Models and Photos by Paul Scoles

Our hobby is an interesting one. We can build a layout based on complete fantasy, using standard railroad engineering techniques as a foundation, and our layouts can seem completely believable. Take, for example, John Olson and his famous Mescle Lines or Paul Scoles’ Pelican Bay Railway & Navigation Company. By using “real life” railroad standards their model railroads are/were something to behold. With a freelance railroad, we have the ability to push our imagination and that is exactly what John Allen did with his Gorre and Daphetid Railroad. If realism is the goal, study photos of the area you are modeling. Huge mountains and tunnels might look a little out of place if you are modeling a shortline railroad in Kansas. This holds true for prototype modeling as well. Study the surroundings!

Models and Photo by Don Ball

All model railroads in some way, shape or form are loosely based on a specific prototype. Yes, even the freelanced ones. I would bet that when building the Pelican Bay Railway & Navigation Company, Paul studied many photos of the North Pacific Coast Railroad. There is a lot of that railroads personality in Paul’s models. There are some that do have a love for a specific railroad but want to play Superintendent and build a “what if” railroad. Don Ball took that approach when building the Stockton and Copperopolis Railroad. The layout is based on a specific prototype and time; however, Don built the railroad on the “what if” principal. He extended the life of the railroad as well as the amount of track the prototype laid. Using historical records and photographs, Don is creating a historically accurate railroad with a lot of modelers license.

Models and Photos by Jack Burgess Video by Ownry

History for some is just as enjoyable as building models. I would have to say this is true for most of us in the hobby, some more than others. Jack Burgess is one that has a passion for history and extremely accurate models. He has created a museum in his garage to the Yosemite Valley Railroad as it existed in 1939. Gene Deimling is another who has a passion for accuracy.

It’s these individuals an others like them that pursue historically accurate models and the quest for information which has, in all rights, become a hobby unto itself.

Model and Photo by Gene Deimling

I will leave you with this: as we search for our place in the hobby, we discover there is no right or wrong answer to the question asked at the beginning of the article. I think the real question should be, what do you want to get out of it? Are you looking for a way to just relax or are you trying to pursue a passion? The beauty of model railroading is you can enjoy all aspects at some point. As I have mentioned in a past article, by trying something different, you can really increase your modeling skills and it can turn out to be a real fun project.

Photo by Tweetsie Railroad

Photo by Hadassah28’s

Photo by Gregg Obst

Photo by Pacific Model
Loggers’ Congress, Models by Jeff Johnston

Video by markjl261

Why would anyone model an obscure shortline with a name that sounds like it’s out of a Carl Fallberg drawing? The Stockton & Copperopolis Railroad was a poor 49-mile long line that probably should never have been built but it lasted for over one hundred years and it inspired me enough to try to reproduce it in my basement.

The Prototype

The Copperopolis Road was started in the early 1860s to provide cheap transportation for the new copper mines in appropriately-named Copperopolis, about forty miles east of the busy inland river port of Stockton, California. The Civil War and a general lack of money stalled the project until 1870 when it finally began building toward the copper city.  About thirty miles from Stockton, a geologic upthrust called Gopher Ridge halted the new railroad with expensive grading and the railroad never progressed beyond the small town of Milton.

About the same time, other Stockton visionaries planned to build a railroad to Visalia to compete with the giant Central Pacific Railroad. They named their road the Stockton & Visalia. It began building south from the S&C but by the end of 1871, both railroads were in the hands of the Central Pacific. The CPRR combined the S&V into the Stockton & Copperopolis and allowed it to operate it under its own name until 1889 when it became just the Oakdale and Milton branches of the Southern Pacific.

Planning

I became interested in the railroad after seeing it mentioned a few times in some California history books so I did a little research at the California State Railroad Museum and other places and found a wealth of information. What started as an interesting side hobby finally convinced me to plan my new model railroad around the Stockton & Copperopolis.

My main interest in modeling lies in the nineteenth century, specifically the 1890s. A previous layout was freelanced in this era and a move to a new house with a basement allowed me to plan my “dream” layout. In the area I had, I could model almost the entire railroad. After many discarded track plans, I settled on one which encompassed the major features I wanted to include. These were a long run which would enable me to use timetables and train orders for operation, a branch line, a variety of industries and several passenger runs.

