Pikes Peak "N" Gineers Model Railroad Club

THE RAILHEAD

SEEKING SERIOUS N-SCALE MODEL RAILROAD FUN SINCE OCTOBER 13, 1989

Important Dates
Layout Hours and Address
Just a reminder
Congratulations, Morgans!
Review: Bachmann's 0-6-0
Review: Kato's RSC-2
Where's the front of an RSC-2?
About the prototype RSC-2
1999 National N Trak Layout
UP steam goes west!
Railfanning in Pikes Peak area
Magazines for sale!
New wheelsets from InterMountain!
Railroad term: Puzzle switches
The Ferdinand Magellan

If all goes well, you will be reading this month's newsletter just as the NMRA Regional Convention is about to begin. We have been invited to participate with our Traveling Layout which could be seen by an expected 10,000 model railroaders. That's exposure.

A few members have been trying to spruce up the traveling layout so that we will be looking good. Naturally, this project grew as all worthwhile projects do. Joe built a box to hold most, if not all of the items necessary to operate. Vicki and Joe painted the box. Charley stenciled the box with PPNG. Later, the box received at least two more coats of paint due to dings and usage.

Rick and Joe built a four-foot staging yard to make introducing trains on the traveling layout more efficient and professional. That involved introducing a turnout on the layout with additional wiring and ballasting, not to mention laying track and turnouts on the yard itself, which was also painted.

The skyboards have been redone as well. Joe painted the fronts blue and the backs brown. Charley stenciled the backs and, with Mike's help, added clouds to the fronts.

This list of traveling layout improvements isn't very long. Yet, they took time-quite a few hours as a matter of fact.

Thanks to all who thought this project was worthwhile enough to make the hours available and spend them to accomplish the improvements.

Webmaster's Note:  Meeting minutes will not be published on the website.
PPNG members may obtain minutes from the Stationmaster.

We are really pleased to announce that Joe was just recently married.

Congratulations to Joe and his bride. May their marriage be long and full of happiness.

After years of seeing Bachmann's N scale stuff being of variable quality (some good, some horrendous), I must say that the quality control seems to be improving at Bachmann.

A week ago [on or about May 4], I started working part-time at our local hobby shop here in town, and have seen three Bachmann 0-6-0 switchers with slope-back tenders arrive. I was allowed to take them home to test them and was pleasantly surprised to see that all three locos passed my tests, therefore we won't be sending these back. Yes, they WILL stop over an insulated switch frog if run through slowly, but that's to be expected for such a diminutive motive power in this scale. Tests of other Bachmann locos in store stock also yielded good results.

By comparison, an 0-6-0 that I bought around 1982 has very poor current pick-up and needs re-motoring. Although I will carp and complain when quality control is very poor, this modeler is equally as willing to pat a manufacturer on the back for good quality control. Well done, Bachmann!!!!! Keep up the good work.

P.S. I bought one of those steam switchers for my layout.

I just received a pair of Kato RSC-2 [on or about May 10]. I took them home at lunch for a test run. Out of the box they are smooth, quiet and able to operate at very low speeds. One can only wonder how they can improve after a little break in.

I got out my Atlas RSC-2, which was all the rage 25 years ago. There is no comparison in either appearance or operationally. The older model looks toy-like when alongside the new Kato. I had run the old Atlas at Christmas time and stopped because of the hear it was generating. These old RSC-2's were in great demand after they went out of production. Mine is off the layout as of now and will end up in a display at some point in the future.

The writer of the previous article models Union Pacific. He asked which end was the front, while noting that when early hood units arrived there was no consensus among the railroads. "Some ran long end forward, probably because that was the way they were used to seeing steam locomotives. Obviously, over time, the visibility issues that running the short end forward solves won out."

What were the early railroad policies?

According to Edward Burggraf, the "Southern Pacific standard was, forgive the pun, CAB FORWARD."

Don Jewell adds, "In the early days of the 'road switcher' design, pretty much all of the units were long hood forward. Thus copying the steam locomotive cab location. This includes Alco RSC's, RS3's and RSD4/5's. The early EMD GP7's usually were long hood forward as well."

