Section 15 - Basalt - Part 2

In the last blog (Module 15 - Basalt Module - Part 1) I identified the layout design elements of the Basalt Module and laid out the roadway lines. 

In this blog I am identifying the scenery construction concept and laying out the landforms.

As a refresher, here are the scenic elements.

1. An intermediate hillside,with a basalt cliff.
2. An embankment dropping toward an unmodeled river located along the front fascia.
3. A stream that traverses from the fascia to the rear of the section. 
4. A forest road that parallels the stream.
5. A hillside is located on the north side of the stream, offset from the backdrop to hint the location of an abandoned logging roadbed.
   

Scenery Design Considerations

Background

The backdrop available for the Basalt section is 22 inches in height. To the south, it will be a continuation of the rain clouds on the Satsop River section. The remainder of the Basalt section will be a two part backdrop: 

•  A blue sky with cumulus clouds suggesting a sunny day. See 5.4.1 Sky  and 5.4.2 Clouds for construction information.

•  An Intermediate hillside. See 5.4.4 Intermediate Hills for construction information. 

Landforms

1. Basalt cliff. This is another example of needing some reinforcement to ensure the scenery is not broken in transport. The hillside is modeled with a 2 inch x 4 inch x 8 foot styrofoam panel glued to an 1/8 " luan panel that anchored to the section with rafter stiffeners. The quarry rock is a series of plaster castings. See 5.5.5 Rock Faces for additional information.  

The treeline is a combination of 3d trees and shrubs. See 5.5.7 Three Dimensional Backgrounds for construction details.

Mid-ground.  Mid-ground is flat ground with undulations suggesting bulldozing for product removal and to provide room for structures and equipment storage.

2. Embankment. Portions of the foreground between the auxiliary track and fascia is flat or sloped downward toward the Satsop River.

4. A dirt road with a improvised gate blocking traffic. See 5.9.1 Dirt Paths and Roads for construction details.

5. Intermediate hillside. This intermediate hillside begins the ridge line introducing the Coal
Grove section. Angled into the backdrop, the gap suggests the old Camp 9 right of way (now overgrown). The hillside is modeled with a 2 inch x 4 inch x 8 foot styrofoam panel. Hints of coal seams.

Waterways

3. The stream bed is multi-level with several small waterfalls. Dirt banks, gravel and small rocks in the stream. Water is created by Modge Podge. See 5.8.2 Streams for construction details.

Ground Cover

1. The areas where the sand and gravel company sand plant sits on flat land between the Satsop River and the hillside. Modeled portion includes sand plant and silos, a fuel tank, and a 2 track gravel loader. Production areas will be be gravel and dirt as appropriate. Some undulation will be formed with sculptamold.  

Vegetation

Mid-distance hillside has ground cover, shrubs, small trees.

Embankment has dirt, grass and weeds. 

Waterways

3. The stream bed is multi-layered with several small waterfalls. Dirt banks, gravel and small rocks in the stream. Water is created by Modge Podge. See 5.8.2 Streams for construction details.

Section 15 - Basalt - Part 1

It-s time to layout the Basalt Sand and Gravel section. The layout design given and druthers of this section is identified in Station 15 Basalt.

Layout Design Elements

The Basalt Sand and Gravel section adjoins the Coal Grove section to the north and the Satsop River section to the south . It has eight scenic elements (from backdrop to fascia):

1. A mid-distant hillside,with a basalt cliff.
2. A sand and gravel processing plant with product piles.
3. A main line, a primary siding track and an auxiliary siding.
4. A spur track leading to an industrial lead serving the sand and gravel industry.
   
5. An embankment located along the front fascia.
6. A stream that traverses from the rear of the section to the fascia. 
7. Two bridges, one on the main line and one on the industry spur track.
8. A MOW section sited near the north switch.
   

Section Construction

See the WWSL section construction reference page for the construction technique. 

