Posts
Rich and Bob came just after 9AM and we got to the track shortly later. Dan was already there and was playfully chiding us for being "late". He told me that he wants the crossing signals fixed ASAP and I should devote my Saturday to that. Rich and Jack went off to fix signals and I worked on getting the crossing lights working again. After reconnecting stuff, I worked on setting up the crossing bell and was just getting to the final stages in connecting the crossing light circuitry to the cross bucks and Mike L. arrived and told me to stop immediately and that he was there and was going to fix the lights. I told him what Dan told me and said I was just following orders.I told him that Dan said to tell Mike to see Dan if he did not me to work on the lights. He went off to see Dan and then came back a few minutes later and asked me for any parts and I gave them to him and I went off to do other things.
While this was happening, Rich and Jack were up on the inch track and were swapping out some semaphores up by Summit. While they were going up the track, they derailed and had a total of three times! Apparently the old ties are not firm enough to hold the spikes and the rails are spreading from the weight of the rail equipment. Don was there and he got JJ to help repair the track where Rich and Jack had problems. Two locations were on bridges! JJ laid down on a flatcar and hammer in one hand and a punch in the other proceeded to set the spikes in deeper on the rail in question. Not a job for an older man, laying on you chest and inching alond pounding Don was lucky to have JJ around to help.
Rich and Jack went back to disconnect the wires to the inch carbarn that were accidently damaged during the prep work for the new car barn. They also also removed the broken parts from the power panel and brought them back.
I worked with Tom while he worked on putting a new baseboard on the radial arm saw. I explained how the saw fence and baseboard interacted and he was able to set it up and get it going. He also brought casters for it and it now is easily moveable and has a functional top that will allow accurate crosscut miters. Brovo Tom!
Tommy stopped out and gave me some more material and the repaired circuit boards so now I can work on populating them and getting some more to in the field testing.
Rich and I went through some of the soldering equipment and I pulled two sets out to take home to use and see what is better. I also set up a iron stand on the bench and used it to work on one of the new boards today. It was nice to have an iron that heats up in about 30 seconds and has a fine tip that matches the small foil junctions that I need to work on.
As things were winding down Dan said to grab the camera and for the other guys to grab a shovel and come down to twin bridges and everyone to do 10 minutes of shoveling for Bob K. Bob has been working on block laying for months and it seems to be never ending for him. There were a number of pallets of block newly delivered in the infield area when we arrived this morning. I got some good photos and Bob got some help with the digging part.
Saturday, September 18, 2010
Sunday, September 12, 2010
The weekend is over.
When we arrived on Saturday Rich had a job he wanted to get busy on - cleaning out the shop building. He marshalled several folks and they removed everything from the middle of the building and cleaned up the floor. Then they brought back the necessary stuff - tools and equipment and got rid of the junk that had accumulated. Using the pallet jack they moved everything including the safe! The new arrangement makes the room seem almost spacious.
I started to replace the lights in the crossing signals with the new Lambertian LEDs that I had made into assemblies this last week at home. They mount to the back of the light boxes and have not only a brilliant white light but they have about 170 degrees of dispersion. The only problem is getting them to stay in position until the glue sets. I found that the light boxes rotated so I could place the assemblies on the back of the light boxes and gravity would keep the part in position. The drying time is about three or so hours so it took a long time to get the pieces bonded. Then the question was are they bright enough and I asked several members to give me their opinion. I believe the brightness value where they are set is slightly on the dim side but they are useable the way that they are. Rich later told me he would like to see them brighter so I will have to alter their dropping resistors but this is not too difficult. As the LEDs are made into an assembly with the dropping resistor they become more like a 12V polarized lamp than an LED so I have to modify the driving circuit board as it is set up for the old LEDs. I did not have time today to finish the changes, I set the LEDs to simply come on if a train is coming and the flashing will have to wait for another week. One LEDs glue had not set so I could not connect it or rotate the housing back to vertical as the assembly would move out of place by gravity so I had to leave it open and horizontal.
I am working on a bell circuit for the crossing as well. I have a bell circuit that I got from a railroad club in England that uses a doorbell and uses a flip flop to ring it at about a ding every half-second or so. I started working on another interface board to use the existing flip-flop board as a source and trigger a couple of relays to flash the LEDs and an interface circuit to ring the bell on a small perfboard. I am using a new type of relay that is polarized as it has a diode built-in so it directly interfaces with solid state devices and, of course, I got the polarity of the circuit backwards so I had to troubleshoot the new interface board all Sunday afternoon.
Rich stopped by to say that he was out for a drive with Cathy and they came over to the track. While they were there they whitnessed an accident that took out the power to the 1" carbarn so next Saturday we have an AC repair instore first thing.
I started to replace the lights in the crossing signals with the new Lambertian LEDs that I had made into assemblies this last week at home. They mount to the back of the light boxes and have not only a brilliant white light but they have about 170 degrees of dispersion. The only problem is getting them to stay in position until the glue sets. I found that the light boxes rotated so I could place the assemblies on the back of the light boxes and gravity would keep the part in position. The drying time is about three or so hours so it took a long time to get the pieces bonded. Then the question was are they bright enough and I asked several members to give me their opinion. I believe the brightness value where they are set is slightly on the dim side but they are useable the way that they are. Rich later told me he would like to see them brighter so I will have to alter their dropping resistors but this is not too difficult. As the LEDs are made into an assembly with the dropping resistor they become more like a 12V polarized lamp than an LED so I have to modify the driving circuit board as it is set up for the old LEDs. I did not have time today to finish the changes, I set the LEDs to simply come on if a train is coming and the flashing will have to wait for another week. One LEDs glue had not set so I could not connect it or rotate the housing back to vertical as the assembly would move out of place by gravity so I had to leave it open and horizontal.
I am working on a bell circuit for the crossing as well. I have a bell circuit that I got from a railroad club in England that uses a doorbell and uses a flip flop to ring it at about a ding every half-second or so. I started working on another interface board to use the existing flip-flop board as a source and trigger a couple of relays to flash the LEDs and an interface circuit to ring the bell on a small perfboard. I am using a new type of relay that is polarized as it has a diode built-in so it directly interfaces with solid state devices and, of course, I got the polarity of the circuit backwards so I had to troubleshoot the new interface board all Sunday afternoon.
Rich stopped by to say that he was out for a drive with Cathy and they came over to the track. While they were there they whitnessed an accident that took out the power to the 1" carbarn so next Saturday we have an AC repair instore first thing.
Monday, September 6, 2010
Crossing Signal Related Items
The crossing signals were made with plastic shades on the lens assemblies. They have taken the worse for wear and have several cracks and some chips out of them as well. I have traced the shades on aluminum flashing stock that I found at the track and I intend to make aluminum replacements for the existing shades.
Saturday 9-5
This was my day to work on the crossing lights. I am trying to clean up the installation and convert it over to a solid state system. The existing system was little understoood at the track and was undocumented. I started by drawing out the layout last weekend and after adding to it what I thought the new system should be wired like, I proceeded to get the parts needed to change it over to a more modular systemk and group all of the electronics inside the building and just have the displays out on the poles. I also want to add a bell for notifying the pedestrians when a train is comming. I looked into electronic modulkes to sysenthisize the bell sound and ordered a kit to do so. When the kit arrived, it was not as I had expected. Several companies advertise a sound board that makes several railroad sounds including a crossing bell. The illustrations and circuit descriptions all memtioned a COB (chip-on-board) technology for the sound generation and several solder pads to wire switches for selecting the sound desired. I finally ordered a kit from a Canadian company that claimed it produced 3 railroad sounds. When it arrived I found that the kit did not have more than one switch! I was at a loss as to how you select the sound that you want but I put it together to see just how it went together and provided the sounds. The directions were in Asian/English and did not read well. I made the two boards up and noted that either 12V or 3V could power the board. I hooked up the 12V and listened to the speaker and nothing recognizable came from it. Sort of a high-pitched dqueeling sound emenated from the loudspeaker. I first checked over all my instructiuons and traced the board to see if I left something out or had a solder bridge on the board but to no avail.
At this point, I called the company and left a voice mail explaining that I was unhappy with the kits, so far, and why I was unhappy. I then went back to trouble shooting and found that the author had mentioned that the power supply for the chip was critical at no more then 3VDC. There was a voltage devider to provide the three volts if you used 12 volts. I got out the trusty meter and found that the 3 volt point was above three and decided to put in a potentiometer so I could adjust the voltage to get the critical 3 volts for the chip. I also wondered if the audio amplifier transistor was shorted or damaged during the assembly process. I replaced the transistor and and as I turned the control up and down, I was able to get a faintly remotely sounding locomotive chugging as well as sort of a bell ringing sound out of the speaker. When I got the return E-mail form Q-Kits about the board, they comfirmed thatg this kit simply simply provided three railroad sound sequentially in a loop. They also mentioned that the 3VDC is critical and the speaker only work properly when the circuit is run on 3VDC and not 12VDC! In fact, they show the board being used without the output resistor and have the signal connected to a power amplifier.I am having hard time with an electronic bell for the grade crossing in the first place and apparently this boards will not work for anything at the track - except for a souvenier perhaps.
I started looking at mechanical bells as an offshoot of my curosity about the light and bell frequency. I understand the railroad mechanical bells had a motor driven clapper that rotated at a fairly slow speed as the bells were about a second apart. I remembered fire alarm and burglar alarm bells featured mechanical clappers and wondered if they had spec sheets that mentioned frequency but alas the only frequency talked about for burglar alarm or fire alarms is a rapid ringing causing an annoying sound to drive people avay frim the area being protected. I am looking for a slower, perhaps more melodic, sound from a clear bell. The bell should be between four and eight inches for the right pitch. but getting a ringer at the right frequency may take a little more legwork. I could order a bell and remove the factory ringer and add small motor of about 6 to 10 RPM and hang a clapper from its shaft and that should get me the authentic crossing bell sound.
I finally removed the old wiring and circuit boards that were damaged and prepared the area for the new wires. I drew up two different schematics of the system and had to make a choice. After the first version I realized there was no compelling reason to wire it that way again. I then startd out with a white sheet of paper and drew it as I would have designed it for the most part and added in shorting out the leads external to the building when it is not activated so as to lessen the chance of a weather related outage. With the two leads shorted to each other and ground, The differential voltage should be close to nil and hopefully any potential would get shunted to ground before it could get into our components.
Of course, the plastic sunshades are getting worn and need replacement. I have added that to my projrct list and have some aluminum roofing flashing and have cut several pieces to the general size and now I have to shape them and paint them grayish black so they look authentic, Fred Wright offered to help me with the target's shades and their mounting on the units.
I reburried the cables by the Grelson building and the old car barn so it looks much better again.
On Sunday I came back with Tom Prescott and hoped to finish up the work on the crossing signals but it seems something kept going wrong, One of the LEDs has gone out for some reason and one on the control card has as well. I tried replacing the oscillator chip that contains the drivers transistors but it did not fix the issues. I also tested the LEDS to see what current made them bright enough for actual use and discovered that I have to raise the current flow to 25% above the existing limit to get bright enough display. Tommy thinks the LEDs spectrum may also be a problem in that the light frequency is being selected by the red lens which makes it appear dim. Therefore, I have a quandry. Should I raise the current to the LEDs because the supply is off half the time? Should I look for another LED that has much brighter output? Should I look at different output device such as an incandescent lamp again?
I decided to try the higher output LEDs that All Electronics has for sale that can use 10 times the current and mounts on a flat surface so I can put them on the back of the light box and it gives the light a chance to spread out before hitting the red lens. The 555 chip says it has a current rating of 1000ma and the new LEDs are up to 300 ma so two LEDs should work OK.
At this point, I called the company and left a voice mail explaining that I was unhappy with the kits, so far, and why I was unhappy. I then went back to trouble shooting and found that the author had mentioned that the power supply for the chip was critical at no more then 3VDC. There was a voltage devider to provide the three volts if you used 12 volts. I got out the trusty meter and found that the 3 volt point was above three and decided to put in a potentiometer so I could adjust the voltage to get the critical 3 volts for the chip. I also wondered if the audio amplifier transistor was shorted or damaged during the assembly process. I replaced the transistor and and as I turned the control up and down, I was able to get a faintly remotely sounding locomotive chugging as well as sort of a bell ringing sound out of the speaker. When I got the return E-mail form Q-Kits about the board, they comfirmed thatg this kit simply simply provided three railroad sound sequentially in a loop. They also mentioned that the 3VDC is critical and the speaker only work properly when the circuit is run on 3VDC and not 12VDC! In fact, they show the board being used without the output resistor and have the signal connected to a power amplifier.I am having hard time with an electronic bell for the grade crossing in the first place and apparently this boards will not work for anything at the track - except for a souvenier perhaps.
