Run 8 Train Simulator

How has this eluded me for so long?

I've been playing train simulators on the PC since about 2000 when Microsoft Train Simulator (MSTS) first hit the market. MSTS morphed into Railworks at some point, then Railworks morphed into Train Simulator which is what is available today on Steam.

Just the other day I discovered Run 8 Train Simulator V2. I never even heard of it until last week. Apparently it has been out (version 1) for 3-4 years now, but version 2 just came out in November 2016. Probably the reason I haven't heard about it is because I really haven't been following any of the train simulator forums like I did many years ago when I was still into MSTS.

Anyway, here's my plug for Run 8. The graphics are good but they are not cutting edge technology by any means. The train models look good up close. Road numbers so far are authentic.

UPRR ES44AC #5299

Cab interiors are modeled and mostly functional (some buttons/switches are not modeled). Braking is fully modeled and the physics are quite realistic. It takes a while and some finesse to bring an 8500' train of 12,000 tons to a stop on a down-grade. During switching moves, you have to get out of the cab and down on the ground to close air valves, open couplers, and throw manual turnouts.

Cab view of UPRR 5299. Most controls seen to include the MFD's are functional. The fan isn't modeled... :P

Overall, the graphics at ground level (i.e. train level) are quite impressive and give the needed immersion for driving a train.

Looking over the hump at Barstow CA BNSF yard into the bowl. Yes the hump is functional with retarders

Pre-dawn shot inside San Bernardino CA BNSF Intermodal Yard. Clouds rolling in...

Here's Tehachapi loop modeled to scale to include signalling, grades, etc.

Engine facilities at UPRR West Colton yard

Where Run 8 really shines in my opinion is inside the actual world that it is simulating and the ability to be part of that world on a multiplayer server. There is a fully functional dispatching system where human dispatchers can control movements of not only AI controlled (computer controlled) trains, but also human controlled trains as well.

Fully functional dispatch board for BNSF/UPRR Cajon Sub

Using the dispatch board, a dispatcher can not only see what traffic is out there but he can control turnouts and signals and direct movements of individual trains via the functional radio system. The radio actually functions in on-screen text, but it serves the same purpose as voice radio. For example, in the board above, UP and BNSF trains share trackage rights over some of the Cajon Sub. UP trains would be on Channel 14 while BNSF trains would be Channel 65. A player on Channel 65 could talk to the BNSF dispatcher and the UP trains would not see his text and vice-versa.

Populate the world with through trains, terminating and originating trains, locals, yard switchers, and industrial switching, and it can get quite busy. Through trains can be assigned to the AI and they will follow their routes, obeying the dispatcher and signal rules automatically. Real-life train symbology and train movements are modeled and simulated here. For instance, you can have BNSF train H-BARGAL, which is a high-priority manifest train originating in Barstow (modeled in the Run8 world) and running to Galesburg, IL (not modeled in Run8). You would start the train at Barstow and move it over the modeled line until it reaches the end of the modeled world at which point it disappears. You can drive it or you can have the AI drive it.

Anyway, I'm having a blast with Run8 right now. More productive time down the crapper!

Visit the Run 8 website for more info and to purchase Run 8.

MRH 2nd Annual One Module Challenge

I know, it's been a while since I posted. That's not to say I haven't been thinking about model railroading. I actually think about it all the time.

To catch up and sum up with a "state of the union", I'm still in armchair modeling mode. The number one reason for that is that I'm finding out the easy way rather than the hard way that a lot of my ideas just won't work in the space that I have. The easy way is to discover this on paper or on computer; the hard way is by buying and building stuff to discover it doesn't work the way you planned.

If you have followed this blog at all or have at least gone back to the beginning, you can see that my initial interest was in passenger operations in the late 1940's and early 1950's, focused in the Cleveland area.

If you read any Lance Mindheim or Mike Cougill, you will constantly be reminded that you should follow your original interests in railroading/model railroading, don't try to bite off more than you can chew, build small projects to completion, and don't try to stuff too much into a scene, and the list goes on. I'm happy to report that I haven't learned any of those principles the hard way.

That being said, I am really tired of being in armchair mode.

The One Module Challenge

MRH is running a "One Module" challenge for the second year. Here is the rules page from the online magazine:

I've seen this posted in their magazine since the August 2016 issue. It just dawned on my that with all the time I've been spending on AnyRail designing stuff, it wouldn't take much for me to submit an entry to MRH. Notice I said "submit an entry" to MRH... I never said anything about submitting a winning entry to MRH...

