Model Railroading > La Mesa - 90’s Op Session – Dec 2024

Back in 1990’s, I drove the wheels off of multiple cars chasing trains in the Tehachapi area.  Though the La Mesa Layout is set in the early 1950’s era, it is fine to bring personal equipment to run of any era (or railroad).  Last weekend there was a 90’s Operating Session.  Because I had expressed a preference for the 90’s era, members had encouraged me to participate.  I’m so glad I took their advice! :-D
 
NCE
I have an NCE throttle, which is what La Mesa uses, so that was familiar.  However, I have no experience with Op(eration) Sessions, where multiple trains, controlled by different engineers, are all trying to adhere to a set of rules that keeps them from crashing into each other.  I don’t mind making rookie errors when it only affects me.  (That is part of the learning process.)  However, when I make a mistake and it affects someone else, that is harder to resolve.  Add the fact that it is a public venue, and it is a recipe for an emotional (and literal) train wreck.  However, everyone was VERY helpful and helped me through the learning curve.
 
New Kid on the Block
The first order of business was to ask to shadow an engineer to see how they do business.  I just wanted to look over someone’s shoulder and observe.  I tried not to distract the engineers by asking too many questions.  I knew they had to watch for any rolling stock that was “on the ground”, as well as listen to the walkie-talkie traffic.  If the dispatcher wanted to speak to the engineer, it was best to NOT keep the dispatcher waiting for a response.
 
TT&TO
La Mesa is known for its Time Table and Train Orders (TT&TO) Op Sessions, which are scheduled every few months.  Folks from all over the country (and even outside the USA) come to attend.  They love the challenge of running trains just like the prototype did in the 50’s.  However, the price of admission is to understand TT&TO, which I have NOT been able to wrap my head around yet. 
 
Fortunately, the 90’s Op Session uses Track Warrants, which is a bit simpler.  Hearing the walkie-talkie traffic reminded me of what I had heard over my scanner while trackside chasing trains.  This felt familiar.  However, rather than being a railfan spectator, as an engineer I need to understand the entire process in detail. 
 
There is paperwork involved, which is prototypical.  Each Track Warrant has a unique number.  Since safe operation depends on everyone being on the same page (literally), the engineer writes-down everything said by the dispatcher.  The engineer then verbally repeats everything written down on the Track Warrant paperwork.   The dispatcher confirms it is correct.  The dispatcher then says his initials and the time.  The engineer writes that down, and repeats the initials and time for confirmation. 
 
Listening to the walkie-talkie traffic, I can get an idea of the trains around me.  If an opposing train has been given clearance for a block ahead, chances are the dispatcher will soon be calling to have me take the siding for that block (to allow the opposing train to pass on the main).
 
West vs. East
One of the conventions that is critical to understand is which direction is West, and which one is East.  The way I remember it is traffic heading towards Bakersfield is “West”.  So, by process of elimination, going towards Mojave is “East”.  (I wish SP had used North and South instead, but that is a discussion for another day…) 
 
The dispatcher identifies a train by the lead engine (railroad name, road number, and direction).  For example, Tim was running one of the new ScaleTrains AC4400s.  He was “SP 100 East”, since he was heading uphill towards The Loop (Walong).  This convention was easy for me to grasp since it matched the scanner traffic I heard while railfanning.
 
Normal vs. Reverse
There are toggle switches recessed into the fascia.  They control the direction of the Turnouts.  Most have an “N” above the switch (written onto the fascia), which stands for “Normal”.  This indicates the points are thrown to have the train run “straight-thru”.  For most of the Turnouts, this is the usual position, allowing the train to stay on the main.  When taking the siding, the Turnout is thrown in the Reverse position.  This is the naming convention used by the SP (and many other railroads), and was therefore adopted by La Mesa.
 
When entering/leaving a siding. It is easy to get distracted and leave the Turnout in the Reverse position after clearing it.  I overheard some members talking about how much it bugs them when they encounter a Turnout that is NOT re-lined to Normal after someone enters/leaves the siding.  I didn’t want to get a reputation for being the guy that is sloppy about Turnout positions.
 
Note to self:  ALWAYS remember to return the Turnout to Normal after entering a siding, AND after leaving a siding.
 
Short Recovery
Considering the number of trains being run, there were very few derailments.  However, one at Walong caused the DCC Booster to trip, bringing everything to a grinding halt.  The Booster was reset, but this cleared all of the engine consisting.  In order to continue, each engineer had to re-enter their engine consist.  This requires not only the engine road number, but the direction it is facing.  I was impressed with how quickly the engineers were able to accomplish this.
 
