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Rock Creek Trestle Model Update

I am playing catch-up with many things including getting everyone up to speed on my progress with Rock Creek trestle model. Unlike many folks, COVID was not a super-duper productive time for me with my model railroad. At the outset of the stay-home orders, I embarked on a remodeling project that took most of my time, sanity and family peace away for several months. The upstairs guest (kids) bathroom was gutted and renovated all by myself. This included a completely new tub, surround with tile, plumbing, new tile flooring, toilet, vanity/sink, beadboard, ceiling fan, and a custom-made mirror made using the very large old one and some leftover trim. It all came together in the end, but the journey burned me out. I found that I had no time during the project to work on my model railroad, and for a very long time after was uninterested in doing layout work at all. As such, my progress over the last year has been slow.

The completed bathroom.

NONETHELESS, I have made progress! Today I’m going to share a slew of photos showing where I am with the Rock Creek trestle model. This will be a showcase piece on the layout so taking my time is not necessarily a bad thing. I’m learning A LOT along the way with this scratch build and it’s been fun so far. Tedious, but fun. If you recall from previous blog posts, I drew the plans from drawings, photos and some measurements I made. The challenge was great, as there are no good reference photos from the time frame I want to model (late 1940s) so a lot of time was spent making careful judgements and measurements from the few photos I DO have. In the end, I’m quite proud of the plans I made.

Prepping materials and plans for the trestle. Jun 2020.

I started in earnest on actually building the trestle back in June of 2020. (yeah, yeah, a YEAR AGO…) A few early experiments helped me to refine my technique for how to assemble the trestle bents. At first I had hoped to use a magnetic tray to lay out the parts. This quickly was dismissed, as I realized the magnets did not allow for fine adjustment and placement that was necessary for this sort of construction.

Reaching back to my youth, I decided to use the same technique I used to build balsa airplanes; pins. This turned out to be a great choice, and paired with small slabs of 2″ extruded pink foam boards, worked beautifully.

2″ Pink foam, pins and wax paper made bent construction very easy.

My technique is to trim the 8.5×11″ sheet of paper the plan is printed on to fit on the foam block. Then, place the plan down and a small sheet of wax paper atop it. Use pins to secure to foam. Then I will place my dimensional lumber atop the plan to mark and cut using The Chopper II or a new X-Acto blade. I use the NWSL True Sander to achieve a good angle on the trestle bents. I use white glue (used carpenter’s glue for a while) and pins to hold the pieces in place while they dry.

The benefit of using the slabs of pink foam is that I can have 5-6 of them working at once. I start one, glue and pin it up, then set it aside. Prep another bent, glue and pin it, set aside. Rinse and repeat. Once a bent is dry, I flip it over and finish the other side. I made up an angle template for my Chopper to cut bents at a consistent angle. I would then clean them up on the True Sander. These were really coming together nicely.

Balsa angle template for the Chopper.

After the bents had dried, I would trim up any angles or edges with an X-Acto blade. The next step is to install the NBW (Nut-Bolt-Washer) castings. I prefer the Tichy 8016 as they are molded in brown plastic and reasonably well resemble the prototype. I also have some of the NWSL 5046 NBW and they are very nice, too. EDITORS NOTE: While writing this, I looked more closely at the image below and realized I should be using the NWSL 5066 (1 1/4″ NUT, 3″ MALLEABLE WASHER .014″), as it is a MUCH better match. I will have to get some of these now.

Photo I took from Jan, 2019 before the trestle had been torn down. This is one of the original bolts and washers.

I first painted the tips a rust color, trimmed using sprue cutters and then installed the NBW castings on several bents using a pin vise and a small #76 drill.

Drilling holes for the NBW castings.

The results were quite nice, but my fingers were starting to get really sore.

A nearly completed bent with NBW castings installed.

I knew there was a better way. A bit of brainstorming and Googling, I found the Dremel 220-01 Workstation, which is essentially an arbor press for your Dremel multitool. Using the Dremel 4486 Keyless Chuck with my #76 bit, this worked a treat. The Workstation was only $45 at Home Depot, which I think is a bit of a steal considering the excellent functionality of the tool.

