TRAINS ARE ROLLING!

Several weeks’ effort under the layout led to today’s milestone:  Trains are rolling on the HO scale SP Cascade Line!   All track currently laid in Springfield and extending to Westfir  has switch machines in place, frogs wired, and the track wired.  Nine electrical blocks connect at the Springfield electrical distribution panel to two power districts, now connected to my command station/booster.  Other layout builders will understand the significance of that first train rolling via the designed wiring plan.  A banner day!

First train rolls through Springfield!

It has been a long journey to this point.  That journey included retirement, selling a house, building the new house, moving interstate, settling into the new house, and beginning layout construction.  This blog is now a year old, though construction only began in August.  Today was the first time in years I have been able to run a train on MY railroad.

There is much to happen both on top of and below Springfield, but the ability to run a train will move many of those tasks along at an accelerating pace.  The immediate next tasks involve bringing switch controls out to a fascia panel.  Ten of the current 37 turnouts have switch motors on them, which will bring about the first of the computer interface boards (albeit in a stand-alone mode).

Sharp-eyed viewers will note the command station below the layout.  Eventually the command station will move to the Eugene and Oakridge panel.  A booster will be installed at Springfield.  The radio antenna is in a temporary location atop the backdrop spine.  It will move a bit further to the left (closer to Eugene and Oakridge) when the command station moves.  Right now the antenna is as far away from the command station as my 25 ft. cable allows. 

For now, I am savoring the moment of train operation on the first major section of the layout.   Success and progress!

BACK TO BASICS

After my turnout trials over the past month, I completed final installation of the Springfield track, followed by installation of switch machines.  I find myself returning to basics with both turnouts and wiring.

My decision to use Fast Tracks tools for all future turnouts has relieved my stress level and made me much happier with the result.  This is supposed to be a “hobby,” though a layout the size of my SP Cascade Line takes on an appearance of a full time job. 

In mid-February, I placed a rush order with Fast Tracks for #6 assembly jigs and the point and frog tool.  This quickly provided the means to manufacture #6 turnouts, albeit delayed in delivery by the US Presidents’ Day holiday.  In short order, I assembled ten turnouts.  I am now pushing closer to twenty #6 and another half dozen #8 turnouts since making the commitment to Fast Tracks methodology. 

I am VERY pleased with the result of my “back to basics” (hand/jig made) turnouts.  Fast Tracks has been very responsive to my orders in spite of their February shift to their new “Copperhead” printed circuit (pc) board ties.  As with my efforts, Fast Tracks has gone “back to basics” by bringing more in-house control over their pc board tie manufacturing.  The new ties handle about the same as the former sheared ties, albeit without the little ridges that would sometimes appear.

Fast Tracks Copperhead printed circuit board ties.

Number 6 turnouts manufactured with Fast Tracks tools and supplies.  Blank wood beyond ties will be broken off before use on layout.

With the turnout “crisis” resolved the time to wire part of the layout arrived.  Although this will be a DCC (North Coast Engineering) layout, I still must wire much of it as blocks for detection purposes.  My first pair of blocks, the long track segments for the mainline and siding at Springfield, included several switch motors.  I am using Circuitron Tortoise ™ switch machines for the powered switches.  I am using Blue Point switch machines for manual throw switches (industry spurs off unsignalled tracks).

The Tortoise machines threw a curve at me as I wired and began checking the layout.  I took a brief glance at Circuitron’s instructions and blasted ahead with what I thought I saw in the wiring diagram.  I have been looking at a lot of wiring diagrams as I educate myself about the circuits I will use to install Centralized Traffic Control and signaling.  That was my downfall. 

I interpreted the Circuitron diagram as having a more conventional double pole double throw switch in addition to the movement control.  The familiar toggle switch convention (also used on the Blue Point devices) places the poles in the middle contact position with the throws straddling their pole.  This would imply the contact sets for Circuitron “ought” to be 2-3-4 and 5-6-7 with the poles as contacts 3 and 6.  I started by wiring my machines that way. 

