Benchwork Pt. II - Completing the Main Peninsula and Setting the Grade Track

The layout has progressed steadily over the course of the past few months.  Benchwork construction began in mid-October and declared the it complete on February 17.  Four months of construction, multiple supply runs for over $1000 of lumber and screws, the two-level benchwork is done!  The next few entries will detail its progress to this point and show some of the techniques used.  For my builder and me, this layout is a laboratory to experiment with new things 'we've always wanted to try' under the best of circumstances: a ready-made space for the purpose, the proper tools to do the job right (we both collect all kinds of specialty tools), research on many construction techniques, along with experience trying different methods, and the luxury of not having to skimp on the right supplies.


The Peninsula Takes Shape 

Picking up where my last post left off, here we see the peninsula starting to take shape.  The next two photos illustrate our first engineering challenge: setting the grade track into the peninsula.  Since most of the grade will be hidden, it had to be built right into the structure (unlike an open grade or a helix, a hidden grade has to be integrated into difficult-to-reach parts of the structure).  Measuring out the grade radius and angle (we decided on 2% max grade not to prove our manhood but for the practical reason that it could be hidden efficiently with minimal disruption to the visible operation of the mainline on both levels) proved to be the easy part.  The challenge was actually getting it to work. This was accomplished, as shown below, with temporary scaffolding to set the grade, then building the benchwork around it like an exoskeleton.

From both of these photos we can see the benchwork on the upper level taking shape around the grade.  The overall dimensions of this peninsula are 20' long by 7 1/2' at the end.  The upper level track height 55" from the floor, while the lower level track height is 36" from the floor.  The next few photos narrate the progress:

Detail showing the top of the grade set and adaptations made to the benchwork to accommodate the grade and anticipated scenery.  We provided extra clearance between the track and the outer layout fascia to accommodate more realistic gentle sloping from the track to the surrounding enviroment.  

The next two shots above show more progress on the upper part of the peninsula.  The lower shot captures a couple of important aspects of the layout's construction.  

Gotta Love Pocket Screws!

The first is the use of pocket screws to assemble the layout (the 'dimples' in the foreground angle joint).  Brad had acquired a jig many years ago and wanted to try it out.  Not only do the pocket screws provide for cleaner joints (notice the absence of screwheads on the surface?), the angling more than doubles the connection strength.  As later pictures will show, this technique allowed us to create bigger, stronger and more stable cantelever spans throughout the layout.

The second is changing up benchwork heights to accommodate different scenic elements.  As the lower shot with the auto-rack illustrates, we dropped the benchwork a full 1x4 width (3 1/2") plus a random 2" drop from the main level to allow for a total of 5 1/2" drop.  Here the auto-rack (which I bought in 1992) is sitting on top of a buildup that compensates closely for the 5 1/2" drop below track level.  The auto-rack here is at about track level.  At this point I am making an educated guess on how the actual scene will be built, so the extra drop gives me room to play with depths and bridges until I get the effect I desire.  

An advantage of dropping the benchwork now and putting the mainline on risers is more flexibility for modeling mountain canyons and rivers that shaped a lot of mainline scenery on the UP, SP, WP, D&RGW in Utah and Nevada.  Because the scenery is an unknown at this point (I'm toying with Humboldt or Cascade Canyon now, considered the Salt Lake Trestle and will have other ideas until it is actually built), the benchwork already is built for the possibilities.  

These two shots capture the completion of the benchwork on the main peninsula from either side of it.  Notice the thin frame around the grade track and the specialized girders used to allow for the drop. It shows the risers from the lower level benchwork to support the upper level.  Here we gave 20" of clearance from the edge of the layout to the risers to give ample room for deeper river canyon scenes and more room for placing the mainline subroadbed precisely using a laser cutter on 1/2" MDF), we can see now how much clearance is allowed between the mainline and the edge of the benchwork.  

