riogrande5761 You seem to have all the various aspects down cold and it's coming together nicely. Very impressive. Are you using code 83 Peco turnouts? Flex is which brand?
You seem to have all the various aspects down cold and it's coming together nicely. Very impressive.
Are you using code 83 Peco turnouts? Flex is which brand?
The vast majority of turnouts are Peco Insulfrog: Code 100 Large in hidden areas and code 83 (#6 and #8) in visible areas.
The only non Peco turnouts are two Walthers code 83 #8 curved turnouts, one Walthers #8 double slip switch, and five Micro Engineering code 70 #6 turnouts.
The visible flex track is almost entirely Atlas code 83 and there is about 75 feet of Micro-engineering code 70.
The hidden flex track is a mix of Atlas code 100 and Peco code 100 (leftover from previous layout).
Modeling an HO gauge freelance version of the Union Pacific Oregon Short Line and the Utah Railway around 1957 in a world where Pirates from the Great Salt Lake founded Ogden, UT.
- Photo album of layout construction -
I see you have Peco code 83 turnouts. They do seem to be pretty nice - I'm looking at MicroEngineerin #6 for my next layout. What brankd of flex track are you using?
Rio Grande. The Action Road - Focus 1977-1983
It's been a long time since I updated the layout build thread so here goes....Starting in late August I took about 3 months off from active construction on the layout because of a number of distractions: Hurricane Irma was a minor distraction, I spent about a month working on a new 90 gallon freshwater aquarium setup (and aux 40 gal Discus 'grow' tank), and then I had a significant distraction at work. The company I worked for for the last 26.5 years implemented a new 'site strategy' as of Nov 1 that resulted in our 140 person local development/engineering team being shut down. I had an opportunity to relocate to the new San Fransisco office (no way!) but I decided to take my 'package' instead. I was provided a generous severance package which included about 15 months salary in a lump sum and 15 months of benefits (health insurance, etc) paid for. Since my wife is working and her salary covers our 'nut' I plan to take 3-4 months off and work on a long 'to-do' list around the house and to make as much progress on the layout as possible.I got back to working on the layout in early December.I installed the occupancy detection boards and status display circuits for the helix.The back side of the helix status/control panel:Here's a (high speed) video of the helix occupancy display as a train traverses the helix:
I fixed an issue with the double gapped track where the track passes through the backdrop on it's way into the 4 track staging yard in the model workshop room.I layed carpet tiles under the helixI installed plywood subroadbed for the classification yard two lead/drill tracks.I installed (removable) 1/8" masonite panels over the two wndow openings and painted the blue backdrop along this wall (finally!)I installed a status panel for three PSX circuit breakers for booster #1.I installed Tortoise motors and NCE Switch-It mk II boards with toggle switches to control the three turnouts for the four staging tracks in the model workshop.I moved the Digitrax UR-92 radio receiver up next to the upper level return loop control/status panel (in the center of the room).I decided I wanted a ice house/platform facility on a yard siding to provide ice for the reefer fleet. I wanted enough ice platform length to service 6 reefers and enough spur track length to handle 12 at a time. This required adding additional plywood roadbed adjacent to the two yard lead tracks.Yard leads (with loco run-around) and reefer ice service track are done.I finally got my order of 46 Peco turnouts required for the yard and loco service terminal (Along with 125 sections of Atlas code 83 flex track).You can see the printed copy of the yard throat area I needed for reference purposes.Starting to work on the yard throat. It's fairly complicated because of the two arrival/departure tracks and two yard leads having the ability to simultaneously work two different sets of classification tracks without interfering with the other yard lead.There are two caboose tracks, the track that allows yard lead track #2 to access the second set of classification tracks, and the main classification yard ladder track that connect the yard lead tracks to the thoroughfare track.Gluing down arrival/departure track #1 and dry placed arrival/departure track #2.My technique for connecting track feeders. I bend the tip (~1/16") of the 22 ga solid wire and flatten it.I place the flattened tip on the base of the rail.After soldering. After the track is painted and ballasted the track feeder will be virtually invisible. There are over 100 pairs of track feeders for the main yard/loco