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April 2002 - Page 40

Service Buildings

Car Washer


To Terminal

Figure 3 Double-ended Coach Yard in Loop i s some distance between the two. Both could be reached from a wye off the mainline, which would provide the needed turning capability (see Figure 4). See Mallery, Design Handbook for Model Railroads, pp. 47-51. To suggest the urban nature of the terminal, the backdrop/view divider could feature a scene with high rise buildings for a major city on the terminal side. The coach yard side might be a warehouse/ industrial setting with lower height buildings in the background.

Coach Yard

Service Buildings View Block

Commissary REA

Pullman Post Office Station

Terminal Tracks/Platforms

Figure 4 Terminal and Coach Yard on Peninsula

How Many Tracks?
Railway Express

Post Office

Passenger Platform To Coach Yard and Terminal Passenger Platform

Figure 5 Four Track Terminal


Railway Express Post Office Station

Passenger Platform

Figure 6 Minimal Terminal

Turning Trains
A means for turning the train is needed because many passenger cars, particularly P ullmans/sleepers and observation cars, were designed to be run in one direction o nly. Pullman cars often were arranged i nternally so that the corridor side faced the track in the opposite direction (cutting down noise from passing trains) and giving the passenger the view of the right-hand side of the line. A loop track, often with the coach yard encircled, was common (see Figure 3). At some terminals, whole trains were turned on a wye arrangement. From a m odelers standpoint, a loop probably

i s more advantageous because the coach yard can be placed inside the loop and the move through a loop is less likely to result in derailments occasioned by the backing moves required by a wye. See Armstrongs Track Planning for Realistic Operation (Figure 1-14) for a large number of examples of prototype terminal track patterns relating the terminal tracks to the mainline including loops and wyes. A long and wide peninsula makes a good location for locating a terminal and its associated coach yard side by side, but s eparated by a view block between the two facilities in order to suggest that there

More than one throat track is needed to facilitate the maneuvers suggested above. Parallel tracks would permit the switchers to move cars to and from the coach yard and to switch post office and Railway Express Agency tracks without blocking access to passenger platforms (see Figure 5). A key consideration in design of the terminal and the coach yard is the balance i n capacity or trackage between the two areas. In the prototype, the passenger platform tracks in the terminal or station were n ot used for car or train storage (unlike s ome model railroads). Passenger train c onsists were moved to the coach yard a s soon as passengers and any baggage, mail or express handled within the station, were unloaded. Typically, outgoing trains were backed down from the coach yard to the passenger platforms about a half-hour before departure time by a yard switcher. T hen, mail and express cars were added and finally the road engine backed on. Therefore, the number of tracks in the coach yard would normally be a multiple of the number of passenger tracks in the station. Depending on the cycle of each train, the number of hours the basic train consist was in the coach yard might be as much as almost a full day. This is why on some routes, the railroads might have to provide as many as six consists to cover one route ( e.g., the California Zephyr) in order to ensure that there was adequate servicing time to turn the consist between arrival and departure. It was rare to provide as little as six hours to turn a name train.

How Long Should Tracks Be?
Model passenger cars are long when


APRIL 2002

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