My brother and I formally chartered the Clairmont, Lewiston & Western in 1951 with the NMRA. We grew up in Springfield, New Jersey, in three different homes, all abutting the Rahway Valley Railroad, a short connecting line still running ancient steam in the 1950s. (They were running a part of 1913 2-8-0 Baldwins purchased from the LNE.) Our last home abutted a 4% grade on a connection to (DL&W) Summit, New Jersey. The old steam engine often had to be at full throttle to make the hill, lighting up the sky when the firebox doors opened. I was also influenced, and gained a permanent affliction, by observing the CNJ Camelbacks servicing Newark near my Dad's shop.

      In this post-War World II era we had hand-laid brass rail on fiber ties, made do with printed cardboard car sides, and used Mantua loop couplers to achieve rudimentary operations. We achieved block control by using telephone company plugs, color-coded by cab, plugged into the appropriate blocks. In operation, the jumble of overlapping wires looked like a telephone switchboard- but it worked.

      After an initial version in the 1950s, the CL&W went into hiatus until the 1980s when my nephew came to live with us. He asked if he could pull out the boxed supplies and equipment, saved from the early years, to begin a layout. Without great thought, we began building a new layout. He lasted only a few months, but he bug bit me again and began researching the 30-year gap. What a revelation! Kadee couplers, nickel silver rail, reliable engines and quality car kits all made quality operations achievable. Shortly after resurrecting my layout, my wife was in a fabric store to buy railroad-themed cloth for windows. The sales clerk was the wife of a railroader living only a few blocks away- an incredible happening. My nearby neighbor, as well as several of his friends, and I jointed together in a round-robin operating group. This version of the CL&W lasted until 1991 when it was dismantled. I moved to a new home with a large basement with a 25 by 36-foot room dedicated to the railroad, and a new plan began to emerge.

      In principle the CL&W would be an east-west, single track, main traversing Northern New Jersey, not unlike several second-tier railroads in North Jersey, most of which depended on second-hand equipment which allows reasonable accommodation for more exotic passions. The second dominant road is the CNJ, a double-track main from Jersey City of Phillipsburg, New Jersey, and then with the Lehigh Valley straddling the Lehigh river valley to Lehighton, PA, and into the Panther Valley coalfields through to Tamaqua, Pennsylvania. The thematic emphasis is on the interdependent and interconnectedness of several railroads with the CL&W superimposed on the existing fabric in the 1950s.

      The towns, villages, and industries served were to be based on historical context. For instance, in Karlsbad, a fictitious town place in northwestern New Jersey, a paper processing plant has been located, similar to Whippany paper on the Morristown and Erie, which gains water from a remnant of the Morris Canal, also historically notable in this section of the state. In addition, a defunct iron foundry is located in Karlsbad representing several iron foundries, some serviced by coal barges, made obsolete by the change to steel. In Franklin I have modeled a portion of New Jersey Zinc, which is consistent with the prototype, as well as Palmerton, Pennsylvania, on the CNJ to receive mined product from New Jersey Zinc, on to Palmerton for refining, and then to Bethlehem Steel by way of the Lehigh Valley (with apologies to the LHR & Susquehanna).

      Coal has followed a similar historically based operating scheme. Essentially, coal produced in the Panther Valley heads east on the CNJ to Bayview, on Newark bay, the fictional terminal of the CL&W, for sea-bound transportation and local power plants, similar to several facilities on prototypes. Coal also heads south to Bethlehem Steel via the Lehigh.

CONSTRUCTION

      The railroad base frame is dried 2x4's. I considered "L" girder frame, however, 2x4's were less costly, stronger, and more flexible for adding vertical bents. This can't be done with green timber, but dried 2x4's have proven reliable over about ten years. The 2x4's are predrilled to accept wiring. The track base is half-inch plywood double-laminated in spans over 18 inches, or reinforced with vertical 1x3's. I like the flexibility of half-inch plywood on vertical curve transitions rather than three-quarter-inch plywood. The roadbed is cork on open runs and homesote in yards.

