Ash Grove Sub, Aurora Branch in HO

I have been working on the spousal unit in order to obtain one of the now spare bedrooms for the purpose of housing a small layout. She is starting to weaken, so I have started to scribble. I won’t have a lot of space, so I am leaning toward a Frisco branch line, and for the moment I like the Aurora Branch, and in particular the segemnt between South Greenfield and Greenfield, because it has several design elements that appeal to me.

• The grade from South Greenfield to Greenfield reached its maximum at 3.6%. That means short trains are the norm.
• The Aurora Branch crossed the Ash Grove Sub at grade, and it was protected by a manual interlocker. As late as 1930, one of the Frisco Employee Magazines reports a “leverman” on the branch. The crossing and interlocker were retired shortly thereafter, but before the line was severed between Miller and South Greenfield. Freight and passengers interchanged between the branch and the Ash Grove Sub. Two interchange tracks were in place, but only one will be modeled.
• A small engine facility - Greenfield had a one stall engine house and Prairie-type (gallows) turntable, which was later replaced with a wye.
• A Bull Moose provided shuttle service between the Greenfields to meet the mainline passenger trains. This element benefits an early time-frame.
• Cooper’s Bridge Rating: Aurora Branch, E-50; Ash Grove Sub 70.4. By the ‘40’s the branch could handle 1306 class 2-8-0’s, and the Ash Grove Sub could handle the 4200’s, the 4300’s, the 4400’s and the 4500’s.

My first draft proposes a bi-level layout with hidden staging to represent, Aurora, KC/Ft Scott, and Springfield.
Rule 1 Assumptions:

• Although the layout could be built for and operated as a 1920’s or earlier layout, it will be geared toward a transition-period time frame.
• The entire Aurora Branch has managed to avoid abandonment…raw milk from points north for delivery to Carnation at Mt Vernon is handled via specially assigned express reefers. It is the equivalent to the Highline Chick Service.
• Daily, except Sunday, mixed service survived to Aurora.
• Greenfield industries and facilities represent a hybrid of old and new. An all-time list of Greenfield industries include: Mill, Grain Elevator, Automobile Ramp, Lumber Yard, Bulk Oil Dealership, Stock Pens, Lumber Yard, Propane Gas Dealership, Electric Coop Pole Yard, and perhaps at an earlier date, a COOP Power Plant. The small engine facility continues to serve as the base for motive power on the branch. The turntable is gone, but the pit is still evident. The wye has been omitted.
• South Greenfield industries include a Grain Elevator, Stock Pens, and a Team Area. One of the side tracks on the east side of the mainline has been omitted. When the branch was severed the tank was retired shortly thereafter; it will be retained on the layout plan.
• Traffic levels dictate that the interlocker has survived. The tower is called GN (Greenfield and Northern) Tower.

 

Hope it works out.

 

Chris,

I have seen several published multi-level layouts that do not use a helix to move from one level to another. In general, these were large layouts, which had sufficient space to gain/lose elevation without the use of severe grades. I think the Aurora Branch's 3.6% climb from South Greenfield to Greenfield is the perfect design element for a small, multilevel layout. In fact, in order to get sufficient clearance for the staging area, I may have to push the 3.6% to 4.5% or maybe 5%. It's a bit of a caricature of the real thing to be sure. For a line that began its existance with 4-4-0's and later used small ten-wheelers, the steep grade offers operational challenges in a small space.

ROW easement discussions continue. The wife is talking about putting a "sideways" Murphy bed in the room. Plans may change.

 

I looked into a no-lix design, but the grades had to be between the towns and in the same place for each level. That would put all operators crowded into the same area and, in my case, put a 3rd level at one end. I am no fan of the helix, but will have to bite the bullet and put one in.

But in my case, the CEO had me put in a separate train room.

 

Karl, when you get the SR VP of Real Estate in agreement, let us know some of the particulars about the space. I've operated on some fun small layouts and always enjoy a design challenge.

 

Hmmmm, lets see. Gray siding with white trim! Yep, your new depot will look very good!!
Dan

 

One of the operating highlights of my proposed layout will be the Interlocking Tower GN (Greenfield & Northern) at South Greenfield. After reading Kalmbach’s “The Model Railroader’s Guide to JUNCTIONS”, I wanted to create a working interlocking machine. The text describes how to build an interlocking bed from styrene to control SPDT slide switches, which in turn control Tomar double-headed upper-quadrant semaphores and a switch-point derail. Hump Yard Purveyance (http://www.humpyard.com/) makes miniature interlocker levers, which will round-out the interlocking plant.


As shown in the attachment, the GN plant will have 4 double-headed semaphores and a one, switch-point derail. The derail is included to prevent any run-aways from coming down the 4%+ grade from Greenfield and causing mayhem. Nine levers will control the 8 semaphore blades and the lone derail. The book provides a good basis for designing the Interlocker Bed; however, I was surprised to see the wealth of info on the web for designing an Interlocking Bed.


The schematic of my Interlocking Bed and the GN Tower Model Board are also on the attachment. The schematic is just a first pass, and I may be able to reduce the number of dogs that engage the tappets.
In order to clear a route through the plant for trains on the Aurora Branch, the derail (Lever 5) must be closed first. This unlocks levers 6, 7, 8, and 9, and locks levers 1, 2 ,3, and 4. When lever 6, 7, 8 OR 9 is reversed, the derail tappet is locked. To clear the Branch route the process is reversed.

 

Hi Karl!

What was decided about space? Any news to report concerning a layout?