Here is my own staging:
The three tracks in the reversing loop at the top left corner is Lusk staging, representing the C&NW eastbound from Wendover (Orin on the layout) through Lusk and on to points east.
This shows the big staging yards. It represents primarily the NP transcontinental, but also the continuation of the CB&Q line from Orin Junction to points east. The heavier-line trackage at Laurel is all that is (or all that will be, maybe I should say) visible on the layout. Trains will come into Laurel from east and west staging areas. Most will simply pass through Laurel without stopping, but some will drop cars bound down into Wyoming and points east through Nebraska (out through CB&Q East from Orin Junction - meaning around the Wyoming Main and back out the Frannie cutoff through Laurel, at this point representing Scottsbluff Nebraska), and other trains will come off the Frannie Cutoff, with cars bound for east and west destinations.
This staging arrangement is key to the functioning of the entire layout. Over half the projected traffic on the layout will come from or go to staging, most from the two NP yards. Without staging, my planned operating scheme would not have nearly the flexibility it has, nor be nearly as realistic as I think it will be. For example, the Husky refinery in Cody made mostly asphalt, and some heavy oils. On the layout, it gets its incoming commodities (mostly chemicals used in the refining processes) exclusively from staging. Likewise, all of its heavy oils, and nearly all of its asphalt goes to staging, with just a little bit of asphalt going to Greybull Roads. This allows the refinery to produce a relatively large number of tank car loads, while the only on-layout user, Greybull Roads, can use only a few loads at a time. Realistic, and it generates interesting traffic patterns. The excess tank cars (complete trains, actually) will go mostly to Frannie/Orin and down to Laurel, where they will await pickup by an NP freight. But some trains must go to Casper to be reclassified into new trains, as some cars will go east through Orin/Frannie to Scottsbluff, (though the physical destination on the layout is the same as for the cars heading to Laurel and the NP - the big staging yards, the route over the layout is different), some cars will go east on the C&NW to its three-track staging loop at Lusk, and a few will be sorted into local trains that will drop the cars at Greybull Roads. This sort of operational flexibility would be impossible without staging, and it's found for several of the industries on my layout.
The biggest advantage of all this staging is that operating sessions will vary greatly from one to the next. Greybull Roads may get a delivery in one session and no deliveries for three more. Some sessions may see the main classification yard at Casper frantic with activity, while others will see it just moderately busy. Every local through Greybull won't switch the same industries every time. Some sessions may see several bulk trains arrive in Casper for re-sorting and dispatching, and others may see only one or two. There will be a very prototypical ebb and flow to the traffic, and repetitious patterns will be avoided.
Staging, at least on my own layout, is the only way it will be an operational success.