I started looking at mechanical bells as an offshoot of my curosity about the light and bell frequency. I understand the railroad mechanical bells had a motor driven clapper that rotated at a fairly slow speed as the bells were about a second apart. I remembered fire alarm and burglar alarm bells featured mechanical clappers and wondered if they had spec sheets that mentioned frequency but alas the only frequency talked about for burglar alarm or fire alarms is a rapid ringing causing an annoying sound to drive people avay frim the area being protected. I am looking for a slower, perhaps more melodic, sound from a clear bell. The bell should be between four and eight inches for the right pitch. but getting a ringer at the right frequency may take a little more legwork. I could order a bell and remove the factory ringer and add small motor of about 6 to 10 RPM and hang a clapper from its shaft and that should get me the authentic crossing bell sound.
I finally removed the old wiring and circuit boards that were damaged and prepared the area for the new wires. I drew up two different schematics of the system and had to make a choice. After the first version I realized there was no compelling reason to wire it that way again. I then startd out with a white sheet of paper and drew it as I would have designed it for the most part and added in shorting out the leads external to the building when it is not activated so as to lessen the chance of a weather related outage. With the two leads shorted to each other and ground, The differential voltage should be close to nil and hopefully any potential would get shunted to ground before it could get into our components.
Of course, the plastic sunshades are getting worn and need replacement. I have added that to my projrct list and have some aluminum roofing flashing and have cut several pieces to the general size and now I have to shape them and paint them grayish black so they look authentic, Fred Wright offered to help me with the target's shades and their mounting on the units.
I reburried the cables by the Grelson building and the old car barn so it looks much better again.
On Sunday I came back with Tom Prescott and hoped to finish up the work on the crossing signals but it seems something kept going wrong, One of the LEDs has gone out for some reason and one on the control card has as well. I tried replacing the oscillator chip that contains the drivers transistors but it did not fix the issues. I also tested the LEDS to see what current made them bright enough for actual use and discovered that I have to raise the current flow to 25% above the existing limit to get bright enough display. Tommy thinks the LEDs spectrum may also be a problem in that the light frequency is being selected by the red lens which makes it appear dim. Therefore, I have a quandry. Should I raise the current to the LEDs because the supply is off half the time? Should I look for another LED that has much brighter output? Should I look at different output device such as an incandescent lamp again?
I decided to try the higher output LEDs that All Electronics has for sale that can use 10 times the current and mounts on a flat surface so I can put them on the back of the light box and it gives the light a chance to spread out before hitting the red lens. The 555 chip says it has a current rating of 1000ma and the new LEDs are up to 300 ma so two LEDs should work OK.
Tuesday, August 31, 2010
Weekly work
During the recent weeks I have been spending my time improving the Website and working on making the circuit boards for the semaphores. The key to the new design is that it has to fit easily into the semaphore box and the cable plug into the board to make it easy to sevice. We wanted to make it as a module to anyone could service a malfunctioning signal by swapping modules and getting the signal back up in just 2 or 3 minutes. The design is being fact checked for all of the components and the schematic is being compared to the board layout over and over to ensure the correctness of the drawings. I just descovered that the silkscreen was mirror imaged for the transistors so I found an error that was not obvious as the accompanying text was correct. Its these small things that keep you on your toes.
Recently we had to list two obits on our Website as two members died during a single week. Paul Allen and Roger M. Johnson both died and they were long time members. I got the info for their funerals and provided it on our Website. I also looked for photos with the members and I did find about 30 of Paul Allen so I did a slide show for members to reflect on his work at the track and remember him. After speaking to Dan I created a new page on the Website featuring members that have passed on called Commemoration which I hope helps members feel a connection and appreciation of the members.
Recently we had to list two obits on our Website as two members died during a single week. Paul Allen and Roger M. Johnson both died and they were long time members. I got the info for their funerals and provided it on our Website. I also looked for photos with the members and I did find about 30 of Paul Allen so I did a slide show for members to reflect on his work at the track and remember him. After speaking to Dan I created a new page on the Website featuring members that have passed on called Commemoration which I hope helps members feel a connection and appreciation of the members.
Aug 29-30 Weekend
Rich and I got there a little after 9AM. We started checking the signals after getting out the Burlington 4180. We found that most of the 1.5" route working well. We did find that the track under twin bridges had some bond wire problems. We checked the inch route and found most signals working OK. We repaired as much as we could.
I started removing the control board from the other crossing signal and it was very corroded and had shorted transistors as well as the first board. I diagramed the wiring. I had traced the wires in the ground last weekend and removed the corssing signal from its base to follow the wiring from the ground into the pole base.
It turns out the signals are wired in an unorthodox manner and after diagraming the inside building wiring I realized that it should be rewired. Also it occured to me that a crossing bell should be added and talked to Rich about adding an outdoor speaker and using an electronic crossing bell circuit to the installation while we are repairing it.
I have ordered replacement circuit boards for the crossing lights that use LEDs instead of the lamps we presently are wired for. The boards arrived and I have assembled them. A call to Tommy scored a set of red 10mm LEDs - two for each signal to replace the auto tail lamps presently used. I am wiring them to new wire to snake through the signal arms to the base and connect to the new circuit boards. After talking to Rich we decided that maybe we should relocate the flasher modules to the building to cut down on corrosion and make it more easily serviceable. We can mount the circuits on the wall next to the track detector and just run the connections for the LEDs to the crossing signals. We will put the sound board next to the flashers so it will be all together and easy to fix near our workbench.
I am waiting for the bell cards to arrive. The cards will be put on the crossing light area and the other into the clubs F7 for a bell. I thought I might as well order two and put them together as the postage is the big factor in getting them.
Rich and I have talked and we decided to mainly work on getting the club equipment - locos and cars patched up during the meet. We have spent our time working on signals so much that we have not been keeping up with the wear and tear on the equipment.
Sunday was a Public Run Day for the club and I got started just before 11AM. I usually work as Stationmaster loading the trains and greeting the guests. Lately I have been working as a Conductor on the trains as we seem to lack people that are willing to do this task. Today I worked for three different engineers and got in about 20 rides on the system. My final run was at about 3:00 and I got my camera and started to photograph folks and video them for the next hour then I was called back to work as a conductor on Stuart's train. I did have three ries and the last one I took video as we went along and came up with a nice video that really gives you the experience of riding our trains. Goto http://stcroixrr.org/ to see the videos and photos that I have done. I had lunch at the SCRR and I have to admit we have a good food service operation. The mushroom swiss hamburger with sauted mushrooms and onions is a super deal and has a fantastic taste. Our chef is Jack Anderson and he really loves to cook good food.
I started removing the control board from the other crossing signal and it was very corroded and had shorted transistors as well as the first board. I diagramed the wiring. I had traced the wires in the ground last weekend and removed the corssing signal from its base to follow the wiring from the ground into the pole base.
It turns out the signals are wired in an unorthodox manner and after diagraming the inside building wiring I realized that it should be rewired. Also it occured to me that a crossing bell should be added and talked to Rich about adding an outdoor speaker and using an electronic crossing bell circuit to the installation while we are repairing it.
I have ordered replacement circuit boards for the crossing lights that use LEDs instead of the lamps we presently are wired for. The boards arrived and I have assembled them. A call to Tommy scored a set of red 10mm LEDs - two for each signal to replace the auto tail lamps presently used. I am wiring them to new wire to snake through the signal arms to the base and connect to the new circuit boards. After talking to Rich we decided that maybe we should relocate the flasher modules to the building to cut down on corrosion and make it more easily serviceable. We can mount the circuits on the wall next to the track detector and just run the connections for the LEDs to the crossing signals. We will put the sound board next to the flashers so it will be all together and easy to fix near our workbench.
I am waiting for the bell cards to arrive. The cards will be put on the crossing light area and the other into the clubs F7 for a bell. I thought I might as well order two and put them together as the postage is the big factor in getting them.
Rich and I have talked and we decided to mainly work on getting the club equipment - locos and cars patched up during the meet. We have spent our time working on signals so much that we have not been keeping up with the wear and tear on the equipment.
Sunday was a Public Run Day for the club and I got started just before 11AM. I usually work as Stationmaster loading the trains and greeting the guests. Lately I have been working as a Conductor on the trains as we seem to lack people that are willing to do this task. Today I worked for three different engineers and got in about 20 rides on the system. My final run was at about 3:00 and I got my camera and started to photograph folks and video them for the next hour then I was called back to work as a conductor on Stuart's train. I did have three ries and the last one I took video as we went along and came up with a nice video that really gives you the experience of riding our trains. Goto http://stcroixrr.org/ to see the videos and photos that I have done. I had lunch at the SCRR and I have to admit we have a good food service operation. The mushroom swiss hamburger with sauted mushrooms and onions is a super deal and has a fantastic taste. Our chef is Jack Anderson and he really loves to cook good food.
Monday, August 16, 2010
Choo Choo Bob's Run Day - A special day!
It turns out, today we had a group who came to the track from signing up at Choo Choo Bob's Hobby Shop in St. Paul. Bob is a likeable fellow that really likes trains. Not only has he the shop but he also has a TV program about trains as well! Today as we were setting up in the depot area for running the trains I was asked if I had my camera available and to get it and get ready for an award presentation. I was thinking what had I done that they were about to give me another award? Turns out it was for Choo Choo Bob and I was just a photographer for the event. Darn.
The club had made up a placque that essentially reads that Choo Choo Bob is a "diamond" friend to the SCRR for his work promoting us to train fans. He has asked and gotten exhibits to place in his store to show people what kind of place we are and talked about us several times and encouraged people to join our organization. He is truly a good friend and benefactor. We wanted to signify that spirit and feeling for him by giving him something tangible. Our best wishes are nice but an award placque means we took the trouble to recognize his contributiuons and we appreciate them. I took several photos of Choo Choo Bob and Dan Bissonnette (our President) passing the placque and shaking hands over it.
I started as stationmaster with Dan and we got the ball rolling almost immediately. The rail fans were filling in the waiting line and we had trains ready so off we went. The folks who come to these events a more of the kind of people that we want to have as members. They love trains and do not realize that they cn be a part of SCRR and get to operate trains for very little money. I decided to try a different tactic to get people interested in membership. When I coould sense someones interest I would say "You really should consider joining." Usually the reply was "I can't afford it." I then would say all you need is about $7 a month to join as a member. I go on to point out they can then come out during the week as well as the weekends and after training can use the club equipment for free. They then feel it is too good a deal and it is hard to pass up. I suggest they get an application which has our contact information and talk to the Club President Dan if they want to follow it up. I talked to about eight people who seemed really interested so we will see if any do go on to become members.
One thing I do with this kind of group is give a narrated tour while we are on the train. I point out the buildings and some info about each on and explain what the signals mean and what the buttons do and that we have rules and operating standards. Since they are captive on the train it is a chance to "fan the flames" and get the people interested in considering membership.
After my last ride at 3PM, I got lunch then I took my camera and started getting as many photos of the group activities as I could. I switched to taking movies and got several train runs up to Summit on film. I told the folks on the trains that I should have a video on YouTube on Tuesday at the earliest so they can see themselves on TV! I think many of the people will really enjoy seeing their trips on the computer screen with their family and friends.
After being asked to step in on a phone call from a lost driver, I realized that we needed a sheet to help phone answerers so they have a clear message to help guide lost drivers to the location. There were three scenarios that I could readily come up with. The driver either got off of CTH F on Cove Road and simply went past our road and went to the end of South Cove Road and wound up at the boat launch landing. The driver turned wrong at the stop sign and went into Troy Burne or they missed the Cove Road turnoff on CTH F or had not got to it yet so we had to talk them to Troy Burne and Cove Road. Other than for those scenarios they had to go back to Hudson and come back down CTH F about 4 miles and and look for the South Cove Road. So I wrote it up in large type on a single sheet and I will hang it above the phone so others can help prople who are lost and call the track phone.
It also dawned on me that most of the members do not know the firestop number for emergency services of the location so if they are using a cell phone they do not know how to tell 911 where they are. I wrote up another sheet in large type with our location and firestop number and I will ut that over the building phone as well.
I spoke to Tommy at the track and we discussed the semaphore circuitry face to face and we refined his expectations and we discussed not having a display board as we presently do, to simplify things. Having all circuitry on one board and just having a single connector on the card for the pedestal wire to the wiring box below. Then he gave me three tomatos from his garden.
When I got finished at the trach with the movies I met a couple of folks that had gotten there late and I encourage the gentleman to come closer to the trains is he wanted to get closeup photos. His wife said he was a train nut and he had a train room at home and loved to spend his time there. I told him I coul give him a tour of the roundhouse if he and his wfe wanted to go and he eagerly wanted to go.
