Twice-Around instead of Two Decks

Harvey Heyser III, clerk (2017-2020), NMRA South Mountain Division.

By Harvey Heyser

If you have passed my layout design table at the Mainline Hobbies/South Mountain Division Mini-Con, you might have noticed several milk crates with binders in them. Those binders contain copies of track plans published over the years – quite a number of track plans. (Kalmbach claims they have more than 50,000 in their collection; sometimes I feel as if I have copied every last one.)

Why copy a bunch of track plans? First, I am of the opinion that studying published track plans helps us improve our design abilities. When we look at what someone else has done and evaluate it according to our own ideas and plans, we are using our powers of analysis, a very relevant skill for the design process.  Second, as the binders are sorted by type of layout, we can look at quite a few similar designs in a relatively short period of time. As each plan is at least a bit different, we get a chance to see numerous ways of attacking the same problem. Third, these plans contain quite a few good ideas. We may see one that addresses a problem we face but cannot solve.

Trends: The benefit of spending many hours at the copy machine is that I have noticed some trends manifested in the track plans of various eras of our hobby. For instance, around-the-wall (walk-around with the train) style layouts have become much more popular than island style (table-top) layouts. In recent years, we have also seen a large growth in double-deck layouts possibly because this approach allows much longer mainline runs (more towns modeled and much longer tracks between them).

One deck – twice around: Sixty or so years ago, published plans often featured a different approach:  twice around on a single-deck (separated by scenery).  An instructive example is Doug Smith’s Brook Valley RR (Model Railroader, Oct. 1957).

Doug Smith’s Brook Valley RR (Model Railroader, Oct. 1957).

(Doug, by the way, was one of the first proponents of the car card/waybill car forwarding system and was the first to earn a Master Model Railroader certificate.) The distance between Merlin and Brook Valley is half way around the layout, and that between Brook Valley and Smithburg is three quarters of the way around the layout. Those distances are significantly longer than the train lengths (as indicated by the length of passing sidings) and, thus, are somewhat unexpected on a moderate-sized 9 ft. by 15 ft. layout.

Single-deck twice-around layouts have been criticized for being “insincere,” using one scene to represent two different locations. It seems to me that we should reconsider. While two decks may be the best approach for an experienced modeler like Tony Koester, a modeler with less experience is likely to find the increased complexity of double deck bench work and the need for one or more helixes leads to construction bogging down and to the layout never getting finished.

Along these lines of thinking, Howard Zane’s recent discussion of his new layout (MR, Feb. 2020) using twice-around on a single-deck pointed out the following: “The Piermont Division is actually double-deck but with both levels on the same scenicked deck. [He] refers to the design as a ‘blended-deck’ layout.  Instead of a helix, the main line climbs a long 1.5 percent grade to reach the upper level.” The second track through his scenes is separated vertically from the first and frequently depicts a very different type of place such as rural versus urban.

In summary, the twice-around approach allows for longer runs between towns, does not require helixes, and is decidedly less demanding of complex carpentry (although such designs usually do require grades and a more vertical scenery configuration).  However, the approach can be applied to flatter areas, as demonstrated by John Armstrong’s Broadalbin, David City, and Pacific (“Railroad in Suspension,” MR, May 1957),

John Armstrong’s Broadalbin, David City, and Pacific (“Railroad in Suspension,” MR, May 1957).

an amazing example of multiple times-around set in relatively level mid-western scenery – two mainline railroads with a shortline bridge railroad between them. Staging for the mainline railroads can be hidden from view by low rises and/or rows of trees.

A fourth advantage of the twice-around approach is no upper deck blocking the view of the lower scenery.  Avoiding the viewing angle problems of double-deck layouts means that aisles do not have to be as wide because crews do not have to back up to see trains on the lower deck.

A fifth advantage comes into play when modeling dramatic mountain scenery. The twice-around track configuration paired with deeper scenery allows the more distant tracks to seem further away. Colorado narrow gauge layouts have taken advantage of this possibility quite frequently.