service terminal.I have added a DCC Specialties "PowerPax" for the DCC programming track and a RRampMeter to show real-time DCC voltage and current to booster station #1.Booster station #2 also has a RRampMeter and a 5V power supply for the two RR-Cirkits BOD-8 occupancy detection boards used in the lower return loop and staging tracks.Booster station #3 has a 5V power supply for the five RR-Cirkits BOD-8 occupancy detection boards used by the helix and upper return loop/staging tracks. It needs a RRampMeter.Booster station #4 provides power for the main classification yard and locomotive service terminal. It needs a RRampMeter.Over the last month I have systematically gone through all of my "era appropriate" locomotives to verify functionality, install DCC decoders as needed, configure long DCC addresses, lubricated as needed, test run, and added to JMRI DecoderPro 'Roster'. I have about 42 'era' plausible locomotives (as well as about 25 non era appropriate diesel locomotives (post 1959). In my freelance world the Utah Railway will be running a couple 2-6-6-4 NW Class As and 4-6-4 Hudsons in addition to their 2-8-8-2 steamers.I have started researching methods for weathering the track. The layout has about 1200 ft of visible track and 86 visible turnouts. Most of the 'how to' videos show people using masking tape to cover the points and pivot points on turnouts to prevent them from getting sprayed in order to avoid electrical conductivity issues. After the spray paint dries they come back and manually touchup the masked areas with a paint brush. With 86 turnouts that would be tedious and I concluded that if I had a very precise mask object I could avoid the manual brush phase. So I created a couple mask objects using TinkerCad.com and my 3D printer.I created a mask for the pivot points as well.I modified the points mask to taper the areas that sit between the stock bars and the inside of the rails.They seem to work great. The points mask works for both the Peco #6 and #8 turnouts, but the pivot mask geometry is different between the #6 and #8 turnouts.After removing the masks.I noticed all three of my Athearn RTR Gas Turbine Veranda locomotives bounced severely when crossing the #8 double slip switch and they caused frequent shorts on the frogs of the Peco insulfrog turnouts. I measured the width of the wheelsets and found all 14 axles on the locomotives/tenders were out of spec/narrow on all three locomotives/tenders. Internet research showed I wasn't the only person who noticed that problem. So I purchased an NSWL 'the puller' and adjusted the wheelsets/axles so they are within NMRA specification and now the locomotives/tenders run MUCH better.Video of the Athearn Gas Turbine loco/tender bouncing across the #8 double slip switch:
Video of the Athearn Gas Turbine loco/tender crossing the #8 double slip switch after fixing the wheelsets so they are in spec.Working on gluing down the 8 classification tracks in the main yard. The eight tracks vary from 174" to 218" inches long and they can hold up to 250 40ft cars or 205 50ft cars.The yards 'car shop' facility in the foreground.All the 'missing' ties have been placed.Doing some testing on weathering/painting track.It's time to start making decisions on ballast color. Here's some of the samples I got from Arizona Rock & Mineral company. I have about 1200 feet of visible track that will need to be weathered and ballasted. Oy.
Santa Fe all the way! Kinda getting worried, no update in quite a while.
Kinda getting worried, no update in quite a while.
Watching the layout being built I couldn't help thinking about the painting and ballasting all of that track. The thought of it is overwhelming. The rubber has hit the road as they say, but I hope I'm wrong.
Bob
Don't Ever Give Up
Kinda getting worried, no update in quite a while. Really enjoyed everything so far.
I used a 12" piano hinge to mount the control/display panel for the helix area and I used a magnetic latch to hold it closed.A wider view of the helix control/status panel.The view of the helix with the panel door open.I plan to locate the Laser 3 Modeling "John Murray & Sons Coal Distribution" craftsman kit in this location. I have installed the spur track that will service this facility.I have shaped/glued/wired all the Micro Engineering code 70 service/spur track around the center platform on the lower and middle levels.It took quite a while to figure out how to shape the Micro Engineering track so it has reasonably smooth/flowing curves. I have also caulked/painted the remaining two shelf support brackets that support the middle levels on the corners of the center platform.There will be numerous businesses/industries supported by the track around the center platform on the lower/middle levels.A wider view of the lower and middle levels.
