Here are several of the finished coal loads waiting to head back to the L&N
After years of hauling around black foam core inserts pretending to be coal loads, I finally got around to finishing some of them… 58 to be precise! I won’t go over the whole process here (article coming soon on Appalachian Railroad Modeling), but I’ll give you the basics here. Most people are used to seeing gently sloping coal loads that can barely be seen over the top of the car–this is a load that’s been on the road for a while and settled into the car. I model coal at the source, and this looks very different. In the ’60s and ’70s, much of the coal was loaded by feeding a car under a chute a few feet at a time using gravity or a winch to pull the car along in stages. This resulted in a series of high, distinct, and often uneven coal lumps, perhaps a dozen or more.
This hopper shows off the distinctive lumps of freshly loaded coal from a tipple that moves the car a little at a time. Triangle Dock, Elkhorn City, Bob Helm photo
I haven’t seen too many modelers attempt this look, so years ago (like 25 years ago), I came up with a way to model this look using foam core and real coal. 25 years later, the biggest improvement has been the introduction of black foam core which does a MUCH better job of hiding any imperfections. I use 1/2″ black foam core, though some of the older forms were made from two 1/4″ pieces laminated with white glue. I basically cut them about 1/16″ smaller than the dimensions of the hopper, press them into the car to know where to cut notches for any bracing, and carve the load. I start by cutting a rough 45-degree angle around all sides, then I cut notches where I want the lumps to be. I try not to be too precise, and all the lumps are slightly different sizes. I then start rounding the lumps and eventually cut the top poster board layer off the foam core. The final shaping is done by compressing some of the foam with my fingers to smooth it out. If it needs it, I’ll add little pieces on the ends underneath and cut them to fit the car so the load sits a little higher.
The loads start with 1/2″ black foam core cut slightly smaller than the hopper and carved with an X-Acto bladeSeveral load forms ready for coal–each one is unique
Before I lose track, I label each load for the type of car it fits (easy with a silver Sharpie), and I add a couple of stick-on weights under each load (pinewood derby weights). I want my coal cars to “feel” heavier to a locomotive when they’re loaded, and I also want them to be a little top heavy like the prototype so crews will handle them a little differently.
Once it’s cut to shape, I label each load and I add some stick on weights. This picture also shows the notches carved in for the braces
I grind my coal the old fashioned way: with the butt of a butter knife in an old Cool Whip container. Then I sift it with a kitchen strainer to get a container of small coal. I paint the top of the foam core with straight white glue, then sprinkle the coal over the top and shake off any excess. I do this over the coal container so I can recycle any coal that falls off.
The coal is real coal, ground up with the butt of a butter knife and sifted with a sieve before being added on top of a coat of straight white glue
I set the loads on parchment paper to dry overnight. The next day, I spray the tops of the loads with “wet glue” (about 8:1 water:glue + a couple drops of dishwashing soap) until they’re saturated. This really sets the loads and keeps the coal from leaving dust on hands and models. Once the glue has completely dried, I go along each load with my fingers, knocking off any protruding pieces of coal, then I clean up any coal on the edges with an X-Acto blade.
After letting the coal loads dry overnight, I hit them with “wet glue” to further set them and to keep the coal dust from rubbing offOnce the wet glue is dry, I clean them up a little with a finger to knock off any pieces sticking up too high and an X-Acto blade to clean up any coal pieces on the sides
The white glue tends to dull the coal’s sheen, so my last step is to hit the loads with a coat of clear satin-finish lacquer spray–this looks about right to my eye to bring the coal back to its original luster. All told, when you do them in bulk, it only takes a few minutes and a few cents worth of materials per load, and I love the way they look! I also like that each load is absolutely unique–something tougher to achieve with commercial loads.
The white glue dulls the coal a bit, so the last step is to restore a bit of the sheen with some clear satin finish lacquer sprayThese removable coal loads capture the distinctive lumps of freshly loaded coal piled high
Here’s the full mocked-up scene with the St Charles Switcher preparing to swap empties for loads at the JAD Turner loader–the St Charles loader can be seen just around the hillside
As I’ve discussed previously, I like to build mock-ups out of foam core and paper of the larger structures on the layout that I will eventually scratchbuild. This serves three purposes. First, it gives me an opportunity to create a line-drawing / blueprint and make sure the drawing works before cutting more expensive materials. Second, it allows me to visualize a scene and make adjustments before I build the permanent structure. And third, it gives me a good stand-in on the layout until I can build the real one–something that makes operations a lot more fun than imagining there’s a big structure where you’re switching! For this third reason, I put a little extra effort into the drawings to give them some color and texture. I’ve covered the techniques before, so I won’t repeat them here.
This project involved the two “truck dump” tipples that were built in the late ’70s (as far as I can tell) near St Charles, VA. One is known as JAD Turner, and it’s probably still standing today. The other sat on the wye at St Charles for just a few years–I don’t know it’s name, so I’m just calling it the St Charles loader (super original, I know…). What made this project challenging is I didn’t have any good photos of the loader configuration I needed to model. JAD Turner was modified over the years with a second conveyor and second empty track, but the earliest photo I have of it (a grainy aerial from 1981) clearly shows only a single conveyor. I’m modeling it as if it’s the same tipple but with fewer added parts, so I took the dump shed / crusher section of the current loader along with a single conveyor and came up with this design that looks reasonably close to the aerial.
Here’s the JAD Turner loader near St Charles in the late ’90s with additional chutes added, but I modeled the core dump shed, crusher, and one of the conveyors (Robby Vaughn photo)Here’s the finished JAD Turner loader mock-up complete with a little double chute over the rails
St Charles was a little more challenging as the ONLY photo I have is a grainy aerial from 1981 showing what looks like a pile of coal, a conveyor (maybe two), and what looks like a dump ramp but no shed. I didn’t have to look far to find something close. Just up the road between St Charles and Mayflower was a loader known as “Southwest” which had a similar dump and conveyor arrangement. Southwest was built after my era, so I won’t have to have two similar looking loaders on the layout. Who knows, perhaps they moved the loader from St Charles up to Southwest? That’s my story until someone proves otherwise…
The Southwest loader sat between St Charles and Mayflower but after my era–I’m using it as the prototype for my St Charles loader (Robby Vaughn photo)A view of the St Charles loader mock-up showing the ramp and dump area
Anyway, here are the results, and I’m really liking the scene now. I can’t wait to build the real things! But first the upper deck…
This grainy aerial photo from 1981 (courtesy of the awesome HistoricAerials.com website) clearly shows a single conveyor at the JAD Turner loadout, so I removed “extra” parts from the ’90s loadout to get my design
Here’s the JAD Turner loader near St Charles in the late ’90s with additional chutes added, but I modeled the core dump shed, crusher, and one of the conveyors (Robby Vaughn photo)
Here’s the drawings I did for a JAD Turner loader mock-up using MS PowerPoint along with the supplies needed to build the “paper doll” mock-up
I used a sharp X-Acto blade to cut out the structure details for the conveyors and legs
Once the area has been well scored front and back, it’s pretty easy to just pop it out of the foam core frame
Here’s my dump shed and crusher bin mock-up for JAD Turner. I used an X-Acto to fit it to the hillside
Here’s the finished JAD Turner loader mock-up complete with a little double chute over the rails
This grainy aerial view of the St Charles loader circa 1981 (courtesy of HistoricAerials.com… awesome website) is all I have from which to base my loader model
The Southwest loader sat between St Charles and Mayflower but after my era–I’m using it as the prototype for my St Charles loader (Robby Vaughn photo)
Here’s the finished mock-up for the St Charles loader in place along the wye
Another view of the St Charles loader mock-up showing the ramp and dump area
Here’s the full mocked-up scene with the St Charles Switcher preparing to swap empties for loads at the JAD Turner loader–the St Charles loader can be seen just around the hillside
Here’s the finished base scenery layer in St Charles as the L&N CV Local waits for Southern train 61 to clear the wye
Nearly a year ago I posted the beginnings of building my scenery using Howard Zane’s “paper shell” method. The unfinished red rosin paper shell about halfway through his process served as my basic scenery base for a while–it’s far better than plywood! As I’m nearing the time to move on to the upper deck, I finally got around to finishing the scenery base.
This shot shows several steps in the scenery process including cardboard web, red rosin paper, and the finished base scenery with paint and dirt for texture
In the first post, I covered how to build the basic scenery form using cardboard strips, hot glue, and red rosin paper. Since that first attempt, I have changed my technique a little. I no longer glue a long strip to the backdrop (tedious) but instead just fold the cardboard strip to form a tab and glue the tab to the backdrop. Once the initial cardboard web and red-rosin-paper shell are in place, the next step is a layer of white glue. First, I put masking tape over the tracks and other features I needed to protect from the glue. I use straight Elmer’s white glue from a giant bottle I bought at a local office supply store. It helps to pour a little bit in a portable paint cup for easy access. I used a paint brush (approx. 1.5″ wide designed for house painting) to apply a thick layer of white glue over all the red rosin paper. If your paper layers aren’t tight, expect a little dripping, so be sure to clear out anything valuable from underneath first. When the glue is drying, it saturates the paper causing some unexpected wrinkles–I was worried at first, but most of these disappeared when the glue dried, and those that remained looked like pretty natural variations in the landscape. In places where the paper edges were warping up and away from the layer underneath, I brushed an extra layer of glue underneath and smoothed things back down with a finger.
After applying a layer of glue and letting it dry, I apply lightweight spackling compound to the paper seams to smooth out the edges
Once the glue dried completely, I added a step that Howard Zane does not: spackling the seams. I wasn’t happy with the edges of the paper as there were distinct lines that wouldn’t look natural with just paint. Additionally, there were a few areas that I needed to be completely flat, but they still had some undulations from the glue step. To fix this, I turned to one of my favorite materials: lightweight spackling compound that I picked up from the local hardware store. This is the same compound I use to cover screw holes and hide joints in masonite fascia and backdrops. It’s about the consistency of icing, and you just spread it on in batches using a plastic putty knife to smooth things out as best you can. Once it dried overnight, I used a wet washcloth to rub down the edges of the spackling compound and to taper it into the surrounding paper. This rewets the compound and allows you to get a smooth surface without sanding. Most of the seams were hidden after the first application, but a few areas required a second or third application to get the shape right.
