Wednesday, May 2, 2012

10 1/2 Beacon Street

When looking for items of historical interest, the quest will often take you to places you never quite knew existed until your research stumbles upon it in a footnote or reference. These places, often tucked-away behind nondescript doors have been there for many years waiting for you to enter.

The doors represented to the right, are a pair of those very doors. Behind them is a world frozen in time & space - undisturbed by the march of technology or the mayhem of the city around it. Step beyond these doors & you will find yourself back in the 19th. Century.

Who owns these doors you ask ?  Why my dear Mr. Watson, these doors belong to the  Boston Athenaeum. (

The definition of an Athenaeum is a reading place or Library - a place were people go to pursuit knowledge.

The Boston Athenaeum is such a place. It is a library, a reading place, and event more importantly, a place to conduct research. The main difference between a place like the Boston Athenaeum & the Boston Library is the Boston Library is a public Library & the Boston Athenaeum is a members-only private library.

While researching for the South Station project, I often find myself going to places I never knew existed until someone in a articles mentions them in a footnote or as a passing reference. These references are rare gems that one will often stumble upon. Some of these leads do turn-up as dead-ends or worse - extinct.  When you do find a good solid lead you will sometimes be surprised at what was right in front of you the entire time.

This is exactly how I found the Boston Athenaeum.

The biggest problem you face when doing research is often these places have large amounts of historical information are perpetually underfunded & understaffed. You will typically have 1-2 people who have worked there forever & know where everything is located their little realm. The information is typically barely cataloged except inside the curator's head.

The Boston Athenaeum is a little different.  If you go to their website you will find their collections are well cataloged & well referenced. The online research catalog - Athena,  is very well done with numerous cross-references & options.  I was able to find the data they had on South Station Boston pretty quickly.  The catalog told me they did have information - photographic to be exact, of the construction of South Station. Paydirt!. I have been looking for these photos for almost a year with no luck but the Athenaeum stated they had them. Unfortunately, they did not have any of the photographic collection online when I conducted my research so I had no idea on which pictures they had on-hand & if it was exactly what I was looking for.  Time to make some phone calls.

I called the Boston Athenaeum main number (where else do you start ?). After a few transfers, I found the person I needed to connect with - Catharina Slautterback Curator of prints & photographs. In speaking to Catharina, I explained what I was researching & the exact catalog number for reference from their own catalog. In speaking to Catharina , I quickly learned that one does not simply walk into the Boston Athenaeum. I would need to make an appointment well in advance so that a curator would be on-hand to assist me with the material I request.

After making the appointment, I did ask if it were possible to make copies of the material for my own use. Here's where things get tough fellow researchers. Often times, archives charge a pretty hefty fee for duplicates - especially to non-members as a way to continue supporting the archives. My problem is that I am not doing the research for a book or publication but for my own personal use. There is no way for me to recoup the charges if I have to pay for the material - it comes out of my pocket in one direction only. Sometimes when you are on a tight budget, these kinds of choices are hard to make.

On August 19th, 2011, I took the train in to Boston for my appointment @ 10:00am with the Boston Athenaeum. It was a typical warm muggy day in New England - perfect weather to spend a day poking inside a Library. Claudette, my fiance, took the day off to come with me. Since she has little interest in trains & railroading (Blasphemy!) her plan was to spend part of the day @ the Museum of Fine Arts while I am spelunking in the 19th. Century. When I was finished with my research, we would rendezvous for a fine afternoon walking around Boston & Lunch.

I get off @ Park Street T Station & walk up to the hill towards the State House. Beacon Street crosses in-front of the State House at the top of Park Street. The low number addresses for Beacon Street are to the nearby the State House - a a good place to start looking for 10 1/2 Beacon Street.

After a short walk, I found the red doors you see in the photo above - address: 10 1/2 Beacon Street.

I know these doors. What I did know is that they belonged to the Boston Athenaeum.

When I worked in Downtown Boston I often passed by these very doors - sometimes twice per day. I always thought they were kind of cool but never once did I ever consider actually walking through them to find out what was inside. To me, they looked like some entrance to a very exclusive & very private club for the well-to-do. Since the location of these doors is @ 10 1/2 Beacon Street Boston, this is not such a far-fetched idea. Beacon Hill is a very wealthy section of downtown Boston. It is the home lair of the Boston Brahmins - An exclusive club of rich Yankees characterized by a highly discreet and inconspicuous lifestyle. Old Money lives on Beacon Hill. Also Occupying Beacon Hill is the State House - the hub of Massachusetts politics. In & around these streets are many doors that look just like the ones at the Boston Athenaeum.

I had no idea that these doors were the entrance to the Boston Athenaeum until August 19th, 2011. The address confirmed that yes, I was at the correct place. For the first time, I was invited to enter the world behind these red doors.