There is nothing better than a double slip switch
ROAR
The Route of the Broadway Lion The Largest Subway Layout in North Dakota.
Here there be cats. LIONS with CAMERAS
Impressed as always, nice to see the work still going forward!
I ever make it out your way I will bring anything from my collection that you want to see run! Fellow UP guy here :-)
Onewolf Those tracks represent the Union Pacific double track mainline that heads west to Nevada from Ogden. The track closer to the aisle will be wired as a DCC programming track (RH turnout, then 16" dead isolation track, and then DCC programming track).
Those tracks represent the Union Pacific double track mainline that heads west to Nevada from Ogden.
The track closer to the aisle will be wired as a DCC programming track (RH turnout, then 16" dead isolation track, and then DCC programming track).
Rich
Alton Junction
Onewolf richhotrain That's what I was referring to as operational complexity. You wouldn't think that such a dual point configuration would work, but it will.....as long as northbound and southbound trains run only in those predetermined directions. Rich The only other direction possible would be to take the west-bound double track mainline off the edge of the benchwork onto the floor. That's one reason why the double track mainline is electrically dead.
richhotrain That's what I was referring to as operational complexity. You wouldn't think that such a dual point configuration would work, but it will.....as long as northbound and southbound trains run only in those predetermined directions. Rich
That's what I was referring to as operational complexity. You wouldn't think that such a dual point configuration would work, but it will.....as long as northbound and southbound trains run only in those predetermined directions.
The only other direction possible would be to take the west-bound double track mainline off the edge of the benchwork onto the floor. That's one reason why the double track mainline is electrically dead.
Onewolf A crossing won't work. The #8 RH turnout on the inside track will always be thrown. The 'yard' side of the double slip will always be thrown towards the afore-mentioned RH turnout. The other side of the double slip will allow switching between routing to the outside mainline track for OSL Southbound trains or crossing over for northbound OSL trains from the inside mainline through the RH turnout. Not sure if that makes sense but if you follow these two routes on the photo you can see that only one set of points needs to move. Ever.
A crossing won't work. The #8 RH turnout on the inside track will always be thrown. The 'yard' side of the double slip will always be thrown towards the afore-mentioned RH turnout. The other side of the double slip will allow switching between routing to the outside mainline track for OSL Southbound trains or crossing over for northbound OSL trains from the inside mainline through the RH turnout. Not sure if that makes sense but if you follow these two routes on the photo you can see that only one set of points needs to move. Ever.
richhotrain Onewolf Because there will be no 'traffic' on the other side of the double track mainline only one side of the double slip ever needs to get thrown. The points on the other side will be fixed. Which simplifies operation. In that case, have you considered a crossing instead of the double slip? Rich
Onewolf Because there will be no 'traffic' on the other side of the double track mainline only one side of the double slip ever needs to get thrown. The points on the other side will be fixed. Which simplifies operation.
Because there will be no 'traffic' on the other side of the double track mainline only one side of the double slip ever needs to get thrown. The points on the other side will be fixed. Which simplifies operation.
In that case, have you considered a crossing instead of the double slip?
Edited to add diagram.
OSL Southbound trains will always take path #1.
Trains going OSL Northbound will allways take path #2.
Only turnout points #3 need to move to route between #1 and #2.
