EUGENE DEPOT WIRED

Most model railroads require as much time spent below the layout surface as above it.  Typically, the “fun stuff” is at the surface and above (track, trains, structures, scenery), but vital elements are underneath: wiring and switch machines.  With track for the Eugene depot and classification yard laid, the past few weeks have been spent in “the land down under.” 

Fifty-one switch machines—both Tortoise ™ power machines and Blue Point manual throws—were installed for the Eugene switches. 

Wiring is now underway with the depot tracks complete.  The depot tracks comprise a single power district connected through a PSX circuit breaker.  The depot tracks are divided into ten power blocks, with six of these blocks wired for potential detection.  Detected blocks require the block sub-bus to maintain separation between its two wires.  “Dark” (undetected) tracks have block sub-bus wires “gently” twisted.  Proof of successful wiring can be seen in the photo where the loco is lit and a DCC brakeman (made by former “DCC Lunch”-mate John Plocher) has a lit lantern. 

Eugene Depot tracks wired.  Depot tracks are the four furthest tracks in plus the industry spurs between the depot siding and the backdrop.

As I began to run the test loco on the depot tracks I had to trim the switch machine throw rod projecting through the throwbars.  I clipped the music wire rods close with a hard metal nipper and then trimmed them the rest of the way with a cutoff disk.  Therein lay a problem.  I recently replaced the Sears motor tool I used for five decades with a new two-speed Dremel.  The high speed for the cutoff disk produced too much heat in the rod for the surrounding plastic throwbars of a pair of commercial turnouts.  These were among the few remaining Micro Engineering turnouts I had in stock after my switch to Fast Tracks jig-built.  They are just visible on the left side of the photo of the depot tracks, in front of the brakeman.  The throw rod heated up by the cutoff disk melted right out of the throwbar.  This is a potential problem for any commercial turnout with a plastic throwbar.  I just encountered it following my change of motor tool (presumably with a higher speed). 

Original plastic switch throwbar has a melted out hole for the throw rod.

The melted out hole in the plastic throwbar necessitated a throwbar replacement.  I’ve had to do several of these for various reasons.  My experience with Fast Tracks jig-built turnouts means I have the skills, tools and materials to do such replacements quickly and easily.  Two new printed circuit (pc) board ties got insulating notches filed in them.  The original plastic throwbars were removed and the new pc-board ties inserted.  The switch points were then soldered to the new throwbars.  The switch machines were remounted with new throw rods (A longer throw rod is needed to aid the installation process.).  The new rods were trimmed and I now have two fully functional switches.

Turnout with replacement printed circuit board throwbar installed.

ADDING TO EUGENE

As I build the SP Cascade Line, I find the layout “speaking to me” about track changes.  My past experience with layouts prepared me for this, so it is expected.  Forma planning and drafting for the layout focused on the major features impacting the mainline: location of towns or sidings , mainline curves (maintaining minimum radius), and a general sense of where major trackwork with switches fit.  More detailed planning at full size was done for critical trackwork such as the throat and yard ladders at Eugene.  Details of where industry spurs would be placed and what industries were to be served was left for the construction stage, knowing that I had allotted “adequate” (there is NEVER enough room!) space. 

Once the primary trackage was laid for Eugene Depot and Classification Yard, I stepped back to survey the scene for additional possibilities.  Meanwhile, I have been studying books on dispatching as part of training on Time Table and Train Order (TT&TO) operation.  Reading through Thomas White’s book: “Elements of Train Dispatching,” reminded me of yard activities beyond basic origination, termination and classification.  Specifically, I was reminded of the need for a R.I.P. (Repair In Place) track for maintenance of freight cars.  I recalled that RR-author and retired SP engineer Tom Dill includes a R.I.P. track and a track scale in his regular model railroad operations.  Clearly, adding a scale track and R.I.P. tracks would enhance my own yard operations.  That led to investigating the possible addition of those features on my layout.

I grabbed several switches and began looking at likely spots beside my Eugene Classification Yard.  I quickly determined I had space for both at opposite ends of the yard, tied to the run-around track.

 RR-East Eugene Classification Yard.  Space for a scale track might be created with a table addition to the right of the run-around track off the switch lead.

RR-West Eugene Classification Yard with a long run-around track segment providing space for a pair of R.I.P. tracks.