Stepping beyond the doors into the foyer is like stepping through a tunnel in time. Outside the doors is the 21 Century. However, once you step inside the Boston Athenaeum, you are instantly teleported back into 19th. Century New England.  The inside entrance way is Marble, Doric Columns, Dark woods, & hushed voices. The only indication of technology is the security desk you must pass by in order to gain full entrance. At the reception desk, you fill-out some paperwork, & wait for your curator to escort you to the research facilities. Since I arrived 15 minutes early, I was allowed to wander a bit through the 1st floor library room. In here, the woods are painted white & books were stacked on shelves 8 feet high.

A few moments later, Catharina Slautterback arrived, greetings exchanged, and we were off to take a peek at what I requested. I was brought upstairs to the 3rd floor research archives. As we walked through a few rooms, I fully expected to see Nikola Telsa or Jules Verne sitting at a one of the tables browsing the latest  scientific periodicals.

I was seated in a beautiful room that had dark woodwork, glass enclosed bookshelves, & magnificent oak tables. At the next table over, the material I requested was ready for me to view. Catharina excused herself & placed me in the hands of fellow curator Tom Gearty.

The first thing Tom handed me were these beautiful large format photographs of the Hartford Ct. Railroad station. These photographs were taken in 1890s just before the station opened. There were shots of both inside & outside the station with an incredible amount of detail. I wanted to see these photographs because they were labeled in the catalog as Hartford Ct. Railroad Station - Boston & Albany Railroad. I found this odd as the Boston & Albany did not run to Hartford Ct. Visual inspection confirmed that the photos were of the Hartford Railroad Station - New Haven Railroad NOT Boston & Albany. I did inform Tom that these prints needed to have the catalog description changed to be correct.

Construction of Subway at point of curve
Courtesy of the Boston Athenaeum
The next item for my viewing was what I came here for in the first place: Photographs of the Construction of South Station, Boston Mass & facilities. These photographs are Cyanotype photographs - a process used in the late 19th to 20th century to produce low-cost mass-produced photographs.

In this collection are photographs of the South Station Headhouse, Power House, Train shed & other facilities located inside the Boston Engine Terminal limits.

There are a total of 102 Photographs in the collection: Many of these photographs are of the Boston & Albany Railroad Facilities. This was located just west of the Old Colony Facilities & Boston Terminal Yard limits.

Boston & Albany Trainshed with Old Colony freight house
to the right.
Courtesy of the Boston Athenaeum
The shots of the Boston & Albany yard are of great interest as there is precious little information on this area before it was either moved or demolished.

Also included in the collection are  photos of the former New England Railroad Station, Old Colony Station, The Boston & Providence Station, and the Boston & Albany Station.

Although the collections main focus is on the Boston & Albany Railroad, the collection is a fascinating look into the area before & during the construction of South Station.

When I finished looking at all the photographs, I was introduced to Patricia Boulos - Digital Programs Librarian of the Boston Athenaeum. We discussed the collection in detail & how important the information  would be to fellow researchers & railroad historians. She agreed that the collection should be digitized & made available for viewing on their website.

The photographs can be found in the collection section of the Boston Athenaeum's website. The URL is:

The images (as well as many other items of interest) can be viewed in-person if you choose to do so. However, if you choose to visit the Boston Athenaeum, you cannot simply walk-in off the street & expect to conduct research. You need to call first & make an appointment. I recommend that you call the main number @ 617-227-0270 so they can direct you to the appropriate resources.

I would like thank the Boston Athenaeum for their assistance in my ongoing research. I particular, I extend my most sincere thanks to Catharina Slauttback, Tom Gearty, & Patricia Boulos of the Boston Athenaeum for their kind efforts & assistance in making these historic photographs available for viewing. 

Friday, November 11, 2011

The Rolling Lift Bridge

View towards South Station of all 3 Bridges in the up position
As one approached Boston Terminal (South Station) from the South on the former Old Colony Mainline, all inbound & outbound trains had to cross one of the 3 Rolling Lift Bridges that spanned the South Bay Channel. These bridges, which took 2 years to build carried untold amount of passengers & trains during their 87 year lifetime.


The driving force to build Boston Terminal (South Station's Real Name) back in 1894 required the co-operation & consolidation of 4 Railroads: The New England Railroad (NY&NE), The Boston & Providence Railroad (B&P), the Old Colony Railroad (OCRR), and the Boston & Albany Railroad (B&A) to all share 1 common railroad terminal instead of being spread out all over Boston.  In order to do this, the planners needed to accommodate the approach tracks for these 4 railroads & funnel them all into the South Station yards & platforms.

