Section 10 - Headquarters - Part 2

In the last blog (Section 10 - Headquarters - Part 1) I identified the layout design elements of the Headquarters 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. blue sky with cumulus clouds suggesting a sunny day.
2. Distant Mountains or Hills.
3. A sparse tree line with smaller trees and shrubs.
4. A creek bed.
5. A gravel road.

Scenery Design Considerations

Background

1. The backdrop available for the Headquarters section is 22 inches in height. The Headquarters backdrop merges with the end backgrounds of Sawmill and Camp 1. Those sections will be blue sky with cumulus clouds suggesting a sunny day. See 5.4.1 Sky  and 5.4.2 Clouds for construction information.

2. A distant landform. See 5.4.3 Distant Mountains or Hills for construction information.

Landforms

The Headquarters section is predominately flat ground. There will be some undulation based on drainage or road construction.

Mid ground

3. A sparse tree line with smaller trees and shrubs.

 

 

Foreground

5. The foreground is flat with drainage or undulation with construction spoil. There will be a gravel road. The gravel road will cross the stream bed.  See 5.9.2 Gravel Roads for construction details. 

WWSL north

oplc ash spur

Waterways

3. The stream bed is modeled as a dry stream bed. See 5.8.2 Streams for construction details. 

Section 10 - Headquarters - Part 1

It's time to layout the Headquarters section. The layout design given and druthers of this section is identified in Station 10 - Headquarters.

Layout Design Elements

The Headquarters section adjoins the Sawmill section to the north and the Camp 1 section to the south. This section has of 13 layout design elements: (from backdrop to fascia):

1. A cloudy sky suggests a sunny day.
2. A Distant Mountains or Hills.
3. A sparse tree line with smaller trees and shrubs.
4. The OPLC operations office and radio transmission tower.
5. A MOW section.
6. The OPLC main line between Sawmill and Camp 1.
7. A spur on the OPLC main line to an ash dumping facility.
8. An interchange track between the WWSL and OPLC.main lines.
   
9. The WWSL main line between Sawmill and Camp 1.
10. A dry creek bed.
11. A gravel road.
    
12. An OPLC Pile Trestle bridge (O1). See Headquarters Bridge O1 (Pile Trestle) for construction details.
13. A WWSL Steel Beam Bridge (N1). See Headquarters Bridge N1 (Steel Beam) for construction details.
14. A Ballasted Deck Pile Trestle road bridge (H1). See Headquarters Bridge H1 (Ballast Deck Pile Trestle) for construction details.
15. A vignette of a pipe culvert storage yard utilizing salvaged tank car bodies and various sized corrugated piping. 
    

Section Construction

Headquarters is a standard 2-foot by 8-foot section. See the WWSL section construction reference page for the construction technique. 

ROW Design Considerations  

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

In my initial WWSL concepts phase I determined that the longest WWSL train would be no more than 8 50 foot boxcars, with no more than 75% of the cars being delivered to any single industry. Using that standard, there would be no more than 5-6 cars being set up or pulled. On a double ended interchange track thats 24 inches for turnouts and 36 inches for rolling stock - that's 60 inches.

First I looked at the two curved legs. At Sawmill, 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 main line. At Camp 1, the 26-inch radius curve needs to connect to a tangent track located 10 inches from the front fascia. This means that 16 inches of space is needed on this section. A total of approximately 32 inches is needed for the curved main line components. That leaves us with 64 inches of tangent mainline track to fit the interchange and its related turnouts.

Laying out the Structures

There are three structures that are going to be located on this section: the OPLC operational office, a transmission tower and a MOW section. I am not going to go into great detail about laying out the structures as they do not affect the location of trackage. See the 10.0.3 Structure Layout Technique for the specific details.

Essentially you're going to follow this process:

1. Lay out the office and transmission tower.
2. Lay out the maintenance of way structures.

See the Structures Reference Page  for the specific details about building the structures.

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 to do it before.
Essentially you're going to follow this process:

1. Lay out the WWSL main line at the 12-inch line.
2. Lay out the interchange track at the 15-inch line.
3. Lay out the OPLC main line at the 18-inch line. Lay out the creek bed on the north side of the section at the fascia and moving back and to the right to the backdrop.
4. Lay out the ash spur track along the creek, headed south.

Because this section ties into both Sawmill - Section 11 and Camp 1 - Section 9, some layout of those sections will need to be done at the same time, primarily the two main line locators at each section. Great fun!

Roadway.

• 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 interchange track is designated an Industrial Lead or Spur Track. See 4.2.11.7 Modeling Technique for Industrial Lead or Spur Track for details.
• The OPLC is designated Class C main line. See See 4.2.11.3 Modeling Technique for Low Profile Roadway for details.
• The remaining OPLC trackage is designated an Industrial Lead or Spur Track. See 4.2.11.7 Modeling Technique for Industrial Lead or Spur Track for details.

Laying out the turnouts 

The WWSL common standard #5 turnouts are used throughout the section. The OPLC owns its own trackage,  and uses the (WWSL) Common Standard #6 turnout. 

Laying out the interchange turnouts  is going to be the greatest challenge. Both the WWSL and OPLC main lines are coming off a curve and require easements and tangents before siting the interchange turnouts.

Cantenary. The WWSL main line will require unique catenary pole placement. See 7.1 Catenary Systems Overview for details.