We come in the front door and the first steamer he started taking photos - about 10 and then the second many more so his wife said he couldn't take so many pictures as there were at least 40 more trains to see. I started uncovering locomotives and he snapped photos over and over and after about an hour we finished up with me pointing out detail work on locomotives and trucks which he dutifully photographed. His wife said I had made this the best day in his life so far!
It's after 2:30 AM so I think it is time to call this a wrap for the night.
The club had made up a placque that essentially reads that Choo Choo Bob is a "diamond" friend to the SCRR for his work promoting us to train fans. He has asked and gotten exhibits to place in his store to show people what kind of place we are and talked about us several times and encouraged people to join our organization. He is truly a good friend and benefactor. We wanted to signify that spirit and feeling for him by giving him something tangible. Our best wishes are nice but an award placque means we took the trouble to recognize his contributiuons and we appreciate them. I took several photos of Choo Choo Bob and Dan Bissonnette (our President) passing the placque and shaking hands over it.
I started as stationmaster with Dan and we got the ball rolling almost immediately. The rail fans were filling in the waiting line and we had trains ready so off we went. The folks who come to these events a more of the kind of people that we want to have as members. They love trains and do not realize that they cn be a part of SCRR and get to operate trains for very little money. I decided to try a different tactic to get people interested in membership. When I coould sense someones interest I would say "You really should consider joining." Usually the reply was "I can't afford it." I then would say all you need is about $7 a month to join as a member. I go on to point out they can then come out during the week as well as the weekends and after training can use the club equipment for free. They then feel it is too good a deal and it is hard to pass up. I suggest they get an application which has our contact information and talk to the Club President Dan if they want to follow it up. I talked to about eight people who seemed really interested so we will see if any do go on to become members.
One thing I do with this kind of group is give a narrated tour while we are on the train. I point out the buildings and some info about each on and explain what the signals mean and what the buttons do and that we have rules and operating standards. Since they are captive on the train it is a chance to "fan the flames" and get the people interested in considering membership.
After my last ride at 3PM, I got lunch then I took my camera and started getting as many photos of the group activities as I could. I switched to taking movies and got several train runs up to Summit on film. I told the folks on the trains that I should have a video on YouTube on Tuesday at the earliest so they can see themselves on TV! I think many of the people will really enjoy seeing their trips on the computer screen with their family and friends.
After being asked to step in on a phone call from a lost driver, I realized that we needed a sheet to help phone answerers so they have a clear message to help guide lost drivers to the location. There were three scenarios that I could readily come up with. The driver either got off of CTH F on Cove Road and simply went past our road and went to the end of South Cove Road and wound up at the boat launch landing. The driver turned wrong at the stop sign and went into Troy Burne or they missed the Cove Road turnoff on CTH F or had not got to it yet so we had to talk them to Troy Burne and Cove Road. Other than for those scenarios they had to go back to Hudson and come back down CTH F about 4 miles and and look for the South Cove Road. So I wrote it up in large type on a single sheet and I will hang it above the phone so others can help prople who are lost and call the track phone.
It also dawned on me that most of the members do not know the firestop number for emergency services of the location so if they are using a cell phone they do not know how to tell 911 where they are. I wrote up another sheet in large type with our location and firestop number and I will ut that over the building phone as well.
I spoke to Tommy at the track and we discussed the semaphore circuitry face to face and we refined his expectations and we discussed not having a display board as we presently do, to simplify things. Having all circuitry on one board and just having a single connector on the card for the pedestal wire to the wiring box below. Then he gave me three tomatos from his garden.
When I got finished at the trach with the movies I met a couple of folks that had gotten there late and I encourage the gentleman to come closer to the trains is he wanted to get closeup photos. His wife said he was a train nut and he had a train room at home and loved to spend his time there. I told him I coul give him a tour of the roundhouse if he and his wfe wanted to go and he eagerly wanted to go.
We come in the front door and the first steamer he started taking photos - about 10 and then the second many more so his wife said he couldn't take so many pictures as there were at least 40 more trains to see. I started uncovering locomotives and he snapped photos over and over and after about an hour we finished up with me pointing out detail work on locomotives and trucks which he dutifully photographed. His wife said I had made this the best day in his life so far!
It's after 2:30 AM so I think it is time to call this a wrap for the night.
Saturday, August 14, 2010
8/14 Saturday
Today was a long day filled with trains and repairs. We arrived and found Chuck Park had arrived from South Dakota with sons and his friend. They brought an assortment of locomotives and cars that are beautiful.
First we wanted to inspect the condition of the inch and a half rails so we went around using Rich's Burlington locomotive and a work train and in the process found many signals not working. We were able to get some of them repaired but decided we needed to check out the inch line as well as the scope of the problem was not yet understood.
We wanted to see the inch line's condition as well. We got out the Club F7 and assembled a work train. Starting off we found the first signal not functioning then another and another. The storms during the week zapped about 20 signals so we had to replace the integrated circuits that sense the track and perform the logic to operate the signals. Don asked us to check the turnout at summit again as he had worked on it again and we found that it appeared to work fairly well. We did have a derailment but we determined that the car was not properly loaded so we gave the turnout a pass. We talked about it and decided to split up and I would do the inch line with Bob and Rich would take the inch and a half.
We decided to start working on the signals right off and dug out all of the spare chips we had and started off with out tools and work train. The idea was to put the train at Summit on the siding and work on signals that were malfunctioning in that area first. After the signal at Summit being repaired we decided to split up and we sent Bob off to disassemble signals that were malfunctioning so we could repair them faster. I started working my way back down the track checking and repairing as I went. I met Bob coming down the hill the other way and we walked together fixing signals and Bob keeping an eye out for trains and assisting me.
When it was time for lunch we had repaired many signals and still there were a few more to go. We talked with the guys and then back up the hill, this time on foot. We started back up fixing and testing and finally used up all of the ICs that we had. We did get it mostly working so tomorrow on Choo Choo Bob's run day the equipment should be working fairly well.
First we wanted to inspect the condition of the inch and a half rails so we went around using Rich's Burlington locomotive and a work train and in the process found many signals not working. We were able to get some of them repaired but decided we needed to check out the inch line as well as the scope of the problem was not yet understood.
We wanted to see the inch line's condition as well. We got out the Club F7 and assembled a work train. Starting off we found the first signal not functioning then another and another. The storms during the week zapped about 20 signals so we had to replace the integrated circuits that sense the track and perform the logic to operate the signals. Don asked us to check the turnout at summit again as he had worked on it again and we found that it appeared to work fairly well. We did have a derailment but we determined that the car was not properly loaded so we gave the turnout a pass. We talked about it and decided to split up and I would do the inch line with Bob and Rich would take the inch and a half.
We decided to start working on the signals right off and dug out all of the spare chips we had and started off with out tools and work train. The idea was to put the train at Summit on the siding and work on signals that were malfunctioning in that area first. After the signal at Summit being repaired we decided to split up and we sent Bob off to disassemble signals that were malfunctioning so we could repair them faster. I started working my way back down the track checking and repairing as I went. I met Bob coming down the hill the other way and we walked together fixing signals and Bob keeping an eye out for trains and assisting me.
When it was time for lunch we had repaired many signals and still there were a few more to go. We talked with the guys and then back up the hill, this time on foot. We started back up fixing and testing and finally used up all of the ICs that we had. We did get it mostly working so tomorrow on Choo Choo Bob's run day the equipment should be working fairly well.
Monday, August 9, 2010
8/7/2010 Work Day
The SCRR gained another block in its signal system on the 1.5 inch line. Rich, Bob and I went back into Pine Grove and broke the block on the inner loop about 300 feet from the tunnel and added another pair of signals. The reason to add blocks is to give an engineer a green (or yellow) light sooner to speed up operations. The process is that we cut the rail to enlarge a gap between rails so we can isolate the electric signals. We also break the trackside cable that carries the power and the signals forward and backward to other semaphores. We wire a connection box at ground level and route the wiring into the new box. Then we add the semaphore connections to the terminals and finally test the system to ensure the signal is working correctly and sending and receiving correctly to the other semaphores. Finally we attach the semaphore, add a few mothballs to the box to keep out the ants and button it all up. Usually takes about two hours or so to install a new semaphore if everything goes as expected.
We then tested the one inch line to see if the club diesel could operate through the Summit turnout that Don and Dan had worked on last week and had a piece replaced during the week. I am happy to report that it worked flawlessly.
We then tested the one inch line to see if the club diesel could operate through the Summit turnout that Don and Dan had worked on last week and had a piece replaced during the week. I am happy to report that it worked flawlessly.
Sunday, August 1, 2010
Work Day 7/31
Bob came along today with Richard and we got out to the track at the usual time. Jack arrived so today we started with checking out the locomotives. Doug's A-B-A set had been accidentally left on last weekend so they had run the batteries down in one of the units. The others seemed OK which means either the unit has a problem or the charger that was connected to it is bad. We decided to remove the shell and connect to the batteries with other chargers to see if the batteries would recover today while we were at the track. We checked out the 1 inch club loco and set up a work train to get going on replacing two of the semaphores with new style ones. First we wanted to take a run over the rails to see if things were working as they should. We found several places where Don and Dan had been working on the track and had improved the track and the roadbed. We ran back to the station and picked up our tools and equipment and went to the work site. We opted to replace two signals close to each other so we could work within sight and conversation range. Malfunction Junction turned out to be ideal so we set up there. Jack and Rich started on the signal at the end of the downhill trestle and I worked on the second signal in the up bound direction. We finished up with the conversion at the noon hour and after the dinner bell sounded we headed back to the station and the picnic area.
When we went past Summit we derailed at the turnout just past the trestle. After getting the train back on the track the second car came off the rails and the lead truck came off the car so we pulled the car off the train and agreed to repair it after lunch.
When we went past Summit we derailed at the turnout just past the trestle. After getting the train back on the track the second car came off the rails and the lead truck came off the car so we pulled the car off the train and agreed to repair it after lunch.
Monday, July 26, 2010
Public Run Day
Sunday I went over to help out on Public Run Day. Walt was there and several trains were being made up on the inch and a half line. Don and Stewart were getting their trains ready on the inch side so it was all falling into place. I talked with Walt and we seemed to have it all well in hand. Tom Prescott was there and had his train out. He told me he was parking his locos and was going to be conductor for someone else and it turned out after a few hours I was working as an conductor as well. After the first few hours the standing in the sun gets to be old. The temperature was 84 in the shade and I had to keep hydrating. When I was told we were short of conductors, I volunteered and the chance to ride with the moving air was appreciated.
During the early runs 500 had the compressor car come off the track. The car has a seat bolted in the wrong place so if an adult and child sit in the car with the adult behind, the car can derail as the second seat is back up against the compressor. This puts the weight on top of the rear truck and if the rider leans back it raises the front coupler and the car derails. IT tore up a few feet of track as well so they did a crossover back by Wellington so the trains did not use the Welling Tunnel and pass the damaged track. It made the trip 1/2 as long so they went around twice for the riders until the track was repaired and opened again.
My first time around as conductor someone apparently operated the turnout on the roundhouse lead as the conductor's car came off the track just past where bad track section was repaired. Tommy and Bob Bump were working on the damaged section replacing ties etc. and they do an excellent job. It seems that someone just pushed a remote button while our train was just about clear of the turnout but not quite. After Bill got the car back on the rails we were adventure-free for the rest of the afternoon.
About 3:30 Tommy came up to the station and asked if I wanted a break. I readily agreed and went over to the concessions area and got some lunch. Jack made me a mushroom and swiss burger with fried onions which was really great. When I went back to the station area the inch and a half was done with rides so I got my stuff and headed down to the lower lot area. I noticed that there were still quite a few folks in riding line so I got my camera out and started to take pictures and movies of the groups on the inch line. I spent about an hour with the visuals and then said my goodbys and headed home.
When I got home I showed my pictures and movies to Cindy and Michael and then felt quite tired as it was a full day. I wrote up some of Saturday on the Blog and then it was time to start cooking dinner.
During the early runs 500 had the compressor car come off the track. The car has a seat bolted in the wrong place so if an adult and child sit in the car with the adult behind, the car can derail as the second seat is back up against the compressor. This puts the weight on top of the rear truck and if the rider leans back it raises the front coupler and the car derails. IT tore up a few feet of track as well so they did a crossover back by Wellington so the trains did not use the Welling Tunnel and pass the damaged track. It made the trip 1/2 as long so they went around twice for the riders until the track was repaired and opened again.
My first time around as conductor someone apparently operated the turnout on the roundhouse lead as the conductor's car came off the track just past where bad track section was repaired. Tommy and Bob Bump were working on the damaged section replacing ties etc. and they do an excellent job. It seems that someone just pushed a remote button while our train was just about clear of the turnout but not quite. After Bill got the car back on the rails we were adventure-free for the rest of the afternoon.