The site chosen for the new station was approximately where the New York & New England Railroad station was located at the time.  This site was chosen as the best location in terms of passenger flow & most importantly - land to build such a large facility that could handle the traffic from 4 competing railroads. The Old Colony Station which terminated just south of the NY&NE station would be be demolished as the new station yard tracks & approaches would be located where the OCRR station stood.

Consolidating the B&P and the B&A railroad tracks was fairly simple since both railroads met several miles west of the site of the new station (The B&P crossed the B&A main line in Back Bay & then terminated at their station in Park Square). The Boston & Albany tracks continued to their station which was located next door to the OCRR station. Extending the tracks into the new Boston Terminal was easy for these two lines. Each railroad would extend their own tracks parallel to each other until they reached Boston Terminal property where they would merge into the Boston Terminal complex.

Moving the tracks for the OCRR & NY&NE would prove to be a much more difficult affair.  For the NY&NE, the tracks crossed Fort Point Channel from the east where the present Summer St. crosses the same channel. The Old Colony came from the South & crossed Fort Point Channel via a conventional lift bridge.  The tracks for both railroads crossed about a mile to the south so it would be fairly easy to shift the right-of-way for the NY&NE to parallel the Old Colony until it reached the Fort Point Channel. The Old Colony Bridge that crossed the channel was too small to accommodate the increase in traffic from 2 railroads.  Because of the lack of capacity of the OCRR bridge, All traffic for the NY&NE would be shifted to the B&P terminal for the duration of construction.  It was obvious that in order to handle all the forthcoming traffic, a New Bridge would be needed to replace the existing OCRR bridge.

One of the biggest problems facing the the Boston Terminal project is how to allow up to 6 tracks to cross the Fort Point Channel & still have sufficient clearance for shipping to pass safely.  Many bridge designs such as horizontal swing, center-pivot swing, or fixed trunnion bascules were ruled by the railroads to be impractical, did not provide enough lift to clear traffic, or simply took up too much precious real estate to allow the 6 parallel tracks to cross the channel. It was decided that a new bridge type - the Rolling Lift Bridge design provided the best solution to the problem.

Enter William Scherzer & the Scherzer Rolling Lift Bridge.

William Scherzer created the idea for the Rolling Lift Bridge in 1893. This type of bridge is unique in that each span or half-span of the bridge rolls back upon its curved heel on a track laid in its abutment. The bridge span can be rotated upwards to almost 90 degrees which allows just about any type of traffic to pass under it without ever harming the bridge.

The first Scherzer Rolling Lift Bridge was built in 1895 to span the Chicago River at Van Buren Street. The bridge was 115ft long and carried street traffic. Scherzer designed & built 5 more bridges to cross the Chicago river as the design proved extremely successful.

Rear of bridges showing control cab
The contract to design & supervise the construction of the new bridge was awarded to the Scherzer Rolling Lift Bridge Company of Chicago. The contract for the superstructure with its approach girders & operating machinery was awarded to the Pennsylvania Steel Co. of Steelton, PA.  The contract for the supporting masonry was awarded to the Holbrook, Cabot & Daly company of Boston Ma.

Plans were drawn-up for 3 Rolling Lift Bridges to cross the Fort Point Channel next to the Old Colony right-of-way. The interchange bridge for the B&P located just west of the OCRR would remain in-place to handle interchange traffic for the B&P & OCRR (this bridge was finally removed in 1910).  Once the new bridges were completed & in-service, the earlier Old Colony Bridge would be dismantled. The lifting spans of the bridges had to be built in the vertical position so their construction would not impede boat traffic.  It took 2 years 1898-1900 to complete all three spans.

The lifting spans of the new bridges 83' 81/4" in length & cross the channel at a 42 degree angle. Each of the 3 bridges could be independently operated as each bridge contained its own machinery to raise or lower the span. The spans are very well balanced - so much that each span only required a 50hp electric motor to allow the bridge to operate. A control room was erected over the center bridge that contained the controls to operate all of the bridges. It takes only 30 seconds to raise or lower the bridges - this includes the time to lock the bridge in-place either up or down.

The plans called for construction of 3 Rolling lift bridges located next to each other to serve the station. Each bridge would carry 2 tracks each - The western most bridge would carry the New York & New England tracks. The middle bridge would carry the Old Colony tracks. The eastern most bridge would provide service to the Suburban Loop track that ran under the station & the East Yard which provided freight service for the mechanical facilities of the new station.


Before the bridges & South Station were completed, the New Haven Railroad leased the B&P, NY&NE, and Old Colony Railroads. The New Haven RR quickly absorbed them all into the New Haven Railroad System. When the station was conceived back in 1895 - there were 4 railroads coming to the new station. By the time it was completed in 1898 - there were only 2 left: The New Haven and the Boston & Albany Railroad.