Union Pacific's Robert Krieger added, "On the Rock Island and the GM&O the RS's ran short hood forward. Also the G's on the Rock Island ran that way, also. It mainly depended on the preference of the railroad. On the UP the GP7's were long hood forward but the GP9's were short hood forward. I am not exactly sure and will have to look closer at pictures but I believe the RS's may have run long hood forward here on UP based upon shots of markers on the long hood end."

For you Great Northern fans, GN officially ran long hood forward up until it received its U25B's around 1966, although there is ample photographic evidence to the contrary on some later trains.

One major reason for this discrepancy lies with the labor unions. Initially, the unions insisted that the railroads run early diesels long hood forward. The unions felt it was safer for the engine crews to place as much mass between the crew and whatever the engine accidently crashed into. Over the years, it became apparent that the engine crew could see better if diesels ran with the short hood forward. This was a safer practice. Therefore, on many railroads, and on the Great Northern in particular, common sense helped "official" practice evolve for the better.

The RSC-2 was a road switcher produced by Alco from October, 1946 until April, 1950.

Most of them (65) were rated at 1500 hp and were delivered to the Milwaukee Road, Soo, Union Pacific and SAL. The remaining five were rated at 1600 hp. These were all delivered to SAL.

July 22, 23, 24, 25, 1999, St. Paul Rivercentre, St. Paul, MN

If you like running trains you will love the 1999 NTrak National Layout. We have been allocated a space approximately 50 feet by 100 feet to fill with modules. We are planning a lobe style layout, like we had so much fun with in Kansas City last year. The red line will be extended using junction modules and radio control throttles for multiple trains running on a long mainline.

The layout will be powered with conventional dc throttles as well as the latest in digital command control. Digitrax has committed to providing systems and someone to help us get and running. There will be plenty of opportunity for everyone to try out the latest in DCC technology. All this adds up to a great weekend running trains.

If this weren't enough the show is filled with manufacturers and dealers displaying the best selection of N scale products anywhere. We will also have social activities and a railfan guide to direct you to the best train watching locations. The layout is hosted by DesMoin TRAK and for more information you can contact

Drew Cannon
33 Parmer Drive
Des Moines, IA 50315
(515) 280-1872
wdcannon@worldnet.att.net

Returned from chasing from Cheyenne to Ogden yesterday [May 18]. Bob Krieger and UP crew are putting on a good show! Bob's getting blasted by Steve [Bob's UP boss] with 844's smoke. Bob says that's the boss' privilege. Among the chasers four autos in 2 accidents were wrecked going into Ogden on Saturday. In one wreck a jeep got rear ended. In the other one, a car braked too hard to miss running over a red motorcycle and fishtailed into another car knocking it into a concrete wall. None seriously injured.

I wish I had a tape recorder to get some of the truck drivers' reactions over the CB radio. Many of the younger drivers have never even seen a steam engine. It's surprising how few truckers get mad at the chasers for messing up traffic. They're almost all interested in hearing about the train. One of them called the observation car a caboose! Arghh.

Like most of the life-long New Yorker residents who have never visited the Statue of Liberty, we Pikes Peak area railroad modelers don't take advantage of the fact that we live in and near one of the great railfanning areas in the country. After all, more than 30 trains come through Colorado Springs along the Joint Line every day according to the Colorado Department of Transportation. These trains sport engines from SP, UP, C&NW, Soo, D&RGW (yes, I've seen a few lately still in their famous paint), NS, AT&SF, BN, BNSF, KCS, plus a wide variety of rental units. And, not every railroad car carries coal. There's plenty of cars passing through from all over country. You can see some unusual things if you are patient and lucky. So, while you are out enjoying our Colorado summertime, keep your camera handy-always.

When in Denver, TrainNet contributor and area resident Doug Stroup suggests, "Try riding the light rail up from the Broadway station. [It] takes you through (behind) the UP yard and there is a stop right there."

Paul Brown adds, "The LRT [Light Rail Transit] station at 10th and Osage is on the east edge of UP's Burnham Shops, and UP has a small yard south of the shops that you can see from the LRT. Last time I rode the LRT (a few weeks ago), the dead line was between the shops and the LRT station, as it has been for the last 8 months. This limits shots of active power from the station itself, although a walk of a few blocks can fix the problem. However, the dead line has some old GE's, a few tunnel motors, and D&RGW #3006, one of the few remaining GP30's. Even if it is on it's way to the scrapper, it's worth a shot for the books if you don't have a Rio Grande GP30 roster shot, and it's in pretty good shape when viewed from the station.

