September was a month of great progress. The light at the end of the tunnel is more than a flicker, and I'm pretty sure it isn't a headlight. Work happened all over the layout. The flow of this post will have overlaps as my goal is to represent the work done in a specific area versus a sequential representation of the work.
I began actual construction of the 1 2/3 turn helix at the end of the Valley and Harbor staging yards. This will connect the staging yards to the Harbor spline and the yet to be constructed Valley spline.
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The engineered design of the helix is that each spiral is comprised of six 60 degree sections. Each shelf is a 1/8" masonite base layer. Three curved pieces of masonite are glued and pop riveted onto the base layer making a complete laminated shelf 1/4" thick. But only 1/8" is below the track making the effective shelf thickness only 1/8". The top layer pieces are offset by half, ensuring that all joints are offset.
I had the masonite CNC router cut. This ensured a consistent curve versus cutting it with a jigsaw. The track only needs to be placed onto the base layer and is held in place by the curved second layer. It almost snaps into place.
With the layers assembled, the structure is very sturdy. I'm planning to only have risers placed at 8 points around the helix. Thus far, I'm happy with the result.
Once the first 360 degree spiral was assembled, I began setting the track into the groove or channel. I'm using Atlas code 83 flex track. I have offset all rail joints which is somewhat noticeable in the picture to the right.
The outside joint is in the bigger tie gap. This is the natural gap created when removing ties from each end of a piece of Atlas flex track. The other joint is on the inside rail where half of two ties are removed.
Once all the track was placed, I created a transition plate from masonite. This will be where the track straightens out and connects to the staging yards. As I noted above, the three shelf tops are offset by half. At the starting point of the helix entry, they are trimmed to extend six inches onto the transition plate. The plate is connected with glue and pop rivets. The plate was then screwed to the benchwork securing it in place.
Pictured on the right, the transition plate has been connected to the spiral and the benchwork. The track connecting the staging yards has been completed.
With the connecting tracks complete, I moved the spiral track pieces to connect them. Apparently I didn't take any pictures of the plate build out, nor installation of the staging connections. I am very happy with the result and the flowing trackwork.
In the August update I documented the bridge crossing the stairwell. I was able to get the benchwork in place without any scaffolding. However, when it became time to attach the drywall sub-roadbed, I needed a scaffold to stand on and provide height appropriate access. I would need it for track laying and wiring too.
I noodled on a number of different ideas for the scaffold. I wanted to ensure it was relatively safe as well. I don't need to injure myself building the railroad. I settled on the design pictured right. Ironically, it's very stable. The placement of the ladder worked well as the feet were on the step against the toe kick, and the ladder angled into the pony wall above the stairs. All force is onto the wall, so it will not collapse. I then used a 2x10" board to make the platform. While not pictured, I did add a bar clamp connecting the ladder and the 2x10".
This is certainly not OSHA approved. I am satisfied with it and it is a stable scaffold. And, I feel 'relatively' safe standing on it.
Note: I'm not planning to complete the laminate flooring on the steps until construction is complete. I don't want it to be damaged while hauling materials up and down the stairway.
First up was to attached the drywall on the bridge. I applied Liquid Nails to the plywood base, placed the drywall, and added some screws in key locations. The joints between the pieces were mudded with drywall compound.
My goal is to make the two parallel tracks crossing the stairwell very straight. I broke out the laser level to facilitate the alignment and marking the pencil lines for the connection to the roadbed in Glendale.
I then added homabed along the lines that were drawn on the benchwork. The pieces closed to the window / wall were added first as the lines are easily visible. I followed that with the front pieces. All were aligned to the marked line and then verified with a 6' straightedge.
After painting the homabed, it was time to lay some track. Again, I wanted the parallel tracks to be dead straight. I'm very happy with the result. The photos do not represent it as well as I would like.
Prior to getting the track across the stairs, the track in Glendale needed to be laid. This had long been a stopping point on the railroad due to the fact that I hadn't figured out how I was going to cross the stairs. With a bridge solution in place, I was able to finish up the Glendale benchwork.
First was to get the roadbed in place. There are a number of transitions from main roadbed to siding roadbed and siding roadbed to the sub-roadbed. The track plan is fairly dense in this area.
Below is the completed work.
You'll also notice (or not), the upper level stanchions need to be added above this area. That will house the last section of the Ventura Branch.
I did a lot of mocking the track plan up in order to identify where the transitions will be and how it will lay out. Once complete, I came back with drywall mud to fill any homabed gaps and ease the transitions even more.
I draw my layout plans in Visio. There are always adjustments made when I begin to lay out the track. Occasionally some design elements do not look as clean in physical form versus what was drawn on the computer. Thus adjustments are made during this process.
With everything mudded and painted, it was time to begin laying track.
Progress was delayed as I needed to add a piece of benchwork near the stairway bridge to support the spur coming off of the turnout near the right benchwork edge.
The benchwork section was added and painted, and the spur was completed. Glendale is complete, except for adding feeders. Pictured to the right is a sampling of the feeders placed and waiting to be soldered into place.
The upper level stanchions are complete. The upper level of the Ventura Branch will end at the window.
With Glendale complete and the track across the stairs, roadbed installation continued into Burbank. Extra time to lay out track plan was required. At Burbank Junction the main track diverts from the parallel main tracks. This divergent route is the connection to the San Joaquin Valley via the Tehachapi Loop. The track will divert into the aisle space and onto a spline. The spline will descend following the benchwork edge connecting to the Harbor/Valley helix described above and Valley staging.