I set to work making the track changes.  Along the way, I went back to core reference material:  “The Southern Pacific in Oregon” by Ed Austin and Tom Dill.  (See Research Resources Blog Post: http://espeecascades.blogspot.com/2012/03/research-resources.html)  Ed and Tom include a pair of track diagrams for Eugene for 1930 and 1969.  Since I am not modeling the hump yard represented by the 1969 diagram, I find myself often referring to the 1930 diagram for inspiration.  In the case of the R.I.P.-car shop, I spotted an additional spur along the car shop, presumably used for stores and supplies for the car shop.   A bit more fidgeting with switches found a way to add that track, as well.  Now I have places for additional switching in my Eugene Yard.

Eugene R.I.P. tracks and stores spur.

Eugene scale track.  Plastic base for Walthers scale track kit (933-3199) is in place underneath the temporary scale track.

I recently added a tab for track schematics to this blog’s home page.  These schematics augment the full track plan, providing better track and use detail for the three towns/stations laid so far.  Industry names are provisional, though most are based on actual industries served by the SP in their respective towns in 1977.

THE RAILROAD AT YEAR ONE

Official start of construction on my SP Cascade Line was August 1, 2012.  To mark that anniversary, I thought a tour of the layout as it exists today would be appropriate.  Follow along with a train head railroad westbound (toward San Francisco in SP direction).

EUGENE

Track laying at Eugene was reported in the previous post (http://espeecascades.blogspot.com/2013/07/track-laid-in-eugene.html).   Bridges and track still need to be completed over the Willamette River between Eugene and Springfield.  Most switch machines are in place (44 so far).  Wiring is next.

Eugene Depot and Classification Yard

SPRINGFIELD

Springfield was the first station completed.  I learned a great deal as I built switches, laid track, installed switch machines and wired it for DCC control and eventual signaling.  Most of this construction involved new techniques for me or employed skills long dormant.   Note the layout fascia has been installed and hand-throw switch linkages have been installed.

SP Extra 7623-West passes through Springfield.  Phreddie, our just-acquired Brittany rescue dog  has accompanied me through layout construction this past week.

MARCOLA BRANCH

Our SP westbound freight takes the mainline passing by the Marcola Branch trackage.  The grain elevator was a Campbell kit, built four decades ago while I served in the Army in Virginia.  It has survived moving around the country and has earned its way onto this railroad.  The “PAW” (her nickname for me) sign in the background was a Father’s Day gift from our daughter.

WESTFIR

Westfir development awaits building construction using the Walthers sawmill and other structures representing Western Lumber.  The railroad bridge over the North Fork of the Willamette River awaits construction with the gap filled by a temporary arrangement.

Extra SP7623-West passes parts for the mill complex at Westfir.

OAKRIDGE

Oakridge was the second major station laid on this railroad.   Switch machines and track wiring are in, but switch linkages and local controls are yet to be installed.

Extra SP7623-West enters the RR-East end of Oakridge on the mainline.

Extra SP7623-West at Oakridge awaits a helper and clearance to start the climb up the Cascade “Hill.” 

PHREDDIE

We just added a rescue Brittany to our family.  “Phreddie” quickly selected me as his principal human and has been a welcome companion during railroad construction.

TRACK LAID IN EUGENE

Building upon the success and experience in laying Oakridge, I tackled the first major piece of the Eugene complex.  I had to add another eight foot panel to the benchwork to accommodate the RR-East ends of the depot tracks and the classification yard.  This area becomes a prime choke point where the depot and class yards close up but then the tracks enter (eventually) the Eugene arrival/departure yard and engine facility. 

Benchwork went quickly.  I moved on to laying out the track lines (lots of parallel pencil lines for twelve tracks with various spacings) and then laying out switches to join up all those tracks.  Learning from my experience at Oakridge, I chose to permanently lay the RR-West yard throat and ladders, followed by the mainline through the Eugene depot area, and then the RR-East yard ladders and throat.  Finally, I joined up the rest of the body tracks, fitting and permanently fixing two at a time.  By fixing the switch ladders early in the process, I had hard ends to work against while fitting the body tracks.  This went very smoothly.

RR-West end of Eugene.  The mainline and “WP” Siding are on the left, followed by a pair of “City Yard” tracks and then the seven plus run-around classification yard tracks on the left.

