Sunday, January 7, 2024


I built my SP Cascade Line as an operating model railroad.  I am happy to report that it has fulfilled that dream.  Each month I host a group of up to twenty fellow model railroaders to help bring my vision alive.  Well, it is not quite monthly, as my beginning-of-the-month slot in the local operations rotation produces a number of schedule conflicts.  Still, I catch as many of those slots as I can.  


The “70s” in this post’s title refers to the number of formal operating sessions, beginning with Session One in June, 2015.  The fourth formal operating session on the railroad was accomplished in late August, 2015, as part of the Operations SIG operating sessions affiliated with the NMRA National Convention held in Portland.  


Just prior to the most recent session, I reviewed photos from that event as I sought images of my Oakridge-based friend, Bob Sanchez, who just passed away.


From the August 2015 operating session for the NMRA PDX2015 Convention, Bob Sanchez (right) explains operations at Oakridge to Scott C.  Don M. and Dennis D. are working the Oakridge Turn in the distance.


Bob was an avid rail-buff and a great help and host to many of us seeking more information at Oakridge.  Bob owned the former Lane Electric warehouse near the former SP depot site in Oakridge.  He went on to fill much of that warehouse with a marvelous N-scale layout.  In August, 2015, Bob was an invaluable companion and helper for me with a range of NMRA National Convention duties.  Rest In Peace, Bob.


That photo trip down memory lane reminded me just how far my railroad has come since then.  Those early operating sessions were quite raw and performed on a railroad that was even rawer.  I was helped along the way by a number of folk, several of whom passed away in the past few years.  I miss the input from railroaders Tom Dill and Rick Kang, and the cheerful support and advice from Chuck Clark.  


Fortunately, I have a large crew of people who have stayed with me through the development of my railroad and have been joined by still more.  Many of those regulars were present at the just-completed 71st operating session.  The long term regulars have been joined by newer acquaintances—so many that I routinely must cap the crew size and place late responders to the crew call on the reserve list.


Photos from this recent operating session focus on the people—something I have learned to concentrate upon as the real treasure of these events.


At the core of every successful operation is the Dispatcher.  Dave H. held this position as he often does.


The Eugene Arrival-Departure Yard was managed by Craig L. (left) and assisted by his Switcher, Pat L.  Pat just joined us in Oregon, but is no stranger to me or to operations.


At the RR-East end of the Eugene depot area, East Switcher Joe B. works with a car in the foreground, while Eugene City Switcher Mike L. works the industrial trackage now found between the main lines and the wall for this pass-through area.


The full Eugene Yard crew consists of (left to right) West Switcher John B, East Switcher Joe B, Yardmaster Rick A, and Eugene City Switcher Mike L.


The “B” Springfield Turn started the session with its work half completed.  “Dog-catching” this job were Brigg F. and Jeroen G.


After Brigg and Jeroen completed work with the Springfield-B, they returned to Eugene Yard and picked up the Marcola Turn which they are working here.


The other local freight was the Oakridge Turn, with Mike B. and Keith K. as crew.  They are working the RR-East end of Oakridge, having just run around a covered hopper that they will soon set-out at the sand house location (paper plan-view attached to the yard surface).


Bill M. and Bob L. formed a road crew, seen here at the upper staging at Crescent Lake.


Mike W. (left) has left his helper, piloted by Mark K. (right) at Cascade Summit.  He is getting track authority to proceed to Crescent Lake and the end of his run.


With other trains at Wicopee, Mike L. (center) is copying track authority after meeting a train crewed by Mike W. (right).  Rodger C. (left) controls the helper locomotive entrained in the RR-West train on the siding.


Having helped a train from Oakridge up to Cascade Summit, Rodger C. returns “light” to Oakridge.  He is seen here at Wicopee.


Bill M. (left) and Bob L. (center) work uphill at McCredie Springs, assisted by the mid-train helper run by Mark K. (right).


Emerik S. is Engineer for the LABRF—a hot train from Los Angeles to Portland (Brooklyn Yard for the SP)—seen here at Westfir.  Jim M. is his Conductor.  Later on, we needed to send Emerik and Jim out solo on separate trains to keep the traffic rolling.