[For you newer club members, you might be interested in learning that D&RGW #3006 was stationed in the Colorado Springs yard faithfully (sometimes) doing switching duties].

Paul Brown contributes a suggestion. In the Denver area, go to the BNSF shops: "they are located downtown, basically under the intersection of Park Avenue and Delganey Street. I never get in the same way twice. You can see enough from either street to figure out where you want to be down below. Just don't get too close. They don't care for loiterers, but they'll USUALLY tolerate someone who stops at the property line, snaps a few quick shots, and leaves. There's usually very little SF [Atchison, Topeka and Santa Fe] paint around, but like any shop, that can vary day by day.

Paul Brown adds, "Ride the I-25 service road between Castle Rock and Tomah. South bound trains are working upgrade here and there are three or four places where you can get a decent background as the locos really 'dig in'. And, hey, the speed limit is 55 mph, so you don't lose much time over doing 75 on I-25 and not being able to stop. To drive this road, just get off I-25 south bound at Plum Creek Road and turn right at the end of the ramp. You'll follow I-25 for a few miles and then you just get back on at Tomah," [one exit north of the Larkspur exit].

Your friendly newsletter would like to add a tip. Get a copy of the DeLorme Colorado Atlas & Gazetteer. My 1995 copy cost $16.95. Not only does it show the roads, the Gazetteer also shows the railroad tracks. It makes planning easier.

If you do decide to chase trains, be considerate of others and their property. Stay off railroad property. You can be arrested for trespassing.

Don't be what some real railroaders used to call a "Foamer." By definition, a foamer is a person who is more ignorant about railroad operations and equipment than he'll ever know and who foams at the mouth whenever he sees railroad equipment of any kind. He will endanger himself and others in attempting to take pictures with the many cameras dangling from his neck.

In short, be considerate, mind your manners and you'll enjoy a nice sideline to model railroading. Remember, out there somewhere there's still a car or two with NYC markings. UP still has a couple of box cars with the Overland emblem still on them to protect the copyright.

Here's a chance to fill in those gaps in your magazine collections!

Model Railroader: Years 1982, 1983,1987,1988, and 1992 through July, 1998
NMRA Bulletin: Years 1993 through 1997
Rail Model Journal: Years 1993 through July, 1998

The magazines are available by the year.

For fair prices and other information, call Darlene Kurtz, 1-719-574-1595

InterMountain Railway Company has just announced that it is now producing new metal wheelsets in HO, N and O scales.

In N scale, the wheelsets are insulated, brass and blackened. The suggested retail price is $7.95 for a blister pack of 12 wheelsets.

These wheelsets will be available starting June 18, 1999.

3645 Jeannine Drive, Suite 108

Tuesday: 7:00 - 9:00 PM

Fridays: 7:00 - 9:00 PM

Saturday: 1:00 - 4:00 PM

Gerald asked: "What's a puzzle switch? "I ran across the term in a GN Willmar Div[ision] time table which referred to the puzzle switches at the entrance to Union Yard."

Union Pacific's diesel and steam engineer, Robert Krieger, replies, "Out on the Union Pacific we had 'puzzle switches' which was the term they used for double slip switches. They allowed movements between adjacent tracks in either direction. In Cheyenne they had puzzles down through the middle of the yard making classification of blocks of cars easier. I believe they were removed because of cost. The cost of maintenance and cost of repair after derailments."

John L. Stein, steam engineer, adds, "In the Twin Cities area, where you reside, a puzzle switch is as Bob K. described, correctly called a double slip switch. These are less common than they used to be, as they are a maintenance headache, and are prone to derailments. They were very common in passenger stations and other areas where space is at a premium.

"They can exist only where two tracks cross each other at a small angle, such as found in a number 8 or 10 turnout. They consist of four turnouts and a crossing (usually, but not always, a movable point crossing), all within the space not much larger than a single turnout. For example, AREA standard No 8 turnout is 67' 1" long from point to frog, while a No 8 puzzle is only 8' 0 1/2" longer between the frogs at each end. Clearly a LOT of space can be saved with these things.

"The four routes through the puzzle are controlled by only two switch stands, each with its own lamp to indicate position, which control the four pairs of turnout points and the two pairs of points at the movable point crossing.

