Wednesday, March 13, 2024

PUZZLE SWITCH ROUTE INDICATION

Double slip switches are known as “puzzle switches” for good reason.  A double slip switch compresses two opposite track switches into the space ordinarily occupied by a single switch.  A double slip switch has two sets of points (the part of a switch that moves) and two frogs (where one rail crosses “over” another with a gap for the wheel flanges).  The result looks very complicated.  Prototype railroad and model railroad crews are often confused as to which route through the switch has been selected/set.  

Double slip switches are rare in the prototype railroad world as track engineers usually have sufficient length or distance to separate the switch functions.  Railroads install double slip switches when they run out of room for multiple single switches or in complex terminal trackage where a double slip switch helps make smooth crossings of multiple track lines.  Most prototype double slip switches are controlled by switch towers or their modern equivalents in Centralized Traffic Control panels.

 

Model railroaders employ double slip switches for most of the same reasons a prototype railroad does.  We run out of room or need to make smooth crossings with switching of multiple lines.  Alas, I found myself in this predicament as I added a second main line connecting my Eugene Depot to my Eugene Arrival/Departure Yard (aka staging).  

 

My plan for track and switch control in this area has been to provide route control—functionally similar to having a dedicated tower operator.  The electronics for the route control have eluded me so far, so I have had to subject my yard crews to control panels with multiple toggle switches to control the switch machines.  The yard crews are still faced with verifying the chosen route.  I have attempted to provide route indication on the control panel track schematics, but this has been imperfect and crewmembers still want a more direct confirmation of route selection.

 

When I attended VanRail in September 2023, I operated on Doug Hicks’ British Columbia Railway Squamish Subdivision layout.  Doug also faced a need to indicate route selection for complex trackwork in his North Vancouver Yard.  Doug’s solution was to embed light emitting diodes (LEDs) in the track roadbed that switched with the turnout controls.  Aha!  

 

With enough time between operating sessions, I finally dug into the LED route indicator project.  I chose to apply my railroad standard use of blue LEDs to indicate a RR-East setting and amber LEDs for a RR-West setting.

 


Double slip switch with route indication.  The selected route goes from lower left to upper right as a straight route through the switch.  This switch also illustrates the use of a double slip switch in a crossing situation where one potential route crosses the nominal principal (straight) route through the switch.

 

I made up pairs of LEDs to install for the two routes at the end of each switch.  I soldered the diode anodes together and that joint to the dropping resistor needed with LEDs.  The dropping resistor (in the case a 1K ohm resistor) limits the current through the LEDs.  It is very easy to apply to high a voltage and current to an LED without such a resistor.  The result is a brief flash of light and then a dead LED.

 


LED pair assemblies.  The blue LED pairs use solid color wires while the amber LED pairs use color-stiped wires—useful for subsequent de-bugging.  Note the LED lead lengths limit the installation geometry.

 

I used 3mm LEDs, joining the anodes at the far end.  Shrink-wrap insulation tubing covered the opposite LED leads (legs) and the dripping resistor and LED joint.  The 3mm LEDs neatly fit into a 1/8-inch hole.  The length of the remaining independent LED leads limits the combination of roadbed depth and the spacing between the needed pair of indicator holes.   I found the LEDs depressed in their holes for several installations.  Those LEDs are visible when near the switch, but not necessarily visible from a distance such as fully along the set of switches in my primary four-slip switch installation.

 


LED route indication showing the conventional route selection.  The track on the right (the East Main) goes straight on that main route until diverging to the mainline (right track) as it passes the Eugene depot.  The track on the left is the West Main which proceeds toward the depot until it diverges to the left of the two main tracks past the Eugene depot.  That depot track is known as the WP siding, named for the construction company responsible for the Coos Bay Branch.

 

I chose to power the LED pairs through the frog power routing on the switch machines.  This power routing choice eliminated other sources of error on my part.

 

I await comments from my operating crew.  I may need to adjust the depth of the LEDs to bring them closer to the roadbed surface.  

