January-March - TrainWeb.org

NEWSLETTER
Central Arizona Model Railroad Club
January - March, 2011
PRESIDENTʼS MESSAGE
by Steve Bumgardner
As our President-Elect, I asked Steve if he would tell a
little about himself as an introduction to our members
- Ed
My wife (Marge Dreher) and I moved to Prescott
from northern California. We have four children and
seven grandchildren. I attended Marquette University
in Milwaukee. After college I worked in Wisconsin
developing high tech capitol equipment for the medical
and semiconductor market sectors. Then in California
I developed large scale capital equipment for
semiconductor fabricators. I was at a director level in
the semiconductor companies leading engineering,
factory automation and applications.
I retired after approximately 45 years in engineering
and management. We then moved to Prescott to enjoy
our retirement years.
In Prescott, I have been active in the Yavapai Search
and Rescue for the Sheriff's Department, playing golf
at the local courses (2 - 3 times per week),
participating on a homeowner's board and presently
working at two equine sanctuaries in Chino Valley.
This layout was developed for operations. I have also
moved away electric turnout control mechanisms. This
layout has all Caboose Industries manual throws. (The
original layout used four different types of
mechanisms.)
The layout is approximately 31 by13 feet and is built
around the perimeter of the room with a large middle
isle for people. There is a drop in bridge with three
tracks on it to allow entrance into the area. It is not a
standard train bridge that you may be thinking of.
Rather, it is more of a drop in section of the layout in a
curved corner. The build cycle for the pike has been
six months.
Here are some specifics for the layout:
o
o
o
o
o
o
o
o
Scale: HO
Primary use: freight & passenger op's
Use of “RAILOP” for manifest generation.
Control system: NCE DCC (RF/Cable)
Benchwork surface is plywood covered with
homasote.
Track: Code 83
Estimated total track footage: 300 ft.
Main lines: two parallel, w. five crossovers and
24 turnouts
Turnouts: Caboose Industries manual throw.
Engines: 16
Rolling stock: 156 fright/15 passenger
Industries: 22 w/sidings
Passenger: three w/sidings
Major passenger station: one w/ 5 tracks
No major yard areas on the layout (all yards
are in storage boxes under the layout).
No major grades (or minor ones).
Maximum depth from front to back is a 28”
reach.
o
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I have also been involved in the Central Arizona Model o
o
Railroad Club for approximately four to five years. I
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joined the CAMRC special interest group (sig's),
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operations group when they started up a couple of
years ago. That has been a very beneficial experience o
for me.
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I am now completing my second major layout since
being here in Prescott (if that is possible). All of the
bench work is complete, road bed/track laid, wired,
I am looking forward to working with my fellow
ground cover/hills, roads and starting ballasting. I
members in the CAMRC and the new board this
expect to have the ballast compete by the end of
coming year.
January.
My original layout was initially a model for train
watching. No real operations, freight or passenger.
arrived about 10:30 that morning and spent the better
part of an hour touring Steve and Sandra's magnificent
layout. Steve had trains running on all 13 tracks while
I brought my two unit Santa Fe RDC-3's to run on
one of the main loops. SCHEDULE
CAMRC regular meetings are held on
the second Wednesday of the month.
They feature tables where you are
welcome to bring items for sale and
most months also feature a program.
They are a also great way to get
together with your fellow members.
Meetings begin at 7pm at the Prescott
First Lutheran Church, 231 W.
Smoketree Lane off Willow Creek Road
or Prescott Lakes Parkway in Prescott.
January 12 - CAMRC meet - First
Lutheran Church
February 9 - CAMRC meet - First
Lutheran Church
February 26 - Prescott area open
houses. See article this issue.
