Check it out here: http://modelrailroading.wordpress.com

It covers a very wide range of topics, almost every scale and the real thing. Lots of how-to's and useful information for anybody interested in trains. I hope to see you there!

The call boy has notified the crew, and as two yard engines busy themselves making up the train, the Hostler comes out of the shops to ready the loco. This morning, it's the 27, a Consolidation belonging to the Erie Northshore's parent road, the Grand Valley. She's pretty much ready to go after some minor repair work on a pilot footboard. Mogul 34, passing by in the background, is heading over to nearby Port Maitland to switch some loads out of GERN Industries.  They'll be added to our train, along with a few cars off the TH&B interchange.

   

The Hostler and his helper first need to turn the loco.  While they're at it, they'll pick up scale test car 174 from one of the table tracks. It's headed for the EG&E interchange at Dunnville and will be more than a bit of a headache for the road crew. It has to move at the end of the train, and only by one coupler. That means behind the caboose and it has to be cut off and moved separately when working the rear of the train, a real inconvenience on a division where trains are worked from both ends. Normally, this car would move behind a coal train, which does no en route switching.   Turning the loco...

   

...and picking up the scale car...

   

Here we see the scale car being spotted on the south main.  Our loco will come back in on the near track in the photo above to pick up a caboose for the train, set it on top of the scale car, then slip over to the water tower near the river to top up the tank.

   

Meanwhile, Mogul 37 is picking up a load of hogs from the Lowbanks Stockyards to add to our train. The switchman has just hopped onto the footboard, but that traffic will have to wait until the Hostler crosses with the 27 on the near track as he heads for water.

   

The Hostler's helper is manning the spout for the 27's tender, as traffic scurries over the crossing....

   

While traffic clears, loco 37 has dragged the stockcar down to Hoffentoth Bros. icehouse and is picking up two ice service reefers, also for our train.

   

Mogul 37 bustles out of the spur, then backs onto the north main and drops the two ice cars. She then clatters forward, over the crossing, tacks the carload of hogs onto the tender of the waiting 27, and then scurries back into the icehouse spur, her morning's work completed.

When 37 is in the clear, the hostler backs the stockcar onto the north main and couples onto the ice cars, parking near the station platform and with the hogs right beside combine Willowgrove, parked on the south main at the station platform, just west of the scale car and caboose on the same track. Let's hope that the combine's windows are closed.  She'll be going out this afternoon on a Mixed behind Mogul 37 and sister 34. As the hostler and his helper head for a break, the switch crew relaxes near the icehouse.

   

Speaking of the 34, while all this activity is going on in Lowbanks, Mogul 34 has been busy in Port Maitland. The first order of business, as an east wind kicks up a few whitecaps out on the bay, is to pick up a load of bagged flux from the GERN warehouse.

   

She next doubles over to the silo track to pick up a covered hopper, loaded with the same commodity. The flatcar is acting as an idler, handy for reaching cars spotted farther in. The white "R" on the red sign, just past the end of the boxcar, denotes a severe clearance restriction which prohibits all locos and many cars from entering the loading area.

   

While the switchman readies a knuckle, the hogger hustles the two loads into the canyon between the buildings, where he'll reverse, then come back, into the siding to pick up another load....

   

EG&E 6832 is an early covered hopper, designed by the railroad and built by National Steel Car. Some years later, ACF marketed a similar car with some success. 6802 is one of the road's first covered hoppers, a Fowler Patent car fitted with roof hatches and four longitudinal hoppers. It's in assigned service hauling granulated flux, used in glassmaking, and recently, in pharmaceuticals.

   

After coupling on to the seven cars on the interchange track, left here earlier by a train off the TH&B, our intrepid crew hurries to drop their assembled train on the main, then get in the clear on the empty interchange track.  That CPR reefer, loading at Finlay Fresh Fish, will be going out later today on the Mixed, behind 34 and 37.

   

With their loco safely tucked away, the crew heads for coffee in the yard office, while the Yardmaster laughingly complains about the lateness of the hour.