My First Idea for a Starter Module

Given the rules of the contest and that the layout is restricted to a 10' x 14' room, In my mind this is just screaming to be done in N scale. I really don't know anything about N scale because other than at model railroad shows, I've never really seen an N scale layout in action. Most of what you see in N Scale at the train shows is pretty much just toy trains on an oval, with the possible exception of a few well done N-Trak modulars.

Getting right to it, here is my initial attempt at the first module for the contest submission. This is an N Scale module on a 2' x 8' table and the theme is passenger switching operations. All turnouts (12 of them) are #8 and the curves in N scale are minimum 36" radius (quite broad in N scale). There is of course some selective compression going on here but it actually is fairly close to prototype dimensions. The actual prototype of the area represented is about 2000' long, or about 12 1/2' in N scale if I wanted to model it to scale. In HO scale, 2000' would be just under 23' modeled to scale.

Keep in mind this is the main module, the idea here is that there will initially be temporary staging added to both ends to allow an operator the ability to have a place to enter and exit trains being operated on the module. Future modules would connect to actual yards and industrial areas.

If anyone is familiar with the former Akron Union Station in Akron Ohio, this is what it looked like after the Union Station building was built in 1950. The Erie station to the left of it was there first, being built in 1947. Prior to 1947, the Akron Union Station was about a half mile further north (railroad east) or off the right side of the module.

One key takeaway here is that this probably would not be very interesting to actually model as Akron Ohio on a model railroad. By the time the Union Station was built, there were only a few trains stopping in Akron at all on any of the lines. It would be far more interesting to use this module as a "stand in" for a much larger and busier passenger terminal such as Cleveland or Cincinnati, ala Chuck Hitchcock style in his Argentine layout which used a much smaller station as a stand-in for Kansas City Union Station. This module could also easily be anywhere else in the country, for instance it could be AT&SF and Union Pacific with separate stations sharing the same area.

Erie used their station exclusively and the line through Akron was part of their main line from New York to Chicago. PRR & B&O both used the Union Station on shared trackage through this part of town. B&O also had their Valley Station to the north of this location, which was used on the Valley Line that ran from Cleveland to Akron until the early 1960's. B&O used Union Station for trains running on the New York-Chicago mainline, which this line was part of. For the PRR though, Akron was not on their mainline and in 1952 only one PRR train (the Akronite between Pittsburgh and Akron) ran through Akron at all. Passengers wishing to travel via PRR could either take the Akronite to Pittsburgh or take a 40 minute Greyhound bus trip (the terminal was attached to the Union Station on the west side of the tracks) up to Hudson which was on the Cleveland-Pittsburgh mainline and had more through trains that stopped there on their way to and from Cleveland & New York.

What is just off the north (right) end of the module is an area affectionately known to Akron railroaders as the "Akron Diamond". This was where the PRR/B&O tracks crossed over the Erie line, essentially flip-flopping the track arrangement so that the Erie ran on the east side of the right of way instead of the west side as depicted here. Movements through the diamond were controlled by JO Tower, which is an interesting little piece of Akron railroad history in itself. The diamonds actually were sharp enough of a crossing that they had movable frogs and were controlled by the JO Tower interlocking. The "Diamonds" are in my mind an essential operational element to modeling this area because of how movements would have to be controlled at the crossing point.

Operationally the starter module when connected to staging at both ends would allow one or more operators the ability to operate trains terminating/originating here, as well as through trains and trains requiring sleeper/diner/lounge car switchouts at this station. Through freights, whether they be local or long distance, could also be routed through the module as static traffic because there are bypass tracks for through trains to use to get around any passenger trains stopped at a platform. Mail & express cars could be spotted at the sidings, although the prototype has a separate express/REA terminal just off the north end of the module that had access to both ends by both B&O/PRR and Erie. Even just working head end consist switching on a parked passenger train would be challenging enough to keep a single operator busy and could be done with a minimal amount of off-board staging.

For the contest, I plan on roughing in the rest of the layout in the room representing construction of a full layout in stages.

After that? Maybe my own 13' x 27' space is just screaming to be done in N scale as well...

Upson Nut & Bolt part IV

I was doing some more research on the Nut & Bolt plant when I discovered the incredible photo below on a retired website called Teaching and Learning Cleveland, which was run by Cleveland State University at one time. This is a photo of the Upson plant circa 1910 according to the citation, although the web page where the photo was located does not identify this as being the Upson plant.