Once the spackling compound dries, I use a wet washcloth to gently smooth the spackling compound to remove rough edges and blend it into the paper
Now things were finally ready for some paint! A friend of mine graciously donated a fine bucket of dark Kentucky dirt to me a while ago (a kingly gift!). I went to the hardware store and found a paint color that matched the dirt color pretty closely and had a gallon made in flat/matte finish. Back on the layout, I applied some of this color thickly with a small brush to about a one square foot area. Using a spoon, I sprinkled some of the sifted dirt onto the paint to give the scenery a little base texture. I left about an inch of the paint uncovered to avoid getting dirt on the paintbrush. Quickly moving to the next section, I painted some more and added more dirt, starting with the seam between the areas as it was the closest to drying. Eventually, the whole surface was covered. Once the paint had dried a little, I gently sprayed a layer of wet glue (about 10 parts water, 1 part glue, with a little dish soap) on top of the dirt. In the few areas where it washed away the dirt, I simply added more to the soaked surface and sprayed again.
I spread thick paint on about one square foot of paper at a time, then I sprinkle with dirt while it’s still wet
Once everything dried. I removed the masking tape and touched up any areas as needed. While there’s still a lot more work to go before the scenery is complete, I’m really happy with this technique to get to a good scenery base that looks a whole lot better than either plywood or raw red rosin paper! I won’t finish the scenery until the upper deck is complete to avoid ruining anything with sawdust and scenery materials raining down, but this current layer is resilient enough (and able to be vacuumed) to withstand the construction of the upper deck.
Another view of the base scenery in St Charles looking toward the gap where the tracks descend to Appalachia staging
This shot shows several steps in the scenery process including cardboard web, red rosin paper, and the finished base scenery with paint and dirt for texture
Here’s the finished layer of red rosin paper on the new scenery section
After applying a layer of glue and letting it dry, I apply lightweight spackling compound to the paper seams to smooth out the edges
Once the spackling compound dries, I use a wet washcloth to gently smooth the spackling compound to remove rough edges and blend it into the paper
Here’s the finished layer of paper with a layer of glue and a layer of spackling compound smoothed with a wet washcloth and ready for paint
While I would have preferred western Virginia dirt, a friend was gracious enough to bring me a bucket of Kentucky dirt to use on the layout which is far closer than our local Colorado dirt
I spread thick paint on about one square foot of paper at a time, then I sprinkle with dirt while it’s still wet
After the paint dries, I spray a wet glue mixture over the dirt to help secure it–I patch up any bald areas with more dirt
Applying glue to red rosin paper results in some warping of the paper that I find adds extra texture and interest to the scenery without any extra work
Paper shell scenery can be made into complex contours using many smaller pieces and a bit of patience
Here’s the finished base scenery layer in St Charles as the L&N CV Local waits for Southern train 61 to clear the wye
Another view of the base scenery in St Charles looking toward the gap where the tracks descend to Appalachia staging
Handbrakes in action holding empties securely above the Mayflower tipple
The ability to set handbrakes to keep cuts of cars in place on a grade is a crucial part of railroading, and a model railroad is no different, especially one set in the Appalachians. I’ve covered my technique for building manually deployable handbrakes via a retractable wire between the rails (article here), but the controllable brakes are complicated to make and install, so I reserve them for areas where I’ll be holding long cuts of cars on a steep grade or for where I need to hold a car for a while and then let it loose for some “gravity assisted switching.” But there are several dozen spots on the layout where I’ll need to spot small cuts of cars on slight grades, so for these areas, I wanted something simpler. I also like free-rolling cars, so tricks like putting a tiny spring on the end of one of the axles was also off the table–it needed to be something in the track. Enter the cheap plastic paintbrush! Each paintbrush handbrake costs just cents to make, and I can easily make and install a dozen in under an hour.
I picked up a box of 100 inexpensive plastic paintbrushes a couple years ago when the local Christian bookstore was having a big sale. I didn’t know how I would use them, so I put them away for a rainy day. That day came when I was playing around with different ideas for holding cars in place. It needed to be something I could roll cars and locomotives across easily without derailing or causing too much friction that would also be sturdy enough to hold a car when spotted over the brake. I first tried two methods that I’ve seen work for others. The first is a little dot of CA on top of the rail, but many of my spotting points were just too steep for this. Next I tried little lengths of fishing line mounted between the rails–these are good because they’re tough to see and work pretty well, but they make a noticeable “plink” every time they clear an axle or a hopper bay… in sections of the yard where I had several in a row, it sounded like a tiny music box playing a discordant tune!
The starting point for handbrakes are inexpensive plastic paintbrushes from an art or hobby store
Then I remembered the brushes. The plastic bristles are pliable enough to give when trains are moved across them but stiff enough to hold a car when no other force is exerted. They could also be trimmed both in height and in density using a pair of scissors. They are certainly more noticeable than the fishing line or CA dots, but my hope is they’ll blend right into dirty coal-covered tracks, and those that don’t blend in can be painted to look like weeds. Even with nothing to disguise them, I find they don’t draw the eye much anyway.
Step 1 is to locate where you need the brakes and drill a hole–the hole is offset to avoid wear-and-tear on air hoses
The first step is to locate where you want to install the “brake.” Figure out where you want the car or cut of cars to sit, then mark the spot where the most downgrade axle will sit–this is where you want the brake. In some cases, like the end of a track, you can mark the spot of the downgrade axle of the upper truck–I use this at the end of stub tracks where I need all the room I can get. For tipple tracks, I find it useful to have up to four handbrakes per track. One at the uphill end of the empty track to hold a full cut of empties, one just above the tipple to hold a shorter string of empties, one just below the tipple to hold a shorter string of loads, and one just before the fouling point of the downhill switch to hold a longer string of loads (or any “gotaways”).
Starting and ending points with the brushes, just a little off the top and thinned down with scissorsThe finished “brake” ready to install between the rails
The second step is to drill a hole between the ties for each hand brake location. I found a 5/32″ bit drilled about 1/4″ deep worked for my paintbrushes, and I offset my holes closer to one rail to avoid constantly hitting delicate air hoses on cars. To prep the paintbrush, I first cut off about 3/16″ of the bristles with scissors–the idea is to have them tall enough to catch axles but not the sills of the cars or cut levers. Then I thin out the bristles by repeatedly cutting into the brush with just the tip of the scissors while rotating the brush around. How much you thin it out depends on the grade and how many cars you want to hold, but for my light grades, I trim down to about the last 20 or so bristles. It’s easy enough to thin them a bit more once they’re installed, and if you get it too thin, it’s easy to just make another. Then I use scissors and cut off the brush end of the paintbrush leaving about 3/16″ of the plastic handle to keep the bristles secure. Installing them is usually a press fit, but if they’re loose, a little carpenter’s glue will help hold them in place. I press them down until the handle is below the ties where its bright color will be covered up by ballast.
Paint brush handbrakes installed between the rails
The final step is to test the brake by running strings of cars across them to make sure they don’t derail and don’t cause any noticeable jerking movements in the cars (if you look closely, you’ll see some movement, you just want to avoid it being distracting). When you let go, the cars should roll and then come to a gentle stop once they hit the brake. Also test a locomotive across each brake to make sure it doesn’t interfere with the trucks (this is the most stressing pressure on the brake). On steeper grades, you may find having a few brakes in series is needed to stop a string of rolling cars, or you may have to spot the cars exactly on the brake to prevent them from rolling in the first place. It’s easy enough to add and remove these brakes while you’re trying to figure things out. In the end, I’ve found this is a great way to hold cars in place without the worry of damaging cars or scenery, and it’s tough to beat the price and ease of installation!
Finished “handbrakes” to hold the loaded cars in front of the Mayflower tipple mock-up
The starting point for handbrakes are inexpensive plastic paintbrushes from an art or hobby store
Step 1 is to locate where you need the brakes and drill a hole–the hole is offset to avoid wear-and-tear on air hoses
Starting and ending points with the brushes, just a little off the top and thinned down with scissors
The finished “brake” ready to install between the rails
Paint brush handbrakes installed between the rails
Finished “handbrakes” to hold the loaded cars in front of the Mayflower tipple mock-up
Handbrakes in action holding empties securely above the Mayflower tipple
The CV Local led by L&N RS3 100 crosses Bonny Blue Road with its newly installed crossing flashers
Many of the grade crossings on the St Charles Branch didn’t have flashing signals and were protected by flagmen or fusees (see how I simulate fusees here), but a few of the more prominent crossings were protected by automatic flashing signals and bells. One of those crossings is Bonny Blue Road which crossed two legs of the wye in St Charles. I was looking for a way to make these signals work automatically with nothing required of the crews (beyond sounding the horn for the crossing) and no hardware needed on any rolling stock. I quickly settled on using IR sensors mounted near the tracks to trigger the circuits required for the crossing. While many of the major manufacturers of railroad electronics offer circuits for flashers and for triggering based on sensors, there seemed to be a lack of good, simple options for the sensors. So I did what many of us do when we’re looking for something–I turned to eBay.
I found a lot of products for flashing crossing signals, but one it particular caught my eye. A company called “WeHonest” was offering what looked to be decent looking LED signals that came with a flashing circuit for a very reasonable price. Being a little suspect of a foreign company calling itself “WeHonest,” I needed four signals, so I ordered a couple sets and hoped for the best. I ordered the signals with two heads instead of four (front and back) because my signals would only been seen from one direction, and the ones with four heads looked too thick front-to-back (I plan to add dummy heads on the back later). When they arrived a couple weeks later, I was impressed with the quality for the price. The lettering is easily readable, the construction is mostly metal, and the size and shape are good for HO scale. I had to clean up some areas of the metal crossbucks, and some of the silver paint flaked off, but these were easy fixes. I initially hooked up the flashing circuit to a pushbutton on the fascia, and the flashing circuit worked flawlessly and controlled all four signals in a synchronized manner.
The signal piece was solved, so now I needed a way to automatically control them. My confidence in “WeHonest” was bolstered, so I explored their options. They offer a “model train detector automatic signal controller crossing system trigger etc” (also called a “master board”) which shows a diagram of how it can be configured to trigger a grade crossing flashing circuit using simple, single-unit IR sensors that don’t require a broken path. I also needed a circuit that could support four sensors due to the tracks that would trigger this grade crossing, and while the board only supports two sensors, their diagrams show that you can connect more sensors via separately available splitter cables. They also offer a sound effect circuit with multiple grade crossing signal bells (and a rooster). I ordered a master board, sound effect board, two splitters, and some additional IR sensors.
