Maintenance-of-way trains and equipment
file, prototype railroads may use a con- tracted rail grinding service (Loram is one well known contractor). These “grinding trains” (as some machines consist of several units working as one) are impressive to see in operation, as sparks and dust from the grinding op- eration are emitted from beneath. Modeling the operations of a rail grinder does not have to physically grind your rails, only simulate it. These machines, when working, travel quite slowly and can tie up the mainline for some time. No manufacturers offer a model of these large machines (smaller, non-powered rail grinders kits are available), so you would have to scratch- build one. To model an operating grind- ing machine that appears to throw sparks would be quite impressive! Another contracted service often used by railroads is rail flaw detection. Sperry Rail Service is the best known service among modelers, but other companies offer similar services. By far, the best known rail flaw de- tection machine is the timeless Sperry rail car. These self-propelled cars have been used for many years on nearly every major railroad in North America. Fortunately, Walthers has offered Sper- ry cars in HO scale. Other model man- ufacturers have offered these cars in brass, as well as in other scales. Sperry (and others), over the years
have since converted to using purpose- built hi-rail trucks, allowing easier clearing from the mainline track. Sim- ulating the operation of these modern detection vehicles is much like simu- lating the operation of other hi-rail ve- hicles. Modeling these trucks would be a scratchbuilding venture.
NICHOLAS D’AMATO: DURHAM, NC; AUG. 14, 2008
A Loram rail grinding train (above) passes through Durham, N.C. In use, these trains stir up plenty of dust and sparks as they grind the rail heads. While they perform valuable work, maintenance crews can tie up tracks and cause the issuance of slow orders (below). Canadi- an National 50615, a steam-powered pile driver works at driving in bridge pilings (page 79). On a layout, maintenance equipment like this, whether stored in a yard or posed in scene, can be a real attention grabber. The same could be said for a model of the track work, below.
Interaction with revenue trains How work trains and maintenance crews acquire authority to occupy the main track depends on the operational method used on that railroad or district (and era). Movement for both in a yard setting (off the mainline track) is much the same other yard movements, being coordinated with the yardmaster or oth- er crews within the yard. Typically, a railroad that uses track
Custom
Finishing Models offered an HO scale conversion kit body using a truck chas- sis from another manufacture. For N scale, a van-type hi-rail truck was of- fered by Railway Express Miniatures. These kits are non-powered, however.
RAILROAD MAGAZINE COLLECTION: UNION PACIFIC PHOTO; CIRCA 1950S
warrants to control train movements on the mainline will also use them to control track maintenance occupancy. In the old days of train order opera-
tion, a motor car might require a “mo- tor car permit,” being sort of an early form of track warrant. On other lines a call to the local tower operator or train dispatcher got the motor car operator a
line-up of trains due in the area; from this information he operated his ma- chine “in the dark” and by time. Where work equipment is on or near the mainline, many modern railroads use pairs of temporary advance-stop and stop signs (also called “stop boards”) erected just prior to the track crew’s planned trackwork area. In these cases, a track worker will tempo- rally “own” this part of the railroad. Train crews are issued an order notify- ing them of the time and milepost lim- its of the outage well in advance and are directed to radio the track worker in charge of the work area for permis- sion to pass through his work limits. One easy example of simulating this type of work activity could be a modeled backhoe with scale crossties placed near
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