About 3:30 Tommy came up to the station and asked if I wanted a break. I readily agreed and went over to the concessions area and got some lunch. Jack made me a mushroom and swiss burger with fried onions which was really great. When I went back to the station area the inch and a half was done with rides so I got my stuff and headed down to the lower lot area. I noticed that there were still quite a few folks in riding line so I got my camera out and started to take pictures and movies of the groups on the inch line. I spent about an hour with the visuals and then said my goodbys and headed home.
When I got home I showed my pictures and movies to Cindy and Michael and then felt quite tired as it was a full day. I wrote up some of Saturday on the Blog and then it was time to start cooking dinner.
Sunday, July 25, 2010
7/25/2010 Work Day
We arrived and Rich started out describing what he wanted to do today. First was to check the inch and a half line for signal problems, the inch and finally install a new block near the roundhouse. We had rain Friday evening into Saturday morning and the ground was somewhat mushy in some areas. The roadbed was firm but some of the areas alongside the trackbed were squishy when you walked on them and there was some standing water. 1280 was brought out of the roundhouse with some riding cars and we discovered that the North side had considerable problems where the track was the wettest. Not only had the dirt washed down the hillsides but the track joints were not conducting well where the new track had been laid a few years ago. This is a common problem that the joints work very well when new (electrically) but as they age the resistance goes up and they need bond wires across the joints to ensure connectivity. Tommy had purchased stainless-steel tie wire used to secure pins and nuts on equipment subject to vibration for us to try in place of the aluminum bond wire we had been using. The only drawback so far is the stiffness of the wire so it is harder to shape into form for the bond.
We started by the roundhouse and put the new signal block up. The block requires a new semaphore and base box which contains two terminal strips - one for each head going in each direction. After getting Jack started with adding the track sensor connections, I went down to the North end by Twin Bridges and started adding bond wires. I had to drill quite a few holes and preform the bond wires. Of course some of the screws had to breakoff whil installing the screws in the track so it slowed me down a bit. I did get done at lunch time with about 16 locations and after being out in the sun while it is in the high 80s. We had lunch and I got a chance to talk to Fred for a while about his writing. I am trying to encourage him to write some of his tips and construction information for building his locomotives. I am a fan of his Shay as well as Trish locomotives as I love his construction techniques and details. Fred just has a gift for mechanical construction. I set him straight that he owns the rights to any story he has written unless it was covered by a contract and there was a quid-pro-quo as it is refered to in law. He is thinking of collecting his "Soup to Nuts"
We started by the roundhouse and put the new signal block up. The block requires a new semaphore and base box which contains two terminal strips - one for each head going in each direction. After getting Jack started with adding the track sensor connections, I went down to the North end by Twin Bridges and started adding bond wires. I had to drill quite a few holes and preform the bond wires. Of course some of the screws had to breakoff whil installing the screws in the track so it slowed me down a bit. I did get done at lunch time with about 16 locations and after being out in the sun while it is in the high 80s. We had lunch and I got a chance to talk to Fred for a while about his writing. I am trying to encourage him to write some of his tips and construction information for building his locomotives. I am a fan of his Shay as well as Trish locomotives as I love his construction techniques and details. Fred just has a gift for mechanical construction. I set him straight that he owns the rights to any story he has written unless it was covered by a contract and there was a quid-pro-quo as it is refered to in law. He is thinking of collecting his "Soup to Nuts"
Wednesday, July 21, 2010
Wednesday work day
Tom Prescott called me the other day and asked if I wanted to go over to the track on Wednesday afternoon. I agreed and we went out this afternoon. He had been asked if he would spray some weed control product on the right of ways. When we arrived Don Seybold was already working on cutting the grass and brush. Tom got his sprayer out and mixed the weed killer while I got out a locomotive and riding cars for the inch track. We met at the depot and discussed the plan of how to proceed. We hit on going around the route twice and spraying on one side then switching over to the other side when we came to the depot again. Going slow and steady we ran the route and stopped at Summit to refill the sprayer. We had to refill again at the depot and at the end of the run he refilled again and went off on foot to finish up. I walked around the property after putting the train away and picked up debris left over from the last run day. After about three hours we ended up and headed for the barn.
Saturday, July 17, 2010
Saturday work day and run day rolled into one
Rich got here as usual and we went directly to the track. We went over what he wanted to do today and Jack showed up a little later. We got out a pair of work trains so we could check the inch line rapidly as we need both main lines to be working tomorrow as we have a large group coming. Don, Dan and Stewart were already at the track when we had arrived. Don and Dan were clearing brush from the inch line and between cutting small saplings and removing vines they were well into the work day. It was expected to get into the high 90s today so we all wanted to get our work done in the morning hours before the heat of the day.
During our checking the inch line we saw Dan suddenly fall backwards and hit the stone wall and cut a gash in his forearm. Rich went over to help and took Dan to the Hudson ER to get it looked at and if he needed stitches he wanted him to be able to get them. They gave him a tetanus shot and bandaged him up.
Jack and I worked on the signals that we found malfunctioning and got them repaired by noon. We decided to break for lunch and Rich and Dan came back while we were going up to get our lunches. After lunch we measured out where a new block was going to be created in the track by the roundhouse in an area we call Glacier (because it is where the ice melts last in the Spring each year). We got the measuring tape out and measured to the center of the existing block and prepared the site for the new hardware. Jack and I removed the splice plate from a track joint and Rich brought the Saws-All so we could remove a section of the rail to create a gap at that location for the signal system. Jack did the honors and we then used the fibre-glass track splice plates to reconnect the track mechanically again. Rich then said he was told that we needed to get the track ready as some folks from the ASME (American Society of Mechanical Engineers) were coming to ride and view the facilities this afternoon. I had forgotten about it myself so we were caught unawares. I offered to get out our club diesel "4180" and Rich went to get our club F7s some riding cars. Tom got his new locos out so we had three trains ready to go in about 20 minutes. It appeared that five adults and four kids came totally, so we were readily able to handle the group.
I was able to take them on both lines so they got the full experience of the two different routes It was quite a good time as I got to pull in on the inch and a half line and transition over to the inch line and take a trip up to Summit with the same people. I narrated the trip as we went along and the kids seemed to get a real kick out of it.
During our checking the inch line we saw Dan suddenly fall backwards and hit the stone wall and cut a gash in his forearm. Rich went over to help and took Dan to the Hudson ER to get it looked at and if he needed stitches he wanted him to be able to get them. They gave him a tetanus shot and bandaged him up.
Jack and I worked on the signals that we found malfunctioning and got them repaired by noon. We decided to break for lunch and Rich and Dan came back while we were going up to get our lunches. After lunch we measured out where a new block was going to be created in the track by the roundhouse in an area we call Glacier (because it is where the ice melts last in the Spring each year). We got the measuring tape out and measured to the center of the existing block and prepared the site for the new hardware. Jack and I removed the splice plate from a track joint and Rich brought the Saws-All so we could remove a section of the rail to create a gap at that location for the signal system. Jack did the honors and we then used the fibre-glass track splice plates to reconnect the track mechanically again. Rich then said he was told that we needed to get the track ready as some folks from the ASME (American Society of Mechanical Engineers) were coming to ride and view the facilities this afternoon. I had forgotten about it myself so we were caught unawares. I offered to get out our club diesel "4180" and Rich went to get our club F7s some riding cars. Tom got his new locos out so we had three trains ready to go in about 20 minutes. It appeared that five adults and four kids came totally, so we were readily able to handle the group.
I was able to take them on both lines so they got the full experience of the two different routes It was quite a good time as I got to pull in on the inch and a half line and transition over to the inch line and take a trip up to Summit with the same people. I narrated the trip as we went along and the kids seemed to get a real kick out of it.
Sunday, July 11, 2010
July 11
Today was a private run day. Tom Prescott came by this morning and I went out to the track with him to get him in and spend some time with his new train. A few folks got there ahead of us and Bob Bump joined us as well. He remarked that his was the furthest he has driven in recent years so I told him he was doing quite well. He had wanted to bring his son out but his boy was stuck on a keyboard and could not make it he said.
The train was working quite well and Tom told me that he had not charged the train yet. We decided to run it for awhile to see how long it would run without charging and it ran for several hours. The man he got it from told him it probably needed charging because he had not charged it lately. Tom was pleasantly surprised that the train seemed peppy and was holding the charge quite well. It uses sealed gel lead acid batteries which are very durable batteries. We used to use them in security applications at the university.
Tommy and his wife showed up and while she got out her train, he sat and talked to me and showed me Chuck Hackett's semaphore head. He has the parts plastic molded and made the circuitry PCB on his Sureline mill. It had excellent resolution on the copper foil board. I hope it works out for Chuck as a commercially produced semaphore for the hobby would make it easier for railroaders who are not electrically inclined.
Tom asked Tommy about the rocking of the riding car seat and we all delved into the problem. It turns out that the seat is firmly on the platform of the riding car and it is the bolster play as well as the truck springs are too soft. Since the riding car is a one truck car, the weight of the operator is entirely on the four springs of the truck and they are compressing about 1/2 way with just his weight on the car. Tommy thinks they could be a bit firmer and this might take some of the tippyness out of the ride. Also the bolster angle could be too great so it will be looked at a day at a time.
Tom came back from a trip on the track and asked me if I wanted to go. I said sure and got to run his new train. It is fun to operate and being so large it it rode fairly smoothly. I liked the sound generator and the last owner put in a mechanical bell that has a great sound. The air horn is too loud so we are thinking about the solution to this problem. The loco actually has a horn in the sound board and we may try hooking that up again and see if it is loud enough and sounds good enough. I got to go around several times and after figuring out that the riding car was hitting a stone by Twin Bridges I removed the rock and then the trips were quiet. The car base overhangs the side of the track about 6 inches or so.
The train was working quite well and Tom told me that he had not charged the train yet. We decided to run it for awhile to see how long it would run without charging and it ran for several hours. The man he got it from told him it probably needed charging because he had not charged it lately. Tom was pleasantly surprised that the train seemed peppy and was holding the charge quite well. It uses sealed gel lead acid batteries which are very durable batteries. We used to use them in security applications at the university.
Tommy and his wife showed up and while she got out her train, he sat and talked to me and showed me Chuck Hackett's semaphore head. He has the parts plastic molded and made the circuitry PCB on his Sureline mill. It had excellent resolution on the copper foil board. I hope it works out for Chuck as a commercially produced semaphore for the hobby would make it easier for railroaders who are not electrically inclined.
Tom asked Tommy about the rocking of the riding car seat and we all delved into the problem. It turns out that the seat is firmly on the platform of the riding car and it is the bolster play as well as the truck springs are too soft. Since the riding car is a one truck car, the weight of the operator is entirely on the four springs of the truck and they are compressing about 1/2 way with just his weight on the car. Tommy thinks they could be a bit firmer and this might take some of the tippyness out of the ride. Also the bolster angle could be too great so it will be looked at a day at a time.
Saturday, July 10, 2010
Julu 10, 2010
The SCRR was showing some signs of life when we arrived a little after 9AM. We discussed what we would do today and I pulled out my multivibrator circuit to show to Rich. In the bright sunlight it did not work as well as I had hoped so I put it away and went on to other things. Rich brought out some stuff he wanted to do and the four of us, Rich, Bob, Jack and I went out to get a work train together. We were going to survey the inch line for signal problems and get a couple of the new semaphores installed on the inch line as they just needed to get done.
What is involved is that we have to remove the old semaphore and base by opening it up and removing all the wires then physically pulling the wires out of the device and then threading the wires into the new base, wiring the terminal strip, cutting and stripping the wires to fit their new places and getting them screwed down on the terminal strip. Then the semaphore head is prepared by adding lugs to the wires and marking them with colored tape to make it easier for the next maintainer. Then inserting the lugs into the terminal strip and screwing them down. Then the box is mounted to the pole and inserted into the ground and the semaphore is attached to the box and if you wired it correctly it should all work.
We did two of these changeovers and I reglued some of the light shades on a couple of more semaphores where they had fallen off. I also tried to take some pictures as well.
Bob Bump came out with us and he was able to help me several times. I am glad he decided to come out and work with us. It is always good when we get a chance to work with more people even if it is just for company.
We went back for lunch and I got to take some more pictures back at the picnic area of the people who came out today. I wanted to get a picture of Stewart but he had to run off so I will have to get it another time - he has changed so much.
After lunch we went back to work on the signals and when we were done we came back to the main area to find Tom Prescott had arrived. Dan called out to us that Tom had brought goodies and we should come and see. We put the work train away and went down to see what the commotion was about.