Issues: There are, however, some issues that need to be addressed with the twice around approach – things that are also common with double deck layouts.

  1. Avoid locating two operation-heavy places one above the other. Make one place more important than the other. Otherwise, crews working in those places will get in each other’s way. Locating a less interesting mainline run above (or below) a yard, for instance, would be a better approach.
  2. Be particularly aware of the need for aisle space. Two operating areas across from each other need a wider aisle to permit crews passing. In addition, you need to allow space for crews operating on the second tracks through those scenes. That need may only be for a place where an engineer can stand and watch the train from a distance, but it must be considered none-the-less. With two trains running on the mains (across from each other) and two switching, there is the potential for a total of four crews in a given space. Aisles four feet (or even wider) may be necessary. (These space requirements also apply to double deck layouts.)
  3. Make efforts to hide trains that are running on the mainline stretches. Obviously, tunnels (especially short ones) are one way to do that. For some railroads though, tunnels might not be appropriate. In that case, scenery (trees, hills, cuts, etc.) and structures can hide trains. Also remember intermittent hiding:  mainline crews do not have to see their entire train in order to monitor its progress. Behind a stand of spaced trees, for instance, that train is less likely to distract crews working at the other place in that same scene.
  4. Avoid complicated trackwork on the line furthest in; bring operational places to the foreground whenever possible. Reaching over scenery and structures has a tendency to be quite destructive. Deep scenery may be great to look at, but it makes access for derailments much more difficult.  Consequently, avoid turnouts and other complicated trackage that increase the need for access on rear tracks.

A good example of the application of these suggestions is Russell Decho’s Maywood Central (MR, Jan. 1962).

Russell Decho’s Maywood Central (MR, Jan. 1962).

On three sides of the room, two lines jockey for prominence and closeness to operators. The second line through a scene ducks into a tunnel or is vertically separated from the line with an operating focal point. (On the fourth side, there are two operating areas, but they are accessed from different sides of the layout.) The result is a layout with longer runs between towns and no need for operators to get in each other’s way.

So, if you want longer runs between your towns, less complicated benchwork, no helixes, no upper deck blocking views, and tracks surrounded by dramatic scenery, give the twice-around approach consideration.

And please feel free to stop, sit, rest, and look at the track plan binders during the Mini-Con next year even if you do not feel like discussing layout design.

Improve Your Modeling

Jane Clarke, NMRA South Mountain Division Achievement Program (AP) Chairperson.

by Jane Clarke, SMD AP Chair

Thank you to those who contacted me about their aspirations in the Achievement Program (AP). I look forward to presenting your awards! Several of you are ready to have your scenery judged. This takes some coordination to get (preferably) three judges together. I appreciate your patience.

To qualify for the Model Railroad Engineer–Electrical certificate, you must:

A. Construct and demonstrate on your own or club layout, the satisfactory operation of an electrical control system on a model railroad capable of simultaneous and independent control of two mainline trains in both directions, and containing at least:

  1. Simultaneous and independent control of two mainline trains. This can be as simple as a single track main with sidings. This means that as long as you can cut power to the sidings individually, you can run one train, park it on a siding while you run another, then park it and run the first again. This meets the requirement.
  2. For conventional DC wiring (non-command-control), five electrical blocks that can be controlled independently. For command control wiring (DCC, TMCC, and others), sufficient gaps and switches to maintain polarity, phase if needed, and troubleshooting.
  3. One mainline passing siding.
  4. One reversing loop, wye, turntable, or transfer table.
  5. One yard with a minimum of three tracks and a switching lead independent of the main line. (“Independent” means that you are able to operate the locomotive switching the yard and the lead on a separate powerpack without interfering with mainline operations.)
  6. Facilities for the storing of at least two unused motive power units. Don’t make this harder than it is – these are just sections of track (usually spurs) that you can cut power to independent of the main.
  7. One power supply with protective devices (short indicator or circuit breaker) to ensure safe operation. You don’t have to build this yourself; you just have to have one in your control system. You can use a commercial supply that has these features, modify a commercial supply to add these features, or even build it yourself – but only if you REALLY know what you’re doing.

