Another trip to the DME

There are lots of reasons, both good and bad, as to why this blog is not as active as it should be. I’d like to say it was because of all the time I pour into the layout that prevents me from blogging. Alas, this is not the case.

What I can say is that the layout (lower deck) is operational. I have had a few small operating sessions where trains have been run and some problems identified and corrected. It is still very much “plywood junction” but that’s ok for now. The upper deck remains unfinished and the incline is still without power. One of my friends is always lobbying me to forget the upper deck all together!

At the same time, there is some uncertainty in our household whether to move house or make some substantial renovations to the current house. This is not model railroad related but one of the key renovations could mean moving the model railroad from its current location in the double garage. A decision on all of this is yet to be made.

However, the really exciting news is that I am off to the US again in just over a week’s time. I will be visiting a friend in Kansas City before heading over to Ames, Iowa for the Thousand Lakes Region/Mid-Continent Region NMRA convention. It has been a few years now since I last went to a TLR Convention. I have made many friends from these convention visits and I hope to catch up with people this year in Ames.

After the convention I am getting a lift with a friend to Minneapolis. From here, I will hire a car for ten days to drive around DME/CP territory in southwest Minnesota. Although this will be my third visit to the prototype DME, I have more time this trip. More time means not rushing around and driving hundreds of miles each day. I intend to spend some time in Waseca as this location never disappoints for seeing DME trains. I anticipate going as far west as Brookings (SD) and east as far as Rochester.

If you’re out and about in Ames, or in DME territory, I hope to say g’day!

Do you see what I see?

One of the issues I have been wrestling with recently is determining the most effective method of track occupancy detection.  I have four stub-ended staging yards that will be hidden from the operators.  Operators will need to know what tracks have trains and those that do not.

There are a number of options that are available for consideration:

Track occupancy determined by current draw – this type of detection on a DCC layout uses the additional current draw from a DCC locomotive to indicate if a section is occupied or not. The NCE BD20 is an example of a device that registers this current draw and indicates occupancy with a coloured LED on a control panel.

Track occupancy by infrared light detection – this type of detection is where an infrared beam, or pulse, of light is broken by a stationary or passing train. The beam of light can either come from between the rails or from the side. Examples include irdots from Heathcote Electronics, the reflective proximity sensor from Iowa Scaled Engineering, and infrared model train detection units from Azatrax.

Track occupancy is made visible via a camera and screen – this is where a small camera is set up to view the yard throat or yard of a set of hidden staging tracks. Vision is displayed to the operator on a screen attached to a control panel or on the fascia of the layout. I have read of layouts using this method with very satisfactory results. That said, I am experimenting with one such set-up using a car reversing camera and screen I bought cheap off eBay. More sophisticated (and expensive) options are available using home security cameras and screens.

Track occupancy determined by human eye. You might wonder how this is going to work if all the staging tracks are hidden!  Well, two of the stub-ended staging areas are easily visible by the dispatcher who sits inside the turnback loop (peninsula) of the layout. As for the other staging track areas, I am considering a viewing slit between the top of the 3mm MDF scenic backdrop and the bottom of the upper deck so that operators can see all the tracks by eye (the hidden staging tracks would be illuminated by strip LEDs). This method is possibly the cheapest and the most assuring to operators, but it is less visually appealing in terms of the scenic backdrop.

I understand one can also do something with reed switches and magnets but this is not part of my considerations.

In the recent NMRA Magazine (October 2016) there is a very favourable review (pp:40-41) of Azatrax track occupancy detection. The review covered two methods – current draw and infrared detection. Since I am using dead sections at the end of each staging track to kill power to the locomotives, and therefore stop them running over the edge, I don’t see how track detection by current draw will work for me in that situation. The infrared method is the more effective solution, albeit I would need to ensure that the detector was at a suitable midway point along the stub-ended staging track to incorporate trains coming in and going out of staging. I wonder how often the gap between rollingstock plays havoc with the accuracy of the infrared detection!

