Section 13 - Polson Canyon - Part 1

Its time to layout the Polson Canyon section. The layout design given and druthers of this section is indentified in Station 13 Polson Canyon.

North Canyon

Center Canyon

South Canyon

Design Elements

Polson Canyon is a river valley. The right of way parallels a ridge line on the east side and the Satsop River on the west side. 

This Section consist of two separate sections (16 foot long total) and consists of eight layout design elements (from geographic north to south):

1. The northern background is a clear blue sky suggesting a sunny day with a mid distant tree line of full forest of Douglas fir. The eastern background is a clear blue sky with a sparse conifer ridgeline.
2. An abandoned curved spur at the left (north) end of the module - formerly OPLC Camp 7.
3. A spur off of the ridgeline with a sparse growth of second growth conivers, dead trees, stumps and bushes.
4. A ravine steeply rising to the background with series of rock shelves making a waterfall scene.
   
5. An abandoned spur - formerly OPLC Camp 5, curving along the ravine..
   
6. A curved river valley with moderately steep hillsides and rock faces. with a sparse growth of second growth conifers, dead trees, stumps and bushes. 
7. A series of cosmetic 32 degree (26 inch) curves.
8. An embankment with several streams and draws coming down the hillside to the river.
   
9. The Middle Fork of the Satsop River running roughly parallel to the main line in the forefront of the section.

Section Construction

See the WWSL section construction reference page for the construction technique. 

As this section has a river module I have modified the construction technique. Instead of using the two 1x3 girders on the bottom of the section, I need a solid bottom on the module for the riverbed. The 1x3 girders are replaced by a 2 foot by 8 foot piece of plywood 3/4 inches thick. The two ends of the section are cut out to permit attachment of the module electrical connectors and section interface bolts. 

The remainder of the section is built per standard WWSL construction standards.

(pic)

Scenery Design Considerations

1. The backdrop available for the Polson Canyon section is 22 inches in height. It will be a simple backdrop - a clear blue sky suggesting a sunny day.

2. The hillsides should be at least 3x the height of the train. Using 2 inch styrofoam insulation, this would make the hillsides at least 7 inches high with a maximum of 11 inches at the rear of the section. Rock faces would have to be at least 6 inches high to provide a reason for the curvature of the main line thru the river valley.

3. The Middle Fork of the Satsop River runs parallel to the main line in the front of the section. The river will be approximately centered on the module and will disappear to the left and right front. The river bank will be a slow rise to the right of way. The river bottom is composed of a large number of various sized stones and gravel. A shallow pour of properly tinted resin and the creation of rough water will round out the overall look and feel of the river.

ROW Design Considerations 

The most critical design considerations on this section is the curvature of the main line track. These curves are 32 degree (26 inch) cosmetic curves. The width of the roadway in the river canyon must be approximately 8 inches in order to have 8 inches of hillside and 8 inches of river scenic elements. The number of curves must fit three less than 180 degree curves (with easements and tangents) within the 16 foot sections.

2. Abandoned right of way.  There will be two abandoned rights of way. See the following scenery construction pages of the Camp 7 right of way and the Camp 5 right of way.

3. The northern-most bridge over the ravine will be a wood abutment.with a 4 bent timber frame trestle, one 10 panel plate girder bridge, a second 4 bent timber frame trestle with wood abutments The ravine will rise toward the backdrop and have a wide stream with waterfall. I pulled up a construction diagram of a timber trestle built by the Union Pacific.  That diagram has each bent a distance of 15 feet apart. In HO scale that's a bit less than 2 inches per bent. Five bents and a wood abutment is about 10 inches. The steel plate girder bridge is an Atlas bridge with 11 panels. Total length of those two trestle and one steel plate girder bridge will be about 29 inches. See 4.1.9.4 Polson Canyon Bridge N4 for construction details.

4. There will be two additional bridges in Polson Canyon. Based on the shallow nature of the stream and draw, one bridge will be a 50 foot through plate girder design (See 4.1.9.3 Polson Canyon Bridge N3) and the other bridge will be a 20 foot beam design (See 4.1.9.2 Polson Canyon Bridge N2).