March 9 - CAMRC meet - First
Lutheran Church
Late April - Potential Amtraking trip see article this issue
YEAR END FINANCIAL REPORT
by Norm Delucchi
Club Financials as of Dec 13, 2010:
Checking Savings CD Total $5,868
10,124
10,746 $26,738
THE COTTONWOOD TRIP
by Stan Cedarleaf
On Wednesday, last November 17 fourteen
members, wives and friends of the CAMRC went on a
day trip to Cottonwood to visit Steve Kossack's Cottonwood Falls G gauge railway. Most of us
Trains running included narrow gauge mining and
logging Shay's to many different trolley's on
reversing "to and fro' tracks to a seven car Rio Grande
Ski Train pulled by a Heritage SD-70. We also saw a
complete nine car Super Chief headed by an LGB
consist of ABBA F7's with sound and a coal train
behind two LGB Rio Grande ALCO's. Whimsical
lines were occupied by LGB Disney Moguls pulling
classic tourist passenger cars and The Thunder
Mountain inner loop was running continually.
Videos are available on You tube at...
http://www.youtube.com/watch?v=mMGuCfhc_ZQ&f
eature=related
We then left Steve's and headed for lunch. One group
went to Ming's China Buffet and the others went to the
Office. Following lunch the next stop was at the Clemenceau
Heritage Museum to view the newly redone HO layout
BOARD OF DIRECTORS
STEVE BUMGARDNER, President
BOB LANNING, Vice President
JIM HANNA, Secretary
NORM DELUCCHI, Treasurer
775-3184
772-1024
778-2110
445-5379
Board
GEORGE KLIMAS
PAT SAVAGE
MIKE SCIGLIANO
Members
778-9249
636-0391
776-8238
hosted by Bob Lanning. The Clemenceau group has
done a wonderful job upgrading their layout depicting
the Cottonwood/Jerome area during the mining boom
of the last century. Thanks to Steve, Sandra and Bob for a super day trip. WINTER LAYOUT OPEN HOUSES
We have three volunteers from the Prescott area who
have offered to host layout open houses on a Saturday
afternoon. They will have their layouts open from 1 5pm on Saturday, February 26th for you to visit and
enjoy. I will send out an email, with the map, a week
beforehand to remind you and will try to have maps
available at the February meet for those who wish hard
copies.
For this weekend we have three different scale layouts
for you:
+ Norm Delucchi - a new Sn3 layout
+ Brent Schnitzius - his large sceniced HO layout
+ Jeff Lowe an indoor G gauge layout with trains
running, awaiting the start of scenery.
MEMBERSHIP RENEWALS
It is that time of the year for all of us to renew our
CAMRC membership. Included with this issue is a
copy of the membership form for 2011. Please note
that it is to be returned to our new Secretary, Jim
Hanna. You can mail a check or get it to him at a
meeting in January or February. As soon as the
renewal date is up, we will then publish your 2011
Membership Directory.
2011 AMTRAKING TRIP
by Peter Atonna
After last year’s fun trip to Los Angeles, we have had
several chats about possible locations for this year’s
trip. From the input, I am seeing if I can put a trip to
San Diego together. It has been many years since we
made that one, so I am ready to return!
From a timing standpoint, the last half of April looks
best for me.
San Diego offers the spectacular Balboa Park model
railroad clubs as well as a great light rail system to
ride. I am also checking into a day trip to the railroad
museum in Campo for a visit and train ride (their rides
are weekends only, so that means our trip will have to
include a Saturday or Sunday.) I have also read of a
great hobby store there and will work on a couple of
“special” visits if I can work them out.
Because of the greater distance and the need to have a
rental van, it will be more expensive than last year’s.
Here are some tentative costs:
Amtrak coach: Adult $195 rt; Senior $165 rt
Amtrak sleeper: Adult $302 rt (2 per room) Senior
$274 (2 per room) Note: the sleeper would be
Williams to LA and we all take the Surfliner coach to
San Diego.
Mini van, seats 7, $60 per day for the vehicle
Motel $75 per day for two
I will keep all informed by email, so let me know if
you might be interested in going.
