MER convention registrar needed

MER VP Kurt Thompson, asking for volunteers to take over as Convention Registrar, effective immediately. Please read the job description per the MER Executive Handbook below.

 

 

Appointed by: President
Approved by: Board of Directors
Reports to: Executive Convention Chairman
Position Summary The MER Convention Registrar shall perform the normal registration duties associated with mounting an MER convention. The MER Convention Registrar is an integral member of the MER Convention Action Team (CAT) and works closely with the Local Convention Committee.
Principal responsibilities:Registration records: 1.Sets up and maintains suitable registration records for each convention, working closely with the Local Convention Committee and the MER Convention Treasurer and the Executive Convention Chairman; Registration form: 1. Designs and maintains a convention registration form, both print copy and web form, e.g. one version in Word and another as a pdf file, with input from the Local Convention Committee and approved by the Executive Convention Chairman;2. Provides the registration form(s) to the Webmaster in a suitable electronic format; 3. Provide to Editor of The Local a registration form for inclusion with the ballot and as needed for printing in The Local; 4. Updates the registration form regularly working closely with the Local Convention Committee, and provide updated forms to the Webmaster and editor of The Local.
Individual registrations: 1. Directs all registrations to his office and manages all registrations, both prior to the convention and at the door, 2. Deposits all funds received in the registration process in the bank account for that convention and account to the Convention Treasurer for these funds, Registration Packages: 1. Creates and is responsible for the basic registration packages for all convention attendees, 2. Coordinates with the Local Convention Committee and the ECC for registration inserts, 24 Accounting: 1. Makes all deposits from registrations or other sources in a timely manner, 2. After the conclusion of a convention, transfers all financial records to the Convention Treasurer, 3. Acts as a back-up for the MER Convention Treasurer (or may also be the MER Convention Treasurer), (deleted 10/4/2018) Statistics: 1. Tracks the registration statistics of the convention, working with the MER Convention Treasurer. Provides the Executive Convention Chairman, the MER Treasurer and the MER Vice-President a final registration statistical report.

TT/TO Ops

Oregon Coast RR map

I’d like to relay a message from SMD member Don Florwick, letting you know he’s taking reservations for a January operating session on Mat Thompson’s Oregon Coast Railroad. The session is scheduled for Thursday, January 17th, with Tuesday, January 22nd as an alternate date in case of bad weather. It will be a daytime session, beginning at 10:30AM until around 2:30PM. 

This session is Time Table & Train Order, and folks interested in learning about TT&TO are encouraged to join the group. The session can accommodate up to 15 people, and Don will be keeping a standby list in case of cancellations. If you’d like to go, please contact Don Florwick directly at DJFlorwick@comcast.net to reserve a spot for this exciting event. If you’d like to know more about the railroad, please visit oregoncoastrr.potomac-nmra.org/

Draft Meeting Minutes – November 11, 2018

Division members met at Bob Johnson’s home.  18 or so were present.  After viewing the layout and socializing, Superintendant Alex Polimeni called the business meeting to order.

South Mountain Division

Mid-East Region – National Model Railroad Association

Draft Meeting Minutes – November 11, 2018

Division members met at Bob Johnson’s home.  18 or so were present.  After viewing the layout and socializing, Superintendant Alex Polimeni called the business meeting to order.

Reports:

18.11-1 Clerk’s Report (Meeting Minutes):  Clerk Harvey Heyser summarized the draft minutes.  Pete Clarke pointed out that Item #17.10-4 should read as follows:  “The SMD gave $140.00 (most of the Mini-Con proceeds) to support Mainline Hobbies’ fall layout tour.  Pete Clarke made the following motion (seconded by Jerry Skeim):

Motion:  That the draft Minutes for the May 2018 meeting be approved as corrected.  The motion passed unanimously.

18.11-2 Paymaster’s Report:  Paymaster Ray Price reported that the Division has $4,017.11 in its bank account including dispersal of $119.40 to Yahoo and deposit of $41.00 from the MER.

Old Business:

17.5-3-d. T-Track Modules:  Richard Benjamin of Hobbytown Frederick thanked the Division for the donation of the modules.

18.10-4 2019 Mini-Con:  The date will be Saturday, April 13, 2019.  Chair Pete Clarke indicated the date was selected to avoid conflicts with the Timonium Show and Easter.  Members willing to give informal clinics should contact Mr. Clarke.