Layout Drainage.  The embankment along the center canyon area has a number of possibilities for drainage. In addition to the roadway ditches there will be a series of pipe and box culverts. See 4.1.8 Ditches, Drains and Culverts for general information.

Track Details. TBD

 

 In the next blog (Section 10 - Headquarters - Part 2) I will discuss the Landform Design Considerations.

Section 17 - Reload - Part 2

In the last blog (Section 17 - Reload - Part 1) I identified the layout design elements of the Reload Section 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 simple backdrop - a clear blue sky suggesting a sunny day.
2. A close tree line.
4. A close tree line.
5. A two track logging reload. 
8. A wye track with engine service spur on the inside.

Scenery Design Considerations

Background

The backdrop available for the Reload section is 22 inches in height. There are two backdrop section: the main section and the terminating section 24 inches wide. Both sections will have:

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

•  A Close Treeline. See 5.4.9 Conifer Trees for construction information.

Landforms

Mid ground  

 

2. Portions of the midground between the backdrop and the Coal Grove yard lead will be a close tree line. The slight midground embankment is modeled with 2 inch foam sheet cut in the hillside at a 45 degree angle to integrate the backdrop into the scene.

There will be stream between the yard lead and the OPLC trackage. 

4. There will be a sparse tree line and shrubbery leading into a sloping and somewhat undulating foreground. There will be indications of  of previous logging activities. site construction and operational improvement activities

 

 

 Foreground

8. The wye trackage and service area will be flat ground.  Depending on space available a truck servicing area may be included. See 5.5.1 Flat Ground for construction details.

Waterways

There will be stream between the yard lead and the OPLC trackage. See 5.8.2 Streams for construction details.

Section 17 - Reload - Part 1

It's time to layout the Reload section. The layout design given and druthers of this section is identified in Station 17 - Reload.

Layout Design Elements

The Reload section is the OPLC's Camp 11. It is the 'end of track', the northernmost point of the WWSL's 1st Division. Coal Grove is the section to the immediate south. 

Reload has eight layout design elements (from backdrop to fascia):

1. A simple backdrop - a clear blue sky suggesting a sunny day.
   
2. A close tree line.
3. A yard lead to the Coal Grove yard. 
4. A close tree line.
5. A two-track logging reload spur.  
6. A terminating main line.
7. An interchange track.
8. A wye track with an engine service spur on the inside.

Module Construction

Reload is a two-section set. The first section (17a) is a standard 2-foot by 8-foot section. The second section (17b) is a 2-foot by 4-foot section. Section 17b is connected in parallel to module 17a to deepen the section for the wye track and engine service spur.

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

ROW Design Considerations 

Logging railroads using steam locomotives for transporting logs from the cutting sites to the sawmill have two options for train handling. The railroad can either: 1) push logging cars from the main line to the loading site, or 2) turn the locomotive at the loading site. The OPLC's standard procedure is to turn the locomotive at the loading site. Normally, the logging railroad used a wye track. Wye's require a great deal of space, and finding sufficient acreage in a mountainous forest in the Olympic Peninsula is just as difficult for the WWSL.

I really wanted to show a logging company wye track at the end of the line.

This wye has three specific design issues: 

1. The north end wye leg length is only necessary to hold a steam locomotive and a water car, 
2. The south leg needs to join the scale track (as opposed to the main line) so that the service track can be inside the wye.
3. The west wye leg intrudes into the dispatcher's desk space (but more importantly, the utility room equipment space).

A design alternative to a true wye track at Reload is replacing the west leg of the wye with a turntable.  I could not fine anyone doing it in the modeling press. Leaping into the abyss i am using an Atlas 65-foot turntable and literally pushing it along the west leg center line until the north and south legs intersects with two of the turntable's 30 degree radius tracks.

The WWSL minimum engineering standards for a 2-8-0 steam locomotives using the right-of-way is 26-inch radius curves and # 6 turnouts. The railroad engineer surveyed the site to locate a triangle shaped wye places the North - South wye length 72 inches long (2*(26+10)), and the west end wye length 36 inches into the aisle. Once the west leg's  center line is established, the turntable's location can be fiddled. 

The logging reload spurs are easy to place. The critical factor here is the two spur tracks footprint must allow for log cars and log trucks under the electric log crane structure. I suspect that the footprint is going to look like a two-lane concrete road specification rather than a two-track yard. 

The Coal Grove North Yard lead track is a continuation of its location on Coal Grove.

Laying out the Structures

There are nine structures that are going to be located on this section: the locomotive servicing structures, I am not going to go into great detail about laying out the structures, as they do not affect the location of the trackage. See the 10.0.3 Structure Layout Technique for the specific details.

Essentially you're going to follow this process: 

1. Lay out the Electric Powered Log Crane
2. Lay out the Water column
3. Lay out the Oil column.
4. Lay out the Sand column

 I created structural footprints for all the structures.

See the Structures Reference Page  for the specific details about building the structures.

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 to do it before. 

Essentially you're going to follow this process: 

1. Lay out the main line at the 7 inch line.
   
2. Lay out the secondary (scale lead) track at the 4 inch line.
3. Lay out the north wye leg allowing for the length of the OPLC steam locomotive, a water car, and the north leg turnout.
4. Lay out the west to north wye curve.
5. Lay out the west to south wye curve.
   
6. Lay out the south wye leg allowing for the length of the south leg turnout.
   
7. Lay out the two log transfer tracks using a preferred 6 log car capacity on each track.
   
8. Lay out the Coal Grove north yard lead at the 15 inch line.
9. Lay out the WWSL interchange track. 
   

Roadway.