The prototype railroad initially relied on wheat to earn its living. During the mid-1800s, California was the wheat capital of the U.S. with tons of the stuff being made into flour or exported to other countries. By the 1890s, though, over-farming had reduced the yield and the big wheat ranches were being replaced by citrus, produce, cattle ranching and other industries.  Mining was still big in the mountains east of Milton and that was the closest railroad point to the Mother Lode. Most of the machinery and trade goods destined for the mining towns went over the railroad through Milton. It was also the closest point to Yosemite Park which encouraged tourist traffic over the railroad.

The Line

Construction began on the railroad in the fall of 2007 and progressed until virtually all of the trackage was down and operable by June, 2009 when my first operating session was held. To give an idea of what the road is about, let’s take a look at what I have chosen to model. We’ll start at Stockton.

Stockton proclaims itself the head of navigation for the San Joaquin River. Steamboats from San Francisco dock at the wharf disgorging passengers and freight.  Grain warehouses line the river along with several flour mills. The railroad runs down the middle of Weber Street to serve these industries.  At the west end of the railroad is the small engine facilities located across the street from the Crown Mill plus a few storage tracks and a grain warehouse.

The small yard at Stockton is patterned after the prototype as is the A-frame turntable and two-stall enginehouse. The photos help visitors and the owner visualize the scene as it once existed and will again.

Toward the east end of the wharf is the three-track covered depot occupying the middle of the street with hotels, saloons and other commercial enterprises adjacent. As you leave the depot, the train travels down Weber Street until it finally leaves the business district. Passing over an irrigation canal, the Stockton Agricultural works is passed. This large factory provides traffic for the railroad in the form of farm implements. Beyond it lies the Continental Oil distribution depot and then the tracks of the Central Pacific Railroad which must be crossed. Cars are interchanged here for points off the S&C.

As you proceed eastward into the countryside, the farms start to appear, both wheat and produce. A grain warehouse at the spur at Charleston is quickly passed and Orford Junction is reached. This junction did not exist on the prototype. I like mainline passenger and freight equipment as well as the shortline atmosphere but the real S&C was not a mainline railroad. To allow me to have the best of both worlds, I invented the fiction that the S&C had allowed my previous freelanced railroad, the Moraga Springs Northern, trackage rights between Orford Junction and Merced. This would provide more traffic on the railroad and let me use the more modern equipment I liked on the MSN while keeping the short line flavor of the S&c. Orford Junction is an interchange point between the two railroads and there is a short siding here for that purpose.

Just beyond is the town of Holden. Holden represents the newer farming interests of citrus and produce with packing houses for both. It also is the terminus of the Stockton & Ione Railroad, a three-foot gauge feeder road which provides coal and timber from Amador County. There was a real Stockton and Ione which was to have interchanged at Holden and would carry coal and timber. Some equipment was ordered but the road never got off the ground. In my world, however, Holden is a busy transfer point with dual-gauge trackage.

Extra 25 West leaving Holden. The structures are ones left from my previous railroad and will eventually be used on the Stockton & Copperopolis. Note the small paper “train order boards” at the left. Until the electrically operated boards are in place, these are used to indicate if a train order is waiting.

A section of three-rail track carries both railroads over Mormon Creek after which the S&I splits off and heads toward Ione. The S&C continues on into Peters which is the junction point for the Milton branch. Peters is a small farming community with only a freight house and team track. We’ll continue on down the main line.

Crossing Duck Creek, the railroad enters Farmington through a three-way stub switch. This community is typical of the transition going on in the area. Along with grain warehouses, the railroad serves a variety of industries including a packing plant, winery and agricultural tool distributor.

Things are quiet at the farming community of Farmington. Several industries are located here as evidenced by the small signs. The town of Farmington will be located in the empty area on the left side of the tracks.