Note to self:  Practice entering consists of 5 engines at a time.  Memorize the CV and function keys required.
 
Helpers
One of the more impressive sights were trains with mid-train helpers.  This was of particular interest to me, since this was a routine practice by SP on Tehachapi.  Just like the prototype, the La Mesa engineer of the head-end has to coordinate the train speed with the engineer of the helpers.  The helper engineer has the additional challenge of making sure the coupler slack is within a safe range.  Shove too hard, and a car might derail.  Don’t shove hard enough and the drag could string-line the cars.  It was quite a testament to the skill of the La Mesa engineers to be able to successfully run helpers on these grades.
 



Edited 4 time(s). Last edit at 01/03/25 08:31 by tmotor.

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I can see why La Mesa is strict about their rolling stock being free-rolling, and in-gauge.  There’s not much room for error when running LONG trains, on a grade, with the public watching.  It was such a treat to see LONG trains being run.  

Axles
The rule of thumb on La Mesa is one driving axle can pull a pair of 40’ cars.  So, a 6-axle Tunnel Motor could pull 12 cars.  Of course, longer cars would need more power.  Since most modern rolling stock is over 40’, it will take some experimentation to find the limit.  The grades on La Mesa are such that if the train is under-powered, the engines WILL stall.  How prototypical!  :-D
 
The DCC Boosters can provide 5A (amps).  I wondered how many engines (with sound) could be in a power district at a time.  Since worse-case scenario is pulling uphill, I assumed 4 engines would be the max.  However, I saw a train with 5 engines on the head-end, AND 4 engines as mid-train helpers.  I wasn’t sure if all engines had sound, but assumed they all had efficient can motors.  To my delight, the Boosters were fine with the power draw from this large number of engines. 
 
This confirmed that it would be possible (in theory) to run a prototypical Oil Cans train.  The shortest ones I saw when chasing the Oil Cans on Tehachapi had 5 (3 + 2) strings of 12-cars each, 60 cars total.  That would require a minimum of 4 engines on the head-end, with 3 mid-train helpers.  I would like to see how far I can push the limit and add more engines.  It may require removing sound from some engines (to reduce the power draw).  I could even run dummy engines, just to make the consist appear to be 6 engines on the head-end, and 6 min-train helpers.  :-0
 
We’re Not a Couple
A few times I saw cars uncouple mid-train.  Ensuring the ENTIRE train was intact was a challenge, since the trains go around curves, behind hills, and into tunnels.  Kadee couplers are a must.  Some members prefer to use the larger #5 Kadees to help minimize the chance of their train breaking apart. The Kadee double-shelf couplers do a wonderful job of keeping a train together.  (Trying to get them to uncouple with a skewer is another issue…) 
 
The dreaded sound is the “shhhhHHHHHHH” of an uncoupled set of cars picking up speed on a down-grade.  This is particularly scary on Caliente, since the scene is very deep and the uphill track is out of reach.  (However, there is usually a member on the backside that can reach over the top and save the day.)  Luckily, since all engineers were very vigilant, I did not hear that dreaded sound.  I prefer the look of the Scale Head couplers, but I may opt for the larger #5 head for the added insurance.  The thought of my train uncoupling, and me watching helplessly as it becomes an out of control roller-coaster, keeps me up at night.  With my luck, a member of the public will be filming it, and then have it go viral on the Internet.  That is 15 seconds of fame I can do without!
 
Tick-Tock
The bane of model railroaders is never having enough room for their layouts.  Scenes need to be compressed to fit the reality we see into the confines of the space available.  One way to make a layout appear larger is to use a fast clock.  Time is “compressed” in order to match the compressed main trackage.  I assumed La Mesa used fast clocks.  Turns out La Mesa uses normal time!  Instead of compressing time, they enlarged the layout!  :-0
 
Where Am I?
When the dispatcher refers to a block, I need to have a mental picture of where that is on the layout.  If the majority of a layout can be seen, looking at a map gives a reasonably quick orientation.  However, only a portion of the La Mesa layout is in-view at any time.  I’m familiar with most of the blocks on Tehachapi, but now I have to find out where they are located on the La Mesa layout.  Only by walking around could I begin to memorize the block locations.   (It is so large, I need a golf cart to get around.)
 
