WIRING CRESCENT LAKE – 3

Basic wiring for Crescent Lake is now complete.  All thirty electrical blocks have been wired with feeders attached to bus wires and the bus wires brought back to the station electrical panel.  Each of the twelve staging tracks in Crescent Lake have been split into two blocks.  This reduces the overall bus wire run and provides for future control developments wherein tracks will be energized only when the switches are aligned.  For now, all blocks are tied together and are “live.”  Six additional blocks cover the switch ladders (two on each side of the reverse loop), a long lead to one pair of ladder tracks, and a utility spur track.  The lead and ladder tracks have been wired to provide for detection should I choose to do so.

Crescent Lake Station Electrical Panel.  Bus wires for both rails of the thirty blocks are connected to the terminal strips.

The other bit of cable running and wiring involved routing cables from the directional power connections of the Tortoise switch machines back to a future control panel location.  Two dozen switch machines are now wired this way.

Switch machine wire bundles at future site of switch control panel for Crescent Lake.

Although the switch controls need to be created yet and the track power needs to be connected to the terminal strips, all of the wiring is in place now that needs to be done before further construction below. 

The next construction tasks involve the benchwork, roadbed and track for the last two major sections of the railroad—the Eugene Arrival/Departure Yard (lower staging) to be built below Crescent Lake and the completion of the mountain grade.  I needed to move many moving and storage boxes from the two wall sections that the mountain grade will be built along.  I am now planning the benchwork and track plan for that climb.  Stay tuned!

Planning for the mountain grade.  Noisy Creek trestle will be in the back corner.  The curved aluminum straps in the location of the trestle will be used as the spine for the trestle.  Wicopee siding is in the foreground.  Cruzatte siding begins back against the wall at the left side of this picture.  The turn-back loop at Salt Creek trestle is behind the camera.

WIRING CRESCENT LAKE – 2

Wiring for my upper level staging at Crescent Lake continues.  Half of the staging tracks have been wired and connected at the station panel.  Feeders have been dropped for the other half of the staging tracks.  While I still had room to get at the underside (before covering everything with the web of staging track bus wires), I realized I needed to get the directional power feeds run to the switch machines.  This required a new reel of 16 ga. wire, a bunch of holes drilled, cable pulling, and spade lug installations.  This has been accomplished for the two dozen switch machines at Crescent Lake.

Underside of one of the switch ladders at Crescent Lake.  The heavy red and white wires are bus wires.  Six pair in the lower half feed staging tracks.  A separated pair toward the top of the picture feed the switch ladder.  The bus wires are separated to provide for detection.  The dark gray wires are 16-gauge pair used to feed directional power to individual switch machines.  The clump of these wires penetrating the edge of the benchwork at the lower right will feed into the switching system for controlling the turnouts.

I had worn down the graphite tip for my resistance soldering probe while soldering feeder wires to bus wires for the first half of the staging tracks.  I needed a new probe element.  In addition, I sought advice from the manufacturer about a separate issue anyway, so the call was placed. 

I use a Hotip resistance soldering unit marketed by PBL: http://www.p-b-l.com/  PBL advertises that one can talk to a real person when one calls.  That certainly was my experience!  Mrs. Peters answered the phone and took my order, but I had a technical question, so she immediately got Bill Peters on the phone.  Bill is an expert at soldering and most other means of metal construction used in the hobby.  His video on soldering, sold with the Hotip system, is a “must see” for most hobbyists as they begin using the system or even as review before doing any other soldering. 

Hotip resistance soldering system by PBL.  Tweezers are on the left; power footswitch is in the center; and probe and clip are on the right.

Most resistance soldering units sold to the hobby provide a choice of a clip and probe or insulated tweezers for applying the electric current which produces the heat for soldering.  Over time, my tweezers had become unusable.  They would not pass much current, which meant they failed to create the heat necessary for solder to flow. 

I described this situation to Bill Peters.  He immediately recognized the problem and suggested the solution.  The tweezers tips are titanium rods inserted in holders on the tweezers.  Mine had developed an oxide layer or scale.  The fix was very simple: pull the tips out of their holders, clean the bases, re-insert (twisting to remove any oxide in the holder) and re-tighten.  I took me as long to describe this as to do it. 

Forty-five minutes later, I had two-dozen crimped-on spade lugs soldered to their wires.  That was at least an order of magnitude faster than trying to heat up the lug and wire with an electronics soldering iron!  The right tool for the job was those soldering tweezers!  This was the missing tool in my arsenal.  The probe and clamp are essential for the feeder to bus wire connection.  The tweezers are ideal for soldering spade lugs to their wires. 

Soldering a spade lug using the resistance soldering unit tweezers.

When I bought my resistance soldering unit, I considered the Hotip system from PBL and a competitor.  I elected to go with PBL because they had a good reputation locally and I knew I had a better chance of getting advice when I needed it.  I just needed advice and I am VERY happy to report I got just what I needed.  I recommend PBL and their Hotip system!