Onewolf carl425 I am a strong believer in doing what you want on your own railroad, so feel free to ignore the following opinion, but in case you care about the nickpicking visitors you'll have to your layout in the future... A double slip switch? This is an extremely rare piece of trackwork usually found only in congested urban terminals. I would think it highly unlikely that in wide open Utah where the RR has all the room they need and then some, that they would use a double slip. Even ignoring the fact that there is plenty of space available for a more traditional arrangement, why would they use such a high maintenance piece of trackwork in a remote spot where crews would have to travel so far to keep it working? I usually keep such observations to myself, but this just doesn't fit in with the level of quality you've put into the rest this impressive layout. Dutifully ignored. While the UP may have had vast quantities of space to implement 'the prototype' I have relatively very little and even less canvas since this is a redo of the original design. It's not like UP used #8 and #6 turnouts either. :) The double slip provided an elegant (IMHO) solution to crossing over a double track mainline in minimal space.
carl425 I am a strong believer in doing what you want on your own railroad, so feel free to ignore the following opinion, but in case you care about the nickpicking visitors you'll have to your layout in the future... A double slip switch? This is an extremely rare piece of trackwork usually found only in congested urban terminals. I would think it highly unlikely that in wide open Utah where the RR has all the room they need and then some, that they would use a double slip. Even ignoring the fact that there is plenty of space available for a more traditional arrangement, why would they use such a high maintenance piece of trackwork in a remote spot where crews would have to travel so far to keep it working? I usually keep such observations to myself, but this just doesn't fit in with the level of quality you've put into the rest this impressive layout.
I am a strong believer in doing what you want on your own railroad, so feel free to ignore the following opinion, but in case you care about the nickpicking visitors you'll have to your layout in the future...
A double slip switch? This is an extremely rare piece of trackwork usually found only in congested urban terminals. I would think it highly unlikely that in wide open Utah where the RR has all the room they need and then some, that they would use a double slip. Even ignoring the fact that there is plenty of space available for a more traditional arrangement, why would they use such a high maintenance piece of trackwork in a remote spot where crews would have to travel so far to keep it working?
I usually keep such observations to myself, but this just doesn't fit in with the level of quality you've put into the rest this impressive layout.
I have a double slip turnout on my layout that is used like yours to cross over the inner mainline from the outer mainline to reach a small downtown passenger station tucked along side a much larger downtown passenger station. It is, to use your words, an elegant solution to crossing over a double track mainline in minimal space.
But, aside from the issue of prototypicality, there is the issue of operational complexity. The use of a double slip requires the throwing of two sets of points, and that is not as easy as it sounds. In my case, I use bi-polar LEDs on a control panel to indicate the route. The primary route is the crossover of the inner mainline from the outer mainline to reach the passenger station tracks. That part is simple enough. But it gets more complicated when choosing the other routes. In fact, it is even more confusing and difficult than the operation of a 3-way turnout.
I would encourage you to look for other solutions.
The curve on the double track mainline has radii 40" and 37 3/4" and easements entering the straight track. That would require handlaid curved turnouts. That's way beyond my pay grade.
Onewolf:
Without wishing to belabour the point, could you have used a double curved turnout towards the end of the curves close to the existing double crossover and then a simple right hand turnout where the double crossover turnout is? I recognize that the radii of the two curved tracks might be larger than a double curved turnout.
I'm not being critical of your design. I'm just asking the question for the sake of my own edification.
Thanks,
Dave
I'm just a dude with a bad back having a lot of fun with model trains, and finally building a layout!
I have the right to remain silent. By posting here I have given up that right and accept that anything I say can and will be used as evidence to critique me.
I took about two months off from the layout construction to deal with purchasing a property in TN, and then prep boat/trailer/dive gear/UW photo equipment/etc for two weeks vacation in Marathon in May and then 'paycheck' work got extremely busy late May and all of June. I started back on the layout construction about two weeks ago.When I needed to purchase more Foamular rigid insulation sheets for above the upper return loop Home Despot was out of the 3/4" sheets so I bought/used 1" sheets. The 1" sheets are much stiffer and they had some 'bowing' that I could not eliminate when I glued them down. Therefore I had to make 'cuts' through the slight rises in order to flatten them for track laying. You can see the 'cuts' beyond the turnouts.Using caulk to smooth out the rough foam.When I originally designed the layout I wasn't sure whether I was going to model the Union Pacific from Pocatello towards Butte or the Oregon Short Line from Ogden to Cache Junction and the Cache Valley branch line. Since I chose Ogden/OSL/Cache Valley I subsequently redesigned the double track mainline as it leaves the Ogden yard closer to the prototype.