Putting down the roadbed lines 

I am not going to go into great detail about putting down the roadbed lines. See the Right of Way Reference Page  for the details if you haven't had the fun to do it before. Several things to note for this section:

1. I need to layout the curve from the Satsop River section first.
2. I need to layout the curve from the Tunnel 1 section second.
3. I work the curves from each end to the center of the Polson Canyon sections. See the curve template development section below for how to do it.
   
4. I can adjust the locations of the curves with track tangents in the center of the two inner (concave) curves  and/or the center of the two outer (convex) curves.
5. The Polson Canyon bridges are centered on the curve tangents. Bridges N2 and N3 are on tangents with no additional calculations needed other than abutment placing. Bridge N4's plate girder bridge length must be determined in advanced so as to properly place the point of curvature for the northern-most curve. 
6. Locate the abutments and piers (to include heights).

Cosmetic reverse curves

Looking at the photo above, a model railroader would probably call the track layout an S-curve. Calling this section of roadway an S-curve isnt't really prototypically accurate. The railroads see this as a series of curves and engineeer appropriately. In layout design there are actually five functional curve types and one cosmetic curve type. See 0.4.5 Curves for additional details. This photo actually is called a series of cosmetic reverse curves. There are 23 elements in its construction:

1. easement  - simple curve  - easement  - Bridge N4 (tangent)  
2. easement  - simple curve - easement - North tangent   -
3. easement  - simple curve  - easement - Bridge N3  (tangent)
4. easement  - simple curve - easement - Rock wall   (tangent)
5. easement  - simple curve - easement - Bridge N2   (tangent)
6. easement  - simple curve x2  - Tunnel 1 (the left half of a turnback curve)

The WWSL uses easements on its main line right of way. See 4.2.4.4 Laying out a Cosmetic Reverse Curve for additional information. Eliminating the easement in each reverse curve simplifies the right of way construction.

 

Section 15 - Basalt - Part 2

In the last blog (Module 15 - Basalt Module - Part 1) I identified the layout design elements of the Basalt Module and laid out the roadway lines. 

In this blog I am identifying the scenery construction concept and laying out the landforms.

As a refresher, here are the scenic elements.

1. A mid-distant hillside,with a basalt cliff.
2. An embankment dropping toward an unmodeled river located along the front fascia.
3. A stream that traverses from the fascia to the rear of the section. 
4. A forest road that parallels the stream.
5. A hillside is located on the north side of the stream, offset from the backdrop to hint the location of an abandoned logging roadbed. It is S-shaped and cut from the 2 inch foam roadbed. 
   

Creating the landforms

1. The mid-distance hillside is two part. The first is a backdrop scene of a mid-distance hill. In front of that is modeled with a 1 inch x 4 inch x 8 foot styrofoam panel. This will give me the low cliff that I use as the foundation for some quarry rock castings and implanting the treeline.

2. Cut the roadway at a 45 degree angle to form the bank.

3. Streambed is multi-layered with several small waterfalls. Dirt banks, gravel and small rocks in the stream. Water created by Modge Podge.

4. A dirt road with a improvised gate blocking traffic.

5. A hillside with some rockwork. Hints of coal seams.

 

Section 15 - Basalt - Part 1

Its time to layout the Basalt Sand and Gravel section. The layout design given and druthers of this section is indentified in Station 15 Basalt.

Design Elements

The Basalt Section 15 adjoins the Satsop River section. It has six scenic elements (from backdrop to fascia):

1. A mid-distant hillside,with a basalt cliff.
2. A sand and gravel processing plant with product piles.
3. A spur track leading to an industrial lead serving the sand and gravel industry.
4. A main line, a passing track and an auxiliary siding. 
5. A MOW section.
6. A riverbank located along the front fascia.
7. A stream that traverses from the fascia to the rear of the section. 
8. Two bridges, one on the main line and one on the industry spur track.

Section Construction

See the WWSL section construction reference page for the construction technique. 

Basalt is a two section set. The first section (15a) is a standard 2 foot by 8 foot section. The second section (15b) is a 2 foot by 5 foot section. Section 15b is necessary to give proper length to the main line and passing siding, and also acts as a view block between Basalt and Coal Grove.