 


Wider view of the RR-East Eugene switch throat.  Note that the LED route indicators for the two upper (further away) slip switches do not show well from this angle.  The LEDs are below the roadbed surface.  They become visible when one moves to a spot more in line with the switches.

 

Thursday, February 29, 2024

REMEMBERING DAVE CLUNE

SP locomotive engineer, outstanding model railroad craftsman, and friend, Dave Clune, passed away in late February.  Our model and prototype railroad worlds are richer by far for having had his presence among us. 

Dave worked out of Eugene for most of his career as an SP locomotive engineer.  Eventually that brought him seniority to hold down a regular role in helper service.  His early career had the usual jobs such as engine hostler around the Eugene terminal facilities.  I leaned on that experience to gain a better understanding of the modern locomotive traction sand facility that will eventually translate into my model of that facility.  Dave’s “tales of the rails” working up the Cascade “Hill” were punctuated with humor—a hallmark of Dave’s personality.

 


Dave Clune (left) and I taking a break at the end of an ops session in June 2016.  My other photo of Dave from this session shows only his back as he works on the RR-East switch at Wicopee—very characteristic of Dave to be hard at work.

 

When I began regular operations on my model railroad mainline, Dave would arrive at those sessions and immediately ask where the current problem switch or trackwork was located.  He would then grab my track tools and proceed to tweak the offending track area.  He could see things my eyes could not detect.  Over time, my railroad became more reliable, although the six-axle EMD locomotive models still find ways to frustrate us at switches!  

 

 


Dave Clune (right) works with David L. and Pete H. on a BRLAT (trailer train to Los Angeles) as it works uphill over Noisy Creek Trestle in the background.  This scene from March 2018, shows the railroad before terrain formation.  The tunnel portals and liners are installed awaiting my efforts with insulation foam slabs and Sculptamold.

 

 

Dave was a wonderful resource for history on the Cascade Line and the industries served.  His memories had direct impact on my models of National Metallurgical in Springfield and the one oil dealer (Skillern Oil—source of the Clune’s heating oil) I placed in my Eugene industrial district.

 


Dave Clune (dark shirt, center) confers with other crew members at Oakridge.  Dave had one of the helper jobs on the Hill—just like his prototype SP job.  This was my January, 2023 operating session, the last time Dave made it up from Eugene.

 

Dave’s own modeling focused on his Cascade County narrow gauge railway in On3.  He was highly regarded in the narrow gauge community for his craftsmanship and artistic talent.  He generously shared his skill and talent with others.  

 


Dave Clune’s Cascade County Rwy in On3.  Dave was an artist in both two- and three-dimensions.

 

Throughout all, Dave brought wisdom, skill, and humor to our shared rail hobby and passion.  Dave Clune was a gentleman’s gentleman, a term I apply with extremely high regard.  

 

Rest In Peace, Dave.

Sunday, January 7, 2024

OPERATIONS INTO THE 70s

I built my SP Cascade Line as an operating model railroad.  I am happy to report that it has fulfilled that dream.  Each month I host a group of up to twenty fellow model railroaders to help bring my vision alive.  Well, it is not quite monthly, as my beginning-of-the-month slot in the local operations rotation produces a number of schedule conflicts.  Still, I catch as many of those slots as I can.  

 

The “70s” in this post’s title refers to the number of formal operating sessions, beginning with Session One in June, 2015.  The fourth formal operating session on the railroad was accomplished in late August, 2015, as part of the Operations SIG operating sessions affiliated with the NMRA National Convention held in Portland.  

 

Just prior to the most recent session, I reviewed photos from that event as I sought images of my Oakridge-based friend, Bob Sanchez, who just passed away.

 


From the August 2015 operating session for the NMRA PDX2015 Convention, Bob Sanchez (right) explains operations at Oakridge to Scott C.  Don M. and Dennis D. are working the Oakridge Turn in the distance.

 

Bob was an avid rail-buff and a great help and host to many of us seeking more information at Oakridge.  Bob owned the former Lane Electric warehouse near the former SP depot site in Oakridge.  He went on to fill much of that warehouse with a marvelous N-scale layout.  In August, 2015, Bob was an invaluable companion and helper for me with a range of NMRA National Convention duties.  Rest In Peace, Bob.