The Dremel set up in the Workstation arbor press. After some configuration and adjusting, the press made quick work of drilling holes for all the NBW castings. The block of wood provides a surface that I can safely drill into as well as move the trestle bent around easily and position for drilling. This took a bit of practice to get right. I use a very small pin awl that belonged to my grandfather to “mark” the holes prior to drilling.

After assembling several bents, I decided to change gears and work on another part of the trestle – the deck. I needed a change of scenery. This required clearing down my workbench and developing a new workflow. I knew I wanted to assemble both sides at the same time. This would allow me to have everything aligned and placed on the same level, except for the center deck girder section which I’d have to spike in place later. Once both sides were spiked down, I could flip the whole rail and top deck over and glue the bents in place, upside-down. Again, this would allow everything to be aligned perfectly on the same plane. At least, this is the plan. I used an old shelf that I had in storage in the garage as a base. The shelf is straight and level and when I need to move it off my workbench I can do so easily.

I first used a straight edge to align and then tape down the plans on the board, side by side. I then used used some double-sided tape (which I had removed some of the tackiness from by touching my fingers to both sides) placed on the plans to secure the laminated stringers to the plans. (I previously laminated four sets of three 8″ x 16″ (HO scale) cut to length using a straight edge on a sheet of glass)

As you may recall, I had previously installed the ties into the laser-cut mat board jigs I made and installed Proto:87 tie plates. My plan was to put some glue on the bottom of the ties and then carefully place the jig/ties onto the stringers, weigh them down, and then once dry, lift the jig off of the glued-down ties.

Well, this very much did not go as planned and resulted in the first big “disaster” of this project for me. When I began to remove the jig, ever-so-carefully, it began to “flake off” the scale tie plates and about 1/3 of the ties with it. Apparently the glue did not quite reach between the ties and the stringers (not enough) and the tie plates, well that was a mistake to begin with. They were never really aligned correctly and I should have never put them on first. In hindsight, this was a mistake. So now I had a mess to clean up.

First, I picked off all of the old tie plates from the ties, sorted and stored them. I then removed any other loose ties. Next, I re-glued any of the wayward ties back in place, using my plans as a guide.

Finished gluing ties to stringers.

For the other side, I decide to be a bit smarter on the approach. I laid a strip of masking tape atop the ties in the jig and carefully, using a putty knife, pried the ties slowly out of the jig. This worked well. Once they were removed, I laid glue on the ties and placed them atop the stringers where I aligned them using the plans. I placed a piece of extruded foam and some weights atop the assembly to dry overnight. This worked well.

Over the last few weeks (catching up to today) I have been working on installing the rails. I chose to use Micro Engineering’s 30-108 Micro Spikes and the Proto:87 tie plates. I am generally spiking the rails about every five ties, and the ties that have no spikes will get the tie plates. This is an incredibly tedious process but the end result will be some nicely detailed track. I experimented with installing the Proto:87 spikes, but decided I didn’t have the patience to go through with spiking all the tie plates so that’s where I’ll be drawing the line. Here are some photos of this process:

And so here is a photo from today:

I’ve got three of the four rows of spikes done. The bottom right is the one I’m working on now. Once this is completed, I will set it aside and continue working on the trestle bents. Once they are done, they can begin to be installed. My aim is to have this completed by the end of the Summer, so hopefully you’ll be seeing an update sooner!

