Oregon Joint Line N Scale

[coldriver]

How was it building the Long Valley Lumber kit?  I like the colors you chose [and overall way it turned out] more than any examples I have seen.

I picked up the LVL kit at a train show in Roseville, CA for a steal ($30).  I haven't started building it yet, but the N-Scale Architect kits seem to have stellar instructions.

Any tips/insight is greatly appreciated.

Wow, that is an amazing steal for $30!  The kit was fairly straight forward but it definitely took some time.  The major deviation I took was that it was set up to be fed by a log pond whereas I went for a cold deck.   And it definitely needs some space if you want to attempt a reasonable representation of the log deck and lumber yard. 

The light green color was inspired by Potlatch Corp and Boise Cascade facilities in the PNW.  East of the Cascades timber was fairly sparse so large companies tended to be regionally dominate, often with several production facilities spread across a region (Potlatch in north central Idaho, Boise Cascade in Southern Idaho/NE Oregon,  Weyerhaeuser in the Klamath Falls area, Edward Hines in Burns, OR, St Regis in Western Montana, etc).  So I've tried to replicate that by having the lumber mills at Hines, the pulp and plywood mills at Scanlon, and the forest products shortline Oregon & Northeastern all with the same light green colored paint scheme. 

Here's my pulp mill -

 

[Noah Lane]

I really like how yours turned out. The whole layout is just amazing!

Well, I am beginner, building a freelanced HCD. The idea was to use the layout as a solid base learning platform. That all being said, I don't have a plethora of space. The area slated for the Long Valley Lumber is 30" long by between 10" and 14" deep. I thought I might scrap the log deck/pond/processing, and just have it be a lumber yard. I'd like it to come across as an older lumber facility repurposed as a modern lumber yard -something you might find along the 101, north of San Francisco.

I figure it won't be a totally realistic situation, but it's a freelanced HCD. I've already taken plenty of liberties with selective compression.

Speaking of Boise Cascade, have you ever seen Robert Ray's Z-Trak module with the BC Lumber?? It's amazing: http://www.youtube.com/watch?v=T1QXZ9oJEeI

[LIRR]

I like that color green. What did you use? I should have went with something like it instead of the blue I used.

[coldriver]

Happy 4th everyone!  Been travelling quite a bit so not much progress on the layout.  A friend gave me a Kato California Zephyr set to which I added a F3A-F3B-F3B consist.  I haven't been able to come up with a plausible operational reason for the California Zephyr to be in Central Oregon (ideas, anyone?) but it sure looks nice. 

[C855B]

... I haven't been able to come up with a plausible operational reason for the California Zephyr to be in Central Oregon (ideas, anyone?) but it sure looks nice.

Sacramento River delta flooding. Back in the day, pretty much took the whole Sacto/Stockton area out of commission.

[davefoxx]

I haven't been able to come up with a plausible operational reason for the California Zephyr to be in Central Oregon (ideas, anyone?) but it sure looks nice.

It does look nice!  Here's my thoughts:

1) Rule #1 (It's your layout, so your rules (or lack thereof) control).
2) Derailment requires detour.
3) Weather has decimated the west coast, requiring significant detour.
4) Excursion using private equipment.

DFF

[S Class]

Happy 4th everyone!  Been travelling quite a bit so not much progress on the layout.  A friend gave me a Kato California Zephyr set to which I added a F3A-F3B-F3B consist.  I haven't been able to come up with a plausible operational reason for the California Zephyr to be in Central Oregon (ideas, anyone?) but it sure looks nice.

California went to hang out with Hawaii.

[tappertrainman]

Beautiful job on the superelevation.  Seeing the train lean into the curves is a sight to behold!

James

[coldriver]

Had our first op session on the OJL since April on Saturday.

Fossil by coldrvr, on Flickr

Here we see first time OJL operator Chris King guiding Northern Pacific train 655 (Pasco-Stockton/WP) upgrade past Fossil siding and over the diamond at O&NE Crossing.  He will be calling for landing instructions from the Monument yardmaster shortly.  A lone GP9 helper piloted by Ole Melhouse shoves hard on the rear of the 31 car drag. 

Monument Yard by coldrvr, on Flickr

Monument Yardmaster John Aspebakken works out a plan of attack for making #655's set out and pickup while Chris waits for instructions.  Ole Melhouse has temporarily cut his helper off but will reattach for the shove up the 2.2% from Monument to Snowline once the work is complete at Monument. 