 

That photo trip down memory lane reminded me just how far my railroad has come since then.  Those early operating sessions were quite raw and performed on a railroad that was even rawer.  I was helped along the way by a number of folk, several of whom passed away in the past few years.  I miss the input from railroaders Tom Dill and Rick Kang, and the cheerful support and advice from Chuck Clark.  

 

Fortunately, I have a large crew of people who have stayed with me through the development of my railroad and have been joined by still more.  Many of those regulars were present at the just-completed 71st operating session.  The long term regulars have been joined by newer acquaintances—so many that I routinely must cap the crew size and place late responders to the crew call on the reserve list.

 

Photos from this recent operating session focus on the people—something I have learned to concentrate upon as the real treasure of these events.

 


At the core of every successful operation is the Dispatcher.  Dave H. held this position as he often does.

 


The Eugene Arrival-Departure Yard was managed by Craig L. (left) and assisted by his Switcher, Pat L.  Pat just joined us in Oregon, but is no stranger to me or to operations.

 


At the RR-East end of the Eugene depot area, East Switcher Joe B. works with a car in the foreground, while Eugene City Switcher Mike L. works the industrial trackage now found between the main lines and the wall for this pass-through area.

 


The full Eugene Yard crew consists of (left to right) West Switcher John B, East Switcher Joe B, Yardmaster Rick A, and Eugene City Switcher Mike L.

 


The “B” Springfield Turn started the session with its work half completed.  “Dog-catching” this job were Brigg F. and Jeroen G.

 


After Brigg and Jeroen completed work with the Springfield-B, they returned to Eugene Yard and picked up the Marcola Turn which they are working here.

 


The other local freight was the Oakridge Turn, with Mike B. and Keith K. as crew.  They are working the RR-East end of Oakridge, having just run around a covered hopper that they will soon set-out at the sand house location (paper plan-view attached to the yard surface).

 


Bill M. and Bob L. formed a road crew, seen here at the upper staging at Crescent Lake.

 


Mike W. (left) has left his helper, piloted by Mark K. (right) at Cascade Summit.  He is getting track authority to proceed to Crescent Lake and the end of his run.

 


With other trains at Wicopee, Mike L. (center) is copying track authority after meeting a train crewed by Mike W. (right).  Rodger C. (left) controls the helper locomotive entrained in the RR-West train on the siding.

 


Having helped a train from Oakridge up to Cascade Summit, Rodger C. returns “light” to Oakridge.  He is seen here at Wicopee.

 


Bill M. (left) and Bob L. (center) work uphill at McCredie Springs, assisted by the mid-train helper run by Mark K. (right).

 


Emerik S. is Engineer for the LABRF—a hot train from Los Angeles to Portland (Brooklyn Yard for the SP)—seen here at Westfir.  Jim M. is his Conductor.  Later on, we needed to send Emerik and Jim out solo on separate trains to keep the traffic rolling.

 


An important feature of my standard operations is the mid-session lunch break.  Keeping the lunch break local to my basement maintains continuity while providing important rest and social interaction.  Yes, we have to squeeze tables into various spaces around the layout, but it is clear that a good time takes place.

 

Although there is much yet to be done on my railroad, it has settled into a comfortable pattern of operations.  This 71stoperating session presented quite a contrast to the initial efforts back in the summer of 2015.  Those early sessions set a solid foundation upon which we built a regular operating group.

Sunday, December 10, 2023

EXTENDING THE FOREST—NOISY CREEK

After my initial success with the forest at Cruzatte, I extended that forest into the corner beyond that scene—Noisy Creek.  I used much the same set of scenery techniques I pioneered at Cruzatte with some modifications.  The Noisy Creek scene needed to be barer, as the December 1964 slide that took out part of the trestle remains a gash in the landscape to this day.

 


SP X8302W crosses Noisy Creek Trestle.  The Noisy Creek scene is now ringed by forest.