SILVER STATE RAILS AND TRAILS
by Norm Delucchi
“Silver State Rails and Trails” was the title of an eight
day tour we took exploring the railroad legacies of
Nevada and Eastern California. The tour was put
together by Rolland Graham of Mountain Outin'
Tours of Irvine, California. Rolland conducts 6 - 8
tours a year and usually at least three of which have a
railroad theme.
We joined the tour at the San Bernardino station. The
station houses an excellent museum of AT&SF
memorabilia. Then it was off by bus to Nevada. After
an overnight in Vegas we headed for Pioche via
Caliente. The original station at Caliente of the Los
Angeles and Salt Lake Railroad still stands and is on
the National Registry of Historical Buildings. A small
museum, located in a box car, has numerous artifacts
and photos of the LA&SL and UP railroads. As part
of his tour arranging Rolland contacts local historians
to conduct tours of their town / area. The guide at
Pioche met us at the “million dollar” courthouse and
conducted an excellent of tour of the town - ending at
the Boot Hill cemetery. Along side boot hill and still
standing are the tram towers with tram buckets that
hauled the ore from the mine to the stamp mill - I have
a small representation of this on my layout and was
very surprised to see a prototype still standing.
Now for a day of railroading. Our next stop (after
some scenic detours) was at Ely Nevada - home of the
Nevada Northern Railway. The executive director of
the railway conducted a thorough tour of all the shops.
This was followed by a diesel excursion towards
McGill Junction on recently reopened track. The
afternoon started with a detailed tour of the town and
its history by the town historian. Of somewhat
importance she pointed out the two brothels that still
operate in town. Then it was back for a steam
excursion to Keystone. The mine at Keystone is now
operated by a Canadian firm - but all hauling done by
truck.
Now - - off to the “loneliest road in America”. We
traveled highway 50 all the way to Carson City. Along
the way we stopped for visits at Eureka and Austin. In
each town we again had local residents with stories of
the olden days while pointing out various historical
sites.
After a restful night in Carson City (all those bus ride
hours take there toll) - we headed back up highway 50
about 5 miles to the current end of the restored
Virginia & Truckee Railroad. The train we rode was
powered by an ex-McCloud River Railroad Mikado
(#18) - the locomotive had just returned from
California for the filming of a new movie - “Water for
Elephants”. We had three hours to enjoy Virginia
City then a rear running locomotive trip back to
Carson City. The railroad is working on extending the
line closer to Carson City.
Next morning started with a great tour of the Nevada
State Railroad Museum by the museum's restoration
director. The museum then brought out their recently
restored McKeen rail car. The car built in 1910 - had
lives as a restaurant, plumbing supply and various
other businesses over the years. Running the car
around on the museum track was a special treat for our
tour group. This visit was followed by a tour given by
a fifth-generation Carson Valley resident who pointed
out numerous V&T sites south of Carson City and
again many of the historical sites, including the
Stewart Indian School, Genoa, and then a great Basque
lunch in Gardnerville.
Now continuing down highway 395 and after visits to
June Lake and the Tufa Towers of Mono Lake, we
paid a visit to the Law Railroad Museum. By prearraignment the museum operated their recently
restored Death Valley Railroad Brill rail car. This car
is possibly the only narrow gauge Brill rail car still in
existence. The bus then detoured off of highway 395
to many sites of the Southern Pacific's “Slim
Princess” line. Included were Keeler (end-of-the line)
and Owenyo (interchange with the standard gauge
jaw-bone line of the Southern Pacific).
Our last stop was at the Manzanar National Historic
Sit, one of the many Japanese interment camps of
World War II. We were scheduled for a private
ranger led tour. We got that tour but also got what I
considered a highlight of the entire tour. One of the
volunteer directors of the site was there that day. This
gentleman, a retired high school teacher from
Glendale, California, was at Manzanar between 1942
and 1945 as a youngster. Our group of about 39
could have kept him talking for hours. In addition to
his stories of the 'camp' life and answering all of our
questions he talked about how he integrated the whole
story of the internment into his high school classes.
