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Articles previously published in the Waybill, available with your Division Membership. Available articles:
The Washington State Grain Train
By Bruce Fowler
Photos by Bruce Fowler unless otherwise indicated.
I
wrote to the Washington State Department of Transportation and received a 30
page publication titled "An Economic Evaluation of the Performance of the
Washington Grain Train Project." Washington State's Department of
Transportation purchased twenty nine used covered hopper cars in 1994 for
a pilot project to reduce truck damage
I
wanted photographs of these grain cars so that I could compare the Lionel
graphics to the prototype, so in May 2000, I packed up my camera and headed over
the Cascade Mountains for Southeastern Washington hoping that I could find at least
one of these cars. I chose the Blue Mountain Railroad/Union Pacific interchange
at Hooper Junction for my first stop, hoping for the possibility of locating a
car. There they were! Twenty three brightly
The Lionel grain train car is a very good representation of the first group of cars that were assigned to the Blue Mountain Railroad. Lionel had to selectively compress the lettering and the grain graphics so that everything on the 50' long prototype would fit on their 42' model of a three bay covered hopper, with excellent results. Thanks to Lionel for producing the grain car that is unique to the Pacific Northwest!
For More Information:
Using O Gauge Outdoors: Some Do’s and Don’ts by Doug Gray
Perhaps you have toyed with the outdoor railroad ideas, but dismissed them having heard somewhere that only G Scale can be used outdoors. And, since many of us have collections of O Gauge trains, the added expense of starting a new G Gauge collection deters you from outdoor railroading. The solution? Use your O gauge outdoors! A great advantage is that you can finally have the long right of ways that you have no room for indoors. Based upon my decade of experience, it does work, but there are some precautions to observe. First, let us start with the track system. Gargraves, and other manufacturers, make track designed for outdoors, utilizing stainless steel rails and UV treated plastic ties. Ordinary sectional indoor track will last about a week before rust takes over. It will first appear on the rail surfaces, and soon the pins will rust and there will be no electrical conductivity. The cardboard insulators of the center rail will also rot, and shorts will occur when the insulators get soaking wet. Forget it! Stainless is the only way to go, or in the case of HO, nickel silver will do. In our northwest climate, sun will take longer to make the plastic ties brittle (unless they are UV treated), but it will happen. Painting the ties will help. One advantage of Gargraves outdoor track is that the rails use nickel silver pins and there is good conductivity for years. Forget about the usual advice given to new G scalers to use track jumpers and frequent leads-this is not necessary with Gargraves, unless you have very long rights of way and noticeable voltage drops. With G scale, track may be free floated in loose ballast. However, O gauge track is not as strong, and should be fastened to treated wood roadbed or glued with silicone glue to concrete blocks or bricks. Ballast can then be added for cosmetic purposes. Ballast should be brushed below the level of the top of the ties, and mother nature will then compact it if you use chicken grit or other fine crushed rock. I do not recommend mixing the ballast with cement due to the fact it will destroy your track sections if you later want to pull them up. Another of the main reasons for not free floating the track is that even with plastic buried beneath the track, grass blades will find a way and come up between the ties. Since O gauge trains often have exposed gears designed for indoor running, tangled grass (or ballast) in the gears is messy to extract. Though tweezers are a help in the extraction process, it is something to be avoided. Fortunately, the engine will come to a stop before any serious damage can be done. Electrical safety is critical. Use an outlet with a ground fault interrupter, and do not get your power pack wet. Use a relatively inexpensive pack with a plastic case. There is a myth that the sun will warp trains not made for outdoor use. It may be due to our climate, but this has not happened on my layout. I highly recommend that your rolling stock have metal wheels-with stainless steel track, and metal wheels, there is practically never a need to clean the track. Another hint, from personal experience, is that if you are over fifty, build your outdoor layout on a beam or shelf at or above waist height. Your back will thank you!
Product Review: MTH Z4 2-8-8-2 by Gary Trapp Photos by Gary Trapp
Here is a short description/review of the MTH Z-4, USRA, articulated, 2-8-8-2, RailKing engine that came on the market in August of 2000. Actually this is probably way more than you ever really wanted to know about N P Z-4s or the MTH engine, but anyway… The engine comes lettered for the Pennsylvania RR or the Northern Pacific (N P) RR. Each engine comes equipped with either a QSI manufactured Proto-Sounds Digital Sounds system or a QSI DCRU and whistle only. I opted for the N P version with the QSI DCRU and whistle. Other than the locomotive paint schemes, the features listed here can apply to any of the four engine versions. The engine and tender is 25 3/8
inches long (see photo #1) and weighs 174.45 ounces (the engine alone weighs
125.60 Whether the engine is “coming or going” (see photos), it has the appearance of being able to pull a long string of loads, whether they be coal or any other freight your layout might offer. Digging out some measuring equipment, I came up with the following:
Z-4 engine and tender only voltage-current draw versus approximate speed:
This engine runs very well in the 5.8 to 8 VAC range, which is close to what the prototype speed range was. I only found a couple of minor faults with the Z-4: The whistle tends to blow sporadically, without pushing the whistle button, when operating in the 6 - 8 VAC range (at least with the ZW & KW transformers I used) Also I thought the steam piping to the rear high pressure cylinders could have been cast so that it appears to reach the cylinders (there is a gap between the end of the pipe and the top of the cylinder of 0.2 -0.25 inches). Lastly, I don’t know why the gear box between the motor and the drive wheels couldn’t have been designed for a lower engine speed capability. The prototype of this engine was designed for slow speed operation. It would be nice for the model to also have a speed range in the 5 to 30 MPH, instead of the 10-15 to over 80 MPH range. All in all, the MTH Z-4 is a great motive power addition to the Camas Prairie Northern’s engine roster. It’s enjoyable watching it pull long coal load consists and occasional freight consists on the layout.