• The OPLC is designated Class C main line. See See 4.2.11.3 Modeling Technique for Low Profile Roadway for details.
• The remaining OPLC trackage is designated an Industrial Lead or Spur Track. See 4.2.11.7 Modeling Technique for Industrial Lead or Spur Track for details.
• The WWSL scale track is designated a storage track. See 4.2.11.8 Modeling Technique for Storage Track for details.
  

Laying out the turnouts

The OPLC uses #6 turnouts on all its trackage. I have to ensure that the normal route leg of the north wye turnout (26-inch radius) aligns with the main track layout line at 7 inches, and the normal route leg of the south wye turnout (26-inch radius) aligns with the scale track layout line at 4 inches.

I laid out the OPLC locomotive/water car length templates at the end of main line location and added sufficient clearance spacing to prevent collision with the backdrop. I used Ribbon Rail and Fast Track track laying tools to locate and build in the easement and curve radius'.

Laying out the turntable

The Atlas Turntable has a 9 inch turntable track and its built in stall track is xx degrees. I laid out the straight line equivalent on both ends of the turntable wall to aid in the location of the turntable. There was alot of fiddling - reliable turntable operations are best when the approach track is straight to the turntable track.

Cantenary

The O.K. Coal north yard lead will require catenary pole placement. The OPLC trackage is not wired. See 7.1 Cantenary Systems Overview for details.

Layout Drainage.  See 4.1.8 Ditches, Drains and Culverts

Drainage

Culverts

Track Details.

• The OPLC will use 4 bolt rail joiners on all trackage.
• The OPLC use low mount switch stands.
• There is a lift type derail on the service track.

MOW Details 

 

4.2.12.4 Hand or Motor Car Set-off Detail
4.2.12.5 Rail Rests
4.2.12.6 Tie Stack Detail
4.2.12.7 Equipment House Detail

In the next blog (Section 17 - Reload - Part 2) I will discuss the Landform Design Considerations. 

 

Section 16 - Coal Grove - Part 2

In the last blog (Section 16 - Coal Grove - Part 1) I identified the layout design elements of the Coal Grove Section 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 (from backdrop to fascia):

1. A ridge line paralleling the main line.
2. A coal processing plant.
3. A diamond shaped coal yard with north and south leads.
4. A scale track serving the coal and sand and gravel industry.

Scenery Design Considerations

Background

The background available for the Coal Grove section is 22 inches in height, consisting of a two part backdrop: 

•  A blue sky suggesting a sunny day. See 5.4.1 Sky for construction information.
•  A ridge line. See 5.4.4 Intermediate Hills for construction information.

Landforms

Mid-ground. 

1. Ridge. The ridge is modeled with 2 inch x 4 inch x 8 foot styrofoam panels. The ridge will have some rock faces that show traces of coal seams. See 5.5.5 Rock Faces for additional information. 

The treeline is a combination of second growth firs  and shrubs. See xxxx for construction details. 

2. The midground is flat ground servicing the coal yard.

3.

 Foreground. 

4. The foreground is flat ground with undulations suggesting prior ROW engineering and site placement for structures and equipment storage. I liked the conveyor picture suggesting that overloaded hoppers would have product removed before re-weighing.

 

Section 16 - Coal Grove - Part 1

It's time to layout the Coal Grove section. The layout design given and druthers of this section is identified in Station 16 Coal Grove.

Layout Design Elements

The Coal Grove section adjoins the Reload section to the north and the Basalt Sand and Gravel section to the south. It has five scenic elements (from backdrop to fascia):

1. A clear sky suggesting sunny weather.
2. A ridge paralleling the main line.
3. A coal processing plant.
4. A diamond shaped coal yard with north and south leads.
5. A scale track serving the coal and sand and gravel industry.

Section Construction

Coal Grove is a standard 2-foot by 8-foot section. 

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

ROW Design Considerations 

One of my major considerations in the WWSL layout design was the location of Coal Grove. I considered putting Coal Grove at the end-of-track (present location of Reload). The mine located at the end of track and a multi-track stub loading layout would have been easy to construct and operate. I had some misgivings. 

1) I did stub yards in my pre-WWSL days, but was never really enthused about it. Set outs and pick up at smaller industries tracks is one thing - a similar design at a larger industry just doesn't make sense to me.

2) Putting Coal Grove at the end of the line conflicts with other layout design decisions.  I have shown OPLC growth: constant harvesting of new sections of forest. Camp 1 is modeled, and the location of abandoned Camp 3, Camp 5, Camp 7, and Camp 9 are located along the right-of-way.  Reload needed to be end-of-line so it gives the OPLC a future without the need for additional logging lines. 

So Coal Grove's location gets swapped. With 8 feet of space and industries on either side, the design possibilities are narrowed. The most critical design considerations on this module are: 1) the location of the coal processing plant,  2) the number of cars to be processed per train load, 3) the shape of the load/empty yard, and 4) the location of yard turnouts.

3. If you've ever researched coal mines in the east, you will find that the coal loading facilities are parallel to the terrain, with the loading tipple smack dab in the middle of the spur track(s). My favorite coal mining tipple and loading facilities were always multi-track affairs. 

