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This Boston and Maine RR 4-4-0 - History

This Boston and Maine RR 4-4-0 - History


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Railroads Locomotive > Railroad History> > Railroad HistoryBoston and Maine

Boston & Maine RR 4-4-0 #127 Conway A Class


This Boston & Maine RR 4-4-0 Conway A Class Locomotive was built in 1874. It started out as an Eastern 2nd and became the Boston & Maine #601 ending as the Boston & Maine Conway. This picture was taken in 1912/


This Boston and Maine RR 4-4-0 - History

Copyright 2001 - 2019 by James B. Van Bokkelen . This document may be duplicated and distributed for non-commercial purposes only, all other rights reserved. Maintained by James B. VanBokkelen ([email protected]).

Key to Builders

  • Alco: American Locomotive Company, Schenectady, NY
  • Baldwin: Baldwin Locomotive Works, Philadelphia, PA
  • Brooks: Alco - Brooks
  • Lima: Lima Locomotive, Lima OH
  • Manchester: Alco, Manchester, NH

0-6-0 Switchers

Numbers Class Builder Dates Driver Cyl. Press. Weight Retired by Notes
200 - 309 G-10 Manch. 1903 '10 52" 19x24 160 127,800 12/1948 some sold M&WR, B&C, others
400 - 429 G-11a Manch. 1911 '13 52" 19x26 200 147,700 6/1953 410 on display Lowell, MA
430 - 452 G-11b Brooks 1916 52" 20x26 185 150,000 7/1955 444 to H.E. Fletcher 1952

0-8-0 Switchers

Numbers Class Builder Dates Driver Cyl. Press. Weight Retired by Notes
610 - 631 H-2a Alco 1922 52" 25x28 175 221,000 7/1957 USRA copy
640 - 647 H-3a Baldwin 1928 52" 23x28 250 244,800 9/1953
648, 649 H-3a Baldwin 1928 52" 23x28 250 244,800 5/1951 tender boosters 1929 -'45
650 - 654 H-3b Alco 1929 52" 23x28 250 243,200 5/1951 feedwater heaters

4-4-0 American

Numbers Class Builder Dates Driver Cyl. Press. Weight Retired by Notes
990 - 1029 A-41f Manch. 1909 '11 69" 18x24 190 115,000 3/1947 A-39b on display at W.R. Jct., VT

2-6-0 Mogul

Numbers Class Builder Dates Driver Cyl. Press. Weight Retired by Notes
1360 - 1431 B-15 Manch. 1903 '06 63" 19x26 200 142,400 7/1955 many superheated pre-1940
1435 - 1459 B-15 Manch. 1907 63" 19x26 200 142,400 7/1956 1455 at Danbury, CT Railway Museum
1460 - 1499 B-15a Manch. 1909 '10 63" 19x26 200 142,400 8/1956 three to St.J&LC 1929

4-6-0 Ten-Wheeler

Numbers Class Builder Dates Driver Cyl. Press. Weight Retired by Notes
2074, 2075 C-19 Bald. 1898 69" 21 x 26 6/1939 2075 built as Vauclain Compound, conventional cylinders before 1924
2100 - 2129 C-21e Schen. 1904-6 73" 20x26 186,700 5/1937 Numbers 2118-9, 2127-8 not used, delivered w/piston valves & Stephenson

2-8-0 Consolidation

Numbers Class Builder Dates Driver Cyl. Press. Weight Retired by Notes
2360 - 2429 K-7 Alco 1905 '11 61" 20x30 200 170,000 6/1955 2403 in commuter svc. late
2640 - 2709 K-8b Baldwin 1913 61" 24x30 200 219,400 7/1953
2710 - 2734 K-8c Brooks 1916 61" 24x30 200 170,000 9/1954 2725 last, others gone 9/1953

2-10-2 Santa Fe

Numbers Class Builder Dates Driver Cyl. Press. Weight Retired by Notes
3000 - 3019 S-1a Alco 1920 61" 29x32 190 377,800 9/1946 6 sold MEC, 11 rebuilt to S-1c
3020 - 3029 S-1b Alco 1923 61" 29x32 190 372,100 11/1948 3020, 3029 to MEC
2900 - 2902, 2920 S-1c Alco 1920 61" 29x32 190 369,200 12/1949 rebuilt from S-1a 1940 - 1944 w/lighter axle load

4-4-2 Atlantic

Numbers Class Builder Dates Driver Cyl. Press. Weight Retired by Notes
3220 - 3244 J-1b Manch. 1908 '9 79" 19x28 200 159,600 1952 3235 last, others gone 12/1949

4-6-2 Pacific

Numbers Class Builder Dates Driver Cyl. Press. Weight Retired by Notes
3600 - 3611 P-1 Alco 1910 73" 22x28 200 236,700 5/1952 3601 last
3620 - 3659 P-2a Alco 1911 73" 22x28 200 247,700 9/1956
3660 - 3679 P-2b Alco 1913 73" 22x28 200 247,700 9/1956 3666 in Piscataqua River
3680 - 3689 P-2c Alco 1916 73" 22x28 200 244,800 9/1956 3687 last
3696 - 3699 P-5a Brooks 1924 62" 25x28 210 300,500 5/1952 ex-DL&W 4/1943
3700 - 3709 P-3a Alco 1923 73" 24x28 200 263,800 4/1955 3709 last, others gone by 9/1953
3710 - 3714 P-4a Lima 1934 80" 23x28 260 339,200 7/1956 deshrouded by 1945, 3713 at Steamtown
3715 - 3719 P-4b Lima 1937 80" 23x28 260 339,800 9/1953 delivered w/o shroud

2-8-4 Berkshire

Numbers Class Builder Dates Driver Cyl. Press. Weight Retired by Notes
4000 - 4019 T-1a Lima 1928 63" 28x30 240 393,000 9/1950 4015 - 4019 received 12-wheel tenders by 1940, all except 4007, 4016, 4017 sold to ATSF, SP 7/1945
4020 - 4024 T-1b Lima 1929 63" 28x30 240 403,000 8/1955 built w/6-axle tenders, 4023 last