An important feature of my standard operations is the mid-session lunch break.  Keeping the lunch break local to my basement maintains continuity while providing important rest and social interaction.  Yes, we have to squeeze tables into various spaces around the layout, but it is clear that a good time takes place.


Although there is much yet to be done on my railroad, it has settled into a comfortable pattern of operations.  This 71stoperating session presented quite a contrast to the initial efforts back in the summer of 2015.  Those early sessions set a solid foundation upon which we built a regular operating group.

Sunday, December 10, 2023


After my initial success with the forest at Cruzatte, I extended that forest into the corner beyond that scene—Noisy Creek.  I used much the same set of scenery techniques I pioneered at Cruzatte with some modifications.  The Noisy Creek scene needed to be barer, as the December 1964 slide that took out part of the trestle remains a gash in the landscape to this day.


SP X8302W crosses Noisy Creek Trestle.  The Noisy Creek scene is now ringed by forest.


My developing scenery technique for my mountain scenes begins with an initial ground/earth cover using sanded grout.  Pictures of Noisy Creek show a distinct gray cast, so my grout mix began with a gray and then added a sand color.

I noted the area of the 1964 slide does not have significant rock outcroppings, so I did not need to have rock castings within this scene.  


Noisy Creek scene with sanded grout ground cover.  Note I transitioned from a browner grout mixture intended for forest floor on the left above the rock shed to the gray covering in the Noisy Creek slide area.


Looking at the original simple backdrop for this scene and reflecting on my efforts and experience behind Cruzatte (to the left of this scene), I decided to add more prominent trees painted on the backdrop.  I sized the painted trees to match to the six-inch trees I would use in front of the backdrop.  I then added a fringe of forest growth covering against the backdrop.  The “forest growth” is made of small bits of the coconut mat “branches” material trimmed from the fir trees.



Painted individual trees on the backdrop plus adding the “forest floor” to the joint between backdrop and three-dimensional terrain.


I then added six-inch trees to ring the area above the slide.  These trees use the smallest trunk offered by Coastman’s Scenic Products and represent second growth as would appear around the area of the slide.  My developing scenery technique for relatively narrow forest scenes uses half trees against the backdrop and then full trees in front of that.  It creates the appearance of a denser forest.  The use of half trees was inspired by useful comments from my operating crew when viewing my first efforts at Cruzatte.


Half trees for use directly against the backdrop.  The need for these half trees can be seen in the scene directly above where another row of trees is needed to fill in behind the front row of trees.


Completing the difficult-to-reach tree-line behind the Noisy Creek slide, I then filled in the areas to either side of this area with taller “old growth” trees that transition to even larger trees beyond the tunnel/rock shed entrances that bracket the trestle/viaduct over Noisy Creek.  The photo at the top of this blog-post shows the finished result.  My forest is growing!

Saturday, October 14, 2023


A welcome development in the Portland, Oregon, area has been regular, annual Rail Prototype Modeler Meets using the “Bridgetown” moniker.  “Bridgetown” refers to the many bridges over the Willamette River in Portland plus the three (auto plus rail) over the Columbia River.  Kudos to Bruce Barney, Rod Loder and their helpers plus others in the Pacific Northwest in the RPM movement for helping establish this as a significant modeler event.  My only “issue” is that organizers seem to have settled upon the first Saturday of October for the meet which conflicts with my regular spot in the Portland metro area operating layouts rotation.  Sigh.  These RPM Meets are worth my having to annul my October sessions. 

Rail Prototype Modeler Meets developed as a counter-point to the established NMRA contests, beginning in the 1990s.  The intent is for model display and ready access to the modelers to share techniques for better capturing prototype railroad equipment into scale model form.  It is a meeting of peers and fellow rail modelers.  


Typical assortment of models on display.  The model craftsmanship level is high.  The subject matter is quite varied.