"The nickname 'puzzle' comes from the fact that their operation is, indeed, a puzzle to the switchman or switchtender in charge of it. The Great Northern used to have a number of them in their main line to get access to the many small yards once located west between downtown Minneapolis and Cedar Lake. On a couple of occasions in the '60's I actually got down from the cab to instruct the greenhorn switchtenders in charge at Holden Street (where the Target Center now stands) how to line up the puzzles so our train could get through. Otherwise, they'd STILL be standing there, scratching their heads-hence the name 'puzzle.'

"[On another occasion], I remember getting blocked in at 3 am on the main by a GN train derailed on those puzzles, so walked over to a diner that was in the wrecking train from Minneapolis Jct. and was served up a fine steak dinner, courtesy of the Great Northern, while waiting.

"The switchtender referred to them as 'movable point derails.'"

H.F. Morton concluded the discussion with, "Seeing your notes on Puzzle Switches brought a smile to my face! We know them as 'Double slip' points in the UK [United Kingdom] and it's strange but they have all the same troubles as those in the USA! They were however responsible for the invention of many new 'Four Letter' words.

"We have also a 'single slip.' We have recently installed one of these on the high speed tunnel feeder road! Ouch."

Editor: Charles J. Bay

THE RAILHEAD is published monthly by the Pikes Peak 'N' Gineers Model Railroad Club, P.O. Box 594, Monument, CO 80132; Telephone 719-488-9318. Subscription is covered through membership in Pikes Peak 'N' Gineers, a nonprofit corporation. ©1999. All rights reserved. We assume letters, questions, news releases, and club items are contributed gratis.

The Magellan was one of a small pool of private cars available for short term lease or rent from The Pullman Company. It was outshopped at Pullman (Pullman, IL shops) as half of Lot #6246 for General Pullman Service on the official date of December 19, 1928, although some sources say 1929. My guess is that actual date of serve may not have been until after the holidays at the beginning of the New Year. The other half of the two car lot was a similar car name Raould Amundsen, incidentally.

Until the Magellan came along as the official car, the various presidents used whatever private car happened to be available out of the General Pullman Service Fleet that met the needs of the journey. For FDR [President Franklin Delano Roosevelt], this was most often the Raould Amundsen. After the attack on Pearl Harbor, Secret Service chief Mike Reilly and presidential secretary Steve Early decided it best to have a car specifically for the exclusive use of their boss. FDR only went along with the idea after being convinced that it would be of benefit to future presidents as well.

The Pullman Company selected the Magellan for this purpose on out of convenience, as it was the next car scheduled for a periodic rebuilding at the Calumet (IL) shops. The car had some communications gear and interior modification. Cars of similar type and construction (such as my New River 400) weigh from 80 - 100 tons, but the Magellan weighed an incredible 285,000 pounds-142.5 tons!-after modification. It was presented to Roosevelt on December 18, 1942.

When FDR began using the car, its ownership was transferred to AAR [American Association of Railroads], presumably since they paid for the rebuilding. In 1946, the AAR sold it to the US Government for $1. [It was] The only non-military passenger car owned by the government.

The cost of the rebuild has never been made public. The car was used extensively by both FDR and Harry Truman (Truman used MKT #401 extensively as well) but rarely by Ike [President Dwight Eisenhower]. He referred to it as "that old ark." It was last used by Mamie [Eisenhower] on January 21, 1954, to travel to Groton, CT, to christen the submarine, Nautilus. The White House declared it surplus property in April, 1958. It was offered to the Smithsonian, but they took no action to acquire it. After a series of events, it was donated to the Gold Coast Railroad Museum of Miami, Florida. It saw very little movement until it was used by President Reagan in his 1984 re-election campaign. It was returned to the GCRM after the whistle-stop tour. It has made some other PR appearances from time to time, but is more less on permanent display at Gold Coast. Just to note, it was not used in either the 1992 whistle-stop campaign tours by President Bush or the 1996 trip by President Clinton. Bush used CSXT's former SAL #1 Baltimore and Clinton used Georgia 300 land MKT #401.

The Magellan was originally named by one of Pullman's people. It was Pullman practice to name rather than number all of their cars, except tourist sleepers. Although it was suggested to Truman that the car be renamed something more appropriate like George Washington or America, the idea was never acted on.