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The SETOFFAs some of you may have heard, Mike Robinson recently passedaway. Mike and I were mentored on the same Yreka Western runone July. We had met the day before in a rest area on Interstate 5north of Dunningan, California. Mike had a fiberglass cab on an MT14from the Canadian National, and I had an MT14–L from the RioGrande. Mike was headed for Shasta City with his dad and sonMichael. We had a great time during that stop comparing cars anddiscussing the coming experience on the Yreka Western and McCloudRiver Railroad later that weekend. Mike was a good friend, and likemany of you, I will miss him.As those of us in Area 11 know, the weather has generally treatedus kindly during March and April. To my knowledge, nothing hasbeen cancelled because of weather, and most runs have operated undervery friendly skies. Let’s all hope that the blessing continues for therest of the 2004 runs.I am in the middle of the CORP run from Medford to Roseburg,Oregon. We are having a great time with our railroad hosts throughthe Rogue and Umpqua river valleys. Personally I think this run iseven more scenic than the CORP Eugene to Coos Bay, Oregon orWeed, California to Ashland, Oregon runs. We had an especially nicetime coming into and through Grant’s Pass, as Jon Jordan (GrantsPass) and one of our operators had notified a local radio station ofour plans. We had interested people at every crossing and in themiddle of town waiting to see and photograph us.The speeder politics in Area 11 appear to be quiet at both theclub and NARCOA level. Several of you have called to discuss andcomment on the proposed rule change regarding excess speed. Thosecomments have been passed on to the other NARCOA board members for consideration. The board will vote on the proposed rule soonwith the results to be printing in a future issue of The SETOFF.I am up for reelection as Area 11 Director. If you like how I haveconducted myself as a Director, please vote for me. Your support isappreciated. Your ballot is in this issue of The SETOFF.Have a safe and fun time operating, watch your speed and besafe. Best regards, Pat Coleman, Area 11 Director,Walnut Creek, California. May/June 2004 Page 5Area ElevenA New Highas posted on the NARCOA [Forum]by Tom Norman, NARCOA Insurance AdministratorThe 2004 NARCOA Insurance Program set a record for enrollment this year.C The number of applications processed was 950, compared to 863 in 2003.C When I first volunteered to be the insurance administrator in 1995, our insured members numbered only 526.COne figure that always puzzles me is that 10 to 12% of the insured operators from the previous year failto renew. This year 104 members from 2003 did not renew!C We had 25 members from 2002 and earlier whoreapplied for insurance.CThe balance of 166 represent new insured members for 2004.To summarize:759 renewals from 200325 renewals from 2002 and earlier166 new insured members950 total insured in 2004

Page 6 The SETOFF May/June 2004The Safety Comment:COW–A–BUNGAby Bob Knight, ChairNARCOA Safety CommitteeBet I got your attention with this photo! It was taken whileon the South Branch (ex-B&O) run in West Virginia with ourone–lung, Fairmont M19. The popping noise spooked the cattle,and they made a quick dash for the barn right in front of ourmotorcar. (Yes, we were stopped when the photo was taken!)This got us to discussing situations—what if we had been moving too fast to stop for the cattle? Or rather than cattle, what ifthe objects had been farm equipment, an ATV, truck or a car onthe right–of–way? If you look closely at the photo, you will notethe track is on a curve, and this crossing could have been obscured by high weeds, brush or tree branches.Anticipation must begiven a high priority whensafely traveling the rails,whether you’re on straightor curved track, a crossingalways makes both moredangerous. When reviewinglast year’s accident reports,the Safety Committee foundmany of the accidents werecaused by traveling too fastfor conditions which causedderailments, motorcar damage and bodily injury. Theseoccurred on both straightand curved track, but mostwere at or close to a crossing. Most of the bodily injuries were minor cuts tohands, arms, legs and head.As a group, we haveseen increasing numbers ofincidents each season, and we need to reverse that trend. Byworking to keep our hobby accident–free, we all contribute tokeeping and adding to the number of railroads that support ourmotorcar runs, to keeping our insurance costs reasonable andavailable, and to making our great hobby enjoyable and safe.So please, this motorcar season, anticipate while riding therails, and make this the very best and safest motorcar seasonever!P.S. Your Safety Committee welcomes your safety thoughtsand ideas. Email by using the website under directors and officers. Use the safety link. BK

The SETOFF May/June 2004 Page 7Steve Bittinger sends along this item from a 1916 Chicago & Northwestern Railwaypublication “The World’s Greatest Battle.”

