A few months ago a friend of ours made a film of some action on the Kettle Valley Model Railway. It deals with the movement of trains over the layout in a simulation of what actually happened on the prototype in the steam era. It is presented here for your enjoyment or amusement.
PUSHERS: As far as we can tell, "pusher" was the official and professional term used to denote assisting engines on CPR trains whether they were pushing or pulling or simply along for the ride on a re-positioning move. In their stories and conversation, we have heard KV men sometimes using the term "helpers" but they generally seemed to prefer "pushers" and spoke of "giving a train a push" or their being assigned to the "Hope pusher", or "running pushers out of Revelstoke", etc. CPR Train Sheets for Revelstoke denote the assisting engines as "pushers". This does create the oxymoron of the leading engine on a train being called a pusher when strictly speaking it might be called a "puller". However it is certainly not the only instance of imprecise usage of words in the English language.
Synopsis: In the video, a pusher, engine 3678, starts out in the roundhouse at Brookmere as she is readied to assist No. 11, The Kootenay Express passenger train over the summit of the Coquihalla pass in the Cascade Mountains of Southern British Columbia. There is film of the trains from track-side and also from the pilot of the pusher herself. The scene shifts to No. 11 crossing the Tulameen River Bridge just west of Princeton, traversing the beautiful Otter Creek Valley, eventually arriving at Brookmere where the crews would change. After the pusher couples on, we see the train stopping to register at Brodie junction, and then resuming its journey into Coquihalla siding for a meet with an Eastbound passenger train which is running quite late. We "tip over" and start down the hill to Romeo where we have been ordered to again wait "in the hole" for a drag freight. This arrangement by kindly dispatchers would enable heavy tonnage trains to keep moving on the maximum grades. We then back up in time a little to see that very drag freight starting out at Hope. This is Extra 5101 East with a tail-end pusher working up the hill to the meet at Romeo. Once clear, No. 11 proceeds down the canyon to Hope where we will leave her to continue to her final destination at the coast. We then rejoin the drag in the upper canyon on her way to Coquihalla summit where their pusher cuts off "on the fly" in order to run light back to Hope. The video provides a fair look at the completed areas of the layout with captions for some of the action.
The movement of the model trains is a fairly accurate
portrayal of what
took place with only some compromises, the most obvious of which are
train lengths and siding lengths. The engines on freights were often
three in number, two being on the point and one in the rear and most
pushers
ran all the way between Brookmere and Ruby Creek or Hope. In our
sessions we cut off the pusher at the Coquihalla summit as happened
occasionally but we make it a daily feature for one of them. Rear-end
pushers were usually cut in ahead of the caboose as depicted in the
video but occasionally behind the caboose. During operating sessions
we often make this arrangement to expedite the train movements.
Another arrangement was to sometimes cut in the pusher several cars from
the rear of the train. We understand that normally, the engineman of
the road engine had
the right to lead the consist but often they opted to allow the pusher
to lead as we have depicted here. (We suppose there may have been some
thought for self-preservation at work in this decision, as rock-slides
were a common occurrence in the mountains and the lead engine would be
the first to encounter them.)
The passenger trains are closely
modeled. The scenes are recognizable miniatures of the historic
reality and the structures, rolling stock and motive power are accurate
for the period. Finally, some of the whistle signals are
appropriate. We enjoyed building the models and making the movie. Hope
you enjoy viewing them.
Coquihalla Man
Friday, 12 February 2016
Tuesday, 26 January 2016
TRESTLE BRIDGE DETAILS
Our post today makes this the fourth in a series on CPR Pile Trestles and specifically, the Bridge at Mileage 102.7 of the Princeton Subdivision of the Kettle Valley railway. They are unexpectedly long posts and there are still at least two to go. This is a surprise to us as we only envisioned two or three maximum. Here follow some interesting details which could apply to many railroad bridges and trestles.
Barrel Platforms: In each of two places on the
deck of our trestle, 3 ties
were omitted to allow for construction of the water barrel
platforms.
The three empty tie spaces were fitted with 8" x 8" x 17 foot long ties
to support the platforms. Upon the tops of these ties were placed
five or more planks for the platform itself. Our observation is that the platforms were placed on alternating sides of the bridge and in the case of Thalia trestle, they were located such that they were roughly equidistant from the ends of the bridge and from each other.
We provide here a CPR drawing which is taken from the set of plans dated September 3, 1957 but there are some minor differences from earlier construction practices to note. One factor in considering these dimensions, is that by the date of this plan, 1957, specifications for bridge ties on trestles had reduced the lengths of bridge ties to 10 feet in length from the earlier standard of 12 feet. But the size of the platform was (thankfully) increased so that the platform ties were still 17 feet as specified in the drawing. This later version is seen in this photo by Dave Love. The barrel is long gone as the Carmi Sub had been inactive for some time by the date of the photo.
First a few words of explanation of the abbreviations. The "S4S" note means that the railing boards were surfaced (i e planed smooth) on all four sides. The abbreviation "Rgh." for the platform floor boards stands for "Rough" which means that these boards were not surfaced thereby affording some measure of grip for work boots. These platforms are called refuges in other places.
One feature which this drawing from the 50's and the photo above reveals is that the platform had safety railings. This was not the case for bridges from earlier times where the specifications made no allowance for them. (One surmises that old timers were a hardy bunch with an acrobat's sense of balance.) The arrangement in this case can be seen in one of the detail photos, two 2' x 4" boards being placed in a "V" to prevent the barrel from falling off the platform. Nothing else. Old timers must have gripped the barrel (with white knuckles?) if caught out on the bridge as a train approached. But the structural support of the platform is the same in both eras. Here are two views of the model.
The
barrels seem to have been the standard steel drums of 55 gallons
capacity with a cover, although some photos show them uncovered. In
earlier years the barrels were made of wood.
We provide here some interesting excerpts about these platforms from an engineering book of the Pacific Great Eastern Railway Co. issued in 1939.
The book is entitled: MAINTENANCE-OF-WAY Rules and Instructions.
The next component for the wood deck is the outer guard rail which by the 1950's was called a "Tie Spacer". This was made of 5" x 8" material. We substituted 4" x 8" boards which was the later practice and the closest commercial size available. It is also advantageous to have this plank a little lower than the railheads to allow cleaning of track without scraping it. Been there; done that.
