--- thomasd@xxxxxxx wrote:
Yes, but passenger trains didn't change engines there. Some freights were
switched in Farnham.
Passenger trains 213/214 did originate and terminate there
for a time. Those were originally RPO-equipped Montreal-Newport
locals which were cut back to Sutton in the early '50's then
further cut back to Farnham at least as of Laurentian & Farnham
Div. ETT #27 of 4/30/67. Given their timing I'd guess by then
they were commuter runs. Anybody know if they retained the RPO
that late?
Also, there was a daily-Ex. Sun Newport Sub. local freight
(Nos. 80 and I think 81) with Farnham as home terminal.
No. 80's principal task was moving the considerable daily
western grain traffic for the huge feed mill at Richford. By
1967 it would work the mill for about 3-4 hours then become
No. 82 for the run to Newport where the crew took rest. I'm
assuming there was a nb side of that local operated in a similar
manner to supplement the Richford switcher at the mill unless
one of the through trains picked up the Richford MT's, but that's
conjecture on my part.
The same ETT notes lists specific schedule times for all 2nd
Class Newport and Sherbrooke Sub. through freights at Brookport,
Farnham, Adirondack Jct., and St. Luc suggests they got worked
at Farnham by exception rather than as a rule. How, then, were
cars dropped/picked up to/from the Newport and Sherbrooke Sub.
locals (a total of 10 weekdays even in 1967)-- through freights;
transfer run from St. Luc; what...?? Or were those scheduling
notes for timing reference only?
John
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