and he adds -
I neglected to add the fact that the main reason there was so much
traffic on the B&M's New Hampshire Division was due to the fact that
the Maine Central did not have the motive power to handle all of the
traffic moving north. Except for a handful of 2-10-2s (made surplus
by the B&M when the Bershires arrived) the heaviest power on the MeC
was a number of aging 2-8-0s and 2-8-2s (and two 4-6-4s which did
operate on freights when needed). So while a large amount of military
stuff went over the Portland Division, the bulk of the traffic went
over the NH and Connecticut Divisions.
One would think that the B&M could just run their own power all the
way to Canada on the MeC, but not so. The rail was not heavy enough
north of Portland for the T Class Berkshires or the R Class Mountains
and the B&M had no 2-8-2s, (though they did lease five of them from
the DL&W for a few months as well as five more on a short-lived lease
from Erie RR in 1942. They were returned in a few months as
unsatisfactory. I recall a railroader saying they were beat and not
worth repairing).
All of the B&M mainline trackage not already upgraded was replaced
with 105lb rail in 1938-39 to accommodate the new Mountain types as
well as expand access to the P4 Pacifics and Berkshires. Since the
B&M controlled the Maine Central at that time, a lot of prewar export
traffic was routed in that direction but not enough to spend a lot of
money on improvements. In essence, it was a cash-cow that helped
finance B&M's new power.
One would think that the War Production Board would have included the
MeC in its overall scheme but not so. The route to Canada was vital
to national Defense however since the B&M could offer alternate
routes to handle peak traffic and had the heavy motive power and
already upgraded track, the MeC was left to handle whatever they
could (and by their standards it was enormous) and not use strategic
material (such as rail) as well as diesels which were needed on
heavier trafficked lines (Such as the Santa Fe, B&O and others).
One might think that the B&M's New Hampshire Division (which begins
at Lowell, Mass. and continues north to Concord, NH where it split
with one leg headed northwest to the CV connection at White River
Jct., Vt. and the other north to Woodsville, NH and it's connection
with the CP at Wells River, Vt) is sort of the long way around, but
not necessarily so. A look at a map (not the distorted timetable map)
shows each route headed north with results that while a larger number
moved onto the CP at Well River with the lesser traffic going to
northwest to WRJ and
a connection with the CV, both lines received millions of tons of shipments.
The CV had the power with several 2-10-4s (the largest steam power in
New England) a neat class of 4-8-2s and could draw on Grand Trunk or
Canadian National locos . I've railfanned on the CV back in the 50s
and a CN 4-8-4 was the regular power on the night train to Montreal.
The CP more than likely used Mikados on their end and trains were
often routed over the northern leg of the Connecticut River Division
to Wells River when the CV was plugged up.
With so many redundant routes on the B&M a derailment on any one line
simply shifted trains to another. If you look at a B&M system map
from that era you can see that they had lines running all over the
place. A derailment at Nashua sent trains over the 'High Line" from
Lowell to Ballardvale, Mass. (where Northeastern Scale Models had
their original factory) and joined the Portland Division main to
Dover where it diverged onto the Conway Branch to Intervale, NH where
it ran on the Maine Central's Mountain Division to Bretton Woods
whereupon it returned to B&M rails headed west for Wells River
(through Woodsville). If necessary, the train could be diverted east
to Whitefield Jct. and thence to Groveton, NH and a connection with
the Grand Trunk and the CN (or CP) mainline at Sherbrooke, Que.
In a sense the B&M was perfectly situated to handle trunk traffic to
Canada and modeling that era would include 48 FTs on the west end, 25
Berkshires and 19 Mountains throughout the system. Add a dozen or so
remaining 2-10-2s used in the Mountain Division mixed with a gaggle
of 4-4-0s, Ten-Wheelers, Moguls, 2-8-0s amongst the plethora of 0-6-0
and 0-8-0 switchers. And just for variety, add a lone ALCO HH660, a
dozen or so S1s, one RS1, one GE boxcab, eleven 44 Tonners, a bunch
of boxcab electric motors for Hoosac Tunnel. Throw in another dozen
or so gas electrics and the "Flying Yankee" articulated Budd train
and you have a roster and a half. Oh yes - don't forget the Erie and
DL&W Mikes as well as the 4 DL&W Pacifics (which were purchased,
rebuilt and placed in service in 1943).
As a bit of trivia - the order for the 105lb rail was split between
Carnegie Steel and Krupp Works in Germany. So (at least in part) the
bombs and tanks used to defeat the Germans were delivered over their
own rails - now that's justice!...
Raleigh in 70 degree Maine!
www.emporiumpictures.com
At 02:44 AM 10/22/2007, Edward Loizeaux wrote:
>I remember seeing long trains of tarp covered equipment moving north though
>my home town of Nashua, New Hampshire during the War <snip>
>Raleigh in balmy Maine
>----------------------------------------------------------
>OK Rollie, I will bite. Why would a military train go north through New
>Hampshire? Heading toward Halifax, Nova Scotia? Yep, I am ignorant. Can
>you clue me in? Thanks...Ed L.
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