N-B-W's: A few nut-bolt-washer castings could be added to the ties that are situated over the bent caps. They are barely visible in the overhead shot of the previous post. In that same post, the close-up shot shows the n-b-w's applied to the Main Stringers. More on these items in the next post on the construction of the bents.
Rails: We use Floquil solvent base paint to give the rail a rusty look. Rail Brown will do or in our case we mix equal amounts of Rail Brown and Rust. Fortunately, we acquired a goodly amount of these paints shortly after the announcement that Floquil paints was ceasing production. There are alternatives available. The tops of the rail are cleaned off in preparation for installing the rail to the bridge deck. The main rails are code 70 and the inner guard rails are code 55.
Four or five squares of masking tape are placed on the bridge deck and the position of the main and inner guard rails marked out. Slots are cut in the masking tape the width of the rail base to guide in the positioning of all four rails as they are glued down.
To affix the rail to the ties, we use Pliobond glue which is a solvent-based contact cement. Walther's Goo or standard construction contact cement will work as well. A generous coating on the bottom of the rail is applied and allowed to dry. This can be a messy job in that the glue will easily smear on the sides of the rails. We did manage one or two smears even though there was no need to hurry the job. Normally contact cement is applied to both surfaces but a coat on one surface will do here because by applying heat from a soldering iron to the top of the rail, and working slowly from one end to the other, the rail bonds with pressure to the ties quite well. It can be reheated and adjustments made soon after or even months later. In our case over the years, we have had to make a few adjustments due to movement from seasonal expansion. Once or twice we have had to work a little fresh glue into the joint.
The spacing of the main rails was done with standard rail gauges. Our preference is Precision Scale Co. # 4958 but the rail spacing must be critically checked with NMRA gauge after placement. The inner guard rails are spaced at 2' - 5 1/2" on centres according to CPR specs. For these rails we cut a short block of wood as a guide at .310" which is close enough for the distance between the code 55 railheads in HO. These rails are centered between the main rails.
Here is a photo with measurements.
And part of the CPR drawing.
Mileboard:
One final detail for the bridge deck is the mileboard which can be seen
in the crop from a photo in our collection which also shows the barrel
platform. This is the bridge near Portia at Mileage 33.9.
To the right is a sketch with some field measurements of a sign long forgotten; perhaps from the Myra Canyon. The prototype is cut from a 2" x 10" plank for outside measurements of about 1 1/2" thick X 9 1/4" wide X 39" long.
We made our tiny model on a Word Document along with many other signs and mileboards. It can be seen in a photo above. The paper signs are cut out and affixed to a piece of styrene for strength; one for each side of the styrene. These mileboard signs seem to be placed on the engineer's side of the track when facing East. This is not necessarily a CPR specification but simply the consistent observations we have made on various bridges in the field and from photos. On the other hand, it could be that the signs were placed on the same side as the telegraph poles where the regular mileboards were posted.
Whew. Glad that is done. Questions to clarify things are welcome. More to come on the bent construction in a week or two.
Coquihalla Man
Barrel Platforms: In each of two places on the
deck of our trestle, 3 ties
were omitted to allow for construction of the water barrel
platforms.
The three empty tie spaces were fitted with 8" x 8" x 17 foot long ties
to support the platforms. Upon the tops of these ties were placed
five or more planks for the platform itself. Our observation is that the platforms were placed on alternating sides of the bridge and in the case of Thalia trestle, they were located such that they were roughly equidistant from the ends of the bridge and from each other. We provide here a CPR drawing which is taken from the set of plans dated September 3, 1957 but there are some minor differences from earlier construction practices to note. One factor in considering these dimensions, is that by the date of this plan, 1957, specifications for bridge ties on trestles had reduced the lengths of bridge ties to 10 feet in length from the earlier standard of 12 feet. But the size of the platform was (thankfully) increased so that the platform ties were still 17 feet as specified in the drawing. This later version is seen in this photo by Dave Love. The barrel is long gone as the Carmi Sub had been inactive for some time by the date of the photo.
First a few words of explanation of the abbreviations. The "S4S" note means that the railing boards were surfaced (i e planed smooth) on all four sides. The abbreviation "Rgh." for the platform floor boards stands for "Rough" which means that these boards were not surfaced thereby affording some measure of grip for work boots. These platforms are called refuges in other places.
One feature which this drawing from the 50's and the photo above reveals is that the platform had safety railings. This was not the case for bridges from earlier times where the specifications made no allowance for them. (One surmises that old timers were a hardy bunch with an acrobat's sense of balance.) The arrangement in this case can be seen in one of the detail photos, two 2' x 4" boards being placed in a "V" to prevent the barrel from falling off the platform. Nothing else. Old timers must have gripped the barrel (with white knuckles?) if caught out on the bridge as a train approached. But the structural support of the platform is the same in both eras. Here are two views of the model.
The
barrels seem to have been the standard steel drums of 55 gallons
capacity with a cover, although some photos show them uncovered. In
earlier years the barrels were made of wood.We provide here some interesting excerpts about these platforms from an engineering book of the Pacific Great Eastern Railway Co. issued in 1939.
The book is entitled: MAINTENANCE-OF-WAY Rules and Instructions.
397. Fire protection water barrels must be placed at all wooden bridges and trestles and at all steel bridges with wooden decks. At each such bridge or trestle 30 feet or less in length one barrel must be provided. At each such bridge or trestle over 30 feet in length a barrel must be provided at each end... and at intervals of 150 feet and on steel bridges with wooden decks at intervals of 200 feet along the deck.
As to barrels situated at the ends of CPR bridges, there seems to be some correlation with the PGE practice, but only in some cases. In the example of the 100 foot long girder bridge at Brodie there is only one barrel and that is located at the west end as can be seen in this shot from 1989. In photos from earlier eras, no barrels are evident. Early photos of other bridges show barrels buried in the ground with only a foot or so showing above the grade. As to trestles of the 1940's through the 70's, the only barrels we have observed in photographs are those placed on the platforms.398. ...Those [barrels] at the ends of bridges and trestles must be placed 12 feet from the structure, and those along the deck must be secured to platforms outside of the outer guard rail. A four gallon pail, in the bottom of which two small holes have been punched, must be placed inside of each barrel, and each barrel must be provided with a cover and kept covered.
