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March 2002 - Page 29


On the far right is the Amtrak service tracks (ex-Burlington Northern). There is an interesting mixture of architectural styles in the buildings on the right. From rear to front are: brick powerhouse with stack; metal building (with diesel alongside) serving as a locomotive shop in which some painting was done; and others that supply and service passenger equipment. Note the heater cars in the foreground, which were used to supplement diesel locomotive steam generators when the winter got really cold or the train was too long. Amtrak had its commissary in the Crooks Terminal Warehouse in the background, delivering food to diners by Datsun trucks. There is a profusion of hoses, bins and service carts on the wide service platforms that should be modeled. John Szwajkart photo placed on an inbound lead to the yard. Track should be straight through the car washer and one car length in each direction from the washer. w heels changed in trucks with minimum need to move (spot) individual cars. Pits should be concrete, with depths of 39" to 45" below the top of running rails, and about 3' wide. Jacking pads might be continuous or spaced at car length intervals. The rails for such tracks were often set on top of the concrete walls of the pit. As a covered car repair area was desirable, with the degree of enclosure and heating arrangements dependent upon the climate, the modeler has the chance to build another rather unique building for his passenger yard (see photo of ex-Pennsylvania shed in Chicago). Wheel or truck change areas particularly needed protection. ers and lunchroom were common. Store houses and buildings providing space for each repair specialty were needed. See photos of Burlington facilities in Chicago and Santa Fe yard diagram.

Car Inspection and Repair
Cars were sometimes inspected from a small pit (so that the underbody could be seen), located on the yard lead or lead to the car washer. As the moving cars were i nspected, any needed repairs could be noted. The car would then be diverted to repair tracks if the repairs could not be handled at trackside. Only light (running) repairs were made in the coach yard itself. For repairs, one or more full train length pits might be justified for inspection and r epair of standing trains. This arrange ment became more common in yards where streamliners with fixed consists (early trains were articulated) and short turnaround times w ere involved. This arrangement helped speed servicing and repairs. Such pits might include wheel drop pits with jacking pads s paced so that several cars could have

Storage Yard
A subyard for storage of extra or pool e quipment needed for substitutions and peaks (seasonal, holiday, weekend or special movements such as conventions) might be close by. Such storage yards needed only s team for cold weather storage and pos sibly electricity for battery charging and air conditioning. Narrower track spacing was common, with narrow service platforms or none at all.

Other Facilities
A number of other buildings and facilities were needed. Lighting for night operation was desirable with high mountings to reduce shadows and glare. Wheel and truck storage tracks were provided, adjacent to the wheel drop and repair track. Crew buildings providing offices, toilets, washrooms, lock-

Business Cars and Private Varnish
At the station or in a small subyard might be short tracks accommodating private cars or official (business) railroad cars. These tracks would have steam hose connections for keeping cars heated (or air conditioned)

MARCH 2002

MODEL RAILROADING 29

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