2014 A.D.

Time to look back, reflect as it were...So on and so forth.
My new years resolution is to do more and talk less (at least layout wise). Yea, like that's gonna happen.

The Allegheny Eastern project started about five years ago. The current design has evolved over a number of incarnations. Lots of lessons learned, good and bad.

Some of the pro's...
Extruded styrofoam can be used to create spline roadbed. It is easy to work with, extremely light and more durable than you would think. The styrofoam strips can be used in combination with masonite or plywood to create even stronger roadbed.

A substantial helix can be built using inexpensive 6mm underlayment and pvc pipe. Once the height is established the length (circumference) and spacing of the levels is constant and requires no adjustment. On the Allegheny Eastern the helix was about 40 feet long and 8 inches high. The levels were spaced 2" apart.

With spline construction it is definitely easier to construct a grade starting from the top down. Set the height and you need only worry about the length to the bottom. This distance will be dictated by the grade percentage. As an example, a 2% grade from 8" requires about 33 feet of track length (1 scale mile in 1:160).

I doubted it at first, but N scale locomotives can perform well on grades, pulling long trains (I ran thirty 40' cars) on grades as steep as 3%. Traction aids, such as rubber tires, will be required on single units. Multiple units can do the job right out of the box. Depending on the weight of the locomotive, on level track long trains are possible with or without traction "enhancement".

Some of the con's...
The operating scheme was centered around helper service on the east slope of the Alleghenies. Great idea, but maybe not in N scale for several reasons. While it's no problem double heading to pull a train up the mountains, it's an entirely different proposition to push a train up the hill. PRR standards call for double heading passenger trains, but pushers are required on freights. Regardless of whether couplers are truck mounted or body mounted the train will derail. It will either get pulled or pushed off the track depending on which locomotive causes the problem. The pusher and the head engine have to run exactly the same at the same time. Even then it is a hairy operation.

Once at the top of the hill another issue appears. How do you separate the helpers from the train? In theory the passenger train slows so the "puller" can uncouple and run ahead. For freights, the pusher drops off and slows as the train proceeds westward. Sounds great, but in reality it doesn't work quite as easily as it sounds. Manual uncoupling requires a stop. Automatic uncoupling with magnets also requires stopping (although it's shorter). The magnets have to placed just so and even then are not always reliable. All of this operation also requires a fair amount of space. The bulk of a train must be over the summit so the road engine(s) won't stall. For a freight that would mean at least ten feet of track on the downhill side. That was not available. The helper loop was located too close to the grade to allow this to work.

Doing all of this with a single operator is impossible. Yes I do realize that should have been obvious from the start.

With only 2" of space between helix levels it was not possible to make any repairs to the track. The helix had to be disassembled. I believe it may be possible to construct the helix so it expands vertically for maintenance. I'll have to try that sometime, but not on this layout.

I found I don't like backdrops. Regardless of the conventional wisdom I like being able to see most of the layout. While some would think it less realistic, I find the effect of a busy mainline is enhanced when trains can be seen everywhere.

Probably the biggest problem (no pun intended) was the size of the layout. The amount of track required for four mainlines and the yard totaled about 700 feet. That's 240 pieces of code 55 flex track. It would have cost about $1200 at today's prices. As it stands right now there is over 400 feet of track installed, not counting the helix. The helix needs to be retracked. Regardless of whether I use code 80 or code 55 that will cost an additional $300.

In a series of discussions here over the holidays it was decided to cut our losses. The layout will be completed but there will be a change in direction. The helix is gone and the grade has been eliminated. Because of the construction techniques used this was a lot easier than it sounds. The entire operation took an hour or so. Most of the track was left intact. A new section will be created that replaces the helix and completes the loop...

A Change Of Direction

Most Of The Mainline Still Intact

It's been decided to make the layout more generic. By moving the location further east and out of the Alleghenies several opportunities present themselves. With the elimination of Gallitzin and the helix and the attending mountain scenery there is now plenty of room for a rather extensive branch line...

January 10th, 2014

Since the layout will be more generic it is no longer limited to time, place or even prototype. A little more discussion and some quick research uncovered the following eastern railroads with four track mainlines...

New York Central
Pennsylvania
New Haven - Boston to New York
Lehigh Valley - Catasqua
Erie - Jersey City to Suffern NY
Lackawana - Dover, NJ to Passaic, NJ
New Jersey Central - Jersey city to Phillipsburg, NJ

Keep in mind all of these lines became part of Penn Central and/or Conrail. We can add Amtrak to the list as well as the regional commuter lines. Shouldn't forget NS and CSX (although I would rather).

I'm not sure of the details on any but the Pennsylvania so more research is required. Rather than modeling a specific line, we could alternately run any equipment from any of these roads. I know there are great differences in standards among these railroads (understatement of the year). Not sure where this will go but I'll keep you posted.

Regards,
Frank Musick

Building a dream layout on a nightmare budget

The Average Eastern Railroad