4-8-2 Mountain

Numbers Class Builder Dates Driver Cyl. Press. Weight Retired by Notes
4100 - 4104 R-1a Baldwin 1935 73" 28x31 240 416,100 7/1947 sold B&O 5650 - 5654
4105 - 4109 R-1b Baldwin 1937 73" 28x31 240 416,100 7/1947 sold B&O 5655 - 5659
4110 - 4112 R-1c Baldwin 1939 73" 28x31 240 414,960 7/1947 sold B&O 5660 - 5662
4113 - 4117 R-1d Baldwin 1941 73" 28x31 240 415,200 9/1956 centipede tenders, 4113 last
  • P-4a 3710 Peter Cooper
  • P-4a 3711 Allagash
  • P-4a 3712 East Wind
  • P-4a 3713 The Constitution
  • P-4a 3714 Greylock
  • P-4b 3715 Kwasind
  • P-4b 3716 Rogers' Rangers
  • P-4b 3717 Old North Bridge
  • P-4b 3718 Ye Salem Witch
  • P-4b 3719 Camel's Hump
  • R-1a 4100 Endurance
  • R-1a 4101 Hannah Dustin
  • R-1a 4102 Cardigan
  • R-1a 4103 Oliver Wendell Holmes
  • R-1a 4104 Bee & Emma
  • R-1b 4105 Powwow River
  • R-1b 4106 Little John
  • R-1b 4107 Intrepid
  • R-1b 4108 Lilly Pons
  • R-1b 4109 The Bumble Bee
  • R-1c 4110 Calvin Coolidge
  • R-1c 4111 Trojan
  • R-1c 4112 The Swallow
  • R-1d 4113 Black Arrow
  • R-1d 4114 Invincible
  • R-1d 4115 Casey Jones
  • R-1d 4116 American Progress
  • R-1d 4117 Hercules

Note: I know about the special Minuteman and Flying Yankee schemes applied to several P-2c 4-6-2s around 1930, but I haven't written them up.

Boston & Maine below cab window, with class and division assignment in smaller characters, engine number in large font on tender side and rear. This was eventually applied to all the older engines re-numbered in 1911, and all new classes through S-1b (2-10-2s built in 1923) were delivered in it.

The engine number appears in white on the cab side below the windows, and sometimes on the rear of the tender, and that's it. No road name, no herald, graphite on the smokebox and black everywhere else. Apparently an austerity measure, applied to low-prestige engines during the 1930s, although a few photos in the last couple years of steam operation also show engines without heralds.

The engine number appears in white on the cab side below the windows, usually with the engine class in tiny characters below it. Until just after WWII, a division assignment code was lettered above the engine number, and a date/location code (possibly of the last classified repairs) was applied at the lower front corner of the cab. A rectangular white Boston and Maine herald is applied to the tender side, centered between the trucks on some engines, and offset towards the front on larger tenders. Until just after WWII, the engine number and tender coal/water capacities were applied to the rear of the tender, but by 1949 the tender number used the same size digits as the cab side, and the capacities were omitted.

This scheme appears on both switchers and road engines from the purchase of the T-1 Berkshires (1928) through the end of steam. A variation of this scheme added a large, round-cornered box of white striping near the edges of the tender side. P-4a and P-4b Pacifics and R-1a, R-1b and R-1c Mountains were delivered with this variation. It was also applied to the T-1b Berkshires and those T-1a engines that received 12-wheel tenders. AccuCals set 5803H letters the 1911, Austerity and Block Herald schemes in HO, but does not include letters for the assigned division. Model Graphics/South Waterville Shops set L-112 has the tender lettering and cab number for the Block Herald scheme, but does not include a "T-1" class designation, the assigned division or the characters for the numberboard.

B&M modelers working in HO scale are fairly lucky, in that most of the steam locomotives that ran after WWII have been imported in brass at various times. For a long time, the most notable ommission from the brass vendors was the P-4 Pacific, but Division Point corrected that in 2011. If that's not in your budget, the old Athearn RTR model has proven pretty durable, and will support a respectable detailing job.

Athearn manufactured a plastic and metal HO scale P-4 Pacific around 1960, and examples can still be found from time to time. The first run had some problems with the drive, the second run performs much better. The boiler detailing is kind of a hybrid. It has the covers over the sand piping found on P-4as as delivered, but no shrouding over the domes and no smoke lifters. There's a cover over the steam turret area ahead of the cab, but it is much shorter than the part that remained on prototype P-4as after the shroud was removed. The model also has a single air pump on the pilot deck. It seems to me that the easiest re-detailing project would be to aim at an as-delivered P-4b, before the second air pump was added. The factory boxpox drivers will need to be replaced with spoked drivers for maximum accuracy.

Three or four importers have talked about doing a brass P-4 over the years, but only Division Point, in 2011, followed through, with pre-WWII and 1950s versions of both the P-4a and P-4b. The model, while expensive, is nicely done. It tracks well and has operating marker lights. Possibly something more will happen if 3713 (now at Steamtown in Scranton, PA) is successfully steamed up.

Drawings of the P-4 have appeared in the Model Railroader Cyclopedia Vol. 1, Steam Locomotives (reproduced in the Vol. 17, #3 B&M Bulletin ) and the September 1989 Model Railroading .

Quite a few HO models of the T-1 2-8-4s have been imported, because its chassis is quite similar to the Boston & Albany A-1, and because some of the prototypes went to the ATSF and SP at the end of WWII. The earliest I'm aware of was LMB's T-1a, around 1963. I've never examined one.

In the late 1980s, Westside imported a nice T-1a. Mine had some problems which required re-soldering the piping and brackets for what I think is the injector under the fireman's side of the cab. Because the cab is heavy brass sheet (.030?), I couldn't do this with an iron or with my simple Triton resistance soldering set-up - it took a 100W American Beauty to get that right. A nice point is that there are springs for centering and down-force on both the leading and trailing trucks. My engine had been stripped for painting, but the springs look like they came that way from the manufacturer. A negative is that I've been told that piping details reflect engines after they were sold to the ATSF and SP in 1945.

In the mid-1990s, Precision Scale imported HO T-1a and T-1b engines in several versions. One T-1b I've examined has what I think is the booster exhaust pipe on the engineer's side of the locomotive, but the tender that came with it (it was hurt, and may have been a substitute) had the booster exhaust hardware on the rear deck. The other has no booster exhaust pipe but the same tender (right for this engine). Both engines push the envelope of the NMRA clearance diagram with the feedwater piping below the cab, but the one without the booster exhaust won't be operable on most layouts with scenery without a bit of rearranging. Neither has any centering for either engine truck. The spring in the pivot of the trailing truck worries me, as it puts force on the front, which might make the rear wheels kick up (like the prototype?). The herald on the factory-painted PSC T-1s is incorrect.

In 2003, Sunset imported an O scale T-1a. I haven't examined one.

A write-up on detailing for the T-1 is available, including my best guess as to which T-1a engines received 12-wheel tenders after 1935. A drawing of a B&M Berkshire (don't know the sub-class) appeared in November 1984 Mainline Modeler .

In the early 1970s, Gem and AHM simultaneously imported R-1d 4-8-2s in HO scale. Many were factory painted in the Speed Lettering scheme as B&M 4117, though the Lehigh and Hudson River had almost identical locomotives due to War Production Board restrictions on new designs. I have been told that the AHM models were quality control rejects originally built for Gem. Mine is consistent with that: I got it used, and I don't think it ever ran for its previous owners. The worst problem was an incompletely soldered frame, which I had to take the whole model apart to fix. The centipede tender was so tight that it wouldn't track through a number 6 switch. This I fixed by selectively drilling out the axle holes (deeper, wider or both). With other improvements included rigidizing the middle driver springs and installing a centering/downforce spring on the trailing truck, it runs and tracks quite well on 32 inch radius modular layout curves. I was able to install a cut-down plastic (Accu-Mate) magnetic knuckle coupler in the pilot beam, without any centering arrangement.