B. Wire and demonstrate the electrical operation of at least three of the following items:

  1. Turnout. Wiring up the simplest powered turnout from your hobby store will satisfy this requirement.
  2. Crossing. Most commercial crossings come pre-wired. Just set one up so that you can run trains through on both tracks.
  3. Crossover
  4. Double Crossover
  5. Slip Switch (single or double)
  6. Gauge Separation Turnout
  7. Double Junction Turnout
  8. Three Way Turnout
  9. Gauntlet Turnout
  10. Spring Switch
  11. Operating Switch in Overhead Wire

Note: Don’t make the requirements in parts B or C any harder than they have to be. You do not have to scratchbuild any of these; you just have to show that you can make them work electrically. Of course, if you want to go to the effort of building them yourself, you may learn many new skills in the process! The whole point of these requirements is for you to demonstrate a variety of skills.

C. Wire and demonstrate the electrical operation of at least three of the following items:

  1. Electrical turnout position indication on a control panel or at trackside for a minimum of four turnouts. (Remember that many commercial switch machines have electrical terminals to allow you to do this easily.)
  2. Track occupancy indication on a control panel or at trackside for a minimum of five blocks.
  3. Cab control, making provision for the connection of at least two power supplies to a minimum of five blocks as the trains progress. (This means that your layout has at least five blocks, each of which can be controlled by one of two power supplies. The five blocks DO NOT have to be in a row along the same stretch of track.)
  4. Engine terminal, including an electrically powered turntable or transfer table, a minimum of three stall tracks, and at least two blocked storage sections for parking locomotives outside the stall area. (This means you need to have a total of five tracks (three inside an engine house or roundhouse, and two outside), that you can cut power independently to store motive power).
  5. Two turnout junctions with electrical interlocking and protecting trackside signals. (This is simply a turnout with electrical protection to prevent a train from going through a turnout that is set against it. Again, the electrical terminals on a switch machine, combined with a couple of insulated rail joiners, make this a fairly easy project.)
  6. High Frequency Lighting (This is an old term for Constant Lighting.)
  7. Electronic throttle with inertia and braking provisions. (This requirement could be combined with requirement A-6, above.)
  8. Grade crossing with electrically actuated warning indication. (You don’t have to design or build the circuitry for this yourself. There are a number of commercial components available that you can just wire up to meet this requirement. Or you can use commercial plans that appear in magazines from time to time. Or you can do it from scratch.)
  9. Two-way block signaling with automatic train detection for at least five blocks. (See remarks under #8).
  10. Operating overhead wire, using either pantographs, trolley poles, or both for current collection. (Any traction fans out there?)
  11. Installation of an advanced electronic and/or computer control for the model railroad.
  12. Design, installation, and operation of animated mechanical and/or electrical displays. This doesn’t have to be a huge animated display – think about small eye-catching displays like animated industries or signs. Put a carousel in the local park or chase lights on the marque at the Bijou.
  13. Design, installation, and operation of mechanical and/or electrical layout lighting displays. (This means lights which illuminate the layout, as opposed to lighted things on the layout. For example, lighting which simulates the change from day to dusk to night)
  14. Installation of a command control receiver. Modifications or additions to the device’s wiring are required. Installing a plug-equipped decoder into a manufactured prewired socket is not sufficient.
  15. Installation of a command control throttle buss line around a layout capable of handling at least two throttles at three or more separate locations.

Commercially assembled complete units are not acceptable in the items below:

  1. Construction and installation of a sound system. This does not have to be an on-board sound system; it could be an under-the-layout system.
  2. Construction and installation of a signaling system.
  3. Development and installation of a CTC system.
  4. Installation and operation of an on-board video system.
  5. Computer generated block detection information.
  6. Hardwired or stored control program (i.e. computer) for operation of the railroad.
  7. Development and demonstration of a computer-to-railroad interface.
  8. Other. (Examples of ‘other’ includes flashing warning lights on locomotives, or end-of-train devices on cabooses, etc.)