“Industrial flats at bend in Cuyahoga River at Cleveland, Ohio, circa 1910,”Teaching & Learning Cleveland , accessed October 8, 2016, http://exhibits.clevelandhistory.org/items/show/549.

The photo is very large and a lot can be seen in it. The open hearth furnaces were built in 1910 and it is obvious that they are not yet built in this photo because the towering stacks for the open hearth are not present. If you look closely though, you can see what appears to be the gabled roof of the open hearth building being constructed in the background behind the right leg of the ore bridge. Therefore I would concur that the photo probably is from circa 1910. Had another photo been taken 20 years later from the same spot, Terminal Tower and CUT would be visible in the background above the ore bridge.

From a modeling standpoint this photo is very valuable. The blast furnace can be seen in the background above the ship along the dock. The boiler house with its large stack is just to the right of the ore bridge and its elevated coal dumping line is clearly visible along the left side of the building. In the foreground the Erie boxcars are sitting on a siding along the Erie line which interchanged with DK Yard just to the right of the photo and accessed the Upson plant from this end (south end). New York Central accessed the plant from the opposite (north) end from DK Yard.

Most importantly though, the high line which fed raw materials (ore, limestone, coke) to the blast furnace can be seen leading up to the blast furnace just under the center span of the ore bridge. From this photo it is obvious that the ore bridge did not feed raw materials directly into the bins of the high line as I originally thought it might have and which was common for some blast furnaces around the country. Instead it appears that the ore bridge loaded raw materials into hopper cars (a few of which are parked to the right of the ore bridge) and the hopper cars would have then been switched over the high line for discharge into bins that would have fed the skip hoist to the blast furnace. Had the plant continued operation, in later years the hopper cars may have been replaced by self propelled materials cars ala Bethlehem Steel style. Also of particular note is the ore bridge itself, which has one leg along the pier and a shorter leg above the concrete retaining wall leading to the high line. Going by the piles of raw materials, it appears that ore and limestone were both delivered by ship, which would have meant that coke was delivered by rail and most likely would have been pushed straight over the high line off the siding.

Now all I have to do is figure out how to compress this into a layout module or two...

Construction Report part 2

I took some photos that I was going to include with the previous post, but recently returning from a trip to NYC I still had my camera set at the highest quality image setting. This yields a photo that is 5184 x 3456 pixels and about 6.5MB, and they take forever to upload. For photos I intend to post on this blog I set the camera to a lower quality photo, usually 1920 x 1280. This makes the photos much easier to upload. So, I had to take the photos for this post and resize them in Paintshop, which takes more time than I had available when I created the post.

I forgot to mention in the last post that I recently acquired a large stock of sheet styrene, thanks to a blog post by fellow model railroader and blogger Chris Ellis, who lives just a few miles from me. There is a local plastic supplier called Piedmont Plastics and Chris mentioned getting some sheet styrene from them. I stopped by one day recently and walked away with about $75 worth of plastic. The folks there were very friendly and the stock manager gave me a quick tour of the place. Their warehouse is a model railroader's fantasy, with pretty much any plastic product (not just styrene) you can imagine in stock. If they don't have it in stock, they can get it.

Piedmont Plastics warehouse 

Piedmont Plastics warehouse

I picked up several 4' x 8' sheets of styrene, in .010, .020, .030, and .040 thicknesses. They also had some scrap 1' x 4' .060 cuttings which they sold me for $1.75 each, so I bought 10 of those. They gave me (no charge!) a scrap 1' x 5' sheet of clear .040 acrylic as well.

Considering Plastruct charges $6.95 for a four-pack of 7" x 12" sheets of .040 (a little over $.08 a square inch), the $17.95 price of a 4' x 8' sheet at Piedmont can't be beat (about $.03 a square inch).

Basement Prep

Before I even cut lumber, I added a 20 amp circuit with two outlets on the ceiling in the layout area specifically so I can run my power tools such as my table saw, drill press, and band saw without worrying about other electronics in the house. I also wanted to add some LED shop lights above the power tools. The table saw alone, which pulls 14.7 amps, was on a 15 amp outlet that is shared with another set of outlets elsewhere in the house. My small breaker box had a single empty 20 amp breaker left, so I added two 20 amp GFCI outlets to the ceiling since this is an unfinished basement. I do not intend for these outlets to be permanent because right now the power tools are all occupying space that will eventually be filled with layout and I will have to move my shop area to another location in the basement. For the moment though, having the tools where they are is handy. Eventually I will be upgrading my breaker box entirely, not only to give me the ability to separate the train room power from the rest of the house grid, but because the rest of the house is not wired very efficiently and I think several of the circuits are overloaded and some appliances which by code need to be on their own circuit are on shared circuits. Now the work area is lit up nicely thanks to the two LED shop lights. Previously this area was lit by a single light bulb on the ceiling. 

