Rod Stewart discusses model railroading on Jimmy Kimmel Live

The Fourth Division of the Pacific Northwest Region of the NMRA publishes a digital version of the division’s newsletter, The Grab-Iron. On this website, Al Lowe posted a clip from the October 21, 2010 episode of Jimmy Kimmel Live. During this episode Rod Stewart discusses model railroading with Jimmy.

The clip is a little less than 4 minutes long, and I found Rod’s commentary quite interesting—especially where he tells the audience to quit laughing about model trains! He and Jimmy discuss Rod’s cover article from the December 2010 issue of Model Railroader, which just arrived in the mail today for me. Rod also mentioned that he and Roger Daltrey share model railroading ideas via email, and he discusses how he builds models while on the road.

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Another Fine Mess

Construction Mess in the Salem Terminal

A look at the Salem Terminal during backdrop repair and wiring installation.

After the conclusion of NC RailRun 2010, I’ve been working on some infrastructure projects over the last several weeks. These projects have been  on the to-do list for quite some time, but I’ve lacked the motivation to start them until this fall—I need to finish these projects so I can move on to more interesting projects. I’ll have more to write about these projects later.

In any event, when I walked into the railroad room this past Sunday evening to continue working on these projects, I thought to myself “this is not my beautiful railroad.” [1] I turned around and got my camera to record what is the usual state of the Shenandoah Division while I’m working on the layout. Maybe other layout owners succeed in staying organized while working on the railroad, but I don’t.

[1] Apologies to Talking Heads.

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NC RailRun 2010

Dave, one of the regular operators, appears to be having fun helping out the NC RailRun visitors.

On Saturday, September 4, 2010, four members of the regular CSX Shenandoah Division crew helped me host nine visitors for an all-day operating session as part of NC RailRun 2010, a three-day Operations SIG operating weekend. The nine visitors came to North Carolina representing five different states: California, Colorado, Georgia, Maryland, and North Carolina.

Chuck has climbed on board Norfolk Southern train Z233 at Shenandoah Junction before beginning to head southbound on CSX. Norfolk Southern trains use trackage rights over the Shenandoah Division in an arrangement based on prototype CSX and NS practice in southwestern Virginia along the former Clinchfield.

While I’ve hosted operating sessions on my current layout since 2005, I had never before attempted an all-day session. Steve Benezra, the organizer of NC RailRun 2010, asked me to host two sessions for this year’s event. I agreed to his request, so I held my two operating sessions back-to-back on Saturday with a lunch break in-between. NC RailRun 2010 presented the opportunity for a couple of personal firsts: (1) I’ve never run two sessions in the same day on the Shenandoah Division, and (2) I’ve never hosted a session beginning in the morning—we usually operate on a Saturday afternoon with occasional evening sessions.

The day started with the arrival of crew members (regulars and boomers alike) around 9:00 a.m. with a crew briefing at 9:15 a.m. followed by an orientation tour of the Shenandoah Division.

CSX Shenandoah Division Operators for NC RailRun 2010

Before starting to operate the CSX Shenandoah Division during NC RailRun 2010, the crew assembles for a group photo. Clockwise from front: Bruce (kneeling), Rodney, Chuck, Travers, Bill R., Rich (behind Travers; Shenandoah Division regular crew), Seth, Barb, Al (behind Barb; Shenandoah Division regular crew), John, Bill W., Doug, Dave (Shenandoah Division regular crew), and Jan (Shenandoah Division regular crew)

After the briefing, we took a group picture including both the regular crew and the boomer operators. I began taking group photos at the start of operating sessions after my first visit to my friend Pat Lana’s Cedar River and Iowa Central Railway (the CRANDIC Route) in 2006. [Pat jokes that he takes group photos so he’ll have a list of “suspects” if any of his locomotives are missing. But it is nice to know who attended a session when looking back years later.]

I followed my friend John Parker’s lead by having crew members draw numbers to select operating assignments. Once the visitors selected positions for the first half of the day, the session got underway a little after 10:00 a.m. and was proceeding smoothly until a mysterious short occurred. With some much-appreciated help from Dave (one of my senior operators helping out for the day), we isolated a short-circuit in the turnout at the north end of New Castle. Dave and I replaced the turnout just in time for the lunch break between the morning and afternoon sessions around 1:00 p.m.

After everyone chowed down on grilled hamburgers and hot dogs, the visitors selected positions again in the reverse order from the morning. We resumed operating, and the session was proceeding quite nicely. Unfortunately another mysterious short happened; Murphy definitely decided to pay a visit to the Shenandoah Division on this day as the railroad usually runs well. Following some additional attempts at isolation, we found an autorack which had lost the bolster pin on its lead truck. The truck was being dragged along under the autorack, causing an intermittent short when its wheels would rub against the metal underframe.

On the head end of train R496, Rodney has a steady hand on the throttle as his heavy tonnage train attacks the northbound Rich Patch grade.

In spite of the delays caused by these issues, the visiting crew did an awesome job moving traffic over the division. At the end of the session, we had completely run 24 trains with 6 others out on the road; we did annul one assignment, the Eastman Switcher. We stopped running trains at 6:00 p.m. (real time) for a group supper at a local restaurant where we enjoyed good food and good company.

