Sunday, January 29, 2023

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. An intermediate 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.

Scenery Design Considerations

Background

The backdrop available for the Polson Canyon section is 22 inches in height. To the south, it will be a continuation of the rain clouds on the Satsop River section. The remainder of the Basalt section will be a two part backdrop: 

  •  A blue sky with cumulus clouds suggesting a sunny day. See 5.4.1 Sky  and 5.4.2 Clouds for construction information.
  •  An Intermediate hillside. See 5.4.4 Intermediate Hills for construction information. 

Creating the landforms

1. Mid-distance hillside. This is another example of needing some reinforcement to ensure the scenery is not broken in transport. The hillside is modeled with a 2 inch x 4 inch x 8 foot styrofoam panel glued to an 1/8 " luan panel that anchored to the section with rafter stiffeners. The quarry rock is a series of plaster castings. See 5.5.5 Rock Faces for additional information.  

The treeline is a combination of 3d trees and shrubs. See 5.5.7 Three Dimensional Backgrounds for construction details.


2. Embankment. Portions of the foreground between the auxiliary track and fascia is flat or sloped downward toward the Satsop River.

4. A dirt road with a improvised gate blocking traffic. See 5.9.1 Dirt Paths and Roads for construction details.

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

Ground Cover

1. The areas where 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. Production areas will be be gravel and dirt as appropriate. Some undulation will be formed with sculptamold.  

Vegetation

Mid-distance hillside has ground cover, shrubs, small trees.

Embankment has dirt, grass and weeds. 

Waterways

3. The stream bed is multi-layered with several small waterfalls. Dirt banks, gravel and small rocks in the stream. Water is created by Modge Podge. See 5.8.2 Streams for construction details.


Sunday, January 8, 2023

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.

Layout Design Elements

The Basalt Sand and Gravel section adjoins the Coal Grove section to the north and the Satsop River section to the south . It has eight 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 primary siding track and an auxiliary siding.
  5. An embankment located along the front fascia.
  6. A stream that traverses from the rear of the section to the fascia. 
  7. Two bridges, one on the main line and one on the industry spur track.
  8. A MOW section sited near the north switch.

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.

ROW Design Considerations 

The most critical design considerations on this module is the location of the industrial lead. Its location determines the location of the main line, a  primary siding track and an auxiliary siding. Placing the industrial lead at 12 inches from the fascia permits both main line running and industrial switching.

3. The curved main line from Satsop River places the Basalt main line at 7 inches from the fascia. This allows easy viewing and access. It must be at least seven feet in length (the longest standard operational train length).
 
The primary siding track must be located between the main line and the industry for effective car movement. This places the track at 10 inches from the fascia (the First (Northern) Division is electrified and requires cantenary pole placement. It must also be at least 7 feet in length (the longest standard operational train length). 

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. The WWSL technical specification requires a minimum 4 inches from 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, work train, etc.).
 
4. The industrial spur must be accessed from the primary siding track. In the WWSL history this track is the old logging spur track going back into the timber. For present day operational requirements, it must be at least 3 foot in length to allow pick up and delivery of up to 6 40 foot cars to the industry. 

Off of the industrial spur is the Basalt Sand and Gravel industrial lead. The lead services three industry sidings: 2 processed gravels spurs and one processed sand spur. In this case, the industrial lead is approximately 6 foot in length, the industry sidings a minimum of 2 feet (processed gravel) and 4 feet (processed sand) respectively.
 
8. 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.
 
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. Operationally this bridge is out of service. 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 primary siding 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/primary siding 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.
  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).

Track Standard.

The WWSL 1st Division is designated Class B main line. See See 4.2.11.2  Modeling Technique for Medium Profile Roadway for details.

The WWSL auxiliary track is designated a storage track. See 4.2.11.8  Modeling Technique for Storage Track for details.

The WWSL industrial spur and all the Basalt Sand and Gravel trackage is designated an Industrial Lead or Spur Track. See 4.2.11.7 Modeling Technique for Industrial Lead or Spur Track for details.

Main line to primary siding turnouts are Common Standard #6.  All industry turnouts are Common Standard #5.