Tom had a new set of locos that he had just brought back from Oklahoma. They had lived in Texas but the gent brought them up to Oklahoma to save Tom part of the trip. They were detailed with the Texas Republic Railroad which appears to be a fictious road name. The set of two locos and a riding car were in the back of his pickup and I got my camera as they were about to touch SCRR track for the first time in their lives. I started taking photos while Dan, Jack, Tommy, Karol, Tom and Bob worked and watched. I switched to taking movies and after about a half hour they had it on the track. Then Tom started to go around the track and I was thrilled that it was such a great experience for everyone.
It was time to finish up for the day and so I collected my things and finished up at the SCRR. I got home and after showing the photos and movies to my wife, I started putting them together for a show and after a few hours uploaded them to YouTube and the pictures to Picassa Web Albums. Then only the Blog is yet to do...
What is involved is that we have to remove the old semaphore and base by opening it up and removing all the wires then physically pulling the wires out of the device and then threading the wires into the new base, wiring the terminal strip, cutting and stripping the wires to fit their new places and getting them screwed down on the terminal strip. Then the semaphore head is prepared by adding lugs to the wires and marking them with colored tape to make it easier for the next maintainer. Then inserting the lugs into the terminal strip and screwing them down. Then the box is mounted to the pole and inserted into the ground and the semaphore is attached to the box and if you wired it correctly it should all work.
We did two of these changeovers and I reglued some of the light shades on a couple of more semaphores where they had fallen off. I also tried to take some pictures as well.
Bob Bump came out with us and he was able to help me several times. I am glad he decided to come out and work with us. It is always good when we get a chance to work with more people even if it is just for company.
We went back for lunch and I got to take some more pictures back at the picnic area of the people who came out today. I wanted to get a picture of Stewart but he had to run off so I will have to get it another time - he has changed so much.
After lunch we went back to work on the signals and when we were done we came back to the main area to find Tom Prescott had arrived. Dan called out to us that Tom had brought goodies and we should come and see. We put the work train away and went down to see what the commotion was about.
Tom had a new set of locos that he had just brought back from Oklahoma. They had lived in Texas but the gent brought them up to Oklahoma to save Tom part of the trip. They were detailed with the Texas Republic Railroad which appears to be a fictious road name. The set of two locos and a riding car were in the back of his pickup and I got my camera as they were about to touch SCRR track for the first time in their lives. I started taking photos while Dan, Jack, Tommy, Karol, Tom and Bob worked and watched. I switched to taking movies and after about a half hour they had it on the track. Then Tom started to go around the track and I was thrilled that it was such a great experience for everyone.
It was time to finish up for the day and so I collected my things and finished up at the SCRR. I got home and after showing the photos and movies to my wife, I started putting them together for a show and after a few hours uploaded them to YouTube and the pictures to Picassa Web Albums. Then only the Blog is yet to do...
Monday, July 5, 2010
Saturday Report
Rich's wife had surgery last week and she came home on Friday so he wanted to care for her at home. Jack Kobler stopped by to give me a ride to the track on Saturday morning and we got there about 9:45. Dan Bissonnette, Tim Kirby, Danielle Bissonette and Barry Solomon were there working on the fence project in the area facing Croix Ridge Road.
After parking, Jack and I talked and decided to get a train out and fix the signals that were malfunctioning. Dan had brought out the repaired signal head from Rich and some other materials for us. I brought out the switch machine motor that I had repaired and showed Jack the microswitch diagram showing the modifications needed to make the switch correctly operate with the cam on the motor shaft. Jack told me he was going to help the fencing crew and I went off on the train to repair the signals.
I had noticed that someone had repaired 4180 so it was out on the rails working this morning. Thanks to anyone and everyone who got it going again.
On the inch line, the second signal showed yellow and this led me to the third signal which was stuck red. This turned out to be a bad logic chip so both signals now worked correctly after replacement of the chip. I went on and put the repaired signal from Rich in the head that it came from and it too was working properly. I went on to see if more problems were in existance and all the signals seemed to be working until I got to the trestle before Summit where I encountered some large block piled on the bridge so the train could not pass. Since I have the spinal damage I cannot lift or pull heavy weights and this made me decide to back the train down the track. I paused at the cuttoff track at Summit and decided to take it and then continue to survey the track the rest of the way. I threw the turnout and proceeded to back through the turnout but the cars derailed so I had to get them back on the track and I decided to abandon the idea of crossing over. Although the turnout appeared to be working like it should it did derail the cars so it must be acting up. I then backed down to the station and walked over to the fencing area and took some pictures of the crew. Then it was lunch time.
Jack and I had our lunch with us so we headed to the picnic area and soon Danielle came back from Hudson with subs for the guys who did not have their lunch with them. We ate and talked and had a good time. I asked Jack to drop me off at home as my neck was starting to ache. Probably the lifting of the cars was a little too much for me as I had to put a collar on at home for a few hours to relieve the ache in the neck area. I called Tommy and Dan and cancelled my participation in the July 4th get together.
After parking, Jack and I talked and decided to get a train out and fix the signals that were malfunctioning. Dan had brought out the repaired signal head from Rich and some other materials for us. I brought out the switch machine motor that I had repaired and showed Jack the microswitch diagram showing the modifications needed to make the switch correctly operate with the cam on the motor shaft. Jack told me he was going to help the fencing crew and I went off on the train to repair the signals.
I had noticed that someone had repaired 4180 so it was out on the rails working this morning. Thanks to anyone and everyone who got it going again.
On the inch line, the second signal showed yellow and this led me to the third signal which was stuck red. This turned out to be a bad logic chip so both signals now worked correctly after replacement of the chip. I went on and put the repaired signal from Rich in the head that it came from and it too was working properly. I went on to see if more problems were in existance and all the signals seemed to be working until I got to the trestle before Summit where I encountered some large block piled on the bridge so the train could not pass. Since I have the spinal damage I cannot lift or pull heavy weights and this made me decide to back the train down the track. I paused at the cuttoff track at Summit and decided to take it and then continue to survey the track the rest of the way. I threw the turnout and proceeded to back through the turnout but the cars derailed so I had to get them back on the track and I decided to abandon the idea of crossing over. Although the turnout appeared to be working like it should it did derail the cars so it must be acting up. I then backed down to the station and walked over to the fencing area and took some pictures of the crew. Then it was lunch time.
Jack and I had our lunch with us so we headed to the picnic area and soon Danielle came back from Hudson with subs for the guys who did not have their lunch with them. We ate and talked and had a good time. I asked Jack to drop me off at home as my neck was starting to ache. Probably the lifting of the cars was a little too much for me as I had to put a collar on at home for a few hours to relieve the ache in the neck area. I called Tommy and Dan and cancelled my participation in the July 4th get together.
Thursday, July 1, 2010
This week
I spent some time this week working on the WEB site and refined some of the features. I added another photo gallery page with the latest pictures and removed the password from the forum again. Tim showed me a BBS that his ISP has available and I think it will work just fine. I just have to get the particulars from him and add it to the site.
I have been working on the LED dimmer circuit for Tommy. I just got the latest package of parts and it included the photocells that I wanted to use in the experiment. The circuit seems to be working just like it should. I will take the prototype on Saturday and see if Tommy likes the circuit.
I have been working on the LED dimmer circuit for Tommy. I just got the latest package of parts and it included the photocells that I wanted to use in the experiment. The circuit seems to be working just like it should. I will take the prototype on Saturday and see if Tommy likes the circuit.
Monday, June 28, 2010
Sunday was a Public Run Day
I got there about 11AM and found that folks were going about their jobs getting ready for the noon opening. Dan Schimmelman was putting together strings of cars for the riders and Jack Anderson was getting the food concession in shape. I met Joan Cebulla and Diane Dietel working on the T-shirts and other concession material and they were buzzing right along. I turned over my key for the concessions cabinet to Joan as it did not seem that I needed to have it anymore. I had walked up to turn on the signals power and was joined by Tom Prescott. He talked about the signals and I explained what they meant and how and why the various signals were like they were. We stopped to sit in the picnic area on the hill and after we spoke for a few minutes Tom mentioned that Tim Kirby was headed our way looking like he had a purpose in mind. Tim came up and asked if I could take pictures of the members on Sunday to update some of the old photos that we have of the membership. I said sure and then asked Tim to stand there and I took his photo then I took Tom's and as I walked back up to the depot I took pictures of everyone else that would stand still.
Tom Prescott worked on removing a "widowmaker" (a piece of a tree lodged in another tree that could fall at any moment) and soon Bob Pappa joined him and they successfully removed the large limb.
I got to the station area about a quarter to noon and brought up some radios and other supplies. Bill Schimmelman was already running with some private party folks and we knew that the track was open and ready for use. The inch line had no signs of activity and that was worrisome. They started to let folks come down to the waiting line area. I got started with my introduction and got folks feeling good. I explain the difference in the waiting lines and the trips that each one takes. I go over the rules and conduct expected and answer any questions. The group was expected to be smaller because the weather was expected to be rainy. Fortunately the rain held off and we had a good time. Dan Bissionnette joined the station crew and we had a good time with the passengers. Luckily the inch line started to come to life about 12:45 and the folks waiting for that ride were rewarded with a ride on Stewart's train. The hill trip is very picturesque and I am happy that people seem to enjoy the uniqueness of that trip.
During the day I got a chance for a break about 2PM and grabbed some chow from concessions. I bumped into Tommy Cebulla coming from the back side of the hill who reported that two more signals were malfunctioning. It is nice to have a light load day so I can get a chance to sit down and get off my feet. After going back up to the station Dan got his break and the trains we had running were able to keep the queue moving and people really enjoyed the fast turn around times for rides. They needed a conductor for a train on the inch line so I went over to help out. While we were going around the track, I noticed a signal that changed to green when it should not have so we have that signal to look at as well.
We actually emptied out the queue entirely and so I asked Dan if he wanted to run the station and I would head for the barn. He said it looked like we were not in need of two station people anymore so I headed out. I took a picture of John Hamre for the Roster on the WEB site and got my stuff then I left for the day. It was humid and hot so I really was looking forward to the trip home.
Tom Prescott worked on removing a "widowmaker" (a piece of a tree lodged in another tree that could fall at any moment) and soon Bob Pappa joined him and they successfully removed the large limb.
I got to the station area about a quarter to noon and brought up some radios and other supplies. Bill Schimmelman was already running with some private party folks and we knew that the track was open and ready for use. The inch line had no signs of activity and that was worrisome. They started to let folks come down to the waiting line area. I got started with my introduction and got folks feeling good. I explain the difference in the waiting lines and the trips that each one takes. I go over the rules and conduct expected and answer any questions. The group was expected to be smaller because the weather was expected to be rainy. Fortunately the rain held off and we had a good time. Dan Bissionnette joined the station crew and we had a good time with the passengers. Luckily the inch line started to come to life about 12:45 and the folks waiting for that ride were rewarded with a ride on Stewart's train. The hill trip is very picturesque and I am happy that people seem to enjoy the uniqueness of that trip.
During the day I got a chance for a break about 2PM and grabbed some chow from concessions. I bumped into Tommy Cebulla coming from the back side of the hill who reported that two more signals were malfunctioning. It is nice to have a light load day so I can get a chance to sit down and get off my feet. After going back up to the station Dan got his break and the trains we had running were able to keep the queue moving and people really enjoyed the fast turn around times for rides. They needed a conductor for a train on the inch line so I went over to help out. While we were going around the track, I noticed a signal that changed to green when it should not have so we have that signal to look at as well.
We actually emptied out the queue entirely and so I asked Dan if he wanted to run the station and I would head for the barn. He said it looked like we were not in need of two station people anymore so I headed out. I took a picture of John Hamre for the Roster on the WEB site and got my stuff then I left for the day. It was humid and hot so I really was looking forward to the trip home.
Sunday, June 27, 2010
Wow - what a night of storms
We had a Friday night of very heavy storms in the area. Saturday morning we got started by going to a supply store to pick up some chain link ties for the new fencing project. When we got to the track it was about 9:30. We looked the place over and realized there was going to be downed branches on the tracks. The site is heavily forested and branches fall several times a month. Usually they are small enough to be removed easily as the trains cannot tolerate the branches or pine cones on the track. The other problem is that the ballast gets disturbed and either washes into the turnouts and fouls their operation or perhaps builds up on one side or the other of the track and the wheel flanges get to climbing the rails and you get a derailment. Ballast gets washed out from riverlets that form during the downpours which destabilizes the track as well.
We decided to use Doug's locomotives and made up a work train to survey the inch track. Stewart was there and advised us he was going up to Summit to check out the bridge. When he came down he said the mud sill was damaged and we should look at it closely as we went over. It was slow going as we made our way along the route with the debris removal necessary. We were checking signals to be ready for Sunday - our public run day. We looked over the bridge at Summit and to us it did not appear to be having a problem but we are not trackmen. We did find a tree leaning over the track from being blown over. All signals but one were working properly. We reported our findings to Stewart and others when we got back to the bottom of the hill.