Page 8 The SETOFF May/June 2004The Apple Blossom Motorcar EventWinchester & Western, April 23–4, 2004by Hugh CainW&WEileen Shrey staffing thecheck–in desk, Gary Schreydirecting set–ons atWinchester.Charlie Rausch caught me in Georgia on another frequent visit tothe Peach State. This trip like so many others was on railroad business. Seems I had forgotten to send in my reservation for Charlie’sWinchester & Western event, and he was just making sure I would bethere. The paperwork had just been forgotten, and I assured Charlie acheck would be in the mail the next day. As soon as my feet were backin Tidewater, I mailed a check to Charlie, then waited for the registration packet and arranged for accommodations in Winchester. By theway, was this the same weekend as their Annual Apple Blossom Festival? Charlie assured me that the festival would be the weekend following our event.April 22 arrived. My ride partner Percy had gotten our motel reservations, so now it was up to us to get there—spare parts box, toolbox, new batteries for the speeder and winch, cooler with Gatoradeand ice and water for Percy. The AT-4 worked fine. All lights lit upwhen they were supposed to, the car cranked and ran fine. Everythingseemed OK and ready to travel.Our Friday noon departure was fast catching up with us. Friday’stemperature was in the mid–80s, and the sun was out and hot. Guessthe SPF 50 I had brought along might come in handy after all. Theweather forecast for the weekend predicted sunny and warm for Saturday, possibility of showers and cooler on Sunday. Perhaps the rainsuit might get a workout, too. We gotta get curtains for the motorcar,hopefully by the next event.Up Route 460, around Petersburg and Richmond on I-295, thenonto I-95 North of Richmond. We made good progress that far. Wetook the Route 17 exit at Fredericksburg and almost immediatelystarted looking for a gas stop. With the upper half of the AT-4’s windshield sticking up above the shell on Percy’s truck, it was like pullinga sheet of plywood up the road. Gas economy was out the window.“Where’s the best price for gas, Percy asked?” I started looking at thesigns— 1.89, 1.79, 1.65. Such a deal— 1.65! We went back to theEast Coast station and filled up there.Tanks topped off and cold sodas in hand, we continued the trek toWinchester. The motel was not where it was supposed to be, and aftera few minutes we gave up and called the motel, inquiring of their location. Tommy, our other motorcar adventurer, had given us the wrongexit off I-81. After a slight course correction, there was the sign.We were to be joined on this outing by two friends from the Roanokearea Rick Rader and Eddie Mooneyham. When the cell phone rang, itwas Eddie and Rick wanting to know where we were. “Well, we’re inthe motel room; where the hecks are you?” They were coming up thescenic route and were still over an hour from Winchester. “OK guys,there’s an early call for 5:00 A.M.” They eventually arrived and gotinto their rooms.We had a hardy breakfast at Denny’s. With appetites quenched, itwas off to the Cold Storage Warehouse for the set–on. Eileen Shreyhad the check–in desk under control, and Gary Shrey was directingthe actual set–ons. Car inspections were being done. Everything waswell organized and going fairly smoothly.

