Well, it's been a very long time coming but here's another construction update. We've made it through the winter with no ill affects on the line other than some dust and spiders, and we're working on those. We've added a little more track, a helix, a couple reversing sections using a Digitrax PM4, and our current project is a valence (to deal with the afore mentioned dust and spiders). So here are some thoughts on these topics, in no particular order of importance. To keep this page from getting too wordy, I'm providing links to the different topics pages, just click on those you find interesting and ignore those you don't!
It's summertime! No more rain, long pleasant evenings, daytime temp's in the 90's to 100's, temps in the garage at the T&SF even higher... and guess what I'm learning about. The coefficient of expansion... metal rails get longer when they're hot. When construction started last winter we were looking at temps in the 40's. I was full of good intentions and soldered all the track together for good conductivity. Well, as metal gets longer it has to go somewhere so we have a couple little issues to deal with. A good example is the steel truss bridge just east of Sutter on the mainline, with temporary track in place. That section of track took up all the expansion for the adjacent long uninterupted stretches. Click here to take a look. The trick is to cut or leave gaps every so often to allow for expansion due to temperature change if building in an uncontrolled environment (like a garage). I am cutting gaps a little smaller than 1/16" every 3 to 4' along uninterupded sections of track. For new construction I am only soldering one end of the rail joiners when connecting 3' sections track, allowing the other end to absorb the movement. I also recommend using plenty of Liquid Nails to set the track and roadbed (if you're using it...). I've found a couple locations where the expansion has caused the track to separate from the roadbed or the track pulled the roadbed from the plywood subroadbed. Nothing serious, just need to cut gaps and reglue a couple inches here and there.
Some other construction / operations updates: I am using Microtrains couplers which are magnetically uncoupled on all rolling stock and found their uncoupling magnets to be too cumbersome and too expensive. Instead I've been using 3/16" diameter x 1/16" thick rare earth magnets. Two magnets side by side under the track work fine. Here's a picture. And at $0.20 each I can afford to use a lot of them around the layout. Here's the website that I buy magnets from: http://www.wondermagnet.com/dev/main/shtml. They have all kinds of magnets, and they're strong too!
I'm also using Digital Command Control (DCC) by Digitrax which, as they say "allows you to run your trains, not your track." The most obvious advantage? No block switches (or associated wiring)! Multiple locos can run on the same track, in different directions, all independantly controlled. And, really cool, multiple locos and be lashed together into multiple unit consists (Diesels) or double / tripple headers (Steam engines). And all done without the use of the infamous 0-5-0 helper engine from the sky. And the disadvantages? Installing those tiny little decoders in fragile little locos, especially steam engines. Good electrical pickup is not just important, it's an absolute requirement. The smallest dead spot on an insulated frog turnout can cause a loco with poor pickup to come to a screeching hault before resuming speed (at least the cheap Bachmann types without flywheels that I'm using until more purchase orders are "approved").
March 2001
Physical construction on the Tuolumne & Sierra Foothill Railroad began in early October, 2000. The first step was building the benchwork, which is all 1 x 2, L-girder construction built upon existing 35" high maple cabinets (salvaged from a remodelled high school science classroom). The L-girders are 8" above the cabinets and run their length both front and back. They are in two sections, bolted together in case the layout ever needs to be moved (let's hope not). On the L-girders are the 1 x 2 joists at 16" on center, cantilevered 6" toward the front. The subroadbed is 1/2" plywood, a combination of cookie cutter and ribbon method, which is mounted to the joists at the lower regions of the layout and mounted to 1 x 2 risers elsewhere. A combination of 1" and 1 1/4" drywall screws are used for all connections. The book "How to Build Model Railroad Benchwork" by Linn Westcott, Kalmbach Publishing Co. gives a thorough explanation of the process. The roadbed is Woodland Scenics foam rubber roadbed material, attached with Liquid Nails For Projects. The track is also attached with Liquid Nails. This is great stuff. Applied with a caulk gun and spread with a putty knife, it will hold even tight curves of both the roadbed and the flex track (done separately, let the roadbed dry first), and yet remain flexible for fine adjustments for up to 10 minutes or more. Weights applied to the track help hold tight curves in place while drying, if necessary. Also, if a serious mistake is made, the track and/or the roadbed can be pried up without much work and no damage (but I wouldn't recommend doing this often, better to get it right the first time!). The benchwork is about 75% complete and the trackwork is maybe 30%. The Management has considered issuing stock to help raise the needed financing for the trackage expansion... it may be a while.