I had “strange” continuity readings when I put a VOM tester on the contacts, but I didn’t think much of that and went ahead wiring.  On layout, those “strange” readings manifested themselves as dead shorts.  OOOPS!  It took me a frustrating week to finally get back to the Circuitron diagram and now see what it really indicated.  The pole contacts are the inner pair: contacts 4 and 5.  That led to rewiring—on site--of ten switch machines already installed in the layout.  Grrr!

Circuitron Tortoise ™ switch machine installed under the layout.  Solid green wires connect to frog.

Yes, my assumption made an a** out of me.  Back to basics: read the directions!  I now also followed Allan Gartner’s (http://www.wiringfordcc.com/index.htm) FIRST wiring suggestion: build a continuity checker (his uses a buzzer) and use it throughout any wiring job on the layout. 

Sound fundamentals such as solid turnout construction methods and rigorous wiring—following the directions—are the only way this large layout will become operational and remain so.  Off we go!

SPRINGFIELD TRACK AND ROADBED - 2

Track and roadbed at Springfield have been permanently affixed.  With track centerlines marked, the cork roadbed was glued in place. http://espeecascades.blogspot.com/2013/01/springfield-track-and-roadbed-1.html  The sheet cork pads for the three major switch complexes (ends and the mid-town cross-overs) were faired to the heights of connecting standard cork roadbed.  This was accomplished with a Stanley Surform™ and 60-grit sandpaper.  The rest of the roadbed was sanded for uniformity.

Height fairing of cork sheet.

Rail (code 83 to code 70) and tie height transitions (Fast Tracks to Micro Engineering) were accounted for with cardstock glued to the roadbed where the transitions occur. 

Tie height transitions formed by cardstock.

Throwbar slots were created by first drilling a ¼” hole at the center and then expanding with a router bit.  I got a little “enthusiastic” with the router as I learned to handle it, so I needed to go back with some wood filler.  It’s an imperfect job, but I’d rather err on the side of free function of the throwbars.  I also had to drill holes for the frog wire feeders to the Micro Engineering turnout frogs.

Throwbar slot routing.

Another item that needed to be accounted for before laying track was creating holes and hatches for Kadee uncoupling magnets that will be mounted on hinged flaps.  Three of these are located on tracks well away from the aisle edge –locations difficult to reach for “manual” uncoupling.  I’ll describe my uncoupling magnet mounts in a subsequent post, once I complete the installations.

Roadbed hole for uncoupling magnet.

The final bit of roadbed preparation was a coat of paint.  This both seals the cork to slow its natural drying out over the years (I hope!) and provides a good basic gray color.

With the roadbed prepared, the track could be laid permanently.  Prior to attaching the track, I relaid the track to be sure everything fit where I expected it to fit.  I also took the opportunity to join groups of turnouts into continuous assemblies by soldering their rail joiners together.  I also joined two or three sections of flex track in the same way.  This ensures critical alignment for these groups and made handling them easier during the track-laying process.

I used Dap 230 caulk in both aluminum-gray and clear varieties to affix the track.  I laid a bead of caulk over a “fair stretch of track--often a run of multiple sections of flex track or a turnout assembly.  The caulk bead was spread (like butter) with a putty knife.  The track was then placed in position.  Track sections were joined and then final alignment set using several RibbonRail curve tools and the “Mark 1” eyeball.  The caulk provides decent working time, but also sets quick enough to allow work on multiple tracks without disturbing prior track laying. 

Track and roadbed permanently laid at Springfield.

RR-West end of Springfield and Marcola Branch track viewed from Westfir.

Now that the track is down, the wiring and switch machine installation begins!

MY MICRO ENGINEERING TURNOUT FAILURE

This is a tale of great expectations gone awry.  Whether it is due to my own incompetence, materials used or available to me, or a fundamental material composition flaw, I will leave to the reader.  My point to this sorry tale is to provide a warning to fully investigate and satisfy yourself that all steps necessary to use a product are satisfactory prior to quantity purchase.

My original trackwork plan for the HO scale SP Cascade Line was to use Fast Tracks turnouts throughout.  As I approached full-size planning a year ago, I purchased sample Micro Engineering # 6 and Walthers Shinohara #8 turnouts to assist with planning.  Recalling the NMRA conformance testing of HO scale turnouts a couple of years ago, I knew the ME turnout was pretty close to standard, though a minor flaw prevented an NMRA conformance warrant.  I was sufficiently impressed by the mechanical design of the ME turnout, that I altered my plan to use the ME turnouts where #6 size were needed, but still using Fast Tracks #8 turnouts for the longer (mostly mainline) locations.