Wiring diagram showing the connections needed between the three circuit boards, signals, and sensors
The documentation you see on eBay is all you get, so it took some studying and tinkering to set things up, but it wasn’t difficult. The basic idea is the master board is connected to 12V DC and the IR sensors. The sound effect board and flasher circuit are daisy chained off the 12V DC “output” side of the master board which is only live when the IR sensors are triggered. The only surprise on wiring was there are no normal contact screws for the 12V DC input, only a plug for an adapter and a specific connector type (both of which are sold separately). I found a plug off an old RC helicopter I disassembled years ago that did the trick. I mounted all three circuits and the speaker on a piece of masonite to keep the wiring tight and organized. Rather than use the supplied speaker, I attached a pair of baffled cube speakers I had pulled out of a locomotive when I replaced it with a Scale Sound System speaker.
I mounted all three circuits and the speaker on a single piece of masonite to declutter and protect the wires
I installed the IR sensors between the rails and ties as the company indicates in the pictures. When anything passes over it within a couple inches, the IR sensor is triggered. There is no documentation on how the sensor works, but it has two elements, a blue dome and a black dome. I can only speculate that it transmits IR from one dome and receives reflected IR in the other dome. When I hooked everything up, it worked great… with two IR sensors plugged into the two separate sensor inputs on the master board. When I tried to use all four IR sensors, it would trigger the circuit no matter what I did even if nothing was present. I noticed some sensors were more sensitive than others, so I experimented with different placements and combos and even the positioning of the elements within the sensor. Unfortunately, I destroyed one of my sensors in the process, but thankfully they’re inexpensive, and I found the WeHonest customer service to be very responsive and helpful!
Here’s an IR sensor with a portion of the black dome covered in electrical tape to decrease its sensitivity
When my replacement sensors arrived, they did the exact same thing as before. Two sensors worked fine, four sensors triggered the circuit even with nothing present. I really liked the overall operation of these circuits, so I kept experimenting to see what might work. I speculated that the circuit detects based on a threshold of received IR energy–with one sensor, the ambient IR was low enough to stay below the threshold, but with two sensors, the ambient IR increased above the threshold to make it appear a train was present. I found that if I covered a portion of the black domed element on some of the IR sensors, it would keep the circuit from triggering but would still trigger if a train passed. After playing around, I found covering about 60% of the black element of all IR sensors with a small piece of electrical tape made everything work as intended.
Now that I’ve worked out the kinks, I’m very happy with the crossing! I’m able to control the sensor sensitivity via the electrical tape, I can control the flash rate of the LEDs via a dial on the flasher circuit, I can select the bell sound from one of several good options on the sound effect circuit, and all of this works automatically with no actions needed from the crew. I have two more flashing grade crossings to go on the upper level, and I’m satisfied enough that I’ve already ordered the parts to replicate this installation on those crossings.
Wiring diagram showing the connections needed between the three circuit boards, signals, and sensors
I mounted all three circuits and the speaker on a single piece of masonite to declutter and protect the wires
I mounted one IR sensor between routes on a turnout because either route requires the crossing signals to activate
Here’s an IR sensor with a portion of the black dome covered in electrical tape to decrease its sensitivity
The circuits installed under the layout
The CV Local led by L&N RS3 100 crosses Bonny Blue Road with its newly installed crossing flashers
Side-by-side of an MDC car (left) and Atlas car (right) showing the slight length difference
In the last post, I mentioned some of the work that went into creating an ex-Central of Georgia 70T rib-side hopper from an old MDC Roundhouse kit. Atlas makes a much more crisp and better operating out-of-the-box car in its Trainman 9-panel, 70T hopper that is a good stand-in for this car, but it’s about 2 scale feet too long. The Atlas kit, however, is a great model for the Southern’s mainstay fleet of 70T hoppers in the 70300-73749 and 281000-281299 series which far outnumbered the ex-CofGa cars in the 74100-74584 series–all you have to do is remove the heap shields and renumber them. The MDC Roundhouse kit can be picked up in Southern paint pretty cheaply. It’s a far WORSE model both dimensionally and detail-wise to match the Southern’s main fleet of 70T cars, but its overall dimensions are closer to the ex-CofGa cars. However, it requires a ton of work to make the car presentable in a string of more recently produced and more detailed cars. So, is it worth the work? Spoiler alert: it’s not worth it unless you’re just a crazy hopper person like me who notices the subtle length difference between these different series of cars in a long string of hoppers.
Ok, if you’re still reading, here’s a little more on what it takes to model one of the ex-CofGa cars using an MDC Roundhouse kit or one of the slightly improved Athearn versions. First, what’s wrong with the model out of the box? These molds are at least 40 years old, so the detail is sub-par–the rivets are clunky, the grabs are thickly molded, the brake platform and brake wheel housing is grossly under-modeled, the brake wheel is horrendous, and it’s just missing some details like the long grabs on the left ends of the car and bracing inside the car. Also, the bottom sills and corner posts are super thick at the ends. The interiors have an ugly scar right in the middle where the injection molding was done. The most egregious issue is also the most likely to escape notice (so I didn’t bother fixing it): the middle hopper bay is reversed with respect to the brake end. The lettering is not up to today’s standards but acceptable for a car that will be weathered, but there is no lettering on the ends of the MDC cars. The car also comes with arched heap shields that can be added, but they’re a little too short to look right, something that I initially ignored but eventually remedied by replacing them with parts off an Atlas car. It’s also missing details that were on the CofGa cars like slope sheet bracing on the ends.
Detail differences between the original model (right) and the modified model–note the difference in the side sill width
I remedied most of these issues with an X-Acto blade. I started by removing the angles between the bottom sills and the side panels. Next I worked on the side/bottom sills and carved away excess material from the top and bottom with a No 11 X-Acto blade (leaving essentially just enough for the “PULL HERE” lettering). This was done to both the ends of the sides and the ends. I also removed the excess material from the left-side corner posts with a blade (I left the ladder side alone) and cleaned up the excess plastic in the steps. I narrowed down the ladder grabs with the X-Acto blade using repeated small cuts on the back side and alternating between top and bottom until the grabs were essentially round-ish instead of rectangular. I also used a chisel blade to remove the awkward rib down the center of the underside of the slope sheets. Finally, I removed the molded-on grabs from the lower ends adjacent to the couplers.
Details added include tack boards, grab wires, tow rings, cut bars, and train line
Next came the added styrene bits. I added some flat bits for the tack boards and the panels where the coupler cut bar would attach. Some large triangles (using the Atlas cars as a model) became the interior bracing. The most complex part was the slope-sheet bracing under the ends. I made these from three pieces of L-girder styrene and just dimensioned and cut them to resemble photos. I also replaced the brake wheels with more detailed Miner wheels from the parts bin (one Kadee and another whose origin is lost). I added wire grabs adjacent to the couplers, and added custom-bent long grabs on the left ends made from .012″ brass wire and tow loops made by bending .012″ brass wire around a thumbtack (I bend them into a “J” shape and just drill one hole). I bent coupler cut bars and eye bolts from .012″ brass wire using a little jig I made. I also added a couple pieces of brake-gear piping between the reservoir and triple valve bent from .020″ brass wire. The train line is a piece of copper wire from an old ethernet cable sandwiched between two pieces of L-shaped styrene. The final details included Kadee No 5 couplers, Intermountain metal 33″ semi-scale wheels (faces, backs and axles painted black), and arched heap shields salvaged from Atlas models (the in-progress photos here show the MDC arches which I replaced before weathering). Some careful carving and putty fixed the ugly scar on the center sill inside the car.
Detail differences on the ends
I wanted to renumber the cars and detail them for the early ’70s, so I removed a couple of the numbers and the black-and-white lube stencils the best I could by scraping them off with the back of an X-Acto chisel blade. I custom-mixed some paint to match the body and covered all the new details and scraped sides. I added the new numbers, ACI labels, and end reporting marks using a combination of Microscale, Herald King, and K4 decals. Now they were ready for weathering!
Interior detail including braces and covering up the injection mold scar
For weathering, I started with some drybrushing of dark rust spots in a few places on the sides. Next I airbrushed them moderately using a combination of flat black and dark tan airbrushing and washes. Since these are old cars that have been repainted, I went a little heavier than usual with the black on the interiors. I hit them with a wash of flat black paint and water, letting it sit for a minute and then wiping it off vertically to produce some rain streaking and shadows on the details. I used a wash of light orange rust and water on the interior and then added some drybrushed rust spots inside.
String of Atlas and MDC cars mixed in–the differences are subtle but noticeable
In all, these cars took probably 4x as long to detail and make layout-worthy as the Atlas Trainman cars. Now that they’re complete, I do like seeing the more stocky look of these CofGa cars mixed into a long string of Southern-heritage 70T cars. So much so that I’ll probably eventually go back and take all the heap shields off my Atlas cars and renumber them into non-CofGa series. Thankfully I’ve only completed 3 of these Atlas models, so it’s not a huge sacrifice. So, if you’re a hopper nut like me and nerd out on seeing the subtle differences between car series, then knock yourself out on a project like this! If you’re not a hopper nut, I recommend sticking to the Atlas models and saving yourself a lot of trouble.
The finished scene showing the brighter foreground trees painted with yellow and mars black mix–what a difference the painted backdrop makes for the scene!
I collected art supplies to paint my backdrops many months ago, but like any project that intimidates me, they sat around in a drawer until I could get up the nerve to pull the trigger. I’ve done one painting my entire life about 30 years ago for an art class, so my experience level with this is just a hair above zero. I’d like to thank Jeff Kraker who sent me a link to a video series by Chris Lyon he followed on how to paint backdrops using a few basic acrylic colors and an impressionistic “blob” method. I learned a TON from this five-part series including the fact that you shouldn’t actually use green paint–how counter-intuitive is that? Having watched the series twice and armed with supplies, I finally jumped in! As you can see in the pictures, I’m no Michelangelo, but I’m happy with them for now, and I’m sure I’ll make some adjustments and touch-ups as I gain more experience.
Step 1 is to outline the distant ridges in chalk, and step 2 is to paint the distant ridges a bluish gray
My first step is to outline the top of the distant ridges. I actually used a low angle view from Google Earth to do this, so the basic contours are actually what you’d see standing in the actual scene. Kid’s sidewalk chalk is a good medium for this as it can be easily erased with a wet wash cloth. Next I painted my distant ridges–this was something the series didn’t cover as all their scenery was closer. One thing I wanted to do was to nail the color of distant hills. I live in the mountains, so every day I get to see that distant hills covered in trees are not green at all–they’re a shade of gray-blue, almost purple. To get a color close to this, I mixed some of my sky blue backdrop color with a little mars black, and a little cerulean blue which looks about right to me, though if anything, they’re not purple enough. I applied the paint using the techniques in the videos, just wet the brush (A No 10 round in this case) and dab, dab, dab, blob, blob, blob. I didn’t want distinct trees in the distance, so I mixed the paint pretty good, leaving just a little variation and shading.
