I have a three-track main line (1, 2 & 3) and I want a commuter line to connect by a turnout to track 1 then continue on and then connect to track 2 then continue on and connect to track 3. My problem is that regular Atlas Snap Switches (#851) don’t have the alignment to make a good transition back to back.
In other words I want a commuter train to enter any of the main line tracks (1, 2 & 3)
The distance between outside track rails is 1 ¼” on my three track main line.
Atlas has Custom-Line switches in different sizes. What size turnouts can I use that will allow switching between the lines with 1 ¼” clearance?
You can download RTS and work it out pretty precisely.
Remember that by allowing a little bit of track between each switch along the main will trade space for connectivity. In other words, three switches back to back probably wont fit but if you spread the three along more of the main and inserted small peices (Also availible from atlas) you have a good chance of getting the geometry you want.
To explain a little bit further. I think the Atlas turnouts I have now are #4’s. If you tried to connect the legs a small extra piece of rail would be needed between them. If I used #6 turnouts would the legs line up without the necessity of any additional rail?
Snap-Switches are curved to match a standrd 18" radius section. The Custom-Line turnouts are not, and will make better yard ladders. You may not be able to get exactly 1 1/4" spacing though. You can plot it out in RTS. I have an older Atlas track plan book which in the back shows common arrangments for ladders and other things using Custom-Line components. One or more of the current bools may also contain this information - but you cna do the same in RTS which allows drag and drop of the track pieces and is fairly easy to use, just limited to Atlas track. --Randy
From your description it sounds as if you really want one standard turnout and two single slip switches, which would allow your commuter train (MU cars?) to cross over all of the intervening tracks without squirming like a sidewinder.
I’m afraid I can’t help you with commercial product data. Situations like yours are exactly why I build my specialwork from raw rail on loose ties (at least, they’re loose until I glue them down.)
AAAARGH! Chuck! Okay the layout includes commuter BUT US practice, unlike Eu, UK and Japanese still avoids slips switches as much as possible.
I’m not sure if Peco even do any slip switches in US profile. The ones shown in the above post look very much like UK profile which is totally wrong for US. (It’s 1:72 not 1:87 and our track is very different) If you’re in storage non-scenic track the appearance doesn’t matter but they would really foul things up in scenery.
Commute trains wiggle! They usually slow down first but ask any commuter and they will probably dispute that.
Respectfully beg to differ. Around New York City (my pre-1960 area of prototype interest) slip switches were used wherever space and track alignment required. One of the posts on this forum several weeks (months?) back showed a monster X-crossing with six parallel tracks and a dozen double slip switches. The location? Jersey City, New Jersey.
The New York Central, Pennsy and the other Greater New York rail lines were a wonderland of multiple tracks connected together by puzzle palaces of specialwork. Whether that is still true I can’t say - I haven’t done any railfanning in the area for half a century.
Chuck (who may model the JNR, but isn’t totally ignorant of US practice)