Preparatory to final installation of track in Springfield, I have been attempting to solder frog wires to the underside of the ME frog casting.  ME provides a “button” on the underside of the frog for this purpose.  The idea is to solder a wire onto this underside button and then feed it through a hole in the roadbed for the electrical connections needed for a “hot” frog (frog polarity switches with point movement). 

Frog button on underside of Micro Engineering turnout.

I have had extreme difficulty making that frog wire solder joint.  The frog casting metallurgy reacts quite differently than nickel silver rail.  It is very hard (difficult to drill into) and does not take solder easily.  I have tried several methods for attaching the frog wires.  Each begins with a very clean button.  I have used both a fiberglass brush and a brass wire brush to clean the button.  My 35 watt electronics soldering iron could not achieve a solder joint at all.  I have used a resistance soldering unit to apply very localized high heat.  I have used both the soldering unit tweezers and the alternative ground clip and probe.  I have tried various unit settings, including very high. 

For solder joint geometry, I have tried direct soldering wherein I flatten the frog wire by crimping, bend the wire to a 90 degree angle, and hold it on the frog button.  Both button and wire have rosin flux applied.   Using the solder unit ground clip on the top of the frog, I apply heat with the probe to both button and wire.  Initial attempts achieved only cold solder joints, easily broken.  Raising the heat level simply led to melted—and often burning (!) ties!   Clearly, I was using too much heat!

Melted ties near frog on Micro Engineering turnout.

I moved on to drilling a hole to feed the wire into, reducing mechanical stresses, while providing more surface for the solder to make a joint.  This, too, resulted in melting and burning ties.

I achieved a successful solder joint on only about half of my first dozen attempts.  I destroyed three (and counting!) turnouts along the way to making a dozen “successful” joints.  This is absolutely unacceptable. 

I finally did make contact with Micro Engineering.  They were unable to duplicate my symptoms.   They used a large soldering iron so apparently had sufficient quick heat.

I finally developed a successful technique involving drilling a hole, quickly getting the frog onto my vise to relieve any heat build-up.  I then add the resistance solder unit ground clip on the top of the frog, resting the turnout and clip assembly upside down spanning the jaws of my vise.  Flux and the frog wire are inserted, the probe positioned and then heat applied while feeding solder (standard electrical 60/40 rosin core).  The addition of the vise seems to have largely relieved the heat buildups, while the resistance solder unit is able to apply sufficient localized heat to achieve a satisfactory solder joint.  Though I found a technique to keep from destroying still more turnouts, I am not satisfied with the steps using tools and fixtures away from the layout location.

I am shifting back to my original plan to use Fast Tracks jig-built turnouts throughout.  I will attempt to salvage what I can of my current ME turnouts, but will buy no more, indeed, cancelling a large order. 

I am disappointed and frustrated.  Railroad construction will grind to a halt until the Fast Tracks jigs and fixtures arrive.

Caveat Emptor!

SPRINGFIELD TRACK AND ROADBED - 1

Track laying and roadbed preparation are underway in Springfield.  Springfield is in the middle of the current benchwork, so it represents a spot to start with and build in both directions.  Contrasting with the yard areas at Oakridge and Eugene Depot, Springfield represents a “typical town site”—if such can be declared for this layout.  Springfield actually has as many turnouts as either yard, but it has more typical track arrangements for other spots along the main line. 

Construction has been a bit slow, as each task establishes precedents for the rest of the layout.  That means lots of research, design solutions, and hardware purchase.  Spurred on by an upcoming layout tour, the “analysis paralysis” has been broken by a need to make decisions and move on.

The first task was to overlay the full size track plan with track components: switches and flex track.  The one foot grid drawn on the paper plan was matched up with a similar grid drawn on the plywood table top.  Adjustments to the paper plan were made based on the actual switch geometry (e.g., Fast Tracks #8 switches vs. the plan use of copies of Walthers-Shinohara #8s).  When I was satisfied with the track, I removed the paper plan--carefully pulling it from underneath the track.  The track was realigned and the center lines marked.