Basalt is a two-section set. The first section (15a) is a standard 2-foot by 8-foot section. The second section (15b) is a 2-foot by 55-inch section. Section 15b is necessary to give proper length to the main line and passing siding, and also acts as a view block between Basalt and Coal Grove.

ROW Design Considerations 

The most critical design considerations on this module is the location of the industrial lead. Its location determines the placement of the main line, a  primary siding track, and an auxiliary siding. Placing the industrial lead at 12-inches from the fascia permits both main line running and industrial switching.

3. The curved main line from the Satsop River places the Basalt main line at 7-inches from the fascia. This allows easy viewing and access. The main line must be at least seven feet in length (the longest standard operational train length).
 

The primary siding track must be located between the main line and the industry for effective car movement. This places the track at 10-inches from the fascia (the First (Northern) Division is electrified and requires catenary pole placement. It also must be at least seven feet in length (the longest standard operational train length). 

The auxiliary track is a scenic element with some operating value, but will be primarily vignette in nature. It can be located closest to the fascia. The WWSL technical specification requires a minimum 4 inches from the fascia. It should be at least three feet in length to allow for several cars to be located there for operational or vignette reasons (bad order, water cars during fire season, work train, etc.).

 
4. The industrial spur must be accessed from the primary siding track. In the WWSL history, this track is the old logging spur track going back into the timber. As an interchange track, the spur must be at least 3 feet in length to allow pick-up or set-out of up to six 40-foot cars to the industry. 

Off the industrial spur is the Basalt Sand and Gravel industrial lead. The lead services three industry sidings: two processed gravel tracks and one processed sand track. In this case, the industrial lead is approximately six feet in length, the industry sidings a minimum of two feet (processed gravel) and four feet (processed sand) respectively.
 

7. I found a temporary timber bridge made of tree trunks in the 1920's to be used as a scenic element for the industry spur bridge. Operationally, this bridge is out of service. See 4.1.9.6 Basalt Bridge N6b for construction details.

8. The main line bridge is a skewed timber trestle. I pulled up a construction diagram of a timber trestle built by the Canadian Pacific for the main line bridge. See 4.1.9.6 Basalt Bridge N6a for construction details.

 

Laying out the Structures

 

I am not going to go into great detail about laying out the structures. See the 10.0.3 Structure Layout Technique for the specific details.

The Basalt Sand and Gravel industrial is a long and narrow industrial site, located in a river valley, parallel to a shallow river. Only one portion of the portion of the industrial site is modeled: the product delivery area. The primary and secondary industrial areas (gravel pit, crushing plant, and cleaning and sorting areas) are east and south of the Basalt section and not modeled. The conveyor system is located first followed by the remaining structures. 

I created structural footprints for all the structures less the sand house itself. I have the base structure on hand and am using that for fine tuning the industrial footprint. While i was doing this I realized that I had omitted drawing in the sand house spur track. I've got to remember to add that to the track design plan. Once I have placed the sand processing plant along the industrial lead / sand track, I can finalize the two track spurs servicing the gravel loading platform.

Essentially you're going to follow this process: 

1. Lay out the sand plant and sand silos.
2. Lay out the conveyor system. 
3. Lay out the oil tanks and pump house.
   
4. Lay out the gravel loader.
5. Lay out the MOW shed. 
6. Lay out the water column.
7. Lay out the pump house.

See the Structures Reference Page  for the specific details about building the structures.

Laying out the Right of Way

I am not going to go into great detail about putting down the roadbed lines. See the Right of Way Reference Page  for the details if you haven't had the fun of doing it before. 

Essentially you're going to follow this process: 

1. Lay out the main line at the seven-inch line.
2. Lay out the primary siding track at the ten-inch line.
3. Lay out the auxiliary track at the four-inch line.
4. Lay out the transition template for the mainline/primary siding track switch.
   
5. Lay out the main line curve and turnout.
   
6. Lay out the north passing siding turnout.
   
7. Lay out the industrial spur.
   
8. Lay out the industrial lead at 12-inches, the sand track at 14-inches, and the gravel loader tracks at nine- and seven- inches.
9. Locate the abutments and piers for both bridges (to include heights).