   


In truth, the road crew has just picked up their orders at the station, and after stowing their gear, will back to nearby Port Maitland and onto the waiting train there. After pulling past the station again, they'll double over to the south main to pick up their caboose and that troublesome scale test car.

After backing the stockcar and the two loads of ice the short distance to Port Maitland to pick up the rest of their train, the road crew have returned to Lowbanks and have just coupled on to their caboose and that scale car. The head end is already stretched halfway across the Maitland River bridge, and as the crew waits for the pressure to climb in the brake pipe, highway traffic begins to back up at Lowbanks' only mainline crossing. However, it doesn't take long for the conductor to signal the highball, and with two quick blasts on the whistle, the hogger yanks back on the throttle and the burly Consolidation digs in. The engineer wants to get his train rolling as quickly as possible, as the uphill grade commences just beyond the far end of the bridge. With 10 loads and 3 mts behind the tank, plus the caboose and that 45 ton scale test car, the crew has their work cut out for them.

   

While the fireman goes about his business with the scoop, the headend brakeman watches out the window as the loco lurches into the curve just before the crossing at Indian Line, near Chippawa Creek. Suddenly, he notices an automobile approaching the crossing, but before he can shout a warning across the cab, the engineer is on the whistle. From the right-hand seatbox, the crossing is not visible, due to the track curvature, until the loco is almost into it. Traffic here often tries to beat upbound trains over the crossing, as most times the train speed is fairly low. This time the car has stopped, the driver realizing that this one's "got a dangle on", as they say in these parts.

   

And indeed, he does "have a dangle on", as the train bursts onto the Chippawa Creek Bridge, which is barely visible until the loco is almost to the first span. Many people who've seen photos of trains on this bridge, taken from downstream, are unaware that, in addition to the two spans normally seen, there is also a short deck girder at the east end of the bridge, usually hidden by the trees.

   

By the time the train reaches the last span, the hogger is closing the throttle as the train nears Elfrida. With bell ringing, the 27 rolls her train past the station.

   

As the drag from the rear of the train, still on the curve and still rolling uphill, slows our train, the engineer blows for the crossing, then, deftly working the brake handle, brings his train to a stop, blocking the crossing and once again bringing highway traffic to a halt. The caboose has not yet cleared the west switch of the passing track and the train will need to be broken up in order for the crew to have room to do their work here. The first order of business is to set one of the ice cars over to the passing track.

   

Now, the first five cars of the train are stuffed into the team track, behind the station. The first car in has to be cut off past the crossing in order to permit access to the station. That's part of our train visible between the cars split on the team track.

   

Normally, a turn job would've been sent out from Lowbanks with only the cars for Elfrida, but, due to a surge in traffic, no loco is available. Hence, all the extra work required to switch this town.
Our loco, after pulling the remainder of the train clear of the west switch, moves over to the passing track and shoves
the car of ice west, past the station and the switch leading to the industrial area. She then reverses into the siding, and, after negotiating a switchback, shoves the reefer towards Hoffentoth Bros. Coal & Ice. That Soo boxcar that had been loading at Dominion Lightning Rod Ltd. will have to be respotted after the work here is done. Here, the crew couples onto an empty hopper that they'll eventually leave on the team track for pick-up by the next westbound.

   

   

After shuffling the cars around, the reefer is finally spotted at the icehouse and the boys at Dominion can get back to work loading their boxcar. Meanwhile, our crew has pulled ahead to E.D. Smith & Son and has coupled up to an Erie boxcar being loaded with canned goods. This car is in the way, as we have to spot an mt at the stoveworks, located at the far end of the siding.

   

After pulling back onto the passing track, the loco accelerates the boxcar past the west switch and back onto the main, pushing the empty hopper ahead of her tank. The hopper and the loco are both onto the Chippawa Creek bridge as the crew begins its task of digging out the mt for the stoveworks. First, the scale car is set over to the passing track, then the crew returns to set over the caboose. Finally, the mt is accessible, and the crew wastes no time hustling it into the stoveworks.