Rich went back up to remove the malfunctioning signal and brought it back. We decided to inspect the inch tunnel to see exactly what we had to do to start the lighting project. We got some extension cord and utility lights and road back up the hill and inspected the tunnel interior. We discussed different approaches and got on the same page.
Back off the hill we put the equipment away and Rich called Tommy to get some repair parts for the switch machines. We had two old-style motor assemblies with broken microswitches. When Tommy arrived we got the parts and I went over to replace the malfunctioning switch machine near the station and the trestle. Because of the modular approach that the swap out was fairly quick. I then cycled the motor and noticed the points did not move. After closer inspection I saw the points were too long and were binding on the rails so I told Don and he got a hacksaw and I went back to help him, We sawed off the points and then the turnout worked just like new. The high heat we have had lately has made the track expand and shift the geometry of some of the places and caused some problems.
Tommy gave me some microswitches to be able to fix the switch machines but told me that they need to be drilled to make them fit the assembly. I told Rich that we need to move the small drill press from the roundhouse to the Grelson Building to make it easier to do such things and he agreed.
We decided to use Doug's locomotives and made up a work train to survey the inch track. Stewart was there and advised us he was going up to Summit to check out the bridge. When he came down he said the mud sill was damaged and we should look at it closely as we went over. It was slow going as we made our way along the route with the debris removal necessary. We were checking signals to be ready for Sunday - our public run day. We looked over the bridge at Summit and to us it did not appear to be having a problem but we are not trackmen. We did find a tree leaning over the track from being blown over. All signals but one were working properly. We reported our findings to Stewart and others when we got back to the bottom of the hill.
Rich went back up to remove the malfunctioning signal and brought it back. We decided to inspect the inch tunnel to see exactly what we had to do to start the lighting project. We got some extension cord and utility lights and road back up the hill and inspected the tunnel interior. We discussed different approaches and got on the same page.
Back off the hill we put the equipment away and Rich called Tommy to get some repair parts for the switch machines. We had two old-style motor assemblies with broken microswitches. When Tommy arrived we got the parts and I went over to replace the malfunctioning switch machine near the station and the trestle. Because of the modular approach that the swap out was fairly quick. I then cycled the motor and noticed the points did not move. After closer inspection I saw the points were too long and were binding on the rails so I told Don and he got a hacksaw and I went back to help him, We sawed off the points and then the turnout worked just like new. The high heat we have had lately has made the track expand and shift the geometry of some of the places and caused some problems.
Tommy gave me some microswitches to be able to fix the switch machines but told me that they need to be drilled to make them fit the assembly. I told Rich that we need to move the small drill press from the roundhouse to the Grelson Building to make it easier to do such things and he agreed.
Tuesday, June 22, 2010
Saturday Repairs
Work day started about 9AM at the track. Rich and I arrived and we started looking into the power supply issue with the roundhouse turnouts. He reported that last Sunday he found the supply had shut down and he had attached a battery to power the area. After a short time he found that the battery had been drained and was very hot. This points to a short circuit so now our problem was finding it. Usually this is not difficult as when wires short they usually melt or burn the insulation in the vicinity of the short. Jack arrived and helped us check out the wires on the surface of the ground. We went over the wire several times and finally I found a spot that had a kink and had partially melted and that was the site of the short. Jack spliced a new piece of wire in at that point and Rich got the power supply installed and working again.
The roundhouse button still did not throw the turnout so I started looking into that matter. The pushbutton switch looked to be in good condition and seemed to be working OK so it meant that the problem was in the wiring between the button and the turnout controller box. Most of this wire was buried when Tommy installed the button. We checked at the turnout controller end of the wire and found that the pulse was not coming out of the cable. We could apply a pulse at the input terminals of the turnout controller and cycle the switch machine so the controller was working properly - it had to be in the wire. We visually inspected the wire and the only splice that was visible had no damage and when the wires were bared they changed the switch machine when connected. This meant the problem was between the splice and the button. So we dug up the wire and it was intact from the splice on top of the ground to the point it crossed under the rails to the button post. We debated chopping off the wire and putting a new one on to the post but we still wanted to find the actual site of the break. It turned out that under the rails there was another splice buried underground that had opened up. We then cutoff the wire and added a section of new cable to run from the button to the outside of the tracks and spliced it on. Now the button functions reliably and that should fix it for quite some time.
We got out the inch F7s and some riding cars to check out the signals on the inch track. There was a lot of debris from the storms the other day so we had to stop quite a few times to remove pine cones and branches from the track. Even so we derailed six or seven times on the trip. The storms had moved some of the ballast rock and caused the wheels to climb up and over the rails here and there. We found a bad turnout as well up by Summit. We reported the bad turnout to Dan Akins so they can get it repaired before next weekend.
Richard started work on the turnout controller just before the long bridge by the station on the inch line. It does not signal the track selected correctly. It turns out that the microswitch used to detect the position of the turnout via a cam was broken. The lever that touches the motor cam broke off the switch body and was lying on the bottom of the case. There is no easy fix for this and the backup motor assembly had a switch with the same problem. Rich will talk to Tommy and see if he can supply either the assembly or another switch for the broken ones.
The roundhouse button still did not throw the turnout so I started looking into that matter. The pushbutton switch looked to be in good condition and seemed to be working OK so it meant that the problem was in the wiring between the button and the turnout controller box. Most of this wire was buried when Tommy installed the button. We checked at the turnout controller end of the wire and found that the pulse was not coming out of the cable. We could apply a pulse at the input terminals of the turnout controller and cycle the switch machine so the controller was working properly - it had to be in the wire. We visually inspected the wire and the only splice that was visible had no damage and when the wires were bared they changed the switch machine when connected. This meant the problem was between the splice and the button. So we dug up the wire and it was intact from the splice on top of the ground to the point it crossed under the rails to the button post. We debated chopping off the wire and putting a new one on to the post but we still wanted to find the actual site of the break. It turned out that under the rails there was another splice buried underground that had opened up. We then cutoff the wire and added a section of new cable to run from the button to the outside of the tracks and spliced it on. Now the button functions reliably and that should fix it for quite some time.
We got out the inch F7s and some riding cars to check out the signals on the inch track. There was a lot of debris from the storms the other day so we had to stop quite a few times to remove pine cones and branches from the track. Even so we derailed six or seven times on the trip. The storms had moved some of the ballast rock and caused the wheels to climb up and over the rails here and there. We found a bad turnout as well up by Summit. We reported the bad turnout to Dan Akins so they can get it repaired before next weekend.
Richard started work on the turnout controller just before the long bridge by the station on the inch line. It does not signal the track selected correctly. It turns out that the microswitch used to detect the position of the turnout via a cam was broken. The lever that touches the motor cam broke off the switch body and was lying on the bottom of the case. There is no easy fix for this and the backup motor assembly had a switch with the same problem. Rich will talk to Tommy and see if he can supply either the assembly or another switch for the broken ones.
Saturday, June 12, 2010
Another day with rain
Although it had rained earlier, it was between showers. Rich, Bob Bump and I arrived about 9AM and opened up. I haven't seen Bob for a while so it was good to get back together again. He lamented that he had a steam engine that he had been working on for about 30 years and the boiler had a serious problem. He had jobbed that part out and it could only be fixed with a new boiler. He currently runs a diesel and has apparently given up on the steamer.
I reversed the lowboy head on the roundhouse lead so it points in the correct directions. I had put it on backwards last time I worked on it so it was showing a red aspect for divergent in the wrong direction. The box was dry so the new rubber seals on the screw heads are working to keep out the rain. It had rained overnight last night and the ground was still damp but we were between rains. Rich was going to substitute the power supply for the turnouts by the roundhouse as he noticed the green had a faint glow when the divergent color was on. Since I had speculated about the power supply voltage exceeding the PIV of the LED was causing a leakage current that created a loop in the LEDs, we wanted to see if lowering the supply voltage to 12V from the 16V that the current supply was delivering would cure the problem. We checked a couple of power supplies that we had at the track but we came up short. The supply Rich wanted to use which had a built-in timer turned out to be 12V AC not DC so it would not just interchange. Jack arrived and we split up the jobs that were possible for us. Jack would install the new semaphore on the 1 inch line and Bob and I would start measuring various distances to deliver a more accurate site map. Rich went off to town to get a new power supply.
We measured starting in the Lawson/Grelson area and wound up measuring track from the 1 1/2 inch track approaching the road crossing and finished up the 1 inch station area. It is amazing what two guys can sketch and measure with a 200 foot tape in an hour or so.
Rich came back and we joined him after he put the new supply in. I had added a steering diode in the switch machine box to the green LED lead and that had fixed the problem. We will try shorting out the new diodes to see if the reduced voltage has, in fact, cured the "bleeding" problem.
Next job was to go up on the 1" line and repair the section of wire that was cooked by the fire. We spliced in a new section about 15 feet long to replace the damaged section. Jack finished working on installing the new semaphore and box. It started raining but I went down and got my drill to punch a few holes in the track on the 1 1/2" line near our power terminal. We have a block that starts about 20 feet from the semaphore with the track in between "dead". I am going to add it to the block by a couple of jumpers and a new run-around wire past the turnout. This should give us a better sensing of the occupancy of he block. We have to move the semaphore a few feet as well but this is to be expected. After drilling the holes for the run-around the rain started coming down harder so we decided to call it a day.
I reversed the lowboy head on the roundhouse lead so it points in the correct directions. I had put it on backwards last time I worked on it so it was showing a red aspect for divergent in the wrong direction. The box was dry so the new rubber seals on the screw heads are working to keep out the rain. It had rained overnight last night and the ground was still damp but we were between rains. Rich was going to substitute the power supply for the turnouts by the roundhouse as he noticed the green had a faint glow when the divergent color was on. Since I had speculated about the power supply voltage exceeding the PIV of the LED was causing a leakage current that created a loop in the LEDs, we wanted to see if lowering the supply voltage to 12V from the 16V that the current supply was delivering would cure the problem. We checked a couple of power supplies that we had at the track but we came up short. The supply Rich wanted to use which had a built-in timer turned out to be 12V AC not DC so it would not just interchange. Jack arrived and we split up the jobs that were possible for us. Jack would install the new semaphore on the 1 inch line and Bob and I would start measuring various distances to deliver a more accurate site map. Rich went off to town to get a new power supply.
We measured starting in the Lawson/Grelson area and wound up measuring track from the 1 1/2 inch track approaching the road crossing and finished up the 1 inch station area. It is amazing what two guys can sketch and measure with a 200 foot tape in an hour or so.
Rich came back and we joined him after he put the new supply in. I had added a steering diode in the switch machine box to the green LED lead and that had fixed the problem. We will try shorting out the new diodes to see if the reduced voltage has, in fact, cured the "bleeding" problem.
Next job was to go up on the 1" line and repair the section of wire that was cooked by the fire. We spliced in a new section about 15 feet long to replace the damaged section. Jack finished working on installing the new semaphore and box. It started raining but I went down and got my drill to punch a few holes in the track on the 1 1/2" line near our power terminal. We have a block that starts about 20 feet from the semaphore with the track in between "dead". I am going to add it to the block by a couple of jumpers and a new run-around wire past the turnout. This should give us a better sensing of the occupancy of he block. We have to move the semaphore a few feet as well but this is to be expected. After drilling the holes for the run-around the rain started coming down harder so we decided to call it a day.
Wednesday, June 9, 2010
Current Work
About 9 days ago, Dan Bissionnette asked me to look at creating a web site for the club. I have been experimenting with some web site creating software. He mentioned a few ideas of what he wanted and the package should enable them. I can also write some HTML (HyperText Markup Language) code if needed so I think it is possible to have a site in a few weeks. So far, I have created a site that has much of the information on our existing site - history and track plan as well as a photo gallery and visual roster (which will be restricted to members only) as well as an archive of SCRR publications. I have some code for a calendar that I have downloaded but the software package has a calendar as well but I do not have the full package yet, it's in the mail. I would like for someone else to manage the calendar but we will see. Also blogs can be incorporated so I hope I can stimulate others to start writing them.
What I envision is a dynamic site that members will come to for information about what is happening at the track at least weekly. I hope the board members will start blogging about what they see are issues and members start commenting on how they feel about issues so the club will be more democratic. I hope the President will start a blog and tell the members what the board is doing and each department head will start sharing what is going on in their areas. I am not trying to take away the function of the newsletters but to augment them with a better picture of what is going on.
Among others, I looked at the Assinboine Valley Railroad site and got a few ideas from them. I especially liked their photo gallery. They have photos from every trip they have taken and it is interesting to see just what they have done. They also post videos to YouTube which helps make the hobby visible to others.