Holding the Mason Creek Switcher assignment, Bill R. works the north end of the North Salem Yard. The Mason Creek Switcher works under the direction of the North Salem Yardmaster to classify cars and hostle locomotives as needed.

At the end of 2009, I revised the sequence of trains to have the railroad constantly re-staged to reduce the time I spend preparing for sessions. While I had run three op sessions earlier in 2010 with the revised sequence, this all-day session served as the biggest test as there was only a slight bit of re-staging needed during the lunch break. In fact, we began operating again at 2:30 p.m. rather than the planned 3:00 p.m. I’m quite pleased with how the sequence of trains allows minimal re-staging work.

With assistance from CSX regular Al (on right), Seth dispatches the railroad using CATS during the second shift of the session.

I really enjoyed the session, and the visitors did a great job running the Shenandoah Division. A big thanks to Al, Dave, Jan, and Rich for helping me host John, Rodney, Bill W., Doug, Barb, Bill R., Chuck, Seth, and Travers!

[Click on any of the images in this post or other posts on the CSX Shenandoah Division blog to see a larger image.]

Bill W. works New Castle, Va. on train B718 during the second shift. B718, the New Castle Shifter, runs from North Salem to New Castle and return. This train works Catawba Yard along with industries in Abbott and New Castle. It's not unusual for B718 (or its counterpart B717) to return to North Salem with 25 or so cars.

During first shift, Jan (facing the camera) is helping Bill W. (on left) with the Mason Creek Switcher. On the right, Chuck is climbing on board northbound E726. And, in the background, John is hard at work running the Covington Shifter.

Depending on circumstances at each session, I usually take pictures throughout the session. At this session, I didn’t get the opportunity to take many, mainly because I was working with Dave to try to debug the short at New Castle. Travers Stavac sent me some of the pictures he took during the session and graciously agreed to let me use them here.

Rodney watches as he runs R496 northbound at Rich Patch, Va. Photo courtesy of Travers Stavac.

Chuck brings a northbound E726 hopper train into the south end of New Castle, Va. while northbound R496 grinds upgrade around the Corkscrew at Rich Patch, Va. Photo courtesy of Travers Stavac.

On the right, John's working the Covington Shifter at Covington. In the left background, Barb appears to have everything under control as the North Salem yardmaster. In the left foreground, Jan helps Bill W. (out of sight) with the Mason Creek Switcher (the north end yard job). Photo courtesy of Travers Stavac.

Seth observes as Doug and Al confer about the next move for the dispatcher. Doug served as first shift SD Dispatcher in Jacksonville, while Shenandoah Division regular Al helped. Photo courtesy of Travers Stavac.

About two fast hours into the session, first shift dispatcher Doug confers with Al, a regular Shenandoah Division dispatcher, about the lineup for the session. The Shenandoah Division uses a 3:1 fast clock, and the clock started at 18:30 for this session. Photo courtesy of Travers Stavac.

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Loctite Ultra Gel for Resistive Wheelsets

Glue for resistive wheelsets

When making resistive wheelsets, I attach the surface mount resistors to the wheelsets with this glue.

After one of my clinics at the NMRA National convention in Milwaukee this past summer, an attendee asked me what glue I used when making resistive wheelsets. Unfortunately, I could not remember the exact name, so I told him I’d post it to my blog. So here it is—better late than never.

I use Loctite® Super Glue ULTRA Gel™ as shown at right. You can buy this glue at various big-box discount and home improvement stores.

I prefer this glue over epoxy as I can better control the application of the glue, while I prefer it to other super glues (CA glues) because it has better elasticity.

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Using Wireless Phones for Communication

Wow. Time flies. It seems like only yesterday I was giving my clinic Helpful Hints for Hosting Operating Sessions at the NMRA’s 75th anniversary national convention in Milwaukee. During this presentation, I described how we use wireless telephones for communication during operating sessions. Attendees at one session asked about the phones I selected for the Shenandoah Division.

Prior to the May 2010 operating session we used FRS radios on two separate channels: the dispatcher used one channel to talk with road crews, with the supervisor of train operations, dispatcher, North Salem yardmaster, and superintendent used a second channel. When crew size warranted, the STO used a third channel to call crews from the crew lounge.

After operating several times on the BNSF Fall River Division, and using the intercom system there, I decided to use cordless telephones with intercom for communication between the STO, dispatcher, North Salem yardmaster, superintendent, and crew call. The dispatcher continues to communicate with trains crews via FRS radios.

Intercom in use at North Salem yard

Here's an example of one of the VTech 6229 phones in use as an intercom at North Salem yard.

After doing some  investigation, I decided to use the VTech 6229 wireless phone system (note: link to Amazon for convenience). This phone system allows up to 12 handsets to be used, and it has an easy to use intercom system.

I initially bought the 5 telephone set to cover the locations I needed, and I later added an additional phone at the south end of Catawba so train crews inbound to North Salem can call the yardmaster for arrival instructions. To assist crew members, I made a list of the intercom stations and attached it to the back of the phone as shown in the photo above.

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