Working with only 24 inches in width (including terrain) puts a damper on 4- or 5-track loading facilities. A main line at 7-inches doesn't give much room for a hillside and a loading facility. Selective compression suggested a small facility: a two-loading tracks and a supply track at best. That puts the loading tracks at 10- and 12.5-inches, the supply track at 15-inches (a half-inch clearance for the tipple posts for each track). A scale track can be located on the fascia side of the main track at the 4-inch line.   

In my initial WWSL concepts phase I determined that the longest WWSL train would be no more than 8-50 foot boxcars, with no more than 75% of the cars being delivered to any single industry. using that standard, there would be no more than 5-6 cars being set up or pulled, (three cars per loading track). On a stub track that's 18 to 24 inches,  on a double-end yard you have to figure one empty.one under the tipple, one load and two spaces - that's 30 inches.

4. Three-yard tracks coming off a main line at a total width of 17.5 inches is beyond my calculating best. I had to create a #5 yard template (WWSL Common Standard yard turnout), Its a lot longer footprint than you would think - a normal ladder track occupies xx inches from main line points to third yard track clearance point.

Because you can't put xxx linear inches in a 96 linear inch space, the yard design became a simple decision - a diamond yard! A diamond yard has two ladder tracks that are parallel to each other. one of its normal ladder tracks flipped. Yes, there is at least one prototype: the Deer Lodge yard on the Milwaukee Road. The Basalt - Coal Grove Main track is the south yard lead, and the north yard lead is located along the back ground of the Reload module.

4. The industrial complex must be accessed from the main track. Off the main line is the O.K. Coal yard lead. The lead services three loading tracks: two processed coal loading tracks and one supply track. In this case, the industrial lead is approximately x feet in length, the industry sidings a minimum of x feet (coal) and x feet (supplies) respectively.

5. The scale track is a more than a scenic element. It can be located closest to the fascia. The WWSL technical specification requires a minimum of 4 inches from the fascia. There is no specific length required, but it should be at least 3 feet in length to allow for one 'shift' of coal cars to be located there for weighing, and an unload site for any coal or gravel cars exceeding weight limits.

 

Lay out the structures

The modeled portion includes a coal tipple, a supply building and a two-track coal loader. The remainder of the facility is not modeled. I created structural footprints for all the structures anticipated to be used on the section. Once I have placed the tipple and 2 track coal loader footprint along the empty / loading yard I can finalize the yard leads. There will be some fiddling.

Essentially you're going to follow this process: 

1. Lay out the Tipple Wood
2. Lay out the Tipple Corrugated
3. Lay out the Storage Building
4. Lay out the Conveyor Frame

 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 7-inch line.
2. Lay out the #1 load track at the 10-inch line.
3. Lay out the scale track at the 4-inch line.
4. Lay out the transition template for the yard lead turnouts - north and south leads switch. This is going to be the greatest challenge, you don't want to have part of a turnout on the section break.

Because this section ties into both the Reload - Section 17 and the Basalt Sand and Gravel  - Section 15, some layout of those sections will need to be done at the same time, primarily the main line locators and the turnout positions vis-a-vis section and bridge placements etc. 

Lay out the turnouts

I have WWSL common standard #5 turnouts throughout the Coal Grove section. The O. K. Coal Company owns its own trackage, the WWSL maintains it, and uses the WWSL Common Standard #5 turnout. 

Laying out the yard lead turnouts - north and south leads switch is going to be the greatest challenge. Successful yard operations require smooth yard leads, and placing part of a turnout on the section break will always be troublesome.

Roadway.

• 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 scale track is designated a Low Profile Yard track. See 4.2.11.5 Modeling Technique for Low Profile Yard Track for details.
• The O. K. Coal trackage is designated a Non-Profile Yard track. See 4.2.11.6 Modeling Technique for No Profile Yard Track for details.
• Main line to yard and industry turnouts are Common Standard #5.
  

Layout Drainage.  See 4.1.8 Ditches, Drains and Culverts

Track Details.

• O. K. Coal track will use 4 bolt rail joiners on the industrial tracks.
• O. K. Coal will have capstan car moving devices servicing all three yard tracks.
• All turnouts will have low mount switch stands.
• There will be lift type derails on all yard ladders.

See 4.2.12 Track Details for additional information and construction techniques.

In the next blog (Section 16 - Coal Grove - Part 2) I will discuss the Landform Design Considerations.

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 Basalt 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. 

Landforms

1. Basalt cliff. 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.

Mid-ground.  Mid-ground is flat ground with undulations suggesting bulldozing for product removal and to provide room for structures and equipment storage.

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. Intermediate hillside. This intermediate hillside begins the ridge line introducing the Coal
Grove section. Angled into the backdrop, the gap suggests the old Camp 9 right of way (now overgrown). The hillside is modeled with a 2 inch x 4 inch x 8 foot styrofoam panel. Hints of coal seams.

Waterways

3. The stream bed is multi-level 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.

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.

Section 15 - Basalt - Part 1

It-s time to layout the Basalt Sand and Gravel section. The layout design given and druthers of this section is identified 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 main line, a primary siding track and an auxiliary siding.
4. A spur track leading to an industrial lead serving the sand and gravel industry.
   
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 55-inch 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 placement 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 the Satsop River places the Basalt main line at 7-inches from the fascia. This allows easy viewing and access. The main line 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 catenary pole placement. It also must be at least seven 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. It should be at least three feet in length to allow for several cars to be located there for operational or vignette 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. As an interchange track, the spur must be at least 3 feet in length to allow pick-up or set-out of up to six 40-foot cars to the industry. 