(pic) 

Scenery Design Considerations

1. The backdrop is a distant hillside of moderate height.
2. The mid distant hillside is two inch rectangular foam with casting to represent quarry operations past or present.
3. The sand and gravel company sand plant sits on flat land between the Satsop River and the hillside. Modeled portion includes sand plant and silos, a fuel tank, and a 2 track gravel loader. The remainder of the plant are east of the section and is not modeled. 
4. A MOW section sited near the old east wye track.
5. Foreground between auxiliary track and fascia is flat or sloped downward toward the Satsop River.
6. A stream is modeled from the backdrop to the fascia.
7. A fire road parallels the stream.
8. A branch line timber trestle on the main line.
9. A timber truss trestle on the interchange track.

ROW Design Considerations 

The most critical design considerations on this module is the 26 inch curved leg wye, the eastern leg being retired and removed by the WWSL prior to the leasing of the land to the Basalt Sand and Gravel Company.

1. The curved leg wye connects with the main line. The main line must be toward the front of the layout for easy viewing and access. It must be at least seven feet in length (the longest standard operational train length).
2. The passing track must be located between the main line and the industry for effective car movement. It must also be at least 7 feet in length (the longest standard operational train length).
3. The auxiliary track is a scenic element with some operating value but will be primarily vignette in nature. It can be located closest to the fascia. There is no specific length required but should be at least 3 feet in length to allow for several cars to be located there for miscellaneous reasons (bad order, water cars during fire season, etc.).
4. The industrial spur must be accessed from the primary siding track. Historically this track is the old logging spur track going back into the timber. By operational standard, it must be at least 3 foot in length to allow pick up and delivery of cars to the industry. Off of the industrial spur is track consisting of an industrial lead, and three industry sidings. In this case, the industrial track is approximately 6 foot in length.
5. I pulled up a construction diagram of a timber trestle built by the Canadian Pacific for the main line bridge. See 4.1.9.6 Basalt Bridge N6a for construction details.
   
6. I found a temporary timber bridge made of tree trunks in the 1920's to be used as a scenic element for the industry spur bridge. See 4.1.9.6 Basalt Bridge N6b for construction details.

Laying out the Right of Way

I am not going to go into great detail about putting down the roadbed lines. See the Right of Way Reference Page  for the details if you haven't had the fun of doing it before. 

Essentially you're going to follow this process: 

1. Lay out the main line at the seven inch line.
2. Lay out the passing track at the ten inch line.
3. Lay out the auxiliary track at the four inch line.
4. Lay out the transition template for the mainline/passing track switch.
   
5. Lay out the main line curve and turnout.
   
6. Lay out the north passing siding turnout.
   
7. Lay out the industrial spur. To show some historical use of the area for logging (specifically Camp 9's location) I wanted the industrial spur track to end near the backdrop and sceniced as though it was an abandoned right of way.
   
8. Layout the industrial lead at 12 inches, the sand track at 14 inches and the gravel loader tracks at nine and seven inches.
9. Locate the abutments and piers for both bridges (to include heights).
   

Lay out the turnouts

The WWSL engineering department has authorize an unstandard #6.5 curved turnout for the south Basalt mainline to passing track. I have to ensure that the  normal route leg of the turnout (26 inch radius) aligns with the main track layout line at 10 inches, and the divergent leg of the turnout aligns with the passing track layout line at 7 inches.

I laid out the maximum train length templates along the passing siding and main line. I have the WWSL common standard #6 turnout templates to locate main line to passing track turnouts, and main line to auxillary siding.

I have a WWSL common standard #8 turnout to locate the industrial spur set out track. its divergent angle conveniently angles the interchange track with the Basalt Sand and Gravel industrial lead. Basalt Sand and Gravel use the WWSL common standard #5 turnout.

Lay out the structures

I created structural footprints for all the structures anticipated to be used on the section. While i was doing this I realized that I had omitted drawing in the sand house industry track. I've got to remember to add that to the track design plan. Once I have placed the gravel loading platform footprint along the industrial lead / sand track, I can locate the two track spurs servicing the loading platform.

(pic) 

Section 14 - Satsop River Bridge - Part 2

In the last blog (Section 14 - Satsop River Bridge - Part 1) I identified the layout design elements of the Satsop River Bridge Module and laid out the roadway lines. 