If you’ve got any questions or comments about the project, would love to hear them!

eBay Purchase: 1943 Georgetown Jct, “NY-CHI Express” Print

B&O Train no. 9, “NY – Chicago Express”, P-1d 5038, Georgetown Junction, MD, 1:22pm 7-29-43, Bruce Fales

I picked up this print off of eBay last week and was pleased at my purchase. I try my best to scoop up any Georgetown Branch-related photos whenever possible, as they are relatively rare and help me with my research. Even somewhat plain photos like this are helpful, as they show track arrangement, landscape, structures, such as the Talbot Ave. bridge seen in the background. It might seem small, but here I have a nice view of the railings, which I hadn’t seen before. Or had I…

Once I scanned this photo, and looked closely at the caption, a bell began to ring in the back of my mind. I realized that maybe I’d seen this image before. Maybe it wasn’t so long ago. And I was right. Three years ago, to be exact. I even posted about it to this blog:

It seems I purchased a negative of this very photo. Now, here’s where it gets weird. The negative I purchased is in rough shape. It’s a medium format and has tons of scratches. Is it a dupe? Is it a proof of some kind? Note the dust and scratches in the negative, and compare that to the print I picked up this week! Night and day. Is the negative I have an original that was just used and abused? It’s hard for me to say, but it’s an interesting story. I don’t regret buying the new print but I may have been more hesitant. Thankfully, it wasn’t too expensive and I can add it to my collection as a “better” print copy of the Fales (?) negative I already have.

The New Purple Line Bridge Across Rock Creek

In this view, we get a shot of the new bridge spanning Rock Creek where the long, high B&O trestle once stood. I imagine the worker is standing on the forms for the Capital Crescent Trail pedestrian bridge which will parallel the Purple Line. The bridge is significantly lower than the original B&O trestle, as they have lowered the grade here enough to allow the tracks to pass beneath the nearby Jones Mill Rd.

Commodities: Dalecarlia Water Treatment Plant

One of the challenges as a prototype modeler is deciphering what commodities traveled on the railroad that I model and from where they came or were going to. So far, my only clues are the venerable B&O Form 6 (a document which outlines sidings and businesses that they served, yet is not complete considering there were team track yards, shared trackage, etc.), photographs and some maps & diagrams which offer up clues. There are documents buried in various archives waiting to be uncovered but that’s another story. For now, I run with what I have.

An excellent HABS/HAER document from the Library of Congress outlines the history quite nicely. Dalecarlia existed as a reservoir beginning in the mid 1850s, which received water from the Washington Aqueduct. The water treatment plant was built ca 1922 to help meet the growing population. DC began adding chlorine to its drinking water in 1923 and the Dalecarlia rapid sand filter came online around 1927 and used sand and aluminum sulfate to clarify the water. In 1928 the chemical building/head house was constructed, including a five-story tower which stored additional chemicals; alum, bauxite, lime and more. Likely, the B&O’s relatively new branch line provided a conduit for construction materials and consumables/chemicals for the construction and initial operations there. (Kelly and I uncovered what I believe to be an old siding where there was some sort of unloading device or construction facility astride one of the ponds, in the very northwestern tip of the facility.) Early photos indicate that the B&O had merely a short siding there for many years.

Dalecarlia Reservoir in 1930. The Georgetown Branch snakes along the lower, middle area of the photo, from top left to right. Note there are no unloading facilities present. Image from National Archives.
1931 aerial photo. The GB tracks are seen on the left, filtration plant to the right. Note the siding, which appears to have fresh ballast and is perhaps new. The only access to this siding is the road seen passing from left to right. There is a small dirt track branching off and heading toward the siding. Perhaps for offloading supplies.

At some point, the B&O built a yard and an unloading system In a photo from 1947, I can see the unloading tanks which is the earliest photographic representation I have. An aerial photo from Historic Aerials shows the facility in 1949.

Visible in this 1949 aerial image is the small yard consisting of five tracks, including the main. I believe the left-most tracks were used for chemicals and the right tracks were used for sand and aggregates. Storage tanks are lined up to the north, across the access road. Likely there were various pump houses and maintenance structures nearby.

In a photo from 1956 shot by Ray Mumford, we get the best view I have of the yard and facilities. Note the overhead pipe bridge.

Dalecarlia Reservoir, May 30 1956. Photo by Ray Mumford.

Thankfully, the B&O documented the construction of this overhead bridge:

B&O Bridge Sketch Book

The plan indicates that this bridge was constructed in 1952, perhaps replacing or upgrading an earlier structure; I have no photos to determine this, yet. Here is a detail of the pipe bridge cross-section:

Detail cross-section of B&O chemical bridge at Dalecarlia.

