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This article is reproduced from the January
92 issue of the old printed membership directory,
observations made for this reproduction are
identified like this in the article.
Design by Long
By Chuck Long.
Over the past several years questions about the design concept of the current Garfield Central have arisen on numerous occasions. The early editions of the Garfield Clarion reprinted a series of letters from Chuck Long to Club members which discussed design principles of the present layout. To help all members better understand the design principles of the Garfield Central, that series is included in the Membership Directory, January 1992. Some place names have been changed. These changes are noted within brackets.
Scheme: The Garfield Central is a segment of a Class I trunk line set in the Allegheny Mountains. Operations center around a division point midway between the eastern seaboard and the midwestern terminal.
Traffic is diverse. There are many local products and industries. Commuter service is operated in one direction out of the division point. Crossing geographical barriers requires a helper district. A branch line, possibly narrow gauge, runs to a remote area for mineral and agricultural products. Traction service in and near the division point can be visualized.
Operation: Point to point between return loops, point to point commuter service and a point to point branch line. Local freights switch either direction from the division point. Through freights are dispatched from the division point. There is through passenger service, with branch line interchange of sleepers and baggage.
Delamore [East Loop] - This is the eastern off-line terminal of the railroad. These are the Garfield Central’s staging tracks. Complete trains originate and terminate here.
Clarendon [Clarendon Gap] - Commuter terminal. Features include a small coach yard, small turntable and a three or four stall roundhouse. Both mainline and commuter engines would receive service. The way freight would find six or seven small industries.
In Clarendon, eastbound, four tracks are accessible for bringing in commuters. Westbound accessibility to three tracks should be sufficient. Some sort of internal run-around is necessary for the engine service facilities.
On the mainline between Clarendon and Stewart’s Ferry [Garfield Courthouse]
the major scenic attraction should be one large line-side industry for three to five cars.
Stewart’s Ferry [Garfield Courthouse]- This should be a wayside commuter stop. There might be some head end business for through trains. Three or four small industries for the way freight.
This is a three track passing point. There may be a short fourth track which would be a holding track for eastbound commuters when Clarendon is choked.
Between Stewart’s Ferry and Bridgeport is the “subway” trackage. No industries are present, but several commuter stations could be interesting.
Bridgeport - This too, is a wayside commuter stop with a waterfront theme. A high level passenger station with low level industry trackage. Three to four small industries for the peddler is sufficient.
Bridgeport is much the same as Stewart’s Ferry, except the fourth track is arranged for westbound use when Garfield City
[Georgetown] is clogged.
From Bridgeport to Garfield City, in the middle of the big curve, there is just enough room to sandwich in a large, four or five tall silos, grain elevator. The elevator would handle three or four cars.
Garfield City [Georgetown] - There is lots to do here. The station will be at street level. Cut a corner in the operating aisle and a larger roundhouse can be tucked into the wye’s curved side. Big city development in the spectator aisle, out side corner. The traction line would cross the main at grade. It would continue to a development behind Stewart’s
Ferry. There should be a coach yard, express depot and classification yard. This time the yard should play a part in train make-up.
An interchange with the branch should be located between Garfield City
and Laurel Gap [Summit]. There is a possibility of some industry in the big bend and near the cab platform, if the narrow gauge doesn’t take the space.
In Garfield City four tracks should be accessible westbound for commuter termination. A three track mainline should be enough for eastbound traffic.
Laurel Gap [Summit] - Other than a large coaling dock and diesel fuel facility to take care of uphill trains and helper, there should not be any engine terminal facilities here. The helpers go right back down the hill. The branch interchange here will not allow through routing of cars, trans-loading only. The way freight will find four or five moderate sized industries.
Laurel Gap is somewhat special. Westbound there should be two tracks for the mainline. Eastbound, however, is where the helpers cut off, so an extra track is necessary in this direction to hold an entire train.
From Laurel Gap to Morgantown [Williamsport], on the “Big Hill,” don’t plan much freight work; just plenty of pretty scenery.
Morgantown [Williamsport] - The main terminal for helper service. Featured is a larger turntable than found at Clarendon, and fuel facilities. There should be three to four small industries for the way freight.
Morgantown should be like Laurel Gap, except with an added engine terminal. Eastbound trains are held here while the helper is added.
Pittsagheny [West Loop] - This is the western counterpart of Delamore. It serves all of the same functions.
Construction: I recommend that the mainline be constructed in its double-track entirely before any turnouts are laid. Then we will be able to doodle full-sized with possible track arrangements at each of the station areas before laying any track. Put flat work on each side of the main, then set equipment and boxes for buildings in place. This will permit trying different arrangements. However, I think there is sufficient space at each station to establish throat and crossover turnout now, and to put those ties in place as the main is laid. I think the main will be laid more efficiently and quickly this way, and we really should take quite a bit of time studying out each station individually. We’ll do a better job if we take our time at this, rather than hurrying to lay something through as we did last time. I don’t care if individuals want to take charge of specific stations, but I think the “set-up” procedure should be followed, getting feedback from everyone on a couple of different arrangements before glue is applied.
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