Because this section ties into both the Satsop River - Section 14 and the Coal Grove - Section 16, some layout of those sections will need to be done at the same time, primarily the main line locators and the turnout positions vis-a-vis section and bridge placements etc.  

Roadway.

• The WWSL 1st Division is designated Class B main line. See See 4.2.11.2 Modeling Technique for Medium Profile Roadway for details.
• The WWSL auxiliary track is designated a storage track. See 4.2.11.8 Modeling Technique for Storage Track for details.
• The WWSL industrial spur and all the Basalt Sand and Gravel spur track is designated an Industrial Lead or Spur Track. See 4.2.11.7 Modeling Technique for Industrial Lead or Spur Track for details.

Laying out the turnouts

The WWSL engineering department has authorize a non - Common Standard #6.5 Code 100 curved turnout for the south Basalt mainline to passing track. I have to ensure that the normal route leg of the turnout (26-inch radius) aligns with the primary siding track layout line at 10-inches, and the divergent leg of the turnout aligns with the main track layout line at 7-inches.

I laid out the maximum train length templates along the passing siding and main line. I have the WWSL common standard #6 turnout templates to locate main line to passing track turnouts, and main line to auxiliary siding.

I have a WWSL common standard #5 turnout to locate the industrial spur set out track. Its divergent angle conveniently angles the interchange track with the Basalt Sand and Gravel industrial lead. 

Basalt Sand and Gravel owns and maintains its own track, and uses the WWSL Common Standard #5 turnout.

Layout Drainage.  See 4.1.8 Ditches, Drains and Culverts

Drainage

Culverts

Track Details.

• Basalt Sand and Gravel will use 4-bolt rail joiners on all track BSG uses low mount switch stands.
• There is a double point split switch derail on the interchange track. 

In the next blog (Section 15 - Basalt - Part 2) I will discuss the Landform Design Considerations.

Section 4 - Smith Canal - Part 2

In the last blog (Section 4 - Smith Canal - Part 1) I identified the layout design elements of the Smith Canal - Part Module and laid out the roadway lines. 

In this blog I am identifying the scenery construction concept and laying out the landforms.

As a refresher, here are the scenic elements:

1. A narrow backdrop partially concealed by a coal distribution company.
2. Waterway bank scenery adjoining Demaine Yard and Preacher's Slough section.
   
3. A waterway that begins as a narrow stream (canal), becomes a slough and ends as a small river.
4. A sandbar that diverts in the waterway.
5. A single track main line going from Demaine Yard to Preacher's Slough
6. A beam bridge crossing over a small stream.
7. An embankment that is the roadway for the main line between Demaine Yard and the Chehelis River Bridge.
   
8. A concrete culvert under the embankment.
9. A multiple span bridge crossing the waterway. 
10. A tunnel that is bored thru a ridge line that acts as a scenic view block. 
    

 Scenery Design Considerations

Background

1. There is a very small backdrop available for the Smith Canal Section.  A blue sky with cumulus clouds suggesting a sunny day. See 5.4.1 Sky for construction information.

Background Landmass. None.

Midground. 

2. Waterway bank scenery. Portions of the foreground between Demaine Yard end of track is flat or sloped downward toward the Smith Canal. The riverbank is formed with the 2 inch styrofoam and open spaces under the masonite and above the plywood are filled with 2 inch stryofoam cut to fit, and using expanding foam as necessary.

4. Sandbar. The sandbar is modeled with 3/4 inch foam sheet. Sandbar is formed with 1/2 inch styrofoam carved to final shape and sceniced. See5.8 Scenery Technique Waterways for additional details. 

 

Once the basic land form as completed, it will be covered with Sculptamold on the flats and Hydrocal plaster on the slopes.

 

Foreground

7.  Embankment. The embankment is a man-made structure built over the original log dump trestle. It occupies most of the east side of the module. The inside of the embankment is going to be curved (following the mainline. The outside of the embankment will slightly curved at one corner so i can put in a culvert. See 4.1.1.2 Embankments for construction details. 