Around 1990, Key imported models of the R-1a, b and c class 4-8-2 in HO. These are nice, factory painted in the "boxed" variant of the Block scheme, with a working headlight and a coasting drive. Tractive effort is not up to hauling prototype-length trains. There's room for lead in the firebox area around the motor - placing it there also helps balance the locomotive, which is very nose heavy with only the factory boiler weight. Someday I might add some down/centering force on the trailing truck. I was able to install a cut-down plastic (Accu-Mate) magnetic knuckle coupler in the pilot beam, without any centering arrangement.

In 2009, Precision Scale imported HO models of all R-1 variants. A couple of minor issues with the factory lettering have been reported, and DCC installation is said to not be plug-and-play, but the detail and operation are said to be good.

In the early 2000s, Sunset imported an O-scale 2-rail R-1a/b/c in brass. I have never examined one.

An article on re-detailing an AHM/GEM R-1d appeared in August/September 1996 Mainline Modeler . R-1d drawings can be found in the Model Railroader Cyclopedia Vol. 1, Steam Locomotives and the August 1990 Mainline Modeler . An article with a classbook diagram appeared in the March 1972 B&M Bulletin .

Pacific Fast Mail (around 1977) and Overland (around 1990) have both done the B-15 2-6-0 in HO. My memories of a couple of PFM B-15s I saw run years ago suggest that the Overland version runs better. The PFM model also has arch-bar tender trucks, and would benefit from a change to Fox trucks. The Overland model was offered in several versions, including a road pilot (boiler tube), switcher pilot (footboards) and plow pilot (installed on engines assigned to certain branches in winter months only). The Overland B-15 comes with a scale dummy coupler retained by a pin on the front Kadee-type couplers can only be mounted by sacrificing centering action, which may affect switching operation.

B-15 drawings have been published in the April 1958 Railroad Model Craftsman and June 1990 Model Railroading . The January 1996 Model Railroader had an article on painting and detailing an IHC HO scale 2-6-0 as an approximation of a B&M engine. Kitbashers starting with the IHC or Bachmann 2-6-0s may find techniques from John Pryke's August 2008 Model Railroader on making a similar New Haven K-1 Mogul may be useful.

The HO A-41f 4-4-0 imported by Pacific Fast Mail in 1980 had a number of problems: The most visible error is that the cylinder/saddle casting is noticeably undersized, and the builder bent the frame upwards so it would actually support the boiler. The tender's archbar trucks have journal boxes that protrude beyond the side of the tender. Some roll quite badly. Photos indicate most, if not all tenders had leaf-sprung Fox or Andrews trucks most commercial offerings would roll better than the originals. I'm unsure what another reviewer meant by recommending "Baker" trucks. Comments indicate that the drive was of variable quality. Because the model includes a full backhead, the motor is quite small. A weight is supplied, to be inserted into the extreme front of the boiler by removing the smokebox front. The May, 1980 Model Railroader review notes that adding it actually reduces traction because it shifts the engine's center of mass forward of the drivers.

Drawings of the A-41f can be found in the Model Railroader Cyclopedia Vol. 1, Steam Locomotives . The August 1993 Mainline Modeler had a drawing of the A-41f, with photos of eight different engines, but no number on the drawing itself.

The B&M inherited many 4-6-0s from predecessor lines, but built only the 26 C-21s after 1900. The freight role was assumed by K-5 2-8-0s and B-15 2-6-0s. P-class 4-6-2s took over the heavy passenger trains. Class C-21 went to scrap as the P-4s arrived. C-19 #2075 was an ex-FRR 1898 Vauclain Compound which received Franklin Economy Steam Chests and Walschaerts valve gear in 1924. It was scrapped after the last C-21s in October 1937. Its conventional classmate #2074, the B&M's last 4-6-0, had inward-sloping piston valve cylinders and Walschaerts after 1924.

Drawings of C-19 #2074 can be found in the Model Railroader Cyclopedia 1944 Edition . The accompanying Baldwin builder's photo shows C-20 #1057 (#2076 post-1911), ordered in 1900 by the FRR but delivered in B&M paint.

Around 1982, NJ Custom Brass imported an S-1 2-10-2 in HO. The configuration of the model is post-WWII - it doesn't have the flying air pumps or Coffin feedwater heater applied to some engines in the 1920s and 1930s. A blind main driver was supplied to be installed by the purchaser if desired. A scale dummy coupler is installed in the pilot beam, retained by a pin.

Drawings of the S-1b were printed in the December 1973 Bulletin .

In 1980, Sunset imported two versions of the K-8c 2-8-0 in HO. It was available with either an Elesco or a Worthington feedwater heater. None were factory painted. The most visible error is the cab: when rebuilt, these engines received new cabs 15 inches longer than the original cabs. The model's cab is detailed like a new cab, but the size of the original. A cut-down Kadee-type coupler may be installed on the pilot beam, but it will lack centering action.

New England Rail Service imported a J-1e 4-4-2 in HO in 1988. One version had the original cab, the other had the arch-window cab applied to many engines after 1930. The motor is mounted ahead of the gearbox, inside the boiler, so take care in dissasembling one if you don't have the original instruction/data sheet: the cab must be removed before the motor and frame can be separated from the boiler. The dummy coupler on the pilot is pin-mounted, but this matters less on a purely passenger engine.

An article on kitbashing a J-1 from an MDC HO 4-4-2 appeared in the December 1987 Model Railroader .

New England Rail Service imported a K-7 2-8-0 in HO in 1985. It was available in two versions: one had high running boards, arch window cab and a cut-down tender with Andrews trucks. The other had low running boards, four-window cab, inside steam pipe and an original tender with Fox trucks. A number of detail parts were included with the model to facilitiate modeling specific prototype engines, including some rebuilt K-5 engines. The pilot comes with a pin-mounted scale dummy fitting a cut-down Kadee-type is possible, but you won't have any centering action.

Several P-2 4-6-2s have been imported by Overland in O and HO. The first was a P-2b, around 1984. Mine has a Worthington feedwater heater (OMI #1456) some were imported with an Elesco (OMI #1451) instead. All came with an extra boxpox main driver, as some P-2bs received them post-WWII. Around 1994, Overland imported a P-2c (distinctive low tender tank) in several versions: Some were painted in the special schemes used on engines assigned to the Flying Yankee and the Minuteman around 1930. Others arrived unpainted and detailed for 1949-era. I have a write-up on detailing for the P-2c available. All Overland P-2s came with a scale dummy coupler installed in the pilot, retained by a removeable pin.

An O scale B&M P-2a (with Elesco) was imported by Overland about 1989. This is a nice model, though one example I've seen had a loose wire which required soldering before it would run.