In this blog I am identifying the scenery construction concept and laying out the landforms.

As a refresher, here are the scenic elements.

Creating the landforms

On this section, I did not build the roadbed portion of the module per the section construction diagram. Instead, I built two small roadbed panels and installed them on both ends, leaving the center roadway area clear. Once I figure out where the bridge abutments are located, I can shape the river and the river banks, adding foam as necessary. The embankments are formed with the 2 inch styrofoam and open spaces under the masonite and above the plywood are filled with 2 inch stryofoam cut to fit, and using expanding foam as necessary. 

For this module, having the bridges built in advance will be an asset to forming the banks, and installing the abutments and piers. See Satsop River Bridge N5 for construction details.

In the meantime, I'm starting to rough in the landforms. 

1. Form and install the distant river bank. The far riverbank is modeled with 3/4 inch foam sheet base. Cut in the river bank at a 45 degree angle to form the bank.This will give me the low gravel and stone bank seen in the photograph. Against the backdrop I will add a two inch styrofoam piece again cut in a 45 degree angle to provide a better foundation for planting the treeline. That styrofoam insert will be concealed by small growth along the river treeline.

2. The north river bank (left ) is a natural occuring slope. I found a picture of the timber trestle bridge being used by the Mount Ranier Scenic Railroad. The slope is essentially flat for quite a distance. I will selectively compress the distance and create a greater slope. The 2 inch stryofoam is cut at about a 20 degree angle to model the slope with the base reflecting the effects of erosion caused by the occasional high river in spring. Building the trestle in advance is indicated in order to locate and cut in.the north abutment, and locate and place the trestle piles. 

3. The south river bank (right) is a manmade embankment. The AREA standard for an embankment is a 60 degree angle from the edge of the roadbed to the river bottom. I'm cheating a little bit by cutting the foam terrain on the backside of the embankment to a gradual slope while the visible side is AREA standard. See 4.1.1.2 Embankments for construction details. Using to total length of the bridge complex, I will locate the south abutment and cut it in. Pieces of styrofoam and expanding foam will complete the basic landform.

4. Once the basic landform is completed, it will be covered with Sculptamold on the flats and hydrocal plaster on the slopes. 

Soil color is to be determined based on the Northern Division Overview color scheme. Other scenery aspects will be discussed in Section 14 - Satsop River Bridge - Part 3.

Satsop River

The critical piece of river construction will be the location of the bridge piers. A wood footprint of each pier type will be constructed and temporarily screwed into the section base from below. See Satsop River Bridge N5c for construction details.

The river bottom is to be gravel strewn. I have two gravel sources: 1) an unknown brand of gray kitty litter, and  2) a bag of Quikcrete general purpose paver mix. I am not sure yet what product will be ultimately used, probably both - the kitty litter for the water covered gravel bottom, the paver mix for the dry rock shoreline.

The water product is also undetermined. I have not poured a river yet, and am not sure whether epoxy, decoupage resin, or a Woodland Scenics product will be right for the river. It all depends on how the gravel bottom looks (dark and wet enough to pass as gravel).  The river's edge is a continuation of that product at double to triple thickness (depending on the distance from the river's edge. See Streams for construction details.

Section 14 - Satsop River Bridge - Part 1

Its time to layout the Satsop River section. The layout design given and druthers of this section is indentified in Station 14 Satsop River.

Design Elements

 This section consists of eight layout design elements:

1. A darkened cloudy sky suggesting inclement weather is approaching. 
2. A mid distant tree line and visible riverbank.
3. A shallow river with significant sand and gravel on the river bottom and sides.
4. A 5 bent wood trestle and a wood abutment. 
5. Two 16 panel plate girder bridges
6. Two 10 panel plate girder bridges
7. 4 unique piers 
8. A concrete abutment for one of the 16 panel bridges.

In addition I added two additional layout design elements to reflect the logging operations that occurred in the area prior to the time period modeled: 

1. A 26 inch curved spur at the right (south) end of the module connecting to the Polson Canyon Module formerly OPLC Camp 7 that was closed in 1932.
2. A 26 inch curved leg wye at the left (north) end of the module connecting to the Basalt Module, formerly OPLC Camp 9 that was closed and the site leased to Basalt Sand and Gravel. 

