Your post makes a lot of sense, John. CNR/CV also tended to show
scheduled manifests in the superior direction. GT(NE) ETT's ceased
scheduled manifests in both directions. Both CPR and CNR/U.S.
subsidiaries operated under the Uniform Code rulebook, 1962 edition
by that time.
John
John Hutchins, P.O. Box 595, Littleton, MA 01460-0595
--- sutherail@xxxxxxxx wrote:
From: "John" <sutherail@xxxxxxxx>
To: cpsig@xxxxxxxxxxxxxxx
Subject: [cpsig] Re: Farnham & EmployeeTimetables
Date: Sun, 13 Dec 2009 23:55:26 -0000
It was fairly typical of latter day train order operations to only provide
freight schedules in one direction, usually eastwards or southwards (superior
direction). Most of the westward or northward trains would run as extras. In
my somewhat limited experience, the schedule times were theoretical rather than
real with any actual trains running quite a bit later. A schedule did not
expire until 12 hours after the time at any given point, and often the "train"
would be annulled because it never existed.
It did provide a safety cushion. The crew on the Extra would check the
timetable against any "Meet" orders they may have been given by the station
operator. If the dispatcher, or operator, had missed including the order in
their clearance, this was another line of defense to prevent a head-on
collision. Extra trains could be run in the superior direction of course, but
the preference was to use one of the available schedules.
John
--- In cpsig@xxxxxxxxxxxxxxx, "John Hutchins" <hutchfye@...> wrote:
--- rogertra@... wrote:
I'll refer to them when the time comes but I'm always looking for background
info. as timetables are only part of the story. Extras, for example, don't
appear in the timetable so you have no real idea of how much traffic passed
through or terminated or originated at a place like Farnham. There were
even such things as regular extras, that ran every day but you'd not know
that from the timetable.
***
While the number of scheduled 1st Class trains on the Adirondack,
Sherbrooke and Newport S/D's shrank between ETT #39 of 4/26/53
and #27 of 4/30/67, freight operations remained more constant.
There are some hints concerning unscheduled operations in
the ETT's. The 5 eastward/southward locals (superior direction by
TT) were scheduled. The other side of those jobs weren't (although
Sherbrooke Sub. 3rd Class #913 is). Makes sense. They would need
time for local work and would be returning against superior traffic
in single track train order territory which could also require
enroute meets by train order.
You're right, something had to "feed" those locals and move the
cars they brought back to Farnham. There were (maybe still are
between CP Rail & MMA??) unscheduled transfer jobs to/from
St. Luc that did that along with perhaps wb #913. What trains might
there have been in addition to those since all 2nd Class manifest
freights in both directions were scheduled on the single track
(Rule 93a reference) east and south of Brookport with listed
schedule times in the TT notes at Farnham, Adirondack Jct., and
St. Luc?
When were you commuting to Delson, Roger? The first (and only AM)
outbound train shown at Delson in 1967 was D&H's LAURENTIAN
which showed a 10:03 "f" stop. Was that limited to entraining
only s/b passengers? Or were they permitted to entrain passengers
at Windsor Sta. to points within the Montreal commuter zone?
John
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