Graystone by coldrvr, on Flickr

Charging up the other side of the hill is NP train #658 (Roseville/SP - Pasco) with Chris Atkins at the helm and Railwire's own Denver Road Doug keeping the slack bunched with his helper set.  This train will reach Monument prior to #655's departure making for a nightmare scenario for Yardmaster Aspebakken.  But with plenty of consulting and planning from both train crews the work was accomplished in an efficient manner and both trains were able to depart Monument as soon as Great Northern train RWG (Rio Grande/Western Pacific/Great Northern) slipped by on the main. 

[eric220]

California went to hang out with Hawaii.

CAUTION: NSFW, language, cultural insensitivity, pure awesome.

[Denver Road Doug]

Had our first op session on the OJL since April on Saturday.

Graystone by coldrvr, on Flickr

Charging up the other side of the hill is NP train #658 (Roseville/SP - Pasco) with Chris Atkins at the helm and Railwire's own Denver Road Doug keeping the slack bunched with his helper set.  This train will reach Monument prior to #655's departure making for a nightmare scenario for Yardmaster Aspebakken.  But with plenty of consulting and planning from both train crews the work was accomplished in an efficient manner and both trains were able to depart Monument as soon as Great Northern train RWG (Rio Grande/Western Pacific/Great Northern) slipped by on the main.

I will add that it was a very successful and fun day on the OJL!  It's hard to believe that we have such an outstanding large n-scale layout in the area, and I can't thank Dean enough for the opportunity to operate on his layout.  (and I am going to make every effort to not have such a jam-packed Saturday...seems I've had to cut the last two short and that's no fun) 

My first job was running the O&NE shortline, which is one of many jobs I've yet to experience.  It was a lot of fun and a really good example of how well-thought-out Dean's layout is.   I'm past "beginner" but still relatively new to operations so I am still learning how the tab-on-car system works and that was a good opportunity to grasp how it all goes together.   But Dean has it timed out such that the GN transfer run shows up right as the bulk of the work  on the O&NE is completed.   I was running a *little* behind and was returning to the yard with a train of empty log cars as the GN train arrived.  But, as might happen in the real world, I had to break down that train so that the yard was able to receive the GN cars and allow the GN power to run around.   So that little bit of complexity made it all the more fun....and at the same time stressful, as the GN engineer was being a real jerk!       Just kidding, it was none other than The Railwire's own SSW7771 aka Marshall and he was actually helping me with the identifying the tabs I needed for the cars for his train.

And then the helper job.     Normally these are fun...it really does require some skill to keep, say the back 1/3rd of the train bunched up without pushing cars off curves but also not  lollygagging around and stringlining the train by not keeping up.  But I managed to really royally screw this one up after I completed the pushing operation (the "hard part") to Snowline.  It's a good example of what happens in a real life rail disaster when a train crew is tired and distracted and regurgitates a track warrant but really doesn't "hear" what they were told.   So, nobody died in this case but nevertheless it was a frustrating screw up.

But outside my ineptitude, the layout performed flawlessly, and I can't wait for the next operating session.   

[GaryHinshaw]

Congratulations on another successful session.  It's hard to underestimate how much fun a quality ops session can be, and what a dimension it adds to the hobby.  With the right mixture of operability and challenge, and a not-too-anal attitude towards the rules, it is one of life's great pleasures. 

[coldriver]

I will add that it was a very successful and fun day on the OJL!  It's hard to believe that we have such an outstanding large n-scale layout in the area, and I can't thank Dean enough for the opportunity to operate on his layout.  (and I am going to make every effort to not have such a jam-packed Saturday...seems I've had to cut the last two short and that's no fun) 

My first job was running the O&NE shortline, which is one of many jobs I've yet to experience.  It was a lot of fun and a really good example of how well-thought-out Dean's layout is.  I'm past "beginner" but still relatively new to operations so I am still learning how the tab-on-car system works and that was a good opportunity to grasp how it all goes together.   

And then the helper job...       It's a good example of what happens in a real life rail disaster when a train crew is tired and distracted and regurgitates a track warrant but really doesn't "hear" what they were told.   So, nobody died in this case but nevertheless it was a frustrating screw up.

But outside my ineptitude, the layout performed flawlessly, and I can't wait for the next operating session. 

Thanks Doug - it didn't dawn on me until I read this that you have always taken the road jobs at past sessions and didn't understand the finer points of the car tab system.  Sorry about that - it's not hard to learn, but certainly a basic explanation was warranted rather than just pointing at the yard and telling you to have at it.  And because the O&NE is the most isolated job I neglected to check on you as often as I should have. 