by Bill Weed Photos by Bill Weed
Then last spring I joined the Great Northern Historical Society, which was holding their Year 2000 Convention in Seattle. Included in the July convention activities was a tour of various rail facilities; one of these was the Interbay roundhouse. So I took the day off from work to fulfill a simple lifetime dream. As our convention group got off the tour bus
behind the roundhouse, we were issued hard-hats and safety glasses. Then we
split up into four groups of about ten each and BNSF employees lead us through a
one hour railfan’s paradise. We came in through the north entrance, which is
the newer part, completed in 1929. Then we continued south to the older stalls, dating back to the 1890’s, with their traditional shallow troughs between the rails so mechanics could crawl underneath steaming, dripping, fire breathing monsters to test their nuts and bolts with ball peen hammers. (Those were the days!) A few of the stalls still had drop tables for removing drive wheels from steamers. Parts of the beamed ceiling were whitewashed, but most of the timbers looked like they had been painted black. We learned that the black was firebox soot from the first part of the century. (How marvelous--original soot!) On the extreme southeast side of the building is a large rectangular extension which had been added for major steam loco rebuilding. It now holds racks and racks of pallets containing those cylinder kits and other prime mover parts.
Just as we were about to leave, the hostler unknowingly obliged us by spinning a pumpkin orange six axle engine on the 110 foot turntable. We all left with smiles on our faces and continued the bus ride to the next stop, a tour of the restoration work on the historic King Street station. But that’s another story...
Tourist Museums and Train Rides of the West
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The
Camas Prairie Northern (CPN) was shopping for additional motive power for a
newly signed coal hauling contract. After much hair pulling and loud moaning and
groaning by CPN officials about the high cost of new engines and the present
state of the operating budget, one of the CPN’s parent companies came to the
rescue. A newly shopped articulated Z-4 steam engine that had been relegated to
inactive status by new diesel power, could be transferred out west. The N P Z-4
was just what the Camas Prairie Northern was looking for, at a price that was
within the budget.
ounces and the
tender weighs 48.85 ounces). There is a wealth of detail cast into the die cast
boiler and tender. Boiler pipes, rivet detail, handrails, the unequal size of
the high and low pressure cylinders, the drive rods and complex linkage
apparatus, crisp lettering, and the detailed cab interior all contribute to a
very good looking engine. Two flywheel equipped DC can motors, controlled by the
QSI Electronics Reverse Unit (or Proto-Sound Digital Unit) in the tender, power
the two engine assemblies with traction tires on the rear set of axles on each
engine (a spare set of traction tires are included for each engine). The
protosmoke system is similar to other MTH steam engines, in that it smokes up a
storm and can quickly fill up your train room with a smoky haze. MTH did a good
job in designing the attachment of the drive wheel assemblies to the frame. The
Z-4 had no trouble negotiating 031 curves and it does so with no extreme
overhang of the boiler over the lead engine assembly.
Ever
since I was a kid, I wanted to see Seattle’s Great Northern roundhouse up
close. I would study it from the curbside, take my eyes off the road to glance
at it from the Dravus Street bridge and even drive the long way home, via
Fisherman’s Wharf, in hopes of seeing activity around the structure. But the
closest view I could get of it was through photos in GN historical books.
It
has a “modern” two layer floor system, with a large lowered work area to
access running gear and a second floor mezzanine to access engines and cabs.
Pallet loads of machined and prepped diesel cylinders were everywhere, ready to
“drop in” to the EMD power houses that sit in various states of undress.
Almost all the liveries were cascade green, but we did see a red, white and
black Washington Central SW switcher undergoing maintenance work.
Currently
this is the only point on the division performing locomotive inspections, and
does any work not requiring the facilities of a major back shop. However, many
roundhouse stalls have been diverted from loco storage to other uses such as
pipe work, carpentry shop, material department storage, track department, radio
shop, crew lockers and a wash-up area. The building now has a loco storage
capacity of sixteen stalls.
Aaah, Spring. Freshly mowed grass, tulips, convertibles
and........train rides!! For those who may be planning their visits to
the first International TTOS Convention in
Vancouver this August, consider a side trip to a railroad
museum or a train trip through the beautiful surroundings of British Columbia. 
And
for those who may be planning trips elsewhere in the West, here is some useful
information to assist in planning a tourist railroad visit. Have a great
summer!!
