Скачать с ютуб Evolution of a track-plan в хорошем качестве

Evolution of a track-plan

This video documents the thought process behind a custom layout design for a client in Western New York. The requirements were as follows: HO-scale, 26’ x 21’4”, walled on 2 1/2 sides At least 2 yards and two smaller switching towns Intermodal yard along the 26’ wall Engine terminal with old roundhouse and new diesel shop, but with steam servicing facilities removed A passenger station (at the opposite end to the main freight facilities) At least 4 staging tracks Mostly double-track main line Single track branch connecting the small towns and a logging area Three big bridges in a formation reminiscent of Keddie Wye A big canyon scene Farmlands and a grain elevator Timewarp: Most of layout must be set in 1990’s but with logging line still running geared steamers. Ttarget proportions of 30% mountains, 20% rural and 50% cities & yards. Interpretation of the above requirements: Double track 1990’s mainline and intermodal yard tells me that I must allow for big 6-axle diesels with long strings of 89’ cars, meaning wide curves and the longest turnouts I can fit into the space. To lessen the visual impact of the anachronistic nature of the branchline, I wanted to make sure it was kept well away from the main yard (shays and double-stacks in the same scene would be just plain wrong). “Mostly” double track, suggests that a stretch of single track is desirable. This is perfect as the canyon and Keddie Wye scene can form the single-track portion. For a busy double track main line, 4 staging tracks is woefully inadequate. I decided to include the biggest staging yard I could fit into the room. Standards: Primary main: 36” minimum radius Secondary main: 34” minimum visible & 30”hidden Branch line: 21” minimum radius Easements on all curves #8 mainline switches where possible, including ALL reverse-curve situations #6 minimum for tight non-reverse-curve situations #5 okay on branch line and industrial spurs 2.2% maximum mainline grade (2.6% on branch) 36” minimum aisles (42” along main yard) 20’ maximum train length on main line All track components are Walthers code 83 (110 turnouts + 2 double slips) The visible portion of the main-line route is about two and a half scale miles. The branch line run is approximately one mile. Total track length: 998 feet The first vista seen by an approaching visitor is that of two cities separated by a swath of farmland. As one walks down the aisle and peers around the end of the double-sided backdrop, the innermost half of the layout is all mountain scenery, the highlight of which is the scene at the head of the peninsula. The scenery here can start at about knee-height and reach to the ceiling. Looking up the main canyon, the stream passes under three tall trestles and over a series of waterfalls. Half-way back is a representation of the famous Keddie wye, which follows the prototype arrangement fairly closely. The accompanying yard is entirely fictional however. With most of the layout set in the 1980’s, pairs of modern high-powered six-axle diesels will head up most trains. A design length of 20’ for most through trains allows for 18 autoracks or 89’ TOFC flats, a stack train of approximately 25 cars, or a general merchandise freight of around 30 cars. This is long enough to make it difficult to see both ends of a train at the same time, thus allowing it to seem even longer. Most intermodal trains will need to be doubled over into two tracks at Banktop – an interesting and common prototype practice. All through freights will start and end their runs in staging. Some will run non-stop over the route while others will pause in Banktop for consist changes. Additionally, the perishable nature of the produce packed at Weston would justify an eastbound through freight stopping to pick up a block of reefers (dropping off empties would be the job of a local freight however). Amtrak trains would also start and finish their runs in staging. Other than a brief stop at Weston, they will run non-stop over the remainder of the route. Most main line local freights would operate out of Banktop and would typically be hauled by pairs of older four-axle diesels. One job could run as a turn to Keddie, interchanging cars with the shortline and keeping the paper mill supplied with pulpwood. Another could run to Weston, it’s main job being to service the grain elevator and supply empty reefers to the packing plant. A third local could start in Banktop, switch the yard at Keddie and then continue onto staging. Alternatively, if the logs from Woodsville are to head west and there is enough traffic to justify a whole train, the third local could start in staging and turn around at Keddie. All through freight and passenger trains would use the primary main between Keddie and Weston, while local freights would use the secondary route. This adds a lot more operational interest than just treating it as a simple double-track loop.