Once the distant ridge is in, step 3 is to paint the next nearest ridge a little darker but still not bright green
Next, I added some primary yellow to the palette and started moving to the second ridgeline, still using a good bit of the sky blue but now adding more yellow which makes a nice Woodland Scenics-ish green when mixed with the mars black. Once the second ridge was in, I felt it didn’t have enough definition, so I dabbed the brush in some mars black and touched the base color without mixing it in and “blobbed” in some shadows. Finally I transitioned to the larger trees near the bottom. No sky blue, just a lot of yellow and a little mars black barely mixed and blob, blob, blob, again adding some areas of shadow with a little more black in the mix.
This is the one hard corner of backdrop on the layout–I think once I play with the lighting it will be a little less stark
The result is what you see here. It’s certainly no real art, and it doesn’t look nearly as nice as the backdrops in the video. Still, I think it gives a decent impression of a deciduous forest and Appalachian ridges that doesn’t distract from the foreground. I also think the color will blend pretty well with common light and medium green ground foam and foliage. I did about 15′ of linear backdrop in under 2 hours… not a bad return on time invested. I love what it does to the layout feel, as well. For the first time since I started building the layout, when you walk into the layout room it feels Appalachian. Looking forward to painting more and improving on my bare-bones techniques!
Part of the backdrop under the stairs involves a piece of the “sky” that sticks out
This is the first section I did. It’s amazing how much less noticeable the steps are with the mountains painted
Step 1 is to outline the distant ridges in chalk, and step 2 is to paint the distant ridges a bluish gray
Once the distant ridge is in, step 3 is to paint the next nearest ridge a little darker but still not bright green
The finished scene showing the brighter foreground trees painted with yellow and mars black mix–what a difference the painted backdrop makes for the scene!
This is the one hard corner of backdrop on the layout–I think once I play with the lighting it will be a little less stark
The St Charles Switcher crew sets the handbrakes to leave a string of loaded hoppers on the grade while working the yard
Gravity is a major factor in prototype railroading, but it can be quite troublesome for a model railroad. Very little real track is actually completely flat, so train crews routinely use the handbrakes on individual cars to hold them in place in yards or sidings. Not only do handbrakes hold cars in place, but in the Appalachians where I model, gravity and handbrakes were often used to move cars from empty tracks to tipple loading points, to move loads into the right track below the tipple, or even to run-around a caboose at the end of the line. Modeling working handbrakes on individual cars isn’t very practical, so what is a model railroader to do? Some install springs on the ends of a car’s axles to use friction to hold the car, but this can’t be “turned off” to allow the car to roll freely. Others use little picks they stick into the ballast to hold cars in place, but this can be destructive to scenery, and it leaves an un-prototypical giant stick next to a cut of cars. I’ve adopted a method of fascia-controlled “handbrakes” on the tracks which works well for my needs.
The first step of the handbrake is to locate where you want the brake, drill a hole, and insert a brass rod sleeve for the brake wire
This method is overkill if you just want to hold cars in place on a siding. For this I recommend a drop of CA, a piece of monofilament line sticking up through the tracks, or the end of a soft brush if more strength is needed–I use all of the above for holding cars in place when set out. I use the method here where I need brakes sometimes and free rolling other times, so the first thing you need to do is figure out where you need brakes. I once heard a story about a design presented to a university for a new campus that didn’t show any sidewalks. When the dean of the university asked the designer why there were no sidewalks, the designer replied “wait a year after the campus is open, then you’ll know exactly where the sidewalks need to go based on the trails through the grass.” So, where do I install brakes? Wherever I find I need them when operating trains–a question I also pose to my operators after every session: “is there anywhere you wished you had handbrakes but didn’t.” Generally speaking, they’re needed anywhere a crew will need to leave cars on a grade for a period of time to conduct other work. Since I’ve got lots of grades on the layout, I’ve currently got five handbrakes installed on the lower level alone.
The concept of these fascia-controlled handbrakes is simple: install a movable piece of strong wire between the rails tall enough to hold an axle with a mechanism to retract it when not in use. Once you know about where you need brakes, mark that spot between the rails, and make sure the area underneath is clear enough to install a brake mechanism. Remember, the brake can really be anywhere along a string of cars, so if your ideal spot is not to ideal under the layout or on the fascia, just move it a few inches. I use 1/16″ brass tube as a protective sleeve for the .025″ steel music wire I use as the brake, so once I find a spot, I drill a vertical hole between the ties for the brass rod. I like to offset the rod about 1/4-1/3 between the rails to avoid interfering with truck bolsters (coupler trip pins will also be an issue for those who use them… in fact, a similar mechanism might work for uncoupling too, hmmm…).
Here’s the finished control in the “off” position (in line with track)
If you’ve followed me for a while, you know I’m a big fan of manual controls using slide switches–I use them for turnout controls, semaphore controls, and now handbrakes. You also know I’m a stickler for creating a fascia where the controls make sense and aid an operator instead of confusing them. In the case of the handbrake, I wanted it to be easy for operators to see when the brake is “set” and when it is retracted, so I settled on a control lever that lies in-line with the track when retracted and sits at a sharp angle when “set.” Just for good measure, I also use a bi-color LED to illuminate amber on the fascia representation of the affected track when the brake is set to help mitigate inadvertently running into a brake with the delicate footboards of a super-detailed locomotive (been there, done that).
Here’s the completed brake assembly with three pieces of wood, DPDT slide switch, brake wire (vertical), and control rod (horizontal)
For the brake mechanism, I use a vertically mounted slide switch (DPDT in this case) with a 3/16″ throw–this is just enough to catch the axle of a 36″ wheel in HO scale when extended and still retract to almost rail height when recessed. The brake rod itself is a piece of .025″ music wire bent into a squared-off “J” shape running through a hole in the slide switch–initially, make this piece long enough that it will stick up about 1/2″ or more above the rails when in place. The control mechanism is a piece of thick steel rod (.062″ music wire) with a bell crank bent at one end. Th rod should be cut about 3″ longer than the distance between the brake’s track location and the location of the control on the fascia. The bell crank is offset about 1/4″ from the rod. As you can see in photos, I drill a hole in a piece of 1×3″ board centered on the slide switch and offset about 1/4″ laterally for the control rod to pass through (lined with 3/32″ brass tube for smooth operation). I also bend the bell crank at 45-degree angles instead of 90 as this allows me to make adjustments to the crank offset in either direction, shorter or longer. The structure for the mechanism is typically three boards: 1) the slide switch board with a large hole drilled out for the switch (mounted with screws), 2) the control rod board mounted 90 degrees to the switch where the bell crank is secured, and 3) the attachment board on top to make it easy to mount to the plywood sub-roadbed. I use 1×3″ pine for most of my pieces, but I may use different thicknesses of attachment plates to get the control rod at the right height for the fascia control–the brake wire can be really tall and still work, so better to have the mechanism hanging lower than to have to curve the control rod to the right height. Once I’ve got the three boards assembled with 1 1/4″ drywall screws, I disassemble it, insert the bell crank end of the control rod, insert the bell crank into a hole drilled in the slide switch, adjust the bell crank as needed for smooth operation of the switch, and reattach the boards with the screws.
The left is the front side of the assembly that will face the fascia–note the brass rod sleeve in the wood where the rod goes through
For the fascia, I drill a hole for the 3/32″ brass rod sleeve as close to horizontal as I can get it and pointed directly at the brake location on the track. I pick the spot on the fascia that allows me to do this while keeping the control rod as perpendicular as possible to the fascia (you don’t want the control rod coming out of the fascia at a strange angle if you can help it). The LEDs are nice but not necessary, but this is the step where I drill the holes, about 1″ behind the brake control. I like to drill the hole through the fascia the exact size of the LED bulb and then use a second larger bit from the back side of the fascia to create a space for the rest of the LED–this keeps the LED from popping out the front of the fascia. I use bi-color red/green LEDs which glow a nice reddish amber when hooked up to AC (e.g., DCC track bus), and I attach one lead to one side of the track bus (with a 470K resistor), the other lead to the “up” position of the slide switch, and a third wire from the center position of the slide switch to the other side of the track bus. Super simple.
Here’s the handbrake mechanism installed under the layout–the control assembly should orient to the fascia and not the track
Mounting the switch mechanism is a bit of a pain and requires some planning and patience. From under the layout, I run the control rod through the fascia. Then I find the brass rod going up through the tracks and insert the brake rod (it helps if the brass rod is long enough to protrude beyond the plywood of the sub-roadbed). With the mounting screws on the attachment plate ready to go (screwed in so they’re almost through the board), I gently move the mechanism around until the brake wire is more-or-less vertical, the switch operates freely, and the control rod is as straight as possible between the fascia and mechanism. The mechanism is oriented to put the rod and switch perpendicular to the FASCIA rather than the track (angle relative to track doesn’t matter here). Once I’m happy with the placement, I run the mounting screws into the sub-roadbed.
With the brake in the RECESSED position, bend the control rod parallel to the ground
On the fascia side, I now have about 2″ of control rod sticking out. With the slide switch in the DOWN position, I then grasp the control rod with a pair of needle nose pliers flush with the fascia so the bend will be about 3/16″ from the fascia and use my hand to bend the control rod to align with my track diagram (horizontal) in the direction of the bell crank so that “up” on the control = “up” on the brake. My convention is to face the controls and bell cranks to the left, but either works. At this point, I have the leverage to test the mechanism and fix any issues. If all is good, I use a Dremel cut-off wheel to cut the end of the control rod so about 3/4″ beyond the bend. For the control lever, I use a wooden 1 3/8″ “axle peg” which can be found at any large craft store–it’s admittedly an odd shape, but it’s distinct, easy to find, and easy to use. I insert the pegs into a vice and drill a hole the exact size of the control rod about 1″ deep into the center of the peg, then drill another hole in the side about 1/8″ from the flat end into the first hole and use an X-Acto blade to create a notch between the two for the 90-degree bend in the control rod. The peg is usually a press fit onto the control rod.
The brake wire should initially be longer than required in the recessed position
The final step is to trim the brake wire. I’ve found if I use a pair of wire cutters at rail-top level when the brake is in the DOWN (recessed) position, it is low enough for all my locomotives to clear and extends high enough to catch all my axles when needed. Because the wire’s location can be tough to see (especially when cars are over it), I use a little dab of yellow paint on the outside of the rail to indicate where the brake wire lives for easy spotting by crews.