20 amp GFCI on the ceiling and an LED shop light

Wood Working 101

Disclaimer: I am not much of a wood worker. 

In the photo below are the four 2' x 8' sections of 3/4" birch plywood that I got from Home Depot and had them rip down the long length from a 4' x 8' sheet. These sheets are still quite heavy (over 35 lbs each) and not easy to maneuver or get down the basement steps by myself.

I used the table from my drill press to help support the plywood on the feed end for cutting. I have a plywood base mounted to the drill press table to increase the table space. I only have one roller support so I used it on the cut end of the table saw to support the plywood there as it came off the saw. This setup works well and really all I had to do was feed the sheet without having to worry about supporting it, which allowed me to concentrate on keeping the cut straight.

Each 2' x 8' sheet got ripped into five 4" boards, which after cutting waste ended up being 3 59/64. Left over was a single 3 3/4" board as well. I do not intend on making L-girder benchwork, but rather simple frame benchwork with corners reinforced by using galvanized framing brackets by Simpson Strongtie. This concept was borrowed from Alan of LK&O fame.

Although in my younger years I was a tool & die machinist apprentice, as I mentioned in my disclaimer I am not much of a wood worker. Still, many of the same principles from metal machining apply to woodworking as well. I soon realized that ripping such a large sheet of plywood makes it difficult to feed straight, even when using the rip fence. In metal working the work to be machined is secured using dynamically adjustable vises or clamps and is moved into the cutting tool, which insures a straight cut. Not so on the standard table saw, and it is easy to bump the work or make a crooked cut. To solve this problem, I clamped a scrap piece of wood on the other side of the sheet from the rip fence as a jig to guide the sheet through the saw. Key to this is to clamp the side jig snug but not too tight up against the sheet to be cut. This worked really well to keep the cut straight. Over the entire 8' length of each board, the tolerance ended up +/- 1/32 inch, which I am quite pleased with. The blade I use is a 60-tooth carbide ripping blade, and I use a zero-clearance blade guard around the blade to minimize underside chipping. This gives a very smooth cut even on the underside, but I will still have to sand or file all edges to minimize splinters.

After ripping two of the four 2' x 8' sections of plywood, I was left with 10 4" x 8' boards (3 59/64" x 8') and two 3 3/4" x 8' boards. When I am done I will have 20 4" boards and four 3 3/4" boards. This should be more than enough for my first TOMA module. I plan on using the 4" boards for both the legs and the horizontal top benchwork, with the legs being 48" in length. My target base level layout height is 52". The 3 3/4" boards will be used for vertical benchwork supports and additional bracing. I made sure to label the 3 3/4" boards with a Sharpie to "idiot proof" them to keep me from accidentally mixing them in with the 4" boards.

The 3/4" birch plywood from Home Depot is USA made and sanded on both sides, and so far seems to be a nice product. It will be much more structurally strong, stable, and straight as opposed to using dimensional lumber. It will also resist warping from moisture and temperature changes much better than dimensional lumber.

Next step will be to finalize the plan for the first module and to design the benchwork to go underneath it.

Construction Report #1

Not much posting lately, but I have been doing a lot of model railroading work. Mostly still research, but the emphasis of the research has shifted from prototype to actual model railroading. Specifically, how have others before me built steel mills on their layouts.

There are a few "celebrity" names in regards to steel mill modeling. The late Dean Freytag is probably one of the better known names to those model railroaders who have any interest in steel or heavy industrial modeling. He has been featured in Model Railroader and is also author to a couple of "bible" books on steel and heavy industrial modeling. Both of these books are still available but neither is cheap and I have not yet sprung for either one.

Jeff Borne is author of a pair of DVDs titled Superdetailing a Walthers Blast Furnace. I just picked up both these DVD's and they are a wealth of information. Too bad I don't actually have a Walthers Blast Furnace kit since it has been discontinued, but the DVD's are still valuable for the scratchbuilder too.

Bernard Kempinski has authored several books on model railroading, the one on steel mills I have already mentioned in a previous post. His book is probably the most recent of all the other publications listed.

Anyway, the title of this blog is Construction Report #1, so more on that.