In total a great tour of historical mining towns and a
lot of railroad history combined with a tour director
who really knows how to put together a tour. For
more information on tours, go to:
www.mountainoutin.com
TENNESSEE TOURING
by Gary Simons
While on vacation in Tennessee in October, my wife
and I took a ride on the on another train, the Tennessee
Valley Railroad, a short line tourist ride. The train
leaves the depot just outside of Chattanooga and
runs a thirty minute ride at about eight mph to a engine
repair facility and end of the track roundtable. One of
the interesting trains I saw there is just stored there at
this time (for seven years now) by a wealthy owner
from Florida. It was explained to me that the train was an innerurban commuter made by Fiat and was used in Italy
and Germany before being bought by the American
rancher. He actually had a track running all the way
around his ranch so he could ride anywhere around
the ranch and stop for the night and sleep in the unit
that was converted into a railroad train mobile home
with all teak interior. The railroad spokesman told me
that it is now in negotiation for sale to an Italian for
use again in Italy if the sale is complete and the train
can be shipped back to Italy.
A BARGAIN TENDER FOR A
BARGAIN ENGINE
by Anthony Piscitelli
A while back I wrote about a bargain brass engine I
found at our swap meet. I did not like the tender that
came with the engine, To me it was too big even
though it was the correct tender for a USRA 0-8-0.
Digging through my junk box, I found a Mantua
square tender, I painted and lettered the tender for
Verde Tunnel & Smelter. I thought this smaller tender
looked better behind the 0-8-0, but I was not quite
satisfied. The Mantua tender looked like an 1800's
style model, too early for my liking. But I let it go for
the time being.
Later on, while digging through another junk box, I
found another tender. I bought this tender several
years ago at York. I think I paid $5 for it but don't
know who made it . It had Athearn style steel weights,
Athearn style under frame, and an Athearn style
coupler pocket, so I assume it was made by Athearn.
After applying the decals, I weathered the tender and
connected it to the engine. I think this new tender
made a big improvement, what do you think?
MAKING MOUNTAINS
by Mark Ziven
Now that I have an operational O scale Hi-Rail layout,
it was time to advance into a more permanent setting
by committing “paper and cardboard” to plaster.
Coming from the flatlands of corn and soybean fields,
my only experience with real rock was the Grand
Canyon, Sedona red rocks, the landscape of the
“Painted Desert” and the geology that surrounds the
Verde Canyon railroad. Armed with my digital
camera, I tried to capture more than the eye could see.
The trucks were plastic and the draw bar pin was
plastic. This model was never designed for electrical
pickup. I removed the plastic trucks and installed the
Mantua tender trucks. The plastic draw bar pin was
removed and a new pin made of brass rod was
installed. This solved the electrical pick up problem.
The tender was lettered for Pennsylvania, so I
scrubbed the lettering off with a Q-tip and alcohol. I
then repainted the tender. I designed new decals using
MS Word and a Rio Grande speed lettering font.
Stan printed the decals for me. I got the idea for using
the speed font while watching a Cumbres & Toltec
video. One of their K36 locomotives was lettered for
Cumbres & Toltec with the Rio Grande Speed font,
and I thought it looked pretty good. So I decided to
letter my VT&S engines with this font.
Getting ready to work, all the track is taped
to keep it clean
The result was condensed down to a two track main
line through what is now a mountain that sits
atop a grade on the “far west” end
Most recently, I’ve jumped in with both feet into
a tub of wet “Hydrocal”. I began to lay the
plaster soaked hi-quality paper towels on the
form that made up my mountain and tunnel.
It took a while to get the right proportions of
plaster to water and to work quick enough before
the mixture began to set in the mixing bowl.
It was all about “texture” for me.
The surface needed to look like the rock walls
I’ve seen. I attempted to mimic the surface with
it’s strata and scars left from the millions of
years of “wear and tear” on the rock.
