15 November 1998

by Bernard Kempinski

As some of you know we had our first NVNTRAK oNeTRAK ops session at Fairfax Station on November 15. Things went well for our first effort, but there is much more we can do to improve operations. We began set-up at 10:00AM. The first train was running at noon. We began dispatching trains at 1:30PM.

Our set-up was a point to point layout about 70 feet long with a 12 foot staging yard on the south end. The north end had the Sodus Point module, a ten foot long, double ended, 9 track yard with engine terminal and local industries. On the south end adjacent to the staging yard was Riverside Yard, a 5 track yard with long double track lead. At about the halfway point was Sagebrush siding, a double ended siding built on two 4 foot modules. We also had a long single ended siding at Sorcerer's Creek between Sagebrush and Sodus Point but that was used to store cars. Industries were located at Wilmore, Sorcerer's Creek, Gordonsville Junction, Riverside Yard and at Sodus Point. We also had an interchange track at Gordonsville, but there was insufficient room to add any length to it. We declared Sodus Point and its adjacent module as well as Riverside Yard as yard limits.

We ran fourteen trains over the line in about 2 real hours. All trains ran as extras as we did not have any scheduled trains. Most of the trains were through trains. Jay Keese ran the first through train out of Sodus Point, appropriately a Pennsy coal drag. Other through trains ran steadily through out the session. Fred Obermeyer was a real convert to the system and volunteered to run several through trains. He also supervised work on the staging yard, and helped the through train operators switch their trains in the yard as opposed to merely fiddling them.

We ran two local freights that worked sidings using car cards and waybills. Matt Schaefer ran the first, a local from Sodus Point to Riverside setting out cars along the way. A young boy that visited the layout watched Matt so intently that Matt put him to work as a brakeman. Jim Labaugh ran a second local, a turn from Sodus Point to Riverside (and by definition - back). Dave Davies, working as yard master at Sodus Point, built the local trains and coordinated the waybills.

Operators set up the through trains in the staging yard as in a regular NTRAK set-up. Once set-up they reported to the dispatcher's office where they signed the call board. The dispatcher used the callboard to write Form 19 train orders, and Clearance forms. The dispatcher also coordinated the dispatching of throttles. We were limited to one tethered and two wireless radio DCC throttles. This proved to be the primary limit on traffic for the session, as the layout could have absorbed more trains.

Unfortunately, the session wound down when Dave had to leave with the tethered throttle.

We had some real positive results from this session. First, the Digitrax radio throttles worked flawlessly, even in spite of some drop tests and many first time users. I was concerned that due to the system's complexity we would have problems with selecting cabs etc. but my fears were allayed and we did not have to consult the manual once. Several operators used their analog engines and they performed fine, albeit one at a time. The dispatcher insured that only one analog engine was in use at a time, while yard masters kept an eye on analog engines stored in their yards. In some cases we used the power routing features of turnouts to avoid inadvertently powering parked analog engines.

We set out several orange cards with the name of the location to remind operators where they need to OS (OS stands for On Sheet. It is a report to the dispatcher to let him know you have cleared a location). We used radio head sets to call the dispatcher to OS. In retrospect we probably didn't need as many OS stations as we used. We can adjust this in later sessions.

The train order system worked well. We used clearance forms and train orders combined with radio headsets to report OS. In cases where I had to issue an order to a train on the road, I would write the order and place it next to the appropriate OS tower (simulating a manned tower). The operators would pick up the order as they arrived at the tower. I kept track of the trains on the train sheet by writing down each OS report.

The train sheet was a neat and prototypical way to keep track of activity on the layout. It also provides a nice summary of the trains that ran that session.

Our yards did not get worked as heavily as they could have been. To get better yard action will require more advanced planning. The yard operators typically break down trains, classifying them for future destinations. They also assemble trains to supply the locals and through freights. We should strive to improve this area of operation. Any ideas are welcome.

SOME SUGGESTIONS FOR THE NEXT SESSIONS

We may want to put together a pool of cars that we can use for local freight on oNeTRAK set-ups. Dave Davies suggested this since this concept has worked well for the Vienna club. A box or two of pool cars with 4 cycle waybills will help get locals set up. One thing we did not do much of was making and breaking trains in the yards. Even through trains should have some switching instructions so that the yard operators know which cars to switch out etc. We ran a short local out and back and that worked pretty well.

Through trains can work well by folks bringing ad hoc cars to run in the normal NTRAK manner, the "Can I run a train now" idea. However, even through trains should have either waybills or a blocking list so that when they arrive in a yard, the yardmaster has work to do it breaking it down.

I suggest we establish a call board ahead of time listing which trains will run for that session. Operators can sign up for the trains they want to run and in most cases supply the cars and paper work that they will use. For locals, we would rely primarily on the pool cars.

If we set the layout up in a loop, we can use one yard for staging on both ends. However, I'm concerned that the temptation to orbit trains will impede other more realistic operations.

We really need additional passing siding and industries to make the session more interesting. About a year ago I wrote this:

... How about this scenario: The branch is about thirty five feet long with three 8 footer passing sidings. Two of these sidings are in towns that require work, while there are two to three industries feeding directly off the branch. There is a DCC equipped consist, say two RSD-5s with about 20 cars, working as a local, a DCC equipped shifter working a tipple with about 15 hoppers, a DCC doodlebug is running back and forth, maybe on a schedule, and a DCC yard engine is working the classification tracks. Then an ANALOG (No DECODERS) train could bring in a load of empties to the terminal yard drop them and haul out loads. Once this guys leaves the branch, another analog train, say a mixed freight, can enter the DCC branch. I envision the analog trains as transfer runs or through trains while the locals and shifters could be DCC. No one is excluded! Operations can be very realistic. ...

Seems like it still applies today. Schematically we could/should have a layout like this:

STAGE--YARD--SIDING+INDY--JNCTN--SIDING--INDY--SIDING+INDY--INDY--YARD--STAGING
                                       |
                                       |
                                       |
                                     INDY            

Such a layout would provide a wealth of operating challenges.

Finally, we need additional people to build modules so that we are not so dependent on any individual. If anyone is looking for a project, a 1x8 passing siding with an industry or two would be an ideal subject.

Thanks to everyone that participated or stopped by to visit.

-BCK