As an operator, I must say that I prefer being able to physically see the staging tracks as I don’t trust technology to be 100% accurate all the time! This option can be accommodated by the camera/screen method, or via the gap between the top of the backscene board on the lower deck and the bottom of the upper deck. The latter method may not be too bad for me. My scenic areas on the lower deck are not directly under the top deck – they are stepped out so that the top of the scenic backboard reaches the front of the upper deck.

While I wrestle with the options and permutations, I can just continue with the current “method” which is the easiest of all – have no backscenes on the lower deck at all. Hidden staging is now well and truly visible!

The tethered throttle dance

Over the past couple of months I have had some operating sessions with 2-4 operators to test out the layout. These operating sessions are pretty primitive in that there is no formal scheduling of trains, no switch lists, and no waybills. We operate on the DME and BN lines on the lower deck which means we run out of staging and through Ivanhoe, Rosa Park and Marshall (or vice versa) for DME trains and from staging through Marshall for the BN.  A DME train may do some switching in Marshall or Rosa Park. The photo below shows DME GP9 (#1471), a Proto 2000 model, switching one of the “industries” in Marshall.


The purpose of these informal sessions is really to test the trackwork, circuit breakers, and DCC system (NCE in my case). I have three throttles at the moment, all of which are tethered. I purchased the two tethered CAB06 throttles for the purpose of switching the two main freight yards at Marshall and Rosa Park. I will use radio throttles for the train crews, but I am still to buy these throttles.

With three operators running trains at the same time with three tethered throttles it became quite a dance around the layout as we followed our trains around. With more operators and tethered throttles, the dancing would have been much more complex.

While I am sure that we can manage with tethered throttles, even with a couple more operators, I think radio throttles will definitely be the way to go. The tethered throttles can definitely be used by the yardmasters, and for staging. But the convenience of radio throttles for train crews is clear-cut.

The informal sessions so far have highlighted a couple of problems with the track in places, and the drop-down bridge track connections to the layout need some adjustment. Nevertheless, we have had fun running trains and dancing in the aisles with our tethered throttles.

Colour light touch toggles

Testing of the layout continues.  I have found a couple of spots where wires had not been connected to the DCC bus and this is being rectified.  Some track adjustment at Rosa Park is occurring after some early operational “play”.  In addition, I have made the decision to push the second deck up another two inches higher. I will explain that in a future blog post but for now I want to look at turnout control (I use both Peco and Tortoise turnouts where manual throws are not possible).  The turnout motors are still to be wired up.

I was reading the May 2016 issue of Model Railroad Hobbyist magazine last night.  In that issue was an advertisement for Berrett Hill colour light touch toggles. These are toggles that can be used for both solenoid-type turnout motors (such as Peco) or for stall-motion turnout motors like the Tortoise brand from Circuitron.

The installation of these toggles looks pretty simple, even for someone like myself who finds the electrical side of the hobby the most torturous. The touch toggles can be used on a control panel for a single light (red/green) or double light (red/green) to show turnout route selection. The single light (red/green) option can also be used with a separate small mounting plate where a control panel is not required (e.g. where you might just have one turnout to throw by itself).

The toggles certainly look good and they seem easier to wire up than using the regular DPDT switches, resistors and LEDs.  My only “concern” is the red/green light option which may be confusing for people who are colour-blind. Personally, the red/green lighting is fine by me but I acknowledge that there may be a potential operator on my layout who finds the red/green colours confusing.

Any comments on the Berrett Hill colour light touch toggles, and/or the issues around red/green indicator lighting more generally, would be greatly appreciated.

Trains are running at last

It has been a long time coming but trains are finally running on my DME layout.  The lower deck and all the wiring has now been completed.  Many thanks to David L. for soldering all the droppers while I banged my head under the layout attaching the droppers to the barrier strips and then to the bus.  All the PSX circuit breakers are installed and wired too.

The first train did the circuit on the lower deck yesterday, Sunday 27th March. My test locomotive was actually a Wisconsin Central loco (#6001) but this failed on the momentous first circuit and was replaced by another Wisconsin Central loco (a Kato SD40).  This loco did the circuit without any problems at all.