WIRING CRESCENT LAKE

My upper level staging at Crescent Lake features a twelve-track reverse loop yard.  Twelve tracks represents far more trains than I currently expect to operate on a regular basis, but I learned long ago that more staging is always good.  Further, once built, I am very unlikely to ever go back to add still more staging, especially with the Eugene staging (Arrival/Departure yard) immediately below. 

I am splitting each staging track into two electrical blocks to facilitate future control developments for that staging.  Each staging track is 36 to 40 feet long, so they almost can hold two trains each.  Eventually, I want to be able to energize only the track that has been selected by the switch routing, keeping all others off.  This is one way to deal with the cacophony coming from many parked locomotives with sound.  In addition to the two blocks per track, I have split the switch ladders into two major  blocks at each end.  One more logical electrical block is used for the long lead-in to one set of switch ladders.  Finally, I have a six feet long stub track to park miscellaneous equipment (snow gear or a switcher set for restaging).  That makes thirty electrical blocks.

I began by completing the track wiring to the switch machines and connecting the reverse loop throat trackage (the switch ladders).  The photo shows me installing a spade lug for one of the throat track blocks.  I use spade lugs crimped onto wire ends backed up by soldering.  The spade lugs are then inserted into barrier terminal strips.  This may be “overkill,” but experience has shown this is a pathway to reliable wiring with a well-defined troubleshooting spot—the station electrical panel.

Installing a spade lug for the electrical connection of one of the Crescent Lake staging track electrical blocks.

The station electrical panel for Crescent Lake is mounted on a hinged panel.  After the wiring is completed, the panel will be rotated up into position and held on the underside of the overhead benchwork.  That benchwork constrains where the barrier strips and other electrical gear can be mounted.  More details will be shown in a subsequent post.

REVISED TRACK PLAN – JANUARY 2015

A revised track plan has been drafted reflecting actual construction of the railroad.  This revised plan replaces the April 2012 plan long posted on this blog.  The “Concept and Plan” tab has a revised explanation of the plan.  Both the revised plan and the former plan are posted there.

Revised, January 2015, Track Plan.

Two significant changes were made to the April 2012 plan during construction.  The Springfield turn-back lobe was moved two feet closer to Eugene.  There is plenty of aisle space between the two stations.  I needed to provide more space along the window wall for the crew lounge.  The other change was to angle the Oakridge wye into the middle of the “nook” containing McCredie Springs.  This made better use of the space.  It also provided for better platform access for operations at Cascade summit.  More subtle is the addition of more industry spurs and their identity. 

Many small details get lost on this plan, even at the ¼ inch to the foot scale I used to draft the plan.  Viewers wanting more detail should check the track schematics under the “Station Schematics” tab of this blog.  The correct sequence and orientation of switches is provided on the schematics.

I needed a track plan better reflecting the as-built layout for presentations.  I will be presenting my layout planning, construction and initial operations to the annual San Francisco Bay Area Layout Design and Operations Special Interest Groups Meet this next weekend.  http://www.pcrnmra.org/sigs/  In many ways, this is a report back to my former model railroad colleagues on what I have done since retiring and leaving that area.  I also will highlight this next summer’s National Model Railroad Association National Convention, to be held in Portland, OR, August 23 – 29, 2015.  http://www.nmra2015portland.org/

IT’S ABOUT TIME

While clearing the stacks of packing/storage boxes along my basement east wall, I finally located the controller unit and two more clocks for my GML Fast Clock system.  I purchased the controller and clocks a half dozen years ago, knowing I would need a fast clock system for railroad operations.  I settled on the analog clock system sold by GML Enterprises.  (http://www.thegmlenterprises.com/)  The analog clock faces are appropriate to the era of timetable and train order operations up through my layout’s “modern era” of 1985.  Digital presentations may be appropriate for current day, but railroading is a conservative business, particularly where safety is involved. 

I ordered my clock controller with 3:1, 4:1, 5:1, 6:1, 8:1, and 15:1 ratios.  I expect to use the 3:1 ratio on my Cascade Line.  In retrospect, I probably should have skipped a couple of the higher ratios to get a 1:1 and a 2:1 ratio.  The 1:1 would be useful for some operating schemes.  Having an “official railroad time,” even at the same time step as real time could be useful in some operating scenarios.  Still, the 3:1 ratio is my best guess as to a good ratio for this railroad.   That ratio compresses twelve hours of railroad operation into actual four hours—about the limit of most operating sessions I have attended.  By the way, the 15:1 ratio is useful for checking the clock operation (just done!) and for setting up for a future operating session without directly interacting with each clock.

Most of my clocks are GML’s six inch size.  The Dispatcher’s clock will be a four inch one (to be mounted when I build the Dispatcher’s work station).  Three of the clocks have GML’s “real time” feature that allows them to function as regular clocks when the fast clock system is turned off.  Two of the clocks in the main room are so equipped.

I built frames for the clock faces from ½ x 1-1/2 inch poplar.  The frames are much like picture frames.  The clock faces are mounted on plastic plates by GML.  I mounted these to the frames.  Inside, I found I needed to provide terminal posts to connect between my main distribution cable and the smaller wire desired for the terminal connection to the clock mechanism provided by GML.  I used an old model railroader’s (aka “cheapskate”) trick of making connection posts from brass wood screws.  Once the wires are looped around the post (with solder-tinned ends), I could secure the connection by screwing the post into the wood frame.

