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Obviously if a modeler with a single deck layout is unhappy with separation and run, he must revisit the multi-deck concept. I say 'revisit' because I had given it consideration prior to beginning this project, but ultimately decided against it.

I have all but memorized Tony Koester's book on the subject and have visited and operated on some great ones. But I've never quite been a fan of the multi-deck for my purposes. At least I don't think so. I was heartened when I read of Marty McGuirk's dismantling of his upper level and especially related to his reasons why, which he mentioned in his blog, and expounded upon in an issue of Model Railroad Hobbyist.

I do like having one deck at optimal working, viewing and operating height rather than two at compromised ones. I dislike having to worry about more lighting... and I do have to acknowledge the modest ceiling height with which I'm working. But most of all, I just prefer the look, or presentation if you will, of a single deck.

But I enlisted the help of Bob Sprague, planner extraordinaire, in a what-if, why-not scenario. I figured it's worth the beer that he charges! Hang on, here we go.
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This is the upper level. The multi-deck layout plan is a point-to-point one with two major LDEs per deck. The helix forces a change in direction in this out-and-back format and is of a 'backbone' or 'spine' style. The spine serves as both support and backdrop and the loops alternate between running on the inside and outside of the spine. This alternate format provides about 8" of vertical separation so the outside loops can be sceniced. Radii are 36" and 28" respectively. Ted DiIorio details this type of helix on his blog.

This is the lower level. The depth of each deck is staggered to maximize viewing, eliminate congestion and minimize scenicing. The distance between LDEs in this plan is generous. Mainline run increases from about 90' of the single deck to almost 220' for the multi-deck.

   Long time WMRC member John Longhurst graciously opened his doors to club members to view his CP Rail Manitoba and Minnesota Subdivision railway at last weekend's layout hop. John had "downsized" his operation, and all who viewed it agreed that his changes were an improvement!

   Gone is "Mount Longhurst", which was in the middle of the room. John completely rebuilt that area and flattened it out, which gives the room a more spacious feeling, but didn't decrease the trackage. John says that it's nice not to have to peer over that mountain anymore. Now he can see his entire layout from anywhere in the room!

It was back to the drawing board, literally, after assessing my earlier track plan which I determined lacked adequate separation between those pesky Layout Design Elements. In consideration of my fondness for the areas that I had researched and planned, I decided to extend the layout into the finished living area with as little intrusion as possible.

I secured preliminary approval from the still-in-office Senior VP of Real Estate Distribution and Utilization with the stipulation that this would be considered 'Phase II.' This construction could not, should not and would not, proceed prior to there being significant progress made in the main layout room first. Fair enough. No complaints here.
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While the first three major LDEs remained the same, Davis Siding was moved further west from the end of the peninsula to the area formerly holding Sykesville. The end of the peninsula can now be sceniced with the Eureka Bridge and Davis Tunnel (not drawn) and begin to more accurately represent the distance between Daniels and Sykesville.

The farming community of Sykesville is moved outside of the layout room via Henryton Tunnel. The new area includes a buffered staging 'pit' that does allow for through-running, plus the State Hospital spur which could not be accommodated in the earlier scheme. Entry to the layout is via a flip-up, nod-under archway @ 5'-6".

I'll need a little bit of time to really evaluate this, move some furniture around in the 'man cave' and get a true idea of how viable this is. I would really like to keep Sykesville because it represents a different aesthetic from the other LDEs. The others are all mill towns sitting in the river valley, while Sykesville begins to suggest the rolling hills of central Maryland. Plus, the different consignees offer enhanced operations. We'll see.

But For Thursday, we'll have a track plan that really represents a significant departure... and it's in color and fully rendered. Woooo hoooo! See you then.

"You're welcome!"

    Last weekend the WMRC held a layout hop for its members. Five layouts were showcased on both Saturday and Sunday from noon to 4PM around the city. Four of these layouts will be featured on this site in the next few days.

  By far one of the most unique layouts in Winnipeg, or anywhere else, is Dennis Rietze's layout in a crawlspace. With only four feet of clearance, Dennis has managed to build a great looking layout in a most unusual space! He has proved without a doubt that you can build a layout anywhere! WMRC members new and old have always been fascinated the location of his layout and they've also been very impressed with the quality of his craftsmanship!

   Note that Dennis moves about his layout on a neat little work stool, which has castors and a tool tray underneath the seat. He has a few more of these stools for visitors, and it makes getting around his layout a lot of fun!



  

   WMRC model contest chair Morgan Turney managed to get all of the HO scale special event model contest entries in single photo during our annual spring open house by placing them all on one module of the Kildonan Short Lines display.

    Thanks to the magic of Photoshop, WMRC Blog Editor Paul Ullrich replaced the background (which featured a blank wall, a bunch of boxes, jackets and two of our member's stomachs) with a very nice backdrop of a prairie sky. Enjoy!

Jim Dufour's careful re-creation of the Boston & Maine's Cheshire Division circa late 1940's is a real labor of love. His research on the New Hampshire portion of this line focused on five consecutive stations just over the Massachusetts line.
It consumes most of his 17' x 28' townhome basement and was begun in 2005.

Jim runs a combination of steam and first generation diesel. His track plan is single track around the basement walls with a peninsula and run-through staging that is segregated, but visible and readily accessible as it runs against the back of the stairway landing. Because of that configuration, there are no duck-unders or gates required for visitors or operators to negotiate. Utilities have been effectively screened from view and fascia and skirting complete the layout's presentation.
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Jim's use of photographic backdrops expand scenes very effectively. He shot this photo himself on location. The double-arched bridge still stands today near the state line. Jim scratch built it using resin casting techniques.

The J. M. Parker grain elevator at Fitzwilliam was scratchbuilt based on an old postcard that Jim acquired. To his credit, he has the good sense to employ a B&O hopper here.

The pastoral nature of this line is evident, as is the time period and season being modeled through details along the right-of-way and gravel road.

The Mudsucker Run makes its way east bound around the peninsula end on this mostly wall-hugging layout. Jim has taken advantage of the peninsula's depth to depict the most rugged scenery on the layout.

The depot at Webb is dwarfed by the hilly backdrop... another example that dramatically expands the scene. Overall, the backdrops are a combination of both personal and commercial photographs that have been enlarged and printed for mounting.

The area around the Golding Keene loadout is still getting some final scenery touches. The industry was a local company that mined feldspar, an abrasive-type ore that is the main ingredient in Bon Ami household cleanser.