Many USRA 0-8-0s have been imported over the years. The tender on the 1960s Akane model doesn't look at all like those on B&M H-2s. In 1992 Oriental imported a "budget" USRA 0-8-0 with a tender that didn't need major modifications. According to Modeler's Notes No. 35 , the Southern RR version had front ladders and is easiest to work from. The Proto 2000 plastic USRA 0-8-0 has a usable tender and ladders. This was the starting point in Trevor Marshall's re-detailing article in the July 2002 Railroad Model Craftsman , but it's worth taking a look at John Pryke's New Haven conversion in the November 2001 Model Railroader if the look of lifting injectors is important.

Drawings of B&M H-3 0-8-0 #649 (booster-equipped for hump service in Boston) were published in the August 1995 Mainline Modeler .

In 2002, Overland imported a Cheyenne (Chinese) made B&M G-11a 0-6-0 in HO scale (OMI 4552). This was a descendant of the NERS G-11 below, but they also imported a similar New Haven engine simultaneously. A cut-down plastic shank coupler can be pinned in place in the front coupler pocket, but I drilled a hole in the bottom of the pocket to match that in the top first. Screws for the tender coupler pocket pad were not included the thread is 1.4mm metric. I am told it should have a coal pocket extension, but otherwise haven't yet looked into detailing and numbering issues.

A number of other B&M models have been promised at various times. NERS went so far as to solicit reservations for an HO G-11 0-6-0 that eventually turned into Overland's above. Overland has said that they would follow their P-2 Pacific with HO P-3s and P-4s as well. The P-2c was slow to sell out due to the elaborate and short-lived Minuteman and Flying Yankee paint schemes not moving as well as the unpainted versions. Overland announced the P-3 as a project in 2007. It finally moved into production in 2013.

One of the B&M-related items reprinted by the B&MRRHS is a set of Characteristics Charts for 1937. Along with standard items like rail weights, ballast, largest locomotives and cars allowed, there are pages on water and fueling facilities, and turntable locations. These indicate quite a bit about operating patterns and locomotive assignments:

In 1937, the smallest B&M turntables were 50 and 56 foot balanced: These could only turn G-class 0-6-0s and A-class 4-4-0s. 60 foot balanced turntables of 130 - 150 ton capacity were the most common. They could turn all of the above plus J-1 4-4-2s, B-class 2-6-0s and K-7 and smaller 2-8-0s (which couldn't be balanced properly on shorter tables). There were a number of larger turntables at secondary terminals, some installed for P-class 4-6-2s, and others for the S-class 2-10-2s. The B&M only had a few of the more modern 3-point turntables, all at major terminals where 2-8-4s and 4-8-2s were serviced: These were built with a hinged span and carried the weight on both the center bearing and the end wheels, so the turntable didn't need to be any longer than the locomotive's wheelbase.

Partial list of B&M turntable sizes and locations, circa 1937

Note that in some cases, a terminal would fairly frequently handle engines larger than its turntable by making use of a nearby wye track. This was the case in Troy, Ayer, Lawrence, Salem MA and Dover. Another anomaly is the 85' turntable in North Conway, NH, where the whole branch from Intervale to Rollinsford was only rated for K-8s and P-3s. If there is an explanation for that, I've never heard it.


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This Boston and Maine RR 4-4-0 - History

the BOSTON & MAINE RAILROAD
SYSTEM MAP

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This Boston and Maine RR 4-4-0 - History

The water tower was donated by the Lake Shore Park Club in Gilford, NH

The newly constructed roof is moved to the water tower.

This photo shows all the supports necessary to safely remove the tank walls. Each wall section has 21 staves and is 8'6" wide & 18' high.

The staging area at Union Station.

The newly restored antique Boston and Maine Railroad Water Tower, donated to the Wakefield Heritage Commission by the Lake Shore Park Club in Gilford, was hoisted to its refurbished platform just outside Union Station at the Heritage Park Railroad Museum campus Friday, Oct. 20, 2017,

And what an operation it was. Brilliant blue skies and warm temperatures provided ideal work conditions for the enormous crane, equipment and crews from both the general contractor, Target New England of Alton Bay, and the Moore's Crane Rental Company of Dover. Many volunteers and members of the Wakefield Heritage Commission, including chair Pam Wiggin, Phil Twombley, as well as volunteers from the Heritage Park Model Railroad crew, turned out to photograph and videotape the operation.

Jim Doherty, general contractor of Target New England, said the water tower, made of Douglas fir reinforced by iron strapping, weighs 10,000 pounds, with a diameter of 28-feet. When filled, the water tower holds 33,000 gallons, but there are no plans to actually fill the tower with water at this time. The original tank flooring was replaced with new wood, but the rest of the tower and platform is original, officials said. The cedar-shingled, 1,000-pound roof, is newly built, however.

The original tower was dismantled at Lake Shore Park then transported to Heritage Park in June 2016. Target New England began restoring the tower and platform in August 2017. Work began from the bottom up, according to Doherty, with construction of the concrete footings followed by the installation of the platform. The wood on the water barrel is original, as is most of the iron strapping, some of which required replacing or repair.

A highlight of the day was watching the 75-ton crane, with its capacity to reach 86-feet, slowly lift the water tower onto the platform with crews both on the ground and at the platform making adjustments and coordinating the operation. The new roof, built with an octagonal rim, was then lifted onto the water barrel however, the fit was off and some adjustments will need to be made before it is permanently affixed and topped with a finial, officials said.

Overall, this new, authentic exhibit complements the existing historic, artifacts that preserve the region's history of railroading. The Freight House features the H/O scale, historically accurate model of the Boston and Maine Railroad as it served the villages of Wakefield in 1909. Union Station has numerous exhibits commemorating the region's railroading, ice harvesting, milling and manufacturing history.

"It's another part of the history of the Boston and Maine Railroad, another exhibit. The more historical equipment we can get here, the better we can represent Boston and Maine Railroading since 1900," said Twombley, adding there is some room to add 'rolling stock' like rail cars or a Pullman car, as there is 100-feet of track behind Union Station on which to display such items. Out front, the New Hampshire Northcoast [NHN] Corporation railroad still utilizes the tracks daily, hauling hundreds of tons of salt and sand from Ossipee to Rochester and Boston, Mass.

Heritage Commission Chair Pam Wiggin said she hopes the new tower will draw visitors.

"Railroad enthusiasts I have talked to have said this will bring more visitation to Heritage Park," she added, "because it is so unusual."

"It's an icon for a railroad," said Wiggin.

The work crew on Friday included head foreman Patrick Gauld, Nick Stiles, and Olivia Stiles, and the crane crew included crane operator Larry DeBattiste and company owner Hadley Moore.


This Boston and Maine RR 4-4-0 - History

Copyright 1997 - 2019 by James B. Van Bokkelen . This document may be duplicated and distributed for non-commercial purposes only, all other rights reserved. Corrections and criticisms to [email protected] .