Section Construction

See the WWSL section construction reference page for the construction technique. 

As this section is a river scene I have modified the construction technique. Instead of using the two 1x3 girders on the bottom of the section, I need a solid bottom on the section for the riverbed. The 1x3 girders are replaced by a 2 foot by 8 foot piece of plywood 3/4 inches thick. The two ends of the section are cut out to permit attachment of the section electrical connectors and section interface bolts. 

 The remainder of the section is built per WWSL construction standards.

Scenery Design Considerations

1. The backdrop available for the Satsop River Bridge Section is 22 inches in height. With the bridge height at approximately 4 inches, and the roadway centered at 12 inches on the module, a 45 degree angle would suggest that the background trees painted on the backdrop could be 8 to 12 inches in height. This would then allow 10 inches of cloud/sky. Rainclouds would cover about 5 inches of this cloud sky space.

2. The background land mass can be observed both in the picture and on the module. I am using styrofoam insulation, and the smallest thickness of foam is 1/2 inch thick. This is a good height for the edge of the distant river bank, and an additional two and half inches in height three inches deep from the backdrop will give sufficient room for a line of trees and shrubs adding depth to the backdrop painted trees, and several inches of depth to plant the trees without them falling over.

3. The river will be approximately centered on the module and will disappear to the right rear. The river bank will be a slow rise to the left and a fill embankment to the right. The river bottom is composed of a large number of various sized stones and gravel. I have from a previous layout about 2 gallons of bluish grey kitty litter than can be readily sifted for size and placed appropriately. A shallow pour of properly tinted resin will round out the overall look and feel of the module.

ROW Design Considerations 

The most critical design considerations on this section is the length of the bridge. With only 96 inches of linear space to model two curved legs, two river banks and and 5 bridges, something has to be compressed. 

First I looked at the two curved legs. At Basalt, the 26 inch radius curve needs to connect to a tangent track located 10 inches from the front fascia. That means that 16 inches of space is needed on this section for the north wye design element. At Polson Canyon, the 26 inch radius curve needs to connect to a tangent track located 16 inches from the front fascia. This means that 10 inches of space is needed on this section for the south main line and the abandoned spur track. A total of approximately 26 inches is needed for the curved main line components. That leaves us with 70 inches of tangent mainline track for the five bridges. See Satsop River Bridge N5 for the baseline construction details.

4. I pulled up a construction diagram of a timber trestle built by the Southern Pacific.  That diagram has each bent a distance of 15 feet apart. In HO scale that's a bit less than 2 inches per bent. Five bents and a wood abutment is about 10 inches. See Satsop River Bridge N5a for construction details.

5. I am planning to kitbatch the plate girder bridges. I have eight Atlas Thru Plate Girder Bridges, six of them have 10 identically spaced steel plates, the other two have 10 steel plates of different widths. I chose to use two of the 10 panel bridges to represent the 16 panel bridges. This is a 38% selective  compression of the bridge scene. All i need to do is shorten the height of the two bridges by approximately 1/3rd. Total length of those two bridges will be 18 inches. See Satsop River Bridge N5b for construction details.

6. Using the selective compression percentage above, I will need to add (rounded up) 4 panels to each of the two 10 panel bridges to represent the 20 (modeled 14) paneled panel plate girder bridges. Total length of those two bridges will be 25 inches. See Satsop River Bridge N5b for construction details.

7. There are 4 interesting piers to be constructed. Three are wood pile bents, one is a steel pile bent. They will have to be kitbatched. See Satsop River Bridge N5c for construction details.

8. The concrete abutment will have to be designed to reflect the dimensions of the embankment constructed. See Satsop River Bridge N5d for construction details.

Adding all those bridge lengths gets me to about 53 (18+25+10) inches, with a leeway of about 17 inches for  'off the bridge tangent track' leading into the curves at each end.

Laying out Right of Way

I am not going to go into great detail about putting down the roadbed lines. See the Right of Way Reference Page  for the details if you haven't had the fun to do it before. 