As most of my DME locos are currently being sound-chipped elsewhere, I managed to dig out one of my Proto 2000 DME GP9 locomotives (#1471) for the photographic shoot that takes a rake of test freight cars around the layout.  Take it away the City of Watertown….

This first photo shows the train leaving the (hidden) storage sidings and entering the layout over a hinged drop-down flap across the doorway.  The track is only temporarily laid down here as there will be a turnout on this flap to direct trains to the DME main line and the BN main line.  This train will enter the DME main line at Ivanhoe, SD.

DSC03546_webThe next photo shows the train in Ivanhoe, SD.  There is a siding and a spur here to service the local grain industry.  Last year I said that I was going to have a branch line joining Ivanhoe with a moveable cassette from the aisle-way.  I decided not to go ahead with that and put Ivanhoe back to where it was on my original plan. The track in the middle towards the rear of the photo that goes diagonally from left to right (just in front of the Tortoise motors) is the BN track that will connect to a turnout on the flap shown in the previous photo.  You can see four tracks on the far left and these are (hidden) staging for BN trains.  The town of Wabasso will be on this section of the upper deck.

DSC03547_webWe leave Ivanhoe and go around a 180 degree bend and come to Rosa Park.  Rosa Park is a busy industrial area to the west of the main town of Marshall (MN).

In the next photo the DME train is on the DME main line.  Immediately to the right are sidings for some industries that include Red Owl food distribution, Sealed Air plastic packaging, and a lumber dealer.  Immediately to the left will be a large grain facility.  The tracks on the blue mat will be (hidden) staging for the BN.  The DME and BN lines cross on a diamond just in front of the water tower.  In my previous (ancient) post I said that I would hide the diamond and use some form of lighting indicator to let operators know where the BN train was sitting as it waited to cross the diamond.  I am now keeping the diamond open to view.

DSC03548_webThe train leaves Rosa Park on a 180 degree peninsula and then enters the main town of Marshall (MN).  On the curved section around the peninsula the inside track is the DME main line and the outside (aisle side) track is the BN main. Inside the peninsula is the small operating well where the dispatcher will sit.

The next photo shows the DME train in Marshall heading east (sorry, my east is to the left on this layout!).  The track next to the train on the left is the BN main line.  To the far right is more (hidden) staging representing the (former CNW) branch line northwest to Ghent.  The town of Ronald (after my father) will sit above these storage sidings.  The storage sidings here on the lower deck I have surmised as being a truncated branch line now operated by the Twin Cities & Western (TC&W). The TC&W has trackage rights over the DME from Marshall to Evan (MN) from where it heads north to Redwood Falls and onto Redwood to meet sister railroad, the Minnesota Prairie Line.  I understand that this Redwood Falls-Redwood rail link is not prototypical (or even possible) but I am relenting for operational interest.

DSC03551_webThe train does another 180 degree turn to continue through Marshall and the main DME yard.  DME trains are made up here and there is a small engine terminal and RIP track.

The next photo shows the bulk of the DME yard. We see the DME train on the DME main line.  The track on the right is for DME/BN interchange and it also allows DME/BN trains access to each other’s lines.  The next two tracks on the right are the BN main and BN loop line where the station will be.  I plan on running an Amtrak train and the odd “excursion train” on the BN main.  On the left are sidings for the DME yard and industries such as Schwann Foods.  You can see the plywood for the second deck in this photo as well and, ironically, there are no hidden storage tracks underneath it. This part of the second deck will support the town of Evan and the junction for DME and TC&W trains.

DSC03554_webThe DME train will continue straight ahead before curving to the left (right as we view the above photo) to start the climb to the second deck and the line to Evan (MN) and onto Sleepy Eye (MN).

You can see where the DME line is to go in the next photo where the Woodland Scenics foam incline starts. There are four (hidden) storage sidings under the upper deck baseboard here as well, albeit access is good from the garage doors.  Above will be the terminating storage sidings for the DME at Sleepy Eye and these will be hidden behind a narrow scenic barrier.  In front, as shown by the TC&W loco on the upper deck, will be the line from Evan to Redwood Falls.  The tracks on the lower deck in the open are the MSC/ADM industry sidings and spur tracks in Marshall.  The first two tracks on the left are the BN main and passing siding.