Proceeding east, the short siding at Cometa is passed, then Burnett’s which is only a spur with a grain warehouse, corral and box factory. The long bridge over the Stanislaus River is crossed and the final town on the layout, Oakdale, is reached.

Passenger train No. 6 preparing to leave Oakdale. The small signs indicate the locations of various industries so that the operating crews know where to spot cars during an operating session. Turnouts are operated by the knobs located on the fascia front.

Home to grain and hay warehouses, Oakdale also has a couple of lumber yards, a carriage maker, oil depot and a gas works. This is the end of the line for some S&C trains while other eastbound trains continue into a hidden staging yard representing Merced and the rest of the world.

Going back to Peters and moving up the Milton branch, we pass the site of the Pacific Coast Oil refinery to be built just outside of town. Waverly siding with another grain warehouse is next and then Milton is reached. Milton is still a freight-forwarding town with several of these merchants located on the long house track. A corral and oil unloading spur is also found here. Milton will eventually be a helper station for trains going on to Copperopolis.

Looking down the aisle from Peters, the track winds through the hilly countryside-to-be toward Milton.

Although the prototype never got beyond Milton, the copper mines did revive in the 1890s and the railroad looked into extending the tracks to Copperopolis. Unfortunately, the extension never occurred. On my version of the S&C, however, that oversight has been corrected and the line ascends Gopher Ridge, passes through a tunnel and reaches the upper plain at the town of Felix which is just a short spur serving the Tower Ranch and a mine. A short run over a wood truss bridge and Copperopolis is reached.

This is the end of the line. A busy copper mine is found here along with a few businesses requiring rail service. The railroad has built a two-stall enginehouse for the power serving the branch.

Copperopolis, the end of the Milton branch. Here, copper mines serviced by the railroad are located. The enginehouse was built from a series of articles by John Allen in 1948 Model Craftsmans.

Layout Construction

The railroad’s benchwork consists of joists cantilevered from a central short stud wall anchored to the floor. Plywood of ¾” thickness makes up the sub-roadbed while the roadbed itself is foam “topper tape.” Micro Engineering code 55 flexible track along with turnouts made from Fast Tracks jigs is laid on top of the foam roadbed using DAP caulk to secure it. The caulk makes a very good joint but still makes the track easy to remove if changes are needed. The majority of the turnouts are point switches but there are a few stub switches left over from earlier days.

The Digitrax DCC system provides power to the railroad and all but the smallest locomotives are equipped with sound decoders. All of the turnout controls are manual using the Blue Point controllers connect to a knob on the fascia. These controllers are great especially as the built-in electrical contacts automatically switch power to the turnout frogs.

Scenery is yet to be installed but will be started this summer. I plan to use a standard grid of cardboard strips covered with Hydrocal. Most of this part of California is either wheat fields or tall grass so a lot of static grass will ultimately be used. During the summer, the grass has all changed to the “golden” color for which California is famous. The only greenery is in low bushes and the perennial California oak trees.

Most of the structures will have to be scratchbuilt or kitbashed to achieve the look for which I am striving. Being retired gives me a lot more time to do these things so I don’t think that this task will be too daunting. Some of the structures from my old layout can be reused as well.

Rolling Stock

Modeling the 1890s can be a bit problematic since there is little in the way of equipment being produced today. My engines are mostly older brass imports which have been remotored and regeared using Northwest Short Line parts.

Engine No. 32 with Train No. 6 pauses at the Oakdale depot before continuing on to Stockton. The depot itself is a stand-in for one to be built. Note the Boca beer car which was scratchbuilt from a photo of the prototype. Engine 32 is a Model Engineering Works import rebuilt with new motor and gearing.

With some care and extra electrical contacts, these engines can be made to run very smoothly. The 4-4-0s I use all have the motors mounted in the tender with a U-joint drive to the engine. This frees up the boiler and cab space to be used for extra weight, something these locos need to get pulling power. The Americans can pull about ten cars over all the layout except for the grades east of Milton. The larger 2-6-0s, 4-6-0s and 2-8-0s can pull a bit more.

The prototype Stockton & Copperopolis only had six engines between 1870 and 1889 and I am trying to build models of all of them. So far, I have two of them done and parts for a third ready to be assembled.

