I’ve referred to watching the New Hampshire and Vermont Railroad at St. Johnsbury, Vermont, before. Memories of chasing RSC14’s here on PEI made watching the NHVT’s RS11 in person all that much more meaningful. I’d seen this video posted on Youtube before and thought I’d post a copy here now for those that haven’t seen it already and because the style of railroading here really reflects that which I had in mind for the plan I’ve shared.
I went to St. Johnsbury to chase CP in Vermont and hoping to catch memories of the Lamoille Valley or it’s predecessors. The town never failed to let me down.
N scale Tempo RS18 short hood and long hood end now available on Shapeways.
Last week I finished the CAD design to print a short hood and long hood end for one of CN’s RS18 Tempo diesels. These ends are designed to fit onto a Atlas or Kato N scale RS11 shell. Simply cut off the old and glue on the new. These ends can be used on models of 3150, 3152, 3154, and 3155. 3151 and 3153 were involved in wrecks and when rebuilt had their HEP generators removed so the detailing on the top of the hood was changed. I’ll be adding a different hood end for these two units.
I’m a pretty big fan of these and have wanted a pair for some time. The pair I’m particularly interested in are 3152 and 3154 since both have served in both Tempo and GO Transit service. I’ve blogged about the prototypes often here on Prince Street and most of those posts should be tagged with “Tempo” so searching for them should be easy. For more information, check out the CN SIG’s page: http://cnlines.ca/CNcyclopedia/loco/mlw/#CN3150
This photo appeared on the Canadian Railway Observations Facebook page this evening and I was really excited to see it. I have seen RS18’s on the point of Montreal commuter trains before, well photos anyway, but this might be the most “modern” one I’ve ever seen. I have had the pleasure of standing on that platform though.
There’s just so much great stuff in an Employee Timetable and my curiosity usually has me looking through the lists of industries in older editions and notations like the one I used for the title of this post: “Heaviest engine permitted”.
In the past I’ve used these notations to help me chose what engines might work best to help communicate the type of railroading the layout I was working on was trying to portray. Most of my earlier model railways modelled different parts of the vast Pigeons Inlet Railway & Navigation Company’s fictional lines. The Pigeons Inlet drew very heavily from the real life Montreal and Southern Counties Railway and that relationship allowed me to try and collect locomotives and rolling stock based on M&SC practice.
As I move forward into planning my Montague subdivision layout I am looking again to these notes for some ideas and also to guide my curiosity about the line itself and what I would have seen if I had been lucky enough to have railfanned along it in person. Granted we all already know the engine types that were found on PEI but each subdivision afforded these engines different privileges. The lighter rail and tighter curves meant that even when traffic was at it’s heaviest on the Island lines many of the eastern branches were already restricted in what was permissible. Elsewhere in most ETT’s you could also find the recommended tonnage listings for each engine on each subdivision. This can be a handy guide for planning model railway train lengths. Finally, you can even note such interesting things as clearance restrictions and special cars movements where required.
In the 1974 Employee Timetable I was looking at when sketching out my Langley siding sketch posted earlier the ubiquitous MR-10’s (RSC-13) were allowed on the subdivision and there aren’t any notes to limit their travel so it appears that they could have come all the way into Montague. That’s enough of an excuse for me to look forward to attempting to kitbash one in N. Funny thing is that in a 1956 timetable I think I recall seeing that the heaviest permitted was the ER-6a (GE 70 ton) diesels. The CR-12’s (H12-44) weren’t allowed in.
Certainly all this changed when the last of the ER-6’s were withdrawn and the Island’s only diesels were the MR-14’s (RSC-14) diesels which then, by proxy, gained access to the entire network. It’s interesting to note that up to the end we could have hosted the GMD1’s and the Borden subdivision itself could have hosted even heavier power. If it were still in operation today would we be trackside watching GP40-2’s creeping up the hill past the University to drop off propane cars?