With a blank canvas it is easy to imagine just what is possible. The trick is to figure out what to make public and what to restrict to members only. There is a cornucopia of possibilities but I need input from many members about their interests and concerns. I have taken the first step of surveying the members on privacy issues by sending out a E-mail to the membership list.
What I envision is a dynamic site that members will come to for information about what is happening at the track at least weekly. I hope the board members will start blogging about what they see are issues and members start commenting on how they feel about issues so the club will be more democratic. I hope the President will start a blog and tell the members what the board is doing and each department head will start sharing what is going on in their areas. I am not trying to take away the function of the newsletters but to augment them with a better picture of what is going on.
Among others, I looked at the Assinboine Valley Railroad site and got a few ideas from them. I especially liked their photo gallery. They have photos from every trip they have taken and it is interesting to see just what they have done. They also post videos to YouTube which helps make the hobby visible to others.
With a blank canvas it is easy to imagine just what is possible. The trick is to figure out what to make public and what to restrict to members only. There is a cornucopia of possibilities but I need input from many members about their interests and concerns. I have taken the first step of surveying the members on privacy issues by sending out a E-mail to the membership list.
Saturday, June 5, 2010
Saturday Fire, Electrical and Cleanup While It Rained
We opened the main buildings up and did some miscellaneous stuff then we went to the roundhouse and got out a locomotive then up to the car barn and got out some cars. We met Jack and after discussing the fire last weekend, then we went up to peruse the area. Apparently a steamer had let a few embers fly on the one-inch and they caught the brush on fire near the track. Folks responded with the extinguishers and got it put out but it burned perhaps 100 square feet of ground cover before it was out. It scorched one of our cables for the signal system so we wanted to repair it as soon as possible which we had every intention of doing, until the rain started coming down fairly regularly. We decided to park the train in a tunnel and walk down off the hill and eat lunch.
After lunch - there is still some of Whit's cobbler left..., we decided to do stuff in the roundhouse and the Grelson building. Rich went off to the roundhouse and I started in the Grelson building cleaning up stuff on the benches and sorting things. Whatever we do, please do not purchase any half-inch metallic conduit fittings until you check our stock supply. Other than putting like things together and labeling what is possible to label it is a difficult task to organize the stuff. We lack storage bins and shelves for storage bins. Trying to separate hardware and bring some order to the chaos is what I am trying to do. People need to put things back where they find them and check out the stock before buying more hardware.
We have to paint the tunnel lamp covers so that is a task for the next week or two. We found out that there is no way to tell if our distributed AC power panels are working so we decided to add a tunnel light assembly to the three remote power panels we have around the property. I suggested we monitor the DC supplies at those locations as well which is difficult to do because all the three are paralleled. I suggested a large rectifier diode in series with the output of each supply should isolate each unit enough to allow a lamp to indicate if the supply is working or not.
After lunch - there is still some of Whit's cobbler left..., we decided to do stuff in the roundhouse and the Grelson building. Rich went off to the roundhouse and I started in the Grelson building cleaning up stuff on the benches and sorting things. Whatever we do, please do not purchase any half-inch metallic conduit fittings until you check our stock supply. Other than putting like things together and labeling what is possible to label it is a difficult task to organize the stuff. We lack storage bins and shelves for storage bins. Trying to separate hardware and bring some order to the chaos is what I am trying to do. People need to put things back where they find them and check out the stock before buying more hardware.
We have to paint the tunnel lamp covers so that is a task for the next week or two. We found out that there is no way to tell if our distributed AC power panels are working so we decided to add a tunnel light assembly to the three remote power panels we have around the property. I suggested we monitor the DC supplies at those locations as well which is difficult to do because all the three are paralleled. I suggested a large rectifier diode in series with the output of each supply should isolate each unit enough to allow a lamp to indicate if the supply is working or not.
Monday, May 31, 2010
Sunday was a Public Run Day
I got to the track about 10AM and after saying hello all around got to photographing the various trains and cars still there from the meet. I was asked to work in the station as Station Master, a job that I had done for several years before I moved away. What is involved is to be sort of an ambassador for the club and be the person that lets the public know what the rules are involving safety and conduct. I find that the people who come are generally unfamiliar with the structure of the "park" and I try to explain the differences of scale and gauge. I also make the point that these are scale models and they are a labor of love for the operators as well as the fact that we are all volunteers. I also tell them that the rides are different for the two waiting lines as well as the fact that the one inch line has smaller seats and is better suited to kids that are fairly content.
A common question is how many trains do we have and how many trains are running. Of course these are difficult questions to answer as they vary depending on who shows up. I can tell them that the inch and a half line moves much faster than the inch waiting line. Another problem is that I may have a train - engine, engineer and riding cars available but it cannot be used because there is no conductor available. I have asked engineers to park their train and act as conductor for the time being if I have two trains, passengers and no conductors.
After a few hours, we needed more conductors so I volunteered to be a conductor as the traffic was winding down and Walt said he could handle the crowd.
The day was hot and the sun was merciless. But, several hundred people showed up and a good time was had by all.
A common question is how many trains do we have and how many trains are running. Of course these are difficult questions to answer as they vary depending on who shows up. I can tell them that the inch and a half line moves much faster than the inch waiting line. Another problem is that I may have a train - engine, engineer and riding cars available but it cannot be used because there is no conductor available. I have asked engineers to park their train and act as conductor for the time being if I have two trains, passengers and no conductors.
After a few hours, we needed more conductors so I volunteered to be a conductor as the traffic was winding down and Walt said he could handle the crowd.
The day was hot and the sun was merciless. But, several hundred people showed up and a good time was had by all.
Sunday, May 30, 2010
Saturday F7 repair and trackwork
When we got to the track Rich told me that the Club one-inch F7s were having a problem and we needed to get them repaired ASAP. What was happening was the "A" unit's front chain drive was rubbing on the chassis and the front unit seemed tippy. It turned out that the battery's weight was compressing the suspension springs. Our first inclination was to tighten the bolts that flank the suspension springs to decrease the tippyness but this decreases the "springyness" of the suspension. It also would not cure the problem of the drive chain from the motor to the gearbox rubbing on the frame crossbar. Then it became apparent that the solution was to raise the frame. This turned out to be relatively easy as all we had to do was unscrew the bolster attaching screw then insert a few washers under the frame lug that sits on the front truck. This gave us a about a 3/8" clearance between the chain and the frame. With the spacers the weight shifted a little and the rear springs seem to stabilize the tippy inclination. So the cover went back on and after testing it out we brought the F7s back out of the roundhouse for use during the weekend.
I had noticed the crossing lights were not going off after a train passed, they just stayed on continuously so I decided to check it out. What I found was that the heat (several days of high 80s and low 90s) was causing the rail to expand (positive temperature coefficient) and close the gaps between the isolated section and the rest of the track which apparently caused a ground loop through the connected track and turnouts. Tommy Cebulla had given me some track insulators made from fiberglass for isolating track sections so they act as fishplates and they hold the rail in alignment. I got an angle grinder with a 1/16" disk made for cutting metals and ran an extension cord to the location. After I cut the slot, I installed the new insulators and put a small piece of nylon between the ends of the rail as Tommy suggested. I wound up cutting two notches in the two locations at either end of the crossing block. It went pretty well except it was all in the bright sun and the temperature was close to 90 degrees. This seemes to have fixed the problem.
Next it was reported the semaphore at the roundhouse lead heading into Glacier was staying red all of the time. I checked and it was not a circuit board problem as the bias resistor was toasty meaning the track or the is wire from the track is shorted to ground. I removed the wire from the track and the signal bounced to green. Next I went from one end of the block to the other to see if there was some fault like a wire connecting from side to side and disconnected the opposing signal that feeds from the far end on the block. This did not fix the problem at the roundhouse lead end and the semaphore at Glacier car barn end then bounced green so the problem lies within the track. After considering that the block had worked properly for some time most likely the problem was thermal but the signal had acted up from time to time too. I started looking at the rail itself considering where the notch's were cut in the rails and suddenly it struck me the wrong rail was notched - the ground rail not the hot rail. I got going with Bill Schimmelman cutting more notches and installing insulated fishplates. Because the rail was butted up tight we had to drill new mount holes for the plates which slows the process. Finally after another hour in the sun we finished. The semaphores seem to be operating as they should and the first green in several hours was displayed. Sometimes problems can be knotty and you just have to work through them until you find the answer.
I had noticed the crossing lights were not going off after a train passed, they just stayed on continuously so I decided to check it out. What I found was that the heat (several days of high 80s and low 90s) was causing the rail to expand (positive temperature coefficient) and close the gaps between the isolated section and the rest of the track which apparently caused a ground loop through the connected track and turnouts. Tommy Cebulla had given me some track insulators made from fiberglass for isolating track sections so they act as fishplates and they hold the rail in alignment. I got an angle grinder with a 1/16" disk made for cutting metals and ran an extension cord to the location. After I cut the slot, I installed the new insulators and put a small piece of nylon between the ends of the rail as Tommy suggested. I wound up cutting two notches in the two locations at either end of the crossing block. It went pretty well except it was all in the bright sun and the temperature was close to 90 degrees. This seemes to have fixed the problem.
Next it was reported the semaphore at the roundhouse lead heading into Glacier was staying red all of the time. I checked and it was not a circuit board problem as the bias resistor was toasty meaning the track or the is wire from the track is shorted to ground. I removed the wire from the track and the signal bounced to green. Next I went from one end of the block to the other to see if there was some fault like a wire connecting from side to side and disconnected the opposing signal that feeds from the far end on the block. This did not fix the problem at the roundhouse lead end and the semaphore at Glacier car barn end then bounced green so the problem lies within the track. After considering that the block had worked properly for some time most likely the problem was thermal but the signal had acted up from time to time too. I started looking at the rail itself considering where the notch's were cut in the rails and suddenly it struck me the wrong rail was notched - the ground rail not the hot rail. I got going with Bill Schimmelman cutting more notches and installing insulated fishplates. Because the rail was butted up tight we had to drill new mount holes for the plates which slows the process. Finally after another hour in the sun we finished. The semaphores seem to be operating as they should and the first green in several hours was displayed. Sometimes problems can be knotty and you just have to work through them until you find the answer.
Friday, May 28, 2010
First Day of Meet - Friday
We (Rich, Jack and I) started the day working on rechecking the one-inch line. We got out two trains and went around the track being certain the signals were correctly sending back to the last semaphore so it displays a yellow when the block ahead is open and the next block is a red. Then we got around to installing a new semaphore near Wellington and installing one in a head that was dead on the reverse direction. The new style semaphore is better looking and easier to see in the sun.
We got 4180 out to check out the signals on the inch and a half line as well. Just to be sure. All signals are working and we feel the rail road is working just as it should.
We looked at Doug Ebert's locos again as they seemed sluggish. All batteries seemed to be charged fully as we read 24 to 26 Volts at the charging terminal so perhaps the locos are simply geared down and seem sluggish compared to the F7s that the club has.
At One PM I gave a seminar on Internet Applications for Railroad Clubs. I discussed Blogs, Web sites, Waves and Wikis. The purpose is to familiarize clubs with the Internet tools that are available and what it takes to use them.
We got 4180 out to check out the signals on the inch and a half line as well. Just to be sure. All signals are working and we feel the rail road is working just as it should.
We looked at Doug Ebert's locos again as they seemed sluggish. All batteries seemed to be charged fully as we read 24 to 26 Volts at the charging terminal so perhaps the locos are simply geared down and seem sluggish compared to the F7s that the club has.
At One PM I gave a seminar on Internet Applications for Railroad Clubs. I discussed Blogs, Web sites, Waves and Wikis. The purpose is to familiarize clubs with the Internet tools that are available and what it takes to use them.
Thursday, May 27, 2010
Thursday a run day, projects and repairs
Today we had a group of disabled people coming from a school in Minneapolis. We got going a little after nine and worked on several projects. Today Rich and Jack worked on Dougs locos and the club one-inch diesel F7A&B units. They installed new batteries and refilled the gear boxes with oil.
I worked with the tunnel lighting project preparing the metal jar lids for the light sockets. I wound up having to make a jig to hold the jar lids so I could clamp them in a vise. I bored the holes to clear the bushings that fit into the conduit for the light sockets.
Then I went up to the station to help the guys with the students. It turned out that we had many of the people needed and I was mainly a backup for whatever was needed. Finally lunch time and a chance for a break. After lunch back to help in the station until we got down to the last train and since they needed a conductor, I offered to help out and got a ride along on John Hamre's train. When we got back to the station we were done running.
Back to the tunnel light project and more holes. I was starting to get good good at making them in baby food jar lids. Next I started gluing them to the bushings and when that was done, then cleaning the adhesive from the labels off the bottle glass. Now it is all done I feel this is a good place to stop.