This file contains four sections:

One distinctive thing about the B&M's passenger fleet was that it used 4-wheel trucks almost exclusively. The only new equipment bought with 6-axle trucks were some of the 60' RPOs (both wood and steel), which retained them through reconfigurations and baggage car conversions. Other exceptions were heavyweight sleepers and parlors purchased from Pullman (including a number bought for conversion to baggage cars) and a few heavyweight coaches, combines and baggage cars purchased from the C&O and NYC in 1951 - 1953.

Another B&M characteristic was the use of head-end power for train lighting on cars in commuter or other short-haul service. This avoided frequent replacement of lighting batteries on cars assigned to schedules where the axle-driven generators didn't keep them charged. During the 1930s, many Moguls, Pacifics and even Consolidations were fitted with oversize generators to supply low-voltage DC. The normal equipment was a conduit to the top rear of the tender, where jumper cables connected to sockets attached by short lengths of flexible cable at either side of the end doors on the passenger cars. Some steam locomotives were also equipped with forward train-lighting connections, as some local runs were regularly scheduled to be hauled by an engine running backwards. Most cars thus equipped had a conspicuous conduit running the length of the roof. Many retained their generators and battery boxes for use with non-equipped locomotives or while standing uncoupled in stations, etc. Most of the B&M's Alco and EMD road-switchers were equipped to supply head-end power as well.

All the B&M's locomotive-hauled passenger equipment was disposed of in the late 1950s, as McGinnis carried the previous management's 1954 RDC initiative to an extreme. The wood cars attracted attention because of their age, but very little of the steel heavyweight or lightweight locomotive-hauled equipment survives. I am working on a page of preserved Boston and Maine passenger equipment , comments are welcome.

The B&M started out slowly with Budd Rail Diesel Cars, ordering eight Phase 1b RDC-1s and -3s in 1952 and 1953. Then, in July 1954 they placed the largest-ever single order, 64 cars in all, with the intent of eliminating steam (and the oldest second-hand steel coaches) on commuter runs. The cars of the 1954 order were all Phase 1c, with cast trucks, and were delivered during 1955. Incoming President McGinnis decided that if some RDCs were good, more would be better, and went shopping: Cars purchased included three more Phase 1c RDC-1s and Phase II RDC-1s, -2s and -3s, but the bulk were the cabless RDC-9 model. McGinnis's goal of replacing all locomotive-hauled passenger equipment was complete by 1959, with the exception of run-through trains. Aside from the Canadian Pacific, other railroads preferred to use equipment they already had, rather than pay mileage charges to use B&M RDCs in run-through service.

After the big cuts in inter-city service in the late 1950s, the B&M's RDCs were under-utilized. Their last hurrah as a fleet was the experimental increased service offered in the Boston commuter zone during 1963 and 1964. After the formation of the MBTA in 1965, the state subsidy only covered the MBTA district, and most service beyond it was gone by 1967. A number of surplus RDCs were sold to the CNR, CPR and Reading before 1970. The remainder hauled commuters until they were sold to the MBTA in 1977. That summer, a decision was made to remove all the engine enclosures In the memorable winter that followed, most were so damaged that they had to be locomotive hauled for the rest of their careers.

In 1982 and 1983, thirty-two B&M RDCs were rebuilt by Morrison-Knudsen in Boise, ID to push-pull coaches. By the late 1980s, all the unrebuilt RDCs were retired - some went to tourist railroads as unpowered coaches, and others were scrapped. The Boise Budds were unpopular with passengers, as the rebuilders had removed the sound- deadening rubber pads from the trucks, leaving the cars noisy and rough-riding. In the early 1990s, they were sold to Virginia Rail Express for service out of Washington, DC. When VRE bought new equipment, the ex-RDCs moved further. Some now serve Dallas Area Rapid Transit, some the Grand Canyon Railroad etc.

Note: This is not complete. It covers most of the steel cars, with these notable ommissions: details about the 800- and 900-series second-hand suburban cars, including renumberings in later years. I also haven't delved into all the re-buildings of the 60-foot mail fleet. However, Tom Madden provided information on the heavyweight Pullman to baggage car conversion program of the mid-50s. Much information has been published on the wood cars , but I've only gotten to the classes that survived past WW-II so far, and the information is subject to some refinement due to contradictions in sources.

Heavyweight Sleepers (purchased from Pullman Dec. 1948, leased back)

Parlors, Diners and Lightweight Sleepers

Talgo Train

Steel Commuter Coaches

Wood Milk Cars

Steel Milk Cars

Wood Combines, Vestibule, Steel Underframe

Steel Heavyweight RPO and RPO-Baggage Cars

Steel Baggage and Express Cars

Combination Passenger-Baggage Cars

Long-Haul Coaches

Gas- and Oil-Electric Motor Cars and Trailers

Budd Self-Propelled Equipment

I don't know much about how B&M equipment was painted before the First World War - if I had to guess, I would say that the New Haven influence probably removed the historical oddities remaining after the era of mergers and consolidation, as it did with the 1911 renumbering of steam locomotives. At any rate, by the 1920s, B&M passenger equipment was painted a dark green. The lettering was imitation gold, with the road name on the letterboard and the car's number normally centered below the windows. Most of the few color photographs that I've seen showing cars in this scheme date from WWII, but a few lasted into the 1950s. The green is clearly weathered, but it may have originally contained enough olive that Pullman Green would be a match. The green scheme was used on all equipment through 1939, with the exception of the Budd stainless steel Flying Yankee streamliner.

By 1940, though, there was some thought that it was time for a change. In that year, the equipment the B&M supplied for the new joint summer-only Washington - Portland East Wind was repainted in that train's yellow with silver striping scheme, and repainted at the end of the season. Also in 1940, a large number of secondhand steel passenger cars were purchased from the Pennsylvania Railroad. Several things I've read indicate that these entered service still painted PRR Tuscan Red, and that this stood out enough that management decided to standardize on red/maroon for passenger equipment.

Maroon scheme passenger cars can be identified in B&W photos by the fact that the road name is normally centered below the windows, with the car number below it. Converted troop sleepers and some classes of RPOs kept the road name on the letterboard. Lettering was Dulux Gold (yellow with a bit of orange). The shade of maroon applied to the cars varied a lot - sometimes photos show it as quite bright and reddish, other freshly-shopped cars are much darker. I've done most of my painting with Accu-Paint Passenger Maroon , but Badger has a Modelflex color and others use E-L or Wisconsin Central Maroon. Generally, it is practical to use weathering to get a prototypical variation in shades.

The 1947 P-S lightweight equipment and the used steel cars bought in the early 1950s entered service in maroon, but the 1955 P-S sleepers had neither paint on the window band nor a herald - only the road name on the letterboard. The initial RDC scheme was similar, with plain stainless ends, but the 1955 order arrived with Minuteman heralds on each side of the end door. The older RDCs also received Minuteman heralds about that time.