The brake wire can be tough to see with cars on top of it, so I use a little dab of yellow paint on the rail to help operators know the brake location
I’ll also share some “lessons learned” for using this type of handbrake:
The brake will find your lowest-clearance locomotive and keep it from moving until you trim the brake wire–remember this locomotive and use it to test all brake installs
If you try to pull a string of cars when the brake is engaged, you WILL bowstring every car between the locomotive and the brake off the rails (sometimes violently)
If you leave the brake “up” and roll cars into it, they will bounce back quite jarringly upon hitting the brake
If you don’t pay attention and activate the brake under a truck bolster or low-hanging part of the car, you WILL raise the car off the rails and derail it (or topple it)
Other than these “gotchas,” I’m very happy with the operational possibilities these handbrakes add to the model railroad!
The St Charles Switcher crew sets the handbrakes to leave a string of loaded hoppers on the grade while working the yard
The first step of the handbrake is to locate where you want the brake, drill a hole, and insert a brass rod sleeve for the brake wire
Here’s the completed brake assembly with three pieces of wood, DPDT slide switch, brake wire (vertical), and control rod (horizontal)
The left is the front side of the assembly that will face the fascia–note the brass rod sleeve in the wood where the rod goes through
Top view of the handbrake assembly–the top board helps to mount the assembly securely under the subroadbed
Here’s the handbrake mechanism installed under the layout–the control assembly should orient to the fascia and not the track
The control rod should protrude through the fascia at least 2″
With the brake in the RECESSED position, bend the control rod parallel to the ground
I use a wooden axle for the control rod and drill out a hole the size of the control rod along with a notch on one side
Here’s the finished control in the “off” position (in line with track)
Here’s the handbrake control in the “on” position–the LED helps alert operators that the track is not clear
The brake wire should initially be longer than required in the recessed position
With the brake wire in the recessed position, trim it to just above rail height with wire cutters
The brake wire can be tough to see with cars on top of it, so I use a little dab of yellow paint on the rail to help operators know the brake location
Here’s another handbrake on the main at a location where crews have to leave their train to work cuts of cars through a short run-around just ahead
Here’s another handbrake on a 3 percent grade above St Charles Yard–I use this one to set cars above the yard and use gravity to route them down the right track, just like the prototype would often do
As I’ve stated in previous posts, sound decoders have drastically changed my approach to DCC consisting. In an ideal world, I want all movement controls (forward, reverse, braking, dynamics) within a consist to be controlled by a single throttle, and I want only the lights, horns and bell of the lead unit to respond when an operator selects these functions. Digitrax’s “universal consisting,” unfortunately, doesn’t allow function-controlled movements like braking to go to the entire consist. Also, if you reverse the direction of the consist, you have to rebuild the consist to control both movement, lights and sound with the new lead unit. This is not a big deal for trains that only run in one direction, but every single one of my trains is an “out and back” where the lead unit of a consist switches, sometimes several times in a session. Asking operators to rebuild the consist every time they switch the train’s direction is not ideal.
Moving to “advanced consisting” (decoder-aided consisting) solved many of these problems but not all. Using the “consist” tab in JMRI, I was able to use the directional lighting features built into my Soundtraxx Tsunami 2 decoders to set the lights on the end units in a consist to “respond to consist address” but only in forward or reverse, thus solving the challenge of only getting the end lights in a consist to illuminate. The horns and bell, however, cannot be set to only operate directionally using the consist controls, so I was stuck with picking one loco in the consist to respond to all the horn and bell commands… this works, especially if all units use the same horn type, but it bothered me a bit to hear a Nathan M5 from the trailing GP35 instead of the Nathan P3 from the leading GP38. When I posed this question to a group of Digitrax experts, one of them pointed me to this video from Soundtraxx where someone had figured out how to use “alternate sound levels” function in the Tsunami 2 decoders to get directional horns, so I had to give it a try. The video left a few steps out, perhaps because they were using “simple consisting” (same address), so I had to experiment a bit to figure out how to make it work with advanced consisting, but in the end, I was able to get the consist to perform [almost] exactly as I had hoped using the following method.
The Gist
Soundtraxx Tsunami 2 decoders have an “alternate sound mixer” designed to make it easy to select a new set of alternate sound levels with the press of a function button. Additionally, the “function mapping” in Tsunami 2 decoders allows you to set any function to operate automatically when the command station commands the decoder in “forward driving,” “reverse driving,” “forward driving,” or “forward standing” conditions. The trick is to set all the alternate sound levels to match the primary sound levels EXCEPT the horn and bell which are set to volume “0,” then use the function map to configure the alternate mixer to operate any time the decoder is moving in the trailing direction (forward or reverse based on how it’s sitting in the consist), and finally to set up the decoder to “respond to consist address” for horn and bell functions. When you set up the locomotives on the ends of the consist in this manner, it has the effect of silencing the horns and bell when the locomotive is trailing and not leading. Here are the steps in JMRI.
Step 1. Set the sound levels in the primary sound mixer
Step 2. Set the horn and bell to “0” in the alternate sound mixer
Step 3. Copy all other sound volume values from the primary to the alternate sound mixer
Step 4. Set up the “alternate mixer” to operate with forward or reverse direction (the direction in which it’s trailing in the consist)
Steps 5-8. Set up the advanced consisting so directional lights and functions for horn and bells “respond to consist address” and enable the automatic functions
Some of the settings will depend on where the locomotive is in the consist and whether or not its on the end. For a locomotive in the middle of the consist, you can either set the decoder’s light, horn and bell functions to “locomotive address only” in the consist tab, or you could place check marks in all four columns in the function map (forward driving, reverse driving, forward standing, reverse standing) so only the alternate mixer with zero volume for bells and horn are used. If you change the orientation of the locomotive, you may need to change the FL settings in the “consist” tab and swap from “forward” to “reverse” check marks in the function map. Also, if you’re using a locomotive on the end that doesn’t support an alternate mixer (like the Soundtraxx Econamis I have in some locomotives), then you’ll need to pick just one of the locomotives to “respond to consist address” to provide the horn and bell for the whole consist and disable the directional checks in the function map.
That’s it! Now when you run a throttle using the advanced consisting address, the lights on the ends will be directional, AND only the horn and bell of the leading unit will respond to the throttle’s horn and bell functions no matter which direction you’re running. Click on the video at the top of the page to see this in action, and if you’ve got some even better tips and tricks for this, please leave them in a comment below!
The St Charles Switcher crew throws down a couple fusees to protect the Pot Branch Road grade crossing near Mayflower
I enjoy trying to copy every element of prototype railroading I can… as long as there’s at least an element of fun in it. When I saw this short video showing a Western Maryland crew dropping fusees (pronounced “fyoozees”) to protect a grade crossing, I started thinking about how I might model this. Fusees are used by railroads for many purposes including dropping them on tracks to warning following trains of their presence–because of this purpose, fusees are designed to burn for a set time, commonly 10 minutes. Fusees can also used to protect grade crossings that don’t have flashing lights like the one in the WM video, especially when it’s dark or posting a flagman wouldn’t be practical or safe. Since I want to model nighttime ops, and I haven’t made any HO scale flagmen to post yet, I decided I wanted some simulated fusees to protect the handful of crossings I have on the layout.
My first attempt was pretty simple and economical, just two fiber optic cables embedded into the “road” (it’s just paper and cardboard at this point) on either side of the grade crossing routed to a bi-color LED that I connected to the DCC track bus (creates a reddish orange glow) and a simple SPST push-button switch. To keep the fiber optic cable from falling through the road, I melted the end into a mushroom shape by holding it near a hot soldering iron. The other ends were taped together and inserted into a piece of shrink tubing around the LED. It was functional enough to protect the crossing, but I really wanted a way to 1) put the fusees on a timer, and 2) make them look a little more realistic.
The basic parts to make a simulated fusee including fiber optics, the Bakatronics flares / fusee circuit, and the timer circuit
The timer issue was solved by searching Amazon and looking at a lot of different timing circuits. I finally settled on this one, though it’s probably overkill. I like it because you can choose one of several timing modes (fun to play with for other projects), you can set the timer for however long you want to keep the relay “on,” and you can easily see the timing settings on the display. To make them more realistic, I started with an internet search for “model railroad fusee,” and after chasing through some links in model railroad boards, I discover the Bakatronics BK-111 “Simulated Flares / Fusees Kit.” It looked promising, especially since it’s designed to power two fusees that “light” and extinguish several seconds apart (like one person is walking a short distance between lighting them, just like a grade crossing). I ordered two just to make sure it would work, and I was not disappointed! When activated, they “light” at different times, flicker independently for a while, then the first one goes out, then the second with a nice slowly diminishing burn out… really cool looking!
The fusees are controlled with a simple momentary SPST switch on the fascia
The Bakatronics fusee circuit is designed to work with either a momentary switch (stays on for about 30 seconds) or an on/off switch (stays on as long as the switch is closed). Instead, I wired the fusee circuit to the timer circuit so I could set the time the fusees stay lit exactly, and all the operator has to do is push a button once. I use a 4:1 fast clock, so a 10-minute burn should last about 2.5 minutes / 150 sec. The Bakatronics circuit add some time on its own, so I found a setting of 135 sec on the timer keeps the fusees lite for about 10 scale minutes, and like the prototype, the crew only needs to worry about whether or not to put down another set of fusees (push the button again) if the first set “burn out.” Both the timer circuit and fusee circuit run off a ~12V DC bus I have running around the fascia, previously to power semaphore lights. Here’s a video of the fusee in action…
We used these on my last operating session, and I thought they added a neat bit of prototype thinking for the crews–we had to think about protecting the crossings while moving the trains, and the flickering fusees gave a visual representation of the action taken. I can’t wait to try them at night when I’ve got the final lighting installed!
The basic parts to make a simulated fusee including fiber optics, the Bakatronics flares / fusee circuit, and the timer circuit
Here’s the end of the fusee pulled out of the “road” for better viewing… just the end of a fiber optic cable melted into a mushroom shape
Here’s the powered timing circuit showing mode “P2” (reset time if pushed again) and “135” second of “on” time once activated
The fusees are controlled with a simple momentary SPST switch on the fascia
A look at the glowing fiber optic cable under the layout that lights the fusee
The St Charles Switcher crew throws down a couple fusees to protect the Pot Branch Road grade crossing near Mayflower
The layout’s not set up for night operations yet, but once it is the fusees will look spectacular!
