Prototype: Freelance Western Pacific- Sacramento Theme
Sise: 9’-5" x 13’- 2"
Overall layout is modification of Montana Rail Link’s Third Subdivision (HO N) from trackplan database (July 2007 Model Railroader)
Suisun Terminal area is modification of Whasup Dock (HO) from database (March 2009 Model Railroader)
Operation:
SN switcher in Suisun Terminal and possibly Marysville. SN local freigh from Suisun Terminal to Live Oak and return serving Marysville, SN-WP interchange, Westsac and Live Oak.
WP (loop to loop) Passenger and through freight trains. (Some trains EB and some WB)
Local freight (out and back or loop to loop) serving SN-WP interchange, Oroville, and Quincy Junction.
Quincy Railroad switcher: Lumber mill to Quincy Jct and return.
Electric Interurban: West Suisun to Live Oak and back
I think I can add 1-2 more tracks behind Suisun Terminal backdrop for WP staging. Tracks behind backdrop will be easily accessible by opening roll-up door.
I have not yet determined industrial track configerations in Marysville and Oroville.
SUISUNTERMINALEASTERN-1b by Donald Schmitt, on Flickr
Layout height will be set for operation from wheelchair, although since I have a prostetic leg can get out of the chair for construction activities and if necessary for troubleshooting. I will also have assistance from family (who live on the property) and friends when the visit.
hi DS,
you mentioned a wheelchair and your physical problems, so the last thing I expected was a more then 5 feet wide bench. Not only while constructing this huge area, also while operating and for maintenance you will need easy and long access to the tracks. Especially since i foresee a lot of switching on curved tracks on this part of the layout.
Combining two different awesome plans does not lead necessarily to a coherent plan. Leaving out the large storage and classification yard from Mike Dannemann’s previous Montana Link layout has consequences operationally. IMHO also more defined staging is lacking as well.
To be more specific you will have loads (7) of destinations: the staging extension (main north), the main into the mountains (main south, a staging area here would be great), the carfloat, the area around Suison and Maryville, the area around Westsac, the Live Oak area and finally the wayfreight to Oroville and Quincy. All different trains, unless you are only running unit trains, getting cars from one train into another will need a massive yard. It’s like building two legs but not the torso which is connecting them.
I do really understand the attraction to an area where mountain railroading, rail-marine operations and yard activities can be enjoyed close together. By just leaving classification operations out the problem remains how to swap cars between all those diffrent trains.
On his current Rio Grande Moffat layout Mike Dannemann also included very deep scenes, beside a huge yard. I would be very reluctant to do the same; however his deep scenes are almost turnout free. He just let them biggies roll on that part of his layout.
One last remark, I have the feeling you designed your layout with custom made turnouts. When you intend to use out-of-the-box turnouts you might have space issues. It could be wise, considering your physical situation, to do as much as possible on a workbench, w
If you built this ambitious layout I think it would end up not being what you hoped. Paul mentioned Mike Danneman’s layout and to me the number one feature of that layout is where Dannemann used the size advantages of N to create a sense of sweep and scope, where even a large train is dwarfed. In that sense it reminds me of some of the technicolor Westerns of the 1950s (Bad Day at Black Rock, The Big Country) in those scenes where the camera is backed away from the action.
Potentially there is as much “wow” factor in such a scene, with no turnouts at all or at most two for a passing siding, as there is in the Quincy Junction, Oroville, Live Oak scenes in the plan where I count a dozen or more turnouts. The lower half of this track plan is not unlike the early N scale track plans where, by contrast to Dannemann, the size advantages of N were being used to maximize the amount of track and sidings.
The layout’s overall scheme also reminds me of some club layouts where there had to be “signature scenes” to meet every taste. Each scene on its own is nice but for the visitor it can be like stepping into a casino in Vegas, filled with lights and distractions and noise. Most home layouts are better having just one such intense scene.
I’d also echo Paul’s point about access. That is again where Dannemann has the advantage because his large expanses of scenery do not necessarily have any track in them and hence access is not critical (and plain track needs less access, and surely less wiring, than turnouts, industries, and the like).
Doing a really great job just on that terminal would represent a genuine accomplishment. I would concentrate on the top half of your plan, although I myself am not a fan of loop to loop and would suggest instead point to loop with the point being industrial switching above, staging below. But then I
Paul and Dave, Thankyou for your comments.
At the height I anticipate building the layout I can reach 20" sitting in my chair and 30" standing with one hand on the chair for balance. There is only one turnout more than 2’ from the table edge (the west end of the long Oroville siding. It is just under 3’ from ihe edge. I don’t plan on using it for switching operations and will probably make it a spring switch set to the straight route. The most difficult turnout to access is in Live Oak. It is just over 2’ from the edge, but the WP main line runs above it. I am considering a single access hatch placed to provide emergency access to these two turnouts. I think I could find or make a low wheeled chair or stool so I could get to it.
Swiching Operations at Orovile will be at the east end (around the station). I have not yet decided on the number and configuration of industries at this location.
My main interest in “operation” is sitting back and watching trains run. I have room to add two 7’ min. setup tracks behind the Suisun Terminal. Access to them for setting up and removing trains will be by opening the roll-up door. Cars will be set and removed from the SN-WP interchange in the same way. The SN will physically move car to/from the interchange. The WP will not actually work the SN-WP interchange. Cars will also be manually staged on the car float and the SN-SP interchange.
The through trains on the WP will not do any switching. The “local freight” will switch only at Oroville and Quincy Jct.
I do enjoy switching operations too, hence the concentration industries (Suisun Terminal, Westsac and Live Oak) Probably I will be operate alone most of the time and will concentrate on either running (WP) or switching (SN) depending on my mood.
The stations at Marysville and Orovill