18.10-5 Web Site:  Tom Fedor reported that he and Roy Hoffman are working on a new site format based on Word Press, a blog type web building tool that will allow better ties between the site and the Wheel Report.  The new site format will provide a quicker way to publish (on a weekly basis if desired) but still allow printing of some content for the members receiving the newsletter by mail.  The new format will also allow for easier archiving and will facilitate coordination with future officers.  Finally, the new format will present a fresher web presence and will include more attractive material for potential members.  No interface problems are anticipated with NMRA and MER.

18.10-7 Change of date and/or time of SMD meetings:  Given the fact that the meetings have been held on Sundays at 2 p.m. for a very long time and that the meeting sites are varied throughout the area, the discussion tended toward keeping the day of the week and time as they are.  However, it was suggested and agreed that in the future the social portion of the meeting will start at 1:30 p.m. and the business meeting will start at 2 p.m. giving members the possibility of leaving a bit earlier.  (As this is not a part of the by-laws, no formal action was needed.)

New Business:

18.11-3 Host Bob Johnson welcomed everyone to his HO scale West Virginia Midland Railroad.

18.11-4 Gold Spike Award:  Achievement Program Coordinator Jane Clarke presented Bob Morningstar with his Gold Spike award.  She reported that host Bob Johnson is making progress on his Achievement certificates for MMR.

18.11-5 The Wheel Report Deadline for the winter edition is November 15.

18.11-6 Future notices and updates from the officers will originate from an SMD e-mail address rather than a personal account.

18.11-7 Operating Session:  Herb Biegel reported that Matt Thompson of the Potomac Division has invited SMD members for an operating session on his Oregon Coast Railroad (layout in Gainesville VA) sometime after the holidays.  SMD members interested in participating should contact Don Florwick by e-mail.   donflorwick@gmail.com

Adjournment:  The Chair accepted a motion to adjourn.  Notice of the next SMD meeting will be communicated to the members.

Minutes submitted by Clerk Harvey Heyser

Following the meeting, host Bob Johnson gave an informal clinic on how he makes his layout’s many trees from wild hydrangea gathered at railway and highway cuts as well as from other recently disturbed ground.  He reported that this method of tree making was developed by Harry Clarke.

December Business Meeting

Alex Polimeni, superintendent NMRA South Mountain Division. (Tom Fedor)

I would like to invite everyone to our December meeting at Frank Benenati’s home this coming Sunday, December 9th. Doors open at 2PM for a tour of the layout, with the meeting to follow. If you missed our last meeting, you’ll find our clerk’s impeccably edited minutes attached below.

Afterward, Frank will be demonstrating how to use a Decoder-Pro and a Sprogg to re-program DCC engines and adjust sound levels and other CVs. Frank says, “I’ve had good results with the exception of first generation WOW sound steam.  If anyone wants to bring an HO engine they want to “reprogrammed” we will use it as a demonstrator.  If you have the manufacturer’s decoder information bring it along as that will be of assistance.” Folks are more than welcome to stay and socialize, as well.

Frank models a Western Maryland themed railroad, which he started while living in Germany and is modular in design. His layout uses Digitrax DCC and features Campbell, Bar Mill, Foss and more in addition to scratch built structures. A Timetable, fast clock, and waybill routing to simulate operations, with first generation diesels providing motive power.

Frank’s home is the last house on the left at the end of his street.

Please email southmountaindiv@gmail.com if you need Frank’s street address.

The railroad is in the basement, so if any members would prefer to avoid the indoor flight of stairs, you may walk around the side of the carport, continue around the back of the house, and down the gentle slope to the basement door. There will be a couple of steps inside the door, however. All others are encouraged to use the basement stairs adjacent to the kitchen/carport door.

Furthermore, Frank cautions, “Just about every road into and out of Damascus has a speed camera cleverly located to generate revenue for Montgomery County.  Remember to keep an eye out for “safety corridor” and other warning signs.  Occasionally there are “doubles” placed to catch those who speed up after passing the first camera.”