Lay out the turnouts

The WWSL engineering department has authorize an non - Common Standard #6.5 Code 100 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 primary siding track layout line at 10 inches, and the divergent leg of the turnout aligns with the main 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 #5 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 owns and maintains its own trackage, and uses the WWSL Common Standard #5 turnout.

Lay out the structures

Modeled portion includes sand plant and silos, a fuel storage facility, and a 2 track gravel loader. The remainder of the plant is east and south of the section and is not modeled. 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 spur 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 finalize the two track spurs servicing the loading platform. 

A MOW section is conveniently sited near the north switch.

In the next blog (Section 15 - Basalt - Part 2) I will discuss the Landform Design Considerations.


Sunday, December 25, 2022

Section 12 - Tunnel 1 - Part 2

In the last blog (Section 12 - Tunnel 1 - Part 1) I identified the layout design elements of the Tunnel 1 Section and laid out the roadway lines. 

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

Scenery Design Considerations

Background.

Sky, Clouds. There is 1 backdrop 22 inches in height. It will be a simple backdrops- a clear blue sky suggesting a sunny day. 

Landforms  

Ridge. The terrain at the North Portal will be consistent with the Polson Canyon ridge line. There is a more moderate slope along the east face of the ridge. 

Here is the generic photograph of the southern part of Polson Canyon as it approaches the the North Portal of Tunnel 1.  

On this section, I continued the construction of the Polson Canyon ridge line with the 2 inch styrofoam. The ridge should be at least 3x the height of the train to provide a reason for the curvature of the main line thru the river valley. Using 2 inch styrofoam insulation, this would make the rock faces at least 7 inches high with the maximum height of 11 inches for the ridge at the rear of the section.  Additional height of the ridge can be painted on the backdrop.  See 5.5.6 Mountains and 5.5.5 Rock Faces for construction details.

Saddle

The tunnel is sited through an enlarged saddle with basalt rock walls on both sides. The possibility of rock spalling due to steam engine smoke stack exhaust requires timber tunnel lining. No additional engineering is required within the tunnel area. 

Tunnel Portal The terrain at South Portal will be a basalt cliff face with a concrete portal. I will use 3/4 inch styrofoam and hydrocal plaster to model the rock shelves and will use matte medium and modge podge for the waterfalls and creek. See xxxxxxx for construction details.

Embankment. An embankment with a dry creek bed comes down the moderate hillside to the eastern river riverbank. Again, I have selectively compressed the AREA standard 60 degree angle to 45 degrees from the edge of the roadbed to the river bottom. This allows a greater river bank edge along the fascia. See 5.5.3 Embankments for construction details.

Waterways

Creek.

Several streams and dry creekbeds will drain from the ridge line toward the river meandering along the the fascia.

Once the basic land form as completed, it will be covered with Sculptamold on the flats and hydrocal plaster on the slopes. Flat areas will have some degree of undulation will be covered with sculptamold. 

Ground Cover

1. Far ground cover on hills and ridges will be modeled with teased and dyed felt. See for construction details.

Near ground cover along the right of way will be a variety of dead, summer and early fall grass colors.

Vegetation

The hill and ridge land forms will maintain a denser growth of second growth conifers, dead trees, stumps and bushes, indications of previous logging activities 

The embankments will have a heavy growth of shrubs and bushes, with growth along at the river's edge. See 5.7.1 Shrubs



Sunday, December 11, 2022

Section 12 - Tunnel 1 - Part 1

Its time to layout the Section 12 - Tunnel 1 section. The layout design given and druthers of this section is identified in Station 12 - Tunnel 1.

North Portal
South Portal

 

 

 

 

 

 Design Elements

Tunnel 1 is the lower reach of the Polson Canyon river valley. The right of way tunnels through the ridge line paralleling the Satsop River and approaches the Olympic Peninsula Logging Company sawmill.

This Section consist of one section and consists of  layout design elements (from geographic north to south):

  1. A single track main line from Polson Canyon to Sawmill.
  2. A single track tunnel. 
  3. An abandoned OPLC logging line crossing the WWSL main line.
  4. A turnout off the WWSL main line to the OPLC main line and industry complex.
  5. A 90 foot turntable owned by the OPLC in support of the Sawmill operations.

