The search engine here isn’t good enough to find the links, but we have had threads looking for the cause of derailments and people post pictures of the track work where a track meets the turnout at an angle, not a curve, an angle. Holes drilled to power frogs look like a turnout at Verdun.
I never heard of the term bullet proof trackwork when I built my first real layout in the 80’s. I do not remember any derailments until the change of humidity and soldered rail joints cause numerous kinks. Once corrected I still did not have derailements.
I should add I have a healthy measure of OCD
Some people are willing to settle for a lousy effort. If you ever owned a business you know it’s not limited to model railroading.
I have always prioritized reliable operation. The layout is now almost 15 years old and runs pretty well. I like to think off track work reliability in three stages.
Stage one: the track has been laid down permanently (not loose) and is fully operational with switch machines and feeders all installed. During this phase it is important to cover all of the aspects that others have mentioned to get track that operates as flawlessly as possible. I test by backing up long cuts through complex track work and by running the largest fixed wheel based locos I have through these areas as well.
Stage two: ballasting and painting: Usually ballasting and painting will create some issues to fix. The glue and paint will get into any non-soldered joints and you might find some dead spots that you forgot to feeder that worked great until you applied ballast glue. Depending on how heavily you apply the paint and scenic materials, you may have to spend some time cleaning the track to get the continuity back. This can be a process that might take a few cleanings to get back to square. Glued ballast will also permanently fix the track so that it can’t flex at all. This sometimes creates problems as the track that worked fine previously when it has some flex (even though it was solidly attached) and now has an issue due to the rigidity that comes from the ballast glue.
I have always prioritized reliable operation. The layout is now almost 15 years old and runs pretty well. I like to think off track work reliability in three stages.
Stage one: the track has been laid down permanently (not loose) and is fully operational with switch machines and feeders all installed. During this phase it is important to cover all of the aspects that others have mentioned to get track that operates as flawlessly as possible. I test by backing up long cuts through complex track work and by running the largest fixed wheel based locos I have through these areas as well.
Stage two: ballasting and painting: Usually ballasting and painting will create some issues to fix. The glue and paint will get into any non-soldered joints and you might find some dead spots that you forgot to feeder that worked great until you applied ballast glue. Depending on how heavily you apply the paint and scenic materials, you may have to spend some time cleaning the track to get the continuity back. This can be a process that might take a few cleanings to get back to square. Glued ballast will also permanently fix the track so that it can’t flex at all. This sometimes creates problems as the track that worked fine previously when it has some flex (even though it was solidly attached) and now has an issue due to the rigidity that comes from the ballast glue.
Guy, you triggered my memory. I would say issues to fix or avoid.
I painted my trackwork with rattle can paint and was too heavy handed at the turnouts. Too much paint (vs. a light amount) at the moveable turnout points rails got some of them sticky. I was able to free them up, but sooo avoidable.
Similarly, I found with ballasting that some ballast dust atop the ties, with glue in the area, adds enought friction to cause a points movements problem. There are lots of hints in other threads about how to avoid this problem.
I fully agree. At the time I had not tried the airbrush, which I now can handle. I could have painted manually, but did not. The issues were indeed avoidable.
I simply banned all handguns (and long guns, too) from the layout room, and so-far, compliance has been 100%, with derailments reduced to only those created by the occasional sloppy operating practices of the layout’s owner. [swg]
I’m a bit late to the party but I do believe I know “bullet proof” trackwork.
If you can run your trains over the entire layout in both directions at varying speeds, and not have a derail or unwanted stoppage or unwanted uncoupling…then I would say you have “bullet proof” trackwork.
When laying/wiring your trackage, a key component is to test, test, test. And if there is a problem of any kind or of any severity, know that it will not go away until you fix it. It’s just that simple.
Like mobilman44 I too am 'late to the party. And i agree with his comments.
Just an aside. We check the track is clean. We check the wheels of our locomotives are clean. Remember to check the wheels of carriages and trucks. They collect dirt as well causing derailments.
Our layout was constructed on four (and a half and another half) tables. I just finished lifting track off all of the joints and cutting through the foam risers crossing those joints.
The wiring is all screwed to terminal strips or uses plugs at each table joint. That’s all disconnected after labelling the matching ends with matching wire labels ( 16 blocks, three cabs, 19 switchable sidings or track sections within blocks and 22 turnout motors).
The ultimate test of bulletproof track may be moving a layout.
That might be true, but It is not fair to the track work. Just because one cannot do that does not mean they don’t have the proverbial bullet proof track. Many other things can cause the aliments you are using as a measure. Wheels out of gauge, wheels not rolling freely, wheel flanges too deep, coupler springs, coupler height, truck pivoting, truck tilting, and the like. All of those can cause derailments and unwanted uncoupling and have notthing to do with the track.
Sure it is. It is a testament to bullet proof track work. mobilman44’s point is well taken.
Your point makes an entirely different argument. If you cannot run your trains over the entire layout in both directions at varying speeds without a derailment or unwanted stoppage or uncoupling, then you need to look further to determine the problem. It could be a flaw in the track work, wheels out of gauge, wheels not rolling freely, wheel flanges too deep, coupler springs, coupler height, truck pivoting, truck tilting, and the like.
And that is why I made some reference to track related standards because the best trackwork in the world will not work with sub standard equipment or equipment outside the design standards of the track work.
Back to the basement, making preparations for the first sections of benchwork.
Have desided there is no such thing. Sometimes just the makeup of what you are hauling derails and NMRA weights are no garrentee. Best we can do is get as close as possible by eliminating all the extra causes and tweeking it to your stuff. Had one stretch on a curve that was a probledm, fixed it bet had to make the track not level on the width ever so slightly.
