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1947 -1957. The 29 x 56 foot layout includes familiar territory,
as I spent a few years regularly railfanning the area (but, sadly,
not in the 1950s).
I was especially looking forward to operating on Ted’s layout.
The ATSF in Southern California is quite similar in concept to
my own PRR layout. Both feature a busy multitrack main line,
helper service, and a number of local jobs along the line. They
both are set in the early 1950s and helpers are a significant
part of the operational scheme.
Both the Pennsy and Santa Fe place helpers ahead of the road
locomotives on passenger trains. Both have attractive schemes
on the locomotives (even a hard-core PRR fan has to acknowl-
edge that the warbonnet scheme is spectacular!) and a fleet of
first class trains. Nothing like handling the helper on the Fast
Mail to get a great feel for how it is done.
5
5. Small plastic ‘brakes’ provide an easy, unobtrusive
way to spot cars on a grade.
Group Operating Sessions - 4
The PRR usually placed freight helpers (‘snappers’ on the PRR)
behind the caboose (‘cabin car’). On the Santa Fe, the helpers
were cut in ahead of the caboose. I have to admit this is a fas-
cinating part of operations. Ted’s crew was especially helpful
in describing how they have learned to apply power gently on
both ends of the train and then maintain constant power all
the way up the hill. Coordination between both engine crews
brings the train to a gentle stop at the summit. Just like the
prototype, the trick is to not be in a hurry.
My fellow operators wondered why I took pictures of so many
bridges on the layouts. Turns out I am right in the middle of kit-
bashing a skewed girder bridge on the PRR, and there is noth-
ing like recording how others have done it. This is a perfect
6
6. Details of bridge construction are independent of
scale. These ATSF bridges provided a useful guide for
PRR civil engineers.
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MRH-Apr 2013