The SETOFFAt 8:15 Charlie called for a safety meeting. He introduced us toBill Light, President of the Winchester & Western Railroad and toMike Glasscock, Roadmaster for the railroad and our railroad escortfor the day. Bill Light emphasized the numerous grade crossings, somesignaled but most not, that we would be crossing that day. Mike wouldleap frog ahead of us and have as many of the sets of lights and gatesactivated as possible. We were to bunch cars at the crossings and proceed only when we had a small group of five or six cars together, trying to keep the single car crossings to a minimum.Our first scheduled stop was in Martinsburg, West Virginia. Wegot a snack, refueled the cars and had time for a potty break. After theshort regrouping break, it was off to Hagerstown, Maryland for theend of this ride and our turnaround point. Charlie was leading theway, as usual.We crossed the Potomac River on a high bridge. The wind comingup the river was a welcome relief. Fishermen in the river paid us noattention as we crossed above them. You could tell it was spring as thedogwoods, the red buds and all the other springtime trees and flowerswere starting to bloom. Oh yeah, those with allergies were sufferingfrom the pollen. The peaceful landscape was beautiful, even though itwas interrupted by lots of sneezing because of the pollen.Charlie signaled for a stop severalmiles outside Hagerstown. He hadfound a country lane that would suffice for our turning point. It turned outthe country lane was about as busy asthe beltway around Washington, D.C.Flaggers posted, we made the best ofthe turnaround site, and soon everyone was turned and ready for the tripback to Martinsburg.On the way back our car startedto loose power gradually. Then it became really quiet on the speeder. Everyone looked at everyone else for asplit second, then as it on cue, everyone said at the same time, “It’s quitrunning.” We got the flags out and signaled for a stop. Rick and Eddie attended to the reason why we had stopped. “Percy, when was the lasttime you checked the oil in the car?” Percy and I looked at one anotherand gave the same response back, “We dunno. Thought you were supposed to do that,” was the answer. The Onan was almost out of oil.Had not been for Bill Holdren suggesting that I use Castrol productsin the motor, we might have had a seized Onan. When he had beeninvolved in sports car racing, Bill had found Castrol products werebetter under high heat and stress than most other oils and lubricants.That advice many years back paid off that day.Gary loaned us a couple of quarts of Pennsylvania’s finest, and wegot the speeder started and on the way again. You see, the motorcarhad been idle for two years, and even though the oil level checked goodbefore, Eddie remarked that a ring could have gotten stuck from somegunk in the motor and allowed to oil to blow by and get burned. Wehadn’t noticed the car smoking, however.Speaking of smoking, we did have one car in the group that definitely qualified as a mosquito sprayer/smoker. One of the two–cycleswas really smoking up the countryside. When a helicopter flew over I May/June 2004 Page 9First scheduled stop of theday at Martinsburg.Anybody lose a motoboxcover? Cars being turnedshort of Hagerston.Charlie and Mike Glasscockdiscussing upcomningevents. cars in front of WhiteHouse Applesauce plant.

Page 10 The SETOFF May/June 2004Sunday morning, carsbunched up at the SecondRt. 50 crossing, awaitinggates and lights activationand flaggers.Cars being turned inWinchester, Sunday noon.remarked that it must be the county looking for their lost mosquitocontrol vehicle.Back in Winchester, everyone got their speeders loaded up quitewell. Sunday’s event started at Gore, Virginia, and we had to haulthe rigs there for that portion of the event.Saturday had been sunny and warm with a temperature in themid–70s. Sunday dawned with clouds and a rainstorm in progressat Gore. The wind was blowing, and it was cool. That day we mightget a high of 60. The rain suit would get used after all—better thanbeing soaked and cold.Charlie introduced us to Mike Thompson, Signal Maintainerfor the Winchester & Western and our escort for the day. Again,crossing safety was emphasized. Bunching of cars and designatingflaggers was covered.“Was that lightening I just saw?” I wondered what effects lightening might have on a speeder? Where the tracks on Saturday weregenerally tangents, this section of the W&W had only one tangentthat was almost a mile long. The remainder of the 18–mile line wasconsumed in 70–plus curves and grades.This portion of the railroad proved to be the more scenic of thetwo. There were pastures with horses, cows and deer. We even hadto make an emergency stop to keep from being run over by a herd of15 to 20 deer. They came thundering off a small hillside on theright, and had we not gotten the motorcar stopped when we did, wewould have been invaded. Nothing short of a locomotive or trainwas about to change their minds as to where they were going—certainly not a motorcar.Lots of track work was in progress on this line. Having the lineup to the new FRA 286K standards made for a much better ridethan we had experienced on Saturday.We arrived at the designatedturnaround point in Winchester andbegan to turn the cars for the returntrip to Gore. While I was shootingpictures for this story, a Winchesterpolice department sergeant was casting a wary eye towards all the activity. Some thought he might be sizing us up for a ticket of some kind.Guess he was looking the collectionover, wondering how to get hy-railgear under his squad car.By 3:30 PM everyone had gottentheir cars off the track and loadedonto their rigs. Most had alreadystruck out for home. Mike Glasscocksummed it up very well on Saturday.“You guys were most professional in conducting this run, met yourschedule and then some, and were a pleasure to have out on therailroad.” I reminded him that a lot of that had to do with the meetorganizer. There we are, gang, two more round–trip events, nostrikes, no errors. Good work to all the participants for making thisa safe event.On behalf of the event organizer and the participants, we wouldlike to express our thanks to Bill Light, Mike Glasscock, Mike Thompson and all the other employees of the Winchester & WesternRailroad who made this event possible. Thank you!