   

After re-spotting the Erie boxcar, and reassembling the rear of the train, the passing track is finally clear for the crew to finish their work here. In addition to picking up the 5 cars that they left here earlier, the crew will also take an empty EG&E flatcar off the team track, leaving only an empty PRR gondola and that empty hopper from Hoffentoth's. They'll be picked up later by a westbound, to be handed over to the TH&B at Port Maitland.
After reassembling the rest of the train on the mainline, the 27 pushes her cars backwards and cuts off, with the carload of hogs just west of the station, and the caboose out onto the Chip' bridge. The conductor has a line down into the creek even before the pin has been pulled, in hopes of hooking something for lunch. Meanwhile, the loco shuffles ahead to take water. In this town, it's normal practice to cut the loco from "upbound" trains when taking water, so as to not block the highway.  It also gives the hogger a chance to get a roll on his train for the attack on the grade, which begins just before the stock pens. For our train today, the crew also has to get clearance, from the Operator at the Elfrida station, to proceed to Cayuga Junction, as the entire sub is dark, or unsignalled, territory.

   

As the caboose clatters under the telltales, the Boss has three fat rainbows ready for the pan. The crew will break for lunch once they get their train in the clear at South Cayuga. That's if they get to South Cayuga. The 27, cab windows shut, is down on her knees, struggling on the wet rail inside the tunnel, the problem made worse by the curve less than 30 yards beyond the portal. Skillful throttle work by the hoghead, along with liberal use of the sanders, keeps the train inching forward. The fireman, trying to keep the needle on the steam gauge from dropping too far, wields his scoop and curses the lack of a stoker.

   

Finally, amidst billows of smoke, the 27 emerges from the tunnel and pounds onto the Speed River bridge, crossing above River Road and high over the Speed itself. From Elfrida to Cayuga Junction, the grade is a constant 2.5% and not compensated for the many curves. Fortunately, the Grand Valley's Consolidations are capable locos and, after gaining the dry rail east of the tunnel, the 27 has her train back up almost to the 20 mph limit. As she crosses the switch just before the tower, our train becomes Extra 727 South, as this is the trackage of the GVC itself, a north-south railroad.

   

Because our train has switching to do here, the crew can't block the passing track until that chore is accomplished.  And since the station/teamtrack siding is almost full, the caboose and that annoying scale car will have to be left on the downgrade just west of the tower. Those trout will have to wait a little longer in the icebox, as the tail end crew ties down the brakes and blocks the wheels of the 2 cars. At least they don't have to worry about flagging to the rear, as only the Op in the tower here can issue clearance to trains following from Elfrida.
Meanwhile, the headend has cut off the hogs and the remaining ice car and will set them over onto the cars already on the team track. These include 2 recently repaired bad-order cars off an earlier southbound. One is a flatcar of lumber whose load had shifted and the other an idler flat for a gondola load of hydro poles. The crew of the southbound had been unable to separate the shifted-load car from the idler. Without its idler the pole gondola couldn't be moved, so all 3 were left to await repairs.

   

That done, our loco backs over to the passing track, then pulls ahead to pick up two empty hoppers from Hoffentoth Bros.' South Cayuga operation.

   

After rummaging around at the rear of the train, 27 is back with a fresh load for the coal bunker. The 2 mts will be left on the lead for pick-up by the next westbound heading to Port Maitland.

   

Now the crew, impatient for lunch, hurry back along the passing track, backing a short distance up the mainline that heads north to Park Head. From here, using the main as a drill track, they begin plucking cars from the rear of their train. In short order, they have all of the cars on the passing track, with the northbound cars, to be left here, on the north end, and their own through cars at the south end.  That done, it's time for lunch, which ends up being a little shorter than planned, mainly due to the time lost getting through the tunnel. With less than 2 hours remaining for them to get their train back together and get into the clear at Dunnville, there's only time for a quick after-dinner smoke, then it's back to work.