Essentially you're going to follow this process: 

1. Lay out the main line. I centered it at the 12 inch line.
   
2. Lay out the transition template line.
   
3. Lay out the main line curves. Layout the abandoned wye and spur curves. 
4. Lay out the bridge template, the length of the bridge and adjust as necessary.
5. Lay out the south embankment leading to the bridges. 
6. Locate the abutments and piers (to include heights).
7. Layout the sloped river bank on the north side of the river.
   

Because this section ties into both the Section 15 - Basalt and the Section 13 - Polson Canyon, some layout of those sections will need to be done at the same time, primarily the main line locator at Basalt (10 inches from the fascia) and the northernmost Polson Canyon curve (16 inches from the fascia ).  

In the next blog (Section 14 - Satsop River Bridge Module - Part 2) I will discuss the Landform Design Considerations.

Layout Design - 8 - Technical Specifications

Prototype Information

A railroad's operations is only as good as its personnel, operating plan, and its physical plant (right of way, yards, locomotive and rolling stock).

In order to ensure that each and every spect of operations is efficient, a series of documents outlining that departments operations is maintained. It is the same with the maintenance of way department.

The maintenance of way department is no exception. The department maintains a series of technical specifications on a wide variety of bridges, buildings, tools and track components used withing the railroad company system.

Fortunately there are two excellent sources of this information on the internet. 

• Robert Schoenberg maintains a series of Pennsylvania Railroad system Standard MOW plans. 
• Don Strack maintains a series of web pages that contains portions of the Union Pacific Common Standards book, a collection includes a large variety standards dating from 1904 to 1985.

Railroads standards were also on occasion mandated by law. I found (somewhere) a consolidated spreadsheet by state and track clearance requirements.

Check out your prototype railroad historical society or web site to see if there are standard plans applicable to your operations.

Modeling Information

The National Model Railroad Association (NMRA) has a series of Recomended Practices (RP) developed for satisfactory model operations based on existing model railroad equipment v. radii of curves and size of turnouts. Those figures, relationships or dimensions were established through actual tests and feel to be beneficial to model operation. 

 

NMRA recommended practices are:  

• RP-7 Track Centers and Obstacle Clearances
• RP-10 Trackwork - General
• RP-11 Curvature and Rolling Stock
• RP-12 Turnouts - General

Andy Hamilton in the February 1991 National Model Railroad Bulletin suggested that Class could be used in the hobby as a means of identifying the look and feel of the layout as it relates to operations, right of way construction and maintenance, locomotive, and rolling stock selection. Andy proposed that Prototype Class 1 operations would be expected to have broad radius curves and high speed (high number) turnouts, compared to prototype Class 3 operations (such as switching lines) that could be expected to have sharp radius curves and slow speed (low number turnouts).

As the WWSL is a Class III railroad, Andy (and the NMRA) would expect it have the following generic technical specification:

Curve standards Sharp (2-8-0)

Turnouts

Trackage

The WWSL

One day the WWSL will maintain a Common Standards book. In the meantime, you'll find those specific standards listed in the WWSL Right of Way Specifications and Modeling section of this web site. 

For general planning and construction purposes:

Human Factors. Here are the human factors used to develop the WWSL layout plan. 

Specification	In inches
Aisle widths – normal	48
Aisle widths – constrained	30
Benchwork height – upper level	56
Benchwork height – lower level	34
Minimum track setback from Aisle	4
Minimum track setback from wall or backdrop	8
Maximum reach in distance from aisle to track	27
Bench work width for shelf style	24
Module standard width	24
Module standard length	96

Track Planning Standards.  The next step was to develop a set of standards for the trackwork. It would permit operations by virtually all HO scale equipment I would use in WWSL operations.

Specification                                     (In inches)	WWSL	OPLC	STC
Typical equipment length	50
Maximum equipment length
Track centers, double track, tangent	2	2	2
Track centers, tangent, Type 2 cantenary pole
Track centers, arrival departure track
Track centers, yard	2	2	2
Track centers, siding industrial track
Track centers, double track, minimum curve
Turnout number, single	5	6	5
Turnout number, crossover	6	8	6
Turnout number, ladder	5	6	5
Track curve, minimum radius, main line
Track center, double track, minimum radius
Maximum grade %
Vertical curve multiplier
Easement
Super-elevation
Minimum over/under track separation

Layout Design - 7 - Track Plan Analysis (Part 2)

In Layout Design Process 4 - Railroad Modeling I identified that the layout design process can be broken down into three primary functional areas: Concept, Structure and Layout Detail.