So back to our original question about commodities. This cross-section has labels on the pipes, indicating what they were used for. Nice! We see: sulfuric acid, carbon, “elec.” (electrical?), air (compressed?), sulfur dioxide and two chlorine conduits. Combined with the information found above – sand, aluminum sulfate, alum, bauxite, lime, etc. – we start to get an even better picture of what arrived at the water treatment plant via the B&O. This helps me to hone in on freight cars and operational schemes for my layout which is a crucial thought exercise for planning what cars I want to model and what purchases I want to make for my fleet.

I still have so many unanswered questions – like what did the plant look like in the 1940s? What were the chemicals used for? What was stored where? How did the unloading facility work, exactly? What shippers sent cars to the reservoir and what rolling stock was used. Someone once mentioned seeing a “chlorine train” going down the branch with a few cars. Did the B&O have a dedicated train for chlorine on the Georgetown Branch? This offers an interesting operational possibility, if true. These fine details are what run through my head as I compile this information and seek answers and solutions. For now, I’ll have to go with what I have. We’ll probably go in a bit deeper later on some other speculation and theorycrafting, but until then, enjoy this photo of a train at Georgetown Junction that includes a chlorine car from Westvaco in WV:

December 31, 1959. B&O 9023, an Alco S2, is coming off the Georgetown Branch, tying up the Metropolitan Br. mains at Georgetown Junction. Visible to the right of the engine is an interesting chlorine car. Markings read “WESTVACO CHL[ORINE], FOOD MACHINERY & …, SOUTH CHARLES [, WV], LEASED TO…, WESTVACO CH…, WATER CAPY OF TANK, 493?? LBS.” My collection, eBay purchase, photo by Bill Williams.

My copy of the 1954 ORER indicates 12 cars for Westvaco, with reporting marks WVCX. By 1959 I am sure they had more but I need to get my hands on an ORER for that year. Onward!

Rock Creek Trestle: Pointing to Georgetown

This post is sort of a mental dump from several months ago regarding a curiosity I discovered while doing research on the Rock Creek trestle for the model I’m constructing. Good photos of the trestle are very rare. Doubly so for older photos from the 1940s and earlier. The trestle was located in an area with a decent amount of vegetation and was a bit out of the way. I only have a few images of the trestle that date from the timeframe in the 1940s-1950s that I model, and they are mediocre shots at best. It was a difficult structure to photograph! But, they are like gold to me. They are all I have! They are the only visual representations of something that was very special and existed in various arrangements over time due to rebuilds, strengthening, vandalism/fire and flooding damages.

Ca. 1967. Photog unknown. Collection of W. Duvall. An arsonist’s fire gutted the trestle five years before Agnes would destroy half of it in the major flooding of Rock Creek. Note the diagonal supports on the outside of the trestle. So which side of the trestle was this photo taken from?! North or South?

Because there are no strikingly significant differences between the North and the South side of the trestle, I have always struggled to determine what I was actually looking at in the photos; North or South side? The small refuge bays that jutted out a few feet at the top were offset on each side in the same relative place, so if you stood on the ground below the trestle and snapped a photo, it would look nearly the same from either side. I had to find a way to figure out which side was which when looking at photos taken from the ground! But how?

Anyone else remember this moment from It’s a Mad Mad Mad Mad Mad World? This was me moments before figuring out how to identify the North and South side of the trestle.

First let’s take a look at the bridge sketch. This view would be standing on the south side, facing north.

Bridge Sketch, B&ORRHS. Ca 1959, shows bridge after reinforcements were added.

As I studied photos there was one thing that stood out to me. The large diagonal OUTER cross braces seemed to form an arrow that pointed toward the west. I first took a look at a few known photos that I shot of the East end of the trestle to see if there was something to this. Here is a view from the North side, facing South:

11/12/2019, North side, East end. Outer braces highlighted in blue.