 

My developing scenery technique for my mountain scenes begins with an initial ground/earth cover using sanded grout.  Pictures of Noisy Creek show a distinct gray cast, so my grout mix began with a gray and then added a sand color.  https://espeecascades.blogspot.com/2023/07/cruzatte-earth-cover.html

I noted the area of the 1964 slide does not have significant rock outcroppings, so I did not need to have rock castings within this scene.  

 


Noisy Creek scene with sanded grout ground cover.  Note I transitioned from a browner grout mixture intended for forest floor on the left above the rock shed to the gray covering in the Noisy Creek slide area.

 

Looking at the original simple backdrop for this scene and reflecting on my efforts and experience behind Cruzatte (to the left of this scene), I decided to add more prominent trees painted on the backdrop.  I sized the painted trees to match to the six-inch trees I would use in front of the backdrop.  I then added a fringe of forest growth covering against the backdrop.  The “forest growth” is made of small bits of the coconut mat “branches” material trimmed from the fir trees.

 

 


Painted individual trees on the backdrop plus adding the “forest floor” to the joint between backdrop and three-dimensional terrain.

 

I then added six-inch trees to ring the area above the slide.  These trees use the smallest trunk offered by Coastman’s Scenic Products and represent second growth as would appear around the area of the slide.   https://www.coastmans.com/evergreen-kits  My developing scenery technique for relatively narrow forest scenes uses half trees against the backdrop and then full trees in front of that.  It creates the appearance of a denser forest.  The use of half trees was inspired by useful comments from my operating crew when viewing my first efforts at Cruzatte.

 


Half trees for use directly against the backdrop.  The need for these half trees can be seen in the scene directly above where another row of trees is needed to fill in behind the front row of trees.

 

Completing the difficult-to-reach tree-line behind the Noisy Creek slide, I then filled in the areas to either side of this area with taller “old growth” trees that transition to even larger trees beyond the tunnel/rock shed entrances that bracket the trestle/viaduct over Noisy Creek.  The photo at the top of this blog-post shows the finished result.  My forest is growing!

Saturday, October 14, 2023

BRIDGETOWN RPM 2023

A welcome development in the Portland, Oregon, area has been regular, annual Rail Prototype Modeler Meets using the “Bridgetown” moniker.  “Bridgetown” refers to the many bridges over the Willamette River in Portland plus the three (auto plus rail) over the Columbia River.  Kudos to Bruce Barney, Rod Loder and their helpers plus others in the Pacific Northwest in the RPM movement for helping establish this as a significant modeler event.  My only “issue” is that organizers seem to have settled upon the first Saturday of October for the meet which conflicts with my regular spot in the Portland metro area operating layouts rotation.  Sigh.  These RPM Meets are worth my having to annul my October sessions. 

Rail Prototype Modeler Meets developed as a counter-point to the established NMRA contests, beginning in the 1990s.  The intent is for model display and ready access to the modelers to share techniques for better capturing prototype railroad equipment into scale model form.  It is a meeting of peers and fellow rail modelers.  

 


Typical assortment of models on display.  The model craftsmanship level is high.  The subject matter is quite varied.

 

A number of vendors, both “large” (Kadee and Tangent) and small were present with someone to talk to from each. Three-dimensional printing has taken off and opened up quite a number of model applications.

 


Jason Hill’s lumber train in the foreground with several vendors alongside the walls.

 


More vendors with a couple with 3-D printed models of Canadian prototypes in the foreground.

 

The big, exciting announcement at this RPM Meet was Tangent’s new model of the SP rebuilt forty-foot boxcars with ten-foot doors—the “yellow stripe” boxcars of the 1960s and 1970s.  https://www.tangentscalemodels.com/  This car builds on Tangent’s recent release of the SP B-50-28 (and beyond) post-war boxcars.  Just as the as-built cars were vital to the 1950s SP boxcar fleet, so also were the rebuilt cars to the 1960s-70s.  By 1970, over 7000 cars had been converted to the 10-foot door rebuild.  They went all over the country, such that many/most general merchandise trains had at least one of these cars in them.  SP modelers need them in great numbers.  The “yellow stripe” cars have long been a “missing link” for proper modeling of the SP, even if one is not (as I am) modeling Oregon.  I can go on and on about these cars’ importance and what they did for the SP and its shippers; perhaps I will do so sometime later.