One of the first engines on the road, the Andrew Jackson, now is relegated to heading up the passenger trains on the Milton branch. The Andrew Jackson was scratchbuilt in brass and styrene.

Car lengths in this era are a mixture of 28- and 34-foot lengths with a few 36-foot refrigerator cars thrown in. My cars are a mixture of kits and scratchbuilding done over the past forty years that I have been modeling. I have about 80 or so freight cars and only a few passenger cars so more will have to be built. There are some limited-run resin kits now being built for this era and some of these will undoubtedly end up on the railroad. There are several more signature cars which will have to be scratchbuilt including the fruit cars which were used for shipping perishables across the country. My work is definitely cut out for me.

Operation

A prototypically operated layout has always been a primary goal of mine. The railroad was designed so that the timetable and train order style of operation could be used. Fast clocks and telephones are located around the railroad so that train crews can keep track of time and make reports. The dispatcher sits in the adjacent family room/crew lounge and is connected to the railroad only by the telephone. An operator functioning as the operator for all stations is located in the layout area. He writes the orders dictated by the dispatcher and sees that they are delivered to the train crews. The McFall or four-position waybill system is used for freight car forwarding.

The operator’s desk where the operator writes train orders upon dictation from the dispatcher. At the left are the levers for the train order signals which will be installed at each open station. The fast clock here and at each station lets the crews know the current time.

On the S&C, as on all railroads of this period, the passenger train is king and must remain on schedule. This provides a challenge to freight crews who still have to get their switching done while keeping the main line clear.

The Future

Right now, the railroad needs more rolling stock and a lot of scenery. The town of Peters is my first target for scenicking and its structures are already being built. From there I will move on to building more cars and getting a rough scenic shell constructed. This will make the railroad look a little more finished and, more importantly, keep the locomotives and cars from falling to the floor if there is a derailment.

Once the basics are done, I will tackle the narrow-gauge Stockton & Ione to provide more operational possibilities.

Regular monthly operating sessions are now being held which allows me to discover any flaws in the trackwork or the layout design. I can then get the problems fixed before the scenery goes down. It also keeps me motivated to keep improving the railroad to keep my operating crews interested.

My question at the start of this piece was why anyone would model such an obscure railroad. The answer is that it is darned interesting and should provide me with many years of modeling and operating pleasure. I’m pleased with the layout plan so far and look forward to developing the rest of the railroad over the next few years. More information can be found on my website at www.SandCRR.com.

Models and Photos by Jack Burgess

Photos by Michael Derrick

Models and Photos by Derya Ferendeci

Video by Kevin FBU32804

]]> http://shortlinemodelers.com/weekly-inspiration-2/feed/ http://shortlinemodelers.com/sierra-railways-angels-branch/ http://shortlinemodelers.com/sierra-railways-angels-branch/#comments Fri, 10 Jul 2009 11:44:45 +0000 Shortline Modelers Lounge http://shortlinemodelers.com/?p=462 Story by Shawn Branstetter, Photos from the collection of Steven Cope,

Ambitions

California’s Gold Rush in 1849 saw fortune seekers from all around the world hoping to strike it rich. As the mines and timber mills in Toulumne and Calaveras Counties grew in numbers, so was the need to transport the material.

Seeing that need, Thomas S. Bullock, with the help of William Crocker and Prince Andre Poniatowski in 1897, began construction on a line that would branch off of the Southern Pacific in Oakdale to connect with these logging railroads and mines in the Sierras. In 1898, the Sierra Railway reached the town of Sonora. About the same time a major gold deposit was discovered in neighboring Calaveras County and mines were being built all over the area to capitalize on the wealth. A decision was made to build a branchline to Angels Camp in order for the Sierra Railway to capitalize as well.

The Angels Branch would be a major challenge for engineers. Some even considered the project to be impossible, however William Hamilton Newall was up for the challenge and so construction of the Angels Branch began in 1898. The branch line would extend north off of the Sierra Railway’s yard tracks in Jamestown in front of the Nevills Hotel.

