The tour, organized by Motorcar Operators West, was making a June 16 through July 5 tour of various shortlines in the states of Oregon, Idaho and Washington. A total of 27 motorcars (plus or minus depending on the segment) made the trip making for quite a convoy of speeders, from two seat open cars to more comfortable enclosed “A” cars seating up to six people. The cars were moved by road (trucks and trailers) to each segment where they were set on to the tracks; upon completion of each segment they would load up and move on to the next spot. Quite a process and quite a group of great folks they turned out to be. But, let’s get on with the story….

And so we headed out early morning for the drive to Lewiston, Idaho, crossing the border on Interstate 5 and turning east on I 90 just north of Seattle. We made excellent time on a lovely warm day, and took time to head south on local roads along the Columbia River for a time, then made our way to Othello, WA where we had lunch. Othello was once a stop on the Milwaukee Road, and we searched for vestiges of the former transcontinental line, finding a few small sections of rail still around and two restored Milwaukee bay window cabooses.

From Othello, we followed Highway 26 to the intersection with 97 at Pullman, WA, then turned south to Idaho. A spectacular view to the valley led to the descent on a winding old highway, quite a ride. Lewiston was reached around 1600 hours—it was hot! We checked in to our hotel, and looked out to the Camas Prairie Railnet yard, but the motorcars hadn’t returned as yet, they were out to the west end of the line today. We caught up to them later and had our first taste of the professionalism of the group as they serviced their cars after the days run and prepared for tomorrow.

Sunday, June 29—we’re up early and ready to go. After breakfast, we head to the yard with Carl to prepare for the day. We will ride in their “blue” car (see cover) and pitch in getting prepared for travel. Mandatory garb is ankle high boots and orange reflective safety vests, our tour leader calls for a Safety Meeting at 0745 where the day’s plan is reviewed with all tour members and the host railway covers things we need to know. We will be traveling the east end of the line today, following the Clearwater River on former Northern Pacific mainline.

Camas Prairie Railnet is the shortline that took over the former jointly operated (Burlington Northern / Union Pacific) railway radiating out of Lewiston. Lewiston is their headquarters and main yard / shops, present was GE B36-7 #3 at the shop (photo below) and working the yard was SW1000 #716. We would end up traveling around 130 miles today, escorted by a company Hi-Railer as out pilot car. We learned that a couple of the group would not travel with us today, instead heading off on tomorrow’s route to clear brush—what a great thing that would turn out to be!

We headed off around 0830, leaving the yard past the large Potlatch paper mill on the east side of town. We all wore radio headsets for communication as well as ear protection, speeders traveling 30 mph make lots of track noise! Also, the radio communications are essential as the procession keeps track of where they are by calling mileboards, and front to rear distance is also monitored (we typically stretched about 2 miles front to rear while traveling). Hazards warnings and grade crossing information are also passed out this way; the rules of the road require us to expect a full stop at any crossing and each speeder flags to let the car following know of slowing or stopping actions.

The track condition is certainly not mainline stuff anymore, but in quite decent condition. Train speed would be 25 mph, we cruise along at track speed or just above with no problems. This route follows the scenic Clearwater River so has no grades of any consequence, but is a very pretty ride. Our car is positioned in the middle of the pack, as we are pulling the all-important “Potty Car”, a porta-potty on rail trailer that comes in handy at the break stops.

A break stop at Orofino proves popular as there is a take out restaurant with snacks, burgers and ice cream. It is 1100 and getting warm; the group overwhelms the place which only knows how to order one single order at a time! This is also the grade crossing of a major highway, where a shunt is placed to activate the grade crossing signals to help the group across –motorcars do not activate crossing signals, thus the stop and flag procedure normally. We reach the town of Kamiah (MP 51.5 from Lenore) and adjourn to the adjacent park for picnic lunch. The cars are turned here to start back towards Lewiston.