Night Ops!!
The museum closes to the public at 4pm.  The 90’s Op Session was scheduled to end at 5pm.  I assumed things would wind-down.  However, I noticed Timmy installing large portable concert speakers in the hallways.  Hmmm, this is new.  I helped a crew of members run blue and purple temporary lighting on the layout.  Then they turned off the overhead lights.  I never thought I would see the La Mesa layout operating at night.  But there it was!  My anticipation was it would be pretty cool, but it was TOTALLY AWESOME!!  
 
Oh, and the speakers.  They were used to blast some music to add ambience, such as Ozzy Osbourne singing, “I’m going off the rails on a Crazy Train”.  In a matter of minutes La Mesa was transformed from a museum setting into Party Central! 

The layout looks very different at night.  For members that were used to running during the day, this made it a different experience.  The added bonus was to see the engines showing-off their lighting.  Step lights that were nearly invisible during the day, were now making a prototypical statement.  The under-cab lights on the ScaleTrains engines were TERRIFIC!  It mentally transported me back to being trackside while shooting night photography.  Is it legal to have this much fun?   :-D
 
Happy New Year!
Dave
 
 



Edited 8 time(s). Last edit at 01/04/25 15:53 by tmotor.

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Thanks for the education!  Looks like fun and trepidation all at once!

Cheers,
Jim

Would love to see a 90’s op session in that layout. Got to see Tehachapi a bunch back then, and could have easily spent way more time there. Glad you got to participate, looks like fun.

Nathan

Posted from iPhone

Why is there Conrail units moving a military train in the 90's on tehachapi's

Dave

Happy New Year, Jim!

> Thanks for the education! 
There is a lot for me to learn, and there isn't any formal "training".  
I will share whatever I learn, to help others have less of a learning curve. 

> Looks like fun and
> trepidation all at once!
Indeed!
I'm approaching it the same way I did when I was a new hire at a company.  Try to learn how they do business, and try not to get in anyone's way.  Eventually I will get the hang of it, and start to make a positive contribution.

Take care and God bless!
Dave
 

Happy New Year, Nathan!

> Would love to see a 90’s op session in that
> layout.
I just happened to join a few weeks before this 90's Op Session was run.  I'm not sure how often they are scheduled, but (based on how well received this session was) I think there will be many more to come.

> Got to see Tehachapi a bunch back then,
> and could have easily spent way more time there.
Indeed!
That was back in the day when being a railfan was considered a legit pursuit. 
It seems like now days there are so many thefts that standing trackside makes one a suspect.  Recent encounters I have had with railroad police have been courteous, but firm. 
One more reason to spend time "railfanning" on the La Mesa Layout.  :-D

> Glad you got to participate, looks like fun.
It has exceeded my expectation!  
I haven't even been a member a month yet, and already feel I'm getting so much benefit from it.

Take care and God bless!
Dave



Edited 2 time(s). Last edit at 01/08/25 19:23 by tmotor.

Happy New Year, Dave!

> Why is there Conrail units moving a military train
> in the 90's on tehachapi's
The Op Session is mainly a structure for there to be Track Warrants.  This requires a dispatcher, several foreman, and someone (Matt) to organize it to keeps running smoothly. 
The Club is pretty flexible on what kind of equipment members bring.  As long as folks are running trains and having fun, good to go.
Evan (the engineer of that train) works for Amtrak as an engineer.  He likes Conrail, so that is what he is running.
One member ran a passenger train with a beautiful UP Veranda and a (ScaleTrains) UP Turbine for power.  The passenger cars were illuminated, so they looked GREAT for the Night Ops.

However, if this were one of the 50's TT&TO Op Sessions, then things get pretty serious about being prototypically accurate.  Only engines of that era are allowed to run.  Moreover, the road names on the cars must be of the proper era.  (There won't be any bright yellow TTX boxcars!)  Each car's road number needs to be unique (La Mesa has almost 2,000 cars), since it will be on a Switch List.  

Take care and God bless!
Dave

Thanks for the write up about the operations. If I lived closer, I would be all over that. Did you get a chance to write and read back a track warrant? I've done that professionally for years and would have a lot of fun with that aspect. But I know it can be a challenge for unpracticed non-railroaders to properly read back a track warrant, especially if they have to spell out certain key words like direction and place names.
Being no stranger to extreme model railroad operations like running long trains up steep grades with helpers. I too have stuck with the standard head Kadee's for the most part, as they have a 0.01" taller knuckle than the scale head couplers. But with the release of the new SBE Kadee couplers, I've started to equip my longer cars that have inset trucks with them like 89' flatcars, centerbeams, modern reefers. Those cars are far more likely to have unintentional uncouplings due to vertical undulations. Since it is the smaller scale head couplers, I run the coupler height at or near the top end of the acceptable range so that the bottom shelf is more effective in keeping the train together. The best part about the SBE coupler is that you can still use a skewer stick to uncouple.
I did find it odd that the consists had to be reprogrammed after the booster tripped. If they have Wifi throttle control, you can use TCS UWT throttles as they keep the consist in the throttle and you would not loose the consist.