The basic scenery form is now almost done in St Charles–just some cardboard strips and red rosin paper… and lots of glueThe almost finished crossing after whittling, sanding, and scribing lines and bolts with an X-Acto blade and thumbtack
Just a quick progress update. After procrastinating and working on a semaphore, a station mock-up, and even safety signs, I’ve finally started work on the scenery again. Using the same “paper shell” method of cardboard strips, red rosin paper, and lots of hot glue, I’ve been able to get the wye in St Charles filled in with the basic land form. Of course, putting in the cardboard underlayment for the roads got me thinking about grade crossings, so I had to pause again and put in 6 grade crossings using rails and wood. Pretty simple and nothing profound, but I’m happy with the way they’re turning out. I didn’t worry about vertical height of the wood initially, only horizontal placement. I used a razor blade to whittle the wood down to rail-height level (a little tricky and scary, but effective), then used a little sandpaper and a “bright boy” track cleaner to ensure the wood doesn’t stick up and cause electrical contact issues.
That’s all for now.
The basic scenery form is now almost done in St Charles–just some cardboard strips and red rosin paper… and lots of glue
Step 1 of a complex grade crossing–adding the guard rails (extending the existing guard rails in this case)
I used full size ties and wood glue to fill in between the guard rails, then used a razor to whittle everything down to rail-height
The almost finished crossing after whittling, sanding, and scribing lines and bolts with an X-Acto blade and thumbtack
The semaphore in action indicating the St Charles Local has no orders to pick up before proceeding eastward to AppalachiaBlade down and red light indicating both east and westbound trains must stop at the station to sign for orders
I had one major project to complete before completing the scenery base on the lower level, and that was the train order signal in St Charles. I’ve been putting this off for a couple of reasons. First, I’ve never made a full working semaphore before, so I wasn’t sure exactly what I was taking on–the dwarf semaphores I made a while ago gave me a significant head-start, but this was much more complex. Second, I don’t know exactly if the Southern used a semaphore in St Charles – or if they did where it was located – so I was hopeful my procrastination would result some evidence. Alas, I finally just had to bite the bullet and build the thing! Yes, I know there are commercially available semaphore kits, but what would be the fun in that? I’m a glutton for punishment, and I had a bunch of brass stuff laying around, so why not try to scratchbuild one?
I know with 100% certainty that the station in St. Charles had an operator who passed train orders to Southern and L&N crews working the branch. There is both photographic and timetable evidence for this. In the era I model, it was typical for a train order station to have a three-color signal of some sort indicating “red” (stop to sign for orders), “amber” (slow down to pick up orders) or “green” (no orders – proceed), and a three-position semaphore was common. On most stations, the semaphore is built right alongside the station’s office with the control levers inside the station. However, pictures of the St. Charles station clearly do NOT show an adjacent semaphore or any other type of signal. The only thing I can think is that the Baileys Creek Branch to Mayflower cut off the St. Charles main a couple hundred yards geographically south of the station, and train movements on this branch were controlled by the station–perhaps the signal was closer to this junction to allow train crews to see it an heed from both the St. Charles and Baileys Creek Branches. So, that’s what I chose to model!
After finishing the semaphore blades, I attached a .015″ brass wire via solder and made a spacer from brass strip folded on itself. I used the same brass strip to make swivel bases for the blades on both sides of the pole
Like my dwarf semaphores controlling access to the coal branches, I wanted the semaphore to be fully operational including lights, blade movement, and fascia-mounted controls. The first job was making some semaphore blades. I did this by making an outline of an upper-quadrant blade in PowerPoint, scaling it to 1:87, and printing it onto a label. After attaching the label to some thin sheet brass, I drilled holes for the lenses, pivot point, and control rod and cut out the blade with scissors, using a file to clean things up. I soldered on the pivot rod, .015″ by bending one end, inserting it through the hole, and soldering it to the blade face. Next I added a small spacer for the blade onto the rod made from a piece of small brass bar bent on itself with a hole drilled through. I painted the blades flat black and insignia red for the blade end. The back of the blade got some silver Sharpie following pictures I’ve seen of other Southern stations. The lenses are just short pieces of fiber optic with one end melted into a round shape using a soldering iron (just hold it near the end of the fiber optic), attached with CA and colored with kids markers.
The next step was to add the brass ladder stock and connect it to the mast with U-shaped .015″ brass wire
The mast is a piece of 3/32″ brass tube. I made two mounting plates for the top out of brass bar, filed flat spots onto the tube, and attached them via solder. Next I added some guide loops for the rods that would go from the ground to the blade. I bent something resembling the shape of Saturn out of .015″ brass wire and soldered it tightly around the mast, using a semaphore mast diagram printed to scale as a guide for positioning, three guide loops total. This resulted in two U-shaped loops, one on either side of the mast. I finished the loops by soldering a small piece of wire across each U to make a smaller hole to the outside away from the mast. My soldering skills are not great, so this was a lot of ugly blobs until I took a file and cleaned things up. I added a piece of brass ladder stock by connecting it to the top with solder, bending it, and making U-shaped supports out of .015″ brass wire which I soldered into place in three locations and cleaned up. I painted the mast assembly flat black and then used a combination of silver Sharpie and silver paint to finish it.
Now I was ready to put the blades onto the mast. I fashioned some control rods from .015″ steel music wire, inserted them into the blade holes, and ran them down the guide loops on each side. After inserting the blade pivots into the mounting plate, I bent the brass rod 90 degrees to hold each blade in place while allowing it to pivot freely. I made the base from scraps of plywood (see pictures) and drilled a 3/32″ hole for the mast, two adjacent 1/16″ holes which I lined with 1/16″ brass tubing for the control rods, and a larger hole for the ladder to slide into. I press fit the mast into the holes with the rods going through their brass tubes. Then I ran a piece of fiber optic cable down the tube. I first tried to file one end of the fiber optic at an angle to get it to shine through the blade lenses, but this didn’t work well. I ended up holding the fiber optic over a spare piece of 3/32″ brass tube which I heated with a soldering iron. When the tube got hot, the fiber optic bent itself over the tube in a perfect curve which still conducted light well. A little more heat to make a rounded lens at the end, and I had my “light” for the blades.
Here are the mechanisms made from 3-way slide switches. Not only do the switches route power to the bi-color LEDs, it also connects the lever to the signal mechanically and provides the detents for movement
I wanted to use .062″ steel music wire (the same stuff I use for manual turnout controls) for the fascia-mounted control rods, so I crafted two triangular levers out of thick styrene hinged at one corner to convert the horizontal control rod movement into vertical movement for the blade control rods. I covered this in some detail with the dwarf semaphores, so I won’t cover it again here. With the mechanism in place, I mounted the base and semaphore assembly in place on the layout. Next, I worked on the control rods made from 36″ pieces of .062″ steel music wire. Where they would cross through benchwork, I drilled 2/32″ holes and lined them with brass tubing. I was able to get a pretty good bend in the control rod without it kinking this way.
Here’s the finished semaphore from levers and lights to the blades in the background
The heart of the control rod mechanism is a 3-way slide switch. I bought a handful of these for the dwarf semaphores because of their longer throw, but it turns out they were exactly what I needed to control both the throw and the lights for the full semaphore. I’m using 2-lead, bi-color red/green LEDs for the lights. Controlling the red and green is easy enough with DC and crossing the +/- leads on two of the poles on the switch to get the red and green on the end throws of the switch. For the amber, I wanted to use the AC current from my track power. It took a bit of thinking through the use of the 16 leads (it’s a 4-pole slide) to figure out how to route both AC and DC power to the same LED without ever crossing the streams, but the arrangement seen hand-drawn on my cheat sheet (see gallery below) works well. I secured the rods to the semaphore to the slide switch by bending them 90 degrees and inserting them into a hole drilled through the switch control. A second rod inserted through a second hole in the switch control was run through a piece of 3/32″ brass tubing to the front of the fascia where I capped it off with a wood ball (smaller than the ones I use for switch controls so operators can tell the difference).
The final step was to run LEDs from both switch mechanisms to the fascia where I used stick-on letters and graphic tape to make a little drawing of a semaphore in each direction alongside the track diagram–the operators can look on the fascia to see the color indication if they don’t want to use (or don’t understand) the blade positions on the layout. Finally, I added a second clip to hold orders under the fascia so that the old clip is now “train orders westbound” and the new clip is “train orders eastbound.” So far I’m really happy with how the semaphore looks and now it operates, and it was really fun to build. I know it will add yet another aspect of prototypical operations to the layout as crews now have to read signals to see whether or not they need to pick up orders.
I made a diagram of a semaphore blade in Microsoft PowerPoint then printed it in HO scale onto a label. This made it easy to attach it to the sheet brass, drill holes, and cut it out with scissors
After finishing the semaphore blades, I attached a .015″ brass wire via solder and made a spacer from brass strip folded on itself. I used the same brass strip to make swivel bases for the blades on both sides of the pole
One of the finished blades painted black and red with no stripe per Southern custom. The lenses are short pieces of fiber optic with one end melted round by holding it close to a soldering iron. The color is just marker
I made guides for the blade control rods using .015″ brass wire bent into a “flat Saturn” shape around the mast. The control rod is .015″ steel music wire
The next step was to add the brass ladder stock and connect it to the mast with U-shaped .015″ brass wire
The base plate is simple. Under the signal is a second layer of plywood to get the signal to track level. Holes for the mast, rod guides and ladder are in the middle (the right-hand holes are mistakes). The plywood fin will support the levers to connect the manual control rods to the rods going up to the blades
Here’s where the lever rods meet the rods going up to the blades. The multiple holes in the styrene allow the rod to be repositioned for more or less throw (I ended up using the top hole on both to get more throw)
Blade down and red light indicating both east and westbound trains must stop at the station to sign for orders
Blade halfway and amber light indicating the eastbound train should slow to pick up orders (handed up by the operator) but doesn’t need to stop and sign for them
Blade up and green light indicating no orders for the eastbound train
Here’s the little cheat sheet I made up. I scaled the blueprint to HO and used the sheet to plot my throw and my wiring for the 3-way slide switch
This is the finished wiring of the 3-way slide switch. The ends connect to DC for the red and green colors of the bi-color LED. The middle attaches to AC (DCC track power) for the amber (rapidly flickering red and green)
Here are the mechanisms made from 3-way slide switches. Not only do the switches route power to the bi-color LEDs, it also connects the lever to the signal mechanically and provides the detents for movement
Here’s the fascia end of the semaphore including levers (WB in, EB out), indicator lights along the track diagram, and the clip for the orders which necessitate the signal
Here’s the finished semaphore from levers and lights to the blades in the background
The semaphore in action indicating the St Charles Local has no orders to pick up before proceeding eastward to Appalachia
The first scenery forms are in place at Mayflower using Howard Zane’s paper shell method
So there are two reasons why I’ve been working on so many models lately. First, I enjoy building models. Secondly, I’ll admit that I’d hit a major mental block with the layout’s progress because I needed to work on the basic scenery for the lower deck before adding the benchwork for the upper deck. I could retrofit the scenery, but I figured it was worth it to add it now to save myself about 260 lumps on the head trying to install it under the upper-deck benchwork. This last week I finally got up enough gumption to jump into the deep end and start the scenery!