Off the industrial spur is the Basalt Sand and Gravel industrial lead. The lead services three industry sidings: two processed gravel tracks and one processed sand track. In this case, the industrial lead is approximately six feet in length, the industry sidings a minimum of two feet (processed gravel) and four feet (processed sand) respectively.
 

7. 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.

8. The main line bridge is a skewed timber trestle. 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.

 

Laying out the Structures

 

I am not going to go into great detail about laying out the structures. See the 10.0.3 Structure Layout Technique for the specific details.

The Basalt Sand and Gravel industrial is a long and narrow industrial site, located in a river valley, parallel to a shallow river. Only one portion of the portion of the industrial site is modeled: the product delivery area. The primary and secondary industrial areas (gravel pit, crushing plant, and cleaning and sorting areas) are east and south of the Basalt section and not modeled. The conveyor system is located first followed by the remaining structures. 

I created structural footprints for all the structures less the sand house itself. I have the base structure on hand and am using that for fine tuning the industrial footprint. 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 sand processing plant along the industrial lead / sand track, I can finalize the two track spurs servicing the gravel loading platform.

Essentially you're going to follow this process: 

1. Lay out the sand plant and sand silos.
2. Lay out the conveyor system. 
3. Lay out the oil tanks and pump house.
   
4. Lay out the gravel loader.
5. Lay out the MOW shed. 
6. Lay out the water column.
7. Lay out the pump house.

See the Structures Reference Page  for the specific details about building the structures.

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. Lay out 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).

Because this section ties into both the Satsop River - Section 14 and the Coal Grove - Section 16, some layout of those sections will need to be done at the same time, primarily the main line locators and the turnout positions vis-a-vis section and bridge placements etc.  

Roadway.

• 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 spur track is designated an Industrial Lead or Spur Track. See 4.2.11.7 Modeling Technique for Industrial Lead or Spur Track for details.

Laying out the turnouts

The WWSL engineering department has authorize a 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 auxiliary 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 track, and uses the WWSL Common Standard #5 turnout.

Layout Drainage.  See 4.1.8 Ditches, Drains and Culverts

Drainage

Culverts

Track Details.

• Basalt Sand and Gravel will use 4-bolt rail joiners on all track BSG uses low mount switch stands.
• There is a double point split switch derail on the interchange track. 

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

Section 4 - Smith Canal - Part 2

In the last blog (Section 4 - Smith Canal - Part 1) I identified the layout design elements of the Smith Canal - Part 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 narrow backdrop partially concealed by a coal distribution company.
2. Waterway bank scenery adjoining Demaine Yard and Preacher's Slough section.
   
3. A waterway that begins as a narrow stream (canal), becomes a slough and ends as a small river.
4. A sandbar that diverts in the waterway.
5. A single track main line going from Demaine Yard to Preacher's Slough
6. A beam bridge crossing over a small stream.
7. An embankment that is the roadway for the main line between Demaine Yard and the Chehelis River Bridge.
   
8. A concrete culvert under the embankment.
9. A multiple span bridge crossing the waterway. 
10. A tunnel that is bored thru a ridge line that acts as a scenic view block. 
    

 Scenery Design Considerations

Background

1. There is a very small backdrop available for the Smith Canal Section.  A blue sky with cumulus clouds suggesting a sunny day. See 5.4.1 Sky for construction information.

Background Landmass. None.

Midground. 

2. Waterway bank scenery. Portions of the foreground between Demaine Yard end of track is flat or sloped downward toward the Smith Canal. The riverbank is 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.

4. Sandbar. The sandbar is modeled with 3/4 inch foam sheet. Sandbar is formed with 1/2 inch styrofoam carved to final shape and sceniced. See5.8 Scenery Technique Waterways for additional details. 

 

Once the basic land form as completed, it will be covered with Sculptamold on the flats and Hydrocal plaster on the slopes.

 

Foreground

7.  Embankment. The embankment is a man-made structure built over the original log dump trestle. It occupies most of the east side of the module. The inside of the embankment is going to be curved (following the mainline. The outside of the embankment will slightly curved at one corner so i can put in a culvert. See 4.1.1.2 Embankments for construction details. 

Waterways

3. There will be three waterway elements to be created.

The canal will be located under Smith Canal Bridge S1 and merge into a slough.  See 5.8.4 Rivers for construction details.

The slough is going to be located in the middle of the section bounded by the mid ground river bank, and the sandbar. See 5.8.7 Lakes for construction details.

 

The stream will will appear from the right, pass through the culvert,  meander between the sandbar and the embankment and merge with the waterway exiting to the left under Smith Canal Bridge S2. See Streams for construction details.

 

The water product is also undetermined. I have not poured a river yet, and am not sure whether epoxy, decoupage resin, or a matte medium or varnish will be right for the waterways. It all depends on how each product look when covered with the modeled water.

Section 4 - Smith Canal - Part 1

It's time to lay out the Smith Canal section. The layout design given and druthers of this section is identified in Station 4 Smith Canal.

Layout Design Elements

 This section consists of eleven layout design elements:

1. A narrow backdrop partially concealed by a coal distribution company.
2. Waterway bank scenery adjoining the Demaine Yard and the Preacher's Slough section.
   
3. A waterway that begins as a narrow stream (canal), becomes a slough and ends as a small river.
4. A sandbank along the waterway.
5. A single track main line going from the Demaine Yard to Preacher's Slough
6. A beam bridge crossing over a small stream.
7. An embankment that is the roadway for the main line between Demaine Yard and Preachers Slough.
   