Please note that operating third rail (center or outside) or overhead wire powered layouts may be considered for ALL aspects of the AP. Also note that the use of advanced power supplies, train control, track wiring, and track control methods shall not be restricted by the definitions in the minimum requirements listed above.

These items may not appear to be equal in difficulty – they aren’t meant to be. They are meant to provide a wide variety of things that people may have done that they can get credit for.

D. Prepare a schematic drawing of the propulsion circuitry of the model railroad in part (A) showing the gaps, blocks, feeders, speed and direction control, electrical switches, and power supplies.

Note that this requirement includes ONLY the propulsion circuitry. It is not required to include the wiring for electrical turnout control, signal systems, building lighting, etc. You do not need to include the details for parts of the diagram which are repeated. If a number of parts are wired in the same way, it sufficient to draw one section in detail and indicate other locations with rectangles.

E. Prepare schematic drawings identifying the wiring and components of the six items under parts (B) and (C).

For the sake of clarity, these schematics should probably be separate from the propulsion circuitry schematic in part (D), above. If you already have one over-all schematic of the layout, you might want to consider making multiple copies and going over the applicable lines with a highlighter for each feature.

Note that this is just turning in the kind of documentation that you should be preparing for your layout anyway. It will make trouble shooting much easier in a couple of years when you’ve forgotten how it all went together!

F. You must submit a Statement of Qualification (see below) which includes the following:

  1. The track plan for the layout used in part (A).
  2. A description of each of the features used in parts (B) and (C), including:
    • A description of the item.
    • The methods of construction.
    • Identification of commercial components used.
  3. Schematic drawings as required in parts (D) and (E).
  4. The signed Witness Certification form, showing that each of the above items are operational and meet all applicable NMRA standards.

Notice that there is no requirement for Merit Judging in this certificate. The presence and operation of the required features must be verified by a witness (the Region AP Manager, or their designee), but they do not have to achieve a minimum score.

Model Railroad Engineer – Electrical certificate recipients in the South Mountain Division:

Robert Beecher, Robert Johnson, and Robert Morningstar have received the Electrical certificate. I guess you must be named Robert to get this! I must say that Bob Morningstar’s wiring is the neatest I have ever seen (see photo below of his DCC and Power Supply Component board). It didn’t need to be this clean, but it sure helped me figure out what was going on.

As the division AP Chair, my job is to encourage participation in the program, answer your questions, and help with your paperwork, if necessary. You can contact me at: jjclarke57@gmail.com or 301-253-4913.

Set Up an Informal Operating System

Harvey Heyser III, clerk (2017-2020), NMRA South Mountain Division. (Tom Fedor)

by Harvey Heyser

Re-Inventing the Wheel?

Part one.

For this article, I have used the term “informal operating systems” to differentiate less structured approaches from prototype-based operating systems. Steve King has used the term “fun run,” but I feel that term, while easily understandable, does an injustice to both approaches to operations. Those interested in prototype-based operations would not participate if they were not having “fun,” and those, who prefer a more relaxed experience, still want to learn about how the prototype does things. Consequently, I find the term “informal operating systems” more useful and less pejorative. (At the recent NMRA National Convention in Salt Lake City, there was a clinic titled “Operations without the Aggravation.” I find that also an effective way to label less formal approaches.)

Over the years, we have all been harangued by articles and clinics touting the benefits of prototype-based operating systems (TT/TO, track warrants, etc.). The main reason given is that prototype railroads have developed, tested, and refined these systems for many years in the real world, addressing the many situations that come up when operating a railroad. Why would anyone want to re-invent that wheel? Clearly, developing an operating system is not a simple task. Why not use a system already developed and tested?