The next component for the wood deck is the outer guard rail which by the 1950's was called a "Tie Spacer". This was made of 5" x 8" material. We substituted 4" x 8" boards which was the later practice and the closest commercial size available. It is also advantageous to have this plank a little lower than the railheads to allow cleaning of track without scraping it. Been there; done that.
N-B-W's: A few nut-bolt-washer castings could be added to the ties that are situated over the bent caps. They are barely visible in the overhead shot of the previous post. In that same post, the close-up shot shows the n-b-w's applied to the Main Stringers. More on these items in the next post on the construction of the bents.
Rails: We use Floquil solvent base paint to give the rail a rusty look. Rail Brown will do or in our case we mix equal amounts of Rail Brown and Rust. Fortunately, we acquired a goodly amount of these paints shortly after the announcement that Floquil paints was ceasing production. There are alternatives available. The tops of the rail are cleaned off in preparation for installing the rail to the bridge deck. The main rails are code 70 and the inner guard rails are code 55.
Four or five squares of masking tape are placed on the bridge deck and the position of the main and inner guard rails marked out. Slots are cut in the masking tape the width of the rail base to guide in the positioning of all four rails as they are glued down.
To affix the rail to the ties, we use Pliobond glue which is a solvent-based contact cement. Walther's Goo or standard construction contact cement will work as well. A generous coating on the bottom of the rail is applied and allowed to dry. This can be a messy job in that the glue will easily smear on the sides of the rails. We did manage one or two smears even though there was no need to hurry the job. Normally contact cement is applied to both surfaces but a coat on one surface will do here because by applying heat from a soldering iron to the top of the rail, and working slowly from one end to the other, the rail bonds with pressure to the ties quite well. It can be reheated and adjustments made soon after or even months later. In our case over the years, we have had to make a few adjustments due to movement from seasonal expansion. Once or twice we have had to work a little fresh glue into the joint.
The spacing of the main rails was done with standard rail gauges. Our preference is Precision Scale Co. # 4958 but the rail spacing must be critically checked with NMRA gauge after placement. The inner guard rails are spaced at 2' - 5 1/2" on centres according to CPR specs. For these rails we cut a short block of wood as a guide at .310" which is close enough for the distance between the code 55 railheads in HO. These rails are centered between the main rails.
Here is a photo with measurements.
And part of the CPR drawing.
Mileboard:
One final detail for the bridge deck is the mileboard which can be seen
in the crop from a photo in our collection which also shows the barrel
platform. This is the bridge near Portia at Mileage 33.9.To the right is a sketch with some field measurements of a sign long forgotten; perhaps from the Myra Canyon. The prototype is cut from a 2" x 10" plank for outside measurements of about 1 1/2" thick X 9 1/4" wide X 39" long.
We made our tiny model on a Word Document along with many other signs and mileboards. It can be seen in a photo above. The paper signs are cut out and affixed to a piece of styrene for strength; one for each side of the styrene. These mileboard signs seem to be placed on the engineer's side of the track when facing East. This is not necessarily a CPR specification but simply the consistent observations we have made on various bridges in the field and from photos. On the other hand, it could be that the signs were placed on the same side as the telegraph poles where the regular mileboards were posted.
Whew. Glad that is done. Questions to clarify things are welcome. More to come on the bent construction in a week or two.
Coquihalla Man
Tuesday, 19 January 2016
THALIA TRESTLE IN HO - THE BRIDGE DECK Part 2
We continue our study of the curved trestle at Mileage 102.7 on the Princeton Subdivision with a description of some of the techniques used in constructing a model of it for the benefit of those readers who may be considering building a curved trestle of their own. As is often the case in construction, curved structures are ten times more challenging than straight ones. But in the case of this bridge, the roadway span introduces a further complication. Trying to describe the process is a challenge of its own.
Here is a bird's eye view of the bridge deck showing its eight degree curve and the oversize roadway span. You can enlarge it by clicking on the photo or by using your computer ctrl and + keys.
Layout: The actual Thalia trestle was built on an eight degree curve which in HO is about a 98 inch radius.
No, that is not a mistake - slightly more than eight feet. In O scale
the radius would be 14' - 10" and in N scale about 54". For our model, we made an accurate plan starting with a
centre-line and marking out the
position of the bent caps and laying out the stringers. To obtain the centre-line, an arc was
drawn on a large sheet of paper to this 98 inch radius using trammel points and a long stick. The
photo to the right was downloaded from the internet to illustrate what we
mean. To repeat, this arc would be the centre-line of the bridge when
laying out the deck and locating the bents. The paper was then permanently mounted on a flat softwood board as a working surface on which to build the bridge deck. A wood template of the 98" radius was also cut and trued up to assist in aligning the bridge ties later on.
Once
the arc was drawn, the main tool for accurately laying
out the placement of the bent caps and the stringers is a compass or divider
set. In order to locate the bent caps, we simply draw perpendiculars to
the arc at about a scale 14' - 10" on centre. Of course, the span over
the road is larger requiring centres at 19' - 10" apart.
Perpendiculars to an arc are erected in the same way as perpendiculars to a
straight line if you remember your high school geometry. Here is an edited description and drawing from an old
trades publication.
Stain: Before we go too far we should interject here that
all scale lumber was soaked in a pot of stain, specifically Hunterline's "Creosote". We wish that the stain was a little more concentrated so that occasional darker results were possible without having to soak them several times. It is easy enough to dilute a stain but strengthening it is not so simple a process. Most components had been cut to exact or rough size beforehand and after soaking, allowed to dry thoroughly. We should also add that no progress photos were taken as solving the unique
challenges of this particular project required a fair amount of concentration
and experimentation. With the arc and
perpendiculars drawn in, we turn to the actual construction outline as much as
we can remember it.
Layout continued: These perpendiculars are the centre-lines of the standard bent caps which are specified as being 12" x 16" x 16 feet long. There are two larger caps for the bents flanking the road which are 14" x 18" x 18 feet long. Using dividers set to a scale 8 feet, we set one point on the intersection of the arc and the perpendiculars with the other point/pencil marking out the two ends of the bent caps (9 feet for the larger caps). The scale lumber for these bent caps was cut and would be placed in position on the drawing.