8. A concrete arch culvert under the embankment.
9. A multiple span deck plate girder trestle and a concrete beam bridge crossing the waterway. 
10. Two concrete abutments and two concrete piers.
    
11. A tunnel that is bored thru a ridge line that acts as a scenic view block.
    

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 1"x3" girders on the bottom of the section, I need a solid bottom on the section for the riverbed. The 1"x3" 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.

ROW Design Considerations 

5. 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 (60 - 4 - 4 = 52/2 = 26 ( a 24 inch radius when laying out the curve from the interior).

6. I'm thinking of a ATSF T-rail bridge for this location ... but that may change. See 4.1.9 Smith Canal Bridge S1 (T-rail Beam Bridge) for construction details.

7. The embankment is the second critical design consideration. This location is on top of the WWSL's DCC system and would be a convenient location for a programming track. With this in mind, the programming track 4-inches from the fascia reduces the outside embankment width and depth but allows a full embankment width and depth on the inside. 

This calculation also places the curve radius point 32-inches into the section. This leaves 11 inches for the waterway and far bank scenery. I don't see that as an issue.

8. As a continuation of the Right of Way Engineering Process I would like to engineer a concrete arch culvert. This embankment would be a perfect location. See 4.1.8 Ditches, Drains and Culverts for additional information.

9. A multiple span bridge crossing the waterway. Tentatively this will be modeled as a three span deck plate girder trestle and a concrete deck span. Most of this bridge will be on a curve, with appropriate engineering. I have a Central Valley deck plate girder trestle kit I can kitbatch. See 4.1.9 Smith Canal Bridge S2 for construction details. 

10. A portion of the 2nd Division Right of Way will not be modeled. That section is the Chehelis River Bridge and joint trackage rights with the Milwaukee Road and the Union Pacific between South Montesano and Preachers Slough. The tunnel will act as the unmodeled trackage rights portion of the WWSL. See 4.1.10.2 Tunnel S1 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 to do it before. 

Because this section ties into both the Demaine Yard  - Section 3 and the Preachers Slough  - Section 5, some layout of those sections (the main line locators) will need to be done at the same time, primarily the main line locator at the northern-most Preachers Slough curve (6 inches from the fascia ) and the WWSL Arrival.Departure Track at Demaine Yard (4.5 inches from the fascia).  

Essentially you're going to follow this process: 

1. Lay out the programming track at the 4 inch line. 
2. Lay out the main line turnback curve at the 6 inch line. 
3. Lay out the main line to the Demaine Yard Arrival / Departure Track at the 4.5 inch line. 
4. Center the radius at the center of the section width.
   
5. Lay out the transition template line.
   
6. Lay out the main line curves.
7. Lay out the S1 bridge template and adjust as necessary.
8. Lay out the S2 bridge template and adjust as necessary.
   
9. Locate the abutments and piers (to include heights).
10. Layout the sloped river bank on the Demaine Yard/Preachers Slough side of the waterway.
    

 Laying out the turnouts 

A WWSL Common Standard #6 turnout needs to be laid out on the Demaine Yard - Smith Canal module connection. WWSL technical specifications specifically requires at least two inches of straight track from the turnout to the joint, so some adjustment will have to be made.

Roadway Details

• The WWSL 1st Division is designated Class A main line. See See 4.2.11.1 Modeling Technique for High Profile Roadway for details.
• One of the NMRA Model Railroad Engineer - Civil certificate requirements for track work is a super elevation of the track and roadbed on a curve. While the WWSL would not prototypically use super elevation on its roadway, I am going to super elevate the curve between bridge S1 and S2 for certification purposes. See 4.2.4 Super-elevation for Curves for additional information.
  
• The WWSL programming track is designated as retired track. See See 4.2.11.9  Modeling Technique for Retired Roadbed for details.

Right of Way Drainage.  See 4.1.8 Ditches, Drains and Culverts

• Drainage
• Culverts. The
  

In the next blog (Section 4 - Smith Canal - Part 2)  I will discuss the Landform Design Considerations.

 

 

 

 

 

Section 5 - Preachers Slough - 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 sunny sky. 
2. A far hillside with scattered trees.
   
3. A two track industrial area (North Pole Company and Knotty Pine Lumber Company)
4. An embankment with a state highway paralleling the main line.
5. A highway bridge crossing the main line.
6. A class 1 main line, a passing track and an interchange track.
   
7. A concrete tunnel portal passing through a ridge line.

Scenery Design Considerations

Background

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

2. A far hillside with scattered trees.

 

This photograph will be the basis for the far hillside on the left (geographically south) area paralleling the section's industrial area.

 

This photograph will be the basis for the center and right (northern) hillside paralleling the section's main line / interchange area. 

 

 

 

 

Landforms

The two photographs above will be the basis for the landforms on the Reachers Slough section.

Mid ground

 3. A two track industrial area. The backdrop hillside is extended into the midground paralleling the section's industrial area as a terraced hillside built from extruded styrofoam. It will directly extend from the backdrop. (See above).

4. An embankment with a state highway paralleling the main line.The hillside in the center parallels the section's main line / interchange area is an embankment four inches high and inches at the base. The rear of the embankment is sloped, giving a stand-off from the background. The top of the embankment is sized for a state highway with shoulder and guard rails. (See above).

