Building and operating the Atlantic Inland

 On AIR1 Helper operations were a central theme on that layout. I had a grade, 85’ long, that connected the two decks. It was long, relatively straight, and open the entire way.  On AIR2 there will be two helixes (Heleces?). Helper engineers will not be able to stay with, or see their trains. The trains will be for the most part, concealed within the helix. I seriously considered adding helpers to the head end only, and consisting these two power sets as necessary. This necessitated the purchase of a new command control system, one that made consisting easier on the fly. After some discussion recently I arrived at another conclusion, one that requires me to set a scenario. Eastbound AIR trains depart Huntington, West Virginia, which is not part of the modeled portion of the layout, and make their way up river to Charleston, which is the western most portion of the modeled layout. At this point power and caboose are swapped. Charleston represents a division point, and is the be...

 I went to an op session yesterday at Rich Steinmann’s Erie-Lackawanna Morris and Essex division layout. I have to say I had a great time. I was able to physically finish the session, which for these days is always nice. But I got a good job and was kept busy and challenged for the session.  Specifically I ran the Morristown and Essex switch job, the M&E switches a town, waits for an interchange from the EL, and switches a bit more. I got a long look, for the second time, at Rich’s car cards and waybills and I’m fairly sure I’ll be stealing his template. His layout is set in northern New Jersey. Railroads in this area are packed close together and cross often. It’s this type of railroading that lead so many railroad historians to comment that America’s railroad industry was over built. Out West, where I’m from, tracks are generally few and far between. Here in the industrial east, each hamlet has four different railroads serving it. It’s no wonder there was an impression o...