   

Dropping the rear end brakie near the north end of the team track, the hogger wastes no time getting down to the switch
and quickly backs onto the waiting cars. Those hogs in the pig Pullman appear to be none the worse for wear after the trip through the tunnel, just a little pre-smoked ham-on-the-hoof.

   

With the crossing safely flagged, the 27 backs her train to the 3 southbound cars still on the passing siding, then moves ahead to clear the crossing.

   

With the switches thrown, the reassembled train backs towards the caboose.

   

The rear end brakman, enjoying the breeze from his perch in the gondola, is daydreaming about enjoying a few draught
beer in the beverage room in West Dunn at the end of the run, and waits until it's almost too late to signal the head end to stop.  Fortunately, the hogger, an experienced hand, knows precisely where he should stop, so no damage is done.

   

After pumping off the brakes, the loco pulls ahead about 30 feet. The fireman is already on the tender deck, ready to
replenish the tank prior to departure. As the spout is swung out of the way, the fireman kicks the hatch shut and scrambles back to the cab. With less than an hour left on their rights to the main from here to Dunnville, the engineer sounds two quick toots on the whistle, then hauls back on the throttle, easing his charge, with bell ringing, across the roadway. As soon as the 35 mph speed limit sign slides past his window, the hogger widens the throttle until the speed is up to about 20mph.

   

   

Because our destination is the West Dunn industrial area, a brake application is made as the train approaches the short
concrete span over Negro Creek. The line is all downhill from here.

   

Through freights, and all passenger trains, on the other hand, all use the "High Line", a grade separation project by one-time parent NYC. For them, the grade rises sharply just past the switch to West Dunn, so the extra speed allows them
to use their own momentum to assist in the climb. Varnish is allowed 45 mph through there, as fast as is permitted anywhere on the line.

   

After negotiating the switch, our train is soon passing the tower at Airline Junction. The Operator here will OS our train as soon as that scale test car has passed, giving rights to the main to the next northbound.

   

The junction is a favourite spot for railfans, offering action here and on the High Line, behind the tower.

   

The tower sits in the middle of a wye, formed from remnants of a defunct mainline along the lakeshore.

   

Here's a final glimpse of the wayward pole load, as it rolls by, with Bertram's Machine Works in the background.

   

And our last look at those piggies on their way to market.

   

That concludes our trip with Extra 727 East/South. I hope that you've enjoyed it.

Wayne

Ok this does not look like it's only 4 3.8 X 4 3/8..

It does look like it's 4 3/8 X 8 3/4.

I was thinking on buying this but when seeing the picture then seeing the dimensions on the box it pushed me away.

Quality Investment Casting (Modernized Front Building) 4-3/8 x 4-3/8 x 4-3/4"
Walthers Part # 933-3751, p. 416 Walthers 2009 HO Scale Reference
HO scale, $31.98, currently in stock at Walthers

caught these two SD 80AC's today at south fork,pa., "playing in the snow".


todd

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Does this forum have one and if so how do you access/turn it on?

Well as promised in chat last night, i said i would post some new pics of of my 2 new cranes i got off the UPS truck last night

There NZG models of Grove RT700E's. I got one of each for Kokosing and Keen Transport Inc. They are all metal diecast with real rubber tires and working hooks that raise and lower with the crank of spools with a special tool that is included with each crane. The Stabilizers extend and retract as well. The only thing that i dont like about them is that the stabilizer feet dont raise and lower, they are molded in the up position for on the road. But this is easily fixed with some lumber under them like in real life. I unwound one of the lines on the Kokosing Crane to see how long it was, and i was surprised at just how much line was in there on the reel, it goes down pretty far and would make a nice scene with the crane sitting up on a raised area picking up a load of steel down way below or something like that hehehe

Here are some pics of both of them on my CAT Rental Module working on the bridge extension scene lol. The Kokosing Crane is hard at work while the Keen is just sitting standing by in case things get backed up lol

I* just visitied the "former forum with no name" and the banner advertisement in large letters at the top of the index asks me if I am "dreaming of a bigger sexual organ that starts with "P"? Have I tried VIMAX?"