Two fast clocks.  Just visible on the back of the left clock are two connecting posts at the bottom of the wood frame.  The clock on the right has the “real time” option and controlling toggle switch.

I placed four of the clocks above the backdrop on the single post in my basement, effectively creating a clock tower.   At least one face of this post is visible from most everywhere within the main layout space.  A clock above Wesfir covers it and the future locations of Wicopee and RR-East Cruzatte.  Another clock is located near the RR-East yard throat of Eugene Depot and Classification Yard.  The final large clock is mounted in the “back room” where the staging yards are located.

“Clock Tower” on basement post as seen from the Eugene operator aisle.

“Clock Tower” seen from Oakridge.

Westfir Clock.

Staging Yard Clock.  Clock for the RR-East end of Eugene Depot and Classification Yard can be seen through the passageway.

I am glad to finally have my clock system installed and functioning.  This becomes one more tool as my railroad comes to life and begins operations.  

A BRICK WALL AT YEAR’s END

As we close out 2014, I can look back at a great deal accomplished on my HO-scale SP Cascade Line.  I got the middle core of the railroad into operation.  As expected, those operations pointed to a few track and rolling stock issues, but otherwise confirmed a sound foundation for the railroad.  Important as well was the development of the local freight operating scheme, in particular adding a second Springfield switcher.

With the operating core of the railroad settling into functionality, I began expanding beyond that core.  Roadbed and track was extended up from Oakridge to the first mountain siding (station) at McCredie Springs.  I also began the upper level over this area with Cascade Summit.  October and November saw a major milestone: construction and elevation of the roadbed panels for Crescent Lake.  The twelve-track staging yard in a reverse loop has been laid at Crescent Lake.  Construction literally is downhill from here.

I wish I could report great accomplishments for December.  Such is not the case.  Occasionally in the life of a project one hits a proverbial “brick wall.”  Such has been my case for the past month.  Between breaks for the holidays and family activities, I have made little visible progress.  Some of this has been “think time,” but much has been taking a break. 

I did begin moving the mountain of moving and storage boxes from the basement east wall.  This will clear the way for roadbed for the mountain grade connecting McCredie Springs to Cascade Summit.  My lifetime accumulation of rolling stock does get in the way at times!  Slowing the box moving process is that I have been opening each box to confirm contents listed on the box ends.  Several interesting surprises greeted me with equipment I had lost track of.

Boxing Day (December 26) along the basement east wall.  This is the area of the remaining mountain grade.

As we recover from various injuries and general exhaustion from the holidays, we wish all a Happy New Year!

August 2015 and the NMRA National Convention in Portland are approaching rapidly!

REPAIR AND REVISION

With track laid at Crescent Lake, I’ve taken a break from intense new layout construction.  Part of this was to focus on the Thanksgiving holiday and house guests.  Further, it was past time to address a track repair need and a long-delayed track improvement.

A long-delayed project was the addition of a spur track off the Oakridge wye to service the future sand house.  The test operating sessions used the primary sand track to provide service, but eventually this track will need to be kept open for helper locomotives being serviced.  Test fitting a #6 turnout showed I could add such a switch for a sand spur and still access the wye with at least a 36 inch minimum radius leg. 

East Oakridge wye leg with sample #6 switch nearby.

Sample #6 turnout overlaying East Oakridge wye track.

The former East Oakridge wye track was removed using a technique suggested by Jerry B. for the adhesive caulk.  Jerry discovered that an alcohol soaking softened the adhesive caulk making easy work of track removal and potential salvage.  My previous effort in the same area used just a putty knife.  This is the second time I have revised track in this area. Adding alcohol to the process made the task easier and made clean-up very much easier.  I was able to scrape the roadbed to remove the previous caulk.  This contrasted to the sanding operation used before.

Removing the old track with a putty knife after soaking the area with alcohol.

Track and caulk removed from RR-East leg of the Oakridge wye.  A small pile of scraped-up caulk is to the left of the putty knife.

The new #6 turnout was installed.  Once the caulk set for the turnout, the remainder of the wye track was formed and fit into place as well as the new spur.  Both of these were then permanently laid with the adhesive caulk.

Revised track at East Oakridge.  The new sand spur has its first car delivered.

As I worked on the connecting roadbed and track between Cascade Summit and Crescent Lake, I ended up destroying a switch at the RR-East end of the Eugene Depot area immediately below.  I simply failed to cover with a hardboard or plywood overlay all of the track down below.  The result was a bent up switch leading to the depot main track.

Mainline switch at the RR-East end of Eugene Depot requires replacement.

Replacing the bent switch employed the same process used to revise the RR-East Oakridge wye to provide the sand spur.  An alcohol soak was followed by lifting the old switch out with a putty knife.  The area was cleaned up and a new switch installed.

New switch installed in the switch ladder at the RR-East end of the Eugene Depot.