Certainly no one on our crew is immune to mistakes and really that's part of the fun - to laugh at your own and everyone else's mistakes.  I found myself getting a little rummy after issuing 36 track warrants in 2.5 hours without the use of any sort of dispatchers panel - so when I saw you reverse direction down at Emigrant I immediately thought I must've issued you a bad warrant. 

Congratulations on another successful session.  It's hard to underestimate how much fun a quality ops session can be, and what a dimension it adds to the hobby.  With the right mixture of operability and challenge, and a not-too-anal attitude towards the rules, it is one of life's great pleasures. 

  thanks Gary, your comments are right on.  I love the diversity of talent and interests in this hobby, but Op Session success is by far my biggest motivating factor! 

[SSW7771]

   Just kidding, it was none other than The Railwire's own SSW7771 aka Marshall and he was actually helping me with the identifying the tabs I needed for the cars for his train.

Its called teamwork, plus I had a yard to get back too and couldn't just what around My first time working one of the yards I had a hard time too, but Dean did a good job with the cheat sheets mounted at each yard. Once you get the hang of the car tabs, it really makes switching large yards much smoother.

Thanks Doug - it didn't dawn on me until I read this that you have always taken the road jobs at past sessions and didn't understand the finer points of the car tab system.  Sorry about that - it's not hard to learn, but certainly a basic explanation was warranted rather than just pointing at the yard and telling you to have at it.  And because the O&NE is the most isolated job I neglected to check on you as often as I should have. 

More op sessions = seasoned crew Seriously, with each session I get more familiar with the locations, operations, and car tabs which helps make the session even more enjoyable and I don't have to ask so many annoying questions to the dispatcher.

Overall it was a great op session. I really enjoyed working GN's Dayville Yard and having to make the transfer run to Monument Yard and the O&NE. Then later running the RWG; special thanks to the Dispatcher for running the helper set for the push up to Snowline I was able to snap a couple of photos of the RWG gliding down grade after cutting off the helpers at Snowline. Thanks again Dean for hosting another great op session!

[Denver Road Doug]

Thanks Doug - it didn't dawn on me until I read this that you have always taken the road jobs at past sessions and didn't understand the finer points of the car tab system.  Sorry about that - it's not hard to learn, but certainly a basic explanation was warranted rather than just pointing at the yard and telling you to have at it.  And because the O&NE is the most isolated job I neglected to check on you as often as I should have.

Actually, that wasn't a big deal.   I was just following the cheat sheet and it was laid out pretty well.   Marshall helped me as well.  I did have a couple of other things I was wondering if I did right...like at the end I suspect it would have been better to only spot half (or less) of the boxcars at the paper mill and just leave the rest in the yard.  If I screwed up anything else then we'll figure it out next time.      But overall, it was a lot of fun.   Running the turn up to Canyon Reload was really neat.

Certainly no one on our crew is immune to mistakes and really that's part of the fun - to laugh at your own and everyone else's mistakes.  I found myself getting a little rummy after issuing 36 track warrants in 2.5 hours without the use of any sort of dispatchers panel - so when I saw you reverse direction down at Emigrant I immediately thought I must've issued you a bad warrant.    thanks Gary, your comments are right on.  I love the diversity of talent and interests in this hobby, but Op Session success is by far my biggest motivating factor!

Oh no, it wasn't you.    You called out Dayville and I wrote down Dayville and repeated Dayville but the entire time my mind was thinking Silvies.     What we did was a slight departure to how I had done it on prior runs, and I just had preconceived what was going to happen.  I think this is maybe the 7th or 8th helper run I'd done, and always before I would either (a) run up to Snowline, cut off power, and return to the originating yard (Silvies or Dayville/Monument) OR make the entire run Silvies-Dayville/Monument or Dayville/Monument-Silvies without cutting the power.  Never previously had I cut power and then followed that train down (or if we did it wasn't with a track warrant, which I guess was the real diffference here.)  and I just had the idea in my head that S.O.P. was one or the other.   There were other pretty tell-tale signs that it was a dumb move but I just wasn't on my A-game.  (and that was a fact, though I digress...I just had too much other stuff on my mind to be operating heavy machinery like that.    )   And all that being said only as clarification of what happened.   It didn't have any affect on my enjoyment of the day in the least.   I mean, I would like to make it through a session feeling like I did everything right at some point but, I certainly don't take things so seriously.   Well except for the whip lashings afterward....have to keep myself in line....   

It's hard to underestimate how much fun a quality ops session can be, and what a dimension it adds to the hobby.  With the right mixture of operability and challenge, and a not-too-anal attitude towards the rules, it is one of life's great pleasures. 

Gary, that is so true.  I feel fortunate to be included in some great ops sessions around the area.