DSC03558_webAs the DME line is point-to-point (and the upper deck is still under construction) I am, for now, rerouting DME trains along the BN main line for a continuous circuit.

The next photo sees our train having backed up to get access to the turnouts that allows it to move onto the BN main line.  The BN main line is continuous run.

DSC03561_webThe next two photos shows our DME train on the BN main; the first photo showing the train passing the MSC/ADM complex on the left at Marshall. The second photo brings us almost full circle with the storage sidings on the left.  A scenic backdrop will separate the BN main line from the storage sidings here.

DSC03564_web DSC03566_webLastly, we see in the final photo below the freight wagons back in their storage siding and the loco is about to reverse back into loco storage (middle set of stub-ended spurs on the left).  You can also see the raised narrow strip of plywood (with a stacked set of foam risers) in the background which will take the DME line to the upper deck at the full eight inches in height.  [To explain – the first foam incline brings the DME track up to four inches above the lower deck.  To prevent additional drag on the incline on the ninety degree turn, I have maintained a four inch run around the curve. On the straight I will place the next four inch foam incline (8 foot in length) that will take the track to the full eight inches, crossing the doorway on a flap that lifts up this time].  The section where the DME goes from lower to upper deck (about 21 feet or roughly seven metres) is not part of the scenic layout and is ostensibly hidden.

DSC03568_webIt is a good feeling to finally get some trains moving around the continuous run of the lower deck. The last twelve months have not been easy as my dad was diagnosed last April with terminal cancer.  Amazingly (and thankfully), he is still with us.  Despite being in palliative care, he is still mentally alert and maintains his positive frame of mind at all times.  More recently, I have my own health problem which hopefully will be sorted mid-April with some specialist surgery.  All the more reason to get the trains moving on the layout!

X marks the spot

Hot on the heals of my blog post describing the town of Rosa Park, I thought I should explain how the diamond crossing is going to work since it is a rather important operational feature on the model railroad.

As stated previously, the diamond is necessary to bring the BN/BNSF track from an outside curve on the visible part of the layout into staging which is on the inside of the layout. The BN/BNSF tracks essentially loop around the lower deck but travel only through Marshall on the layout itself. Although the focus of the layout is the Dakota, Minnesota and Eastern (DME), I wanted an interchange with the BN/BNSF and I also wanted to just run a train in a continuous loop at times while working in the garage. But I also wanted the DME line towards the rear so I could place industries along the backscene and to enable it to leave Marshall on an incline (hidden) behind the garage doors to get to the (to be constructed) upper deck. After all, the upper deck is essentially the DME line from Marshall to Evan that I am actually modelling.

Here is an earlier generic plan of the layout, albeit some changes have since been made and I will mention one of those changes now. You can see the position of the town of Rosa Park and how the DME and BN/BNSF lines cross as they approach the peninsula. You can also see the BN/BNSF staging area behind Rosa Park and how it loops around behind Ivanhoe to cross over the doorway from where it can make a continuous loop. In this plan DME staging is to the left of the doorway but this has now changed to BN/BNSF stub-ended staging and the new DME staging is along the back of the garage doors. The new DME staging area can hold four staging tracks and the incline from Marshall to the upper deck, even if the diagram suggests insufficient space!

Positioning planPhoto 1 shows the diamond crossing and the BN/BNSF track moving from the outside to the inside of the baseboard where it joins the staging yard on the blue mat. This is an older photo and doesn’t show the final track positions in staging. The position of the water tower is still to be determined but it will have a critical role to play as I will explain shortly.

Photo 1:

Rosa_Park_staging_diamond_1The diamond crossing is not considered part of the railroad. What do I mean by that?