I decided a couple weeks ago that I needed to get out from behind the computer and into the basement. The basement needs a lot of prep work before I fill it with layout. That doesn't mean I can't get started on building stuff. Model Railroad Hobbyist magazine has had a lot of discussion recently on the TOMA (The One Module Approach) method to building a layout. Several months ago I started building a small module on an 18" x 7' hollow core door just to get started building something. I didn't get very deep into that project and in hindsight I believe the main reason was because it had no relevance to what I wanted to build for a layout.

TOMA proposes that a layout be built in separate modular phases, each module being built as close to completion as possible before moving on to the next. The TOMA modules are not necessarily templated modules such as N-Trak or Free-Mo, although they certainly could be. I've kind of been visualizing building my layout this way from the earliest conceptual stages, not realizing that MRH had already defined TOMA.

I purchased two 4' x 8' sheets of 3/4" birch plywood from Home Depot. Each sheet is just under $50. The sheets weigh over 70 lbs each, so I had them rip the two sheets right down the middle long ways so that I could handle them by myself.

Even a 2' x 8' sheet of 3/4" birch plywood was somewhat difficult for me to get into the basement by myself. I then ripped each section into 4" x 8' boards (actually about 3 59/64" after cutting waste), which netted me 10 4" x 8' boards and two 3 3/4" x 8' boards for a single 4' x 8' sheet of plywood.

Before I started cutting lumber though, I had to do some basement prep work even for that. I realized that my 10" table saw draws 14.7 amps, and it was plugged into my only outlet into the work area which is a shared receptacle on a 15 amp circuit. I had one completely empty 20 amp circuit left in my breaker box, so I wired up a couple 20 amp outlets mounted to the ceiling above the work area. Now when my table saw runs I can be assured it won't cause any electrical problems throughout the house. I also added some additional LED shop lights above the work area.

Now I have some lumber to begin building benchwork on my first TOMA module. My intent is to build this first module as a free standing module and not attached to the basement wall. That will make it mobile enough that I can move it easily if necessary.

I will post some construction photos in a follow up post to this one.

Cheers

Trip to Bethlehem Steel, Labor Day weekend 2016

The wife and I took a trip to NYC to visit friends over Labor Day weekend. I took advantage of the situation to take a not too out of the way detour to visit the old Bethlehem Steel plant in Bethlehem PA.

Briefly for those who don't know, the old Bethlehem Steel plant is one of the oldest steel mills in the country. It opened circa American Civil War era and closed its doors in 1995. Originally it produced steel rails during the time when railroads were transitioning to steel from iron rails. In the WWI & WWII years it was big in naval shipbuilding.

Instead of razing the mill buildings after it shut down, in recent years the complex has been turned into a museum, arts expo center, and even a concert venue. 5 blast furnaces and many of the old mill structures are still intact. In 2015 they completed the Hoover-Mason Trestle, which is a 2000-foot walkway built on the original high line for the blast furnace structures. You can visit the complex and walk the HMT for no admission fee. Even though the old structures are slowly rusting away and crumbling, it is still a great place to visit for anyone interested in getting an up close inside view of a large steel mill complex.

The beginning of the Hoover Mason Trestle and 3 separate blast furnaces. A fourth is just visible at the left side and the fifth one is further to the left off the photo. At the very right side of the photo is a partial view of the concert venue that has been built here. At night colored lights light up the old blast furnaces as a backdrop to concerts here.

A view of the raw materials storage bins below the high line. Iron ore, limestone, and coke were stocked in these bins and were added to the top of each blast furnace in measured amounts by skip hoist buckets from below.

3 burner furnaces and stacks for one of the blast furnaces to the right. The burner furnaces produced the hot blast air that was fed into the bottom of the blast furnace to create the 3000 degree blast needed to produce molten iron.

A shot of the top of a blast furnace. Seen here is the upcomer and downcomer piping that moved the hot gas from the top of the blast furnace. The hot gas was basically cleaned and then recycled back through the burner furnaces. Also seen here is the top of the skip hoist that fed raw materials (coke, ore, limestone) into the top of the blast furnace.

View down the high line showing the large pipes that carried the hot blast air from the burner furnaces to the blast furnace.

A view of the remaining mill complex from the Hoover Mason Trestle.

Steam powered blower engines that provided the cold blast air to the furnaces which in turn supplied the hot blast air to the blast furnace.

The high line viewed from the side opposite the blast furnaces. Iron ore, limestone, and coke were dumped into the bins below for distribution to each of the five blast furnaces.