      The minimum curve on the mains is 32-inch and 26-inch on secondary track, so we can run large steam. Switches are both Shinohara and Peco with #8's generally on the mainlines. The mainlines are Code 100 rail with most sidings and yards Code 70.

CONTROL SYSTEM

      The railroad was originally designed to be operated with conventional DC cabs. Each block was controlled with a rotary switch capable of selecting one of any 6 mainline cabs, and in some cases a local cab as well. We used tethered cabs for the mainline which were identified by color. While this system worked well for almost 9 years, as the layout and the operating crew grew, the limitations of this control system became painfully evident. Many of my operators had already made the move to DCC and continually teased me about my 'old system'. The monthly screams of 'who has my train' and 'which can reaches to that town' became unbearable. Finally my operating crew finally convinced me it was time to convert to DCC.

      I admitted that I had become increasingly curious of these mysterious benefits that everyone was talking about, but I also had to admit that I didn't know the first thing about this new technology. If I was to make this conversion, I would have to rely on outside help.

      I turned to two of my regular operators on my crew; Mark Frysztacki and Bruce Barrett, local gurus of DCC, without whom the conversion would not have happened nor been timely. When I first proposed the idea of actually making the conversion, they didn't take me seriously. But once they realized I was serious and we discussed the possibilities, they quickly realized that this would be no small task.

      The first task at hand was to look at the existing wiring to see if it could be used in the conversion. I had taken the liberty of running several buss lines around the layout when it was originally constructed. These were used to carry the cab power to each of the local panels. I must confess that like most model railroaders, I am thrifty and use whatever materials that I can find, preferably at no cost! This includes the wire I used. I tried to save some money and convince them that the existing wire should be used, but when they climbed out from under the layout, shaking their heads, they were quick to point out that I had used every variety of wire known to man and that this just would not do. I had everything from 22 gauge solid copper 'bell wire' to 14 gauge stranded in every color available running in every direction. This, coupled with a complex track plan didn't sit well with them. Finally, they did convince me that color coding was important and we should standardize the wire sizes as well.

      Because we operated once a month, we had a window of 30 days to make the conversion. The process started long before the physical conversion. A lot of thought went into the type of operations we did, the number of engines run during a session, the type of throttles needed, etc. Also taken into consideration was how much of the existing wiring would be used, if any. After long discussions we decided to go with the Digitrax Chief system. The layout is divided up into three sections, each operated by a DB150 booster powered by an 8-amp power supply. Each of these sections is subdivided into sub-districts using Tony's Train Exchange Power Shields. This prevents operations from coming to a halt on the railroad when a short occurs in one area. In addition, there are nine reversing sections that are automated using MRC's autoreverser modules. We also decided to add wireless capability to the railroad in addition to the 12 UP3 jacks located around the layout.

      After about four long evenings, along with my cleanup work between sessions, the changeover was complete. We located all of the hardware in a central location we fondly refer to as the "Power Center." We ran 12-gauge buss wire for each power district from the Power Center to the local area, and from there we used 22-gauge drop feeds to each of the blocks. While we did maintain the old DC blocks, we no longer required the long runs back to the control panels, so these wires were removed. During the process we filled a large trashcan with the excess wire removed from the layout from the old block control. I must admit it hurt to remove my carefully wired 12-position cab rotaries, but I acknowledge that the reduction removed many potential maintenance problems. In addition, the automation of the numerous reversing sections was a joy.

      My first experience after the guys finished and I was on my own was disconcerting. I couldn't remember the sequence required to address and gain control of an engine. A quick SOS solved the problem, and I have now mastered rudimentary operations. I can't express the enjoyment I experienced as I was now able to run a train all over the layout without having to worry about which cab to use, making sure my cabs were all aligned, and throwing reversing switches. I was liberated!

