Re: Lydonville Sub operations continued [was CP milk trains]
- From: "bm_1950" <duano40@xxxxxxxxxxx>
- To: cpsig@xxxxxxxxxxxxxxx
- Date: Sat, 01 Jul 2006 18:39:10 -0000
--- In cpsig@xxxxxxxxxxxxxxx, "jshorvath10583" <jshorvath10583@...>
wrote:
Good point, Duane. I assume the train would have had to have
stopped at the home signal just before Wells River and phoned the
B&M dispatcher for permission to enter the railroad. They would
then
have posted the white flags at that time.
Agreed.
Also, if my assessment of
post-1951 milk movements is correct it would also have picked up a
loaded Hood milk tank car from Plainfield, VT on the B&C at that
point as well. My guess is the B&M's Woodsville switcher (typically
a GE 44 tonner) brought the car over from the Woodsville passenger
station. This pickup hypothesis is supported by the fact that in my
April 1953 ETT #906 is allowed 15 minutes longer between East
Ryegate (the next TT station north) and Wells River than other
freights. I believe this was time allocated to do the daily pickup
@
Wells River. In any event, I think you've solved the mystery of
those photos, Duane. It's almost certainly CP 906 becoming B&M UJ-4
after it had done its work at the siding just north of the Wells
River station and it simply had no non-dairy cars that day.
If your theory is correct on the Hood car pickup, the B&C must not
have brought one over that day (because it was Sunday?). Otherwise I
don't think Art Mitchell would have passed up a chance to capture the
move on film. The only other option for the Hood car after 1951 would
have been on B&M passenger train #24. This train was hauling the
White Brothers car up till 1952 and could have done the same with the
Hood car at least until 906 began the pickup. I still favor the
former.
904 was allowed five minutes more between Eat Ryegate and Wells
River than 902, possibly to allow for this regular drop of cars @
Wells River.
I agree that 904 was allowed time for switching out the reefer at WR.
However, my ETT shows several interesting differences in the times of
freight southbounds between the two stations.
The extra time for the southbounds, besides possible switching,
might be due to having to stop to sign the register before arrival
time was established. Getting clearance to enter B&M trackage would
have been established with both the home semaphore signal just north
of Wells River as well as the ball signal at the station. The WR
operator received orders from both CP and B&M dispatchers.
Even at that, 902 shows 26 minutes between arrival times; 906, 15
minutes; and 904, 22 minutes. Milk train 770 shows 20 minutes between
the station. The latter two have longer times to allow for switching
at ER and WR respectively. Train 902's longer time had me stumped for
quite awhile. My guess is that it was picking up cars left at the
small yard across the Wells River bridge just south of the station.
This would allow southbound cars from Woodsville to leave in a timely
matter for White River Junction. The next southbound B&M freight
from Woodsville (DJ2), would not be leaving for almost 12 hours.
Duane Goodman
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