SUBROADBED

The subroadbed of Free-mo modules is typically the module top, either extending across the full width of the module or following some form of a “cookie cutter” approach. The module framework and subroadbed are the foundations upon which good trackwork depends. While invisible in the finished module, finished trackwork will inevitably expose framework and sub-roadbed faults. Whether made of foam, plywood, splines or other material, the framework and sub-roadbed must satisfy the following:

1.      Use module frame and subroadbed materials that are strong, stable, warp free and resistant to expansion or contraction with time, humidity and temperature. 

This is extremely important and will cause continual problems if ignored. Avoid use of MDF. MDF is very heavy, not particularly strong, and is affected by humidity. Avoid use of foam. Foam may change shape as it ages and is also very difficult to adhere to the module structure. Also, foam doesn't provide a surface for mounting components to the underside of the module (switch machines, barrier srips, etc.). A material you can’t go wrong with is high ply-count Baltic or Finn-birch plywood. It’s important to use material of sufficient thickness for the frame member involved.

 2.     The subroadbed must be flat, level and perpendicular to the end plates of the module.

This 3-dimensional requirement is absolutely fundamental to successful module creation.

1^st dimension: End plates must be exactly perpendicular to the subroadbed. It’s essential to read and follow Gregg Fuhriman’s advice in Appendix 2.

2^nd dimension: The subroadbed (usually the module top) must be level from side-to-side with the endplate. At a setup, either the track or the end plate will be used to determine if a module is level. Out-of-level subroadbed will force a twist in the track at the bridge rails or make it impossible to match up the endplates nicely with adjoining modules.

3^rd dimension: The subroadbed must not slope down or rise up at the module end. Avoid extending the top of the module to, but not over, the top of the endplate. The far better approach is to run the top of the subroadbed across the top of the end plate. Any mismatch of the module top and the top of the endplate will likely result in a problem as described in the following.

If the top edge of the endplate is high relative to the module top, the only solution available is to reduce the top edge of the endplate. Failing to do so will result in an upward rise in the track at the end of the module.

If the top edge of the endplate is low relative to the module top, there simply isn’t a good solution. Sanding the module top to match the endplate will result in a downward dip in the subroaded and ultimately the track at the module end.

Example: The distance from the pilot and the front truck kingpin of an Alco PA-1 or a super-detailed modern diesel is long enough that the pilot or snowplow moves up and down a lot as the locomotive travels through dips and rises in trackwork. At a “V” shaped dip at a module joint, metal pilots or plows can contact the track and cause a short.

Example: The use of prototypical size couplers on long cars can result in uncoupling as the couplers rise and fall relative to each other on track that isn’t level through the bridge rails.

 3.      The subroadbed at each end of the module must be level with the roadbed at the other end.

Any twist of the subroadbed from one end of a module to the other will result in a twist in the track at the bridge rails at one or the other end of the module or will force twisting the body of the whole module at the setup.

Example: At a recent setup, a twist at the bridge rails resulted from a difference in side-to-side leveling of the subroadbed even though the endplates of the adjoining modules were level with each other. The result was that some C-C locomotives would derail since the twist across the bridge rails was so short and pronounced. The only solution would be to level the track at the module ends which would result in an unsightly mismatch of the endplates.

 4.      Unless there is a grade included in the module, the sub-roadbed should be flat and level across the length of the module.

This means truly flat and truly level. Use a straight edge and sight along the module to make sure that the sub-roadbed is truly flat. Support the subroadbed well and securely along its length to make sure that it will stay flat and level over time. There are Free-mo modules that are 20 years or more old and have been subjected to a lot of handling and transportation. Some have held up well; others haven’t lasted so well. The difference has almost always been the selection of the subroadbed material and it's supporting structure.

 5.     If there is a transition to a grade included in the module, employ vertical curves that are extremely gradual (very large radius) between the level and the inclined track.

Too abrupt a transition will result in derailments, mismatched couplers and will look un-prototypical. The steeper the grade, the longer the vertical curve needs to be. If in doubt at all, make vertical curves of extremely large radius. The Northern California Free-mo recommendation for vertical curves is described in Appendix 5.

Remember that transitions in track level (e.g., from HO roadbed to N roadbed or to the subroadbed) are grades and must be long and gradual. See item 4 in the handbook section on roadbed.

Example. The transition from a mainline track to a lower siding track was very short such that couplers on longer cars would be displaced relative to each other. The result was uncoupling if the couplers slid freely against each other or a derailment if the couplers didn't slide and actually lifted one car or the other off of the track.

6.     Each module or module segment must include throttle panels on each side.

The Free-mo standard requires throttle panels on each side of each module. This is important, even if you don't plan to use plug-in throttles, since other participants at a setup may use only a plug-in throttle.

S4.12 Each module will have one dual flush mount “6 conductor 6 position” modular jack (RJ12) faceplate mounted on each exposed side of module, for throttles. (Digitrax UP-5 Throttle Jack or equivalent).