Ted Curphey
Ontario, OR



Edited 1 time(s). Last edit at 01/04/25 06:40 by funnelfan.

Since the La Mesa layout occupies two floors in the San Diego Model RR Museum in Balboa Park,
I found a handy rule to remember one's travel direction on the layout is that "East is Up"

Hakk

Happy New Year, Ted!

> Thanks for the write up about the operations. If I
> lived closer, I would be all over that.
I'm not exactly a local to the La Mesa Layout, but now that I've had some very positive experiences and met some wonderful members, it is worth the trip.

> Did you
> get a chance to write and read back a track
> warrant?
Not yet. My main goal for the day was to look and listen.
I was offered to run a train several times during the day, but I wasn't confident in my understanding of the Track Warrant process.  I plan to create a "Track Warrants for Dummies" guide, so I will understand it.  The dividend for the club is the guide can be used by future newbies to get up to speed.  I will suggest it be put on the website.

> I've done that professionally for years
> and would have a lot of fun with that aspect.
Just another day at the office.  :-D

> But
> I know it can be a challenge for unpracticed
> non-railroaders to properly read back a track
> warrant, especially if they have to spell out
> certain key words like direction and place names.
Indeed!
I wasn't familiar with all of the areas of the layout, so wrapping my head around Track Warrants wasn't going to happen when the dispatcher was referring to mysterious locations.  :-0

> Being no stranger to extreme model railroad
> operations like running long trains up steep
> grades with helpers.
It is a different animal from running a layout solo, but the benefit of being able to run LONG trains is SO worth it.  
Of course, coordinating with other engineers when running trains is actually more prototypical.  :-D

> I too have stuck with the
> standard head Kadee's for the most part, as they
> have a 0.01" taller knuckle than the scale head
> couplers.
Good call.
I'm all for rivet counting, but safe and consistent operation is more important.

> But with the release of the new SBE
> Kadee couplers, I've started to equip my longer
> cars that have inset trucks with them like 89'
> flatcars, centerbeams, modern reefers. Those cars
> are far more likely to have unintentional
> uncouplings due to vertical undulations.
https://www.kadee.com/120-ho-scale-sbe-shelf-whisker-metal-couplers-with-gearboxes-medium-932-centerset-shank
NICE!
I like the size and the extra safety margin.

> Since it
> is the smaller scale head couplers, I run the
> coupler height at or near the top end of the
> acceptable range so that the bottom shelf is more
> effective in keeping the train together.
Good tip!

> The best
> part about the SBE coupler is that you can still
> use a skewer stick to uncouple.
EXCELLENT!
I'm sold!

> I did find it odd that the consists had to be
> reprogrammed after the booster tripped. If they
> have Wifi throttle control, you can use TCS UWT
> throttles as they keep the consist in the throttle
> and you would not loose the consist.
They use NCE throttles with cables, and plug into sockets along the fascia.  (I assume they haven't gone wireless because they fear spotty coverage.)
I haven't asked if I can bring my own throttle, or if non-NCE throttles are allowed.
I'm kicking around the idea of getting a ProtoThrottle, but I'm not sure if it stores the consist internally or not.  I wonder how quickly an engine consist can be entered into a ProtoThrottle. it lacks a keypad, so it might require lots of scrolling on the small display.
For now I'm going to use their throttles, and do business their way.  Once I get comfortable, then I will have the confidence to try something different.

Take care and God bless!
Dave



Edited 4 time(s). Last edit at 01/08/25 19:36 by tmotor.

Happy New Year, Hakk!

> Since the La Mesa layout occupies two floors in
> the San Diego Model RR Museum in Balboa Park,
> I found a handy rule to remember one's travel
> direction on the layout is that "East is Up"
Good idea!
The majority of the areas with scenery viewed by the public fits that description. 
Summit is buried in the bowels of the layout, as is the rest of the trip to the Mojave yard.

Take care and God bless!
Dave