The crossing is a necessary part of the model railroad in order to move BN/BNSF trains from one position on the layout (the visible part) to another part of the layout where trains are stored in staging, or can complete a continuous run. As such, the BN/BNSF trains are considered to be moving through Marshall or they are somewhere else. There are two explanations for this: the first is that we consider offstage storage of trains to be representative of other parts of the railroad (e.g. an extension of the Marshall subdivision and other connecting parts throughout the United States) when we think of the prototype. However, we also need to consider that we are also operating a model railroad and we need to work out how best to channel trains from one place to another for model railroad storage purposes. So long as the model railroad storage purpose is not visible to us, we can maintain the illusion that our trains are moving through Marshall and going to another place – Wilmar, the Twin Cities, Sioux City, Kansas City, Spokane, the Pacific and Atlantic coasts, etc. I therefore have no problem moving my trains offstage in whatever manner best suits to maximise the operation of the trains on the visible part of the layout. This is not revolutionary by any means: some layouts have offstage storage where trains are built up by pulling freight cars and locos off shelves or from drawers.

In Photo 2 we see a mock up of the backscene boards used to separate the visible layout at Rosa Park and the hidden staging. Note the short board hiding the diamond from Larraway Lumber. It does look a tad messy but I am hopeful that with the right buildings and backscene the gap won’t be as obvious. But yes, one will indeed see a “mousehole” when looking from either side of this part of the layout (i.e. trains entering from the curve around the peninsula or when DME trains drive through Rosa Park to Marshall). For now, I will call it a transition zone and leave it that! The transition zone does not exist on the railroad, much the same as a helix does not exist on a real railroad. I will need to find a name for it though because the dispatcher must tell BN/BNSF crews when they can cross the diamond, while crews need to tell the dispatcher they are positioned short of the diamond and ready to come out onto the layout. And this is especially important for safe working.

Photo 2:

Diamond_crossing_2 The envisaged safe working procedure is actually pretty simple. Please note that I am about to explain the safe working procedure for the model railroad. DME trains do NOT have to seek permission from the dispatcher to travel through the transition zone between Rosa Park and Marshall. The default on the DME is that the transition zone does not exist. However, all BN/BNSF trains MUST stop on approach to the diamond from staging (i.e. from the right). The dispatcher can only allow a BN/BNSF train onto the layout by crossing the diamond when no DME trains are coming through. Once a BN/BNSF crew have the OK to proceed, their train crosses the diamond and enters the visible part of the layout on the outside curve of the peninsula which takes the train to Marshall. Once the train enters the visible part of the layout, the train is now “on the prototype” and will operate accordingly.

In Photo 3 we see a coal train crossing the diamond only after the dispatcher gave permission for this train to be at this point on the layout. This is naturally the case for the train coming from both directions. For trains coming from the east (the left) that will leave Marshall to go around the outer curve on the peninsula, and enter staging by crossing the diamond (from the left), the crew will get permission from the dispatcher when the train first arrives in Marshall. These trains actually originate from one of the four stub-ended sidings behind Rosa Park and continue behind Ivanhoe to cross the doorway and enter the BN/BNSF main just before the MSC/ADM industrial complex. Staging and operation around the doorway is actually handled by a yardmaster rather than the dispatcher but both yardmaster and dispatcher are in communication with each other.

Photo 3:


Note that ALL DME trains take precedence. If a DME train will be in the way the dispatcher will hold the BN/BNSF train in staging or at Marshall until the passage is clear. Holding a BN/BNSF train in Marshall might be for any number of prototypical reasons, but holding for “the diamond crossing to be clear” won’t be one of them.

In photo 4 we see the same coal train crossing the diamond. Let’s pretend it is actually moving from right to left as though it has come onto the layout from staging. But how did the crew and the dispatcher know where the train was prior to getting permission to move onto the layout? The diamond in this transition zone will be hidden, as are the storage sidings themselves (remember that the upper deck will be over the top of the storage sidings eventually).

There are two options. The first is the use of a small wireless camera and screen but I am still to be convinced that this is the best approach. The second option is a little more creative and potentially offers the right type of information using a sensor and a LED.

