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 Posted: Fri Sep 23rd, 2016 03:40 am
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Si.
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Another scenario could be...

If there is a small 'group' of industrial-spurs, in the same location...
...it could well warrant having it's own little gas-mech. switcher in residence.

If there was enough in/out traffic at that location...
...the gas-mech would prepare the outgoing cars in the right order etc. for the 'way freight' to pick up quickly.
Then it would distribute the cars the 'way freight' leaves behind to the correct locations as needed.

Quite interesting operationaly, as it would keep another operator busy doing all that...
...whilst the other operator continues with the 'way freight'.

Some 'rinky dink' shortlines MIGHT cut cars INFRONT of the loco at the nearest passing-loop...
...to make switching a forthcoming FACING spur easier to work.
But I don't think larger operators would realistically do this for safety reasons.

:moose:

Si.



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' Mysterious Moose Mountain ' - 1:35n2 - pt.II
http://www.freerails.com/view_topic.php?id=7318&forum_id=17&page=1

' M:R:W Motor Speedway !!! ' - 1:32 Slotcar Racing Layout
http://www.slotforum.com/forums/index.php?showtopic=59295&st=0&a
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 Posted: Fri Sep 23rd, 2016 03:49 am
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Si.
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Although your track plan is actually a loop...
...it helps to draw a schematic of it in a straight-line.

East-West ... North-South etc.

You could consider modeling a short-tunnel between the in/out staging-areas, to emphasize the fact that they are not REALY connected in operational terms.

That piece of track is there to facilitate having fun running trains round & round.
Operationaly though, that section of track doesn't REALY exist !!

:moose:

Si.



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' Mysterious Moose Mountain ' - 1:35n2 - pt.II
http://www.freerails.com/view_topic.php?id=7318&forum_id=17&page=1

' M:R:W Motor Speedway !!! ' - 1:32 Slotcar Racing Layout
http://www.slotforum.com/forums/index.php?showtopic=59295&st=0&a
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 Posted: Fri Sep 23rd, 2016 04:03 am
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Scott G
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Yes indeed I was actually thinking the same thing. In one of my ramblings in a post on the mrhmag.com forum, I kind of came to that conclusion myself. Moving the mandatory tunnel to cover that bit of connection would make a lot of sense.

I watched a great video series on timetable operations on youtube, https://www.youtube.com/watch?v=ofmoNIAWUBI

It really piqued my interest in prototypical operations. He shows you how to visualize your railroad as a simple linear diagram, kind of like you are talking about.

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 Posted: Fri Sep 23rd, 2016 04:10 am
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oztrainz
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Hi Si, Scott and all,
My understanding is that crew are not allowed to ride on wagons being shoved under the current rules in Cananda and the US unless there is provision for a "safe place" for the crewman to ride on the leading wagon, however an old caboose can be used as a "shoving platform", where the crew member can ride safely on the landing and have access to (a) an air whistle/horn to warn of the approaching train (b) an air valve that will dump the air and apply the brakes in an emergency situation.

The crewman on the "shoving platform" will also probably be required by the operating rules to be "in continuous communication" with the driver in the locomotive by radio. No radio call within x seconds and the driver applies the brakes and investigates why it has all gone quiet.

The shoving platform idea can also allow the loco to be mid train - wagons ahead of the loco are destined for industries with facing sidings, wagons behind the loco are destined for industries with trailing sidings. :2t:



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 Posted: Fri Sep 23rd, 2016 04:23 am
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Scott G
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John,

Cool ideas, I almost forgot about cabooses or is it cabeese LOL

I don't think I will have any facing points on my line. There was some confusion because there is that bit of connecting track above Oyster point that makes the direction of travel ambiguous, in operational terms that track doesn't really exist, it's just there for continuous running when people just want to see trains go by.

I envision all ops originating in the Littlelanding yard, and moving out to the right (East) to make their deliveries.

I guess this kind of makes my set up a short line being fed work from the interchange with a long carrier (sorry I don't know all the right terms yet still learning).

I guess passenger service could come in from the long line, make some stops and then continue on through to the next connect further east on the bottom left of the layout, and vice versa. That should muck up the traffic enough during an ops session to keep the local deliveries interesting and make for a good number of train meets, which everyone loves. :)

Can you or think of any prototypes that saw a set up like this, where a line connected two long haul carriers over a short distance through mostly rural low population area?

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 Posted: Fri Sep 23rd, 2016 05:58 am
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oztrainz
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Hi Scott,
For staging that can feed into a part of the layout from either end, you can make facing points trailing points by leaving the staging running one way :2t: or L: complicate things by turning trailing points into facing points by running in from the other end.

Clear as mud?



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 Posted: Fri Sep 23rd, 2016 09:46 pm
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oztrainz
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Scott G wrote:
..

I envision all ops originating in the Littlelanding yard, and moving out to the right (East) to make their deliveries.

I guess this kind of makes my set up a short line being fed work from the interchange with a long carrier (sorry I don't know all the right terms yet still learning).

I guess passenger service could come in from the long line, make some stops and then continue on through to the next connect further east on the bottom left of the layout, and vice versa. That should muck up the traffic enough during an ops session to keep the local deliveries interesting and make for a good number of train meets, which everyone loves. :)

Can you or think of any prototypes that saw a set up like this, where a line connected two long haul carriers over a short distance through mostly rural low population area?


Hi Scott,
Have a look at something like the Strasburg Railroad http://www.strasburgrailroad.com/other-stuff/about-the-railroad/ It runs through rural landscapes interchanged with the Pennsy at one end. With some creative "geographical shifting" you should be able to apply the concept to elsewhere in the US. The Strasburg needed to stretch a bit more to meet another major railroad to meet your requirement for traffic in from both ends.

Last edited on Fri Sep 23rd, 2016 10:14 pm by oztrainz



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 Posted: Fri Sep 23rd, 2016 09:57 pm
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Scott G
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Funny you should mention that. I live 20 minutes from the SRR, I've rode it many times and it was a strong contender for my model for quite a while - I even went so far as to trace it's route from Google Maps.

It's exactly the kind of scenery and the era of their steam trains is nose on. I'll have to give it a new look with the ideas I've learned, thanks for the idea.

Scott

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 Posted: Mon Sep 26th, 2016 05:04 pm
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Salada
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Spot on John, that is the current Rule Book over here. The crewman in leading propelled vehicle must have constant radio contact with propelling loco driver. I believe same rule also applies in the US.

There was an incident over here last year where the 'lookout' man was leaning out of a window only part way along the rake of propelled vehicles. Even worse, his 'constant radio link' was simply a mobile phone.

All good advice there Si, Grasshopper has been a diligent student !

Regards, Michael

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 Posted: Mon Sep 26th, 2016 05:10 pm
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Scott G
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I understand how that would be done in modern times, with radio. How would this have been done if at all back in the day before radio. I'm setting my RR in 1919, so no radio. I know a lot of the horn codes were used to communicate with the crew from the engine. Would something like that been done?

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