All the Minuteman heralds on RDCs were rather quickly replaced by the McGinnis "white ends with interlaced BM heralds" scheme. No other passenger rolling stock received McGininis Blue/Black/White (though it was applied to a few passenger cab units and the Talgo locomotives). The McGinnis RDC scheme was simplified after about 1968 by omitting the white background, and this was the last B&M passenger livery - all subsequent schemes reflected the MBTA's Purple Line designation for its commuter rail services.

My modeling standards lie somewhere in the middle of the range I've never built anything I'd expect to win a well-attended contest, and I don't have interiors in all of my passenger cars, but then again, I'm not satisfied with shorty cars or window and ventilator layouts that are noticeably (to me) wrong. I don't have as much time to spend on the hobby as I want to, and I'm as interested in operation as I am in the actual construction, so I use commercial kits whenever possible. Some of these short-run kits, once you add trucks, couplers and detail parts, can be almost as expensive as brass, but I find that the time it takes to get them on the road is an effective budgeting mechanism.

I am beginning to make use of pictures of my own models to illustrate prototypes I don't have photos of, but the process will take time.

In the 1920s the B&M's web of branch lines started to lose business to parallel highways. Costs were rising too, so 22 Brill and Electro-Motive gas-electrics were purchased in 1925 and 1926, some with trailers. These came in at least 9 different configurations, each intended for a different service. The first EMC cars were assembled at St. Louis Car Co. Later purchases were built by on-line customer Osgood Bradley, with significant body changes.

Initially, motor cars were numbered in the 100 series, but in 1934 they were renumbered 1100s by adding 1000 to the old numbers. In 1948, as the B&M purchased more end-cab switchers, those that remained got their original 100-series numbers back. I believe the trailers had 1000-series numbers their whole lives.

With the Depression and the 1936 and 1938 floods, many cars' branches lost passenger service or were abandoned outright. Through WWII, excess cars were sold off, afterward most were scrapped. 185, 195 and 196 were active, mostly on the Central Mass. until replaced by road switchers and RDCs in 1955 and '56.

B&MRRHS March 1974 Bulletin included a comprehensive article on Gas Electrics. Bruce Bowden wrote about modeling EMC/St. Louis and EMC/Osgood Bradley motor cars and Brill trailer 1080 in HO scale in the B&MRRHS Modelers Notes #50-53 (available on CDROM). Art Ellis wrote about modeling a Brill motor car in MN #71 . Bruce and Art both kitbashed starting with the Bachmann EMC Gas-Electric car.

The B&M bought two A1A-2 single-ended shovel-nose motor/RPO/baggage units from EMC/St. Louis Car in 1934. They had a 15' RPO, two baggage doors and a Zephyr-like fairing over the engine compartment. Their primary difference was the power source: Apparently #1140's twin Ingersoll-Rand prime movers were much more reliable than #1141's single Westinghouse. After 1141 was returned to the builder in 1937, it was sold to the Texas-Mexican RR. There it had 35' cut out of the body and got re-powered.

Known as the Sacred Cow and capable of 80 MPH, 1140 operated its whole service life in light main-line passenger service. It ran out of Woodsville, NH and in local service between Greenfield and Springfield, as well as out of North Station. In 1952, 1140 was re-powered with an EMD 8-567 prime mover. It finally became surplus during McGinnis's push to handle all passenger service with RDCs and was scrapped.

Budd Car: The RDC Story by Crouse is mostly in color, and is the source of the body style Phase definitions I've used. RDC: The Budd Rail Diesel Car by Duke and Keilty is thicker, but almost all black and white. Other sources of general RDC information and plans are articles in January, February, March and June 1991 Mainline Modeler and September 1967 Railroad Model Craftsman . All contain a good deal of B&M material, but many modelers will want to supplement it with the October 1986 B&M Bulletin and photos in other B&M-related publications. More detail on the appearance of specific RDCs can be found in my Notes on Detailing B&M Diesels page.

RDCs used to be hard to do well on a budget. The Athearn plastic RDC-1 and RDC-3 were too short, which some fixed by splicing, but the roof blister was also too low, which can't. The version modeled was Phase 2, or new look , which appeared on cars built after July, 1956. It is distinguished by headlights in a rectangular housing protruding from the curve of the end of roof, integral pilot and small cab windows. The fluted ends and doors on the model were uncommon , only appearing on a few new look RDCs. All of the New Haven's cars and the majority of the B&M's cars were Phase 1 old look (headlight recessed into the end, large cab windows) anyway, with add-on pilots attached to the lower portion of the steps. Athearn's cast trucks were pretty good, except that they only did one die, which leaves the bolster anchors facing the wrong way on one end of powered cars.

Late in 2000 Life-Like did a run of Proto-1000 Phase 1 RDC-2s with eight-wheel pickup, a nice drive and partial interior. The paint job wasn't so good - the aluminum pigment was rather coarsely ground. The car was offered lettered and numbered for the McGinnis B&M scheme, but the trucks on the model are the original fabricated type - all the B&M's RDC-2s had cast trucks. In late 2001, they ran Phase 1 RDC-3s with a much better paint job, although fanatics will still be planning to cover them with Bare Metal Foil or something similar. Their RDC-1 arrived in summer of 2002, also with fabricated trucks and the better paint job, but with annoying/innacurate tinted windows throughout, including the cab area.

After 2010, Walthers re-ran the RDC-1, -2 and -3 with a plated metal finish and no tint in the windows. They didn't offer any painted/lettered for B&M.

The Proto-1000 models remove the ancient American Train & Track plastic RDC-2 from consideration for kitbashing. The 1950s metal Athearn RDC is an old look car, which appears to have the right height, but has been shortened. It looks like it would be difficult to splice the stamped metal sides, even though the fluting is pretty coarse.

Hallmark imported brass RDC-1, -2, -3, -4 and -9s about 1985, in both "modernized" ( new look ) and "original" ( old look ) versions, along with some customized for specific RRs (e.g. ATSF DC-190/191). They look good and run pretty well (for cars with 4-wheel pickup), but are hard to to find. The horn on the RDC-9 looks kind of like those added to the RDC-9s which the CNR purchased, but the pilots on the "modernized" RDC-9s are a complete invention. Another problem is that many of their "modernized" cars have the fluting on the doors and ends, and any attempt to remove it commits mayhem on the body shell plating. The "original" version models I've seen are Phase 1B, with fabricated trucks - the sideframes are well done, but the giant gearbox can look unrealistic from some angles. All the "modernized" cars have the end numberboard openings, which is right for one late B&M RDC-2 and all the late RDC-3s, but not for any of the late RDC-1s (see my Diesel Detailing page for specifics).