And here is a view on the South side, facing North, of the East end as well; the other side from the above image:

11/12/2019, South side, East end. Outer braces highlighted in blue.

And there it is. My “W” moment. The cross braces form “arrows” which always point West. Looking at some images in my collection which I previously could not determine the side confirmed my suspicion. Here is an image from ca 1946:

A view from below, ca 1946 or 1948. I have highlighted the outermost cross braces. I now know this shows the locomotive facing a westerly direction.

Note the side bracing, which I have highlighted in blue, pointing to the West! I have a few other images that I unfortunately don’t have permission to share here, which further confirm my suspicion. So, for anyone who is attempting to identify an old image of the Trestle, if you are curious which side you are looking at, just look for the outer bracing to “point” you the way. 🙂

1941 Bethesda Freight House Construction, continued

Well folks, this one’s a doozy. A friend, Brian R., who regularly volunteers at the B&ORRHS just sent me one heck of an image. You may recall a few months back he sent me a couple images of the Bethesda Freight House under construction. Well, here is one more that was shot weeks prior to the other one and shows a WHOLE LOT of the surrounding area. I get pretty excited when I get really nice photos of Georgetown Branch subjects, but this one is really very special and so chock-full of details, it’s hard to know where to begin. Let’s dig in. First, here is the full image:

Freight House Construction, Bethesda, MD, May, 1941. Photo courtesy B&ORR Historical Society. Depicts early construction of the freight house with footings being poured. Of note are surrounding yard and town area.

So there’s a lot in the image and what is funny to me is the construction of the freight house is not the primary interest. I picked out several things of interest. Let’s take a tour around the photo. First up is the yard area, largely visible behind the Maloney Concrete cement mixer. The yard is choc-a-block full of what appears to be marble or limestone. I have references to stone being delivered to Chevy Chase for the Washington National Cathedral and of course the extension of the line in Georgetown to serve construction of the Lincoln Memorial, but I have never heard of any stone deposited in Bethesda on a scale such as this! Have a closer look:

As far as the eye can see, stacks and racks and car loads of stone. Impressive! There are even two unloading devices; one, a stiff leg derrick visible to the left and a crane of some sort, likely an early Burro Type 15 or 20, similar to this one seen here.

Stiff leg derrick.
Small crane. Note, the “smoke stack” seen to the left is actually from a building in the distance, not the crane. Note that the crane is facing almost perpendicular to the photographer. Also note the position of the operator in the open cab, with what appears to be the drum and hoist mechanism opening to his right. The crane is quite short in length, which steers me to think it’s an early Burro Type 15 or 20. Another image of the Type 20 patent design.

Getting a bit closer to the nearest gondola, I can see that it’s a PRR gon, and the number looks to me like 368270. A quick search in the 1943 ORER shows that this falls into the PRR GB class GRA, constructed around 1916 and modified from the GR class by adding 3′ to the overall length. These cars were somewhat plentiful in 1943 with 590 listed in the ORER. (By 1953 this number had dropped to only 31!) Thankfully, Westerfield offers a resin kit of this car, for anyone interested in modeling it.

PRR GB GRA class gondola, number 368270.

There are other GRA class gons in the yard, identifiable by the slightly stretched space between the middle braces.

Another PRR GRA gondola.

Let’s look at the other freight cars visible in the photo:

A long string of freight cars, all apparently boxcars, stretching on the siding toward Maloney Concrete.

The first one is obviously a PRR car and appears to me after some careful study to be numbered something close to 123951 – my confidence is medium, here. If this is accurate, and based on the overall design I think it is, this would be a class X28a boxcar, rebuilt from door-and-a-half X28 class cars in 1933 and of which there were 4957 listed in the ORER in 1943. (In 1953 there were still 3676 listed.) Some info here. Thankfully, Funaro & Camerlengo offers a resin kit of this car if you’d like to model it in HO.
Decals here.

PRR X28a boxcar.

The next car appears to be another PRR car, but there’s much less to go on. My guess based on the panels and bracing is something similar to an X26 class boxcar, as they were plentiful; in 1943 the PRR had over 6000-some listed. Again, Funaro & Camerlengo offers a resin kit of this car as well as Westerfield.