Blast Furnace scratchbuild

Unfortunately, Walthers has discontinued their latest run of their blast furnace for the Ashland Iron & Steel series, 933-2973. It had an MSRP of $263.98 in the 2016 catalog. The ones on Ebay have been going for at least that much and usually more, assuming you can find one. Walthers had an initial run of this kit back in the 1990's when they did their USS series, as far as I can tell there is no difference between the two kits. Those are still floating around and are also fetching close to $300 on Ebay.

Looks like I'm going to have to scratchbuild one. Fortunately there is a group on Yahoo Groups that is dedicated to the modeling of steel mills. There is a great deal of information available there to assist in building steel mill facilities.

Today I made a trip to Rob's Trains in Alliance, OH to raid his Plastruct and Evergreen styrene stock. $120 worth of I-beams, tubing, railings, stairways, and corrugated sheet should give me a good start on the project. Unfortunately he didn't have a lot of what I was looking for, so I will have to get the rest online.

Here is the best photo I can find of the blast furnace that was part of the Republic Steel bolt & nut factory. There is very little information available on this facility. Really all I know is it was built sometime around the late 1800's and it was torn down around 1935.

Blast furnace technology in the late 1800's to early 1900's didn't evolve much other than they kept getting bigger to allow for more production. Some blast furnaces had different features than others but the basic technology was the same.

The #1 blast furnace at Monessen Works near Pittsburgh was constructed in 1913. That will be my model to base my scratchbuilding project on. Thanks to HAER, there are scale drawings available on the internet.

Fortunately since I am basically freelancing my blast furnace on a real world structure that was torn down about 80 years ago, I will have a lot of discretion to exactly how it will be laid out. I think using the Monessen structure as a guide will get me pretty darn close.

Steel Mill Modeling

Recently I purchased The Model Railroader's Guide to Steel Mills by Bernard Kempinski (c. 2010, Kalmbach Publishing).

Before purchasing this wonderfully detailed book, I was "kind of interested" in modeling steel mill operations. Now I'm very interested. Based on what I've seen in this book, it would be very easy to construct an entire layout centered on one steel mill.

One of the references the author refers to heavily is a HAER (Historic American Engineering Record, available at the Library of Congress website, loc.gov) survey completed in 1995 on the Pittsburgh Steel Company's Monessen Works in Monessen, PA which was along the Monongahela River just south of Pittsburgh. The Monessen Works was a very large steel mill that by 1920 occupied a 2.3 mile, 160 acre stretch of riverbank along the Monongahela River. The complex consisted of three blast furnaces, a 12-furnace open hearth steel making facility, a coke plant, rod mills, wire-drawing mills, a barbed wire mill, three galvanizing plants, a nail plant, and a wire fabric mill. Of course, all that is left of it today is the coke & coke by-product plant.

The HAER on Monessen Works includes several excellent engineering drawings of key facilities of the steel mill, in particular the blast furnaces and open hearth mill. Most steel mills in the early 1900's were constructed using the same methods used at Monessen, and the Republic Steel plant in Cleveland was no exception. Armed with the HAER drawings and Kempinski's explanation of the iron & steel making process examined through a model railroader's lens, I think I can now create an accurate and operationally sound version of the Republic Steel Bolt & Nut plant on my layout.

Here are a couple samples of the HAER engineering drawings on Monessen Works. These are for Blast Furnace #1 which was completed in 1913. There are similar drawings for the open hearth.

These drawings will really come in handy for modeling purposes. The blast furnace at Republic would have been of similar construction since most blast furnaces during that time period were constructed the same way.

Unfortunately, the Walthers HO scale blast furnace kit is discontinued and out of stock.

Unless I can find one at a reasonable price on Ebay, this baby will have to be scratchbuilt with Plastruct components.

Republic Steel Bolt & Nut Division, Part III

After browsing literally hundreds of photos on the Cleveland State University Cleveland Memory Project website, specifically the section on Cleveland Union Terminal, I finally found some more photos of the bolt & nut plant. Of course, I found none of the photos by searching for anything related to the bolt & nut plant.

The photo below was found by searching for "Cuyahoga River", and was listed as a general distant view of the Terminal Tower from the banks of the Cuyahoga River. What it actually shows was my "bingo" moment because as far as I know this is the best shot available on the internet of the blast furnace at the bolt & nut plant, which was constructed prior to 1900. The photo was taken in 1928, which was 2 years before Republic Steel purchased the bolt & nut plant, and at this point in time the plant was known as the Upson Bolt & Nut plant and was owned by the Bourne-Fuller Company. You have to look closely to notice, but a large ore freighter is on the river just on the other side of the person standing in the foreground, the deck of which is just above the person's head. The wheelhouse and mast are visible to the left of the Terminal Tower.