During the first 20 years the Bridges were operated extensively while also handling anywhere from 500-900 trains per day crossing back and forth across the bridges. At their peak - around 1910 -1918, all three bridges were raised & lowered no less than 24 times per day.

The only bridge that was under utilized by railroad traffic was the easternmost span. The original plan called for this span to be used to handle the Suburban Loop which was planned to be electrified using center third rail. During the early 1890s,  this technology was extensively tested on the Nantasket Trolley branch.  However, by the time the Station was finished, newer & much safer technologies for electric trains were invented & center third rail technology was abandoned.  The Suburban loop could not be converted for normal Steam Locomotive traffic as the air blowers installed in the loop were no where near adequate for these types of locomotives. The other problem with the loop was that it lacked sufficient vertical clearance to handle normal passenger cars & locomotives. With the cancellation of electrification & loss of the expected traffic, the easternmost bridge span was only used to bring coal for the station's electric plant & the occasional freight traffic to the terminal.

After WWI, boat traffic navigating the Fort Point Channel declined as the South Bay was slowly being filled in.  Dry Land was far more in demand in Boston - especially for the New Haven Railroad who needed yard trackage to handle the enormous amount of passenger traffic.  By the time WWII rolled around, there was very little traffic navigating the channel. When the City of Boston rebuilt the Dorchester street bridge in 1948, they decided to install a fixed span across the Fort Point Channel instead of a moving bridge. This signaled the end of boat traffic for the Channel. At the same time, Boston Terminal, which operated the bridges, decided to weld the bridge locks to the bridge spans to prevent the bridge from accidentally lifting on its own. The bridges would never move again.

By the early 1950s, the Mechanical Facilities (electric & ice facilities) at the station were shut down as the Boston Terminal Company could simply buy electricity from local sources which was cheaper than operating their own plant. With the expansion of mechanical air conditioning for passenger cars, the Ice plant was no longer needed. Since the easternmost span was used to service these facilities, this span was retired & the tracks removed at the same time the mechanical facilities were shut down.

With the end of passenger service on the Old Colony division in 1959, the center span was taken out of service as it too was no-longer needed.   By the time of the end of the New Haven Railroad in 1968, passenger service was so bad that only 1 bridge (carrying 2 tracks) was in-service.

The End of the Bridges.

Although all three bridges remained in-place, only one remained in-service; quietly soldering on  carrying Amtrak passengers for many years. When Boston Terminal was renovated from 1984-1988, the bridges were finally removed completely & replaced with a fixed structure.  This structure still spanned the remains of the Fort Point Channel.   The trackage that crossed this bridge were expanded to 4 tracks in anticipation of traffic from the to be restored Old Colony commuter service - the same service that was abandoned back in 1959. Ironically, with the new fixed span bridge, the old bridge that once carried interchange service from the Boston & Providence Railroad to the Old Colony Railroad was restored in pretty much the same location where it was removed in 1910. What was once old is new again.

The Future.

With rail service on the MBTA expanding every year, South Station is once again approaching service levels it had not seen since its heyday back in the early 20th century. The current plans - as of 2011 call for the U.S. Post Office to  leave the facilities that were built over station tracks 21 - 28 back in 1934. These buildings will be torn-down to make way for expansion of South Station from the current 13 tracks up to 21 tracks: just 7 shy of the original construction. Service on the final Old Colony branches - the New Bedford Branch & the Fall River Branch are scheduled to be restored in 2016. Service to Providence & T.F. Green airport are scheduled to be expanded as more people are moving to riding the rails instead of fighting traffic on the local highways.

All that is left of the 3 Scherzer Rolling Lift Bridges
When the bridges were torn-down the 1980s, plans were created to preserve the memory of the bridges that kept traffic moving for over 85 years. If you are coming to South Station on any of the Old Colony tracks, look to the right as the train is crossing the remains of Fort Point Channel.  There you will see, painted bright red is a piece of the original bridge - still watching passengers cross the channel.


There is an excellent series of photographs of the Scherzer Rolling Lift Bridges spanning the Fort Point Channel courtesy of the Library of Congress. These photographs were taken in 1983 just before the bridges were demolished. You can find the photos here: Fort Point Channel lift Bridges

Data for the Scherzer Rolling Lift Bridges.

This is a scan of the 1900 Engineering News article that describes the Bridges, history, and a set of detailed plans of the bridges.These are digitized copies of the original article I found though a dealer.

Link to download: Construction Drawings

Friday, September 30, 2011

Summer is over.

In case you haven't noticed, the postings lately have been a tad on the light-side so-to-speak. In case you were wondering, I did take a little time off enjoying summer.

I know it is blasphemy for a true model railroader to dare venture out of doors when there are perfectly good things to be done like building more boxcars, building/laying track, etc.