7. A concrete tunnel portal passing through a ridge line. The hillside on the right (geographically north) area parallels the section's fascia and  integrates with the tunnel complex on the Smith Canal section.

 

 

 

 

 Foreground

Portions of the foreground between the interchange track and fascia is flat or sloped slightly downward toward the North River. 

Drainage and MOW structures, etc will be integrated with the foreground landforms. 

Section 5 - Preachers Slough - Part 1

It's time to layout the Preachers Slough section. The layout design given and druthers of this section is identified in 4.3.5 Preachers Slough Station Map.

Layout Design Elements

This section consists of seven layout design elements:

1. A sunny sky. 
2. A far hillside with scattered trees.
   
3. A two track industrial area (North Pole Company and Knotty Pine Lumber Company).
4. An embankment with a state highway paralleling the main line.
5. A highway bridge crossing the main line.
6. A class 1 main line, a passing track and an interchange track.
7. A tunnel that is bored thru a ridge line that acts as a scenic view block.

This Section consists of two WWSL Common Standard eight-foot sections. See the WWSL section construction reference page for the construction technique.

ROW Design Considerations 

The most critical design consideration on this module 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 to the rear of the module and 6 inches of scenic elements to the front. 

The most critical design consideration on this module is the location of the industrial spur. Its location determines the location of the main line and the interchange siding. Placing the industrial spur at 15 inches from the fascia permits a two track industrial spur.

The WWSL usually uses easements on its main line right of way.. In this section there are two elements in the roadway layout:

1. easement  - simple curve  - easement  - Industrial spur switch 
2. easement  - simple curve - easement - Interchange switch -

Laying out the Structures

I am not going to go into great detail about laying out the structures. See the 10.0.3 Structure Layout Technique for the specific details.

The Preachers Slough industrial site is located in a river valley and parallel to a wide deep river. Prototypically it would be a long and narrow industrial site.

The Knotty Pine Lumber Company is basically a creosote plant taking in processed timber for creosoting. The North Pole Company processes second generation fir trees for utility poles. Each company has its own industrial track.

Essentially you're going to follow this process: 

1. Lay out the Knotty Pine industrial spur. 
2. Layout the creosote plant footprint.
   
3. Lay out the North Pole industrial spur.
   

See the Structures Reference Page  for the specific details about building the structures.

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. 

Because this section ties into both the North River - Section 6 and the Smith Canal - Section 4, some layout of those sections will need to be done at the same time, primarily the main line locator at North River (12 inches from the fascia) and the southernmost Smith Canal curve (4 inches from the fascia.). 

Essentially you're going to follow this process: 

1. Lay out the main line at the 15-inch line from the fascia.
2. Lay out the creosote plant spur at the 15-inch line.
3. Lay out the pole plant spur at approximately 10-inch line
   
4. Layout the main line at the 12-inch line (the North River main line)
   
5. Lay out the main line at the 9-inch line from the fascia (the Smith Canal main line)..
6. Lay out the interchange track at the 6-inch line from the fascia.
   

Laying out the turnouts 

The WWSL common standard is a #6 turnout for main line turnouts. The industrial spur turnout woill  be a #6 because the spur is on the outside of the main line curve. The interchange track southern turnout is a #6 for the same reason. The interchange track northern turnout is a WWSL common standard #5. The MILW/UP interchange track turnout is also a #6 turnout.

Roadway Details

• The WWSL 2nd Division is designated Class A main line. See 4.2.11.1  Modeling Technique for High Profile Roadway for details.
• The interchange track is designated Medium Profile Yard track. See 4.2.11.4 Modeling Technique for Medium Profile Yard Track for details.
• The WWSL industrial spur and all the industrial track is designated Industrial Lead or Spur Track. See 4.2.11.7 Modeling Technique for Industrial Lead or Spur Track for details.

Right of Way Drainage.   

I have a Milwaukee Road / Union Pacific track diagram showing right of way drainage. Preachers  Slough is a great opportunity to show some of these techniques. See 4.1.8 Ditches, Drains and Culverts

• Drainage
• Culverts

MOW Details

• 4.2.12.4 Hand or Motor Car Set-off Detail
• 4.2.12.5 Rail Rests
• 4.2.12.6 Tie Stack Detail
• 4.2.12.7 Equipment House Detail

Track Details.

• Manually operated derail (1) is located on the Industrial spur track.
  
• Manually operated derails (2) are located on the Interchange track. 

In the next blog (Section 5 - Preachers Slough - Part 2) I will discuss the Landform Design Considerations.

 

Section 6 - North River Bridge - Part 2

In the last blog (Section 6 - North River Bridge - Part 1) I identified the layout design elements of the North 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.

1. A sunny sky.
2. A distant treeline with a river disappearing in the distance.
   
3. A low dam in the background.
   
4. A wide deep river with relatively high river bank.
5. A lower river area expanding into the delta area. 
   

Scenery Design Considerations

Background

The backdrop available for the North River Bridge section is 22 inches in height. 

 

1. A blue sky with cumulus clouds suggesting a sunny day. See 5.4.1 Sky  and 5.4.2 Clouds for construction information.  

2. A distant tree line. See 5.4.6 Closer Hills and 5.4.9 Conifer Trees for construction information.

Landforms

Midground

The right of way parallels the terrain along the ridge line. The terrain on the near side of the right of way has been engineered as an embankment.

 

 

 

 

Foreground 

The remainder of the forground is open ground, either flat or sloped downward toward the fascia.