The next paragraphs and photo deal with the allowances that must be made for this particular trestle with its non-standard roadway span, so the reader may want to pass over them for now and jump to "Superelevation" for a plainer outline of a normal curved trestle.
Superelevation: For any trestle built on a curve, a tilt is specified in the engineering drawings. To produce the tilt called for in the drawing, all caps were elevated on the outside edge with temporary scale blocks of 8". This
is close enough for a 2 1/2" superelevation in 5 feet. It was important
to build the tilt into the deck as the components were being assembled and
glued so that the deck would sit naturally on the bent posts without
twisting or distorting. The caps were held in place on a flat board by pins and/or spot
glue.
As mentioned earlier, the varying lengths of the stringers
were marked with an X-acto knife after placing them in position
directly on the plan. The stringers were all glued to the caps and to each
other and to the spacers in accordance with the colour-coded drawing in the previous post. Except for the larger span over the roadway in which case
the six stringers were laid parallel over the span. Common white glue
was used for all wood joints.
Bridge ties: As mentioned earlier, bridge ties had been previously cut to length and then treated with "creosote" and left to dry thoroughly. Mount Albert Scale Lumber was the choice for the 8" x 8" x 12 foot long ties. Note that one tie is placed directly over each of the bents. These critical ties were placed with care and allowed to set hard before the rest of the ties fitted in between at about 12 inches on centre. To aid in alignment of the edges of the ties, we employed the aforementioned template of 98" radius.
Now that the deck has had the ties placed we will cover in the next post some interesting details that give the bridge deck a lot of character: water barrel platforms, rail and guard rails, mileboard and a few nbw's. We welcome comments and questions.
Coquihalla Man
Here is a bird's eye view of the bridge deck showing its eight degree curve and the oversize roadway span. You can enlarge it by clicking on the photo or by using your computer ctrl and + keys.
Once
the arc was drawn, the main tool for accurately laying
out the placement of the bent caps and the stringers is a compass or divider
set. In order to locate the bent caps, we simply draw perpendiculars to
the arc at about a scale 14' - 10" on centre. Of course, the span over
the road is larger requiring centres at 19' - 10" apart.
Perpendiculars to an arc are erected in the same way as perpendiculars to a
straight line if you remember your high school geometry. Here is an edited description and drawing from an old
trades publication.To Erect a Perpendicular to an Arc of a Circle, without having Recourse to the Center. – In the figure, let A D B be the arc of a circle to which it is required to erect a perpendicular. With A as center, and with any radius greater than half the length of the given arc, describe the arc x x. With B as center, and with the same radius, describe the arc y y, intersecting the arc first struck, as shown. Through the points of intersection draw the line F E. Then F E will be perpendicular to the arc, and if sufficiently produced will reach the center from which the arc A B is drawn.
Read more: http://chestofbooks.com/crafts/metal/Metal-Pattern/Geometrical-Problems-Part-4.html#ixzz3wGpZNdMp
Layout continued: These perpendiculars are the centre-lines of the standard bent caps which are specified as being 12" x 16" x 16 feet long. There are two larger caps for the bents flanking the road which are 14" x 18" x 18 feet long. Using dividers set to a scale 8 feet, we set one point on the intersection of the arc and the perpendiculars with the other point/pencil marking out the two ends of the bent caps (9 feet for the larger caps). The scale lumber for these bent caps was cut and would be placed in position on the drawing.
The next paragraphs and photo deal with the allowances that must be made for this particular trestle with its non-standard roadway span, so the reader may want to pass over them for now and jump to "Superelevation" for a plainer outline of a normal curved trestle.
At this point, some full length temporary shims needed to be inserted under the standard caps to account for the oversize timbers of the roadway span. There are two factors here. One is the 6 inch difference in the stringer depths. This difference can be seen in the photo that follows. It is noted in the elevation drawing in the previous post. There is also a 2 inch difference in the thickness of the bent caps; for a total height difference of 8 inches. These shims were tack-glued to the underside of the bent caps. The purpose of these shims is to bring the tops of the stringers level for placement of the bridge ties. Keep in mind that when the bents are built, those flanking the roadway will have to be this same 8 inches shorter than the standard ones. Finally, a permanent shim needed to be placed on the larger bent caps in order to bring the standard stringers even with the heavy ones spanning the roadway. This shim is 6" high x 6" wide x 11 feet or so in length and was positioned over half of the bent cap that flanks the roadway. See the photo below.
In addition, one can reference Dave Love's photo of the prototype (published on the June 10th post) which clearly shows the difference in elevation of the caps of bents 8 & 9 compared to the others. The shim in the above photo shows what is only a best guess as there are no specifications on hand for this part of the bridge and the original was destroyed some time after abandonment.
Superelevation: For any trestle built on a curve, a tilt is specified in the engineering drawings. To produce the tilt called for in the drawing, all caps were elevated on the outside edge with temporary scale blocks of 8". This
is close enough for a 2 1/2" superelevation in 5 feet. It was important
to build the tilt into the deck as the components were being assembled and
glued so that the deck would sit naturally on the bent posts without
twisting or distorting. The caps were held in place on a flat board by pins and/or spot
glue.Bridge ties: As mentioned earlier, bridge ties had been previously cut to length and then treated with "creosote" and left to dry thoroughly. Mount Albert Scale Lumber was the choice for the 8" x 8" x 12 foot long ties. Note that one tie is placed directly over each of the bents. These critical ties were placed with care and allowed to set hard before the rest of the ties fitted in between at about 12 inches on centre. To aid in alignment of the edges of the ties, we employed the aforementioned template of 98" radius.
Now that the deck has had the ties placed we will cover in the next post some interesting details that give the bridge deck a lot of character: water barrel platforms, rail and guard rails, mileboard and a few nbw's. We welcome comments and questions.