The first step is to draw out the line where the scenery meets the backdrop and glue a cardboard strip along the line
Ever since I read his article in the Jan 2007 Railroad Model Craftsman, I knew I wanted to use Howard Zane’s “paper shell” scenery technique. For mountainous ground that’s mostly going to be covered by trees and the occasional rock casting, this method is extremely simple and uses easy-to-find and cheap materials including cardboard, hot glue, red rosin paper (available for under $20 for a 3′ x 167′ roll at home improvement stores), and white glue. I won’t go into his whole technique, but you can see from the photos that it’s essentially outlining the hills on the backdrop with a cardboard strip, building a lattice of the basic landform from strips of cardboard, and covering the lattice with small patches of rosin paper. The next step (which I haven’t started yet) is to cover everything with a thick layer of white glue to smooth it out and give it stiffness.
Step 2 is to make a lattice of cardboard strips. I bent them and softened them before installing them with hot glue to get more natural bends
I’m starting with Mayflower and working around to St. Charles. Some would recommend a much steeper terrain so the majority of the background is hills and trees, but I’ve opted to go with a more natural angle between 30-50 degrees slope. This means my backdrops will need to be painted really well since the transition from scenery to backdrop will be very visible. If you look closely you can see where I’ve drawn in the ridge line near the top of the backdrop. I don’t know how to paint yet, so what could go wrong? We’ll see how that goes soon enough!
So far this has been a time-consuming but enjoyable project, and I’m very happy with the paper shell method. I’m learning little tricks as I go which will make it go faster as I gain more experience, but it’s great to start seeing things take a shape other than plywood and dimensional lumber!
Step 3 is to hot glue small sections of red rosin paper to the cardboard lattice
L&N RS3s 108 and 100, highly modified Athearn RS3s in original black and cream and early gray and yellow paint schemes
Standard diesel power on the L&N Cumberland Valley Local (CV Local) that served the St Charles Branch was a single RS3 until around 1974 when they were replaced with a single C420. The RS3 was the quintessential L&N mine run power of the ’60s and early ’70s, and these units sported a variety of paint schemes through the years. While the Phase III RS3s with rectangular carbody filters, prominent number boards and gyralights were more common, the early Phase IIs made regular appearances as well. I picked up two factory painted Athearn models a couple years ago to become CV Local power. I’ve been noodling on them for at least the last year, and the combined Southern Railway Historical Association (SRHA), L&N Historical Society (LNHS) and Railway Prototype Modelers (RPM) meet at Chattanooga, TN in October 2022 gave me the impetus to get these across the finish line.
In-progress shot of L&N 100 showing some of the pilot and cab details
The Athearn models are decent, especially the body shape (old MDC shell), crisp paint, and fine handrails. The detail level, however, especially on the pilots, left a lot to be desired. I ended up scratchbuilding a ton of parts for these models which was actually a lot of fun and very rewarding! First things first, the black locomotive came as 102, and it had the original parallel exhaust stack these units were delivered with. I wanted 108 because it actually served as CV Local power in 1964 still in its original paint, so I scraped off the “2” on the long hood, scraped off the number-board decals, and replaced them with Microscale numbers from an L&N set. I also replaced the stack with a transverse stack from a spare shell and filled the old holes. For L&N 100, I “faded” the red L&N herald on the cab sides with a little wet sanding to make it look as though the red paint was wearing off and leaving the yellow underneath, something evident in many photos.
On the body, I scraped off the hood-door latches and replaced them with pieces of bent wire. I added some scratchbuilt lift rings to the long hood as well, and I bent new long grabs to curve around the hood ends as the factory grabs did not adequately capture their curves. I replaced the factory horns with some Overland 5-chime forward Nathan M5s as the factory horns were either incorrect or oversized. For unit 100, I scratchbuilt the antenna conduit and base from brass wire, eye bolts, and styrene with a DA whip antenna on top along with a scrap round cab-top vent from the scrap box. I also scratchbuilt the oil cooling coils under the right side (long-hood forward) from wire and styrene, and a piece of styrene rod completed the piping along the right side of the hood. The L&N units also had a rectangular hole below the third step on all corners, so I carved this out of the shell by drilling holes and cutting out the rectangle with a sharp X-Acto blade.
Step 1 of canvas sunshades is to bend the rod and attach a piece of tissue paper
One fun detail was the cab sunshades. The L&N used simple canvas sunshades that rolled around a bracket. My friend Stuart Thayer showed me years ago a canvas radiator cover for a switcher he made from tissue paper, so I tried that here. I bent the bracket from .015″ wire with the horizontal section about 5 scale feet wide. I cut a strip of tissue paper (Kleenex brand, to be exact) about 4 scale feet wide and very long for the canvas. There are 2 windows on the engineer’s side of the RS3 and 3 on the fireman’s side, but the bracket and sunshade appear to be the same size. To adjust for the window spacing, I centered the canvas on one bracket and shifted it toward the rear of the cab for the other to cover the third window. After attaching the end of the “canvas” to the bracket with CA and letting it dry, I rolled the tissue tightly around the bracket a few times, cut the end off, and secured it into a roll using CA. A little black paint for the bracket and sand-colored paint for the canvas finished the project.
In-progress shot of L&N 100 showing pilot details including copper-wire MU hoses and scratchbuilt pilot steps
The pilots on the model are very bare with grabs in the wrong spots and no MU detail. The first detail upgrade was to scratchbuild some simple MU hose boxes and the angle on top of the coupler box from strips of styrene. This left the footboards too short, so I made new footboards from some brass roofwalk material and styrene. For the MU hoses, I decided to bend my own using one of my favorite modeling materials, copper wire from some old Cat 5 ethernet cables. I simply drilled holes into the pilots, bent the MU hoses, cut them to length, and glued them in with the ends in the hose boxes except for a few hanging out which I cut a little longer and pinched with pliers to simulate glad hands. The coupler cut bars are also a first for me. Rather than the U-shaped bracket over the coupler I’m used to, the L&N’s RS3s had a single long rod extending from the pilot with an eye bolt on the end. I scratchbuilt an impression of this from eye bolts and bent .012″ brass wire. Some formed wire and an eye bolt also formed the safety grab across the top of each pilot. The final pilot details were an MU cable receptacle (scrap box parts from Proto GP7s/9s) and scratchbuilt drop steps. The drop steps on 108 are solid pieces of sheet styrene cut to shape and rounded with a file. The see-through steps on 100 were made from brass roofwalk material.
For the underbody, I added the equipment boxes on the fireman’s side next to the fuel tank. For 108, I scratchbuilt this detail using several pieces of sheet styrene. For 100, I recycled a piece I’d cut from an ancient Athearn U33C shell when I’d narrowed it to make an L&N U30C. For the trucks, the biggest detail was the speed recorder on the fireman’s side. I scratchbuilt this detail using a piece of sprue for the main cylinder, styrene rod to attach it to the truck (after pulling off the journal box and exposing the square hole), and styrene rod filed to a rounded point for the center piece. The cable is copper ethernet wire bent to shape and held to the sideframe with an eye bolt.
The tight quarters inside an Athearn RS3–the decoder is under the cab to the right side
Perhaps the most challenging detail modification was the end railings. The factory railings have MU stands that were easy enough to trim off, but the L&N used squared-off outer railing supports instead of the angled versions on the factory model. Engineering plastic is notorious tough to work with, so I hemmed and hawed over just leaving the factory angle before deciding that the squared look was distinct enough to warrant the effort. I started by using the corner of a file to notch out the 135-degree angle I would need to bend to 90 degrees to make it more pliable. Next, I cut the lower attachment spot of the angled support and cut the angled piece slightly shorter so it would bend to 90 degrees without overlapping the stanchion. Next, I roughed up the side of the stanchion so it would better take CA and glue (it doesn’t really “take” glue well even with roughing, but it does still better than leaving it slick). Finally, I cut a small piece of styrene to wedge alongside the stanchion and hold the angled piece at 90 degrees and secured everything as best I could with CA and liquid model cement.
On the inside, the toughest thing was adding sound. There is hardly any room at all inside the shell, so I had to make several compromises. I chose a 21-pin Soundtraxx Econami decoder because it’s very small, and the Alco 244 sound it produces is pretty decent. There is only one ideal open spot inside the shell, so I decided to use it for the speakers, a pair of LokSound 11x15mm “sugar cubes” wired in series with the small LokSound baffles installed. This meant the decoder needed to go in the cab section. This required me to cut away the center section of the body within the cab to allow the decoder to sit on top of the truck assembly and extend into both the long- and short-ends of the hood. This is not a 21-pin model, so I made a custom 21-pin harness by soldering short bits of wire that fits snugly into the decoder holes onto the locomotive wires.
Finished L&N RS3 108 from the right side
Once all the details were in place except the handrails, I touched everything up with black paint on 108 and gray paint I mixed to match 100. For 108, I was weathering to pictures of 108 on the CV Local in 1964 (see Ron Flanary photo here)–the fading on the roof is apparent, but the paint is otherwise fairly intact. I weathered 100 to pictures of it at DeCoursey Yard in Cincinnati in 1972 (see Brian Woodruff photo here), and it’s filthy! The first thing I noticed was 100’s factory paint was too dark. To “fade” it, I used a lighter gray and airbrushed it to lighten it up significantly. I wish I’d taken a picture of this step so you could see how much lighter it was–the weathering darkened it back up again, so I’m really glad I lightened it beforehand! I also sprayed a little dark gray onto the top of 108 to simulate fading, and I sprayed a little dark rust color onto both roofs and in front of the stacks and drybrushed some streaks under the battery boxes. Next, I gave them both a good black wash to grubby them up a bit. 100 also got some “oil stains” along the bottom of the carbody and in some of the hood door louvers. I’m happy with the lower oil stains but not the louvers–in retrospect I should have continued more layers of wash rather than using a thicker (but still watered down) black as it didn’t wipe off cleanly… my story is someone tried to wipe off the oil, and it just smeared… This model’s weathering is actually “backed off” a little from prototype photos to represent ~1968-70, believe it or not!