      The first operating session went relatively flawlessly. Over time some fine-tuning has been required as we come across glitches. For example, the DCC is more sensitive to double slips and certain brands of turnouts, all of which required additional gaps or adjustments to prevent minor shorts that had not been noticed under the conventional DC. The bottom line is that with the limitations of the old blocks removed, and the unlimited control of DCC, the yards can now have multiple engines working both ends of trains and the main line traffic has been increased by about one-third. In addition, the recent addition of quality sound and more realistic operations has added great pleasure to the overall operation of the railroad. Chief engineer Barrett is still in the process of converting engines to DCC. In the interim the crewmembers bring over their own prize DCC engines and we are functioning well.

      It would seem most logical within the next several years that most manufacturers will not only provide DCC-ready engines, but also sound included, thereby providing affordable, fully functioning motive power.

      For those contemplating starting a layout, DCC should be considered from the outset. And for those having been holdouts as I was, the improved quality of operations more than compensates for the short-term pain and suffering of the cost and effort of the conversion.

OPERATION

      We operate the system once a month, year round, with 10 to 15 operators. We have found it a great advantage to continue through the summer to maintain continuity and avoid debugging a startup after a 2- to 3-month hiatus. Besides, the basement is always cool. We use a car card system with sequential timing. Each yardmaster and the dispatcher have sequential lists of arrivals and departures to anticipate and time their operations. As a result of the proportional, although relative, randomness of the car cards, the loading of any particular train will vary during the operating session. There are 30 scheduled movements representing a typical day. There are 17 through freight movements, 6 locals and way freights, and 8 passenger runs. With a full complement of operators 30 movements are achievable; however, with car cards there is a continuum and operations can begin at the stopping point or I can simply operate at my leisure between sessions without destroying continuity.

      Several management methods are critical to smooth operations on the CL&W. The use of staging tracks allows through train movement without unrealistic overloads. As many as 25% of all cars are outside the system in staging in my office on three levels or Catasauqua (LNE) and on the two continuous run loop tracks (CNJ to Wilkes-Barre and DL&W to Buffalo). We run point-to-point during operations so they are free.

      Car card movements are carefully proportioned to avoid overloading shorter sidings. For instance, I measure track length for each industry as well as interchange tracks to establish ratios for the numbers of movements to that location. A checklist of all industries was prepared. As a I write a movement on a car card, I check off against that industry or interchange, maintaining a ratio of moves and capacity. About 50% of freight traffic flows through the system on to another interchange and out without routing to local industries. I've operated with various systems, including computer-generated switch lists, which have admirable advantages, particularly of allowing more accurate allocations of specific cars to appropriate industries. However, the car cards have proven to be more flexible and are user friendly. To assist new operators, I have color-coded the cards and jackets, which helps faster identification.

      Each train has a card indicating train number and work to be achieved during its run. There are phone connections to the dispatcher to obtain clearances. The ways freights from Croxton to Lehighton (CRLE520) and back (LECR521), as well as the Bayview to Clairmont (BVCL530) and back (CLBV531), are the most challenging and sought after runs. It is not unusual for these trains to have 20 to 25 cars and to take an entire operating session. All lower-numbered trains have priority requiring close communication with the dispatcher to provide clearance. Because they typically service only trailing point switches, the train crew must anticipate setting cars in appropriate sidings for switching the return train.

THE SETTINGS

      Clearly, northern New Jersey is not the Rockies allowing numerous mountains and tunnels to obscure the necessity to screen doubling back for longer runs. In urban settings I have tried to use canyons of larger buildings to obtain similar results. I had considered a continuous running narrow shelf layout, however, I felt the depth available by wider areas and islands to be too attractive. To work on deeper spaces without breaking my back, I've developed a modular system using foam core (see the March, 1998 issue of RMC). The industries selected, as well as the villages and towns, are based on historical context and the regional architecture. Many buildings are kit-bashed to gain the proper flavor and several are built from scratch to fit locations. I have found Strathmore board, when layered and well braced, to be a most useful alternative to styrene. Holgate and Reynolds brick or stone is easily added for the appropriate texture. Post and beam construction of concrete buildings, as well as concrete tunnel portals, can all be effectively customized with Strathmore board.

