jake9 has an interesting post going on yard layout that I didn't want to hijack, but it triggered a question that I've had for awhile.
If you consider a simple yard design with a main line, A/D track and yard tracks, are there design considerations for putting the main on the front edge of the layout versus the yard towards the front and the main along the back?
All of my early newbie design attempts assumed the main should be in the front. Then I read something from a source I don't recall anymore (probably this forum), flipped my yard and it fit much better for me. Two reasons: 1) With my around-the-walls shelf layout, corner curves along the back of the shelf allow for larger radius curves. 2) The unknown author had the opinion that a yard ladder coming towards the front edge of the layout was easier to see and work, especially with manual turnouts on a higher shelf. I have no direct experience, but this seems to make sense to me.
For manual uncoupling, I couldn't decide if one way would work better than the other. (Again, newb here with no experience working a model rr yard yet.)
I'm pretty happy with my design, but I thought I'd throw the question to the experts. Are there pros and cons for the main along the front of the yard versus the back, or is it purely personal preference?
Dave
I had my yard with the main in front all ready to build then someone came along and changed it all. The reason was if you are switching in the yard and the main is in front every time you reach in to throw a switch or uncouple a car you take the chance of hanging a sleeve on that hot shot going by on the main.
Wayne
I will second putting the main toward the back. There's few things worse then trying to work the yard, while reaching over an active main.
Nick
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With my yard I've put the main toward the back. There're a few spurs at the back behind the main line. These spurs have magnets for uncoupling. But the ladder tracks are at the front. That's better for switching.
Wolfgang
Pueblo & Salt Lake RR
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Since visibility and easy access is essential for a yard, having the classification tracks in front and mainline and A/D tracks in the back is more convenient.
Mark
I think the trains "interact" with the scenery better if the main line tracks are not always at the front edge of the layout. The very front of my layout, which is small, is a small urban scene. So, the trains go behind and between the buildings. This makes the mainline run seem longer, as the trains are not visible all the way around. By putting the yard up front, you hide part of the run and the moving trains are more "part" of the scene rather than simply passing in front of a backdrop.
If you are using manual ground throws for your turnouts, having the yard in front will make your life a lot easier. The same goes for uncoupling, and re-railing the occasional problems. And speaking of derailments, your mainline train moving at higher speeds, and perhaps with a bit less attention from the engineer, is more likely to suffer a "serious" derailment that could dump a car or engine off the tracks. Better to have that happen in the back of the layout, instead of right next to the edge of the world in front.
It takes an iron man to play with a toy iron horse.
Front is the side next to the aisle.
You can build it either way.
Having the ladder arranged so the tracks get "longer" as they move towards the back of the layout makes it easier to reach and see the clearance points to uncouple cars.
Dave H. Painted side goes up. My website : wnbranch.com
Andy Sperandeo MODEL RAILROADER Magazine
Contrarian reporting, Suh!
My main station, which includes a small flat-switched freight yard, will have the thoroughfare tracks to the front of the yard. Three things drive that design:
My chosen design keeps all the uncoupling action close to the aisleway, which simplifies the process. It also closely approximates my chosen prototype station in track plan.
As with so many other things in this hobby, there is no single 'right' answer. Mine works for me. I don't recommend it as a general rule.
Chuck (modeling Central Japan in September, 1964)
Another thing to consider is the placement of the switch ground throws. The prototype tries to place them all on one side of tracks as a safety measure - the more times a brakeman or conductor has to cross the track the more times there are for the chance of injury. As for my own HO yard, I ran the mainline along the back.
Drew
RDG-LNE Another thing to consider is the placement of the switch ground throws. The prototype tries to place them all on one side of tracks as a safety measure - the more times a brakeman or conductor has to cross the track the more times there are for the chance of injury. As for my own HO yard, I ran the mainline along the back.
In other words, on a yard ladder prototype railroads put switch stands on the side of the track (normally the "straight side") requiring the least crossing of tracks by switchmen. Similarly, one doesn't have to reach over as many tracks (often none, depending on the specific track plan) to throw hand-thrown switch stands if the yard is in front of the mainline.
In most instances, including my own, the main should be behind the yard for several reasons. You've already identified that it allows for a larger radii for the main, always a good thing. The main issue deals with manual intervention. Mainline track running parallel to the yard is going to be straight and level, There's not a lot that can go wrong with it. Trains that will run through, bypassing the yard, are rarely going to need to be handled. On the other hand, the yard is going to require lots of switching. There will be times when a stubborn coupler won't couple or uncouple properly requiring manual intervention. It is also far more likely you will need to rerail a piece of equipment that has derailed while negotiating the ladder tracks than the straight level tracks of the mainline.
you might want to take time to consider what the prototypes did although space limitations dictate some compromise. assume the yard engine is facing the cut of cars you are switching and the field man, pin puller and conductor are on the right side of the engine. that way the engineer can see hand signals and observe what it going on while kicking or shoving the cars into the different tracks also, if the hogger is too lazy to lean out the window to observe the signals, just run him into a standing cut of cars hard enough to wake him up and get his attention. then he will be more observant. i did this a few times during my railroad career and it always worked.
grizlump.