Before redesigning and rebuilding the mainline track as it exits the Ogden yard where the single track mainline represents the OSL.Theorizing how a #8 right hand and #8 double slip switch might work to provide a turnout leading into the Oregon Short Line.After pulling up the old track and foam road bed.Gluing down the Woodland Scenics foam roadbed using DAP DynaFlex 230.I used the opportunity of laying another mainline track to flatten out a slight hump in the homasote for the existing mainline track.Working on laying the new inside mainline track.Installing the 'inside' mainline track.Gluing down the new Oregon Short Line mainline track.The new double track mainline as it runs behind what will be the turntable/roundhouse area.I finished caulking the edges/seams of the lower and middle level foam and painted them to hide the purple/pink foam insulation color. I also began DRY placing the service spur track in these areas to see how I like their 'look'. I also painted the bracket that supports the middle level shelf. I need to install/paint the brackets for the other two corners.I am using Micro Engineering code 70 track and Micro Engineering code 70 #6 turnouts for the service spurs. I still find the Micro Engineering track to be extremely difficult to get smooth flowing curves (compared to the Atlas and Peco flex track).The 'right' mainline track is electrically isolated with a 16" stretch of 'dead' track and will be setup as a DCC programming track. The 'left' mainline track is electrically dead to minimize chance of locos running off edge of layout. :)Closeup of the OSL interchane Walthers #8 double slip turnout.The outskirts of Brigham City will be located on the left.I finished laying the track and turnouts for Franklin Idaho at the end of the Cache Valley Branch above the mainline upper return loop. I still need to fill in missing ties where flex track joints are.
Everything OK? It's been quite a while since you last posted.
Amazing layout, I've thoroughly enjoyed every post! It's been a while, can you give us an update?
Magnificent layout but when I see it I can't help but think of the track painting and ballasting.
That's when the fun will begin.
amazing
Lynn
Present Layout progress
http://cs.trains.com/mrr/f/11/p/290127/3372174.aspx#3372174
Starting to work on the next upper level wall panels. Patching/fairing/sanding and then primer/paint.I have six sections of track in the lower/middle levels around the center platform where turnouts on the mainline connect with service/spur track that will be mounted directly to the foam base. They require transition sections of roadbed to drop down from the 3/16" Woodland Scenics 'mainline' foam roadbed. I use cork roadbed for these tapered transition sections and they are 24-26" long. I will add caulk at the end of the cork to finish the transition.After I painted the next (right) section of upper wall panels.It looks much better (finished) looking with the ugly pinkish panels painted room wall color.I painted another section of the upper level wall panels. They are on the left as you enter the room.I also painted the raw cut edge of the plywood base roadbed of the upper return loop and the perimeter 2x4 risers that support the plywood/foam base of Franklin, Idaho above.Eventually I am going to have to decide what color I am going to paint the fascia masonite. It will probably either flat black, dark brown, or dark green.The (sort of) visible portion of the upper return loop and staging track loops. It's not visible when standing on the floor in the main aisle.
I've painted some of the wall panels that drop from the ceiling the room wall color 'Gauzy White'. On the right side here I have attached a strip (pink) on the end cap that I need to caulk and paint. The view from the entry door while on a 3ft step ladder:I plan to install 1" trim molding along the top of the wall panels at the ceiling joint to hide the gaps.
Looking good onewolf! It's nice to see the painted panels going in to give a more finished look to the layout fascia's etc.
I finished patching/fairing/sanding/fairing/sanding the screw holes and seams. Wiped it down with a damp rag and now it's ready to prime.This is the current proposed template for the helix control/display panel.After 2 coats of primer. All of the 'pink' wall panels will be eventually painted the same color as the room walls and the helix enclosure: Sherwin Williams "Gauzy White" SW6035.2 coats of primer. I use two coats of Zinser primer on the masonite because the Masonite is very dark and it has a glossy finish.After painting the enclosure the Sherwin Williams SW6035 'Gauzy White'.I have removed these (removable) backdrop panels in order to paint their backsides the Gauzy White wall color.