TOWNS BASED ON HISTORIC ROOTS

Sterling Hill/New Jersey Zinc       Seldom recognized in traversing New Jersey on the Turnpike is the rich history in New Jersey of exploration, mining, and the resulting rail lines. The northwestern counties were rich in ore deposits derived from glacial action in the Ice Age. Of particular note was the Sterling Hill Mine located in (Franklin) Ogdensburg, New Jersey. The Dutch identified the potential of the Hill in the early 1600s, although they initially thought the minerals were copper. Much later it was discovered that the Hill contained a prodigious quantity of high-quality zinc, along with other exotic minerals. The full extent of the zinc production began in about 1913 and reached its optimum production through 2,000-foot deep shafts in the 1950s with the mine producing 11 to 14 carloads per day. Typically, the raw materials were taken to Palmerton, Pennsylvania, over the Lehigh-Hudson River Line for processing.

      Surrounding the mine grew a small company town inhabited by a colorful and raucous assemblage of immigrant workers. The history of the mine, its rich geological history, and the history of the town, has fortunately been preserved by the Hauck family and the town is available for tours. They have also published a helpful book of the town and mine's history - The Odyssey of Ogdensburg and the Sterling Zinc Mine, by Paul Horuzy (c/o Sterling Hill Mine Co., Ogdensburg, NJ 07439). More recent notes on the railroad aspects can be found in the book Susquehanna, by Krause and Christ (Carstens Publishing Inc.).

      New Jersey Zinc was attractive to include because of fairly heavy interchange traffic, a nice modeling challenge, and a surrounding village with character and history. Fortunately, significant portions of the operation for storage and processing of materials was done below ground in the mine. I chose to model the portion interacting with the railroad.

      I began by photographing the existing facility, with particular attention to the shipping tanks and connecting conveyers. The building housing the shipping facilities was constructed of Strathmore board heavily braced by quarter-inch basswood. The tanks are PVC pipe; the windows Campbell.

      The row of company houses were English models by City Streets that were set on layered foam core (see RMC, March 1998). They had no windows, and I wasn't inclined to cut individual mullions on five buildings. I checked my salvage window box and found I could rear mount International Hobbies windows. They are in nearby Philadelphia and they graciously gave me bags of rejects that worked out perfectly. They even refused compensation.

      The entire Hill is built with foam core as the base followed by sculptmold covered with hydrocal rocks. Here I got lucky. Usually, I cast hydrocal rock faces in rubber molds, allow them to harden, and then apply with sculptamold as a binder. In this case I needed greater flexibility in the surface rounding to the contour. Without much thought I took the hydrocal molds while still hardening and still in the rubber mold and with sculptamold on the rear, and pressed them against the form of mountain. The result was cracks, fissures, and a texture and contours that were extraordinary. The rock face was then sprayed with a diluted India ink wash.

      The Sterling Hill Mine on the CL&W is positioned on a branch line that begins in Clairmont and terminates north of the New York/New Jersey border, interchanging with the O&W. The O&W interchange is located in a layered fiddle yard and hidden in my workroom. A typical day of operations begins at the New York interchange as train number MPC556 usually carrying 4 to 5 cars for eastern connections. MPC commemorates the Medford and Pine Creek, a railroad of Bob Irons, one of our round robin participants who has passed away. The way freight proceeds to the Franklin passing siding, drops its cars, and proceeds down into the mine to remove loads. On reassembling the way freight, MPC556 proceeds down hill to Clairmont, taking the left leg of the Wye, and backs its cars on to Track 1 for the Clairmont switching crew. After drilling the MPC inbound cars and releasing Track 1, the MPC engine turns on the Wye and hooks up to the westbound MPC cars, proceeds to the Franklin passing siding, runs around its train, and proceeds back to New York. The Sterling Hill Mine loads will await the next eastbound through freight for delivery to the New Jersey Zinc processing plant in Palmerton, Pennsylvania.