And this is where the water tower comes into the picture. I envisage having a small light on the top of the water tower (I think Model Power or Korber might have even have sold water towers with blinking lights on top) which is activated by a sensor (an IRDOT most likely) when the BN/BNSF train is about 6-8 inches from the diamond. When the light is activated by the sensor the train must stop until given the OK to proceed by the dispatcher to cross the diamond and enter the layout (and thus now on the railroad). I need to give this spot a name (most likely a town). The crew can alert the dispatcher by saying that the train is at Split Rock (for example) and the dispatcher can say to hold at Split Rock or to proceed from Split Rock.

Photo 4:

Diamond_crossing_3The water tower now becomes an important signal for crews to know where their train is and when to stop their train prior to crossing the diamond and entering the visible part of the layout.

This is just speculation at this stage of layout construction. However, considering different operational options and making the distinction between prototype and model railroad is already making a difference to how I think about potential track changes and operation strategy. The proof of the pudding is yet to come. But at least we can start imagining the taste and what it might look like while it is still being cooked up.

Rosa Park on the DME

The town of Rosa Park is located between Ivanhoe and Marshall in southwest Minnesota. Rosa Park is a major beneficiary of the Dakota, Minnesota and Eastern (DME) rail line from Brookings (SD) to Marshall (MN) and beyond. The DME line from Brookings to Evan (MN) (rejoining the DME main line just west of Sleepy Eye) is called the Evan subdivision, or more colloquially known as the DME Deviation. The DME has been a key driver of economic development at Rosa Park and demonstrates how important rail can be to a town’s economic base.  Being located close to Marshall and the BN/BNSF interchange also helps. Rosa Park has a number of significant industries that rely on the DME and support a local population of almost 3000 people. Workers also come from neighbouring Ivanhoe and Marshall.

The schematic for Rosa Park and the BN/BNSF hidden staging gives readers a good idea of the track configuration and industries served by the DME line. The red line shows the separation between the visible part of the layout (Rosa Park) and the hidden staging tracks for the BN/BNSF behind it.

Rosa_Park_and_staging_amendedPhoto 1 shows Rosa Park and the BN/BNSF staging area behind it. The photo looks down on Rosa Park from the east (left hand side). The yard length is about 5m (approx 15 feet). The slightly obscured blue DME loco behind the water tower is on the DME main line.

Photo 1:

Rosa_Park_updatedIn my original plan for Rosa Park, the grain elevator was going to be situated at the front edge of the baseboard with only a single spur. The actual elevator structure and grain silos were to be “imagined” in the aisle space. Where the grain elevator is now located was to have been a Central Soya complex. I quite like the Central Soya covered hoppers and tank cars and I have several of them. However, having two large soy processing complexes (the other being the Minnesota Soy Processing Co-op at Marshall) was too much. Interestingly, Central Soya started in Indiana in 1934 and expanded into other Midwestern states. Central Soya was purchased in 2002 by Bunge Limited after having been part of the Cereol Group for a number of years.

When I decided to replace Central Soya with the grain business at the back of Rosa Park, I did have a concern that the modelled grain elevator would protrude slightly into the edge of the upper deck.  I will work my around that issue when the upper deck gets constructed, but I have a couple of suitable options to overcome that. You can see in Photo 2 below that the grain silos are slightly higher than the unpainted and temporary backboard. And yes, the water tower is in a different position in this photo!

Photo 2:

Rosa_Park_staging_2The current yard layout and industries at Rosa Park are now settled and the trackwork has been altered accordingly. The main industry is a large grain elevator and associated fertiliser distribution business – Saatkamp Grain and Feed.  Because of a limited track lead, a pair of turnouts in the yard allows grain trains to be broken up and fed through the loading facility in two lots. The grain elevator has its own switcher and I am still to decide whether to use a SW1500 or NW2 for that role as I have both as options.

Another change to the original plan was the addition of an extra 11 cm to the front of the baseboard at Rosa Park (this is visible in the photos as a lighter shade of plywood). This enabled an additional spur plus room for industry structures along the front of the layout. Being at the front, I wanted industries that were not very tall so they didn’t interfere with reaching into the yard during switching operations. I fictionalised that the former iconic Minnesota supermarket chain, Red Owl (which was taken over in 1988 by Super Valu), re-established itself as an independent entity in the early 1990s and had a major distribution warehouse at Rosa Park. Such an industry allows for a variety of incoming freight cars. The other industry at the front of the layout is Sealed Air, a company that makes packaging material like bubble-wrap.