The SETOFF May/June 2004 Page 11Camas Prairie Railnet PictorialAugust 30, 31, and September 1, 2003by Dan BergPacific Railcar Operators and their guests traveled to Lewiston, Idaho from as far away as Florida,Ohio, Michigan, Iowa, Nevada, Utah, California, Oregon, Washington, and British Columbia to run theCamas Prairie Railnet. Run Coordinator B.J. Kingand Chief Engineer Jim Morefield escorted the 27motorcars over three subdivisions during the three–day, 392–mile event. On Saturday, August 30 thegroup proceeded from Lewiston down the SnakeRiver Canyon to Riparia, Washington. On Sundaythe group journeyed up the Clearwater River toKooskia, Idaho. Monday a run was made up toFerdinand, Idaho along the line featuring the famous Camas Prairie trestles and tunnels.CPRNThe motorcar group makes a briefrest stop along the Snake Riverheading for Riparia, Washington.

Page 12 The SETOFF May/June 2004August 30, 31, and September 1, 2003Leaving the East Lewiston, Idahorail yard, Paul Zaro leads the groupeastbound to Kooskia, IdahoJim Morefield, Bonnie Andrews,B.J. King, and Clyde Andrews talkwhile the group takes a break inthe small Culdesac, Idaho rail yard.The all steel Lawyers Creek Trestleis 280 feet high and 1532 feet long.B.J. King’s Kalamazoo motorcarwaits at Lenore, Idaho. This smalltown sits beside the ClearwaterRiver and features an abandonedgrain elevator and general store.

The SETOFF May/June 2004 Page 13Camas Prairie RailnetThe motorcar excursion turns ontothe Camas Prairie Branch atSpalding Junction.Merlin Kemper passes the Orofino,Idaho depot. Orofino is the railjunction to the Jaype Branch. Thetown is located half way betweenLewiston and end of the line townof Kooskia.Camas Prairie Railnet’s ChiefEngineer Jim Morefield and TerryBaumann chat during a catch upstop west of Almota, Washington.

Page 14 The SETOFF May/June 2004Steam Engines and Motorcarsin Georgiaby Kenneth HuffinesKEN HUFFINES PHOTOC&CBill Dittman and hisKalamazoo 23 take aspin on the Summerville turn table. BillStringfellow hangs onwith Charlie Pults atthe controls, underBobby Moreman’stutelage.KEN HUFFINES PHOTOC&C’s engine 103parked near the end oftrack at Kensington.Meets with freight trains are not too unusual on NARCOA excursions. On the 2003 Chattooga & Chickamauga excursion, therewas a more unusual meet: a passenger train with a steam engine.And it was met twice. It was just one of the extras on a weekend ofrailroading on the C&C.The excursion started in Summerville, Georgia, which is thesouthern end of one of C&C’s two lines. This section was part ofthe Central of Georgia running from Chattanooga, Tennessee toRome, Georgia. Set–on started Friday. Ms. Nell Farrow of theSummerville Home Town Program had the old depot open for usand served refreshments.Summerville is also home toa newly installed turn table. Thetown is very proud of it. It’s usedto turn the steam engine of theTennessee Valley Railroad’s Passenger Train Specials that operate on this line. The turn tablewas open for us and everyone gotto go for a spin.Bobby Moreman, the Excursion Coordinator, explained thattrip had been moved from summer to fall and it caused a bigchallenge: we would have to meetTVR’s Fall Leaf Train somewhere. That’s a problem for thissleepy branch because it has not had more than one movement atthe same time in years, and passing sidings often have equipmentstored on them. The railroad took time to move cars and insureswitches were in proper order. This day would also stretch railroadpersonnel thin as they would be managing both NARCOA and TVR.Bobby said that the usual schedule meshed well with TVR’s.Meeting the southbound train would be done in Chickamauga. Theafternoon meet would either be in Chickamauga or LaFayette, depending how well each excursion held to their schedule. The motorcars were the lower priority movement for the day.Saturday morning the rails were slick with dew, and we had tokeep our speed down. We fell a little behind schedule. Our goal wasto make Chickamauga before the steam train from Chattanooga arrived. We did not stop in LaFayette for a break as in years past. Ouronly stops were to flag several crossings that had lights and gates.At Chickamauga we took the siding nearest the old depot. Therewere some local folks with cameras standing around to get photosof the steam train. They were pleasently surprised by the motorcars, and to learn the steam train would do a photo run–by rightthrough town. As the last few cars arrived, the train crept in, taking the siding across the main from us, as it has a paved apron forpassenger loading. Passengers got off and enjoyed looking at

ejeske@tc3net.com NARCOA Joel Williams Membership Box 802 Lock Haven PA 17745 joel.williams@ earthlink.net The SETOFF is the official publication of the North American Railcar Op-erators Association (NARCOA) and is published bimonthly to promote safe operation of railroad motor-cars and to encourage fellowship and exchange of information