D&RGW La Plata Division

the La Plata Division

of the

Denver & Rio Grande Western

a m o d e l r a i l r o a d t o u r

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This newest incarnation of the railroad gives me the opportunity to engage in more realistic operations. With the point-to-point design, classification yard, and sidings, I can now create realistic operating sessions.

As mentioned elsewhere, I do not use a command-control system (DCC)-- the layout is simple block wiring with 2 power packs for the main and a third for yard operations. This is adequate for operations on a layout of this size.

The plan calls for one or two operators operating trains on the road. An additional operator can perform yard jobs, assembling trains and servicing power. I have been testing operations (albeit with a single mainline cab) and it's proving to be a ton of fun! It really keeps me busy, trying to do the work of three by myself, so I need to get some friends trained on operations.

Space constraints dictated that Clay siding isn't really long enough to be very useful, so dispatching has to be careful about planning meets. These are primarily at Winter Park or Rocky. (pictured: an eastbound RODVT train waits in the hole at Winter Park for a westbound coal empty to pass.)

I have been routinely operating manifest freights with two or three units and up to 18 cars, with no problems. I also have been operating a 22-car coal train, also with no problems (except for planning meets between trains). I even performed a test of a monster 34-car coal train with powered swing helpers, but that started to test certain laws of physics... (pictured: the westbound Railblazer exits tunnel 27 on its way through the tunnel district.)

Operating Sessions

In order to design a realistic session, I have begun analyzing historic traffic patterns along the Moffat Route, from North Yard westward. The situation varies greatly over time, so I am choosing a few sample periods. The first era I'm studying is the mid-Eighties. Below is a mini-summary of traffic. Odd numbers are westbound, even numbers eastbound.

Number	Dir	Time in/out	Comments
187	WB	5:30	Intermodal, autoracks from BN. UPS to Roper.
183	WB	6:00	Cargill export grain and other manifest freight.  As needed.
136-6	EB	6:00	Manifest, lots of lumber from SP
102	EB	8:00	Railblazer, TOFC
5	WB	8:30	Amtrak California Zephyr
100	EB	11:45	Intermodal, autoracks from SP to BN
103	WB	18:00	RailBlazer TOFC
101	WB	19:30	intermodal, autoracks from BN to SP
6	EB	20:00	Amtrak California Zephyr
195	WB	20:00	TOFC, City Market trailers on end with extra caboose in middle.
134-6	EB	20:30	TOFC from Roper, often head-end tonnage.
709	WB	flex	CSUX, Nixon to Axial, empties, bi-weekly
710	EB	flex	CSUX, Axial to Nixon/Drake, loads, Wed/Sat.
702	EB	flex	PSCX, EB loads from Energy to Cherokee, daily
701	WB	flex	PSCX, WB empty from Cherokee to Energy, weekdays
717	WB	flex	CSUX empties from Nixon to Energy, weekly
718	EB	flex	CSUX loads from Energy to Nixon, weekly
713	WB	flex	DRGW hoppers, empty to Energy, weekly
714	EB	flex	DRGW hoppers, loads from Energy to Naples, Illinois, weekly

Now, we factor in the realities of my layout, the limited number of passing sidings, and the actual bridge connections at each end (none!). From this we distill the list above into a workable two-person operating scheme, which I will call the Basic 1986 Session (daylight).

Initial Set-up

Number Location Comments

709 Denver CSUX, Nixon to Axial, empties

102 Clay Railblazer, TOFC

702 Winter Park PSCX, EB loads from Energy to Cherokee

187 North Yard (NY) Intermodal, autoracks from BN

The operators then perform these jobs in sequence:

Road Crew- Movements	(comments)	Yard Jobs
187 to Cliff
102 to Rocky		102 to TOFC ramp
187 to Tabernash		Cut power from 102 and service
702 to NY		Cut power from 702 and service
187 to Winter Park	(Becomes 100)	Assemble 181 freight
709 to Tabernash		Power 181 on yard lead
100 to Denver		Cut power from 100 and service
709 to Winter Park	(Becomes 710)	Break up 100
181 to Tabernash		Power 103 and move to Rocky
103 to Plain

Which leaves us with this:

Ending Disposition:

No. Location Comments

103 Plain Railblazer

181 Tabernash to become 136-6

710 Winter Park CSUX

Testing this in real time with a single operator, I find that it takes at least 45 minutes in real time to complete. It would be somewhat faster with multiple operators.

As you can see, this is a much-simplified operating scheme. You'll also notice that I haven't included the Ski Train or the Amtrak operations. I need to clear up some yard space before I can take that on!

There are plenty of times when I just want to run some trains around, so I certainly don't plan on always adhering to a schedule. It's nice to know that I am able do it when I want to, though.