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Connecticut River Railroads and Connections Volume 6 VI Wells River – North. Th
Connecticut River Railroads and Connections Volume 6 VI Wells River - North. The North Country BY RW Nimke SIGNED
Hard Cover with dust jacket Reflection for the lights on some photos.
Includes Insert approx 36 1/2 X 25 inches Berlin Mills Railway Right of Way and track map Composite of complete line
202 pages
Copyright 1993
CONTENTS
I.WELLS RIVER - NEWPORT Pages 1-51
II.RICHFORD, VT Pages 52-56
III. B&M-CP FREIGHT OPERATIONS Pages 57-81
IV. B&M-CP PASSENGER OPERATIONS Pages 82-88
V. CANADIAN PACIFIC MILK OPERATIONS Pages 89-90
VI. B&M-QUEBEC CENTRAL Pages 91-98
VII. B&M-QUEBEC CENTRAL FREIGHT OPERATIONS Pages 99-102
VIII. B&M-QUEBEC CENTRAL PASSENGER OPERATIONS Page 103
IX. NORTH COUNTRY
Woodsville-Wing Rd. Pages 104-118
Wing Rd.-FabyanPages 119-120
Whitefield Jcr.-Groveton Pages 121-130
Whitefield-Berlin Pages 131-140
James River Paper Co. (nee Brown Co.) Page 141 and Insert
Berlin Mills Ry. Pages 142-145
B&M Freight Operations Pages 146-162
B&M Passenger Operations Pages 163-170
B&M Milk Operations Page 171
Grand Truck Pages 172-202
INTRODUCTION
One more book accomplished in this Connecticut River Railroad and Connection series. We are now in an area that I will admit until now I didn't know too much about. Hopefully I haven't goofed too much in bringing it to you.
Doing research on the Canadian Pacific proved to be a pleasant surprise, especially looking over their track work. I was aware they were an upcoming railroad from my past railroad experience, but this was the first time I saw first hand of any consequence, the physical side of their upkeep on track. Even though notification has been made of their intent to abandon south of Newport to Wells River, ties were marked for replacement as well as the replacement being present. And their track is in excellent condition! Like most railroading in New England, it was sad to see where they had served various industries in the not too distant past. In some cases, the spurs are still in the weeds and brush alongside the company that had used rail with the switch to the spur having been pulled. With the many fine photos that turned up, it wasn't difficult to even go back just ten years ago and visualize the amount of traffic both to their own customers as well as the overhead traffic to and from the Boston & Maine.
The North Country part of the book was another not so pleasant task when one realized the amount of traffic that originated and terminated at the paper mills at Groveton and Berlin. Going back to around 1915-20 with the amount of trains being run, it was a wonder that the Local Freights could get any work accomplished. Years ago with towns like Lisbon, Lancaster and Littleton, it was quite easy to see why the railroad was busy. Even though pulpwood produced marginal revenue per car, thousands of carloads were loaded both for the paper mills in the North Country as well as other mills, such as the St. Regis Paper Co. in Carthage, N.Y., to name one. Even into the woodchip era, as long as the service was provided, rail was used to both the Groveton and Berlin paper plants. Granted it is not a highly lucrative traffic but no question it did produce a net on each carload. Maybe the market is still there, looking at it in an objective way.
Given the proper service once the track has been brought up to a 25-30 MPH, and providing the connection to the railroad operating that trackage today gives a dependable service, there is some business to be had. Your connection can make or break you with the type of service it gives you. In many cases in this respect, I don't like what I came across with some deliberate foot dragging. It's little wonder that the rubber tired box and tank car have made so much headway in the North Country (and it is not only in the North Country!)
The pleasant side, many fine photos came to light of when things were in better shape railwise. Time did not permit me to look further for photos of industry and local freight operations. The aerial photos I'm certain will be enjoyed by all. I hope you all appreciate them because this party is not a fly person. God didn't give me wings so why was I up there. Don't mind the actual picture taking as we have to stand the plane on one of its wings to get a good shot but flying home at 5,000 feet gives one plenty of time to think. Not for me, friend.
Managed to get the Grand Trunk in this book and again came across some fine photos. Most not seen before to the best of my knowledge. Sorry I didn't get into the operations but my time did not permit it. Actually, taking North Stratford, Groveton and Berlin out of the freight operations, leaves little left, even going back a number of years. One can see that the overhead traffic was what really kept the steak and potatoes on the table. Perhaps the cast end had (or has) much more to offer and no doubt does in the Portland area. Some traffic was interchanged at Groveton with the B&M and at North Stratford with the MEC. This even into the 1960's and early 1970's. Even today, the NHVT RR gives a handful of loads just about every other day to the St. Lawrence & Atlantic at Groveton. Imagine this is principally from the Groveton Mill. Possibly even some out of Gilman, Vt. The terminal at Gorham, N.H., is completely gone today with not much more than a Team Track to show what was once there. Guess that's also progress.
So next we tackle the St. Johnsbury and Lake Champlain RR. I have mountains of material. Only hope I use the correct material. See you there.
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