C A M I Module
This web page was last updated on December 12th, 2016
The module is designed to be a modern branch-line industry, thus a free-mo style module.
The module is served by two trains: a unit auto rack train and a modern mixed freight.
The plant will receive steel vehicle frames, steel coil, auto parts and petroleum-oil-lubricants (POL) while loading out
new cars and left over scrap metal.
Given the number and variety of freight cars served, a RIP track is included to ensure operations
continue to run smoothly
A RIP track, short for repair in place track, is a designated track or tracks in a rail yard or along a main rail line where locomotives and/or railroad cars can be placed for minor repairs, without removing the units from service, and sometimes without even removing a freight load from the car.
The Name:It is inspired by the GM CAMI (formerly known as the Canadian Automotive Manufacturing Inc) plant.
It is primarily a switching module made up of 5 parts: two four foot modules, two three foot modules and a single 2 ft module totaling
16 feet long. All modules are the standard 24 inch depth. Consideration will be given to adopting a 26inch width if a double track
Freemo standard is adopted. CAMI was purposely designed this way so that CAMI West could be separated and used as a transition
module between the wyes (Three Bridges, M&O junction etc) and free-mo modules when CAMI did not require the use of CAMI
West, i.e. when configured with a wye and Prescott before CAMI per module connection possibilities paragraph below.
As many of the freight cars that service this industry will be quite long (50-89 feet) it was important to maximize the length of all
tracks. Thus the decision to place wyes outside of the four foot module sections as well as to serve as stand-alone transition modules
between the output of a wye and Freemo sections.
The Details:To add complexity two facing point switches were incorporated which then necessitated a long run around track. This runaround track
also serves as a passing siding for other freight trains which need to travel further down the free-mo line to the next module.
CAMI itself can be used without CAMI West if connected directly to the output of a wye. Due to the length of this Freemo module it is
not anticipated that other freedom modules would be attached before or after the CAMI complex (except during the OVAR rally).
Track 6 could be extended and terminate in a small scrapyard as an alternative to having it load inside the complex.
Given the large partial structures on one side of the module, this Freemo module must have a backdrop and is intended to be
operated from the front only.
These types of plants are usually large enough to warrant a plant switcher. Therefore track 8 has been incorporated and will be the
parked location of a provided plant switcher and serve as a RIP track. When the RIP track is not in use it provides the parking space
for the road engine. This plant is served by a unit auto rack train consisting of up to the equivalent of nine single auto racks (the
capacity of tracks 2 and 3). Although the arrival track capacity is only seven single auto racks, the remaining two can be spotted on
track 1 or elsewhere.
A second train, a modern mixed freight, consisting of up to the equivalent of nine 50’ cars (tank, box etc) is accommodated without
the use of track 1. This train will consist of gondolas and flat cars for steel frames, gondolas for steel coil and scrap, hi-cube box cars
for general auto parts, tank cars for petroleum-oil-lubricants to service the plant’s power plant and automotive needs.
The unit and mixed freights cannot be dispatched concurrently. Like train 7, when one is out, the other cannot enter until the first has
departed CAMI. This issue and train lengths will be managed through the freight ops design process.
1. Module has to built from a single 4X8 piece of foam
2. It has to fit and be useful at the club and at home
3. This module and Vaughan need to both fit in my vehicle
4. Individual module pieces must be manageable for a single person to carry if necessary
Therefore the following resulted:
1. CAMI itself stays a two 4ft sections (the longest that I can carry by myself) and easy to negotiate around corners into my basement
2. CAMI East and West extended from 2 ft to 3 ft. They must remain the same length as they get packaged together
3. CAMI East and West track plan are not identical so that I can maximize A/D and siding track lengths yet extend the
single track in CAMI East to accommodate a road engine and a freight car to complete a runaround if necessary. If
consensus thinks this isn’t necessary I could extend the A/D and passing tracks even more.
4. The addition of CAMI Lead, a two foot section of Freemo single track. This and CAMI West provides a lead track. This
lead is also extended by whatever track length there is from the main to CAMI Lead. Given the connection methods listed
later in this document a 9 car freight train will only encroach on the main by the length of the road locomotive. This will be
a rare instance as I don’t see the need to pull a full train. Even so, the impact on the main would be 60 seconds or less.
Freight car usage is described below.
Note: Interior spotting locations 7A-D correspond to exterior spotting locations 6A-D
Car : Type : Purpose : Spotting track location : Car length
Gondola : : Steel frames : 7A-D : 50’
Gondola : Steel coil : : 7A-D : 50’
Gondola : : Scrap : 7A-D : 50’
Flat car : : Steel frames : 7A-D : 50-89’
Hi-cube box : General auto parts 6 Doors A-D 60’
Auto racks : : Load new cars : 1-3, Arrival track : 89’
Tank : : Power plant fuel, automobile gas, oil &
lubricants : 9 : 50'
Engine Plant switcher : : : 8 : 60-100’