Creating the Landforms

Background Landmass

Just like the Satsop River build, I built two small roadbed panels and installed them at the module ends, leaving the center roadway / waterway area clear. 

4. Upper river bank. Upon installation of the dam, the rest of the upper riverbank was fairly straight forward The river bank carved and shaped to about a 45 degree angle. I used a drywall knive and the Stanley Surform scraper for this step. The shreds of foam were messy but easier to clean up than sanding conventional plaster.

5. Lower river bank. The north river bank (right) and the south river bank (left) are manmade embankment. The AREA standard for an embankment is a 60 degree angle from the edge of the roadbed to the river bottom.  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.

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.

Once the basic landforms are formed, it will be covered with Sculptamold on the flats and hydrocal plaster on the slopes. 

Waterways

The head dam

3. A low head dam, sometimes simply called a weir, is a small structure that impounds a small amount of water and spans the width of river or stream. Usually made from concrete, the purpose of a low head dam is to raise the water level upstream on a river. In this particular case, the WWSL history has indicated it is one of several dams on the North River that provide a reservoir for American Pulp and Paper Company operations. 

4. The head dam is anchored on the high terrain on either side of the river bank. The river bank has a height of 4 inches, the height of the head dam is three inches.  See 10.xx.xx for construction details.

3. I am currently considering my options for completing the river I haven't decided whether to pour epoxy water or use a combination of paint and matte and gloss medium. Ive got plenty of time to make that decision. By its very nature there will be three techniques used:

• The upper waterway will be created by  . See 5.8.x Lake for construction details.
• The water fall over the dam will be created with xxx. See 5.8.6 Waterfall for construction details.
• The lower river will be See 5.8.4 River (Deep)  for construction details.

 Reference

 

Section 6 - North River Bridge - Part 1

It's time to lay out the North River Bridge section. The layout design given and druthers of this section is identified in Station 6 - North River Bridge.

Layout Design Elements

The North River Bridge section adjoins the Preachers Slough section to the north and the Wickwood section to the south. It has seven scenic elements (from backdrop to fascia):

This module consists of eight layout design elements:

1. A partly cloudy sky suggesting sunny weather.
2. A mid-distant treeline with a river disappearing in the distance.
   
3. A low dam in the background.
   
4. A wide deep river with relatively high river banks.
5. One through truss bridge .
6. Two through plate girder bridges.
7. Two stone abutments.
8. Two stone piers.
9. A wide shallow river with low river banks.
   

 Module Construction

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

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

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

ROW Design Considerations 

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

First I looked at the two curved legs. At Wickwood, the 26-inch radius curve needs to connect to a tangent track located 12 inches from the front fascia. That means that 16 inches of space is needed on this module for the south mainline curve. 

At Preachers Slough, 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 module for the south main line curve. 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 three bridges.

4.The through truss bridge is a Central Valley bridge kit. Total length of that bridge will be 21 inches. See 4.1.9.12 North River Bridge S5 (Through Truss (Pratt)) for construction details.

5. The through plate girder bridges are Central Valley bridge kits. Each bridge is 10 inches long, for a total of 20 inches, See 4.1.9.12 North River Bridge S5 (Through Plate Girder) for construction details. With the through truss bridge, the total length is 41 inches -  plenty of room for the bridge.

6. The abutments will will be Chooch stone abutments. They require some modification - the overall height is good but the bridge step needs to be increased to permit the installation of appropriate bridge pedestals. See 4.1.9.12 North River Bridge S5a (Masonry Abutments) for construction details. 

7. The in-river piers will be Chooch stone piers. They require a similar reduction in height only. See 4.1.9.12 North River Bridge S5b (Masonry Piers) for construction details.

Laying out the Structures

I used a pair of 3 foot yard sticks to determine the anticipated length of the bridge complex (53 inches) and for initial siting of the river banks and the bulkhead, piers and concrete abutment.

Essentially you're going to follow this process: 

1. Lay out the Bridge complex. It will be centered on the module.
2. Locate the abutments and piers.
   
3. Lay out the Dam complex.The dam will be centered and extend approximately 4 inches into the module.
4. Lay out the river banks
   

I have considered adding some structures in support of the dam but haven't determined what specifically will be added. See the Structures Reference Page  for the specific details about those structures.

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 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 main line curves with easements.
3. Lay out the bridge template, the length of the bridge and adjust as necessary.
4. Lay out the south embankment leading to the bridges. 
5. Locate the abutments and pier.
6. Layout the river banks on either side of the river.
   

Because this module ties into both the Wickwood Module and the Preachers Slough module some layout of those modules will need to be done at the same time, primarily the main line locator at Wickwood (12 inches from the fascia) and the southernmost Preachers Slough curve (16 inches from the fascia). 

Roadway Details

• The WWSL 2nd Division is designated Class A main line. See 4.2.11.1  Modeling Technique for High Profile Roadway for details.
• Bridge Profile.  See 4.2.11.16 Modeling Technique for Bridge Roadway for details.
  

Right of Way Drainage.  See 4.1.8 Ditches, Drains and Culverts

• Drainage
• Culverts

MOW Details

• 4.2.12.5 Rail Rests
• 4.2.12.6 Tie Stack Detail

 Track Details.

 .

In the next blog (Section 6 - North River Bridge Module - Part 2) I will discuss the Scenic Design Considerations. 

Reference

See 4.2.3 Laying Straight Track and 4.2.4 Laying Curve Track for construction details.