For me this is a huge requirement - namely, providing plenty of room from the track to the edge of the layout will add visual interest, as I actually can build trackside scenes in front of the track.  As noted earlier, my aim is to build the layout from the railfan's perspective.  For this reason, well-developed scenes in front of the track blend the trains naturally into their surroundings, as watching many films from railfan cameras has taught me. 

For solid, stable operation we chose the best materials available for the track:

• Subroadbed is laser-cut 1/2" MDF, a strong, stable and solid composite that maintains its integrity through changes in room conditions.  Laser-cutting allows for precision in sizes and curve radii.  Looking closely at these pieces shows how the center lines and radius information are etched in for easier construction.
• Roadbed is 1/2" homasote cut on my table saw.  Though incredibly messy, homesote has the advantages of noise insulation, solid operation and easy to set.  More on homasote later . . .
• Track is Atlas Code 83 flex track (mainline and station)and Peco Code 83 flex track (grade and yard) with Peco and custom switches, Code 70 and 55 for sidings and spurs respectively.  More on this later also . . . .

Closeup of switch onto the 28' long passing siding on the grade.  Note how the track is suspended from the benchwork in a cradle structure.  This pocket-screwed structure is deceptively strong, hiding the track from direct view but making it easily accessible for operation and maintenance.  Here the subroadbed is down with an extra 3" on the inner track to catch trains in case of derailment.  The roadbed is precisely-cut homasote, precision-sanded and sealed with the cheapest latex paint I could find. (approximately $9 a gallon at the local hardware store).  I picked a color approximating cork.  It does not need to be exact, since it will be hidden by scenery in the areas that show and left exposed here for ease of maintenance in these hidden ares.  

Note here how the grade track was pushed to the outer edges of the layout, which allowed for extended straight track runninng to minimize stringlining of passenger trains. The curve at the end was maximized at 48.5" radius on the inner track and 51.5" radius on the outer track.  This combination of maximum straight runs and widest-permissible radius turns were necessary to make the 2% ruling grade manageable for operations.

I should add here that the grade operation will include mandatory rear-train helpers to shove trains up the grade as Union Pacific did in the 1950s.  Accordingly, I have several 3700 series Challengers (and a couple of cheaters) for this single purpose, as UP did from 1952 until 1958 on the grade eastbound from Ogden to Wahsatch.  The layout will have helper stations at the top and bottom of the grade for this purpose, and operators will learn how to cut helpers in and out of the trains for this special operation.  Operators wishing to work the mainline will need to study and demonstrate competency on this helper operation in order to run trains on the grade.  Knowing these rules ensures smoother operation and better safety for the equipment. 

These 5 shots show the progress of the grade.  We completed track work in this section and completed the surrounding benchwork knowing that the track would be easier to lay while it was exposed and easier to reach and ensure alignment.  This last show shows the end of the 28' long passing siding (28' is easily comfortable for handling the largest mainline passenger and freight trains the operation can allow and allows bi-directional movement up/down the grade) and continuation of the grade straight to the bottom.  This section will be hidden eventually by the yard on the lower level and by benchwork above for the upper level, which will house the station complex at this location.  The brown blob is a mock up of a possible hill on the upper level - something easily thrown together with old pieces of packing paper and painters tape.  

Where to now?

Here I showed quickly how the main peninsula came together in the benchwork. Starting with the lower level built right into the exposed studs of the central wall, we went through the painstaking process of setting the grade track position and patiently enclosing it in the upper-level benchwork, which was constructed as a strong exoskeleton.  Cantelevered from the central support structure, this exoskeleton provided a strong support system for both scenery and track, expanding out to provide generous room for mainline scenery to develop over time.  

In later posts I will go into detail about the progress of the upper level benchwork, ending with the construction of the second peninsula, which we often call the 'north peninsula' or 'downtown peninsula.'  The upper level also will include an extensive terminal operation on its 30"x34' platform.