Coquihalla Man
Tuesday, 5 January 2016
THALIA TRESTLE IN HO - THE BRIDGE DECK Part 1
Much of the information presented here can be applied to other trestles of course, but this one has several features that are not usually found in the model railroad press: approach fills; a prototypical curve; a non-standard span to cross a roadway. For this reason we will give some detail on its construction from actual CPR engineering documents and our model-building techniques. To start with here is a photograph of our interpretation in HO scale of the Bridge at Mileage 102.7 on the Princeton Subdivision.
In considering a location for this bridge on the layout, we decided to make a small compromise in the overall length and number of bents. There were14 bents in the photos and plans that we have presented earlier. For the model, we felt that reducing that number to 12 would not seriously affect our reproduction in miniature. All other dimensions and details are accurate. Bridge Mi. 102.7 was one of numerous crossings of the Otter Creek between Tulameen and Brookmere which the VV&E and the KVR bridged with pile trestles for the most part though sometimes a frame trestle was constructed. We count fifteen of them listed in Joe Smuin's book, KETTLE VALLEY RAILWAY MILEBOARDS. They varied in size, some being a mere 30 feet long to the large one at Tulameen which is 334 feet long. The subject of our study is some 200 feet in length but on the Kettle Valley Model Railway it has been shortened to 170 feet by eliminating bent Nos. 4 and 11.
We did retain the obvious features of the road and creek that pass under the bridge which we found to be very desirable in that they suggest there is some civilization in the area. For the most part, the Kettle Valley Railway traversed a landscape that was fairly remote and unsettled.
Unfortunately, our model plan of the Thalia bridge deck was rendered illegible during its construction but we can offer some prototype drawings and descriptions of the process. Here is part of the drawing which was presented in a previous post on June 10, 2015. The construction of the bridge deck was typical for our era for both frame and pile trestles. This drawing shows a straight bridge deck but most of the detail applies to the curved trestles as well.
Next is a detail from an actual CPR drawing issued on September 3, 1957 which shows how the stringers are laid out for a curved trestle. The plan for the "E-50 Loading" seems to match the drawings for other KV Trestles in our collection. For the sake of clarity, the
stringers have been coloured. The pink stringer (A) is the longest one at the standard length of 30' and it
is beveled a little at the ends as are all the stringers. On the full plan which follows, a table is provided which gives the lengths of the other stringers according to the curvature of the track. For a curve of 8 degrees, Stringer "B" is 3/4" shorter than "A" at 29' -
11 1/4". Stringer "C" is shorter again. However, in building our model we
did not use these measurements. We simply placed the model timber
directly on the plan and marked the cut line with an X-acto blade and
then sawed it to length. The slight bevel on the ends of the stringers was
made with a file. On the drawing below, note how the joints are staggered and spacers placed as illustrated.
These spacers were made of wood for the model version. Also note that stringers are butted to each other on the centre of the 12" bent cap so that they each have 6" of bearing.
Here is the full page of the CPR trestle plan issued on September 3. 1957.
As an added challenge to our modeling efforts, the engineering drawing in our previous post (and see below) calls for a superelevation of 2 1/2 inches for the eight degrees of curvature in the track as it crosses the bridge. This, we are pleased to say, was accomplished in the model. It is evident in the photo to the right that the caboose is listing somewhat and the cars ahead of it are progressively straightening to the upright position as the rails are easing out of the superelevation and of the curve. Standard railroad practice for superelevation is accomplished by lifting the outer rail while maintaining the inner rail "at the established grade line". This practice can be followed in our miniatures as well but this really is a small detail that some modelers might determine to be not worth the added complication, especially if the viewing angles render it not so noticeable. 
For our trestle, the plan calls for a curve elevation of 2 1/2" in 5 feet (see red arrow) which according to a table in one of our engineering books suggests that the design speed is 22mph. The Kettle Valley was not renowned for its land-speed records.
Taking another example from the same table, we
note that a sharp prototypical curve of 12 degrees (in HO about 65" radius) and a
design speed of 22 mph, the outer rail will be 3 7/8" higher than the
inner. This would be quite noticeable. However it is likely that a
curve of 12 degrees would have a permanent slow order of about 15 mph, so
the superelevation would be reduced somewhat.One further point to add is that a transition from level rails where the tack is tangent, to the full superelevation is accomplished gradually through the curve easement (aka spiral easement; transition curve; or tangent lead-in).
To the right is a blow-up of the "NOTES" in the upper right hand corner of the general plan given above. In the figure is the letter "a" which is the amount of tilt or superelevation. The word "sprung" suggests to us that it was preferable to bend the timbers or use their natural bow on broad curves rather than use a bunch of spacers. This would not apply to stringers in sharp curves as in our case study.
We will continue soon with another post on the construction methods we used in building our model of Bridge Mileage 102.7 on the Princeton Subdivision.
Good to be back;
Coquihalla Man
Thursday, 18 June 2015
BRIDGE 102.7 (THALIA)
The Bridge at Mile 102.7 is an interesting example of a C.P.R. Pile Trestle. The example shown in the accompanying photos by Dave Love is the most modern version, the bridge having been rebuilt several times since first constructed in 1914. We see the standard 15 foot spans but there is a unique twenty foot span towards the centre that crosses a country road. Unfortunately, the span is somewhat obscured by the foreground trees but it is still a useful shot. Regrettably, the trestle is no longer standing, as some cruelly
irresponsible vandals torched it about five years after the rails were
lifted in 1990. Another interesting photo taken by Dave when the bridge was still in service was shown in the last post
The road runs from Princeton to Merritt; however, on our earliest drawing it is identified as the Nicola - Princeton Road. The winding gravel road is still in use today for business and recreation. Occasionally, cattle are seen wandering along the road as there is significant ranching conducted in the area. There is also a small watercourse running beneath the trestle called the East Fork of the Otter Creek.
Next we see the other side of the bridge. The creek is on the left of the road and we are looking roughly south. Immediately apparent in this view is the extra wide span to accommodate the gravel road.
We had the good fortune to ride over this bridge in the way freight shortly before abandonment in 1989. There was a permanent slow order here due to some bad track in the long curve leading to it. The train crew said that this was the only bad track on the whole 177.8 miles of the modern era Princeton subdivision.
Here is the original Station Ground Plan with some identifying labels inserted by us. The original was drawn in the plan office of the V. V.& E. likely around the time of construction. The Trestle is identified as BRIDGE No. 543.