A number of vendors, both “large” (Kadee and Tangent) and small were present with someone to talk to from each. Three-dimensional printing has taken off and opened up quite a number of model applications.


Jason Hill’s lumber train in the foreground with several vendors alongside the walls.


More vendors with a couple with 3-D printed models of Canadian prototypes in the foreground.


The big, exciting announcement at this RPM Meet was Tangent’s new model of the SP rebuilt forty-foot boxcars with ten-foot doors—the “yellow stripe” boxcars of the 1960s and 1970s.  This car builds on Tangent’s recent release of the SP B-50-28 (and beyond) post-war boxcars.  Just as the as-built cars were vital to the 1950s SP boxcar fleet, so also were the rebuilt cars to the 1960s-70s.  By 1970, over 7000 cars had been converted to the 10-foot door rebuild.  They went all over the country, such that many/most general merchandise trains had at least one of these cars in them.  SP modelers need them in great numbers.  The “yellow stripe” cars have long been a “missing link” for proper modeling of the SP, even if one is not (as I am) modeling Oregon.  I can go on and on about these cars’ importance and what they did for the SP and its shippers; perhaps I will do so sometime later.


It was great to meet Daniel Kohlberg who represented Tangent at this meet.  Dan has his own line of decals (ICG Decals, and has done the graphic artwork on Tangent’s and others’ models.  I already have a number of his decals for the production SP B-50-28 boxcars and now have decals for the “yellow stripe” rebuilds.  I also picked up four of the newly released rebuilt cars (unlettered, but assembled and having the yellow stripe on the door).  Those are just a beginning and will help my overall plan to do shifting equipment eras on my railroad.  


A side note about Tangent:  They often release new models at an appropriate convention, meet, or show, based on the geography of the event and the prototype of the new release.  For the Bridgetown RPM Meet, the newest release (that day!) was the SP rebuilt boxcar.  Also featured prominently were the new NP-BN-SP&S wide vision cabooses from last month and the 40-foot appliance boxcars (“Baby Hi-Cubes”) from this summer.  NP had a small part of that fleet.  All of these models neatly come together in Portland.


Daniel Kohlberg with the Tangent display.


It was great to meet with long-time friends from the prototype modeling part of the hobby.  Although I find myself now categorized as a “layout builder,” the urge to return to my modeling roots grows stronger each year.  


SF Bay Area friend Harry Wong taking photos of models while others do the same and otherwise observe.


The Bridgetown RPM Meet has become an essential part of my fall railroad calendar.  Someday soon I will be displaying as well.

Monday, September 25, 2023

VanRail 2023

This year has seen the return of regional operating events.   We held WOOPS in early June.  Our friends to the north just held VanRail, an operating event in the greater Vancouver, BC, area.  Along with a couple of my regular operating crewmembers, I was fortunate to gain an invitation to this year’s event in Vancouver.  I seized upon that invitation rapidly and enthusiastically, as my prior excursions north found great operating model railroads mixed with superb hospitality and an enthusiastic group of fellow Boomer-operators.   

VanRail is organized as a three-day event, with Boomers such as myself scheduled to operate on a railroad a day.  This year I put bids in for two repeats (for me) and had one additional layout assigned.  All three provided great operating experiences.


My first layout operation was a repeat with Mike Chandler and his Western Midland Railroad.  Mike built his layout using a plan from an old Model Railroader.  His execution (construction and modelling) is superb, befitting his Master Model Railroader ® status.  Mike adds to this physical plant with a well-run Timetable and Train Order (TT&TO) operating scheme.  He uses a retired Dispatcher (Train Controller) working remotely from Calgary!  During my previous time on Mike’s railroad, I took a turn as a Train Order Operator—a different experience in Canada as there are different practices with transmitting and reading back train orders there.  This time, I drew the lowest-ranked card in the crew assignment draw for train crews.  That worked out well for me, as I still ran a pair of trains over the railroad and thoroughly enjoyed the experience. 


Mike Chandler is on the Trainline (Dispatcher phone system) while Java Yardmaster Brian K. looks on.  The end point yards of Mike’s layout uses engine facilities and the roundhouse in common.  Aurora is in the foreground and Java is in the rear.