No, Cooter...could you show how it will look in G Scale?

Oh, yeah...we left just in time. The Adult Depends, Viagra and Energizer Bunny pacemaker batteries are just around the corner.

A couple of years ago, when I was working on an O scale diorama, I came up with a new method of doing woodland scenery typical to the eastern/midwestern US…This method yields fairly good results IMHO, & more importantly, adheres to my overall model railroading credo of “cheap, fast, & easy!

I’ve aways enjoyed doing eastern woodland-type scenery typical of where I live in Kentucky, & typical of the Appalachian foothills…

On previous layouts, I’ve used the tried & true method of using Woodland Scenics Poly-Fiber balls covered with ground foam…This worked well, especially when I was modeling in N scale. But when I started on the O scale diorama, I felt like I really needed something different…

One evening, I was doing some “honey-do” chores, washing the dishes, & I kept thinking, “Wonder if I could do something with those plastic dish-scouring pads…?”

So here’s what I came up with…

I can buy these things at the local grocery in packages of 6 for about 75 cents…Each package will yield in the neighborhood of 50 (give or take) large clumps of foliage…



These things are just long strips of plastic mesh rolled into a ball…I can cut them with scissors, & unroll them, then I cut a piece roughly the size of my hand, & then just kind of pull it & tease it into a random shaped “clump” about 15 -20 feet in diameter (HO scale)



Then I spray them with cheap flat black spray paint (this HAS to be FLAT black, not gloss) I get the paint at Wal-Mart for a buck & some change per can…After I paint a bunch of ‘em, I let them dry for at least a couple of hours…



After they’re dry, I hit them with some 3M spray adhesive, & roll them in some ground foam (medium coarse)

Most folks who visit the Photography Forum are familiar with my layout (some might say too familiar with ), and I've had several requests for a track plan. Since I finally got a scanner, but am too lazy to make a drawing, the trackplan will have to wait, but I thought that a tour of the layout room might help to put things in perspective.
The crude drawing below (which explains why you haven't seen a trackplan done using "Paint") will help you get your bearings as you scan through the photos.
The grey areas denote the parts of the layout that will eventually be double-decked. The drawing is not to scale, and the room size is approximately 560 sq. ft.

   

A view from the entrance to the room: Port Maitland is to the right, with stacked staging yards to the left. Freight car storage is in boxes below.

   

View to the right from the doorway: Port Maitland and GERN Industries in the foreground, with part of the Lowbanks shops in the background. In the extreme background, part of the peninsula with the line to the second level.

   

A view to the left of the doorway.The single track on the lowest level is the TH&B interchange track for Port Maitland, on the opposite side of the aisle. The other track, leading off the switch in the foreground, allows continuous operation, when desired, on this normally point-to-point railroad. It emerges on the lower level of Dunnville. Above these is a pair of long sidings (with the reefers visible near the post) which represent unmodelled industries in Dunnville. Above all of this is the main south end staging yard for the layout. Five tracks merge into two, then enter the layout through the backdrop in the distance, emerging on the upper level trackage in Dunnville. Yet to be built, above this, is the north end staging for the layout, which will cross the doorway on a single track lift-out, emerging in a city above Port Maitland. Below the layout, on shelves, interchange car storage.

   

View back to room entrance. To the left, part of Lowbanks in the foreground, with Port Maitland and GERN beyond that. To the right, a bit of Dunnville in the foreground, with staging beyond that.

   

Another view from the opposite end of the entrance aisle. Part of Dunnville can be seen at right: the structure sliced-off at the edge of the layout is the Evell Casket Co. Beyond that, the staging area, with excess car storage on shelves below.

   

Looking slightly left and back towards the door, the Lowbanks shop complex is in the centre, with Lowbanks stretching out to the left, on the Chippawa Creek aisle. The aisle on the right leads back to the entrance to the room. The gap in the backdrop is to allow for installation of a compound bracket, which will help support the proposed second level of the layout.