Section Construction

This section is a turnback curve portion of the WWSL layout. It is approximately 5 foot wide by 42 inches in depth (restriction due to lolly post).  It follows standard section construction, except it has three 1x3 girders The two ends of the section are cut out to permit attachment of the module electrical connectors and section interface bolts. See the WWSL section construction reference page for the construction technique.

ROW Design Considerations 

The most critical design considerations on this section is curvature of the main line. The turnback curve section width is 60 inches. Technical specification is a minimum 4 inches between track and the edge of the fascia. This restricts the turnback curve to 48 inches (24 inch radius).

Because this section ties into both the Section 11 - Sawmill 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 the southern-most Polson Canyon curve (6 inches from the fascia ) and the WWSL and OPLC main lines at Sawmill  (4.5 inches from the fascia).

2. Curved track within a tunnel is generally rare, but not unheard of, in the prototype. It is more common in railroad modeling layout design. The location of the tunnel and the restrictive view minimizes the suggestion of a curve within the tunnel. 

I have located the main line at the tunnel entrance 7 inches from the fascia. This allows me to model some portion of the ridge on the outermost side of the tunnel complex. It also allows for removal of part of the fascia to access the tunnel for cleaning and (god forbid!) re-railing errant rolling stock. I'm thinking clear plastic/lexane so that visitors can see the prototype engineering and construction technique used in building the tunnel. This allows 10 inches clearance at the Tunnel 1 - Polson Canyon and Tunnel 1 - Sawmill connections for turnout placement.

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 curves. It is a simple 24 inch turnback curve.
  2. Lay out the tunnel template.
  3. Lay out the north and south tunnel portals. 
  4. Layout the northern switch to the OPLC main line and sawmill complex. 
  5. Layout the turntable approach track from the sawmill yard and spurs.
  6. Generally locate the turntable location. 

    Laying out the Turnout

    A turnout is required to connect the WWSL main line with the OPLC main line, arrival/departure track, yard lead track and and industrial spurs.

    Laying the track.  Tunnel 1 Roadway is WWSL Medium Profile Roadway. See 4.2.11.2  Modeling Technique for Medium Profile Roadway for details. See 4.2.3 Laying Straight Track and 4.2.4 Laying Curve Track for construction details.

    Laying out the Structures 

    Tunnel 1. There are three parts to a tunnel, the tunnel portal, the tunnel bore, and the tunnel lining. See 4.1.10 Tunnels for basic tunnel engineering information.

    North Portal

    North Portal
    The North Portal will be a re-creation of the Homestake Pass MT, west portal, NP Tunnel #5. It has a timber portal and a rock slide shed I will represent the latter with a timber tunnel lining and a timber rock shed that extends from the portal. 
     
    See 4.1.10.1a Tunnel N1 North Portal for construction details. 
     
    See 4.1.10.1b Tunnel N1 Rock Shed for construction details.

     

    Tunnel Bore

    The tunnel differs slightly from the traditional tunnel in that it has an additional height due to the electrified zone. The drainage profile will differ as well. The fascia will be removable to allow viewing of the interior. See 4.1.10.1b Tunnel N1 Tunnel Liner for construction details.

    Southern Portal  

    South Portal

    The south tunnel entrance will be a re-creation of the April 2002 Mainline Modeler cover photo.  

    The rock wall will be constructed with vertical 1 and 2 inch styrofoam insulation with a rock casting overlay.

    I will represent the latter with a concrete portal. See See 4.1.10.1a Tunnel N1 South Portal for construction details.

    MOW. There will be a section tool house and tunnel inspection car pull off.

    Turntable

    TBD

     In the next blog (Section 12 - Tunnel 1 - Part 2) I will discuss the Landform Design Considerations.



     





    Sunday, November 27, 2022

    Section 13 - Polson Canyon - Part 2

    In the last blog (Section 13 - Polson Canyon Section - Part 1) I identified the layout design elements of the Polson Canyon Section and laid out the roadway lines.

    In this blog I am identifying the Scenic Design Considerations. 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. 

