by Alan Bell/photos by Craig Wilson
Most visitors agree that Mike Burgett’s HO scale Chesapeake & Ohio James River and Alleghany Subdivisions is one of a few layouts that has seamlessly combined artistry and prototype accuracy. The layout is a reflection of Mike’s lifetime of personal and professional railroading experiences put forth on the three-dimensional HO scale canvas. Mike has modeled several key locations along the 191 miles of the C&O main line running between Hinton, W.Va., and Gladstone, Va.
Inspired by early childhood visits to his grandparents living in Iron Gate, Va., Mike, at age 12, made the acquaintance of neighbor Stewart H. Bostic, who was the Division Engineer of Signals for Chessie System, and later CSX Transportation. Many summer visits to his grandparents were spent railfanning with Mr. Bostic, specifically looking at the signal equipment along the former C&O main line. Those visits and mentorship significantly influenced Mike’s vocational journey into the railroad industry. Today, Mike is Chief Engineer of Signals for Lake State Railway. He has applied his real-world understanding of railroading and passion for history into an HO recreation that now fills his basement and detached garage.
ABOVE: A light summer breeze helps dry the clothes at the Stapleton farm. Mike covers a painted hardshell with his own scenery mixture of fine construction sand, dark earth blend foam, black acrylic paint, and white glue. Blends of summer green foam and static grass secured with matte medium completes the process.
Construction and Design
Layout construction began in 2004 and was completed in 2024, although a model railroad is never really finished. Over those two decades, numerous people with various talents have participated in the build. To keep the layout’s visual experience uniform and consistent, Mike oversaw all the scenery while those helping him focused on infrastructure that included everything from benchwork and wiring to structures. He notes the importance of consistency so the mind’s eye is not distracted when viewing the layout. Model railroaders sometimes forget that our layouts are paintings in three dimensions.
Mike’s attention to visual detail is very apparent when standing trackside railfanning a passing train.
Being a signal engineer, the track plan and supporting the centralized traffic control (CTC) signal system follow C&O standards. Subsequently, the type and location of all switch machines, signals and masts, equipment boxes, rail gaps and signage also reflect the prototype. Likewise, the roadbed and track profiles follow prototype standards. Curves include superelevation, and passing tracks are at a lower elevation with respect to the main track. Mike has included many details to solidify the time and place modeled.
ABOVE: After completing No. 91’s work at Sandy Hook Yard, the conductor notifies ND Cabin’s operator of the new car count. The operator will inform the Dispatcher of the number of loads and empties No. 91 now carries to Clifton Forge.
Mike’s fondness for second-generation diesels heavily influenced his choice to model the 1960s. He selected 1965 specifically, thus avoiding the ICC’s 1966 approval of C&O’s takeover of Baltimore & Ohio, which began altering the traffic across much of the C&O’s Eastern Region (up to that point C&O had a controlling interest in the B&O, but no operational control). By 1968 most of the Cincinnati-bound traffic (Trains 94 and 95) was moved to the B&O and passenger Trains 3 and 4 were removed from the timetable. Lastly, the summer of 1965 was selected to avoid C&O’s final transfer of the remaining Alco S-2 and EMD covered wagons to the power-starved B&O.
The predominant traffic on the James River and Alleghany Subdivisions is hauling coal east to the docks at Newport News, Va., destined for overseas markets, and empties west, back to the mines for loading. A daily-except-Sunday local services the industries along the James River Subdivision, and several manifest trains move merchandise between Chicago and Richmond. Operation is continuous, with the day divided into three 8-hour tricks. A 1.5:1 fast clock sets the operating session tempo.
ABOVE: At Eagle Rock No. 91 holds the main and passes loaded coal train Extra East. The loaded coal train’s final destination is the docks at Newport News for shipment overseas.
A Day on the C&O in 1965
The operating session begins with a crew briefing, led by Mike playing the role of Division Superintendent informing everyone of any significant notices or changes to the operation. He also reminds everyone of the time period; Lyndon B. Johnson is president, the country is at war in Vietnam, and we’ll put men on the moon by the end of the decade. The Trainmaster briefs next, noting the traffic scheduled to run in addition to any pertinent bulletin updates and job descriptions.
Afterward the crew queues in front of the bulletin board to read and sign each posted bulletin. Bulletins serve to communicate information to employees that could affect the safe movement of trains, such as temporary slow orders, work zones, signal outages, or other conditions.
ABOVE: First checking that each crewman’s timepieces are accurate, the conductor reviews today’s assignment with his engineer and fireman assigned to No. 91. Engineer Jack Ozanich and fireman Chris Thompson are old heads and will easily keep No. 91 running to C&O efficiency.
Next, crew members mark up for job assignments, according to seniority ranking on the roster. Seniority is established by your service hours participating in layout construction projects. The bid sheet-crew assignment (C&O Circular no. 1200655-3) lists the available assignments and their corresponding pay rate, identifying yard switcher, road switcher, road manifest, road passenger, passenger/mixed, and the extra board. The extra board is divided into the Hinton-Clifton Forge Pool, Clifton Forge-Gladstone Pool, and the Pushers-Avis Yard.
After making your bid, with your Timetable and Time Freight Train booklet in your coverall pocket, you visit the Crew Caller informing him of your on-duty time. The Crew Caller then moves your block on his crew board into the appropriate pigeonhole and informs you of your assignment. Most times you are “first out;” however, the flow of the railroad sometimes pushes you to “second out,” though in reality the wait is always short…
