The New York Southern Layout Design

Introduction

The basic design of the New York Southern is in its eighth iteration (See Evolution) and is built on experience with four previous O Scale Layouts (See Previous Layouts). The current design is now under construction, even though some significant elements are still in development (See Issues). The layout consists of two very distinct "levels". The "Visible" level (on left) is the trackage and scenery one can see. The "Staging" level (on right) is beneath that and is totally hidden on the finished layout. Click on either image for a full size PDF layout plan.

The elevation Datum for all measurements is a "virtual" floor assumed to be 0". Actual heights above the concrete floor vary +/- .75" due to the normal variations in poured concrete. Staging trackage occupies Level 1 and is all at a nominal railhead height of 42". Most of the visible track will also be essentially level, with a nominal railhead height of 54". Scenery will rise (and occasionaly) fall above and below that level. A short branch line will also (possibly) be allowed to rise somewhat higher. Transition track to and from staging has a constant grade (except for vertical easements) of approximately 1.6%.

Overall, construction is divided into 6 major phases (See Build Plan). Incremental progress notes and photos can be reviewed in the Progress Reports section of this web site. The initial phase was building a basement to house the railroad, and a house to keep the rain and snow out. This phase was completed in April of 2005. Phase II was the basic infrastructure in the basement including coving of crners and shop set-up. The next phase (Phase III) was building the basic benchwork and the roadbed for the staging level. Phase III was completed in the Winter of 2006. Phase IV was the laying and testing of all the staging trackage. Trains began running on the staging trackage by late Summer of 2007. Phase IV continuued the electrical work started with Phase IV. Beyond the basic wiring of 5 DCC power districts dedicated to the staging trackage, forays into CTC and automation using JMRI (Java Model railroad Interface) have proceeded nicely. While much remains to be done in the area of the Train Control System, enough is running to move on to Phase VI - the "visible" part of the layout. Review the Phase V Progress Report to understand the issues resolved, and the issues remaining wrt the layout electrical design and build status. Phase VI construction began in January of 2008 with the erection of supports for the top level benchwork. Progress photos are posted in the Phase 6 Progress Report section.

Givens and Druthers

Prototype

The New York Southern is a free-lanced pike. This is primarily because I could never find a single prototype that provided the specific character, history and color that I wanted. The NYS is based on prototype scenes, operations and historical context - just not any one particular railroad or specific location.

Historically, and geographically, the NYS shares much with the real railroads of the area. Its imaginary history subsumes the history of many branches and predescesors of the Baltimore & Ohio, Erie, New York Central, New York Ontario & Western, Norfolk & Western, Pennsylvania,, et al. It is a "what-if" railroad.

Geographic Location

The New York Southern follows a path generally parallel to historic US Highway 11. Its Northern terminus is somewhere along the New York - Canadian border on the St. Lawrence River, although most traffic originates in the more industrialized central New York area. The Southern terminus is its interchange with the Appalachian coal roads in Southwestern Virginia.

Era

Like many modelers I try to recreate what I grew up with. In my case that is the steam-diesel transition era (mid 1950's). On the NYS passenger trains are still important, diesels are interesting only by virtue of their newness, and operations still reek of "traditional" railroading.

Layout Style

John Armstrong clearly described three basic layout styles as beinbg designed for the "Operator", "Dispatcher" or "Spectator". The NYS is unequivocally, and unabashedly, a "Spectator" layout. Operations exist only to provide something to watch, and as a way to vary the make up of passing trains. On the other hand, recognizing that my interests may change, the layout is designed to allow future operations. They just aren't a high priority right now.

Emphasis

The priorities in the NYS layout design are:

  1. Class I trackage
  2. Smooth and reliable one-man operation
  3. Easy access for viewing and esp. for maintenance
  4. Scenic and realistic views
  5. Transparent staging, probably automated

Concept of Operations

Prototype

The NYS is a Class 1 railroad, but not as strong as its many neighbors like the Pennsylvania or New York Central in the North, or the Chesapeake & Ohio and Norfolk & Western in the South. But as a neutral bridge route between North and South, the NYS enjoys significant interchange with every major railroad in the Middle Atlantic area of the Eastern United States.

Traffic generally flows North-South, crossing (and interchanging with) almost every major Eastern Class 1 railroad. Coal and Southern produce flows North, while manufactured goods and New England produce flow South. Much of the traffic is actually siphoned off at the many interchanges with the major East-West Class 1 railroads.

The Model

The basic track plan is designed for continuous run; hidden staging provides a circular pattern for open load (coal) traffic, and a loop-to-loop pattern for general freight and passenger traffic. Providing both of these basic patterns complicates the track plan, but maximizes the traffic realism while minimizing the amount of equipment required to represent the consists.

Conceptually, the layout consists of a visible main and division point classification yard with traffic being fed at both ends by connections to the hidden staging. In its simplest form, an operator simply sits at the division point and watches traffic go by. Interest is added by requiring engine changes/servicing, cut-outs and pick-ups, and passenger train head-end servicing.

Almost as an after-thought, a short branch line was added. This branch leaves the main line at Orkney Junction and terminates in a small resort/farming community of Orkney Springs. The branch provides the opportunity to operate point-to-point from the division point at Vaughn Summit to Orkney Springs. It also provides a place to add light weight rail and semaphore signalling to contrast with the main line's heavy rail and searchlight signals. It will add further interest by providing some local industries for way freight and local passenger (perhaps mixed train) operation.

As previously mentioned, the principal interest is in watching trains do what trains do. "Watching" is the operable word. Realistic track arangements and scenic views are paramount. Reliable switching and through operations are mandatory - because there shouldn't be any "5 finger action" to spoil the mood.

Design Standards

In support of the Concept and Givens above, the following Standards are assumed:
  • Electrical
  • Construction