Waterways

3. There will be three waterway elements to be created.

The canal will be located under Smith Canal Bridge S1 and merge into a slough.  See 5.8.4 Rivers for construction details.

The slough is going to be located in the middle of the section bounded by the mid ground river bank, and the sandbar. See 5.8.7 Lakes for construction details.

 

The stream will will appear from the right, pass through the culvert,  meander between the sandbar and the embankment and merge with the waterway exiting to the left under Smith Canal Bridge S2. See Streams for construction details.

 

The water product is also undetermined. I have not poured a river yet, and am not sure whether epoxy, decoupage resin, or a matte medium or varnish will be right for the waterways. It all depends on how each product look when covered with the modeled water.

Section 4 - Smith Canal - Part 1

It's time to lay out the Smith Canal section. The layout design given and druthers of this section is identified in Station 4 Smith Canal.

Layout Design Elements

 This section consists of eleven layout design elements:

1. A narrow backdrop partially concealed by a coal distribution company.
2. Waterway bank scenery adjoining the Demaine Yard and the Preacher's Slough section.
   
3. A waterway that begins as a narrow stream (canal), becomes a slough and ends as a small river.
4. A sandbank along the waterway.
5. A single track main line going from the Demaine Yard to Preacher's Slough
6. A beam bridge crossing over a small stream.
7. An embankment that is the roadway for the main line between Demaine Yard and Preachers Slough.
   
8. A concrete arch culvert under the embankment.
9. A multiple span deck plate girder trestle and a concrete beam bridge crossing the waterway. 
10. Two concrete abutments and two concrete piers.
    
11. A tunnel that is bored thru a ridge line that acts as a scenic view block.
    

Section Construction

See the WWSL section construction reference page for the construction technique. 

As this section is a river scene I have modified the construction technique. Instead of using the two 1"x3" girders on the bottom of the section, I need a solid bottom on the section for the riverbed. The 1"x3" girders are replaced by a 2-foot by 8-foot piece of plywood, 3/4 inches thick. The two ends of the section are cut out to permit attachment of the section electrical connectors and section interface bolts.

ROW Design Considerations 

5. The most critical design considerations on this section is curvature of the main line. The turnback curve section width is 60 inches. Technical specification is a minimum 4 inches between track and the edge of the fascia. This restricts the turnback curve to 48 inches (60 - 4 - 4 = 52/2 = 26 ( a 24 inch radius when laying out the curve from the interior).

6. I'm thinking of a ATSF T-rail bridge for this location ... but that may change. See 4.1.9 Smith Canal Bridge S1 (T-rail Beam Bridge) for construction details.

7. The embankment is the second critical design consideration. This location is on top of the WWSL's DCC system and would be a convenient location for a programming track. With this in mind, the programming track 4-inches from the fascia reduces the outside embankment width and depth but allows a full embankment width and depth on the inside. 

This calculation also places the curve radius point 32-inches into the section. This leaves 11 inches for the waterway and far bank scenery. I don't see that as an issue.

8. As a continuation of the Right of Way Engineering Process I would like to engineer a concrete arch culvert. This embankment would be a perfect location. See 4.1.8 Ditches, Drains and Culverts for additional information.

9. A multiple span bridge crossing the waterway. Tentatively this will be modeled as a three span deck plate girder trestle and a concrete deck span. Most of this bridge will be on a curve, with appropriate engineering. I have a Central Valley deck plate girder trestle kit I can kitbatch. See 4.1.9 Smith Canal Bridge S2 for construction details. 

10. A portion of the 2nd Division Right of Way will not be modeled. That section is the Chehelis River Bridge and joint trackage rights with the Milwaukee Road and the Union Pacific between South Montesano and Preachers Slough. The tunnel will act as the unmodeled trackage rights portion of the WWSL. See 4.1.10.2 Tunnel S1 for construction details.