Upson Bolt & Nut late 1800's era blast furnace, photo circa 1928. Photo: CSU Cleveland Memory Project. 

A little more history research revealed that this blast furnace along with the ore unloading dock and the open hearth furnaces were dismantled at some point after 1935, just 5 years after Republic took control of the plant. After the blast furnace and open hearth furnaces were dismantled, the bolt & nut plant would have received raw steel slabs from the much larger Republic Steel mill just a few miles away and a little further up the Cuyahoga River. The large structure formerly housing the open hearth furnaces was turned into a steel bar and slab storage building. I assume that this was done by Republic as a cost saving measure and to consolidate steel making operations in the Cleveland area. The larger Republic mill up river, the former Corrigan-McKinney steelworks, was a much larger steel mill and was the centerpiece steel mill for Republic in Cleveland.

The photo below is a 1952 aerial photo from USGS Earth Explorer, which I obtained by following Chris Ellis' excellent tutorial. The stacks from the open hearth furnaces are gone, as is the blast furnace and ore dock, meaning that the bolt & nut plant was not making its own steel anymore. The ore bridge crane has not yet been dismantled though.

USGS aerial photo of the Republic Steel Bolt & Nut plant, circa 1952.

This leaves me with a modeling dilemma. If I am to model the 1940's-1950's operation of the plant, I will either have to take freelancing license and pretend that the bolt & nut plant still made its own steel in the 1950's or I will have to model the plant without steel making capability. I am leaning towards freelancing because I think a working steel mill will add a layer of interesting operations to the layout.

Republic Steel Bolt & Nut Division Part II

As I mentioned in the previous post, there is little information available on the internet about the Bolt & Nut plant. Here is an example of how to date an undated photo based on what you know about other things in the photo or not in the photo.

The photo below is of the Nut & Bolt plant and is one of the few full plant shots I have found on the internet. It is undated but it was taken from the Terminal Tower so it has to be after 1930. DK Yard is clearly visible from the rolling lift bridge in the lower right corner through to the left side of the photo. The Carter Road lift bridge, which should be sitting adjacent to and on this side of the railroad bridge, has not been built yet so the photo is definitely prior to 1939. The 5 open hearth furnaces are the 5 tall thin stacks attached to the large building in left center and spaced wider than any of the others. Since this is well before any environmental emission regulations, I would expect the open hearth stacks to be spewing smoke. The steelworker's labor union conducted a strike in 1937 which became known as the Little Steel Strike of 1937. This plant was impacted heavily by that strike until World War II in 1942 when the strike ended (unsuccessfully for the labor union) and operations resumed again for the war effort. Only minimal operations were conducted by "scab" workers during the strike, so that could explain why the open hearths appear to be shut down. So, my best guess on this photo is sometime in the 1937-1939 time frame.

Photo: From the Cuyahoga County Engineer's Photography Collection, Cleveland Memory Project.

This is pretty much all I have found reference the plant. It traces its beginnings back to 1872 as the Cleveland Nut Company. It became Upson Nut Company in 1883 after some mergers with other companies in Cleveland and also in Connecticut. Upson purchased some of the land surrounding the plant including an ore unloading dock and also a pig iron and blast furnace from the Cleveland Iron Company which was next to the plant on Carter Road. By 1905 Upson Nut was America's leading nut & bolt manufacturer. In 1910 Upson constructed the 1200' x 135' building which housed the 5 open hearth furnaces, meaning that now Upson Nut had its own fully integrated steel mill and bolt & nut factory all in one place. In the 1920's the rest of the factory buildings were constructed and the photo above represents the facility at the height of its existence. In 1930, Republic Steel purchased Upson Nut & Bolt and it became the Republic Steel Bolt & Nut Division. The facility operated until the 1960's when competition from foreign producers, higher wages, and environmental regulations caused Republic Steel to start the slippery slope downward. The plant shut down most operations by 1973. In 1984 when Republic Steel merged with Jones & Laughlin Steel to become LTV, the property was abandoned. In 1989, some of the vacant buildings caught fire and the entire facility was razed in the several years following that. (UPDATE/CORRECTION: In 1973, Federal Steel and Wire purchased the Upson Nut & Bolt property from Republic Steel during a period where Republic was reorganizing and consolidating operations in the Cleveland area. Federal Steel and Wire apparently never operated the plant, and began selling off all the bolt & nut manufacturing equipment and the plant was vacated. The 1984 merger between Republic and J&L to form LTV was therefore irrelevant for the Upson plant because Republic had sold off the property over a decade before. In April 1990, some of the abandoned buildings caught fire and the facility was razed shortly thereafter.)