      The Sterling Hill Mine generates considerable outbound traffic of zinc, as well as inbound empties, shoring timbers, blasting materials, and machinery, usually as L.C.L. loads. A historical context is most helpful in rooting the modeling in real time and worthwhile to illustrate our industrial heritage.

Evolution at Clairmont

      Clairmont yard had operated for many years with a yard capacity of about 13 to 15 cars on three tracks. With an experienced operator and cooperation from westbound operators, the yard functioned. However, as a division point receiving 4 west bounds and sending 4 east bounds each session, a change was in order.

      By means of only a 12-inch addition tapered to the yard end we yielded 37-car capacity, freed up the passing siding, and provided 4 sidings, one for each outbound train allowing smoother assemblage of trains. My operators only had one comment- What took me so long! As a railroad superintendent it's important to revisit the functioning of the railroad from time to time to respond to changing needs.

Karlsbad

      Karlsbad is also a town in northwestern New Jersey. It naturally evolved as a place of commerce because of its location in a valley favored by plentiful water, the discovery of iron ore, and a location at the convergence of several circulation routes- initially, Indian trails, then stage coaches, later canals, and finally railroads.

      Four industries were founded based on the natural resources. The Pierson Iron Works began in Colonial times and produced iron pellets for the Revolutionary War. In fact, this is historically correct, although the Pierson Iron Works was actually located further east near Ringwood, New Jersey. Pierson Iron Works expanded considerably in the canal era receiving coal by barge, iron and charcoal from local sources. It shipped the iron on barges to the markets fed by the Morris Canal to eastern New Jersey. The invention of steel led to the demise of Pierson Iron Works. However, the building remains and is used for storage. The canals, once feeding Pierson, were filled by the railroads as convenient, flat roadbeds.

Bradley Wagon Works

      Bradley Wagon Works began business as a buggy builder and evolved into bicycles. As markets disappeared, the business closed. The building still bearing the Bradley Wagon Works sign became a knitting mill producing L.C.L. traffic at the Karlsbad team track. The Wagon Works originally generated power from a millrace and water wheel. With the advent of electric power the Mill Race was filled in and became a paved road along which are rooming houses for first generation workers.

Lufkin

      The advent of processed iron led a local blacksmith by the name of Lufkin to begin making tools. With early success, and also being convenient to the canals, Lufkin proceeded to build a frame building to house his foundry. After several fires and with the demands of World War II, he built a masonry/brick building and increased production. Now serviced by railroads, the facility now receives 2 or 3 cars per day.

Karlsbad Paper

      Karlsbad Paper was begun by a German immigrant and became the major influence on the town's history. Karl Heinrich not only owned the paper plant, but also the local bank and was the patron of the town. Several buildings in town were built reflecting his Germanic architectural influence, including the original brick and stucco Karlsbad Paper building. The low smokestack on the Paper Company, as well as numerous steam engines, produced a perpetual haze over the entire valley. Eventually, a stack was built above the mountains, much to the relief of the residents. With increasing business and pressed between mountains and the remnants of the Morris Canal, the building expansion was vertical. The Morris Canal, as well as two ponds, was retained to accommodate Karlsbad Paper's appetite for water.

      At its inception wood for pulp was supplied by denuding local woods. Between the Paper Company and wood burning steam engines, trees were scarce. Most trees now seen are second growth. It must have looked then like a moonscape. Now wood pulp is brought in primarily by 5 or 6 cars per day by way of the M&PC and O&W from New York.