My question is 2 fold. In some layout plans they call for a switchback.
What is a switchback and how does it work?
Next how does one go about design a switchback?
Welcome to the forums.
A switchback is usually used for climbing a steep hill where distance is limited. The tracks go back and forth across the face of the hill. After crossing most of the face (as much as you want to use) there would be a switch and a tail track. The tail must be longer than the trains you will be running up and down the hill. After all our rolling stock has passed the switch, the switch is turned and the train proceeds uphill above the lower track. When it reaches the other side, another switch, another tail track, continue those combinations until you have reached the desired elevation. This is most often used in logging operations or around here it is used for climbing to the granite quarries. Basically it is a zig-zag up and down the hill. The loco pulls one section then pushes the train on the next.
Have fun,
Street cars use a winding road to get height. RR uses a switch back. Most double switch back like at the narrow gauge http://en.wikipedia.org/wiki/Monarch_Branch And at the Cass Scenic RR ar famous switch backs
Wolfgang
CSX operates the only Class 1 mainline switchback in the US that’s in use for daily operations. It’s on the former L&N’s Cumberland Valley Subdivision trackage on the KY / VA state line. It’s known as Hagans Switchback. The line currently sees about two loaded and two mty hopper trains of Appalachian coal per day and recently had the tail track extend to eliminate the need for doubling the train down at the tunnel level. Mapquest Smiley, Va for an overhead look at the real deal or check out a nice trackplan here:
Probably the ultimate switchback route was in Central Arizona, on the rail line from Bumble Bee to Crown King. At the Crown King end there were TEN switchbacks. The track between switches averaged 3.5% grade, while the tail tracks were laid on a 2% grade. Part of the Crown King Road is laid on the old roadbed, deviating around one collapsed tunnel and a couple of bridge sites where the trestles have long since become unuseable. Even where the road leaves the roadbed, aerial views reveal where it used to be. In the high desert, nothing much has happened to disturb it since the rails were pulled out.
I have driven the Crown King Road. It’s a hairy climb, and the old switch locations are really tight streetcorner turns. The tail track grading seems to indicate a normal train length of about ten short cars and a locomotive. If you’re driving north from Phoenix, have a pickup or SUV and are feeling adventurous it’s easy to reach from I-17.
Chuck (Modeling Central Japan in September, 1964)