Neral on the Western Midland RR.  The level of modelling is very high!


My second day layout assignment was on Doug Hicks’ British Columbia Railway (BCR) Squamish Subdivision—the southern portion of the BCR.  Doug worked for BCR, so he has captured something in model form he knew well.  Doug has crammed an amazing amount of railroad onto two decks in a small space (about 14x16 feet).  Although it might appear crowded, our five-man crew (plus a separate Dispatcher) seemed to do well in the aisles.


Dave H. works the North Vancouver Yard as Dispatcher Victor G. looks on.  North Van juts out of the main layout space, providing more operating room for all.


Interior of the layout room.  Multiple levels are managed by putting operators on the lower level onto rolling stools.


Pemberton on the upper deck.  Doug posts photos of the actual locations modeled.  The model does justice to the prototype, albeit compressed to fit into the space available.


Once again, I thoroughly enjoyed my time on Doug Hicks’ railroad.  I also picked up an idea for showing the selected route through complex switch-work that will be applied to my own railroad.  Thanks Doug!


My final layout operation was on Scott Calvert’s Canadian Pacific Boundary Subdivision.  This also was a repeat operation for me, though each experience is unique.  Once again, I drew the low card in the train crew pool, but still had a great time.  My initial assignment had me run light pushers (helpers) down from their base at Farron to Castlegar—much of the completed mountain part of the railroad.  I tucked my locomotives out of the way and moved on to a new assignment working with the Great Northern Interchange run out of the big CP yard at Nelson, BC.  That took me off the Canadian Pacific to work a GN station on my way to staging (connection to the rest of the GN in Washington state).  Finally, I returned to my pushers at Castlegar to help a train up the mountain grade to Farron.  Scott’s railroad is similarly-sized to mine and we have shared construction ideas through the years.  It was great to have an opportunity to operate there again.


The pusher (helper) station at Farron—the top of the mountain grade.


Operations at Nelson.  Overhead is a continuation of the other side of the mountain grade, with Farron barely visible on the right


The GN station of Salmo is on the lower level at right.  Castlegar is in the distance, center.


Scott updates his operating plan for our session, using “available” space at Nelson.


A group photo with the Boomer operators and most of the local support crew at Scott Calvert’s layout.  The smiles reflect all of us after three days of wonderful model railroad operating and great collegiality.

Sunday, August 27, 2023


Most model railroaders set up an assembly line at some point in their work.  Owners of large model railroads such as myself often resort to assembly line techniques.  My current examples involve trees and a bit of boxcar assembly on the side.  Building on my success with the initial forest planted in the Cruzatte scene, I attacked another large group of trees to both add to the Cruzatte scene and perhaps begin another scene.

Tree core assembly line in process.  Tree cores consisting of branch disks glued to the trunks are stored on Styrofoam slabs, awaiting the flocking process.  Eight more trees are underway in the middle of the picture.  In the distance is a separate work station where boxcar assembly is underway.


I have found it convenient to work on eight trees at a time.  I tear off coconut mat material for branch disks for all eight trees.  I typically prepare four of these disks for each tree, laying out all thirty-two such mat disks prior to punching a center hole with an awl.  I then glue each tree’s four disks in place with white glue and then repeat for the next tree.  The process is messy in common with many scenery processes.  


While the glue sets on eight trees, I move on to some other task.  Currently, one of those tasks is digging into my collection of SP boxcar kits to finally assemble them.  When the glue sets on the first group of four branch disks, I return for another set of four until I reach the top of the tree.  A rhythm develops as the learning curve makes for ever more efficient assembly. 


I exhaust either myself or my supplies eventually.  At that point, I move on to another of the major assembly steps.  For the trees, the next steps are shaping or trimming the tree cores and then flocking.  I went through a number of spray adhesive cans on the current batch of 120 trees.  After flocking, I moved the trees stuck into Styrofoam slabs to a convenient place on the layout.  Right now, that happens to be in the greater Salt Creek area alongside the Wicopee Siding.  I need to add more ground cover before planting more trees.  Coastmans Scenery Products ( ) is getting regular orders from me for more tree supplies.  


