit board of the underfloor drive. As is shown in Figure 38 the small crosshead screw in the depression of the protective lid must be loosened and completely removed as a first step. Then introduce a flat medium-size screwdriver in the demoulding openings of the mounting claws on the switch side of the protective lid – as also shown in Figure 38 – and slightly force the claws to the outside to separate them from the circuit board. Then tilt the protective lid downwards. Once this has been done the protective lid will automatically release the circuit board on the other side and the protective lid can be completely removed. Now the entire drive mechanism is open and the large drive worm gear can be lubricated (e.g. with the special ROCO gear grease 10905, see fig. 21, page 10, orange arrows. Occasionally, but not too often, the bearings of the worm gear shaft (see fig. 21, page 10, green arrows) should receive a small drop of thin, resin- free sewing machine oil. The zinc-alloy motor chamber contains all other gears. It is supported by vi

bration-damping soft-plastic plugs, one each is located between screw-head and motor chamber and between motor chamber and gear frame (pit of the turntable) for each screw to reduce noise. These three screws should be re

moved to be able to service the second worm gear stage at the motor side. Care must be taken not to lose the soft-plastic plugs and to avoid breaking off the motor wires while carefully removing the motor chamber from the circuit board! To be able to lubricate the second worm gear, directly next to the motor and the adjacent multi-stage spur gear, both screws of the gear cover near the motor must be unscrewed and the cover removed (see page 12, fig. 24, black arrows). The worm gear located above the slip-clutch on the motor shaft should also receive a little ROCO special grease (see page 12, fig. 24, blue arrows). Finally, the worm gear wheel bearings (red arrows) should also be lubricated with and occasional drop of resin-free, thin sewing machine oil. Please do not lubricate too much! Only one ”lube-service“ per year is neces

sary even for frequent operation of the turntable. After completion of the lubrication the motor chamber must be screwed back in its correct position (do not forget the vibration-damping soft-plastic plugs and the correct insertion of the drive shaft to the large worm gear!). Then the protective cover is clipped back in the correct position. Please pay attention to the two operating mode switches to so that they are placed into the openings of the cover rather than being pushed down. If everything has been properly assembled check the position of both operating mode switches and id necessary, correct to conform to the turntable operating mode appli

cable to your layout. b) Replacement of the motor brushes or of the drive motor: To have access to the drive unit, consisting of motor, slip clutch and motor worm gear, proceed in the same manner as described above for lubrication.

• Replacement of the drive unft: Remove the slip clutch and motor worm gear located on the drive shaft together with the motor itself, after taking off the motor protective cover (unscrew two screws for this), carefully from the gear box, then lift the motor out of the contact springs at the commutator side of the motor. Install new drive unit (replacement part no. 105284) in reverse order of disassembly, make sure that the contact surfaces of the brush-bearing screws come to rest correctly between the contact springs of the circuit board and are not bent. See fig. 21, black arrows.

• Replacement of the drive motor commutator brushes: Proceed exactly as described above for ”Replacement of the drive unit“ until has been remo

ved from the housing. Then unscrew the brush bearing screws from the motor frame (Careful! the springs located inside the brush bearing screws tend to jump away while doing this work and are then hard to find espe

cially on carpeted floors...), remove brush springs and worn brushes, and if necessary clean brush channels and commutator with a lintfree cloth patch (possibly soaked in lighter fluid). Insert the new brushes (replace

ment part no. 89743) and brush springs into the brush bearing screws and screw these into the bearing. Assure that the screws are inserted straight and not at an angle, otherwise the threads could be damaged. The remaining assembly proceeds as already described above under ”Re

placement of the drive unit“. ”Manual operation“ of the turntable with control power switched on Due to the presence of the slip clutch it is always possible, if necessary, to turn the bridge by hand. Corresponding to the last direction of rotation set by the manual control unit, it will continue to turn automatically until it rea

ches the next following access track in the direction of rotation. Here it will stop. This operating possibility can be useful if the manual control unit has been placed at an appreciable distance away from the turntable. Scenic completion of the operations centre The turntable is certainly the central object in every operations centre or train dispatch facility, as it is called in Austria. Therefore a great number of buildings and facilities which are essential for supply and maintenance of locomotives are located in its vicinity. Many suitable building and structure kits a re available, among others those of the firm Faller. As a suggestion, several pictures of an operations centre layout, excellently built with Faller material by Bruno Kaiser, Cologne, are shown. This results in four possible combinations of switch positions:

1. Both switches are next to the turntable symbol: running power is applied

only to the turntable bridge track itself (see figs. 30 and 31, page 15).

2. The left switch is set away from the turntable symbol in the direction of

the arrow, the right switch is next to the turntable symbol: the track ad

jacent to the engine-shed end of the bridge is powered, the other track is turned off (if in the current bridge position tracks connect to each bridge end)(see figs. 32 and 33).