In other news, I’d like to apologize for not getting this out sooner! I’ve been trying to send only two emails a month- an update and a reminder- a couple of weeks apart, but as it stands, please expect another reminder email this Saturday. This is also the first email from the Division’s new address, so I’m hoping this won’t get “lost in the mail”, so to speak.

I hope to see you all soon,

Alex Polimeni

Superintendent

Liberty Bell Special

by Charles “Chip” Stevens

Come celebrate trains in the cradle of liberty!

The Philadelphia Division, NMRA welcomes you and yours to Liberty Bell Special 2019! The next Convention will be October 10 through October 13, 2019 at the Crowne Plaza Hotel in King of Prussia, PA. After much deliberation, our committee chose the name Liberty Bell over such other favorites as Cheese Steak Special and some lesser titles. For those of you not familiar with King of Prussia, it is located 20 miles northwest of downtown Philadelphia adjacent to the Pennsylvania Turnpike and many nearby highways. In southeast Pennsylvania, all highways lead to Valley Forge.

Since Monday, October 14 is a Federal Holiday, the hotel has agreed to extend the room rates for the convention for an additional 3 days before and into the week following the convention. The hotel is in walking distance to the second largest shopping mall in the United States with shops and dining to meet any tastes. Also, in driving distance are the Valley Forge National Park whose accommodations during the winters of the American Revolution were not as luxurious as our hotel, Longwood Gardens, the gardens of the Dupont family and many more places of interest. More about the area can be found on the hotel’s website, www.cpvalleyforge.com. For those of you who collect hotel stay points, Crowne Plaza is a part of the IHG hotel group. Registration forms for the Convention and hotel reservation information will be published soon

At this time, we have one prototype tour on the Colebrookdale Railroad. The Colebrookdale is part of the former Reading Barto branch in nearby Boyertown, PA that is a short 50-minute drive from the hotel. In addition to the autumn foliage that occurs in early October,there will be the train ride, lunch, and a tour of the railroad’s shops. The committee is working hard on additional tours and will announce them through the Region and Division newsletters as well as on the websites www.libertybellspecial.org or http://www.mer2019.org.

Currently we have the first four layout tours scheduled, three HO layouts and a traction layout. Efforts are under way to add to the list both with individual and club layouts. We are attempting to keep all tours and open houses to drives of 30 minutes or less. We would also like to hear from owners and superintendents who are willing to open their layouts to those making the trip to Valley Forge, keeping in mind again that Monday, October 14th is a holiday. Those willing should notify Bill Fagan <bfagan777@hotmail.com> of ability to host. Remember, those Open Houses count toward AP Volunteer points.

Liberty Bell Special will begin on Thursday night with clinics which will continue through Sunday morning. We have one tentative, hands-on clinic planned with a noted presenter, as well as many more sessions tentatively planned. Again, check the website for additional or new clinics. If you want to present a clinic, please email John Seibert <johnhseibert@comcast.net> with your topic.

As usual, Saturday will include the Contest Room. Plan now to bring your latest modeling efforts for sharing with other MER members. More AP credits may be available for your efforts.

Sprinkled among all these activities will be opportunities to operate on some truly spectacular individual and club layouts. We’re keeping those AP Dispatcher ours in mind.

All roads lead to King of Prussia, PA. We hope you and yours will take advantage of this opportunity to visit the convention for a truly memorable experience.

Caboose Conundrum

The cabooses should be back in service in time for Don’s December operating session.

(Ron Polimeni)

by Ron Polimeni

When my friend Don Florwick first initiated TT/TO operations on his NYCS Pittsburgh & South Pennsylvania Railroad (P&SP), he needed cabooses. Models of NYCS’s 19000 series cabooses were the obvious choice. To that end, Don purchased 16 of the kits offered by Waterlevel Models for these cabooses. As building the Waterlevel kits would take time, in the interim, Don also purchased a pair of 19000 series NYC cabooses from Trix as well as a small fleet of bay window cabooses from Walthers.

The Walthers stand-in’s unfortunately were lettered for Conrail and consequently were bereft of end ladders and roof walks. They performed well, but the sight of a modern Conrail caboose bringing up the rear of a 1950’s era NYC consist had the effect of finger nails on a black board every time one passed me by during an operating session.

Learning of Don’s stash of Waterlevel kits, I offered to build them for him as he had enough on his plate maintaining a rather large layout to operational standards (which he does very well). I began by taking a single kit to examine with the intent of determining the best approach to gang building the fleet. I found however, that these kits were probably never intended as fleet equipment for operating sessions.