On my layout, the Bolt & Nut plant will be operating at full capacity in the mid-1950's/1960's.

Republic Steel Bolt & Nut Division

Here's a map of the Republic Steel Bolt & Nut Division that sits next to DK Yard on the Clark Branch, circa early 1940's. I hadn't really considered modeling an active steel mill until I really started studying this map. The more I looked at it, I realized it has a lot going on and could generate a large variety of freight traffic on a model railroad. Indeed, I think DK Yard probably devoted a lot of time and energy serving this plant.

There is not a lot of information available on the internet about this plant. It was razed sometime in the late 1980's or early 1990's. Looking closely at the map though, you can see that it is its own self-contained steel mill attached to a bolt & nut factory. Lately I have been researching steelmaking as it would have been done in the 1950's and as I learn about the process I have been able to visualize how the plant may have operated.

It has its own locomotive facility, its own ship-to-shore ore unloading crane & storage dock, and its own power & steam plant. It had 5 open hearth furnaces which would have taken in raw materials for making steel (scrap, ore, limestone, etc). It has facilities for processing the raw steel ingots that would have been produced by the open hearths into steel billets and then in turn would have been hot forged into bar stock to be used in the production of nuts & bolts. The final finished products would have been shipped out again in boxcars to customers around the country. Both the Erie and NYC switched traffic in and out of the plant, with Republic Steel locomotives performing the inner plant switching moves.

I think this industry could become the centerpiece of the layout and could add a significant layer of operations above and beyond what the average layout has. It would also give me a place to park my 750' Great Lakes ore boat.

Photo trip to Cleveland 7/7/16

Took advantage of great weather to make a short photo trip to Cleveland yesterday. I made sure the SD card was in my camera this time.

This is the south end of DK Yard looking north from Willey Av. Just a single track today. That's Werner G. Smith Inc on the right, which is a vegetable & fish oil producer.

Another view of Werner G. Smith Inc, and what appears to be a track over a trestle with what was at one time between-the-rails unloading. Looking at old Sanborn maps and Hopkins atlases, my guess is they unloaded coal cars here for their own boiler plant.

Yet another view of the trestle from the other side along Train Av. The shots above were taken from the crossing gates on the other side.

Further up DK Yard, here is OX tower which still stands right next to the twin lift bridges at Carter Rd. I'll have to do some more research to find out when they abandoned this tower.

Pivot 90 degrees right and this is what you see. Part of my finger, the abandoned railroad lift bridge on the left, and the Carter Rd lift bridge to the right of it. Looking through the railroad lift bridge to the other side was the line into the Warehouse District on the east bank of The Flats and the connection to the NYC Water Level mainline. Once that line was abandoned, this lift bridge would have also ceased operation. I have found photos of Penn Central still using the Warehouse District line in the 1970's. At some point the RTA Rapid line was built over top of the old Big Four line in the Warehouse District. I know this single track rail bridge was built in 1953 and replaced a rolling lift bridge which was double tracked. The Carter Rd bridge was built in 1939 and still operates today.

Another shot of both bridges from across the river along Columbus Rd. I am standing on the site where a large B&O freight house once stood. The old B&O passenger station on the left. I'm surprised that building is still standing.

Here is the grain elevator on Merwin St, which serves the cereal & flour plant on the other side of it. Back in 1952 this was listed as Montana Flour Mills, Fairchild Milling Division. The railroad spurs are between the milling buildings and not next to the elevator. Not sure if that means grain came to the elevator by both rail and grain freighters or just grain freighters.

Here's the office and one of the two locomotives for Flats Industrial Railroad. In 2014 FIR listed 2 employees on it's books. That lift bridge connects with DK Yard on the other side of the river.

I took 235 photos in the hour I was on ground yesterday. I'll eventually get them uploaded to Flickr. I need to take more trips because some of the roads I wanted to go on were closed for construction. There is also a bike trail being built along the entire path of the old Erie line through the area, but it is not quite finished yet and is still closed. Once that opens, I'll be able to stand on the bridge right over top of DK Yard, at the location where NYC interchanged with Erie.