 

It was great to meet Daniel Kohlberg who represented Tangent at this meet.  Dan has his own line of decals (ICG Decals, https://icgdecals.com/index.htm) and has done the graphic artwork on Tangent’s and others’ models.  I already have a number of his decals for the production SP B-50-28 boxcars and now have decals for the “yellow stripe” rebuilds.  I also picked up four of the newly released rebuilt cars (unlettered, but assembled and having the yellow stripe on the door).  Those are just a beginning and will help my overall plan to do shifting equipment eras on my railroad.  

 

A side note about Tangent:  They often release new models at an appropriate convention, meet, or show, based on the geography of the event and the prototype of the new release.  For the Bridgetown RPM Meet, the newest release (that day!) was the SP rebuilt boxcar.  Also featured prominently were the new NP-BN-SP&S wide vision cabooses from last month and the 40-foot appliance boxcars (“Baby Hi-Cubes”) from this summer.  NP had a small part of that fleet.  All of these models neatly come together in Portland.

 


Daniel Kohlberg with the Tangent display.

 

It was great to meet with long-time friends from the prototype modeling part of the hobby.  Although I find myself now categorized as a “layout builder,” the urge to return to my modeling roots grows stronger each year.  

 


SF Bay Area friend Harry Wong taking photos of models while others do the same and otherwise observe.

 

The Bridgetown RPM Meet has become an essential part of my fall railroad calendar.  Someday soon I will be displaying as well.

Monday, September 25, 2023

VanRail 2023

This year has seen the return of regional operating events.   We held WOOPS in early June.  Our friends to the north just held VanRail, an operating event in the greater Vancouver, BC, area.  Along with a couple of my regular operating crewmembers, I was fortunate to gain an invitation to this year’s event in Vancouver.  I seized upon that invitation rapidly and enthusiastically, as my prior excursions north found great operating model railroads mixed with superb hospitality and an enthusiastic group of fellow Boomer-operators.   

VanRail is organized as a three-day event, with Boomers such as myself scheduled to operate on a railroad a day.  This year I put bids in for two repeats (for me) and had one additional layout assigned.  All three provided great operating experiences.

 

My first layout operation was a repeat with Mike Chandler and his Western Midland Railroad.  Mike built his layout using a plan from an old Model Railroader.  His execution (construction and modelling) is superb, befitting his Master Model Railroader ® status.  Mike adds to this physical plant with a well-run Timetable and Train Order (TT&TO) operating scheme.  He uses a retired Dispatcher (Train Controller) working remotely from Calgary!  During my previous time on Mike’s railroad, I took a turn as a Train Order Operator—a different experience in Canada as there are different practices with transmitting and reading back train orders there.  This time, I drew the lowest-ranked card in the crew assignment draw for train crews.  That worked out well for me, as I still ran a pair of trains over the railroad and thoroughly enjoyed the experience. 

 


Mike Chandler is on the Trainline (Dispatcher phone system) while Java Yardmaster Brian K. looks on.  The end point yards of Mike’s layout uses engine facilities and the roundhouse in common.  Aurora is in the foreground and Java is in the rear.

 


Neral on the Western Midland RR.  The level of modelling is very high!

 

My second day layout assignment was on Doug Hicks’ British Columbia Railway (BCR) Squamish Subdivision—the southern portion of the BCR.  Doug worked for BCR, so he has captured something in model form he knew well.  Doug has crammed an amazing amount of railroad onto two decks in a small space (about 14x16 feet).  Although it might appear crowded, our five-man crew (plus a separate Dispatcher) seemed to do well in the aisles.

 


Dave H. works the North Vancouver Yard as Dispatcher Victor G. looks on.  North Van juts out of the main layout space, providing more operating room for all.