The Waterlevel NYC cabooses are high quality plastic craftsman style kits. The model company did their homework and the instructions are well written as well as informative, providing much background information on the NYC 19000 series wood cabooses. The kits themselves however, are a bear to assemble. As the picture (below) shows, the steps are constructed out of six tiny pieces that are nearly impossible to hold in proper relation to each other while applying glue. For sixteen cabooses this would require constructing a total of 64 step assemblies.

Since what Don needs are operational pieces, not contest pieces, we began looking for options. In the right hand corner of the pic is a set of steps from an Athearn “blue box” caboose kit. These steps, complete with end platform are a nearly perfect substitute for the steps in the kit. With the help of Jay Beckham we will be looking into having them 3D printed. The Waterlevel kits are therefore on hold for the time being.

As yard master for Somerset yard, switching the bay window Conrail cabooses when making or breaking up a coal extra was especially grating. To that end I offered to back date the cabooses. Don is in the process of realigning a section of mainline with the consequence of having to cancel Novembers operating session. This has allowed time to repaint and back date the Walthers bay window cabooses.

(Ron Polimeni)

The prototype for these Walthers bay window cabooses is most similar to Conrail as class N21. They are very nearly correct for NYC’s Lot 782, built in 1949 by Despatch Shops Incorporated. They have the correct bay window but the other windows should be square double pane rather than have the rounded corners with riveted aluminum trim. In the interest of simplicity and the need to have them back in service within a limited time period, Don elected to invoke modelers license and say the cabooses were purchased directly by the P&SP due to a shortage of NYC hacks.

(Ron Polimeni)

To that end, all I have to do is backdate them to a 1950’s appearance. Tichy Train Group came to the rescue with roof walks and friction bearing caboose trucks. Tichy has to be one of the best deals on the market for model railroaders. Their products are of the highest quality with some of the finest castings I’ve ever had the pleasure of working.   Plus their prices can’t be beat. A box of 10 trucks goes for 15.50 albeit with plastic wheels. The wheels however, are of the correct tread profile. The roof walks come three to a package for 5.95.

The Walthers cabooses came with very nice metal wheels. As can be seen in the photo, the wheels have been exchanged on the trucks with the metal wheels being installed in the Tichy frames and the Tichy wheels being placed in the roller bearing frames ( the pile in front of the cabooses). The third pic shows the roof of one of the cabooses with the file marks where the ribs have been filed down to accommodate the metal roof walk. Supports will be added at the ends of the roof with bits of styrene bent to shape and filed flat. The ladder walks are supported the same way with bits of styrene cut to shape. The ladders are gleanings from the scrap drawer where fortunately, I had just enough for the six cabooses.  However, scale ladder stock is available from several sources.

Once the roof details are completed the cars will be painted the standard NYC box car red with black roof. To avoid having to disassemble the car bodies, I decided to use Micro-Mark liquid masking film to cover the windows. This is a rubber like film that can be peeled off. Tedious to apply but much easier than disassembling a half dozen models that weren’t designed to be disassembled.

The cabooses should be back in service in time for Don’s December operating session. All he has to worry about now is having the mainline to Wheeling back in service by then.

As for the Waterline models, that’s another story for another time. Perhaps by the next installment of the Wheel Report I’ll managed to have the steps and end sills recreated via 3D printing and will be able to convey how I fared with that adventure.

Informal Operating Systems

I want to put in a good word about operating systems that have brought me many happy and informative moments.  Before we condemn these informal operating systems, we should be aware of their advantages and of those situations where their use might be appropriate.

Harvey Heyser III, clerk, NMRA South Mountain Division. (Tom Fedor)

by Harvey Heyser

Gentlemen’s Agreement and Mother, May I?

Introductory note – To my good friends Pete, Jane, Don, Bob, Steve, Ron, and Bill:  I realize that some of the following ideas disagree with thoughts you have expressed to me about prototype-based operation.  I thank you for graciously sharing your knowledge and for inviting me to your operating sessions.  However, I feel that the current focus on prototype-based systems may not work for all layouts, their owners, and train crews.  Less demanding operating systems may be the right approach for those intimidated by or stressed out by prototype-based systems.  Consequently, I feel that informal systems, though not well regarded in our hobby at this time, deserve to be acknowledged, talked about, and evaluated on their own merits.  The following is an attempt to do so.

