While I continue to document CP Stanbridge Subdivision, I discover tidbits about operation here and there. Interestingly enough, I've been able to get a better picture of what used to be hauled by combining information from Canadian Railway Historical Society's monthly Canadian Rail magazine and BAnQ aerial picture database (macro-inventaire).
As for all these remote and rural subdivision, information isn't centralized or even compiled and digested in a global vision, but is a patchwork of partial knowledge. However, so far I gathered enough to better grasp how things worked out.
It seems the small feedmill in Bedford used to receive about 2 grain cars twice per week. This is about what I expected. I suspect the Apple Grower Cooperative warehouse and Champlain Industries were also switched on a similar frequency.
However, the case of Bedford Quarry is quite interesting. This single industry is the sole reason the line was kept alive under CP's tenure and its successors. In the 60s and 70s, it was common that 7 open hoppers full of crushed limestone were hauled directly to Farnham with a final destination to Shawinigan Chemicals. At the same time, the quarry provided high quality ballast in quite impressive quantities, often hauled in Hart convertible gondolas. Finally, according to fellow modeller Paul Trudel, the quarry also shipped lime in slabside hoppers. Paul referred to a picture shot in Bedford and found in Canadian Rail, but so far, I haven't been able to locate the exact issue.
This brings us to the conclusion traffic on Bedford subdivision was surprisingly strong given the remote nature of its location. It is fairly honest to say about 10-12 cars per train each day was a common sight, which is substantial for a short 12 miles run. However, we must keep in mind the fact it hauled high quality ballast was - according to Canadian Rail - the most important reason CP kept the line from oblivion. Given the line was in operation until 2014, it is a miracle it survived for so long.
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