To me, summer is a time where it is better spent outdoors in the clean fresh air & sunshine. I know this concept might be a little hard to understand for those who live in places where the temperature never dips below 60 degrees but up here in New England, we are generously allowed 3 months of good warm weather to do silly things, like oh say... enjoy it.

Once summer ends, we are blessed with 2 months of cool, mostly wet weather. Starting in November,  nature is done playing with us she unmercifully plunges everything into the Arctic deep-freeze for a seasonal helping of snow, cold, & darkness for 4 very long months. If this were not punishment enough, we are given a reprieve from the the worst & rewarded with a follow-on of 2 more months of cool rainy weather. Mind you, during this time, the snow & cold can return at any moment just to tease you with a foot-or-more of wet snow that I swear each shovel full contains a microscopic Black Hole.

Those of you who are keeping count on both hands (and a foot),  yes, I did leave out 1 month. The one month that tosses everything weather-wise into the air is: May.  For those who live in the Bay State, May is a very odd month indeed. It has been known to snow, freeze, or for those of you who enjoy torment - be 90 degrees one day with freezing rain the next. Of course, the only saving grace with May is that during all the turmoil the world does come back to life for us. The bleak grayness is replaced by the technicolor of spring. With May, we grin & bear the curve balls nature throws at us because we know that soon, summer is right there waiting to save us from its grasp.

What does this blathering have to do with Model trains you ask? I'll get to it in a moment.  Bear with me for a little bit longer while I  make a lame excuse for lack of posting  tell you what I have been up to for the last 3 months.

Summer means that I need to take care of outside of the house just like the rest of you. This includes care of all the plants, lawn, house & yard repairs, and of course, whatever the significant other declares needs to be done RIGHT NOW. Failure to comply ensures swift justice on her part & eternal misery on my part.

When I am not toiling in mortal servitude to the dear woman, I enjoy another hobby that is almost as dear to me as model railroading: that hobby would be sailing. One advantage to living 1 mile from the ocean is that you typically have access to 2 things: boats & water - lots of water. This dovetails nicely with my sailing hobby as it fulfills 2 of the most needed requirements to enjoy this hobby.  Of course, boats can be very expensive to own & operate. If I owned a sailboat, I would be pouring money into it rather than pouring money into the layout - a major no-no for model railroading. With this in-mind, I do the next best thing: I crew on a sailboat.

A 30ft Racing Yacht to be exact.

We spend the season from June through September on the racing circuit here in Buzzard's Bay Massachusetts competing with other boats in our class. As this is a summertime passion for many people in the area, there are many-many races to compete & test our skills against. Typically, we have at least 1 race per week.  In many instances, we have 1 race during the week & another on the weekend. Between this & keeping the little woman happy with completed chores, I have very little time for other endeavors so something has to give. Dare i say it ? Prepare yourself but........

The trains go into the closet.

Yes, with such a busy schedule, I dialed-back the model railroading to the point where I did not accomplish anything for weeks-at-a-time. Did I give it up completely during the summer ? Well, no. Not completely. During the summer, I did accomplish the following:

Conducted research in downtown Boston on South Station @ several locations.
Built a #8 Double-slip switch with movable center frogs. 
Received new electrical components for the layout including the DCC system.
Received more digital drawings for South Station. 
Found Original drawings of the South Station lift Bridges.
Aerial photographs of downtown Boston along the B&A & New Haven Railroads.
Interior shot of the South Station ticket counter during the 1940s.
Found some articles online from 1899 discussing the Station & its magnificence.
Discovered 50 Photographs of the Construction of South Station - including the train shed.

 As you can see from the above list, the project did not stand still. I did manage to get a lot accomplished even with the summer distractions. What I didn't get accomplished is writing the articles that go with all the activity here on the blog. I will try to muck through them as fast as I can since  I have a considerable amount of new data to share with you all.

Now that the racing season & summer are both over, it is time once-again to get back indoors where all us New Englanders go when the days get shorter & the leaves begin to turn.

Back to Model Railroading.

Friday, June 10, 2011

Building the 14 Degree Crossings for the center diamond - Part 1

4 Completed Crossings

In the previous post, we discussed how the center diamond is the starting point & key the rest of the layout. So it was logical to start with building the 14 degree crossings. I needed to build 4 of them to form the diamond. As you can see above, I have built 4 of them.

Before I could build the crossings, I needed to gain some experience using the fast tracks jigs. In a previous post: And so it begins..... I describe building the #8 turnouts which were the first production pieces I built for the layout. In all, I built 5ea #8 Turnouts. For each one I built, I gained experience with switch construction & the challenges that go with it. If I had to do this totally from scratch, I would likely have never attempted someone of this scale. I would have simply ordered pre-built switches and worked at trying to modify them.