Most model railroaders respect the more formal, prototype-based operating systems:  timetable/train order (TT/TO), track warrants, and centralized traffic control (CTC) for instance.  After all, those systems are modeled after the prototype procedures we attempt to replicate.  But what do you do if those systems result in stressful operating sessions for you and your crews?  There are less formal alternatives.  Many sessions I have participated in have used the informal systems described here.  I have enjoyed those sessions even though, among serious model railroaders, the procedures used do not enjoy the same level of respect as prototype-based systems. 

Recently, the SMD had a clinic presentation that categorized operations as either prototype-based or “fun run.”  While the latter term was certainly easy to understand, it was not particularly fair to anyone.  Prototype-based systems are also “fun.”  (If they were not, no one would want to participate in them.)  On the other hand, “fun run” sessions are not totally frivolous.  Categorizing informal systems negatively ignores their potential as stepping stones into the joys of operating and as opportunities to learn about the prototype.  Before we consign informal operating procedures to the trash bin of toy trains, it seems to me more useful to think of operating systems as falling on a continuum between prototype-based and “fun run” instead of fitting into one category or the other.  A system that starts out “fun run” can easily slide along the continuum towards more prototype-based when those involved feel better informed and more comfortable. 

This essay will examine two of the better known informal systems for managing the flow of traffic across a model railroad: gentlemen’s agreement and mother, may I?

Gentlemen’s agreement occurs when two or more train crews agree about how to resolve a conflict, such as three trains arriving in a town with only the main track and one siding not counting spurs. (The layout owner or dispatcher is not usually involved with the negotiations.)  If the crews are novices, they might decide to let the local finish switching before allowing the other two trains to come into town.  However, more experienced crews would consider the fact that the other two trains are likely more important (passenger trains or through freights, for instance) and would figure out a way to get the local in the clear so the other two trains could execute a pass (before the local gets back to work).  While the prototype would probably endeavor not to let this situation happen, it is a good example of how learning what the prototype does can result in a smoother operating session.  (By the way, trying to resolve a three-way meet by gentlemen’s agreement can get stressful when you have only two tracks.  Ballast conferences and brake clubs anyone?) 

Using gentlemen’s agreement places responsibility for resolving conflicts in many hands and encourages creativity from all participants. Bob Proctor handled mainline operations on his Western Antietam and Layabout using gentlemen’s agreement.  (His operators often accused him of sadism, but I think what he truly enjoyed was seeing the creative ways crews cooperated with each other.)  Resolving conflicts creatively can be very satisfying.  However, as seen by the three train example above, the solution dreamed up by the novices failed to take into account the priority of the trains involved. So, that solution, creative though it might have been, was the wrong solution.  Consequently, that situation became a learning opportunity reminding us of the railroad’s primary mission of moving passengers and freight in an efficient and timely basis by prioritizing trains.

Another opportunity to learn about the prototype arises when instructions are given to the train crews.  (Of course, you must first get the crews to read the instructions.)  I was party to a similar (four train) situation where the gentlemen’s agreement resulted in one local backing up to the previous town, one train holding on the main, one train moving forward, and the other local completing its work.  We were so proud of ourselves, but we had completely overlooked the fact that the local, which completed its work (the afternoon local), was supposed to pick up a cut of cars from the other (morning) local.  If we had read our train instructions, we could have avoided that unfortunate result.  Even informal operating systems require following instructions to run the trains effectively.

Experiencing challenging situations similar to those described above is one of the ways informal operating systems give us opportunities to learn about the prototype.  Experience is a powerful teacher.  (Why did the prototype have this rule?  Well, you have just experienced the chaos that can happen if they did not; that’s why.)

Use of gentlemen’s agreement with a common sense understanding of how a railroad operates and with knowledge of our train’s operating instructions can be an effective way to run a model railroad.  (A good set of nine basic, common sense rules for operating can be found in Mat Thompson’s “Mark Me Up” column in the summer 2016 issue of the Potomac Flyer, the Potomac Division’s newsletter.)