Photo 3 shows Rosa Park with all the industry sidings. The staging tracks are on the blue mat. Originally, I had seven tracks in staging but the gap between tracks was too tight so I lifted the track and put down the six tracks you see in the photo.They look a bit wobbly and that’s because they have not been fixed into place yet. These tracks will be straightened and Tortoise motors installed onto the turnouts. The turnouts on Rosa Park will be thrown using manual ground throws.

Photo 3:

Rosa_Park_and_BN_stagingFrom the opposite angle, Photo 4 shows the configuration of the DME tracks. From left to right: Red Owl and Sealed Air industry tracks; siding; passing loop, DME main line; and the three grain elevator tracks for Saatkamp Grain and Feed.

Photo 4:

Rosa_Park_midPhoto 5 shows the west (right) end of the Rosa Park yard and the curved track of the DME main that rounds the bend into Ivanhoe. The two forked tracks are the ends of the grain spurs. To the right of the DME main line is a short curved lead track. Originally this was to be a spur for a propane gas facility and I am still considering this option. The two tracks leaving the blue mat are the main and loop siding on the BN/BNSF staging that will curve around behind Ivanhoe and remain hidden until it crosses over the doorway (see previous blog post).

Photo 5:

Rosa_Park_west_endPhoto 6 shows the east (left) end of Rosa Park. The spur on the far left with the red box car is Larraway Lumber and Building Products. Midway along on the left are two sidings for Sealed Air;  the one with the covered hopper is for discharging plastic pellets and the spur off to the left with the brown box car is for incoming and outgoing products. The BNSF coal train is on the run through line in staging.

Photo 6:

Rosa_Park_east_endAt this eastern end of Rosa Park, I have made some more room at Larraway Lumber to allow for a larger complex than originally planned (Photo 7). I was keen to ensure that the unloading of wrapped lumber from centre-beam freight cars could be done from both sides as on the prototype. Accessing both sides of the centre-beam freight car is necessary to prevent the car from falling over if only unloaded from one side! To save space, one side of the unloading area is “imagined” in the aisle. Larraway is a real business in Minnesota, although not rail served, and is in keeping with my desire to include things I saw on my previous trips to DME territory.

Photo 7 also shows how the BNSF line (outer curve) crosses the DME main (inner curve) to enter staging on the right from the actual visible part of the layout. The end of the visible portion of the layout is where the cross-member and vertical post are. Larraway Lumber will help conceal the diamond which is not part of the visible layout.

Photo 7:

Larraway_Lumber_positionThe diamond is necessary to bring the BN/BNSF Marshall subdivision line into staging as on the layout (lower deck) it is on the aisle side of the baseboard. The hidden staging behind Rosa Park has six tracks. One of the tracks is a run-through track and a second is a loop siding. There are four stub ended sidings. The backscene behind Rosa Park will be removable to allow access to these hidden staging tracks. I plan to experiment with track detectors and a couple of small cameras linked to two screens at either end. The hidden staging will sit below the upper deck and will be enclosed, other than for the ends of the stub-ended spurs near the dispatcher’s well.  I will describe how the tracks from hidden staging behind Rosa Park connect to the rest of the layout in another blog post.

One feature I have experimented with in this section of hidden staging is the use of a (blue) camping mat on the surface of the plywood instead of cork (Photo 8). I purchased the camping mat cheaply from a two-dollar shop (albeit paying slightly more than two dollars).  I am interested to find out whether it lowers train noise compared to cork.

Photo 8:

BN_BNSF_staging_matRosa Park is a key location on the layout with plenty of operational potential and industry activity. While the town is fictional, its economic base and characteristics are in keeping with the prototype. As an example of using the rail system for regional development, I consider Rosa Park to be a big success.