Springfield track layout.

RR-East Springfield track layout.

Marcola Branch track layout and main line extending toward Westfir.

Marking track layout center lines and critical switch locations (frog and throwbar).

Roadbed for “complex” switchwork will use sheet cork pads.  I had plenty of sheet cork left over from the yard area covering, so cutting out pads rather than cutting and fitting cork strips represents a time-saver.  Paper templates for the pads were created by rubbing a pencil along the rail tops on the paper as it overlaid the track.  The paper was then taped to the cork sheet and cut out.

Paper template creation for “complex” trackwork roadbed pads.

The track was then gently shifted out of the way so roadbed could be laid.   Switch throwbar actuating holes were drilled before roadbed was applied.  The “complex” trackwork pads were laid first, followed by strip cork (Midwest Products Co.).  The mainline uses HO cork strips which are the same thickness as the cork sheet (5 mm thick).  Secondary trackage gets N-scale cork (3 mm thick).  I will sand transition ramps between the two levels before permanently attaching the track.  The throwbar holes were completed through the cork once the glue dried.  As with the yard area sheet cork, the roadbed strips and switch pads are attached with carpenter’s glue.

Switch pad.

Attaching switch pad using convenient weights and push pins.

The N-scale roadbed needs three strips to cover the width of HO track.  This ends up a little wide, so the roadbed will be trimmed later using a small router.  The switch pads will be trimmed at the same time.

Springfield roadbed installation underway.

As I complete the Springfield roadbed installation, the next tasks include the aforementioned roadbed height faring, switch machine installation, and preparation for a couple of Kadee under track magnets.  Wiring will assume center stage.

BEGINNING DCC

Construction of my SP Cascade Line has progressed to the point where serious consideration must be given to the electrical arrangements for it.  Just as track, especially turnouts, is the critical foundation stone of any railroad (12 “ to the foot included), the electrical system becomes critical for a model railroad.  In my typical “analyze it to death—and beyond” mode, I’ve spent much of the past couple of months studying, planning and refining the electrical plan for the railroad.

Three major electrical systems stand out: the throttle system (how to control the locomotives), switch control, and the signal system.  All three must be provided for the SP Cascade Line.  Sound (good current practice) standard installations with good wiring practices (neat, labeled, easily swapped out) are essential to successful functioning and maintenance of this large project.  That principle drove me into the manuals and validation of my overall concept and hardware design over the past couple of months. 

The throttle system for the SP Cascade Line will be a North Coast Engineering (NCE) radio system.  This choice was made many years ago, but is only now beginning to be realized in hardware.  More on the initial hardware appears below.  A Digital Command Control (DCC) system would be needed as this layout is designed for operations.   The model railroad operating community has come to expect the features of independent locomotive control on the same track, provided by DCC.  The DCC decision was not as easy as it might appear, as I am faced with a lifetime accumulation of locomotives that will now need decoders installed.  Southern Pacific steam locomotives often use Vanderbilt tenders (cylindrical water tank), presenting additional challenges to decoder (and possibly sound speaker) placement.   The operating requirements of the railroad drove the choice.

The key feature that drove me to selecting NCE is their user-friendly interface with the throttle.  I spent a career designing cockpit interfaces to make a pilot’s job easier, so I am particularly sensitive to easily understood and performed control interfaces with hardware.  Guided by thoughts Joe Fugate posted on his Siskiyou Line website, I investigated and used each of the major systems, thereby validating thoughts Joe expressed.  Fortunately, I lived in the San Francisco Bay Area at the time and had access to most of these systems: NCE, Digitrax, Easy DCC, and Lenz.  While each system has at least one strong point, I found the total system design by NCE made the best choice for me and the intended operations on the dream railroad.  One of those operations involves the potential of adding and removing a point helper on a passenger train.  In practical DCC terms, this means making and breaking “consists” during an operating session, something made easier by NCE’s throttle design.

With the choice of system made, the hardware manifestation of that choice remained dormant until I moved into the dream house with the dream basement.  I purchased my NCE PowerCab prior to the move, but used it only for a little bit of locomotive checkout.  Sound in locomotives adds a new dimension to model railroading!  The PowerCab will be used mostly as the “programming throttle,” as it also has a good USB computer interface.  I did get my PowerCab upgraded with a radio board, so it can serve as an additional full-feature throttle on the layout.  (Thanks Mark S!)