So, now I’m committed. My mountain with it’s
tunnel is locked in “stone”. The next step was to take
it from stark white to a resemblance of reality with
paint and brush as you can see in the last photo.
CAPITOL IMPROVEMENTS ON THE
S&P LINES
by Peter Atonna
Mixing
the
“goop”
After the plaster is on
One more time, events in the real world would visit
themselves on the Seligman and Paulden Lines. About
thirty years ago, Amtrak was designing their new
Superliner passenger cars based on the ATSF’s El
Captain bi-level cars. They had a prototype they
wanted to show off at the Chicago Union Station.
Unfortunately, the car didn’t quite make it. Seems that
the car was “just a little too tall” to fit under the
Roosevelt Avenue bridge over the yard lead into the
station. Amtrak solved that problem by lowering the
tracks by six inches and the car made it into the
station, just a little later than planned.
Little did I know, but twenty years later the same
problem would visit the S&P lines here in Paulden.
Lionel and K Line introduced full scale double stack
cars in the early 2000’s. Management here wanted to
make sure we could profit from that new traffic, so
ordered a K Line version. On its first run over the
line, after leaving Seligman, the Dispatcher got a call
from the train’s engineer. “We’ve had an Oops”, he
said. Seems he felt a severe jolt after crossing the
bridge over the Big Chino wash. Upon stopping the
train, he noted that the upper container was lying on its
side down in the valley. Seems the bridge over the
wash would not clear double stacks.
Management then carefully checked clearances on the
remaining portions of the line and found to their
dismay, not only the Lionel bridges over the Big
Chino would not clear the new, taller cars, but the
Lionel Bascule bridge over the Colorado would not
nor would the Feather Mountain Road highway bridge
at Paulden. In addition, there were a couple of other
minor clearance problem locations, but it looked like
double stacks could squeeze by them. But with three
major obstacles, double stacks would be limited to
running with only one container for the time being.
It’s time to make it look like a mountain.
Here we are with slate gray, some burnt
umber, a dash of yellow ochre, some burnt
sienna and some umber and a dust of gray.
As double stack container cars became more and more
prevalent on “real” railroads, many discovered the
same problem. Many existing bridges and tunnels
would not clear the higher cars and they had to be
rerouted onto less desirable routes. Fortunately,
during the boom times of the last ten years, many
railroads were able to spend the funds to increase
clearances and be able to improve freight service on
those routes.
The S&P management, being more oriented to a
procrastination mode of management, did nothing for
several years. Finally, the continuing availability of
fine new double stack models as well as neat auto
carrier cars from MTH and Atlas pushed them into
authorizing an upgrading program.
clearance needed. The west approach, however would
have to be sacrificed completely. Fortunately, stimulus
money was available and the project was able to
proceed quickly. Soon the new bridge was in place,
and the second obstacle removed.
First to be tackled was the Bascule bridge.
Fortunately, some low level clerk in the main office
had secreted an article published on line a few years
ago by a fellow who had the same problem with his
Bascule bridge. He had solved it by disassembling the
bridge and adding a wooden spacer between the
roadbed and the bridge span to increase the clearance.
He then cut off the track portion of the base from the
bridge piers and raised the piers an equal amount.
Fortunately, management at the S&P had since
replaced their postwar version of this bridge with the
current production model, so slicing it apart did not
pose the heartbreaking choice of preserving an
Now only the last remained, the bridges over the Big
original, vs. never running double stacks.
Chino. The Lionel bridges could not be modified so
were removed completely. Planners in management
had two choices, purchase an Atlas bridge, a beautiful
structure, but too short to fully clear the valley. Or
build an entirely new bridge. Since there was already
an Atlas bridge on the S&P and they were pretty
expensive, frugal management decided to try building
a kit offered by Plastistruct. It too would need extra
length, but K Line offered unlettered girder bridges
and two of them would complete the length needed.
