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yer but that one stop at the far end of the yard in (I assume) Yuma. the switch was thrown against the path
I'll take a look at that.
Originally posted by amtrak115
There were a few of those "grey sections" throughout randomly
Yep, I'm finding a few track sections were deleted by TSRE (my fault... this is before I added code to prevent deleting a track shape that's actually a track shape vs. a static object...).
And thanks for sharing the ORTS log. I forgot there was a hidden turntable. That needs to go away....
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Eric, that seems to have fixed the issue. I do notice a black turnout south of the starting point that will eventually go to a siding, and a equilateral turnout a little further south that are still black but that is okay. I was more curious than anything about your efforts on this route and it looks great. Maybe enough of us will twist your arm virtually to get some mileage east of Tucson.
Possibly, but I've always tried to keep my route building limited to areas I've actually explored in person. I know I-10 East as far as Deming, but never really paid attention to the Union Pacific main line.
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I can understand that as I am pretty much the same way. The Milwaukee Road routes were the only ones so far that I have not actually seen or rode over. However I have a dozen or more books in my library (of around 300 total) on the Milwaukee Road and the last book that a guy named Johnson wrote (he is now deceased) lists me as a contributor as I helped identify construction equipment railroad-wise that was used in the 1905-1910 period. All of my L&N, SR, and Clinchfield routes and most C&O that I am working on, I have explored to one degree or another. Which brings me to what I was going to post about.
On the L&N in southwestern Virginia lies one of the most peculiar track layouts of any main line. The Hagans switchback. Yes, part of a through mainline, not so busy today, but from it's completion in 1930 until around 1990 it was very busy. In 2003, on a L&NHS convention trip, I witnessed a coal train work through the switchback on its run from a jointly served mine at Benedict, VA (near Pennington) to Loyall, KY where there would be a crew change and then it would proceed on to Corbin. Originally, around 1890, the L&N built a line from near Pineville, KY through Middlesboro and through the Southern's Cumberland Gap Tunnel to Big Stone Gap, VA and then on to Norton where it connected with the N&W and through freight and passenger service was established. In 1905 the ACL acquired a controlling interest in the L&N which remained on up through creation of SCL and then CSX. About 1925, the ACL and L&N sought to jointly own & operate the Clinchfield. ACL had a direction connection at Spartanburg, SC. L&N did not have one. The ICC (agency that covered such things then) said this could not happen unless the L&N got a direct connection. So an extension was planned off the L&N Martin's Fork branch, involving a 6,000 ft. tunnel and a line on to the Clinchfield making a direct link near Speers Ferry. In 1929 the depression struck. So L&N built the switchback to reach their original line from Middlesboro to Norton. Then they got trackage rights to reach the Clinchfield by way of the Interstate RR at Miller Yard, VA. Later, in the 1990s, the section from Middlesboro to Hagans was abandoned and CSX gave up trackage rights through the tunnel. Block signals were in use through the Hagans tunnel and for a few miles further north on the Martin's Fork (of Cumberland River) branch. In the attached image, the tunnel is where the yellow lines suddenly come into view near the upper middle and the link in the switchback curves off to the left and up a 1.3% grade to reach the original line - the row of markers seen above the tunnel. There will be close to 50, maybe more, coal mines on this simulation of the L&N Cumberland Division (CSX Subdivision) including one which was the first unit train loadout on the L&N and it is still in operation. Southern acquired the Interstate in 1962 or so and not long afterward those L&N connecting trains operated on over the N&W making a connection to the Clinchfield at St. Paul, VA. Still later, in 1980, a connection was made from the former L&N to Southern at Big Stone Gap and the L&N was abandoned east of Big Stone Gap. Those intricacies are included on my Clinch-Appalachia route which Kenney Eaton has and may detail up sometime.
I came up with a way to precisely align the tunnel under the KY/VA stateline (Cumberland Mountain). I used curved track of 6 degrees until the last 5-8 degrees prior to the tunnel. Then I placed a piece of dynamic with a zero length first tangent, radius of 291 meters and then I extended the 2nd straight to the max., 250 meters. Then I tacked on 500 meter pieces until the track at the south side of the mountain aligned with the markers there. And I tweaked the turn angle until I got it exact. Took about 30 minutes but it is correct. Another method that some folks use is to create a big ditch for the tunnel and just show the mountain slopes at the ends but I don't like that way.
I think I see what's happening there -- it's the animation frame in the switch that's off. It's lined up correctly, but the points animation is flipped. I have to redo the shapes regardless because there is a defect with how the points were rendering (blunt rails like Run 8 instead of smooth tapers), so I'll get the animation flipped as well.
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Thanks for looking into that Eric. I went through and cleaned up 90% of the warnings that dealt with the trainset equip and activity stuff...(There's a couple on an eng file, and 8 or so dealing with a 5-pak container set that I can't figure out...anyway...) I've attached the log file which is almost all dealing with Track node issues in case this might be helpful to you..... OpenRailsLog.txt
Thanks -- those are fairly benign errors compared to the flipped vector you sent me in the video.
Let me see what other items come in, and I'll try to throw a patch together tomorrow or Wednesday.
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