While this argument is very convincing, it ignores an important fact – prototype operations are very different from model railroad operations. First, prototype railroads are businesses; model railroads are part of our hobby. Second, prototype railroading can be deadly serious; model railroading is supposed to be fun. Third, prototype railroaders are trained professionals; model railroaders are, for the most part, interested, sometimes informed amateurs. Whatever system of operations we choose, whether prototype-based or other, must address these differences.

The goals for prototype-based versus informal model railroad operating systems:

Prototype-based operating systems:

  1. To experience operating the model railroad as closely as possible to the way we might experience operating the prototype,
  2. To have an enjoyable and challenging experience with people knowledgeable about railroads,
  3. To meet the session’s challenges with the tools developed by prototype railroads, and
  4. To replicate the work prototype railroads do.  (Creativity is not OK.)

Informal operating systems:

  1. To experience the model railroad in a railroad-like fashion,
  2. To have an enjoyable and relaxing experience with other people interested in railroads,
  3. To pretend we are professional railroaders (somewhat like re-enactors) and, from that effort, to learn things about prototype railroading, and
  4. To find solutions to the situations that come up without having to make efforts that are too much like work. (Creativity is fine.)

While these two sets of goals are not completely different, the emphasis certainly is different between them. Those differences greatly affect the operating system appropriate for a given model railroad. It may have been designed for prototype-based operations, and then again, it may not have been. Crew members may be interested in the challenges of prototype-based operations, or they may be more interested in a relaxing, enjoyable time spent with friends and acquaintances. The prototype being modeled may be a heavily trafficked mainline, or it could be a backwoods branch with two trains a day. Each of these sets of circumstances warrants a “custom” approach.

Prototype railroads understand that fact and address different situations with rules customized for each region and each operating district. “One size fits all” does not work for the prototype; unsurprisingly, that approach does not work for all model railroads either.

Problems with prototype based operating systems: Crews not interested in prototype-based operating systems have voiced numerous complaints. The following are some of the characteristics of prototype-based operations that superintendents might want to avoid:

  • Too much paperwork: During the often hectic flow of the session, it is often impossible to find time to read, much less deal with, a sheaf of papers, especially when the piece of information needed is buried where it cannot be found easily.
  • Hard-to read paperwork: The effort to make keep instructions and information easy to handle, often results in making them unreadable except with a magnifying glass. Also handwritten entries on forms are often illegible.
  • Rule books – too much to remember.
  • Clearances: Written clearances are an example of excess paperwork.
  • In-depth pre-session introductory material and long verbal orientations – again too much to remember.
  • Timetables, clocks and fast time: Crews want to watch their trains, not the clock (too much like work). Besides, a timetable is not easy to read while trying to run a train.
  • Reporting requirements: Having to pick up the phone or radio every few minutes can be quite distracting.
  • Complicated train instructions: Brevity and simplicity should be the main goal. Crews should be able to find what they need to do easily.
  • Train orders written in “railroad English:” Prototype railroaders would understand; model railroad crews might not.
  • Car forwarding information: Whether car cards, switch lists, or other systems are used, there is often much more information than needed. Also, carrying a large stack of cards around is always a challenge.

Undoubtedly, there are other problems crews might have with prototype-based operating systems, but the above list will suffice for now. (As will be discussed below, some of these items are essential for running a railroad.)

Problems with informal operating systems: After considering the numerous problems common to prototype operating systems, it is tempting to conclude that, by adopting an informal operating system, we can address all those issues and eliminate the things to which crews might object.

However, informal systems come with their own set of problems – a couple of them major. 1) By adopting informal procedures, we have essentially discarded the administrative organization that works so well for managing prototype traffic.

2) Crews may not have the information and directions they need to do their jobs. Between these two problems, it is almost certain that difficulties will arise. The following are some of the potentially maddening situations that develop when using informal operating systems:

  1. Sessions degenerate into confusion: This is perhaps the most serious criticism of the Mother, may I? operating system. Crews (sometimes behaving like spoiled children) all cry out for the host’s attention at the same time. As the number of problems encountered multiplies, the volume of cries increases. The host has far too much to deal with; the session becomes a confused mess.
  2. Situations get resolved without taking into account the railroad’s overall objectives: This problem arises when crews take it upon themselves to resolve a conflict by gentlemen’s agreement – such as the problem of too many trains in one location. The resolution may be quite creative; it may be quite satisfying. But, if the through freight gets held up by the local, that resolution is not the right one.