Numbers refer to features as follows:
Next is a close-up of the bridge area from the drawing. V. V. & E. practice was to show two lines for the track whereas CPR practice was to draw only the centre-line. The original bridge was a Frame Trestle of 15 Bents according to the drawing. Later rebuilds possessed only 14 Pile Bents as will be seen in later drawings. When the fill approaches were originally done it appears that the creek underwent a diversion or "channel change". The trestle was built on the 8 degree curve . Note the Section House which was standard Great Northern design and its outhouse. Ironic that the outhouse was designated a "W.C." (water closet) when of course there would not have been any running water within. The remains of a small structure are still to be found in the high grass in this area. This looks to us more like a root cellar built partly into the hillside which was common enough in the early days before the modern convenience of refrigeration. Joe Smuin, in his book, Kettle Valley Railway Mileboards states that the house was removed sometime before 1953. Note also the Flanger signs either side of the Bridge.
We include another drawing which is not essential to modeling but may be of passing interest to readers. This is a small portion of the Grade Profile Roll from a much later era which shows the bridge in question.
We will try to interpret some of its features. Typically, the centre portion has the vertical scale exaggerated for clarity. First we see the identifying label: A BRIDGE 102.7 and 14 PILE BENTS. At the top we see a straight line B with the bulging section depicting the unfolded plan view of the bridge. The line is straight but directly below at the bottom is the indication C 8 CL that the bridge is on a curve of 8 degrees left (when looking West). The grade at
this point is 0.88% rising westward to Brookmere. In the middle is a sloping line D, and a schematic drawing E of the bridge showing the 14 bents. The "X" marks suggest the longitudinal bracing and the bridge has two stories. The wiggly line F crossing and recrossing the sloped Grade line is the original grade of the soil as found on the centreline of the track when the railway was first built. Of course the high spots were brought low or cut through and the low spots were filled in. On either side of this trestle, long fills were placed at the approaches. The low point to the east of the bridge schematic may have been the original bed of the Otter Creek which we know from another drawing was filled in and a new channel for the stream dug near the road. At G is a number (2825) and line which represents the elevation in feet above sea level. The short heavy line nearby represents a culvert designated 24" C.M.P. which could be a 24" Corrugated Metal Pipe. The circle with the number 103 is the milepost measured from Penticton.
This next drawing is presented in two parts and should be very helpful for modeling purposes. This view shows the profile of the bridge. It is dated 1956 and 1962. The E-60 inscription denotes the Engineering standard of this bridge which is heavier than an E-50 which was more typical of the 30's and 40's. There are more piles per Bent and heavier bracing. Stringers may be heavier as well.
Note that the bents are numbered from east to west which is the usual engineering practice for the CPR. The twenty foot span requires heavier timbers for the stringers. The increased depth of the stringers (26") is accommodated by setting adjacent bent caps lower by 6". The adjoining standard stringers (20" high) are shimmed up with 6" packing pieces to make up for the difference in depth. We do not posses a photo that shows this clearly. The longitudinal bracing of the elevation drawing crosses alternate bent spaces but the photo at the top from modern times shows every bent space braced. To the lower left are found the details of the Ballast Wall or End Bent. One photo from the 1940's shows an even different bracing pattern.
Here is the second part of the drawing which shows each of the other bents in greater detail and the title block.
Note the tilt of the bent caps to provide for the super-elevation on the 8 degree curve. This is a challenging but effective modeling detail to incorporate if possible. Bents 8 & 9 have 8 piles to give extra strength for the twenty foot span. The placement of the 6" x 8" Girts and 3' x 10" cross bracing are shown here. Not shown is the table of "Penetration of Piles".
From this drawing and a few photos we built a fairly accurate model which will be presented in our next post.
Until then...
Coquihalla Man
The road runs from Princeton to Merritt; however, on our earliest drawing it is identified as the Nicola - Princeton Road. The winding gravel road is still in use today for business and recreation. Occasionally, cattle are seen wandering along the road as there is significant ranching conducted in the area. There is also a small watercourse running beneath the trestle called the East Fork of the Otter Creek.
Next we see the other side of the bridge. The creek is on the left of the road and we are looking roughly south. Immediately apparent in this view is the extra wide span to accommodate the gravel road.
We had the good fortune to ride over this bridge in the way freight shortly before abandonment in 1989. There was a permanent slow order here due to some bad track in the long curve leading to it. The train crew said that this was the only bad track on the whole 177.8 miles of the modern era Princeton subdivision.
Here is the original Station Ground Plan with some identifying labels inserted by us. The original was drawn in the plan office of the V. V.& E. likely around the time of construction. The Trestle is identified as BRIDGE No. 543.
Numbers refer to features as follows:
- Cinder Platform - Thalia "station"
- East Fork Otter Creek
- Nicola - Princeton Road
- Car Body (presumably a sectionmen's bunkhouse)
- Tool House
- Section (Foreman's) House (24' x 22')
- W. C. (Privy)
- Headblock of East Siding Switch
Next is a close-up of the bridge area from the drawing. V. V. & E. practice was to show two lines for the track whereas CPR practice was to draw only the centre-line. The original bridge was a Frame Trestle of 15 Bents according to the drawing. Later rebuilds possessed only 14 Pile Bents as will be seen in later drawings. When the fill approaches were originally done it appears that the creek underwent a diversion or "channel change". The trestle was built on the 8 degree curve . Note the Section House which was standard Great Northern design and its outhouse. Ironic that the outhouse was designated a "W.C." (water closet) when of course there would not have been any running water within. The remains of a small structure are still to be found in the high grass in this area. This looks to us more like a root cellar built partly into the hillside which was common enough in the early days before the modern convenience of refrigeration. Joe Smuin, in his book, Kettle Valley Railway Mileboards states that the house was removed sometime before 1953. Note also the Flanger signs either side of the Bridge.
We include another drawing which is not essential to modeling but may be of passing interest to readers. This is a small portion of the Grade Profile Roll from a much later era which shows the bridge in question.