Layout Detail. Layout Detail identifies the parameters within which the layout must be designed. It is broken down into two main elements: 5) Layout Design, and 6) Construction to build the railroad.

  

Under the element Layout Design, Track Plan Analysis (Part 1) considered the design against the layout given and druthers. In Track Plan Analysis (2) will be an analysis of the actual track plan as presently envisioned, and an analysis of operational trackage versus numbers of trains etc.

 

Modeling Information

 

That raised the question about car density on the layout. I found an article in one of the model magazines that discussed a track density study of the model layout. The purpose was to aid the railroad modeler in identifying the following data points:

• Size of the main line and passing tracks for movement of cars.
• Functional capacity of cars in yards, industry and storage tracks.

The article provided a spreadsheet format to collect the data. All the trackage on the layout had to be measured by type. Measurement was in 40' carlengths. Those types of trackage to be measured were:

• Mainline - self-explanatory
• Siding - Main line passing tracks, not within yard limits
• Functional - passing tracks within yard limits, yard leads, interchange,
• Maint/Svc - MOW and engine facilities
• Yard - tracks not including yard lead
• Industrial - spur tracks specifically for loading and unloading
• Storage - All other tracks used to stage or store locomotives and/or cars

Additional operational information is required for analysis. That information includes: 

• Number of Cars in Service 
• Number of Cars Moved 
• InTransit Car Capacity Eastbound
• InTransit Car Capacity Westbound

Once the data was entered into the database, car density was calculated and compared to a car density baseline suggested by the author. 

• Functional Mainline Saturation (25-35%). 
• Functional Track Saturation: (40-50%),
• Storage Track Saturation: 33% (80-85%) ** assuming class 1 operations
• Ideal Number of Cars is (30% of Storage tracks filled - Class 3)

The WWSL

An example

Let's use  Station 15 - Basalt for the example. Here is the Section diagram.

Measuring in 40' car length's for each track type we get the following data:

The entire WWSL layout. 

I did this for the entire WWSL layout. The results were:  

My operational information was included:

• Number of Cars in Service  - 125
  
• Number of Cars Moved - 80 (this included OPLC and STC operations)
  
• InTransit Car Capacity Eastbound - 36 - (this included OPLC reload operations)
  
• InTransit Car Capacity Westbound - 36 - (this included OPLC reload operations)

WWSL Analysis

 Based on the formulas in the spreadsheet, my Track Density for operations were:

• Functional Mainline Saturation (25-35%) - 53% . 
• InTransit Car Capacity Eastbound - (25-35%) -27% .
• InTransit Car Capacity Westbound - (25-35%) - 24% .
• Functional Track Saturation: (40-50%) - 25%
• Storage Track Saturation: (80-85%) - 27%
• Ideal Number of Cars: (30%) - 114
  

Analysis of the Analysis. I was surprised at how close my initial  layout planning ideas were confirmed by the data analysis.

• Functional Mainline Saturation (25-35%) - 53% . The WWSL is a Class III railroad and has two additional Class III railroads it provides services to it. The WWSL main line is the means to getting to the customers on the line. 
• InTransit Car Capacity Eastbound - (25-35%) -27%. This includes the OPLC reload (logging shuttle) operations, some of it on the WWSL main line. Totally consistant with Class III operations.
  
• InTransit Car Capacity Westbound - (25-35%) - 24% . Again totally consistant with Class III operations. 
• Storage Track Saturation - (80-85%) - 27%. Realizing the 80% is assuming class 1 operations, Class III operations would see primarily empty storage tracks as the norm.
• Ideal Number of Cars -  (30%) - 114. I am using off-layout car storage for additional cars (for purposes of car interchange and car model type variety).
  

 

Layout Design - 7 - Track Plan Analysis (Part 1)

In Layout Design Process 4 - Railroad Modeling I identified that the layout design process can be broken down into three primary functional areas: Concept, Structure and Layout Detail.