Worst of all, the crews involved miss an opportunity to experience how the prototype might resolve a similar problem.

  1. Crews blithely unaware of anything but their own train: That might work on a backwoods branch or a one-train-a-day shortline, but when more than one train is running, crews need to be aware of other trains and to coordinate their efforts with those of other crews. (This issue also comes into play when crews have to share aisle space.)
  2. Operating systems that do not address all aspects of operating the railroad: For instance, some layout owners consider having a car card system to be the same as having an operating system. That approach does not consider traffic management, and the car cards lack much of the information crews need to do their jobs. Crews have no sense of time, no information about other trains, no understanding of the superiority of trains, and no authority to use a specific track (in fact, no instructions about which track their train should be on). Confusion reigns. Of necessity, figuring out how to do a given job becomes the primary effort for the session. Enjoyment comes in a distant second.

The result of these situations can be an atmosphere of “chaos,” an atmosphere not conducive to having a relaxing, enjoyable time. Because crews do not have the information they need to do their jobs, they feel uncomfortable. They cannot enjoy themselves – the main reason for adopting informal operations in the first place.

What have we learned? Prototype-based operating systems come with quite a few rules and procedures: things that crews looking for a relaxed operating experience might object to.  Adopting an informal operating system seems like a good way to avoid those objections. But informal systems often cast aside the organization needed to run a model railroad and often fail to give crews information needed to do their jobs. The result can be chaotic, quite the opposite of the relaxing, enjoyable experience desired.

Adopting an informal operating system does not have to degenerate into chaos if some effort is put in place to establish basic organizing principles and to give crews the information they need to do their jobs.

Part two of this article will endeavor to discover ways to correct the deficiencies of informal operating systems and will open discussion of the enjoyment possible when adopting such informal systems.

Budget Model Railroading

by Ron Polimeni

Ron’s “Corkys Diner” is a former Bachmann trolley with a bottle cap sign.

I recently completed a model of a diner for which I wanted to have a round sign on a pole. My problem was, how to make a round sign without attempting to cut it from sheet styrene. I figured I could possibly hack out a roughly circular shape from styrene and then file it into a disc but that didn’t really seem practical nor did a sliver of PVC pipe which would then have to be filled in. 

On my daily walk I happened to look down as I came up to Capon Bridge’s big green bridge and there were several bottle caps laying in the gravel. Miller Light bottle caps to be precise. And they were undamaged by a bottle opener. Twist-offs perhaps. A light went on and I picked them up. Back at my model bench a check of the scale rule proved them to be approx. 8′ in diameter in 1/87th. Good enough. 

As the pics show, the knurled apron of the cap can be sawn off in a vise. It is necessary though to put a spacer within the cap in order not to pinch the saw blade. The cap must be rotated as one cuts through it so as not to cut into the spacer.

When two bottle caps have been so prepared, a notch for the pole is filed in the lip and they can then be joined back to back using a wood or styrene filler piece. The seam between the halves can be covered with a strip of styrene or filled with putty or both. For lettering I used dry transfers, as I don’t as yet have the capability of making my own decals. Learning to print decals will be yet another project. Never a shortage of things to learn and/or do in this hobby.

The diner was bashed from an old Bachmann trolley. A skirt was made from styrene board and batten sheet. The steps are wood bits with commercial railings. The doors are Tichy castings. Caboose stove pipes, bits of wire, Microscale Industries Kristal Klear windows and a kitchen shed from the scrap box complete the structure. Paint and finish was done by my pal Dotti.