We will try to interpret some of its features. Typically, the centre portion has the vertical scale exaggerated for clarity. First we see the identifying label: A BRIDGE 102.7 and 14 PILE BENTS. At the top we see a straight line B with the bulging section depicting the unfolded plan view of the bridge. The line is straight but directly below at the bottom is the indication C 8 CL that the bridge is on a curve of 8 degrees left (when looking West). The grade at
this point is 0.88% rising westward to Brookmere. In the middle is a sloping line D, and a schematic drawing E of the bridge showing the 14 bents. The "X" marks suggest the longitudinal bracing and the bridge has two stories. The wiggly line F crossing and recrossing the sloped Grade line is the original grade of the soil as found on the centreline of the track when the railway was first built. Of course the high spots were brought low or cut through and the low spots were filled in. On either side of this trestle, long fills were placed at the approaches. The low point to the east of the bridge schematic may have been the original bed of the Otter Creek which we know from another drawing was filled in and a new channel for the stream dug near the road. At G is a number (2825) and line which represents the elevation in feet above sea level. The short heavy line nearby represents a culvert designated 24" C.M.P. which could be a 24" Corrugated Metal Pipe. The circle with the number 103 is the milepost measured from Penticton.
This next drawing is presented in two parts and should be very helpful for modeling purposes. This view shows the profile of the bridge. It is dated 1956 and 1962. The E-60 inscription denotes the Engineering standard of this bridge which is heavier than an E-50 which was more typical of the 30's and 40's. There are more piles per Bent and heavier bracing. Stringers may be heavier as well.
Note that the bents are numbered from east to west which is the usual engineering practice for the CPR. The twenty foot span requires heavier timbers for the stringers. The increased depth of the stringers (26") is accommodated by setting adjacent bent caps lower by 6". The adjoining standard stringers (20" high) are shimmed up with 6" packing pieces to make up for the difference in depth. We do not posses a photo that shows this clearly. The longitudinal bracing of the elevation drawing crosses alternate bent spaces but the photo at the top from modern times shows every bent space braced. To the lower left are found the details of the Ballast Wall or End Bent. One photo from the 1940's shows an even different bracing pattern.
Here is the second part of the drawing which shows each of the other bents in greater detail and the title block.
Note the tilt of the bent caps to provide for the super-elevation on the 8 degree curve. This is a challenging but effective modeling detail to incorporate if possible. Bents 8 & 9 have 8 piles to give extra strength for the twenty foot span. The placement of the 6" x 8" Girts and 3' x 10" cross bracing are shown here. Not shown is the table of "Penetration of Piles".
From this drawing and a few photos we built a fairly accurate model which will be presented in our next post.
Until then...
Coquihalla Man
Wednesday, 10 June 2015
C P R PILE TRESTLES
We begin a series of articles on Trestles as used on the KVR and CPR. We will treat of a few trestles as originally built for the KV and, in addition, some rebuilds of the 60's, but most of our posts will concern trestles of our modeling era of the 1940's and 50's. There were significant differences in the construction of Frame Trestles in particular through the decades of the twentieth century. On the other hand, the details of pile trestles did not change so much and these will be our focus for this post. And again it must be stated that we write from a modeler's perspective.
Pictured here is a pile trestle of more recent vintage as it existed late in its service life. This fine shot was taken by Dave Love who has kindly allowed us to post it. Sadly, some local vandals burned it down shortly after the steel was lifted. Some of the charred pilings are still standing but little else remains. This is the bridge at Mileage 102.7 of the Princeton Sub.
Pile Trestles take their name from the Piles or peeled logs that were driven by a pile driver into the ground until bottom was found or sufficient penetration was accomplished to satisfy the Engineers that they would not move. These piles were 12" to 14" in diameter and of course somewhat tapered as nature designed them. They were a high grade of log and normally peeled of all bark and then saturated with Creosote. When all the piles of a Bent were driven, the tops were cut off in line and pins were driven into the tops of the piles. A Cap with mating holes for the pins was placed on top of the piles and the whole bent braced.
Next is a close-up of a different pile trestle, some details of which are identified to illustrate further the drawings which follow. The Bulkhead timbers are nailed to the pilings of the End Bent or Ballast Wall and to the stringers to contain the fill material and ballast of the track leading up to the trestle. The timbers are 3" x 12" s stacked on top of each other in progressively longer lengths though there appears to be a fourth 3" x 12" whereas the drawing shows only three. Stringers were set in pairs over the Bent Caps, there being three pairs in all. Each Stringer was 30 feet long so as to span two bents. For each pair of stringers, the joints were staggered over every second bent. A Spacer separated the two stringers of each pair and Bolts passed through the stringers and spacer. The Bridge Ties were nailed to the outer stringers with 14" Lining Spikes. In addition, 3/4" Bolts were passed through some Ties, through the space between the outer pair of Stringers and through the Bent Cap. The (Outer) Guard Rail is a 5" x 8" timber which is spiked to every Bridge Tie in an alternating pattern. In later construction a galvanized iron flat bar became the norm.
To make an important distinction, there is an Inner Guard Rail that is the extra pair of rails which run the length of the bridge. These rails keep derailed wheels from wandering too far, hopefully preventing the cars from leaving the bridge. The metal Connector Plate that ties the Stringers to the Bent Cap is a "modern innovation" to replace the 4" x 6" blocks of the earlier style construction. These blocks were still in use on the Tulameen bridge shown here and in the first photo above. The through bolts tying the stringers together are visible here.
The Mileboard Sign is attached to the end bent which is not the usual practice but this is a very short bridge - only 45 feet long. Normally, the mileboards were placed in the centre of the bridge on the engineer's side when facing east. The bridge timbers and the Creosote look quite new at the time this photo was taken and we speculate that his bridge was built in 1972 according to one of the notes on the grade profile drawing. According to this drawing, it seems that before this short trestle was built, a culvert and fill was in place here from at least 1963. But there are several erasures and notes at this location on the drawing and we cannot be definitive about our interpretation.
On the extreme right is the edge of a Water Barrel available for emergency fire protection. Placement on the bridge approach was the practice when trestles were short. On longer trestles, a refuge and Platform were constructed at intervals along the bridge itself as seen in the first photo above.