Now we follow the same route back, and it has become very hot—it hits 107 degrees F! The river looks just too inviting, so a stop is made at a small beach section and the waters cool us off. So does Clyde, who has packed several watermelons in the coolers of his car, the “John Henry”. Just as well we did get set for the final part of the run here; as we continue towards Lewiston a storm comes up and we are pummeled with winds “like Carl has never seen from a motorcar”. The sky blackens—but it is blowing dust! We make it through, also seeing some lightening and a short shower just as we arrive back at East Lewiston. Never a dull moment.

Back at home base, the cars are turned for tomorrow, fuelled and inspected. A Camas Prairie Railnet train arrives behind GE’s #1 and #2, we now have seen the entire mainline fleet of three units. We retire to the hotel for showers, and then head out to one of the group’s relative’s homes who have prepared a grand barbecue that is enjoyed through the evening.

Monday, June 30—the day we have all looked forward to—the ride over the “Railway on Stilts”. Deb elects to ride today with George & Irene Hope (Marg’s brother) and Molson (their Golden Retriever) - they are operating an M 19 car up at the front of the pack. It will turn out to be a different experience for her as we head out on what becomes truly an adventure!

This famous piece of the Camas Prairie line, which features 3%+ grades and more than 45 wooden trestles as it climbs more than 3000 feet in elevation from the valley to the high prairie, has not been operated by a train in more than 2 years. In fact, the second subdivision as it is known, has been sold and is now the BG&CM Railroad (owned by a salvage company). As such, we are on our own today, as Camas Prairie Railnet cannot operate their pilot car as they no longer own the line). Their amiable superintendent takes the day off, however, and parallels us from the road ways and helps us along several times. These are great people!

To set the stage for what’s ahead, imagine the chance to ride over the Kettle Valley as it departs Penticton and climbs up to the plateau above Kelowna, with the tunnels and trestles of Myra Canyon. That will give you the idea of the ride we were in for!

We are off at 0830 and retrace the first steps of yesterday out to the junction at Spalding, where we switch onto the second sub. As we progress, we attract attention from the lineside industries and homes, nothing has moved along these rails for some time. After the first couple of easy miles, things get tougher. Grade crossing flangeways are filled with gravel so require extreme caution, speeds are slow compared to yesterday. At MP 3, one crossing is so high that the cars have to be manually pulled up onto the surface and across, then re-railed on the other side. We get pretty good at it as by about the 15th car we have cut our own flangeways in the gravel! Motorists show little tolerance for our inconveniencing them as we make our way across, a sentiment we will encounter more of later.

Then there is the vegetation! In spite of the grand work by the crew yesterday, in places here in the valley the vegetation is as high as the cars themselves! The front cars, having moved ahead as the rest of us conquered the gravel crossing, are now out with machetes cutting as best they can to find the rails! The photos here show it better than I can describe it—fortunately this lasts only about four more miles to Culdesac where we stop for a well deserved break at 1000. We have made it to MP 7!

From Culdesac things get considerably better, as we start up the 3.3% grade for the long climb out of the valley. We need only watch for rock fall, although yesterday’s crew had declared the line with no major operational challenges. The heavy vegetation quickly disappears and is replaced with grasses and rock, it is not slippery like earlier and the right of way looks like a railway again. We gain elevation on the highway below, and get glimpses of wooden trestles on the hillside above. Soon we cross over the highway on a steel bridge, then again and into a curving tunnel as we reverse direction and climb up the east side of the canyon

Crossing trestle after trestle, the line now is truly amazing, as we continue our climb. After an hour or so, we enter another tunnel and emerge onto the famous Halfmoon Trestle—so named for its high curving structure. We stop here and take a break, drinking in the vistas of the valley both north and south, and photographing the cars as they cross the famous bridge. What a sight this is! Resuming our climb, we continue on to the 3,800 foot level and enter the high prairie. The temperature is comfortable today, partly because of the altitude difference. Here we see evidence again that the locals don’t want the railway here—it breaks their fields in two in some places and we have to watch the private crossings and clear the odd piece of debris etc. But, nothing serious as we continue on to Craigmont where we stop for lunch in the nearby park.