Mother, may I? is a system of obtaining permission to move your train from one person, usually the layout owner or a designated “dispatcher.”  Mother, may I? is not really a fair name for this system, since mothers (of crew members) are rarely the designated permission givers.  The name might derive from a problem frequently encountered.  With every crew wanting permission from a single person, mother, may I? can get quite hectic.  Sessions can easily get out of hand and resemble a bunch of children squabbling for their mother’s attention – not what we want in a relaxed operating experience.  Regardless, where train crews request permission to move from a single person, responsibility for resolving conflicts between trains rests in that person’s hands.

Mother, may I? is frequently spoken of with disdain.  Before we condemn it, we should consider its similarities with both track warrant and CTC systems – prototype-based systems which also place sole responsibility for permission to move in the hands of a single person – the dispatcher.  Clearly because of their wide use, these systems demonstrate that the prototype has had a great deal of experience making single person responsibility work.  (Perhaps, a better, more railroady name for mother, may I? might be dispatcher, may I?)

Model railroaders have also used systems similar to mother, may I?  For instance, in the past, DC block control often required calling the dispatcher for block assignments allowing a train to proceed.  More recently, roving dispatcher systems using verbal authorization have been used successfully on simpler, more compact layouts.  With this system, the roving dispatcher makes decisions based on his observations of the current situation from within the layout room.  Dave Moltrup’s Beaver Falls and Shenango (aka Moltrup Steel) operates using a roving dispatcher system.

A mother, may I? system can serve as a stepping stone to more prototype-based systems like track warrants or fill-in the blank train order systems (such as the one Tony Koester used for a while on his Allegheny Midland).  In fact, the problems encountered with it may encourage adopting one of the prototype-based systems.

Disadvantages of these informal operating systems:

  1. Not prototypical – a common complaint.
  2. Not suited for complex, high traffic layouts. (Consider TT/TO)
  3. Requires creative thought and consideration from the layout owner to set up the operating system.  Crews will need good, clear instructions.The challenge of coordinating crew efforts is still present whether the system is formal or informal.
  4. Can get quite chaotic.

Advantages to these informal operating systems:

  1. Low intimidation factor because there is much less to learn and put into practice.
  2. Simplicity: less paperwork,fewer reporting requirements (minimal O.S.-ing), and less dependence on time.
  3. Stepping stone to more prototypically based systems.
  4. Relaxing. 
  5. Less administrative oversight during the session. (Everyone, including the layout owner, gets to run a train.)
  6. Operations come naturally to crews.  (I’ve noted that when stressed, crews often fall into using informal procedures regardless of the operating system.   Crews working at the same station agree to who gets to work first; calling for help from the owner or dispatcher when the rules in place don’t give enough direction to address a problem.)
  7. Gives crew members (especially beginners) firsthand experience of the challenges encountered in coordinating the work of countless people needed to keep trains moving.

Conditions under which these informal operating systems might be appropriate:

  1. Smaller and simpler layouts where it is easy to get an overall idea of the status of operations at any given time.
  2. Layouts where only one or two trains run at a given time.
  3. Layouts with crews who are well acquainted with the layout.
  4. Layouts with good sets of instructions and crews willing to read those instructions (a script for their train, for instance).
  5. Layouts where the owner wants to run trains also.
  6. Layouts that feature switching (not much mainline traffic and few potential conflicts between trains).

Potentially these informal operating systems offer not only an easy introduction to operating but also for the system to become more prototypical while continuing to offer relaxing, enjoyable operating experiences.  Three things are necessary for that to happen. First, a commitment to learn more about how the prototype runs trains. Second, a willingness to set up a trial and error process. And third, a continuing effort to implement what is learned both from the prototype and by trial and error.

In conclusion, I want to put in a good word about operating systems that have brought me many happy and informative moments.  Before we condemn these informal operating systems, we should be aware of their advantages and of those situations where their use might be appropriate.  We also should be aware that informal systems do have some similarities to prototype practices.

While informal systems are not currently regarded highly in our hobby, I hope to foster tolerance for those modelers who prefer to operate that way.  While they might not be doing what we prefer, they may be having just as much fun as we are.  Furthermore, exposure to the joys of operations may lead them to learn more about prototype practices and to adopt more of those practices for their own operations (no encouragement from the model railroad police necessary).