An immediate challenge was sorting through the industries to be served in the depot area.  I pulled out structure kits purchased long ago for this area.  Several will make it onto the layout, albeit modified for narrow depth, added length or other purposes.  I’ll try to avoid leaving anything totally “stock.”  A Walthers “Front Street Warehouse”  was tried for a spot near the depot, but will not make the cut.  Its size was ok, but the architectural style was too old for Eugene.  My Eugene is largely a fiction (A common belief of OSU Beavers like me!  <Grin>), but I still need to capture the “look and feel” of a major Willamette Valley city.  Most structures need to date from the 20^th Century, but that warehouse was distinctly earlier.  A couple of the spurs will be left loose (not permanently applied to the roadbed) until I design and build the structures to be served by those spurs. 

Eugene Depot area and city industry spurs.  The “Front Street Warehouse” in the middle of the photo, to the right of the depot platform, will not be used.  It is too tall and too early an architectural style.

RR-East Eugene depot and classification yard.  The throat area in the immediate foreground is atop the new benchwork panel.  Loose switches on the left will be served by an industry siding.

The RR-East throat includes two mainline tracks for entering the (eventual) staging loop tracks.  The right hand track of the three laid is the RR-East switch lead. 

RR-East Eugene depot and classification yard with track labels.

The photo above shows labels for the tracks in the Eugene Depot and Classification Yard.  Left to right, are the spurs for the SP freight house, the “WP” siding (closest to the depot), the mainline, and a pair of tracks for the Eugene “City” yard.  This latter pair has a crossover midway to help the “City Switcher” do its work.  These tracks may also serve as freight sidings awaiting entry into the Arrival/Departure Yard.  The switch lead serves seven body tracks in the classification yard and an eighth  track on the right serves as a run-around (run-through) for access to the RR-West end. 

Twelve tracks deep in the depot area make for a very long reach for uncoupling operations.  Fortunately, most of that action needs to be done by the “City Switcher” (one crew job) with a slight additional bit of work for the Klamath mail train in eras when it ran.  I suspect I’ll need a dedicated footstool for the City Switcher.  Meanwhile, I installed hatches for a dozen uncoupling magnets, most of which are located under the deeper tracks.

I installed 44 switches in this part of the Eugene complex.  That puts me past the halfway point on total switch installations for the complete layout.  The next several weeks will involve installing switch machines and wiring all of this.  I also need to complete the bridges over the Willamette River to connect to Springfield.  With that, the “Valley Core” of the railroad will be complete and I can start operations testing. 

The end of July marks one year of construction.  I am happy to report I met my predicted project timeline—about a year to reach this stage.  This bodes well for a complete railroad ready for the NMRA National Convention in Portland in 2015.  This blog achieved another milestone this past week with the 10,000^th page view.  Wow!

SWITCH LINKAGES

As track laying forges ahead (currently in Eugene), I still have tasks remaining with earlier work.  I recently completed installing the manual switch linkages for Springfield—28 switches.  I use Blue Point ™ switch machines to throw the switches and provide sets of contacts for frog polarity and an auxiliary set.  The auxiliary set will be used with the signal system for a number of these switches.  The Blue Point switch machine essentially is a double pole-double throw switch with mechanical hardware providing for switch throws.

Blue Point sells bulk packs of the switch machine—a boon to a large operation such as mine.  They also sell connection hardware kits that include a mounting bracket, a connecting clevis for the machine and a knob, all intended to be used with a flexible tube system similar to a choke cable. 

Instead of the choke cable system, I discovered I could make a more direct linkage.  As illustrated in the photo, my system uses a small screw eye, threaded rod, a brass tube bushing and a standard cabinet knob.  Most cabinet knobs use a #8-32 thread, so that sets the threaded rod size.  The bushing is a piece of ¼” brass tube, which keeps the threaded rod from hanging up on the fascia and backing wood.  The screw eye is the small (1/2”) piece from Ace Hardware.  I found the #8-32 rod threaded into this eye easily, whereas a similar sized screw eye from True Value Hardware was too tight.  If I had an #8-32 tap, I probably could make the True Value part work.  I add a nut on the threaded rod to screw up against the Blue Point throw arm, which provides a bit of compression force relief for the screw eye. 