   

If you turn right at the end of the entry aisle, this is what you'll see: a view into the Chippawa Creek aisle. Lowbanks is to the right, Elfrida, partially visible, is to the left, with Chippawa Creek in the centre. The blank facia in the left foreground is for part of the peninsula with the grade to the second level.

   

Here's a closer view into the Chippawa Creek aisle. Lowbanks is to the right, Elfrida is to the left, with Chippawa Creek in the centre.

   

A view from the end of the Chippawa Creek aisle. Lowbanks is on the left, and Elfrida to the right. Dunnville is in the centre background. Above Elfrida, the opening in the backdrop is where the second level of the layout will begin.

   

Another view from the Chippawa Creek aisle. Dunnville is at centre, with a corner of Lowbanks visible in the left foreground. Beyond that, at the left edge, the staging area. The facia at the right side of the photo is part of the peninsula that allows trackage to gain altitude between South Cayuga and the second level of the layout.

   

View along the peninsula from near Elfrida. Dunnville is to the left.

   

Dunnville industrial area looking north, left, with part of the peninsula to the right.

   

Another view looking north....

   

A bit farther into the aisle, Dunnville, looking north, with Airline Junction in the centre, and the icehouse just visible at right.

   

And from the same spot as the previous picture, with the camera swung to the right, Dunnville, with the icehouse in the foreground and Mercury Mills behind it. To the right is more of the peninsula facia: you can just see the mainline to the upper level.

   

View at the end of the peninsula, at right, with the outskirts of Dunnville at left, and the southern limits of South Cayuga in the centre.

   

Looking back towards Dunnville, with part of the peninsula facia at left, Airline Junction to the right, and the icehouse visible at the extreme right.


   

This view was taken from approximately the same place as the previous picture, but with the camera swung around 90 degrees to the left. Viewed from the end of the peninsula, at right, with South Cayuga to the left and the Speed River bridges in the distance.

   

Looking left, we see part of South Cayuga.

   

Looking right, more of the peninsula. With the scenic landforms not yet finished in the centre, it's a great place to collect junk.

   

Again looking left, but a bit farther into the aisle, the view towards end of Speed River aisle, with South Cayuga at left.

   

And looking right again, another view towards end of Speed River aisle, with the grade on the peninsula heading to the second level at right .

   

Another view left at end of Speed river aisle: Erie Northshore tracks are in the foreground - this is the east end of their Speed River bridge. Grand Valley tracks are in the background - this is the south end of their Speed River bridge.

   

And another view right at the end of the Speed River aisle: the lower track, heading west into the tunnel, belongs to the Erie Northshore and is bound for Elfrida. The upper track, belonging to the Grand Valley, is headed northbound towards Park Head and the second level.

   

South Cayuga, as viewed from the blind end of the Speed River aisle.

   

Grade to upper level at left, with South Cayuga just visible at right, as viewed from the blind end of the Speed River aisle.

   

View at Elfrida (lower level) looking east, and above, where the upper level will begin. You can see the end of the subroadbed hanging out over the trees. The gap in the backdrop is to facilitate fastening the second level benchwork to the wall.

      

View at Elfrida (lower level) looking east, with view of grade to upper level above (looking south). The track, Erie Northshore, entering the tunnel leads uphill to the Speed River bridge.

   

A birdseye view of the grade from lower level to beginning of upper level - as seen from upper level looking south. Dunnville is to the left, with Mercury Mills in the centre distance.

     

If you've made it this far, I hope that you've enjoyed this photo expedition into my layout room, and that it makes for a clearer understanding of the layout. Please feel free to ask any questions that come to mind.

For a different view of the layout, check HERE


Wayne

I know that some of you swear by this and others swear at it.

I currently clean my track with alcohol, followed by contact cleaner.

I would like to try a light application of Wahl Oil, but I wonder about an adverse reaction with traction tires.

Does anyone have any experience with this to shed a little more light on the subject?