    North Canyon

    Center Canyon


    South Canyon

    As a refresher, here are the scenic elements:

    1. A spur off of the ridge line with a sparse growth of second growth conifers, dead trees, stumps and bushes. An abandoned OPLC right of way at the left (north) end of the module - formerly OPLC Camp 7.
    2. A ravine steeply rising to the background with series of rock shelves making a waterfall scene.
    3. An abandoned spur - formerly OPLC Camp 5, curving along the ravine.
    4. A curved river valley with moderately steep hillsides and rock faces. with a sparse growth of second growth conifers, dead trees, stumps and bushes. 
    5. An embankment with several streams and draws coming down the steep hillside and embankment to the river.
    6. A heavy growth of shrubs and bushes at the river's edge. 
    7. A river's edge along the fascia.

    Scenery Design Considerations

    Background.

    Sky, Clouds. The backdrop available for the Polson Canyon section is 22 inches in height. To the north, it will be a continuation of the rain clouds on the Satsop River section. The remainder of the Polson River section will be a simple backdrop - a clear blue sky suggesting a sunny day. 

    Landforms  


    Hillside

    The north end of Polson Canyon will be a hillside that has been partially excavated to permit the Camp 7 spur off of the ridge line with a sparse growth of second growth conifers, dead trees, stumps and bushes. See 5.4.6 Closer Hills for construction details. 

    Ravine

    The ravine steeply rising to the background with series of rock shelves making a waterfall scene. It needs to tie into the closer hill land form to the north, and the steep hillside and rock faces of the Polson Canyon, while providing an acceptable right of way to the abandoned spur to Camp 5.

    I internet searched a number of ravines/creeks, but what really interested me is a ravine scene created by Woodland Scenic and was on the back cover of a modeling magazine. Land form wise it supports all the elements in the previous paragraph when selectively compressed. 


    Ridge

    Polson Canyon's predominant land form is a curved river valley with moderately steep hillsides and rock faces. 

    The ridge should be at least 3x the height of the train to provide a reason for the curvature of the main line thru the river valley. Using 2 inch styrofoam insulation, this would make the rock faces at least 7 inches high with the maximum height of 11 inches for the ridge at the rear of the section.  Additional height of the ridge can be painted on the backdrop.  See 5.5.6 Mountains and 5.5.5 Rock Faces for construction details.

    Rock Faces. Here is the generic rock face along the main line as it approaches

    Embankment. An embankment with several streams and draws coming down the steep hillside and embankment to the eastern river riverbank. For my purposes, I have selectively compressed the AREA standard 60 degree angle to 45 degrees from the edge of the roadbed to the river bottom. This allows a greater river bank edge along the fascia. See 5.5.3 Embankments for construction details.

    Waterways

    Creek. I will use 3/4 inch styrofoam and hydrocal plaster to model the rock shelves and will use matte medium and modge podge for the waterfalls and creek. See 5.8.3.1 Creeks for construction details. 

    Several streams and dry creekbeds will drain from the ridge line toward the river meandering along the the fascia. 

    The Satsop River, initially modeled on the Satsop River section, continues it southward run toward the Chehelis River at Montesano. It runs parallel to the main line in Polson Canyon along the fascia. The river will be approximately centered on the module and will disappear to the left and right front as the result of the curvature of the main line. As in the Satsop River Section, the river bottom is to be gravel with larger rock strewn among the waterway and the bank. The river depth will be shallow or, in some locations, merely wet dirt.  See 5.8.4.2 Rivers for construction details.

    Once the basic land form as completed, it will be covered with Sculptamold on the flats and hydrocal plaster on the slopes. Flat areas will have some degree of undulation will be covered with sculptamold. 

    Ground Cover

    1. Far ground cover on hills and ridges will be modeled with teased and dyed felt. See for construction details.

    Near ground cover along the right of way will be a variety of dead, summer and early fall grass colors.

    Vegetation

    The hill and ridge land forms will maintain a sparse growth of second growth conifers, dead trees, stumps and bushes, indications of previous logging activities 

    The embankments will have a heavy growth of shrubs and bushes, with growth along at the river's edge. See 5.7.1 Shrubs



    Sunday, November 13, 2022

    Section 13 - Polson Canyon - Part 1

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

    North Canyon

    Center Canyon


    South Canyon

    Layout Design Elements

    The Polson Canyon section adjoins the Satsop River section to the north and the Tunnel 1 section to the south. 