Likely PRR class X26 boxcar.

The rest of the cars are so far away it’s very hard for me to discern. Perhaps some of the steam era freight car gurus can pick them out. 🙂 Next up, check out the lumber in the Einsinger lumber yard:

Einsinger Lumber; partially a parking lot.

The siding is past those stacks of lumber. It’s interesting; at some point in the next few years, Einsinger would build more structures in this area to expand the lot. The cars occupy a space which would be the site of a long lumber shed. Photos from the late 40s and 50s will show the yard expansion. Oddly enough, in later years, the yard would once again be a parking lot and eventually a residential building. There was a curious sign off to the right, next to those cars:

Eisinger Lumber sign.

Would love to know the story behind that sign. Heading back over to the right is the Irwin Roofing shop. This is a particularly interesting spot, as it’s a showroom of sorts and there is SO much to see.

Looking closely, I see a well-maintained front lawn with a short walkway up to the small shop and a nice decorative sign hanging out front. The shop itself is adorned with stone all around. Coming out into the back yard, there is a small courtyard with an overhang, the roof of which features various types of slate roofing, each labeled with a letter; A, B, C and so on. A really neat detail! Irwin Stone is still in business today! Behind Irwin Roofing is Enright Oil:

Enright Oil.

Enright is interesting. I would imagine they unloaded from the second siding coming off the main, which would be just to the right of their plant. Unfortunately the photo cuts off there but we get some idea of their storage yard to the right. A couple storage tanks are visible as well as some bins (coal?) and a nifty gas pump which may or may not be in use there in the yard. Perhaps to fuel up their delivery trucks. I plan on modeling part of this on my layout. Obituary for J.R. Enright Jr. Also of interest here is the access to the yard with the small crossing over the yard tracks. In the distance is Maloney Concrete:

Maloney Concrete, barely visible in the distance.

Speaking of Maloney Concrete, here is its mixer pouring ready-mix for the B&O freight station footers:

Maloney Concrete, truck no 48. If only someone would offer an HO scale model of this style mixer, I would be a happy camper!

And lastly, it’s hard to ignore all of those lovely late 30s – early 40s automobiles, but since I’m no expert, I’ll focus on just one. The up front and center 1940 Pontiac Torpedo Coupe:

Well, I hope you enjoyed the photo and the details herein. What are some of your favorite finds? What did I miss?! I have many questions such as what was all the stone for? What cranes were in the yard and during what years? How did Enright Oil receive their fuel? When did Eisinger Lumber expand and who were they renting the yard to? Also of note, the buildings along “Bethesda Row” had yet to be built. And to think, roughly seven months after this photo was taken, the USA would enter into WWII, further pushing the area to develop and grow. And yet, still no one has explained the greatest mystery of all; why did the Bethesda freight house never have rail service? The design is a curious one, with a garage for storage yet no rail service. That’s a discussion for another time.

1955 Car Crashes at Brookeville Rd. Overpass

A member of the Friends of Forest Glen, Maryland Facebook Group recently posted a couple newspaper clippings from the Washington Evening Star which show two separate car wrecks that occurred at the Brookeville Road bridge crossing the Georgetown Branch. I suspect that slippery road conditions contributed to both. Pretty interesting!

Washington Evening Star, August 13, 1955
Washington Evening Star, November 11, 1955

I knew that the old Linden Ln. overpass across the Metropolitan Branch just North of Georgetown Jct. was considered one of the most dangerous bridges in the country (!) at one time, but I did not know there were troubles with this smaller bridge just to the west. For reference, here is an image I scanned many years ago which was shot by W. Duvall, ca 1966:

http://gallery.sluggyjunx.com/railroad_and_industrial/georgetownbranch/gb_prototype_photos/20041129-wm_duvall_collection/12_wm_duvall_scan

Talbot Ave Bridge Girder Concept Art

Some will recall that the Purple Line folks intended to preserve and display the old girder(s) from the Talbot Ave bridge. They have just posted an artists rendering of what the old girders will look like at the Lyttonsville Station. Pretty neat. I’m just glad they were preserved!