Laying out the Right of Way

I am not going to go into great detail about putting down the roadbed lines. See the Right of Way Reference Page  for the details if you haven't had the fun to do it before. 

Because this section ties into both the Demaine Yard  - Section 3 and the Preachers Slough  - Section 5, some layout of those sections (the main line locators) will need to be done at the same time, primarily the main line locator at the northern-most Preachers Slough curve (6 inches from the fascia ) and the WWSL Arrival.Departure Track at Demaine Yard (4.5 inches from the fascia).  

Essentially you're going to follow this process: 

1. Lay out the programming track at the 4 inch line. 
2. Lay out the main line turnback curve at the 6 inch line. 
3. Lay out the main line to the Demaine Yard Arrival / Departure Track at the 4.5 inch line. 
4. Center the radius at the center of the section width.
   
5. Lay out the transition template line.
   
6. Lay out the main line curves.
7. Lay out the S1 bridge template and adjust as necessary.
8. Lay out the S2 bridge template and adjust as necessary.
   
9. Locate the abutments and piers (to include heights).
10. Layout the sloped river bank on the Demaine Yard/Preachers Slough side of the waterway.
    

 Laying out the turnouts 

A WWSL Common Standard #6 turnout needs to be laid out on the Demaine Yard - Smith Canal module connection. WWSL technical specifications specifically requires at least two inches of straight track from the turnout to the joint, so some adjustment will have to be made.

Roadway Details

• The WWSL 1st Division is designated Class A main line. See See 4.2.11.1 Modeling Technique for High Profile Roadway for details.
• One of the NMRA Model Railroad Engineer - Civil certificate requirements for track work is a super elevation of the track and roadbed on a curve. While the WWSL would not prototypically use super elevation on its roadway, I am going to super elevate the curve between bridge S1 and S2 for certification purposes. See 4.2.4 Super-elevation for Curves for additional information.
  
• The WWSL programming track is designated as retired track. See See 4.2.11.9  Modeling Technique for Retired Roadbed for details.

Right of Way Drainage.  See 4.1.8 Ditches, Drains and Culverts

• Drainage
• Culverts. The
  

In the next blog (Section 4 - Smith Canal - Part 2)  I will discuss the Landform Design Considerations.

 

 

 

 

 

Section 5 - Preachers Slough - Part 2

In the last blog (Module 15 - Basalt Module - Part 1) I identified the layout design elements of the Basalt Module and laid out the roadway lines. 

In this blog I am identifying the scenery construction concept and laying out the landforms.

As a refresher, here are the scenic elements:

1. A sunny sky. 
2. A far hillside with scattered trees.
   
3. A two track industrial area (North Pole Company and Knotty Pine Lumber Company)
4. An embankment with a state highway paralleling the main line.
5. A highway bridge crossing the main line.
6. A class 1 main line, a passing track and an interchange track.
   
7. A concrete tunnel portal passing through a ridge line.

Scenery Design Considerations

Background

1. The backdrop available for the Preachers Slough section is 22 inches in height. The section will be a simple backdrop - a clear blue sky suggesting a sunny day. 

2. A far hillside with scattered trees.

 

This photograph will be the basis for the far hillside on the left (geographically south) area paralleling the section's industrial area.

 

This photograph will be the basis for the center and right (northern) hillside paralleling the section's main line / interchange area. 

 

 

 

 

Landforms

The two photographs above will be the basis for the landforms on the Reachers Slough section.

Mid ground

 3. A two track industrial area. The backdrop hillside is extended into the midground paralleling the section's industrial area as a terraced hillside built from extruded styrofoam. It will directly extend from the backdrop. (See above).

4. An embankment with a state highway paralleling the main line.The hillside in the center parallels the section's main line / interchange area is an embankment four inches high and inches at the base. The rear of the embankment is sloped, giving a stand-off from the background. The top of the embankment is sized for a state highway with shoulder and guard rails. (See above).

7. A concrete tunnel portal passing through a ridge line. The hillside on the right (geographically north) area parallels the section's fascia and  integrates with the tunnel complex on the Smith Canal section.