As we lunch, a lady from the local historical society comes to chat, and offers us photos of the line with steam trains from the past on the trestles. She is excited to see us here and asks lots of questions. The epiphany for her comes with an offer to ride back with us to Culdesac if she can get back from there—you bet she can!

We depart Craigmont eastbound with a major highway crossing—shunt the signals (which are still operational) and flag as well—we are on our way again. The longest and highest trestle remains ahead, known as Lawyer’s Canyon trestle. It is dead straight, almost 400 feet high and over 1000 feet long—reminiscent of the Deep Creek or Cottonwood crossings on BC Rail, except it is a wooden trestle. Quite a view as we cross in our little motorcars. Motorists at the highway viewpoint don’t know quite what to make of our procession!

We decide to turn around at Ferdinand (MP42.3) due the time and our need to arrive back in Lewiston at 1830. The cars are turned and we depart back westbound for the valley. Now we have to navigate the 3.3% downgrade, so brake inspections and tests are important. We cross back over Lawyer’s Canyon and back to the major road crossing at Craigmont, our flaggers do a fine job as we hasten back into town.

Now it should be clear sailing, we note a small industrial switch engine looking forlorn at a grain elevator as we leave town. Smooth sailing across the prairie now, the tracks have all been clear as we passed this country just a couple of hours ago. Suddenly the radio comes alive with a mayday! The lead car has struck something and derailed, rolling on its side into the field. Anxiously we pull to stop behind the group and make our way forward to see what happened. We have already been told everyone is OK, but are greeted with a very concerning sight. The M 19 is completely on its side several yards away from the track. Fortunately, it was a level part with nothing for the car to roll downhill farther, and was soft with long grass making the slide somewhat soft.

The culprit—a timber right across the tracks at a little used farm crossing. The second car reported the lead car airborne upon striking it, landing off the rails on the right of way, then rolling off to the right and sliding to a stop. The car has a broken window and bent axles, it will not roll on the rails further. But no one is hurt—although certainly shaken up. Our escort truck has been in touch by radio, and the next car in line ventures further to see what is ahead. He returns with word that a paved road crossing is less than a mile away, we decide to see if we can get the damaged car that far.

The car is righted, and it is determined that the rear axle will turn. The car is lifted and coupled the large car with its front axle in the air, then towed slowly with the rear wheels on the rails, although they are wobbling. We make it to the road and are met by our Camas Prairie pilot; we move the damaged car and park it on the side of the road for recovery later. The couple who were on it insist on continuing, so climb aboard another car with spare seats and we resume our journey.

Descending the 3.3% is as exciting as the climb up, and our trip is uneventful as we make our way back to the valley and a stop at Culdesac. Here we take a break, and as we pull to a stop the local ice cream truck discovers us! She probably has her best sales day of the year!

At this point we have weeds and gravel crossings ahead, and one damaged car to retrieve. Carl decides to go with the car owner and the Camas Prairie Superintendent back to Lewiston by truck, where Carl will go to retrieve the damaged car with his wonderful winch equipped tilt deck truck. This way that can be done while we make our way back with the group.

We are off again for a repeat of the first part of the morning, the weeds are not as onerous as we have been through this track before, but the gravel grade crossing is every bit as much of a challenge as it was earlier. The motorists, more plentiful in the afternoon, are still no more patient either!

Clear of our last obstacle, we continue to the junction at Spalding and back onto the mainline. The run back into Lewiston is uneventful and the weather remains good. We tie up at East Lewiston yard and the group prepares to load the speeders for travel. It is exactly 1830 when we are back (right on schedule Chris!). For Deb and I, its into our car and back on our way home. For the Motorcar Operators, its time to load the cars and drive to Saint Maries, Idaho to prepare for more running tomorrow on the St. Maries River Railroad.