Trees staged below Noisy Creek Trestle in the Salt Creek and Wicopee area of the layout.  A different form of “staging” is represented by the train in the foreground.  That train is in place for the next operating session start up.


I am taking advantage of my enthusiasm for adding trees to my forest based on success with my first major forest scene.  I also am taking advantage of warm dry weather to use the spray adhesive for tree flocking outdoors.  I have a lot of forest to plant!

Wednesday, August 2, 2023


Each year I do a photo survey of my railroad on or about the First of August which is the anniversary of the start of construction.  The survey provides two benefits.  It documents visible progress through the year and it prompts me to reflect upon where I have been and where I have been going.  It also serves as a handy reference that I can send out to folk who might be planning a first visit or who haven’t seen the RR in some time.  Last year’s decade anniversary may be viewed at:

One can work back through prior year reports using similar links at the top of each annual photo survey.


This year featured just a couple of visible improvements.  The just-reported-upon planting of the first forest scene at Cruzatte is the big news for the year.  The other visible “improvement” was my mock-up attempt for the engine shed at Oakridge.  That effort was a bit disappointing as the roof bowed up—pagoda style.  Importantly, it helped identify a needed track change to provide more space between the three engine service tracks covered by the shed.  The mock-up effort also identified construction challenges and opportunities (lots of roof trusses!) for the final model.


A forest of three-dimensional trees now provides the backdrop for the company village at Cruzatte.


As I looked through my blog posts over the past year, I realized I spent much of the year developing and consolidating operations on the railroad.  My railroad has returned to regular operating sessions with most having full crews.  We were able to host our nominally biannual guest operating event, Western Oregon OPerationS (WOOPS 2023) in June.  Both we as hosts and our guests enjoyed this major social aspect of operating model railroads.  As hosts, we also had to relearn best practices for preparing our railroads and hosting guest operators.


Countering the high of hosting operating events was the reminder of human mortality.  I reported on two influential model railroaders passing this last year.  Working on my railroad and hosting regular operating events reminded me of two others who passed since 2019 and who contributed mightily to my railroad and its operation.  Rest In Peace:  Chuck Clark, Tom Dill, Rick Kang and Paul Kohler.  Memories of your contributions struck me throughout the year.


This year’s photo survey follows a Eugene to Roseville manifest freight, climbing the Cascades in my basement.  The train we will follow actually was a staging move preparing for my next operating session.  You will see some evidence of that as we meet and overtake a couple of trains left at their stopping positions at the end of the second WOOPS operating session in June.  My operating sessions leave trains out on the line, to be picked up by a new crew at the start of the next operating session.


Our train will start from the base of operations at the Eugene Arrival-Departure yard.  As with the rest of the trains prepared for the next operating session, our train is just out of the picture off to the right.  Standard traffic flow in the Eugene reverse loop staging is clockwise.  Shown in this view is the rest of the yard including the developing engine facilities.  The historic steam facilities are on the left around the turntable.  The modern diesel facilities, built by the SP in 1958, are represented by the three tracks on the right.


Our train with symbol EURVY is pulling out of the Arrival-Departure yard.  We are using the “West Main,” with the “East Main” and switch lead closer to the aisle.  The industrial siding to the right of the West Main was part of the “Covid Project.”  Six new industrial spurs lead off this siding.  As operations on my railroad developed, we found clockwise flow to work best for the reverse loop staging.  This results in left-hand running past the depot.


Our train passes the Eugene depot on the WP Siding, the track closest to the depot.  The mainline is the next track over, closer to the aisle.  Several structures were added to the Eugene depot scene over the past few years.  They range from a full building for the Eugene Freight Depot (distant background just above the water tower) through a truncated building (Eugene Planning mockup on the far right) to a building flat (Zellerbach Paper warehouse just below the thermostat “in the sky”).  My RIP (Repair In Place) track area has a backlog of repairs needed.  Most of these cars are awaiting parts or something else (like weight in a closed-up car).  I did work through a couple of the cars here as I prepare for my next operating session, so there is some movement.