NJ Custom Brass RDC-1, -2 and -3s can be found from time to time, and are "old look" cars, but the drive is horrible. It is noisy, with open gearing and a 5-pole motor mounted on the power truck. Speed control is poor, and the electrical connection to the unpowered truck is pure Mickey Mouse - the mounting screw is soldered in place. The body is a pretty good Phase 1 (five treads per step) except that they left the lower edges of the sides flat, instead of rolled inwards. The coined trucks are a poor representation of the fabricated type used on B&M cars bought prior to 1955. The B&M didn't own any RDCs with those steps, so you can either fix that or ignore it. You also need to make the add-on pilots to model in-service B&M equipment.

The etched side fluting on both the Hallmark and the NJCB imports is weak, and won't stand up to close inspection. In early 2000, MTS imported RDC-1, -2 and -3 models with "formed" fluting at $515 each. The MTS models are Phase 1B, with fabricated trucks - correct for 6100 through 6105, 6301 and 6302. The drive is nice, and the gearboxes on the trucks are much smaller than those on the Hallmark cars. One of the two types of pilots included looks right for the B&M, but New England modelers will have to do a little re-detailing: The factory installed single-chime horn is only correct for B&M cars from delivery through 1955. A New Haven-style Hancock air chime is included as an extra part, but for B&M post-1955 I would get a Custom Finishing 2-chime Leslie (H-220).

Most of the Fall 1979 B&M Bulletin is taken up by a long article on the Talgo. A plan of the locomotives (numbered 1 and 2) was published in one of the first, photocopied publications the B&MRRHS put out back in 1971 or so. There's also useful information, including detail photos and near-scale diagrams, in the series on the New Haven's lightweight trains published in the New Haven Railroad Historical Technical Association's Shoreliner Volume 19, Issues 2, 3, 4 and Vol. 20, Issue 1 .

Good luck modeling it. The ancient plastic Talgo train that you sometimes see at White Elephant tables has parallelogram windows the ACF Talgos built for the B&M and New Haven had rectangular windows, and the locomotives (1 & 2) were unique. No brass importer has yet been bold enough to bring them in, either: Both the B&M and NH trains were notably unsuccessful and while the B&M's lasted longer (in service till 1964), many fans view them as a symbol of all that was wrong with NH and B&M President (and stock market robber baron front man) Patrick B. McGinnis.

Photos and rough plans for the 1947 coaches, combines and diner-lounges can be found in The Official Pullman Standard Library Vol. 10 . B&M Bulletin articles on them include: Vol. 2, #1, B&M - MEC Stainless Steel Passenger Cars with scale drawings of the coaches, Spring 1976, B&M - MEC Stainless Steel Update , Fall 1977, B&M Steel Dining Cars with scale drawings of the diner-lounges and Vol 17 #4, Remember When. with construction and PR photos. The roster information in both the 1972 and Spring 1976 articles was corrected in the Fall 1976 Bulletin.

As delivered, the 1947 B&M and MEC cars had maroon window bands, and were otherwise identical except for the road names on the letterboards. All had 41-NP-11 trucks, a variant mostly found on the PRR that used a small leaf spring instead of automotive-type shock absorbers. Sometime after 1953 the MEC repainted at least one coach with a green window band edged with gold pinstripes (good photo in the Northern New England Color Guide. ). The MEC sold its diners early - I think in 1951, which correlates with Official Railway Guide and timetable entries which indicate no on-train food service on the MEC by 1954. I believe that publications that have them being sold in 1958 or 1959 are in error. The B&M coaches, combines and diners went to the Wabash by way of a dummy company so McGinnis and his friends could extract a kickback (which sent him to jail a few years later). The MEC coaches and combines went to the Missouri Pacific in February 1960.

In the mid-1990s, Concord Junction (of Acton, MA) introduced etched brass sides for all of the 1947 B&M and MEC cars, as well as the 1954 BAR, B&M and NH sleepers. My first models use these sides with the Eastern Car Works "car core kit", more or less as recommended in the instructions, except that I glue the sides, ends and floor together and leave the roof loose. If you can get the ECW roof casting to lie flat, they go together fairly well, given a level of skill a bit above that required for straight styrene kits. I've had enough trouble with warped roofs that I ordered some of the Train Station Products core kits as soon as they came out - a first look shows straight castings with much nicer die work, and they go together easily. The coach sides have most of the grab iron holes etched through, but the combines and diners I've seen need drilling. Some sides had a slight flaking problem with the plating.

Concord Jct. has subsequently done a number of small runs of these sides, selling primarily at a table at the West Springfield show. These later sides aren't plated, so the modeler must apply Bare Metal Foil or specialized paint before applying them to a core kit or a sanded-down Walthers P-S lightweight body.

Accu-Cals decal set 5830H is intended for these cars in HO (and other B&M lightweight equipment, e.g RDCs and the Flying Yankee ), but I think the black lettering is a bit heavy. I've also used the Micro-Scale HO 87-863 set. The 1947 cars arrived with stainless roofs, but they were out of reach of the washer brushes and usually look heavily weathered in photos.

Photos and rough plans for the 1954 6-4-6 sleepers can be found in The Official Pullman Standard Library Vol. 10 . B&M Bulletin articles on the 1954 6-4-6 sleepers include: Spring 1976, B&M - MEC Stainless Steel Update and Vol. 20, #2, Beach Series Sleepers . A comprehensive article in the NHRHTA Shoreliner Vol. 41-3 covers the NH's similar 6-4-6 sleepers, with many photos and details of the disposition of all 17 similar cars.

In the 1980s, NJ Custom Brass imported a partially-assembled brass "kit" for the 1954 B&M/NH/BAR 6-4-6 sleepers. One of the lavatory windows is slightly mis-placed. The right 41-BNO-11 trucks are available: Custom Finishing offers pewter kits, Train Station Products has a styrene kit, and Walthers and Rapido have ready-to-run versions. All look much better than ECW's plastic version. For me, the most troublesome part of completing the NJCB car was the number and name boards. The etched and plated sides don't include any, since each of the owning railroads (B&M, BAR and NHNH&H) used different layouts. Plated brass panels were included in the kits, but they look too thick to me. I am fairly satisfied with the .015" nickel silver sheet from Clover House that I eventually stuck on with Walthers' Goo.

In the mid-1990s, Concord Junction (of Acton, MA) introduced etched brass sides for the 1954 BAR, B&M and NH sleepers. These can be assembled on Train Station Products core kits or sanded-down ready-to-run P-S coaches.

In 2005, Railway Classics imported brass versions of the 1954 6-4-6 sleepers at $485 each. The pilot model looked nice, but there were painting errors. I have never seen a production model.

Eastern Seaboard Models offered N scale kits of the B&M/BAR/NH 1954 sleepers in 2000. These were re-issued as sides only in 2005.

Accu-Cals decal set 5830H is intended for these cars in HO (and other B&M lightweight equipment, e.g RDCs and the Flying Yankee ), but I think the black lettering is too heavy. I used the Micro-Scale HO 87-863 set, and I chose the blue lettering for a BAR lightweight sleeper (they also offer black) based on a photo in the Northern New England Color Guide. . The 1954 sleepers were delivered with black roofs and no paint on the window band.