    Polson Canyon is a curved river valley with moderately steep hillsides and rock faces, with a sparse growth of second growth conifers, dead trees, stumps and bushes. The right of way parallels a ridge line on the east side and the Satsop River on the west side (fascia) through a series of cosmetic 32 degree (26 inch) curves.

    The Polson Canyon section consist of two separate sections (16 foot long total) and consists of two geographic areas: North, and South Canyon (from geographic north to south):

    1. A spur off of the ridgeline with a sparse growth of second growth conivers, dead trees, stumps and bushes. An abandoned OPLC right of way at the left (north) end of the module - formerly OPLC Camp 7.
    2. A ravine steeply rising to the background with series of rock shelves making a waterfall scene.
    3. Two 4 bent timber frame trestles with wood abutments.
    4. One 10 panel plate girder bridge
    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. One through plate girder bridge.
    8. One beam bridge.  
    9. An embankment with several streams and draws coming down the steep hillside and embankment to the river.
    10. A heavy growth of shrubs and bushes at the river's edge. 
    11. A river's edge along the fascia.

    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.

    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.

    1. Camp 7 abandoned right of way.  See 4.2.11.13  Modeling Technique for Removed Roadbed for Camp 7.

    3. 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. See 4.1.9.4 Polson Canyon Bridge N4 for construction details.

    4. 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.

    5. Camp 5 abandoned right of way. See 4.2.11.12  Modeling Technique for Dismantled Roadbed for Camp 5.

    7/8. 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 isn't really prototypically accurate. The railroads see this as a series of curves and engineers them appropriately. 

    In model railroad layout design there are actually five functional curve types and one cosmetic curve type. This photo actually is called a series of cosmetic reverse curves. See 0.4.5 Curves for additional details.

    The WWSL sometimes uses easements on its main line right of way. I am modeling a Cosmetic Reverse Curve for the NMRA Master Model Railroad Certification Program. You may choose to eliminate the easement in each reverse curve to simplify right of way construction. In this section there are 23 elements in the roadway 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)

    See 4.2.4.4 Laying out a Cosmetic Reverse Curve for additional information.

    Laying the track.  Tunnel 1 Roadway is WWSL Medium Profile Roadway. See 4.2.11.2  Modeling Technique for Medium Profile Roadway for details. See 4.2.3 Straight Track and 4.2.4 Curves for construction details.

    Laying out the Structures 

    There are no major structures on this section. The Camp 7 right of way has an auxillary water tower located along the main line.

    In the next blog (Section 13 - Polson Canyon - Part 2) I will discuss the Scenery Design Considerations.

     


    Sunday, October 30, 2022

    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 scenery 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 sloped bank on the north side of the river.
    5. An embankment on the south side of the river.

    Scenery Design Considerations

    Background. 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.

    Once the bridges were build and temporarily placed I can shape the river and the river banks, adding foam as necessary to reach the bridge abutments. 

    Mid-ground.

    The river will be approximately centered on the module and will disappear to the right rear. The base of the river will be the 3/4" plywood base. The river bank will be a slow rise to the left and a fill embankment to the right, and a background land mass. 

    Background land mass.  My initial plan was to use only extruded polystyrene insulation but realized that should I have to move the section, the mid-distant land mass would break loose. I have chosen instead to use a 1/8 " luan panel to anchor the landmass. The panel is sized to the height of the riverbank on both sides (approximately 4 inches) and about 6 foot long.. It is anchored to the benchwork with L shaped anchors. The riverbank will be 1/2 inch thick polystyrene . 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 base 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. See 5.5.7 Three Dimensional Backgrounds for construction details.

    North river bank. The north river bank (left) is a natural occurring slope. I found a picture of the timber trestle bridge being used by the Mount Rainier 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 polystyrene 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. 

    South river bank.  The south river bank (right) is a man-made 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 sharper 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 polystyrene and expanding foam will complete the basic land form.

    Foreground

    This section's foreground is the Satsop River. 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 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. 

    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. 

    Because this is a wide shallow waterway, I am using stream construction techniques. See Streams for construction details.