Next up was the Feather Mountain Road bridge. Here
there was no quick solution. The old bridge would
have to go and a new one built. Fortunately, the
surveying crew determined that the east bridge
approach would only have to be modified for the last
several feet to allow the needed grade to create the
Upon arrival, it turns out that the Plastistruct “kit”
was nothing more than a box with an inventory of their
structural parts and a couple sheets of flat styrene
from which gussets were to be cut - and a set of plans
that were never quite figured out by the S&P’s
engineering staff. Nonetheless, the construction crews
persevered and a bridge slowly took shape. When
done, the survey crew went on site to measure for the
four needed abutments and soon cranes were lowering
the new spans into place. Track crews quickly re-laid
track and installed ballast. This made management
quite happy as since demolition of the old Lionel
bridges, through traffic on the line had been
suspended and revenue had plummeted.
The day arrived and a test train, complete with old and
newly acquired double stacks and an Atlas auto carrier
car slowly left Seligman to travel the line to Douglas,
testing clearances. All went fine through the three new
spans. But, whoa, the new Atlas car was not only a
fraction taller than double stacks, but had a wider
profile. So, naturally it found the remaining spots on
the line that the double stacks had “barely” cleared.
The auto carrier did not!
Fortunately, construction crews were following the
train to watch for just such problems. Two tunnel
clearance problems were shortly taken care of and
landscape/painting crews removed signs of the
alterations. The most serious problem, located in the
tunnel leading to the Douglas station, required an
afternoon of demolition work from both inside and
outside the tunnel.
It was successful, however, and the train was allowed
to proceed to its terminal at Douglas.
Now, regular traffic is happily flowing throughout the
line, income is back up and management is now on the
search for some of those MTH auto carrier cars to
built that end of the business.
I have been a member of the club going on three years,
but Brent made me feel welcome right away with his
very easy going and supportive way. The first time I
went to his house either for an open house or a "train
sale" he was a generous host. I enjoy kidding with
him and almost feel guilty that often when I see him at
a meeting, train show or at the house he would almost
buy some train item I had for sale. He is either
addicted to trains, like we all are, or he just wanted to
help a fellow member get rid of some unwanted train
item. We will miss his running the meetings, but hope
he will continue as an active member for years to
come.
Dick "HO" Gage
Brent the Track-Meister: I met Brent in 2001 at Ken
Gousman’s old Prescott home when Brent was
soliciting comments on his layout plan. Later he, Hal
Harner and I worked a lot on each others’ layouts.
Hal and I called Brent the track-meister for his
meticulous work on track. Brent’s attention to detail
set an example that has made a better modeler and
home repairman of me.
Brent and I also made two long railroad-related trips
with each other: one to O Scale West (including the
California State Railroad Museum) and the other to
Los Angeles and Barstow for a guided inspection of
BNSF yards and facilities. We’ve also been golfing
buddies and have occasionally shared a beer or two.
To conclude this issue, given that Brent has concluded
six years as our President, I thought it might be nice if
some of our members might like to share some
thoughts about him (no Brent, none had to be edited
out!) - Ed
Brent is the kind of friend who is always there when
you need him. He has helped Lavon and me solve
many household problems ranging from leaky faucets,
to malfunctioning sump pumps, to installing a
dishwasher, to the proper mixing of a martini. He has
watched our home on many occasions when we’ve
gone traveling.
Brent did a great job being President for the CAMRC.
He is very a very efficient person, very helpful and
friendly. Thank you, Brent.
Warren Webster
I just can’t imagine a better friend than Brent.
Darrell Levi
I volunteer for a group called Horses with HEART. Last year, I made a pitch for the CAMRRC members
to donate as, individuals for, the cause. Brent took it
upon himself to ask the club to donate as a Club. The
club subsequently donated $100 to Horses with
HEART. So, after the annual February HWH
Bowling fund-raiser, I gave Brent a bright red tee shirt
from the HWH bowling event with the HWH logo on
it. He actually wore the shirt to preside over the
October 2010 meeting. Thanks Brent for your years of service with a grateful
heart, to CAMRRC and the Community.