3. The right switch is set away from the turntable symbol in the direction

of the arrow, the left switch is next to the turntable symbol: the track adjacent to the engine-shed end of the bridge is turned off, the other track is powered (if in the current bridge position tracks connect to each bridge end) (see figs. 34 and 35).

4. Both switches are set away from the turntable symbol in direction of the

arrows: if in this situation access tracks are in line at both ends of the bridge, they are now continuously powered as through-track. This makes sense when a locomotive, coming from the service facilities, should pro

ceed directly across the bridge into an engine shed track at the opposite side, or proceed from the engine shed directly to an exit- or bypass track without having to be turned in between (see figs. 36 and 37). Generally, the following applies: Case 2 or 3 are applicable when a locomotive should proceed on to the bridge or leave it. Not absolutely necessary, but as safety measure for nor

mal layout operation it is recommended to set case I while the bridge is turning and to set the speed control at the control transformer to ”0“. This will definitely prevent unpleasant ”surprises“!

42615 Anleitung deutsch.indd 25 31.01.2011 09:18:5726 To this end, initially remove the protective lid from the circuit board of the underfloor drive. As is shown in Figure 38 the small crosshead screw in the depression of the protective lid must be loosened and completely removed as a first step. Then introduce a flat medium-size screwdriver in the demoul

ding openings of the mounting claws on the switch side of the protective lid – as also shown in Figure 38 – and slightly force the claws to the outside to separate them from the circuit board. Then tilt the protective lid down

wards. Once this has been done the protective lid will automatically release the circuit board on the other side and the protective lid can be completely removed. After this, clip on the protective lid in the correct position. When doing so please pay attention also to the two operating mode selector switches so that these engage correctly in the appropriate recesses of the protective lid and are not forced down! Once the protective lid has been clipped on correctly and the two switches are neatly seated in their respective protec

tive lid recesses, re-insert the small crosshead screw in its depression and finally tighten it. Please do not overtighten the screw to avoid damaging the thread. Once everything has been down correctly please check the position of the two operating mode selector switches and readjust in accordance with the operating conditions for your turntable applicable to your system if required. Drive current polarity display a) Basics: Since it is necessary for the control of the radiating tracks (shed tracks, maintenance tracks, other siding tracks and access tracks to the turntable) that the radiating tracks are supplied with drive current from the turntable platform, all tracks leading to the remaining system must be insulated on both poles as shown in drawing 26. Only then is it possible for the control of the radiating tracks from the turntable to operate correctly. Based on this type of drive current feed however there is a risk that “hostile” polarities will meet at the transition point formed by the insulating rail connectors of the access track fed from the platform to the remaining system so that a complete short circuit is created at the moment this point is passed. Since with digital operation the actual respective polarities in the tracks left and right of the insulating rail connectors play no role with regard to the direction of travel of the locomotive passing that point and it merely needs to be ensured that the polarities on both sides of the insulating rail connectors are identical, this problem can be resolved in digital mode by using the return loop module as already described at another point in these instructions. In classic DC mode for which the turntable is also designed the situation is slightly different. Here the respective polarities left and right of the insu

lating rail connectors need not only be identical – as in digital mode – but they also decide in which direction the locomotive will continue to operate. We therefore have to ensure that the polarities do not only correspond to each other but that they are also applied correctly – coming from the turntable platform – so that our locomotive is able to continue moving in the desired direction. b) Practical application: With the two-pole changeover switch depicted in drawing 26 (see arrow) this polarity adaptation can be accomplished easily. However this does not provide any information as to whether the polarities are really matched. With a total of four light emitting diodes (practically two green and two yellow) and two resistors for current limitation in the light emitting diodes per connecting track and the remaining system it is possible to very eco

nomically establish the monitoring circuit shown in the detail magnifier (drawing 26a). If the light emitting diodes are correctly installed the lighting up of both green light emitting diodes will not only indicate that the polarities match on both sides of the insulating rail connectors, but also that the direction of travel so set leads from the turntable away to the rest of the system. However if both yellow light emitting diodes light up this means that the polarities on both sides of the insulating rail connectors match again, but that the direction of travel now set leads away form the remaining system to the turntable platform. However, should a green and a yellow light emitting diode light light up this means “imminent danger” that a locomotive will cause a complete short circuit when passing the insulating rail connectors since the polarities are not matched. In this case it does not matter on which side of the insula

ting rail connectors the yellow and on which the green light emitting diode should light up. To purely avoid the short circuit it is immaterial which of the two light emitting diode colours happens to be “active”. However the decisive point is that the light emitting diodes with the same colour light up on both sides of the insulating rail connectors. For practical purposes it is advisable to install the two-pole changeover switch and the total of four light emitting diodes (one green and one yel

low on the left, the other green and yellow on the right) in a common box accommodated in the vicinity of the manual control unit for the turntable. c) Note: The two-pole changeover switch, the light emitting diodes and the resistors are not part of the scope of supply of the turntable. This circuit cannot be used for digital operation or in a 3-conductor alternating current system!