Public artwork will enhance the #PurpleLineMD’s high-quality stations, aesthetic treatments and landscape designOne of…

Posted by Maryland Purple Line on Thursday, May 14, 2020


Layout Update 4/27/2020: Bethesda Nearly Complete

After another marathon weekend of working on the layout, I’ve made some great progress. Nearly all of the tracks in Bethesda are in. All of the drops are wired and nearly all of the turnouts have Blue Point manual switch machines installed. I cleaned off the table to get a look at the overall layout:

To orient you, the view is from the south end of Bethesda, looking Northeast. At the top are three turnouts with sidings going to Griffith Coal & Consumers, assorted warehouses, and the long passing siding. From the passing siding, the first turnout goes to Maloney Concrete & Frito-Lay. The second track which extends through the yard is the team track as well as a siding servicing Devlin lumber. On the right is a short siding serving Einsinger Mill & Lumber Co.
A B&O track chart to assist. Note: some tracks don’t appear here, as they had been removed as they were taken out of service. You can see their “ghost” if you look closely, though!

I couldn’t resist doing a bit of operating. Man, this felt good!

Additional Projects

One thing that has really struck me is that over the span of eight years working on this project I have accumulated a lot of stuff to put this layout together. Much of it is piled beneath and around the layout itself. As I work, stuff gets shifted around. I’m at a point now where I have pushed myself out of my comfort zone to try new things. Some of these things include simple things like soldering feeders to the bottom of the rails instead of the sides up to more complex things like hand-building complex curved turnouts. I couldn’t do this without help and encouragement from friends and family who push me forward and answer all my stupid questions.

Lately I’ve been learning how to install turnout machines. I mentioned above that I used Blue Point switch machines in Bethesda. This decision was primarily based on the fact that I owned five already (that I had in a box of turnout stuff) and I realized a fascia would be nigh impossible with the way this section of the upper deck of my layout is built. There is no real room above or below it for toggle switches, I don’t want to cut big holes in the benchwork, and I don’t want to protrude out. Solution? Blue Point turnout machines. They use a push-pull rod/handle and can sit right on the fascia with minimal intrusion. Perfect. I’m quite happy with how they have been working for me. Bonus, I can wire the turnout frogs right to the machine.

Another project that has been in the hopper for a while are eight Iowa Scaled Engineering MRServo-1 units I purchased a couple years ago. (unfortunately, this product has been discontinued!) These nifty little things use a board that controls a micro servo mounted to a 3D printed chassis. Wiring up a DPDT switch and attaching to a power bus gives you a nifty little slow-mo turnout controller. They have a few different bases including a slim profile one to allow for remote installation in tight spaces. The MRServo units came in three types with additional features. This is the most basic of the three, featuring only turnout motor control. For now, it’s all I need. I plan on adding a Frog Juicer eventually to handle the frogs. These MRServo-1 units will be used on the upper deck from Chevy Chase all the way up to Georgetown Junction, as there is ample space below the track to install a fascia with toggle switches.

Power bus wires were run throughout the upper deck, both sides. I picked up a bag of inexpensive terminal blocks via eBay a few years ago and they are tremendously useful for projects like this. They can easily be trimmed to fit whatever size you need and held in place with a screw.
I made a temporary fascia panel for the switch mount.

I am progressing my way through projects that have loomed over me for years. It feels great to burst through and make real progress on this layout and I’m learning so much along the way. I ran a train all the way from one end to the other with no issues whatsoever. Like so many things, when you break a project into smaller pieces it takes away some of the mystical difficulty, making it a bit more manageable. I have been crushing these small hurdles left and right. I am hoping to have a video in the next few weeks showing off the progress.

And then, once the upper deck is done… it’s on to the lower deck! Woah!! But first, I gotta do something about all that JUNK! (ha)

Pic from January but it looks virtually the same. The price of progress. Some day that will be Georgetown!