With the experience of the #8 turnouts behind me, it was time to build the crossings. The first thing I did was read the instructions for build crossings using the fast tracks instructions :


I am very familiar with the excellent instruction set (and video!) that came with #8 Turnout.  However, I was very disappointed with the instruction manaul for the Crossings. The instructions were short (6 pages) and not very well done. The instructions did not go into any real detail on how to build the crossing other than the basics.

(Note: I did speak to Tim Warris @ Fast Tracks about the instructions (or lack of) for the crossings. He did admit it was weak on content. He is working on revising the all of the instructions to make them better to understand & more detailed.)

Note: the crossings jigs do not come in a kit form like the turnouts. You need to buy the fixture & point grinding tool separately. I find this kind of odd as it would be very difficult to make the crossings without the point tool. Also, the point tool is unique for the crossing you are building. There is no "generic" point tool for the crossings.

I built the 1st crossing using the Fast Tracks instructions. I always use the first-built piece to study where I possibly went wrong & how I can improve construction. I have to say, the first crossing I built was a mess as I tried to follow the instructions to the letter. My lack of experience & weak instructions made for a bad build. Until the instructions improve I would not want this to be my very first attempt @ building any Fast Tracks product. If you are new to Fast Tracks & have never built any of their kits, I would highly recommend you start with a turnout or at-least read the turnout instructions & watch the video. I wish Fast Tracks would have a video of every one of their kits. Watching someone build what you are trying to build for the very first time is much easier in my opinion.

After looking @ the mess I built for the 1st crossing, I  carefully re-examined what I did wrong, and figured out a much better approach to build the next 4 crossings.

The first thing I learned is that the jig did have some burrs; especially in spots where the rail grooves bisected the tie grooves. I first noticed this when I had trouble getting the rail to seat properly when I placed them into their respective slots. I took a fine file and went through the entire jig cleaning all the grooves. I think the reason why there were burrs in the first place is likely that the cutting tools Fast Tracks used were probably worn-out when they made my jig (my #8 turnout was clean as a whistle). I did notify Fast Tracks of the issue I found so they would be aware of it happening.

Note: I have 4 jigs from Fast Tracks & this was the only jig that had any burrs. The other 3 were clean & very well tooled.

The second thing I learned about the crossing assembly, you do not need to insert the ties before you start construction. You can build the entire thing without the ties in-place.Of course, sooner-or-later you need to solder the rail to the ties but it is not essential to the structural integrity unlike some of the other jigs . I found it to be much easier to get all the rails in-place & soldered to each other as sub-assemblies then Solder the ties last. It helps keep the rails in-place much easier than sitting them on-top of the ties. It also greatly reduces the chance of accidentally rolling the rail.

As I said above, after the 1st crossing disaster, I never looked @ the instructions again. I simply created my own instructions which worked just as well - at least for me.

Step 1: Create the center diamond guardrails

Center Diamond guardrails complete

This is the hardest part of building the crossing. You need to cut, file, & shape 4 pieces of rail exactly the same in order for them to fit properly. It takes a lot of work to get everything to line-up properly. I ruined a couple of pieces of rail trying to get the fit correct (never throw mistakes or small pieces of rail away: you can always use the mistakes to make other pieces in other projects). Once you get everything all lined-up, solder it together . I did this by soldering the point frogs first for one half, then I built & soldered the other half.  I would slowly nip & file the rail until the middle (obtuse) angles matches.

One thing I should note about the point forming jig for this kit: there are 2 types of frog points available - The acute point & the obtuse point. What's the difference ? The acute point is the sharp angles on the left/right sides  where as the obtuse angle is the shallow angles on the top/bottom of the crossing.

Step 2: Create the end frogs:

End Frogs Completed

This is a fairly easy step to cut and form the end frogs. Use the acute point part of your point grinding tool to form the frogs.  This step goes pretty quick if you have the point grinding tool. Make two of them - one for each side.

(NOTE: When you cut the stock rail for the fogs, be sure to use either the 14 degree crossing template from Fast Tracks or purchase the QuickSticks Laser Cut Ties kit to measure the rail. Like all of the Fast Tracks jigs, the crossing jig is smaller than the finished product.)

Step 3: Create the Wing Rails:

Wing Rails Completed.

The wing rails are much more difficult to build than the frogs. The Fast Tracks instructions recommended that you build these out of individual parts & solder them together. This would mean you would have to cut & shape 3 pieces of rail per wing rail. After building the first wing rail, I quickly learned that I set the frog point too shallow in the jig. This left a wide gap in the center of the crossing which could become a problem when used operationally. I used my trusty NMRA track Gauge to find where the points should be properly meeting in the jig.