Here is part of a plan that we drew from original C P R drawings which dated from 1941. It is a lighter construction and Engineering Standard than the one in the photo with one less pile per bent. The more piles the higher the rating of the Bridge in terms of load bearing. This was the standard of the day. One other item to point out is that pile trestles of the 1950's and later, for the most part had their outside piles "Battered" i e, sloped outwards whereas the 1941 drawing specifies that the piles were only battered on trestles over 20 feet in height. Both trestles pictured above have this feature.
Here is the other part of the plan, showing the bent construction.
When driving piles, they do not necessarily go in absolutely straight and plumb. Sometimes adjustment must be made for this and for the piles being somewhat thinner or thicker in diameter at the top where the cap is placed. These irregularities are accommodated by shims and notches as shown here in detail shots of the Tulameen trestle.
And sometimes the Bridgemen do not cut the pile tops accurately enough so that shims must be placed between the top of the piles and the caps.
Next post will deal with an interesting example of a Kettle Valley Pile Trestle.
Till then...
Coquihalla Man
Pictured here is a pile trestle of more recent vintage as it existed late in its service life. This fine shot was taken by Dave Love who has kindly allowed us to post it. Sadly, some local vandals burned it down shortly after the steel was lifted. Some of the charred pilings are still standing but little else remains. This is the bridge at Mileage 102.7 of the Princeton Sub.
Pile Trestles take their name from the Piles or peeled logs that were driven by a pile driver into the ground until bottom was found or sufficient penetration was accomplished to satisfy the Engineers that they would not move. These piles were 12" to 14" in diameter and of course somewhat tapered as nature designed them. They were a high grade of log and normally peeled of all bark and then saturated with Creosote. When all the piles of a Bent were driven, the tops were cut off in line and pins were driven into the tops of the piles. A Cap with mating holes for the pins was placed on top of the piles and the whole bent braced.
Next is a close-up of a different pile trestle, some details of which are identified to illustrate further the drawings which follow. The Bulkhead timbers are nailed to the pilings of the End Bent or Ballast Wall and to the stringers to contain the fill material and ballast of the track leading up to the trestle. The timbers are 3" x 12" s stacked on top of each other in progressively longer lengths though there appears to be a fourth 3" x 12" whereas the drawing shows only three. Stringers were set in pairs over the Bent Caps, there being three pairs in all. Each Stringer was 30 feet long so as to span two bents. For each pair of stringers, the joints were staggered over every second bent. A Spacer separated the two stringers of each pair and Bolts passed through the stringers and spacer. The Bridge Ties were nailed to the outer stringers with 14" Lining Spikes. In addition, 3/4" Bolts were passed through some Ties, through the space between the outer pair of Stringers and through the Bent Cap. The (Outer) Guard Rail is a 5" x 8" timber which is spiked to every Bridge Tie in an alternating pattern. In later construction a galvanized iron flat bar became the norm.
To make an important distinction, there is an Inner Guard Rail that is the extra pair of rails which run the length of the bridge. These rails keep derailed wheels from wandering too far, hopefully preventing the cars from leaving the bridge. The metal Connector Plate that ties the Stringers to the Bent Cap is a "modern innovation" to replace the 4" x 6" blocks of the earlier style construction. These blocks were still in use on the Tulameen bridge shown here and in the first photo above. The through bolts tying the stringers together are visible here. The Mileboard Sign is attached to the end bent which is not the usual practice but this is a very short bridge - only 45 feet long. Normally, the mileboards were placed in the centre of the bridge on the engineer's side when facing east. The bridge timbers and the Creosote look quite new at the time this photo was taken and we speculate that his bridge was built in 1972 according to one of the notes on the grade profile drawing. According to this drawing, it seems that before this short trestle was built, a culvert and fill was in place here from at least 1963. But there are several erasures and notes at this location on the drawing and we cannot be definitive about our interpretation.
On the extreme right is the edge of a Water Barrel available for emergency fire protection. Placement on the bridge approach was the practice when trestles were short. On longer trestles, a refuge and Platform were constructed at intervals along the bridge itself as seen in the first photo above.
Here is part of a plan that we drew from original C P R drawings which dated from 1941. It is a lighter construction and Engineering Standard than the one in the photo with one less pile per bent. The more piles the higher the rating of the Bridge in terms of load bearing. This was the standard of the day. One other item to point out is that pile trestles of the 1950's and later, for the most part had their outside piles "Battered" i e, sloped outwards whereas the 1941 drawing specifies that the piles were only battered on trestles over 20 feet in height. Both trestles pictured above have this feature.
When driving piles, they do not necessarily go in absolutely straight and plumb. Sometimes adjustment must be made for this and for the piles being somewhat thinner or thicker in diameter at the top where the cap is placed. These irregularities are accommodated by shims and notches as shown here in detail shots of the Tulameen trestle.
These two photos show the Sway Braces that most bents possess. They always run diagonally from the 2 o'clock position to the 8 o'clock position on each face. They are cut from 3" x 10" planks and are through-bolted at least at the ends and often on each pile. Or the sway braces are simply nailed to the intermediate piles.
And sometimes the Bridgemen do not cut the pile tops accurately enough so that shims must be placed between the top of the piles and the caps.
Next post will deal with an interesting example of a Kettle Valley Pile Trestle.
Till then...
Coquihalla Man
Sunday, 31 May 2015
HAPPY BIRTHDAY KVR!
One hundred years ago on May 30, 1915, the first passenger train arrived in Penticton to much fanfare. This was the first of many trains to run on the Kettle Valley Railway which had a most important hand in developing the interior of British Columbia. Sadly as we all know the railway did not last forever but there continues an abiding interest in all things KV. This image is courtesy of the Okanagan Archive Trust Society. Other photos of this auspicious occasion may be viewed on their website at:
http://www.oldphotos.ca/archivos/collection.php?collectionID=2&folderID=920355238
Most probably "Passenger Extra 4 East" ran on rails that crossed a fair number of trestles spanning small creeks
These wooden trestles will be the subject of our next series of posts. They will cover CPR standards for both pile trestles and frame trestles of the 1940's and 50's. We will deal with the the appropriate details for the modeler such as the trestle deck, bent construction, bracing, girts and cribbing. Dave Love kindly allowed us to share these wonderful photos of the Myra Canyon trestles which he took when the rails were still in place.
But for now a celebratory note must be sounded. Happy Birthday KVR!
Coquihalla Man
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