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Pictured right is the double track main roadbed in the foreground. The base of the single track helix connecting the main and upper levels is behind the main track roadbed. Having the helix footprint mocked up was critical for track placement on this side and the other side of the peninsula.
The mains come together via a #8 turnout. Pictured right is the double track roadbed joining together and becoming single track.
Track laying commenced as the roadbed through Burbank heading toward Van Nuys was completed.
Having added the track across the stairs, it was time to build out my version of Burbank Junction. All are #8 turnouts.
Pictured right is the diverging main at Burbank Junction. This is the Valley Line. The black on the roadbed is my super elevation tape. The diverging line will have slight super elevation as the line breaks away heading to Valley staging.
I prefer using the tape for super elevation. I had to buy it in bulk, so if you know someone who will be adding super elevation, I have plenty of extra available.
In the view, you can see the white space right of the main track toward the switch plate mentioned above. No spur there!
Time to add feeders to this area. I'm prefabricating the feeders. It saves a tremendous amount of time during installation.
The roadbed and trackwork continued railroad west until I hit the benchwork end. Construction will continue in October to complete the end.
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The track laying toward Gemco terminated in the photo to the right as the benchwork ended. Again, I'm dependent on the helix to be completed so the benchwork can cover that space.
Work on the other side of the peninsula heading railroad west (going right below) from the Gemco Yard was the next area to be worked.
It always starts with roadbed. Well, really with pencil lines being drawn on the sub-roadbed is first, and then the roadbed.
To the right is the line heading west from Gemco. Where the straightedge is located is the the body of the Gemco yard. As a bonus, when I laid out the yard, I was able to add another body track. Cool! More room for autoracks.
In the picture to the right, you can see the helix all the way at the end of the roadbed. This will be the connection to the upper level.
Time for more track. As the crossovers are the most complicated aspect of the trackwork in this area, that was my starting point. The crossovers provide a run-around for switching.
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A number of spurs supporting the local industries have been added.
I really enjoyed adding the sweeping curves in this area. All super elevated of course.
One of the industries I've really been looking forward to adding is the Anheuser-Busch brewery in Van Nuys. There is a lot of track here. Making the track fit into the space was a bit of a challenge. The track curving from left to right ended up being slightly tighter than the plan, but I am very happy with the result.
Here is the opposite end view of Anheuser-Busch and the main headed to the helix.
Of note, on the left edge of the photo is the Harbor spline dropping to Harbor staging. This is hidden trackage.
The sub-roadbed for Anheuser-Busch is set at the standard benchwork height. To the right of A-B, you will notice that the benchwork is 1/2" lower. The lower is where Pacific Scrap is located. Linearly, this is the opposite end of the railroad from Van Nuys and the A-B plant. A backdrop will provide the visual separation.
In order to begin construction of the single track helix to the upper level, I had to wrap up the Van Nuys benchwork and track. It also required me to align the track centerline to the centerline of the helix.
Here is an in-process step of helix construction.
In the last update, I included completion of the benchwork for Coast staging. The staging is split into two sections. One is 4 tracks along the wall. The other is 6 tracks down the centerline above Taylor Yard.
In order to lay out the lines for the tracks, I had to draw 30+' pencil lines onto the sub-roadbed for the staging tracks. Each staging track will be a approximately 30' long.
I pulled out the laser level and the target to get the lines squared away. Once the lines were drawn, I opted to hold off on trackwork in order to build more benchwork elsewhere on the railroad. In October, I'll be heading back to lay all 10 staging tracks.
Construction of the end of the main peninsula continued as well. Cross members were added with more to come. As construction nears completion, the benchwork is becoming incredibly stable.
A temporary button board for the eighteen East staging tracks was built. The board is necessary as I'm unable to mount the staging boxes yet. Each staging track box will house the button required to route and power the track. These boxes won't be added until the fascia is attached. The fascia likely won't be installed until December.
The Harbor spline connects the main track near Pacific Scrap to Harbor staging, was next to be completed. First, I built a fixture to support and anchor the spline ends for both of the Harbor and Valley splines. The fixture will also be the main connection for joining the splines to the helix. The fixture is crucial in order to set and keep the radius as the spline pieces are laminated together.
Pictured right is the plywood fixture that will anchor the spline ends. Once the fixture is affixed to the benchwork, a straight piece of masonite will be added to make the connection from the fixture to the helix. You can see the helix base roughed into place for alignment purposes.
All the layers are being added to the spline. Clamp city baby!
Flex track was added to the Harbor spline stopping short of the spline radius.
The remaining big accomplishment in September was the buildout of the peninsula upper level frame. A lot of welding was done. The structure is very sturdy and I am very happy with the result. Below is a series of construction photos. I'm getting my money's worth from the welding blankets!
A lot of construction was completed in the month of September.
Lastly, while I've made a LOT of progress in the last few months, I have come to the realization that the Los Angeles Division will not be ready for DesertOps 2024. It was an aggressive goal and I've worked very hard over the few months to achieve it. Alas, I'm not going to make it. I do not want to compromise quality or cut corners, so I'm making this decision. I considered hosting a session with only portions of the railroad operational, but I don't want add equipment onto the railroad only to remove it a few days later. Until construction is complete, it is impractical to thoroughly clean the layout and the room. For me it is critical to have a clean and tidy space to kick off operations.
I hope you've found this update of interest. Construction continues and progress will continue to get the railroad complete. I want to run some trains!