 

 

 

 

 Foreground

Portions of the foreground between the interchange track and fascia is flat or sloped slightly downward toward the North River. 

Drainage and MOW structures, etc will be integrated with the foreground landforms. 

Section 5 - Preachers Slough - Part 1

It's time to layout the Preachers Slough section. The layout design given and druthers of this section is identified in 4.3.5 Preachers Slough Station Map.

Layout Design Elements

This section consists of seven layout design elements:

1. A sunny sky. 
2. A far hillside with scattered trees.
   
3. A two track industrial area (North Pole Company and Knotty Pine Lumber Company).
4. An embankment with a state highway paralleling the main line.
5. A highway bridge crossing the main line.
6. A class 1 main line, a passing track and an interchange track.
7. A tunnel that is bored thru a ridge line that acts as a scenic view block.

This Section consists of two WWSL Common Standard eight-foot sections. See the WWSL section construction reference page for the construction technique.

ROW Design Considerations 

The most critical design consideration on this module is the curvature of the main line track. These curves are 32-degree (26-inch) cosmetic curves. The width of the roadway in the river canyon must be approximately 8 inches in-order-to have 8 inches of hillside to the rear of the module and 6 inches of scenic elements to the front. 

The most critical design consideration on this module is the location of the industrial spur. Its location determines the location of the main line and the interchange siding. Placing the industrial spur at 15 inches from the fascia permits a two track industrial spur.

The WWSL usually uses easements on its main line right of way.. In this section there are two elements in the roadway layout:

1. easement  - simple curve  - easement  - Industrial spur switch 
2. easement  - simple curve - easement - Interchange switch -

Laying out the Structures

I am not going to go into great detail about laying out the structures. See the 10.0.3 Structure Layout Technique for the specific details.

The Preachers Slough industrial site is located in a river valley and parallel to a wide deep river. Prototypically it would be a long and narrow industrial site.

The Knotty Pine Lumber Company is basically a creosote plant taking in processed timber for creosoting. The North Pole Company processes second generation fir trees for utility poles. Each company has its own industrial track.

Essentially you're going to follow this process: 

1. Lay out the Knotty Pine industrial spur. 
2. Layout the creosote plant footprint.
   
3. Lay out the North Pole industrial spur.
   

See the Structures Reference Page  for the specific details about building the structures.

Laying out the Right of Way

I am not going to go into great detail about putting down the roadbed lines. See the Right of Way Reference Page  for the details if you haven't had the fun of doing it before. 

Because this section ties into both the North River - Section 6 and the Smith Canal - Section 4, some layout of those sections will need to be done at the same time, primarily the main line locator at North River (12 inches from the fascia) and the southernmost Smith Canal curve (4 inches from the fascia.). 

Essentially you're going to follow this process: 

1. Lay out the main line at the 15-inch line from the fascia.
2. Lay out the creosote plant spur at the 15-inch line.
3. Lay out the pole plant spur at approximately 10-inch line
   
4. Layout the main line at the 12-inch line (the North River main line)
   
5. Lay out the main line at the 9-inch line from the fascia (the Smith Canal main line)..
6. Lay out the interchange track at the 6-inch line from the fascia.
   

Laying out the turnouts 

The WWSL common standard is a #6 turnout for main line turnouts. The industrial spur turnout woill  be a #6 because the spur is on the outside of the main line curve. The interchange track southern turnout is a #6 for the same reason. The interchange track northern turnout is a WWSL common standard #5. The MILW/UP interchange track turnout is also a #6 turnout.

Roadway Details

• The WWSL 2nd Division is designated Class A main line. See 4.2.11.1  Modeling Technique for High Profile Roadway for details.
• The interchange track is designated Medium Profile Yard track. See 4.2.11.4 Modeling Technique for Medium Profile Yard Track for details.
• The WWSL industrial spur and all the industrial track is designated Industrial Lead or Spur Track. See 4.2.11.7 Modeling Technique for Industrial Lead or Spur Track for details.

