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 Model Railroader by Roy F. Dohn that discussed a way to check the balance between main lines, yards, spurs and other trackage on a model layout. The purpose was to aid the railroad modeler in identifying the following data points:

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

Data collection

The unit of measurement for this analysis is Car Capacity (CC) - the maximum number of 40' cars that can occupy each type of trackage. Actual footage doesn't work because car clearance requirements, etc. Each track is identified, measured and the data collected in spreadsheet format.

Those types of trackage to be measured were:

• Running trackage (RT): Mainline and branchline trackage over which trains move to get to another part of the system.
  
• Passing trackage (PT): Main line passing tracks, not within yard limits.
  
• Maintenance and servicing trackage (MT): all trackage normally occupied by MOW cars, engine facilities, turntables, roundhouse, and similar tracks.
• Storage trackage (ST): the total of Yard trackage (YT), Industrial trackage (IT) - basically all trackage on which equipment is stored when not running. 
• Functional trackage (FT): trackage used for maneuvering between all the other elements - yard leads and ladders, passing and runaround tracks, inbound and outbound tracks within yard limits, and interchange tracks. 

Upon completion, the modeler has the maximum number of cars that can be physically held on the layout:  

(RTc - running trackage car capacity), 

(PTc - passing trackage car capacity),  

STCc - YTc and ITc), 

FTc

 

Number of cars moved (NCM) 

Cars in Service (CIS)

 

Data Analysis

With this information collected, the following information can be calculated: 

Storage Saturation (SS): percentage of 

Functional Saturation (FS) 

Funcgtional Main Line Saturation (FMLS):

 

 

 

 

 

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).
  

Reference

 

Roy Dohn, Layout plans by formula, Model Railroader, June 1968.

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. 

Station 17 - Reload

WWSL 1st Subdivision         

Location.

 

Reload (Camp 11) is the newest of the Olympic Peninsula Logging Company's timber reload sites.

History. Truck logging in the Gray Harbor area began in the mid-1930's. I was unable to find any statistics on the Northern Gray Harbor timber area. In the North River Watershed (south of the Chehelis River), the Saginaw Timber Company started to build an extensive series of roads but was unable to capitalize on the work. Estimates were that 75 to 80% of logs were still moved by locomotive. 

 

By 1941, nearly 300 miles of forest road were created by bulldozer in the North River Watershed by the Clemons Logging Company. [1]

 

In the alternate history, the OPLC was moving to truck logging too. In 1936, 29 miles of truck roads was constructed on old RR grades, 7 miles was new construction. By 1950, 73 miles had been constructed with an additional 100 miles of protection road was maintained. The results were that a majority of steam locomotives supporting woods activities were retired and scrapped.                   

OPLC Camp 11 was built in 1950. Researching log reloading operations revealed most reloads consisted of a single track alongside a single (lane) logging road, with a dedicated locomotive placing/pulling logging cars (once a day).

Operations. I wanted this module to show a 1950's log reloading activity. Specifically I wanted to show:

• Diesel logging trucks moving log loads from field collection points to the rail reload location. This would include the dirt road transfer point and a truck fuel point if possible.

• An electrified crane reloader, in this case a crane reloader similar to one used by the Schafer Logging Company. It used a electric overhead crane with lifting bars. When weight on the bars is released, the heavy end tips up the bar to release the hook on the opposite end and the bar slides free from beneath the load. Log transfer is completed in a minute's time.

• The OPLC will run a logging shuttle between the company sawmill complex and the reload site two or three times a day. The log shuttle will include a 2-8-0 steam locomotive, 6 log cars  and a caboose. Logging cars are a mix of skeleton cars and flat cars with side stakes. Additional cars that may be seen are water cars for fire fighting operations, tank cars (diesel) for truck refueling, and sand cars. See History of Flat Cars for additional information. 

Design. 

 

The right of way is owned and maintained by the OPLC and consists of a logging outpost camp, an overhead crane unloader and a refueling facility. As this is end of track, the OPLC will require an abbreviated steam locomotive service facility (water / sand) and a locomotive turning capability. A wye track would be the norm for this activity. 

Operationally the OPLC would segregate logs into sawlot and high value logs. Those high value logs would be primarily used for veneer and plywood. They would be sold to plants located in Aberdeen Hoquium or Tacoma. The WWSL will support this activity by maintaining a spur track for holding interchange-capable logging flat cars for OPLC usage.  

Track Diagram

 

Roadway.  

• The logging car storage track is owned and maintained by the WWSL. The WWSL Main track ends at the far end of the turnout.
  
• Main track is owned by the OPLC and is of recent construction.
• Secondary track is a run around track connected to the Scale Track located on the Station 16 module. 
• Auxillary tracks include the loading spur, supply track, wye. All non-main track is owned and maintained by OPLC and built to OPLC relaxed standards.
• Not associated with the reload operation is a single track located at the rear of the module which is used by Station 16 - Coal Grove as the Empty Yard Lead. It is screened from the Reload module by a treeline. 
  

Scenery. 

• Backdrop is sparse treeline.
• Mid level space is broken terrain.
• Front space is level terrain.
  

Structures. Structures located at this station will be:

• Electric Powered Log Crane
  
• Section house
• MOW sheds (nice to have)
  
• Water column
  
• Sand House
  
• Wye