Operating May 31, 2025

We had our 16th op session here two days ago. If you have ever hosted an operating session, you are familiar with the preparation and setup required for a smooth, or relatively smooth, running of the trains. I begin with an email confirming the operators, date, timing, and other incidentals. One example is that we are an inside slipper or sock home; outside shoes are deposited on the inside porch. 

We have an orientation 15 minutes before the first run. I find this is critical to ensure operators are aware of operating nuances. A key one for me is the new hand-thrown switches using a push rod anchored on the fascia:

The rod is attached to the Tortoise switch machine. I plan to add more, as this was a manual railroad. It provides a more active role for the operator. One issue was that I did not allow operators to "practice" using the push rods. Consequently, I would hear the switch machine gears grinding because the operator was pushing and pulling too hard. I will now include a time to practice after a brief instruction.
Here is the Orientation sheet that continues to evolve:

timetable

I find that an orientation, even for operators who have been here a few times, helps anchor them into the time and era as well as new information and how the time table, etc, are to work. 

Below, the Yard Master is building a train with his yard engine, Alabama, for a crew's next run out of Chattanooga:

Switching maneuvers in Dalton with 

two crews negotiating the right-of-way. 

To the right, Dan is functioning as the conductor while a new operator, Andreas, takes position in the cab, figuratively speaking, of course.

Above is a close-up of Dan and Andreas with loco Catoosa.

The first part of the operating session went flawlessly. However, after the first 45 minutes or so, one locomotive was not receiving power, and another had its motor turning but no movement. If the issue is not solvable in a couple of minutes, a replacement loco is acquired. The motor turning one had an issue with the shaft separating. Easy repair with CA super glue. She now became a backup.

This is a pano looking over the south yard in Atlanta, over to Dalton:

And to give you a close-up view on how crews pin the link, as we say, here is a photo by Jim Judge, YM for Chattanooga, showing how it's done. I have found tweezers with LED lights, which help immensely in a dark area of the railroad.

I ask crews to be sure to make notes on their Time Table sheets with any issues, including track repair, car breakdown, and areas where they experienced a short; also to note the actual arrival and departure times. These notes allow me to fix the issues before the next ops.

Bottom line, they continue to come back and enjoy operating and hanging with friends.

LINESIDE DETAILS

These are slides from a power point presentation i did to show all the possibilities for someone's model or virtual railroad.

The first slide indicates categories or areas. This is followed by slides of each category.

More to come. A slight technical difficulty prevented additional slides to upload. Please revisit another time.

Operating Session Jan 18, 2025

Our latest operating session occurred last Saturday afternoon. We had 4 crews of 2 trainmen each, a yard master in Chattanooga and a new role, yard master for Atlanta. When preparing for an op session the key is to ensure the railroad is ready. I created a punch list that includes the obvious, cleaning and lubricating all the locomotives, cleaning track, creating the train orders, stagging the trains and organizing the way bills. A key component is to inform the operators both prior to the day and just prior to the session of the the operating intricacies. Here's where I took somethings for granted, that they all know the nuances of switches, the TO and "Random Events". The latter is simply a card that is pulled off the the TO clip board that is labeled as such. These could include "Car number 5 has a broken axel. Uncouple from the train". Bottom line, my orientation absolutely needs to repeat all the nuances so operators are familiar.

Here is Jim and Dave after Dave and his conductor completed their run to Chattanooga where Jim is the yard master.

Below we have George in foreground as conductor while the tall fella, Greg, throttles the train into Dalton for a switching operation. Corey, engineer of his train, is at the end of the peninsula while his conductor, Heath, confers with George as to when he and Corey can move ahead. In many cases, especially during 1863, there were train delays due to a variety of reasons, mostly due to the number of trains in motion carrying military supplies in addition to regular civilian traffic.

Next you see Heath and Corey admiring their train on the return run over Chickamauga Creek, just south of Chattanooga.

A very unusual occurrence, alien invasion! Greg and Jim, as Ed looks on, spot a small spider on the signal flag upon Rocky Face Ridge. An unexpected enjoyment

Bill and Mike on their run, adjusting a derailment. This was due to my error in the prep stage. Although I had "check the switches" on my punch list, and I did check, but only one! Turns-out (pun intended) I did not check them all. 5 switches experienced expansion. fly rails were getting hung up and caused all kinds of shorts. Another, though annoying, learning. CHECK THEM ALL!

The good news is that these fellas enjoy the running, and their friendships, whether reconnecting or making new ones.