The Line

Climbing out of Jamestown, the line crossed woods creek and would continue to Table Mountain Cut on tight S curves and steep grades in order to gain altitude.

As the railroad continued to climb, grades could reach more than four percent with curves as sharp as 30 degrees. Because of these track conditions, Shay and Heisler geared locomotives were the preferred choice to power these trains due to their ability to pull heavy trains up steep grades with little or no slipping. This also meant that the length of the trains would rarely exceed four or five cars. In fact, special “shorty ” passenger cars were constructed specifically for this line which can bee seen in the photo below.

Drovers caboose #9 and coach #6 in Jamestown.

Sierra Railway shay #12.

The line continued along the mountain side before descending into Rawhide Valley making its way to the small community of Tuttletown.

Heisler with short mixed train at Tuttletown.

Trestles and cuts were a necessity in order to traverse the rugged terrain. As trains passed through Tuttletown they again encountered sharp curves and bridges as they made their way to Jackass Hill before descending into Melones. The decent into Melones was too steep and so a pare of switchbacks were used to ease the trains down the mountain into the Stanislaus River Canyon.

The mountains around the canyon offered breathtaking views for the passengers on these trains. Hills covered with black oak trees, meadows with an assortment of spring flowers including California Poppies and ever expanding views. A sightseers wonderland.

Continuing north, trains crossed the Stanislaus River on a large trestle taking them into Calaveras County and the town of Melonies. Today, much of this part of the line lies at the bottom of the Melones Lake.

Sierra Railway # 30 crossing the Stanislaus River. Courtesy of the Calaveras County Historical Society.

Climbing out of the canyon was another challenge. Switchbacks would again be needed to take the line to Indian Gulch nearly one thousand feet above the canyon floor. Trains were known to stop at this point to let the travelers enjoy the view.

Gee Whiz Point – 1916.

Carson Hill was the last stop before entering Angels Camp. On September 15, 1902, the line was opened and the first train arrived at the yard.

The line was a success for William Newall as well as the Sierra Railway. Millions of dollars worth of gold and other commodities, including passenger service, traveled by way of rail to market.

Angels Depot courtesy of the Calaveras County Historical Society.

Sierra Railway #30 taking on water.

Angels turntable.

Progress

In the 1930s, the US economy clasped and was thrown into a great depression. About that same time the gold rush was coming to an end. Additionally, the railroad was having a hard time competing with the ever popular automobile. The Sierra Railroad eventually filed for bankruptcy and abandoned the Angels Branch in 1935 putting an end to this magnificent line.

My sincere thanks to Steven Cope for providing images for this article.

Additional information on the Angels Branch can be found here:

• Historic Sierra Railway and Railtown 1897
• Angels Branch of the Sierra Railway
• Sierra Railroad
• Railtown 1897 State Historic Park
• Guide to the Sierra Railway / Sierra Railroad Collection, 1886-1988

What is podcasting? Wikipedia defines it as a series of digital computer files, usually either digital audio or video, that is released periodically and made available for download by means of web syndication.

The syndication aspect of the delivery is what differentiates podcasts from other ways of accessing files, such as simple download or streaming: it means that special client software applications known as podcatchers (such as Apple Inc.’s iTunes or Nullsoft’s Winamp) can automatically identify and retrieve new files in a given series when they are made available, by accessing a centrally-maintained web feed that lists all files currently associated with that particular series. New files can thus be downloaded automatically by the podcatcher and stored locally on the user’s computer or other device for offline use, making it simpler for the user to download content that is released episodically.

I am an avid viewer/listener of podcasts. Being a geek, most of my podcast are design and technology related. The production qualities of most of the ones I listen to are incredible. Revision3 has established themselves as a leader of original online television and their quality, content and production, is top notch.

Now, for us modelrailers, there are some quality podcast out there that are very entertaining and informative. Scotty Mason has created a wonderful podcast the Scotty Mason Show. The show is very informative and a lot of fun to listen to. The Model Railcast Show, by Ryan Anderson and Will Ayerst, has a similar format and just as informative. Both have great interviews with manufactures and model builders as well as talk about new and cool kits and technologies within the model railroad community.