I worked with the tunnel lighting project preparing the metal jar lids for the light sockets. I wound up having to make a jig to hold the jar lids so I could clamp them in a vise. I bored the holes to clear the bushings that fit into the conduit for the light sockets.
Then I went up to the station to help the guys with the students. It turned out that we had many of the people needed and I was mainly a backup for whatever was needed. Finally lunch time and a chance for a break. After lunch back to help in the station until we got down to the last train and since they needed a conductor, I offered to help out and got a ride along on John Hamre's train. When we got back to the station we were done running.
Back to the tunnel light project and more holes. I was starting to get good good at making them in baby food jar lids. Next I started gluing them to the bushings and when that was done, then cleaning the adhesive from the labels off the bottle glass. Now it is all done I feel this is a good place to stop.
Wednesday, May 26, 2010
Wednesday Meet Week
Got started at 9:30 AM with Rich and Jack. We got out Doug's locos and assembled a work train. Did a recheck of the one-inch line and we did find three more problems. After those were found and repaired, we went back to the Lawson Building area.
We started looking at the pieces Rich assembled for the Tunnel Lighting Project. We then got the sockets for the lamps and fitted them to the conduit boxes and worked out exactly how we would connect everything electrically and mechanically. Rich said tonight he is getting the bottles for the fixtures.
We had lunch and then Rich and Jack went off getting a train together and then surveying the semiphores on the onch and a half track. We believe the track is in good shape but they did find three signal problems.
I went out on the inch and repaired the targets on the semiphores by glueing shades on the fittings where they had come off. I got as far as the tunnel and just before it on the downhill side, I came off the track at the turnout just East of the tunnel portal. At the turnout, in the uphill direction it is OK because of the spring action and a train's wheels pushes the points into the correct position but in the opposite direction the points do not hold tight to the rail and you come derailed. Rich and Jack came to get it back on the track and I continued with the rest of the run.
Barry Solomon continued to work on the AC electric problems by the steaming bay and stayed busy for a couple of days now.
We started looking at the pieces Rich assembled for the Tunnel Lighting Project. We then got the sockets for the lamps and fitted them to the conduit boxes and worked out exactly how we would connect everything electrically and mechanically. Rich said tonight he is getting the bottles for the fixtures.
We had lunch and then Rich and Jack went off getting a train together and then surveying the semiphores on the onch and a half track. We believe the track is in good shape but they did find three signal problems.
I went out on the inch and repaired the targets on the semiphores by glueing shades on the fittings where they had come off. I got as far as the tunnel and just before it on the downhill side, I came off the track at the turnout just East of the tunnel portal. At the turnout, in the uphill direction it is OK because of the spring action and a train's wheels pushes the points into the correct position but in the opposite direction the points do not hold tight to the rail and you come derailed. Rich and Jack came to get it back on the track and I continued with the rest of the run.
Barry Solomon continued to work on the AC electric problems by the steaming bay and stayed busy for a couple of days now.
Tuesday, May 25, 2010
Tuesday on the one-inch line
Rich picked me up about 9AM and we got going. When we arrived we first went to the roundhouse and got Doug Ebert's Rock Island units working. All three are now working like they should. We got a work train together and loaded up the tools and supplies and headed up to Summit and back down to the work area. Just after the long curved tressel we started working on the bond wires Rich started drilling new holes at each fishplate and I started removing the old hardware that was not working at each location. I then bent the bonding wire and screwed it down using the #6 sheet metal screws. After finishing the locations out in the sun (about 8) we moved into the shady area. The temperature was in the high 80s and the sun seemed brutal out there. The shaded areas were much nicer to work on the track. Rich must have drilled 60 or so holes in the track and I was glad I was able to skip that step - especially on the tressels because there is a board at the outside of the tie ends that blocks your access to the web. I was able to reuse some of the existing screws and holes but the tie-end board was a real nusiance.
I was able to finish about 40 bond wire repairs today and the signals on the one-inch should be working completely. I moved the work train back to the depot and unloaded my tools and supplies and went back to the Lawson Building.
I was able to finish about 40 bond wire repairs today and the signals on the one-inch should be working completely. I moved the work train back to the depot and unloaded my tools and supplies and went back to the Lawson Building.
Sunday, May 23, 2010
ChooChoo Bob's Run Day
Sunday started off with a warm, humid day that hinted of rain showers in the offing. I got to the track and went up to see what was needed. Everything was going fairly well so I grabbed a can of black paint and went up to the first curved long bridge and painted over the marks we made when we marked flaws in the electrical connections (bond wires) on Saturday that had been repaired.
Since nobody was around to man the station, I slipped back into my role of Stationmaster after about a year and a half hiatus. When the first inch-and-a-half train showed up the problem was that we had no conductors. I asked the engineer, Doug Wilkin, to see if he could find any and I went recruiting as well. People were showing up and I started welcoming them and telling them what I could about the club and trains in general. One person then another showed up to be conductors and we were able to start running the trains. More trains showed up and we had the same conductor problem. I asked one engineer to park his train in the yard and act as conductor for another train even.
Finally, Stewart showed up with a one-inch train. The people in the line were patient and were rewarded by the trip to Summit.
A fair number of riders did show up for the ChooChoo Bob's Run Day. I do not have an accurate count but I would estimate about 200.
Everyone was very nice and interested in trains. It was easy to find people who wanted to talk about the trains and they would have easily soaked up any information and exhibits that were available. Some of the families were there because a young child was into trains but there were many adults interested in trains personally.
Since nobody was around to man the station, I slipped back into my role of Stationmaster after about a year and a half hiatus. When the first inch-and-a-half train showed up the problem was that we had no conductors. I asked the engineer, Doug Wilkin, to see if he could find any and I went recruiting as well. People were showing up and I started welcoming them and telling them what I could about the club and trains in general. One person then another showed up to be conductors and we were able to start running the trains. More trains showed up and we had the same conductor problem. I asked one engineer to park his train in the yard and act as conductor for another train even.
Finally, Stewart showed up with a one-inch train. The people in the line were patient and were rewarded by the trip to Summit.
A fair number of riders did show up for the ChooChoo Bob's Run Day. I do not have an accurate count but I would estimate about 200.
Everyone was very nice and interested in trains. It was easy to find people who wanted to talk about the trains and they would have easily soaked up any information and exhibits that were available. Some of the families were there because a young child was into trains but there were many adults interested in trains personally.
Saturday, May 22, 2010
Signal Crew Work
Today we got started about 9AM. Jack, Rich and I started by surveying the one-inch line. The weather was warm and humid with rain showers forcast. We got Doug Ebert's Rock Island Line locomotives working as well as we could. Still a problem with the second "A" unit of the F7s. It would not respond to the controller at all. We finally took the locos out with that A unit running dead. Our work train started up the track to Summit and we began marking bad bond wire connections. It started up raining off and on then finally lightning and thunder so we gave up at Summit and after covering the train with a tarp, walked down to the Lawson building. Someone started a fire in the potbelly stove and we all appreciated the heat. The rain drowned out the sound of our talking from time to time but we just piped up a little louder to compensate.
Saturday was a scheduled President's Lunch so Jack Anderson was cooking away in the kitchen building and we got a preview of the club's season menu. Swiss and mushrooms on a burger, cheese burgers, hamburgers and Coney Islands (Chili dogs). We all had our fill and we felt the quality of food was really good.
After lunch, the signal crew got back out to the track at Summit and started our descent. We started to find a ton of broken or missing bond wires. there were about eight on the second curved tressel and 26 on the third curved tressel! Several more bad locations on the ballasted track were found as well.
Although repairing bond wires on a tressel is really a bummer because it can only be done readily when trains are not running, repairing tunnel bond wires is the worst job.
One inch track is harder to work on as the #6 screws do not have a lot of strength and the heads twist off half the time as they are going in so it makes the job harder. The amount of space on the web of the rail (the vertical part) is limited so the hold for the bonding wire screw has to be fairly precise as the heads of the screws are close to the size of the web on the one-inch rail.
Saturday was a scheduled President's Lunch so Jack Anderson was cooking away in the kitchen building and we got a preview of the club's season menu. Swiss and mushrooms on a burger, cheese burgers, hamburgers and Coney Islands (Chili dogs). We all had our fill and we felt the quality of food was really good.
After lunch, the signal crew got back out to the track at Summit and started our descent. We started to find a ton of broken or missing bond wires. there were about eight on the second curved tressel and 26 on the third curved tressel! Several more bad locations on the ballasted track were found as well.
Although repairing bond wires on a tressel is really a bummer because it can only be done readily when trains are not running, repairing tunnel bond wires is the worst job.
One inch track is harder to work on as the #6 screws do not have a lot of strength and the heads twist off half the time as they are going in so it makes the job harder. The amount of space on the web of the rail (the vertical part) is limited so the hold for the bonding wire screw has to be fairly precise as the heads of the screws are close to the size of the web on the one-inch rail.
Friday, May 21, 2010
Turnout Mechanical Adjustments
Tommy took some time out from building the new ladder track to go over with me some of the mechanical adjustments to get the turnout working flawlessly. He showed me the various adjustments and gave me a spring cylinder to take apart so I would understand just how it all works.
I had noticed that after changing the motor module, it seemed that the turnout control did not pull the switch track firmly up against the rail in both positions so a train could derail if a wheel missed the moving rail. This is when Tommy showed me where and how to adjust the mechanism to make it work exactly correctly.
I had noticed that after changing the motor module, it seemed that the turnout control did not pull the switch track firmly up against the rail in both positions so a train could derail if a wheel missed the moving rail. This is when Tommy showed me where and how to adjust the mechanism to make it work exactly correctly.
Turnout Control Repair
For some reason we found that the roundhouse lead low-boy turnout indicator was showing both aspects when the turnout was in the divergent track mode. This should be impossible as a switch selects which output is active at the moment. The controller had an LED that did not work on the control panel in the box which we speculated might be shorted and feeding backwards causing the problem. We decided to replace the motor module that also contains the switch that controls which LED is lit and while we were at it replace the control panel module to fix the LED problem. After replacing the working parts of the turnout control we flipped the switch and now the LED worked but the low-boy still showed both of the aspects! Since it was the early design control box Tommy decided that maybe there was some wiring error in the box so he checked all wires and they were correct but one white wire which only involved the cutout circuit. I realized the low-boy had its B+ fed from the wrong place and we corrected that with a wire nut. We found we still had the low-boy problem. Next I suggested that maybe the LED was "leaking" in the box because if we disconnected the control panel LED the low-boy problem disappeared so I suggested adding a series diode to block the "leakage" through the LED and that worked! Apparently the Yellow LEDs used on the control panel have a peak inverse (breakdown) voltage (PIV) that we are exceeding. The supply B+ is about 16V and that apparently bumps the LED into its peak inverse voltage range!
Thursday, May 20, 2010
Recent Work
Yesterday and today I spent learning more about DoubleCAD as well as editing and improving the drawings that I did for Tommy. The drawings of the turnout control box were extensively edited and after correcting a few goofs, I added more detail and clarified some of the text, mechanical layout and wiring. Tommy sent some feedback and things are looking up. Now I will try my hand at publishing a handbook incorporating Tommy's instructions and my drawings for a service manual for the SCRR on the turnout control.
Tuesday, May 18, 2010
Recent work by the signals crew
Saturday 5/15 Rich picked me up and we went out to the track. We turned out to be the second and third person there at just after 9AM. We opened up and got to surveying the inch and a half track for signal problems. What we do is take out a work train and starting at a semaphore drop off a person and then using radios have the train proceed forward in the block and if the signal turns green while in the block we mark its location and then pickup the person and go to the next block and do it again. When a bond wire is missing that is the symptom. When we finished the entire loop of track then Rich worked on replacing a double semaphore at twin bridges doing the pre-wiring at the site and I prewired the base box back at the picnic tables. We then connected up the signal and went on to repair the semaphore at the long curved bridge. I worked on bonding wires for a while and came back on Sunday to repair more bond wires as well as look at the roundhouse turnout controller that was displaying both aspect lights. I coordinated with Tommy the repair of the controller.
Monday I got a new CAD (Computer aided drawing) program called DoubleCad XT (like AutoCAD lt) so I could draw Tommy's turnout control guts and make a how to fix it sheet. I made up a drawing and sent it to Tommy for comment.
Monday I got a new CAD (Computer aided drawing) program called DoubleCad XT (like AutoCAD lt) so I could draw Tommy's turnout control guts and make a how to fix it sheet. I made up a drawing and sent it to Tommy for comment.
Saturday, April 17, 2010
A Good Place To Start
I just wanted to say welcome to the new site for members of the SCRR and folks who just want to connect to people interested in scale model trains. We have a facility to run trains over 9 acres of land. The scale runs from garden scale up to what is called inch and a half scale (7.5 inches betweeen rails).
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