 Switch Linkage for Blue Point Switch Machine.

I chose to mount my manual throws such that the knobs have some relief into the fascia.  This resulted in the fascia mounting being about an inch lower than the mounting on the Blue Point machine.  I had to fashion offset height throw mountings for a pair of machines very close to the aisle in Springfield.  I have a similar issue for the wye switch at Oakridge.  For Oakridge, I’ll do without the fascia relief hole and mount the throw rod and knob at the depth below track of the Blue Point throw bar.

I have a “Plan B” for the throw bar mount to replace the screw eye, should I start suffering failures.  My back-up plan involves homemade clevises for the threaded rod to throw bar connection.  Until that time, I am happy with this simple, direct, linkage.

ESPEE IN OREGON 2013

This year’s Espee in Oregon Meet was held in Millersburg (north of Albany) the first weekend in June.  This year’s meet featured a pair of industry tours on Thursday, layout tours on Friday, and a day’s worth of clinics—both formal and informal—on Saturday.  As usual, the meet provided an opportunity for fans of the Southern Pacific in Oregon to meet and greet and share information and modeling techniques with emphasis on Oregon-based layouts. 

Herewith some photos from the tours:

Fiberboard (former Duraflake)--one of the last major industries in Millersburg, OR.  Fiberboard makes high quality particle board.

Fiberboard input and grading.

Fiberboard mixing silos.

Fiberboard kiln.  Wood fiber temperature is carefully controlled.

Rick Franklin Industries facility in Lebanon, OR, was our second stop.

Locomotives at Rick Franklin Industries, Lebanon, OR.  It was good to see an old friend, LLW 5399, resplendent in “Black Widow” paint and full light packages.  The Albany and Eastern and RFI units in the background show railroad impartiality to the two big state universities <Go Beavers!>.

In contrast to the LLW 5399, here is the parted-out radiator end of W&P 1851, another SD9.   Rick Franklin salvages and parts out a vast array of railroad equipment.  Some gets reused as originally designed, other gets repurposed (flat cars becoming road bridges) while some goes to scrap.

RFI purchased this unique bit of SP maintenance gear, formerly based at Oakridge for use in tunnels.  Rod Loder, our meet organizer just checked it out.

Larry V’s railroad empire, loosely based on the Valley and Siletz.  “What if?” the V&S made it over the Coast Range to the Coast?

Chuck C’s double deck (and more!) Modoc empire. 

FIRST TRAIN INTO OAKRIDGE!

As I completed the primary wiring at Oakridge, the urge to run a train FROM somewhere (Springfield) TO somewhere else (Oakridge) became quite compelling.  While I await parts for the bridge I will build at Westfir, I finally conceded the need to place a temporary bridge (piece of plywood) across the gap, followed by cork and track.  With the track for the new Oakridge East Main block wired, it was time to run a train!

I grabbed my current road power—a set of Atlas GP40-2s, several freight cars and a caboose and assembled all of this at Springfield.  A baker’s dozen cars and a caboose were hauled RR-West to Oakridge, becoming the first official train into Oakridge. 

First train arrives in Oakridge.

I already had several locomotives over in Oakridge that I used for checking out basic track and wiring.  The first train represents the first time a train including cars and a caboose arrived on scene.  The pair of GP35s on the engine lead of the photo were used to check out the wye and its auto-reverser electronic module.  I deliberately used less expensive locos with basic decoders installed for this test task.  No need to blow an expensive sound module for the wye electrical reversing checkout!

That baker’s dozen cars just didn’t look like enough cars for a proper SP train, especially on the main, sidings and yard tracks, all of which are at least twenty (actual) feet long.  Now it was time to do some switching to add more cars.  My trusty Baldwin DRS 6-6-15 did the chores, though I had to help it a little once the train grew to 25 cars.  It took quite a while to assemble the train as I ran the Baldwin at slow switching speeds, appropriate for the task.  I am beginning to understand quite how large a railroad I am building!

Switching more cars into the train at Oakridge.

The return trip RR-Eastbound to Springfield had its own visual thrill as the long train wound its way through the S-curves beyond Westfir.  This is the first taste of what this layout was designed to portray:  long SP freight trains winding their way through the valley and up into the Cascades.  The railroad is coming alive!

First RR-Eastbound proceeds toward Springfield.