Layout Detail. Layout Detail identifies the parameters within which the layout must be designed. It is broken down into two main elements: 5) Layout Design, and 6) Construction to build the railroad.

  

Under the element Layout Design, the following area is considered: Track Plan Analysis.

 

The WWSL

 

At this point in time I have collected alot of information through the layout design process. Some of it is here and some is in the Station Plans.

 

Layout givens and druthers.

 

Concept. I am comfortable with the who what where and when aspects of the WWSL version 3.0 I particularly like the idea that i can model the three Class 1's and having the Olympic Peninsula Logging Company and the Saginaw Timber Company live and functioning is icing on the cake.

 

Operations. I am happy with the freight operations as envisioned. Passenger operations were considered primarily as a mechanism for building a timetable for Master Model Railroader certification. For daily operation, passenger operations is not a priority, it can be done and there are prototype examples for the trains. 

 

I believe that Demaine Yard is designed properly for a Division yard and sized appropriately for the amount of traffic going through the yard daily.

The layout design does address my interests in the natural resources industries. 'Keep it Simple Stupid' was the repeating mantra during the given and druthers stage and I think I've juggled those competing balls adequately. 

Single Track TT&TO operations can be easily implemented. The absence of a complicated signal system is a relief to me. 

An added bonus is the opportunity to model three distinct engine servicing facilities: electric, steam and diesel.

 

Construction. Fortunately for me I was able to recycle most of the WWSL version 2.0. Benchwork constuction was within my abilities, and new construction was about 25 percent of the layout room. Fourteen modules were reused, 12 modules were built new. 

Right of Way. Double decking the layout was the way to go. I am comfortable with the two heights. The turnout count is high but reasonable given the degree of operating capability. Fine tuned commercial turnouts and flex track will speed up track laying. The track plan will have everything necessary for Master Model Railroader certification. 

The opportunity to build a myriad of bridges, culverts etc. is icing on the cake.

 

Scenery. A majority of the layout is flat, with scenic vignettes having most of the more 'difficult' scenery construction. It is however within my abilities. I'm looking forward to using the more modern scenic techniques employed since my construction of version 2.

 

Catenary/Signal.  I've opted at this moment in time to model the catenary system minus the actual wire. Its not that im afraid of stringing wire, its the thought of trying to re-railing rolling stock or uncoupling them that gives me pause. Depending on my experience, I may rethink this decision after the majority of the layout is functional. 

Logically it makes sense that a short line would not have any signaling. Research indicates that the NP had an automated crossing with the Shafer Brothers rail crossing at Brady. That would entail semaphores for the NP branch line. I am thinking dwarf signals for the WWSL. The MILW/UP branch line had an automated crossing with the original Saginaw Timber Company. I am thinking dwarf signals for the WWSL there too. I'm looking at a couple of options that could be used to simulate those automated crossings.

 

 Locomotives and rolling stock. I'm looking forward to the opportunities to operate electric, steam and diesel units on the layout. Kitbatching the electric locomotives will be a skill upgrade for me. Steam locomotive operations is new and promising. I have in storage several 2-8-0's and smaller for operations. I've even got a 2-10-2 that could be used. I've got some history to justify it, but its but it's not going to be operational.

 

 

I'm pretty happy at the variety of rollling stock that can be used on the layout. I'm also looking forward to the opportunity to detail existing rolling stock and kitbatching existing cars that cannot be purchased.

 

 

Human Factors. I've always wanted a dedicated railroad layout space. Now I have it and it's met my expectations. Its fun to be down there (compared to other locations where I've had my layouts set up).  

 

Only one place has a aisle pinch point that doesn't meet the aisle parameter of a minimum 36-inch width to provide comfortable movement by crew - the right side of the layout where the workbench is located. Moving the center peninsula leftward was considered however the furnace air runs interfered with the possible construction of a stud wall and the two lally columns in the middle would interfere with personnel movement along the right center peninsula.  As it is a quick walk thru area with open space on either end for train control, the pinch point is considered a necessary evil. 

 

Having to duck under to get to the interior of the helix for track cleaning and maintenance is a necessary evil as well. Fortunately I'm still limber! 

Layout Design - 8 - Track Plan Analysis (Part 2) will be an analysis of the operational trackage versus numbers of trains, cars, etc.