 


Interior of the layout room.  Multiple levels are managed by putting operators on the lower level onto rolling stools.

 


Pemberton on the upper deck.  Doug posts photos of the actual locations modeled.  The model does justice to the prototype, albeit compressed to fit into the space available.

 

Once again, I thoroughly enjoyed my time on Doug Hicks’ railroad.  I also picked up an idea for showing the selected route through complex switch-work that will be applied to my own railroad.  Thanks Doug!

 

My final layout operation was on Scott Calvert’s Canadian Pacific Boundary Subdivision.  This also was a repeat operation for me, though each experience is unique.  Once again, I drew the low card in the train crew pool, but still had a great time.  My initial assignment had me run light pushers (helpers) down from their base at Farron to Castlegar—much of the completed mountain part of the railroad.  I tucked my locomotives out of the way and moved on to a new assignment working with the Great Northern Interchange run out of the big CP yard at Nelson, BC.  That took me off the Canadian Pacific to work a GN station on my way to staging (connection to the rest of the GN in Washington state).  Finally, I returned to my pushers at Castlegar to help a train up the mountain grade to Farron.  Scott’s railroad is similarly-sized to mine and we have shared construction ideas through the years.  It was great to have an opportunity to operate there again.

 


The pusher (helper) station at Farron—the top of the mountain grade.

 


Operations at Nelson.  Overhead is a continuation of the other side of the mountain grade, with Farron barely visible on the right

 


The GN station of Salmo is on the lower level at right.  Castlegar is in the distance, center.

 


Scott updates his operating plan for our session, using “available” space at Nelson.

 


A group photo with the Boomer operators and most of the local support crew at Scott Calvert’s layout.  The smiles reflect all of us after three days of wonderful model railroad operating and great collegiality.

Sunday, August 27, 2023

ASSEMBLY LINES - Trees

Most model railroaders set up an assembly line at some point in their work.  Owners of large model railroads such as myself often resort to assembly line techniques.  My current examples involve trees and a bit of boxcar assembly on the side.  Building on my success with the initial forest planted in the Cruzatte scene, I attacked another large group of trees to both add to the Cruzatte scene and perhaps begin another scene.



Tree core assembly line in process.  Tree cores consisting of branch disks glued to the trunks are stored on Styrofoam slabs, awaiting the flocking process.  Eight more trees are underway in the middle of the picture.  In the distance is a separate work station where boxcar assembly is underway.

 

I have found it convenient to work on eight trees at a time.  I tear off coconut mat material for branch disks for all eight trees.  I typically prepare four of these disks for each tree, laying out all thirty-two such mat disks prior to punching a center hole with an awl.  I then glue each tree’s four disks in place with white glue and then repeat for the next tree.  The process is messy in common with many scenery processes.  

 

While the glue sets on eight trees, I move on to some other task.  Currently, one of those tasks is digging into my collection of SP boxcar kits to finally assemble them.  When the glue sets on the first group of four branch disks, I return for another set of four until I reach the top of the tree.  A rhythm develops as the learning curve makes for ever more efficient assembly. 

 

I exhaust either myself or my supplies eventually.  At that point, I move on to another of the major assembly steps.  For the trees, the next steps are shaping or trimming the tree cores and then flocking.  I went through a number of spray adhesive cans on the current batch of 120 trees.  After flocking, I moved the trees stuck into Styrofoam slabs to a convenient place on the layout.  Right now, that happens to be in the greater Salt Creek area alongside the Wicopee Siding.  I need to add more ground cover before planting more trees.  Coastmans Scenery Products (https://www.coastmans.com ) is getting regular orders from me for more tree supplies.  

 


Trees staged below Noisy Creek Trestle in the Salt Creek and Wicopee area of the layout.  A different form of “staging” is represented by the train in the foreground.  That train is in place for the next operating session start up.

 

I am taking advantage of my enthusiasm for adding trees to my forest based on success with my first major forest scene.  I also am taking advantage of warm dry weather to use the spray adhesive for tree flocking outdoors.  I have a lot of forest to plant!