PowerCab with independent programming track and Bowser-Stewart DRS-615 loco.

With track being laid, the need for the layout throttle plan became more real.  My preliminary plan featured three ten amp boosters feeding power districts via DCC Specialties PSX circuit breakers.  The idea behind the 10 amp capacity was to provide plenty of current reserve for recovery from electrical shorts in the presence of many sound-equipped locomotives.  As I moved closer to hardware purchase, I revisited this design choice and changed it to more conventional (for HO scale) 5 amp boosters.  The 5 amp boosters are better suited to the dispersed power needs of the SP Cascade Line track plan.

SP Cascade Line Throttle Power Booster Location Plan, January 2013

The current throttle booster plan was developed and passed on to my electronics brain trust for review.  The choices are mine, but I listened carefully to my advisors. 

A side note is appropriate about those advisors.  I was fortunate to fall into a weekly gathering of model railroaders in the South Bay Area—Silicon Valley—during the past half dozen or so years.  The “DCC Lunch” provided a forum for exploring many ideas related to model railroad electronics and operations.  Week after week, we met at the local Chili’s restaurant, gathering for good food, comradery, and often enlightening discussion.  I miss those guys, but such is the price of moving to a dream location and a dream home.  That Chili’s just closed.  I wish my former lunch mates good fortune in finding a suitable new venue.  The Santana Row Chili’s provided a wonderful venue and was part of the chemistry that made the DCC Lunch gathering click.

With my booster and power district plan developed and reviewed, it became time to purchase the initial building block—a DCC “starter system.”  Shown below is a test “installation” intended to test the functioning of the new PowerHouse Pro-Radio command station and booster.  It has been great fun putting into practice the theoretical knowledge gained over the years.   My former DCC Lunch-mates and others in the SF Bay Area may now smirk, laugh and wonder: “What took you so long?”

Test “installation” of NCE PowerHouse Pro-R with Athearn Genesis SP GP-9 locos and bay window caboose—with lights and loco sound.

Now that I have had fun playing with basic decoder settings, loco control and sound, it is time to complete some track laying, wire it and provide switch machines!

PRODUCING TURNOUTS

With the distractions and diversions of the Holidays behind us, my focus has returned to railroad construction.  Fabricating another seven turnouts was high on my list, allowing me to expand track laying through Westfir into Oakridge.  An assembly line was in order.  Eli Whitney and Henry Ford would be proud as I fabricated multiple parts  (frogs, points, stock rails) and then assembled these pieces into full turnouts.  I am coming up the learning curve on turnout fabrication using Fast Tracks™ jigs and tools (http://www.handlaidtrack.com/), so my time per turnout is coming down rapidly.  Those seven turnouts were built over the past two days. 

Seven new turnouts, ready to be glued to their QuickSticks™ ties.  Also shown are additional parts for a frog, points, and guard rails.

An important part of the learning process is figuring out what clamps to use and where (and when) to place them.   Also important is the development of additional tools, fixtures or jigs.  I alluded to one in the previous post on forming track.  Here is a close-up of the simple jig I created to hold a tie while filing insulation gaps.  This is simply a styrene base with a pair of .040x.060” strips flanking the tie.  A few marks help with common notch locations such as the pair of notches on the throw-bar illustrated in the image.

Tie holding jig for insulation notch filing.

I am quite pleased with the Fast Tracks™ system and with the range of tools they provide.  I elected to purchase new files from Fast Tracks™, figuring most of my files have suffered long years of use and abuse.  Further, the turnouts being built are critical parts of the railroad—nothing but the finest for them!  I am very happy with this decision, as it netted me excellent tools, well suited to the tasks fabrication required.   They will be amortized over the roughly sixty #8 turnouts I must build for the SP Cascade Line.  The triangular file illustrated with the tie notch tool is a good example of a tool perfectly suited to the task.  Another is the point file (from old automotive distributor point filing).  The one Fast Tracks™ provides is good as a file, and even more, forms a perfect HO-scale flange-way!  As I have stated previously, I am a very satisfied customer!