Guard rail points

I found that the point should go to the edge the inside of the innermost tie in the jig. This makes the center frogs nice & tight as well as within the tolerances of the NMRA gauge. Once I found the right spot, it made it much easier to cut the rail & file to the proper length.

After you make the points, you need to form the wing rail. Instead of cutting, fitting & trimming the rail, I took a cue from the turnout instructions by nipping the bottom web of the rail & bending instead of making a separate piece. As I was trying to figure out exactly where to bend the rail, I noticed that Fast Tracks forgot to include the guide mark on my jig so you know exactly where to either cut or bend the rail. I placed the center guardrail & frog back into the jig so I could once again use my trusty NMRA gauge to figure out where the cut/bend point should be.

Notch in Wing Rail

Once I found the bend/cut point on the jig, I made a mark using a Sharpie pen so I would have no trouble making the rest of the sets. I then nipped the rail & bent it to follow the groove. After bending I trimmed the rail to length & bent the end so that it fit completely in the jig as you can see in the above photo. I then placed the outer guard rail back its slot & soldered the points together. Once the solder cooled, I popped it out of the jig, flipped it over and put it back into the jig on the opposite side. I made another mark with a Sharpie pen so I would know where to bend the rail for this side of the jig.

Using the same technique for the first wing rail, I proceeded to make 3 more just like it. As the wing rails are exactly the same for all 4 sides, it was a simple task of cutting 8 pieces of stock rail for to the proper length to make the 4 wing rails.  I cut all of these plus 2 more pieces to act as master patterns for the other 3 crossings I need to make for this project.

Guard Rails bent & filed

Once the 4 wing rails are finished, be sure to gently file the top-inside ends of each end of the wing rails so that it helps guide the wheels into the onto the rail & not on top of the rail - that would be bad.

Step 4: Building the outer stock rails:

Outer Stock Rails

The last assembly (and the easiest of this project) is to make the outer stock rails. All you need to do is cut the rails to the proper length, file one end using the obtuse frog on the point grinding tool & solder the 2 ends together to form a single piece. (You could also make this by using the notch & bend method as well.) 

(NOTE: When you cut the stock rail for the fogs, be sure to use either the 14 degree crossing template from Fast Tracks or purchase the QuickSticks Laser Cut Ties kit to measure the rail. Like all of the Fast Tracks jigs, the crossing jig is smaller than the finished product.)

Step 5 Installing the ties:

Remove all of the finished rail from the jig. Cut the PC board ties to fit the slots. You might need to sand the ties on the edge to make the fit easier. Be sure to file notches on the top of each tie so the Copper Cladding on the ties does not cause a short on the finished crossing.

Once the ties are in-place, it is time to solder them to the rails. It is best to work from the middle out to the end of the jig. Be sure to note that wherever you solder, you will leave a slight raised area of solder. It is best to solder in areas where the rail is not too close together as the solder will interfere with securing the rail & keeping the entire assembly flat.

Start with the center diamond. Solder the inside of the diamond to the ties. 

Next, insert the 4 wing rails into the jig. Solder the inside of the wing rails to the ties.

Finally, insert & solder the outside stock rails. This time your solder points are on the outside instead of the inside of the assembly. 

Once everything is soldered together, pop the completed crossing out of the jig. Turn it over & solder underneath the frog points in order to re-enforce the points & prevent them from popping-up. 

Now that everything is complete, take a wire brush & clean the crossing. Gently brush the rails & solder points back & forth removing  all the grime, solder flux, & leftover filings from the completed crossing.

Step 6 Final Assembly:

The last 2 steps for finishing the crossing is to cut the electrical gaps in the rails & glue the Twistties to the crossing. For now, I have omitted these last 2 steps because I need to modify each of the crossings so that I can make this:

This is the HO scale drawing of the center diamond. The track centers are scaled out to be 1.75 inches apart. Why 1.75 inches you ask ? Because South Station didn't have the real-estate to make them any further apart. As the tracks transition into & through the yard, the spacing because tighter & tighter with the narrowest point through the #8 Double-slips & Center Diamond.

The ends of each crossing will need to be modified so that I can carry the 1.75 inch spacing through the center diamond & into the #8 Double-slip switches. Once I print-out & insert the #8 Double-slip drawings, I will know exactly where to cut for electrical isolation of the frogs & the transition to the next piece of track/switch.  For now, I will keep all 4 crossings stored-away until I build the benchwork for the layout. 

My next projects will be to begin construction of the #8 Double-slip Switches & Benchwork. I already have the #8 Double-slip switch jig from Fast Tracks. I am going to attempt to build the #8 Double-slips using a few new techniques. More on that in another posting similar to this one. The layout benchwork will begin as soon as I conjure-up some cash to by power tools so I can actually build the darn thing. 

More to come......

