Modeled by:
Bruce F. Smith
Auburn Alabama
Here are a few "rules" I stuck to...operators look north, right is east, left is west, minimum radius on the A&S is 34", min radius all other lines 31", minimum aisles 24", most are 30" or more, maximum grades of 2%. The layout is "sincere" with trains only passing through each scene once.
And some rules I "broke"(?)...no reverse loops (the turntables in Oxford and Columbia are small and will only hold a 2-8-2 (L-1), and not the 2-10-0 (I-1) or 4-8-2 (M-1) that will provide some mainline power....turning these will be accomplished by a fiddle table in each staging yard), no continuous running option, catenary on most of the layout...
Entering the layout room through the door in the lower left corner, the first thing that will strike the viewer will be the double track stone arch bridge at Shocks Mills, over the Susquehanna (I mean that LITERALLY as it will smack you in the face if you don't DUCK). This bridge will carry the A&S to the right into the Enola staging yard. I'm not entirely happy with this yard as a great deal was sacrificed to have a turntable to turn locomotives. I may go with a straight yard, with the last 2 feet consisting of a "fiddle table" that will allow locos to be removed and turned by hand. This fiddle arrangement is planned for Thorndale and Perryville staging (above and below Enola respectively).
Bearing left after ducking under the bridge (back to the big map!), you see the Columbia branch (blue) heading off up the east bank of the river (dummy tracks), and then the multi-track Marrieta Army depot, a major supply depot in WW II (which should connect back to the A&S but won't for lack of space). Continuing, we come to Kerbaugh Lake, an artificial impoundment of the Susquehanna created by a tangent section of the A&S, as well as Lake siding on the A&S, and then the beginning of Columbia Yard. Most of the major prototype tracks are present, although condensed. The red track coming off the Columbia branch and crossing both tracks of the A&S before heading out into the aisle represents the Frederick branch. Trains on this branch were either short freights, or even shorter passenger trains (2-3 cars, or doodlebugs). I plan to model 2-3 spans of the Wrightsville bridge across the Susquehanna as a removable bridge/staging, and perhaps staging can be fitted into the peninsula on the opposite side of the aisle. The Reading (green) interchanged with the Columbia branch and both will disappear into staging along the right wall with a "central ladder"(3-4 tracks, multiple turnouts off the main). Prominently featured will be COLA tower as well.
As the A&S leaves Columbia, and turns onto the right wall, we come to PORT where the C&PD branch leaves the A&S to follow the Susquehanna, while the A&S slowly climbs out of the river valley. The two lines parallel each other for a number of miles, and the signature location of the entire layout occurs when the two lines must cross Conestoga Creek on the double curving bridges at Safe Harbor (photo is from a post-card circa 1905). Here the A&S is 150' above the river on a curving trestle while the C&PD crosses on a steel deck bridge. Further complicating the picture is the tail of the switchback serving the hydro dam at Safe Harbor and the siding off the passing track to a coal loader which pass under BOTH lines (3 levels of RR and its prototypical!) By the way, that coal was dredged off the bottom of the Susquehanna and burned further downstream at Holtwood.
Following around to the very end of the peninsula, the C&PD will make a transition to a lower deck while the A&S continues to climb. Passing through Martic Forge, the A&S high bridge over Pequa Creek may be modeled although that will cramp the lower deck. Still rising, the A&S will pass SMITH tower (just HAD to model that one!) a part-time block station, and reach the highest point, beginning a descent back to the right wall of the room and through PARK interlocking (with the passenger main tracks coming in from the left) and finally ending up in Thorndale yard (visible staging). To enhance the effect of visible staging, you may notice a black rectangle halfway down the yard. This is the Thorndale coal dock, similar to Denholm, which remained operational in the early 40's in spite of the electrification of the lines. Train crews of steam powered freights entering the staging yard will be required to spot their power appropriately. Additionally, helpers (steam and electric) for the climb up from Columbia will be based here.
Returning to the C&PD, either a direct transition, or a single loop helix will make the transition to the lower deck. Shortly we come to Holtwood, site of another hydro dam, but also of a coal fired electric plant designed to burn coal dredged from the bottom of the river here and at Safe Harbor. The plant was serviced by a "fireless cooker", and is reported to have had narrow gauge and dual gauge track as well. Shortly after Holtwood, the track passes through two rock tunnels (Williams and Frazer's) with sheer rock walls and slide fences boardering the track and then crosses over the Octoraro branch on a concrete arch bridge, while crossing Octoraro Creek. The Octoraro branch joins the C&PD at Rock and the C&PD swings around into staging (Perryville) against the bottom wall. Train length on the Octoraro is quite short, and so long staging tracks are not necessary. Therefore some of the tracks may be interconnected by crossovers at various points allowing flexible serial staging off of a thoroughfare track.
Returning to Rock, we will follow the Octoraro branch as it descends then passes underneath the C&PD while crossing the Octoraro Creek. The rails will disappear momentarily behind a hill and appear below the C&PD on a third deck (the third deck is only present on the left and top sides of the peninsula). Meandering through the woods and climbing out of the valley, we come to Grove where a siding for troop trains leads to the Bainbridge Naval Training Center (hidden). In addition, sidings serve a team track and a cannery. Continuing along, the next town is Rising Sun where locally served businesses include a coal tipple, creamery, and local manufacturing. A siding in Sylmar (pennSYLvania/MARyland state line) serves an oil company while sidings in Nottingham serve a team track, supply company and a cannery. Oxford represents the mid point of this branch (which ultimately connected to the West Chester branch at Wawa), and is chock full of action including locomotive service facilities (coal, water and an 80' armstrong turntable). Other businesses include lumber, cabinets, oil, packing house, dairy, and hay/grain. Leaving Oxford, the trains will round a bend, pass over the spindly Elkview trestle, and terminate in staging (Wawa/Phila).
This will give me the best of many worlds...heavy double track mainline action, with helpers on the A&S, single track main action on the C&PD, switching in the Columbia yard, and Marietta, and a bucolic local division, complete with 2 car passenger trains and reefers full of mushrooms on the Octararo Branch.
Comments are appreciated! email me
