"Lehigh & Western / Moyer Lumber Co."
27' x 34'
Around-the-room, with peninsulas
code 100, 83 (S/Sn3), 70 (Sn3), 55 (Sn2)
Min. Turnout Frog:
#8 (main), #6 (yards, sidings)
41" (S), 32" (Sn3, Sn2)
0%, 3% (Sn3), 6% (Sn3 logging), 42% (incline)
48", 60"+ (logging)
Mainline Track Length:
70' (S), 120' (Sn3), 75' (Sn2)
benchwork: 100%; track: 100% (except logging, yard, sidings); scenery: 5%
somewhere in the U.S.
NASG Dispatch, Jun 2003, pg 20
The Moyer Lumber Co. owned the 3' Lehigh & Western common carrier. The L&W interchanged with a branch of the standard-gauge Spiral Hill (with permission from Frank Titman). They also owned the 2' Jamestown & Jennville. The Moyer Lumber Co. had trackage rights on everything, plus owned their own track including two logging branches on the layout. Generally, rod locomotives were lettered for the L&W or SHRR, and geared engines were lettered for the MLCo. Dave's layout prior to this one was covered in the NASG Dispatch, Feb 2001, pg 14 article. Dave has been the eastern vice-president of the NASG.
These wide-angle views were taken in 2018. This is the yard throat area for the division point yard. The yard is reached by a wye off of the Sn3 mainline. The first yard turnout is a 3-way stub. Dave kept his rolling stock out so that he could remind himself of what he already owns.
On the left is the division point yard. S/Sn3 and Sn2 mainline tracks are on the narrow benchwork on the right. The S mainline goes to a S/Sn3 staging yard in the model workshop area to the far right. The Sn3 mainline goes to the left. This was essentially the continuous run connection for the Sn3. The S and Sn3 split with a gauge separation turnout (no moving parts).
The smelter on the left was built from the "Ragg's... To Riches" series of three kits. Dave extended the benchwork into the aisle to accommodate it. The town above the oil tank (right) eventually became Franksville and consisted of buildings all built by Frank Titman except for the little station that served it on the logging branch. The lower area on the peninsula on the right is the S/Sn3 interchange. The yard was built, but the engine terminal was not finished.
This was the view into the basement coming down the stairs, at least as it was in 2018. Before the layout was abandoned, there was more scenery finished in this area. The L&W mainline is the lower track and a MLCo. logging branch is the upper track. The lower bridge is the River Raisin brass bridge and the upper wooden bridge Dave built from a Hunterline kit. The waterfall was about 42" high. Dave had to modify the benchwork after the mainline was built, to accommodate the large waterfall. The 42% incline is visible on the far right.
A view of the track leading up to the incline of the logging branch.
This was a working incline. The steepest part is at a 46% grade. Dave used a Switchmaster display motor to power it. It is mounted underneath the steam lift engine on the right.
This photo shows the scratchbuilt bridge where the incline crosses the Sn3 mainline. This is on the 42% grade. The block car started as a B.T.S. WSLCo. 24' flat car kit. To operate correctly, the block car needs to be heavy, so Dave used a piece of tungsten as a weight.
Dave is well-known for his intricate trackwork, combining three gauges into one layout. This photo shows the Sn2 mainline crossing through an Sn3 wye turnout coming from the S/Sn3 staging yard. The Sn3 continuous run line is the Sn3 track to the left. To get all the polarities correct in such a small area, Dave had to install a 3'/2' selector switch besides the normal powered turnout control.
This is an S/Sn3 dual-gauge turnout with 48" and 44" radii. The last frog is on a lift-up section and the Sn2 mainline crosses the two S/Sn3 tracks right after the turnout.
A dual-gauge 3-way stub turnout in the S/Sn3 interchange yard. It has, count 'em, nine frogs! It worked, and Dave became an expert in wiring multi-frog turnouts.