Thursday, May 26, 2011

The Eye of the Storm

The approach & yard trackage for South Station is quite complicated as it allows a train  on any of the 10 approach tracks to stop at any of the 28 platforms in the station. In order to do this amazing feat, the yard has to have a bewildering array of crossings, crossovers, wye's, & slip switches. etc.

In the very center of this puzzle is center diamond. The center diamond consists of 4 - 14 degree crossings arranged in a diamond pattern as you can see in the above photo. This diamond allowed trains to cross from one side of the yard to the other. The crossing also effectively split the yard in two; with platforms 1-14 serving one side of the yard, and the other side serving platforms 15-28.

When creating the track design for South Station, it was logical to start at the diamond as the spacing between the tracks were at their closest to point to each other.It also sets how the 28 double-slip switches that radiate from the diamond will be placed. From there, everything else falls into place.

This is the drawing I used to design the track plan for South Station. The drawing is the original 1898 plan of the yard trackage.

If you look at the drawing, you will notice that everything radiates from the center diamonds. I scaled the drawing to the correct size (this drawing scale is way off) as I already had the plan of the track platforms to scale from another drawing. From there it was easy to determine scale as I had a known measurement (the platforms). In HO scale, the Yard, buildings, & streets translate to roughly to a scale plan of 11ft x 30ft in HO Scale.

I re-created the entire plan above using 3rd Planit Railroad Track Planning software. I needed to draw a plan so that I could determine not only scale, but how many of what types of trunouts, double slips, crossings, etc. I would need to either build or buy.  Here is a shopping list of the switches I will need in order to complete the project:

#6 Turnouts - 43ea.
#8 Turnouts - 24ea
#8 Double-slips - 30ea.
#6 Double Slips - 4ea.
19 degree crossings - 1ea
14 Degree crossings - 4ea
#10 Curved turnouts (various radius) - 10ea
#8 Curved turnouts (various radius) - 4ea
#6 Curved turnouts (various radius) - 6ea
#8 WYEs - 2ea
#6 WYEs - 2ea
#6 3-way Turnout - 1ea

Total number of switches I will need to build or buy - 131

Large amounts of switches, such as the #6 turnouts, #8 Double-slips, #8 turnouts I am building using Fast Tracks. The rest will be handbuilt,Fast Tracks,, or Shinohara  code 83 track. All of the connecting pieces, curves, etc will be either hand-laid (again using Fast Tracks) or Atlas Code 83 flex track.

Not only  is there a scary amount of switches, but the amount of switch machines & Digitrax DS64 I will need to buy. Your #8 Double Slip requires 4 Switch Machines to operate. Your DS64 controls 4 Switch Machines. So, lets do the math:

34 Double Slips (#6 & #8s) = 136 Tortoise Switch Machines & 34 DS64s.
82 Turnouts = 82 Tortoise Switch Machines & 21 DS64s.
1 3-Way Turnout = 2 Tortoise Switch Machines & 1 DS64.

Grand total = 220 Tortoise Switch Machines & 56 DS64s.

As of today, I have exactly 44 Tortoise Switch Machines & 0 DS64s.

OTOH, Rome wasn't built in a day & neither will this layout. As I am still in the planning & designing phase, I am slowly stockpiling material to begin construction. I have been buying flextrack, bulk rail, & Tortoise Switch Machines when I have the time & Budget. Currently, Fast Tracks is eating the budget as I needed to buy the following construction jigs to get me moving:

14 Degree Crossing - Part # AF-HO-X-14-ME83
#8 Double Slip - Part # AK-HO-S-8-ME83
#8 Turnout - Part # AK-HO-T-8-ME83
#6 Turnout - Part # AK-HO-T-6-ME83

So far I have purchased all of these jigs complete with the exception of the #6 Pointform Filing jig. When I purchased the #6 Turnout jig, I only bought the jig as I wanted to see if had the talent to actually build a turnout from scratch. It turns out that I actually enjoy building switches using Fast Tracks so I went ahead with the more expensive purchases. As the layout progresses, I will no doubt be buying more Fast Tracks jigs.

Of course, there is the problem of trying to work (or play) on a layout that is 11 feet wide. The average arm reach is 3 feet so that leaves me with how to be able to reach the center of the yard without having to be suspended from wires above the yard. The work-around for this will be to construct the layout so that the buildings & street that surround the edge of the yard will be able to be removed & moved away from the tracks. In other words, the parts of the layout such as the head house, baggage, express & power buildings will be able moved complete with the substructure. If I plan correctly, I can reduce the reach from 11 feet down to 6 feet. But, in order to do this, I will need to build the benchwork so that it is removable along with the structures on top of it.

Fortunately, a good friend of mine is a furniture maker who's shop is right over my layout space. He has agreed to help me work out the logistics of making the structures & benchwork removable in such a way as to not damage anything.