Right of Way Drainage.   

I have a Milwaukee Road / Union Pacific track diagram showing right of way drainage. Preachers  Slough is a great opportunity to show some of these techniques. See 4.1.8 Ditches, Drains and Culverts

• Drainage
• Culverts

MOW Details

• 4.2.12.4 Hand or Motor Car Set-off Detail
• 4.2.12.5 Rail Rests
• 4.2.12.6 Tie Stack Detail
• 4.2.12.7 Equipment House Detail

Track Details.

• Manually operated derail (1) is located on the Industrial spur track.
  
• Manually operated derails (2) are located on the Interchange track. 

In the next blog (Section 5 - Preachers Slough - Part 2) I will discuss the Landform Design Considerations.

 

Section 6 - North River Bridge - Part 2

In the last blog (Section 6 - North River Bridge - Part 1) I identified the layout design elements of the North River Bridge Module and laid out the roadway lines.

In this blog I am identifying the scenery construction concept and laying out the landforms.

As a refresher, here are the scenic elements.

1. A sunny sky.
2. A distant treeline with a river disappearing in the distance.
   
3. A low dam in the background.
   
4. A wide deep river with relatively high river bank.
5. A lower river area expanding into the delta area. 
   

Scenery Design Considerations

Background

The backdrop available for the North River Bridge section is 22 inches in height. 

 

1. A blue sky with cumulus clouds suggesting a sunny day. See 5.4.1 Sky  and 5.4.2 Clouds for construction information.  

2. A distant tree line. See 5.4.6 Closer Hills and 5.4.9 Conifer Trees for construction information.

Landforms

Midground

The right of way parallels the terrain along the ridge line. The terrain on the near side of the right of way has been engineered as an embankment.

 

 

 

 

Foreground 

The remainder of the forground is open ground, either flat or sloped downward toward the fascia.

Creating the Landforms

Background Landmass

Just like the Satsop River build, I built two small roadbed panels and installed them at the module ends, leaving the center roadway / waterway area clear. 

4. Upper river bank. Upon installation of the dam, the rest of the upper riverbank was fairly straight forward The river bank carved and shaped to about a 45 degree angle. I used a drywall knive and the Stanley Surform scraper for this step. The shreds of foam were messy but easier to clean up than sanding conventional plaster.

5. Lower river bank. The north river bank (right) and the south river bank (left) are manmade embankment. The AREA standard for an embankment is a 60 degree angle from the edge of the roadbed to the river bottom.  See 4.1.1.2 Embankments for construction details. Using to total length of the bridge complex, I will locate the south abutment and cut it in. Pieces of styrofoam and expanding foam will complete the basic landform.

Once I figure out where the bridge abutments are located, I can shape the river and the river banks, adding foam as necessary. The embankments are formed with the 2 inch styrofoam and open spaces under the masonite and above the plywood are filled with 2 inch stryofoam cut to fit, and using expanding foam as necessary.

Once the basic landforms are formed, it will be covered with Sculptamold on the flats and hydrocal plaster on the slopes. 

Waterways

The head dam

3. A low head dam, sometimes simply called a weir, is a small structure that impounds a small amount of water and spans the width of river or stream. Usually made from concrete, the purpose of a low head dam is to raise the water level upstream on a river. In this particular case, the WWSL history has indicated it is one of several dams on the North River that provide a reservoir for American Pulp and Paper Company operations. 

4. The head dam is anchored on the high terrain on either side of the river bank. The river bank has a height of 4 inches, the height of the head dam is three inches.  See 10.xx.xx for construction details.

3. I am currently considering my options for completing the river I haven't decided whether to pour epoxy water or use a combination of paint and matte and gloss medium. Ive got plenty of time to make that decision. By its very nature there will be three techniques used:

• The upper waterway will be created by  . See 5.8.x Lake for construction details.
• The water fall over the dam will be created with xxx. See 5.8.6 Waterfall for construction details.
• The lower river will be See 5.8.4 River (Deep)  for construction details.

 Reference