Figurines Add Life to Your Modeling

by Bob Law

Fig2-Ice-Cream_Stand.JPG

Who amongst us does not enjoy people watching? When you drive down a street, isn’t your eye immediately attracted to peoples’ activities? Utilizing figurines in your models can cause the casual viewer of your models to focus their attention not only on the human activity but also upon the buildings and scenery you have constructed.

I have had more opportunity lately to visit quite a few layouts. I am struck that very few modelers make much use of figurines. A very elaborate and well-constructed street scene will often be devoid of people making the scene seem abandoned. The addition of just a few figures can quickly make the same scene seem occupied and lively. Most of all it will draw the viewer’s eye into the details of other buildings to search out for more such human activity. 

A visitor to my recent open house commented on all the figurines I use on my layout. He wondered how I was able to use them in such different ways and most of all, how I didn’t have a vast surplus of little people since he could often only find use for one or two figures out of a set of five or six.

Figurines come in packets assuming that the set should be used to create a scene as provided in the packet. I have found that many of these prearranged scenes are often unusable because the scenes are often not the sort of thing that would be found along a railway or the figurines themselves are in poses that are not really useful or visually credible. By making a study of the various figurines available from all the manufactures I have come upon ways of combining different figurines from different sets to create new and more realistic human activity scenes.  This requires creativity and thought but the results can be as rewarding as building any model.

Fig1-Mr_Beer.jpg

Perhaps my most favorite scene on my layout is one I call “Mr. Beer gets a bath.” (left) It is actually based upon a personal experience I had with a next-door neighbor years ago. We had labored hard to restore an old house and yard only to have a family move in next door that collect all sorts of junk cars and trash all around their house. I would have liked to have dumped a bucket of dirty water on my neighbor’s head but never did – alas. 

In the Woodland Scenics set “Full Figured Folks” there was a fat guy with a beer who much reminded me of my old neighbor. In a Preiser set there was a young woman holding a bucket about to dump the water from a set called “Cleaning the House.”  This figurine is now available as a solo figure.  From this, the scene began to build in my mind. I obtained Woodland Scenics sets “Children” and “Dogs & Cats.” I also ordered Preiser’s “Women Hanging Laundry.” Of course, I also had to collect together all sorts of junk much of which came from my scrap box plus stuff found in the detailing section of the Walters reference book and a truck from Jordan Highway Miniatures. I assembled this altogether into the scene. It was great fun.

I used most of the figures purchased in the scene. Yet I had all the rest of the full-figured people unused with no apparent place to put them. Then it occurred to me that the most probable place for chubby people to be would be at an ice cream stand. (previous page, top) Yet I wanted to create some comedy to that scene. I perused the available possibilities and came upon a Preiser set called “Children” with a boy searching for pocket change. This kid would be holding up a line of people searching for the nickel he doesn’t have. Finding uses for the rest of the figures in the “Children” was easy. I used up a many figures I had left over from the “Mr. Beer” scene along with others.   

Fig3-Paradise_Burlesque.JPGSoon using up leftover figures became a challenge in itself that I came to enjoy. The scene I call “Photo at the Burlesque”(above) is composed entirely of left-over figures from various sets some of which I no longer can remember. The photographer is available from Preiser as a single figurine. The scene is inspired by something that I read about occurring during the heart of the Depression. Business was so poor that even the Burlesque houses couldn’t attract customers and had to resort to advertising (something they rarely had to do.) It was also inspired by a Depression Era song; “Lulu’s Back in Town.” Here a photographer is taking a picture of the ever-popular Lulu while the Mob and bribed police protect her. A pretty girl in front of a racy car always attracts attention in the newspaper.

Fig4-Utility_Worker.JPGFinding use for left over figures doesn’t have to be as elaborate as this. For instance, I was left with one figure from a Preiser “Truckers” set; a guy with both hands raised to open a roller door on a truck. I had no such truck. So instead he became a utility worker replacing a transformer (below) on a utility pole.

The possibilities are endless to create all sorts of interesting mini-scenes once you get into this as a creative challenge.

But take care. People may look at you askance and worry if you talk too much about the “little people.”