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• Lots of automatic action: I have included an elevated railroad that runs north and south on the layout and
auto-reverses at each end of the line, a 4-car subway that goes east and west
and not only auto-reverses at each end of the line but makes three stops along
the way, a narrow gauge interurban doodlebug that auto-reverses at each end of
the line in an east and west run, and a refuse dump operation at a coal mine that
keeps going back for more loads. All of these run automatically while the layout
is being operated; they require no attention, but give the entire experience
of layout running a more complete and dynamic feel. One other attraction is
the gold mine complex. There are no automatics, but it's set up so that all you
do is turn on two throttles and two narrow gauge Moguls haul full gold ore cars
from the mine to the mill and empties from the mill to the mine. The tracks
are merely concentric, convoluted ovals of track half of which are actually out
of sight beneath the logging switchbacks. They're designed to appear and disappear
in a very appealing fashion. I can choose to intervene and stop the trains
at the gold mill or gold mine, or just let them run. As you can see, before I
even get to mainline train running, there is already lots of action on the Squirrel
Valley. • Lots of railroad sounds: I run any of several Green Frog background sound audio tapes while running trains, using a powerful sound system with powered woofers so it actually feels as well as sounds like I'm around real trains. This is supplemented with four Innovative Train Technology sound effects modules that give excellent reproductions of the bells and whistles of real diesels and steam locomotives—for use at stations, a tape recorder playing NorthWord Press' Wilderness Thunderstorm (nature sounds), and an MRC SoundMaster 210 that can send a variety of great sounds to either of two speakers under the layout. • A minimum of maintenance: I keep a central air heating and cooling system going 24 hours a day, and the electrostatic air filters keep dust deposits in the filters and away from the layout. I also power live frogs with my Tortoise auxiliary switches so I won't have to clean turnout points. Finally, I have various track-cleaning cars in operation often. • Just the right amount of switching operations: The average consist on the layout has two cars that need to be actually dropped and picked up. Normally this requires throwing a set of siding turnouts, pulling onto a siding in order to keep the mainline clear for other traffic, throwing the set of siding turnouts again so the mainline priority position is observed, operating an electromagnetic uncoupler with a pushbutton to uncouple the caboose, pulling forward to the next uncoupler and uncoupling one or more cars, throwing a turnout, backing the train and using delayed uncoupling mode as I push the car(s) onto a spur, pulling forward until the turnout is cleared, throwing the turnout, backing up and re-coupling the caboose, throwing the set of siding turnouts, pulling out onto the mainline, and once again throwing the set of siding turnouts. One toggle switch controls both Tortoise switch machines at once so that both are either in the mainline or siding position. See fig. 1. Other types of switching operations will be covered later. • Lots of useful signals and indicators: There are crossbuck warning signals in three places where track crossings are encountered but visibility regarding approaching trains is blocked. (The signals are positioned so as to appear to be for automobile traffic, but they're actually there to promote crash-free train operations.) There are block boundary signals between each of the 21 mainline blocks, and if the block ahead is occupied by a slow or stopped train, the signals indicate this. There are occupancy detectors for hidden, under-the-mountain switching operations; without these, I couldn't operate in these areas since the trains are not visible. There are status lights on the logging elevator which are used in conjunction with elevator motor timing. There are power-on lights for various blocks that are normally in a power-off condition, such as logging elevator waiting tracks, yard sidings, loco yard sidings, and staging tracks. Finally, there are polarity lights at each end of a special stretch of track where backing is part of the main SOP and red LEDs warn the engineer to set the direction control back to its normal position. • Lots of structure lighting, city lighting and general layout lighting: There are 27 track (ceiling-based room lighting tracks, not railroad tracks!) lights to light all parts of the layout to its greatest advantage. Many buildings are lighted. There are many street lamps and the subway has lots of "underground" lights. • Minimum switch toggling and dial turning: I feel multi-throttle layout operation can be the easiest and most natural system to operate (depending upon the needs and desires of the hobbyist—it's not appropriate in many cases), requiring the least attention and wiring. I have 22 MRC Tech II Dualpower throttles, which gives me 44 throttles to use for what is essentially section control, in which various sections of track are wired directly to their own throttles. During operations, the normal position for all throttle knobs (they're all kept on) is the best speed setting for that section of track. There are no block toggles to switch except in yards where locos or whole trains can be stored; I turn these on only when I run locos in and out of these tracks, obviously. • Removable backdrops wherever access will be enhanced: There's no sense in making them an obstruction when they don't have to be. • Minimum unwanted uncoupling: By using electromagnetic uncouplers (modified Kadee #708s), I'm able to eliminate the infamous unwanted uncoupling experience. There are no magnetic forces at work on the Squirrel Valley Railroad unless I push a button (except in loco motors). Unlike the uncouplings (due to the use of permanent magnets) observed in other's operating sessions and reported by others in conversations and in model train magazines—I experience no such problems. Others minimize the problem with tautness in caboose wheels due to restraining springs or by situating permanent magnet uncouplers off the mainline, but I prefer 100% elimination to minimizing. • Walkaround operations: I totally concur with the new trend in which more and more hobbyists walk around with their trains in order to enhance the virtual reality of model train operations. This trend is right on the money, in my opinion. Some prefer plug-in, tethered throttles and cab-selection switches or DCC; others like wireless DCC or other wireless non-DCC systems. I like these systems as well, but—for my purposes—I'd still rather run a multi-throttle operation. |