Sweeping over the Willamette River and past the Borden Chemical plant, we enter Springfield.


Rolling through Springfield, we find most of the major structures now in place.  The large Rosboro Lumber mill is in the foreground.  Even as a selectively compressed facility, it still justifies the frequent heavy switching service it receives.


Sweeping around the turnback curve at the end of the Springfield peninsula, we pass industries located along the former Marcola Branch.  The large wood chemicals plant (Neste Resins, now Arclin) takes much of the space, but the old agricultural business is still represented.


As we approach Oakridge, we pass through Westfir, site of the former Western Lumber Company mill (later owned by Hines Lumber before a major fire closed the mill).  Western Lumber had the contract for processing timber cut during the building of the Natron Cutoff—the Cascade Line.


I could not resist the slight time-warp represented by the Willamette and Pacific (successor to the SP operation of the Westside lines in the Willamette Valley) orange and black wood chip car.  The W&P repainted a former SP chip car in the school colors for Oregon State University.  Their leased track runs through the OSU campus next to the athletic facilities and the School of Forestry.  Go Beavers!


My sawmill is represented by kit-bashed parts from the Walthers sawmill complex.  That model was based on the nearby Hull-Oakes mill in Alpine, Oregon.  This was one of the last steam-powered sawmills in the country.  Though now electrically driven, it has the niche business of milling large old-growth timber.


Piercing the (oak-covered) ridge separating it from Westfir, we enter Oakridge, the historic helper station at the base of the big Cascade Mountain climb.  Though an anachronism, I retain Oakridge as my helper station into the diesel era.  We are meeting our helpers on the next track over, while a RR-East train waits on the siding further to the left.  My Oakridge engine shed mock-up can be seen in the distance—mostly just roofs over three tracks.


Cutting in our mid-train helpers at Oakridge.  Our train has been cut and the helpers are crossing over to our track. The too-tight clearances of my engine shed are evident in this end-on view on the left.


Beginning the major climb out of Oakridge, we cross Salmon Creek.  The foreground track leads to the other major sawmill in the area:  Pope and Talbot.  I hope to tackle the long-delayed bridges for the Pope and Talbot switch lead this coming winter.


Continuing the climb out of Oakridge, we pass under Montieth Rock (aka “Rooster Rock”), an interesting volcanic plug.


Climbing through McCredie Springs, we cross Eagle Creek.


We pass another RR-West train at Wicopee.  Noisy Creek trestle is high in the background.


Climbing out of Wicopee, my RR crosses Salt Creek trestle, the largest steel viaduct on the line.  Oregon Highway 58 crosses underneath the trestle.


Our train crosses Noisy Creek trestle which is book-ended by rock sheds and tunnels.


Our train enters Cruzatte, site of my current scenery efforts.


The company village at Cruzatte provides housing for the train operators (left) and the trackwork section gang (center).  With the new forest backdrop, this scene is coming alive!


We exit Cruzatte through a tunnel and out onto Shady Creek trestle, the third and final large steel viaduct on the line.


Our climb takes us through the longer rock shed for Tunnel 5, into the Summit Tunnel, Number 3, and into Cascade Summit.  Here we first pass the section gang housing.


Having reached the summit, our helpers are cut out of our train. The Beatty Spur is the track to the right (closest to the aisle) where helper units were often collected prior to moving back down the hill for their next push.  Train Order Operator housing is to the left as are water tanks of the steam era.


Our journey ends at Crescent Lake.  Just as the Eugene Arrival-Departure Yard, this is a twelve-track reverse-loop staging yard.  Historically, Crescent Lake was the demarcation between the Portland and Shasta Divisions of the SP.  It had a modest holding yard, even more modest engine facilities, and a station with Train Order Operators for the two Divisions.


My railroad is maturing with a gradual rise of the overall detail level.  Some years see major growth spurts and others see more consolidation.  This past year has been consolidation.