L&N RS3 100 left rearL&N RS3 100 showing cab details including engineer and canvas sunshade
After the washes and oil stains, I put the handrails on and added liberal sprays of tan and flat black to weather the pilots, trucks and fuel tanks. I also used tan lightly on the lower sides and top, and I used flat black liberally around the exhaust stack and lightly on the rest of the roof. At this point, all that was left was to reinstall the windows, add wipers, and paint and insert the engineers (two bicyclists from a Preiser kit) which required amputation of the left legs to get them between the cab sides and body sides. They add a lot of interest, and as these units always operated solo on the CV Local, it made sense to add them. The final details were headlights made from bits of fiber optic cable with the end melted into a lens shape and some cab wind deflectors, simple bits of leftover clear styrene packaging cut to size and painted on the back and edges.
So now between these RS3s and C420 1317, I’ve got sufficient L&N power to run the CV Local from about 1962-1977. I still plan on modeling a couple of PhIII RS3s at some point, to include one in boring spartan black (sigh…), but at least the L&N crew on the layout will have some nice-and-dirty locomotives to go with the gurgly and lumbering burble of the Alco 244 prime mover as they shift hoppers around the coal fields of southwestern Virginia!
L&N RS3s 108 and 100 illustrating how much more the gray scheme shows weathering than the black
L&N RS3s 108 and 100, highly modified Athearn RS3s in original black and cream and early gray and yellow paint shcemes
Finished L&N RS3 108 from the right front
Finished L&N RS3 108 from the right rear
Finished L&N RS3 108 showing cab details including canvas sunshades and engineer
Finished L&N RS3 108 showing underbody details including the scratchbuilt equipment box along the tank and the scratchbuilt speed recorder
Finished L&N RS3 108 from the left rear
Finished L&N RS3 108 from the left front
Finished L&N RS3 108 from the left side
Finished L&N RS3 108 from the right side
L&N RS3 100 right front
L&N RS3 100 left rear
L&N RS3 100 showing cab weathering
L&N RS3 100 showing finished pilot details
L&N RS3 100 showing cab details including engineer and canvas sunshade
L&N RS3 100 right side showing heavy weathering and oil stains
L&N RS3 100 left side
In-progress shot of L&N 100 showing grab irons and long-hood latches
In-progress shot of L&N 100 showing some of the pilot and cab details
In-progress shot of L&N 100 showing pilot details including copper-wire MU hoses and scratchbuilt pilot steps
In-progress shot of L&N 100 showing cab and antenna details
In-progress shot of L&N 100 showing scratchbuilt piping
Step 1 of canvas sunshades is to bend the rod and attach a piece of tissue paper
Step 2 of making canvas sunshades is to roll the tissue paper tightly and seal it with CA
The tight quarters inside an Athearn RS3–the decoder is under the cab to the right side
The Louisville and Nashville served the end of the Southern’s St Charles Branch via trackage rights, and the train that did the honors in diesel years was known as the Cumberland Valley Local or “CV Local” for short. This train, which also served the mines near Middlesboro, Kentucky, was usually meager in terms of tonnage, and a single locomotive was sufficient for the task. For my eras, the CV Local was usually handled by a single Alco RS3, and after 1974, a single Alco C420. Due to weight restrictions on the “Old CV” where this train roamed, the favorite C420s were 1316 and 1317, two ex-Tennessee Central units that happened to be the lightest C420s on the railroad. Needless to say, modeling one of these units has been on my list since I started building the St Charles Branch. So, meet ex-TC C420 1317 in HO scale!
LN C420 1317 pre-paint wheel slip sensors
This model started as an Atlas Phase 2b C420 in factory-applied TC paint (why not?). While the Atlas details are pretty good out-of-the-box, there were a few things the model needed to be an accurate representation on this particular unit. Most noticeably, the TC units had very narrow, rectangular fuel tanks (part of what made them so light). I simulated this by removing the rounded sections of the Atlas fuel tank, separating the air reservoirs (I’d need them later), and patching the holes. The tank is still about 18″ too wide, but it gives the impression created by the narrow tank and makes this C420 stand out in a line of round-tank Alcos. The drain pipe on the left side is just a piece of Cat 5 ethernet cable with the insulation intact and a few bits of styrene for the bracket.
A few of the details are commercially available detail parts including a DW brass horn and DW air filter (added just before weathering where the bell was previously). Most, however, are homemade from bits of styrene, brass wire, and one of my favorite modeling materials, copper wire from old Cat 5 ethernet cables. The most challenging details were the wheel slip sensors that go over the four truck journal boxes on the left side of the locomotive. For mine, I used bits of sprue filed into a conical shape for the base. Next, I drilled a hole through the center big enough for the copper wire (stripped of insulation). I bent the copper wire so it extends through the truck sideframe to help prevent the assembly from being broken off. From there, the wire bends up and then toward the middle of the sideframe where I bent it into a sagging shape per photos. Next I used bits of styrene to frame the wire on top of the conical housing and then to cap the frame to simulate the portion where the wire comes into the housing. Similarly, I bent bits of copper wire into the shape of sand lines for the pilot end of each sideframe (there’s not enough room on the fuel-tank end).
LN C420 1317 pre-paint cab details
The next most challenging detail was the antenna conduit. Photos are clear that the L&N added a long antenna conduit from the nose to the roof along the cab face. I couldn’t find any roof shots of 1317, so I inferred the rest from other units: 1) conduits are usually paired with a box under the antenna on the L&N, and 2) firecracker antennas in the center of the cab roof are the most common. The conduit was carefully bent from .012″ brass wire and held in place by eye bolts (these happen to be homemade as well from .010″ wire). The base is a cube of styrene, and the firecracker antenna is just a piece of copper ethernet wire with the insulation partially removed (thanks to my friend Stuart Thayer for teaching me this trick). Rounding out the initial cab details are some sunshades out of the spare parts box and a couple of headlight deflectors made from bits cut from the “ears” of a Kadee coupler box.
The roof of the model has molded-on lift rings, and I decided to shave these off and replace them with wire. I used .010″ wire bent around a thumbtack to create candy-cane shaped lift rings–only the long end is actually inserted into a hole, the other side is just pressed into the body a bit. For the pilots, I reused most of the Atlas factory parts including the MU cables, coupler cut bar and long grab. I also used the factory drop steps but added a piece of thin styrene to make it solid instead of a grate per prototype photos. The train line hose, like my freight car hoses, is – you guessed it – a piece of copper ethernet wire bent into shape and crimped at the end to form the glad hand. Finally, just before painting, I noticed that the L&N had removed the hand brake from the front of the cab, so I did the same, replacing it with a square-shaped length of styrene and a hole.
LN C420 1317 painted left front
Before painting, I sanded the TC paint lightly to remove some of the sheen and “3D” nature of the striping, but I left a little of the raised paint so at certain angles you’d be able to still see the faint lines of the TC paint (again, why not?). I still have a lot of Testors Model Master acrylics, so after examining photos, I decided on “light ghost gray” for my base color and “insignia yellow” for the nose. I primed the whole locomotive with black and then masked the pilots before airbrushing the gray. The nose was easy because it’s a separate piece, so all I had to do was spray it gray, mask the rectangle for the top, and spray the yellow. I used a combination of a black sharpie and brushed black paint for the window and number-board gaskets, and a little blue and red paint for MU covers, fuel fillers, and a couple other things on the gray that look red in photos. Marker and walkway lights are just semi-gloss black paint. The final step was spraying the painted shell with Rustoleum clear “high luster” lacquer to protect the paint and make a better surface for decals.
I used the Microscale set 87-823 “L&N Locomotives Gray & Yellow 1970-80” for most of the decals, using dozens of liberal coats of Micro-Sol and Micro-Set and a damp paper towel to help the decals settle in. The numbers on the number boards are from a Microscale SCL diesel set–they’re a little smaller and look better on Alco boards. One detail I added during this step was the cab wind deflectors flanking the side windows. These are just bits of clear styrene from an Intermountain wheel box. I cut a strip the width of the deflectors, masked a strip down the middle, painted the back the gray color of the body, and used a silver Sharpie marker on the sides and around the masking. After removing the masking tape, I cut the deflectors to length, added a little dog-ear, and used the silver Sharpie to hit the cut ends. A dab of CA on the cab secures them in place. This method models an otherwise delicate detail in a manner that’s resilient to routine handling on the layout.
LN C420 1317 finished wheel slip sensors
Weathering on this unit, as you can see, is substantial–these units worked the coal fields, and baths are few and far between. Besides, part of an Alco’s charm is it’s ability to spew oil and black smoke everywhere. Working from photos, I started with the oil seeps on the engine doors–these are mostly around the bottom, but in two photos from 1974, an entire door on 1317’s left side was covered in oil, so I modeled this. I used watered down flat black paint, alternately dabbing paint and water to get the consistency right and wiping in a vertical direction between coats. Next came several black washes of water with some black paint mixed in. I brush it on in a section, wait 30-60 seconds, then wipe in a vertical direction to simulate grime streaked by rain. The trick is to do multiple light coats until you’re happy. A little drybrushed sand color under the battery boxes finished the preliminary weathering.
LN C420 1317 working Mayflower on the CV Local
I left the handrails off until I was ready to airbrush. Airbrushing consisted first of some tan sprayed heavily on the pilots, trucks and fuel tanks (with the air reservoirs now mounted). Next came flat black primarily on the roof–moderate in most areas and thick around the exhaust stack. Finally, I used a little rust on the pilots and roof to give it just a bit of a rusty brown look. All that remained at this point was to reassemble everything, including the cab glass that had been removed earlier, and add a set of A-Line windshield wipers painted silver.
Overall, I’m very happy with how 1317 turned out, though I think I overshot the weathering a little. The unit was repainted in 1974, and I was shooting for weathering circa 1976. I think I nailed the weathering circa 1978, but it’s still a pretty realistic representation of how filthy these Alcos got in the L&N’s coal fields during the coal boom. This is also the first Alco I’ve ever finished, so I also enjoyed the challenge of making so many details from scratch. The unit came with factory sound by Loksound which does a great job of replicating the lumbering burble of the Alco 251 prime mover, so she’s a blast to operate! I’m just happy the CV Local finally has a finished L&N unit to head it up which should make the next ops session more fun.