Donn Pease
My first contact with Brent was a phone call I made to
find out about the Club. I had read an article in the
Courier that included Brent's phone number. He
talked with me for a considerable time even letting me
know about the upcoming dues increase from $12 to
$60. When I expressed concern about a 500%
increase he carefully explained what it was for and
how it came to be. I attended the next Club meeting.
BRENT TALES
My best moments with Brent are not related to his
CAMRRC activities; it was his friendliness hosting
my trains running on his layout and helping me
correct some passenger car running problems.
But my most significant impression of Brent is based
on his willingness to let me bring over passenger train
equipment to run on his layout. Brent's layout is
(was?) the perfect place for running passenger trains
with full length cars. The sweeping curves, cuts and
tunnels show off passenger trains to great advantage.
And a DC layout was great because my old equipment
was not DCC. Brent spent considerable time with me
during one session fixing some of my poor
modifications to my trains.
As usual I offered several suggestions for
improvements to his layout for operations but he
seems convinced to ignore my sage advice in favor of
building a new layout.
It will be interesting to see how Brent adapts to being
an ordinary (!) member. I'm looking forward to
working with him on developing a kids program.
Bob Ellis
Mike
Nelson’s module
A funny one on our lame duck president...Brent is
always looking for a "good" deal when buying HO
equipment. So was the case about 2 years ago when I
had a very fine, pristine, black painted brass steam
locomotive and tender for sale on my table at one of
meetings. I had written the price of $250 on the round
sticker and proceeded to view some of the other items
for sale by other members. A few minutes later, Brent stopped me and handed me
$2.50 and said "That's a real great deal, I'll take it". Yeah, right. It took me 5 minutes to explain that the
$250 was not two dollars and 50 cents. He finally
understood and walked away quite dejected. Mike Owens, Bob Ellis, Brent Schnitzius
We've had a wonderful laugh about that ever since. Thanks for all the fond memories, Brent...
Stan Cedarleaf
PRESCOTT RESORT 2010
Bob Lanning took some nice photos of this year’s
train display at the Prescott Resort he is sharing with
us.
Bob
Frank Korenchan setting up Flyer layout
Whittman
Rod Lorenz O gauge layout
Bob Ellis contemplating his demo setup
Mike’s On30 layout in operation
The O Gauge layout
CHRISTMAS DISPLAYS
We had hoped members had lots of train running
around the tree or in front yards. But only Steve and
Bonnie Rudy send in shots, so we are sharing theirs
and the Atonna Christmas train as a farewell to the
2010 Holiday Season - Ed
This is part of our outdoor Christmas Trains display
at our home in Prescott Valley. There are 7 at the
moment, but Steve's sister just brought him another,
plus a Panda Bear, which he may get up before
Christmas. Steve also made the tree display out of our
flagpole, crafting the star and of course the electrician's
nightmare of wiring. We only had one "Chevy
Chase" blowout early on, but he found the short and
fixed the problem. We are now looking for some
more outdoor extension cords that he found last year,
with plugs in every few feet, so far to no avail.
Bonnie & Steve
The Atonna Christmas layout. Each year we alternate
between prewar and postwar trains on each of the two
levels. This year it was the turn for the oldies.
A LEN KRATZ ALBUM
CABEESE: PART 5
Great Northern at Denver
Canadian Pacific at Weyburn Sask.
Wabash Valley at Decatur IL
TP&W at Monticello Indiana
BN Bad Order at Pueblo CO
Illinois
Terminal
at
Springfield
IL
KCS at Gravette Arkansas
CAMRC NEWSLETTER
Peter Atonna, Editor
253752 N. Feather Mountain Rd.
Paulden, AZ 86334
Len Kratz shares another of his caboose photos this issue as part of his Cabeese Series
Here we have a Rio Grande example, shot at Chama NM