For the podcaster the costs involved would be hosting (where the files will be stored online) and any production costs. However, with advertising, you can off set these costs. There are many advantages of podcasting verses traditional broadcast. First, there are no time constraints. The length of your “show” is up to you. Second, there are no FCC rules. Now I know you are not going to be putting together a show with heavy swearing or nudity, however you can say what you want, the way you want. Lastly, your broadcast is worldwide. Whoever has a computer can watch your show. The only tools you need to view or listen are a media player and speakers.

The one thing lacking with podcasts in our hobby is video. Why? Is it the expense of quality production? Is it the time needed to produce a show? I think it is all of the above. But what a great opportunity for someone who has the time and equipment to produce a model railroad show.

In the March/April 1977 issue of the Narrow Gauge & Short Line Gazette, Andy Moore wrote on that very same idea (hence the title). Being involved in the hobby even if time or space won’t permit.

Models and Photo by Chuck Doan

Further, what an ideal way for you to practice your modeling skills with out the expense of an entire layout. The idea Mr. Moore had was to eventually build these modules into a layout. Neat concept.

Construction Tips

I have read many articles on the subject of construction and materials and I thought I would share some points here for the beginner.

Lightweight Base
If you ever intend to transport the model, this is a must. I like foam insulation. It is sturdy and can easily be worked into any desired shape.

Size Matters
This idea is strictly visual and opinion, take into consideration the size of your finished model(s) to be displayed on the diorama. There is one thing that can make a great model truly loose it’s luster and that is not enough room.

Details
This is where we can really push our creativity. With such a small space, it should be easier to focus your attention on the area most of us love, the details. For example, this is a perfect opportunity to try hand laying track or what about that super detailed bridge you have wanted to build? Also, with the project being smaller, it won’t seem so overwhelming.

Finally

This is only one opinion, mine. I do not claim to be an expert on the subject; I only know what has worked for me in the past. I also know there are many experts out there who have some insights that we could really benefit from.

If you do have some thought on the subject, please share…

Models and Photos by Chuck Doan

Photo by cindy47452

Photos by Shawn Branstetter

Models and Photos by railbuilderDhD

Models and Photos by Don Railton

When I first started in the hobby one of my biggest challenges was staining wood. It was to me what a blank piece of paper is to someone who can’t draw, frightening. I didn’t understand that I could practice on scrap first and then tackle the real stuff. Now I know there a million articles in magazines all across the globe which have done “how-to’s” on this subject, however, this one is targeted to the very beginner.

Like I mentioned in the beginning, it is always a good idea to practice, whatever the modeling technique, on your scrap first. Get the feel for the medium. Wood has many different properties and takes stains differently. Additionally, study different types of wood construction and see how nature affects wood, painted, stained and unfinished. Mic Greenburg and Chuck Doan have mastered the art of working with wood and I try to use their photos as inspiration as much as possible.

Photo by THEPALMER, istockphoto.com

Tools

The tools I use are quite simple: a hard wire brush, a soft paint brush, black India ink, a plastic container and RUSTALL.

Technique

Start by using the hard wire brush to “weather” the wood. This is used to give some character to the wood. Again, there is no standard. If it looks right to me that is when I stop. Sometimes I will use some fine sandpaper to remove any shaving left behind from the brush. You may also use a razor blade to add knot and nail holes to give more of a weathered appearance.

I add a half-a-cup of water to two or three drops of India ink in my plastic bowl. (Please note that using water can warp the wood. I like the effect. Some people will use rubbing alcohol with great results.)

I use a liberal amount of “stain” on my brush and follow the grain of the wood. I cover the area to be stained and let it dry. I add a couple of coats and then add some more weathering effects with my wire brush. I will then add another coat of stain.

Once you have the desired effect, that is it.

You can further your weathered effects by adding dirt to high traffic areas.

Again, this tutorial is an intro to weathering wood. There are many articles on this subject and as you get more comfortable with staining wood I encourage you to read them. And always, practice, practice, practice.

Further reading

Westlake Publishing Forums
The Terrapin Narrow Gauge Society