The B&M's American Flyer coaches were similar to cars ordered by the New Haven and Bangor & Aroostook, but note that only the NH had the 11-window version. Also, B&M and BAR cars were built without skirting, and the BAR cars had ice-activated A/C (contrary to the E&B Valley instructions). Most NH cars had had the skirting over the trucks removed by 1947, and skirts between the trucks were mostly gone by 1957. The Official Pullman Standard Library Vol. 10 has rough plans and good photos of B&M, NH and BAR cars as-built, the Winter 1974/75 B&M Bulletin has better plans of the B&M cars and different photos. A comprehensive history of the NH cars and a separate article on modeling them appeared in the NHRHTA Shoreliner Volume 16 #3 (1985), but see also The New Haven RR's Streamlined Passenger Fleet by Doughty.

In the early 1980s, E&B Valley introduced a flat-molded plastic kit of the 10-window cars. This was later taken over by Eastern Car Works, and can still be found at train shows. It's not hard to build, and looks good. The styrene-sideframe trucks have held up fairly well since I built my first in 1987 or so, but be sure to clean up the mold draft angle on the bolster piece when you assemble them - otherwise the joint can be very weak. This kit can be used to model any railroad's 10-window cars, in all the skirt and A/C configurations. I'm not sure what I'd do if I wanted one of the NH's 11-window commuter coaches or the BAR RPO-baggage cars. An article by Marty McGuirk on producing B&M and NH cars from the ECW kit appeared in Paint Shop in the January 1998 Model Railroader.

In 2005, Railway Classics imported brass 10-window American Flyer coaches decorated for B&M. I have not examined them. Neither have I examined Weaver's O Scale cars (tinplate and 2-rail were made).

In 2010 Rapido imported ready-to-run HO 10-window American Flyer coaches, including a version detailed and decorated for B&M. The curved skirts by the vestibule steps need to be removed for accuracy.

In the early 1980s NJ Custom Brass imported versions of the New Haven American Flyer cars which turn up at used brass dealers: Note that the B&M had no grill cars, and the NH converted its American Flyer grills to coaches not long after their stainless-sheathed grills arrived in 1948. Because of this, and the fact that all the cars I've seen have had full skirts, I've passed the sets up, even when reasonably priced. Long ago there was an HO etched brass and wood kit by Bennington Scale Models, which looks reasonable for its era. An old O-scale kit with a sand-cast aluminum body shell is reported to require an excruciating amount of filing and sanding to smooth the surface.

The B&M's articulated streamliner 6000 arrived in 1935, and remained in service until 1957. B&M Bulletin issues with material on it include Diesel Railroading on the B&M, with a fold-out scale drawing in March 1972 , Scheduling History in Spring 1982 and a reproduction of a brochure and general information and photos in June 1985 . It was on display at Edaville (South Carver, MA) from 1957 to 1995 A few years after Edaville closed it was transported by truck to Bartlett NH, where it sat beside Rt. 302 for several years. It eventually got moved to Claremont, NH, where a restoration project was begun recently it's been moved to Lincoln, NH where work continues slowly, as funds are available. (see http://www.flyingyankee.com/ for current info).

The Flying Yankee's configuration was substantially different from the CB&Q's Zephyr . There have been three brass models imported since 1980: The one I have examined closely is from Challenger (2081.1, 1993), and looks and runs satisfactorily. It came factory painted in the original B&M - MEC Flying Yankee scheme, which changed in 1945, when the train went into service as the Cheshire , on B&M rails only. It lacks the curved snow deflector applied below the cab windows in winter months most of the years the unit was in service.

Kitbashing Con-Cor's HO Pioneer Zephyr model should be possible, but the changes to the window and door layout are substantial and require joints in very visible locations. I've heard hints that an N-scale resin-bodied Flying Yankee may be offered commercially in the future.

These cars are pretty distinctive in photos the 36 inch high single windows can be identified when you can't see much else. The window layout was apparently an Osgood Bradley standard, as it was used in cars for the B&M, NYNH&H, NYO&W and WM well after the collapse of the pre-WWI Mellen empire. Good plans and photos of the coaches (Summer 1982) , combines (Spring 1982) and RPO/Baggage cars ( Winter 1981 - 82 ) have been published in the B&M Bulletin .

The article on the coaches also contains details on re-numbering, ventilation and electrical supply: All of the coaches had axle-driven generators, but by the end of WWII half were also equipped with jumper cables and roof-top conduits to draw power from the locomotive's train-lighting generator. Many received ice A/C in 1935 - 1937, with conspicuous ice boxes mounted under the floor. All were scrapped between 1958 and 1960, except for five coaches which went to South Korea.

An article (mostly pictures) on building the Bethlehem Car Works coach kit appeared in the June 1997 RailModel Journal . A construction article by Roger Hinman with a drawing of the coach appeared in the August 1998 Mainline Modeler . If you can find a copy, the NHRHTA's reprint Passenger Car Diagram book has well-dimensioned diagrams of New Haven coaches and RPO/Baggage cars that were similar to the B&M's.

Funaro and Camerlengo once offered an "Osgood Bradley coach" in cast resin. If it's typical of other cast resin kits, it'll be somewhat harder to assemble than a flat injection molded styrene kit.

I have built the Bethlehem Car Works etched brass and plastic kits for the 4500-4580 coaches and 3600-3607 baggage-smokers. They look pretty good, but represent another step up in skill level from all-styrene kits. One issue is that the prototype cars were about 13 ft. 8 in. high (before the train lighting conduits were added), about 4 inches lower than than contemporary heavyweight Pullmans. Of this, 2 ft. 8 in. was above the eaves according to original drawings reproduced in Train Shed Cyclopedia #42 . The original BCW kit's molded plastic roof was about 3 ft. 3 in. high, so I sanded mine down as much as I dared before assembly. In 2009, BCW was offering a resin roof which looked like it might have a lower cross-section, but I don't know if it is included in current kits. Another point is that if assembled per the instructions, the car sits about .060" too low on the trucks I shimmed my "truck mounting pad" down by that much.

In the mid-1970s, Nickel Plate Products imported a set of cars for the NYO&W Mountaineer . This included two coaches usable for B&M or New Haven, and a single baggage door, single vestibule combine which is usable for New Haven. The two baggage door/30' mail car is also usable for B&M (3110 - 3114), MEC (417 - 420) or NH (2760 - 2772) but the observation is pure NYO&W. All of the NPP cars have well detailed bodies, but the underframe fishbelly is missing. I've added BCW Kitbits #30B plastic fishbelly underframes to mine.

In 1931, the B&M and Maine Central jointly purchased four sets of DeLuxe equipment for the Flying Yankee, Pine Tree Limited and other Boston - Bangor name trains. The B&M's were numbered 4581 - 4584 (coaches) and 3608/3609 (combines). The MEC's were 261 - 265 and 521/522, respectively. A plan and photos of the coaches appear in the Winter 1982/83 B&M Bulletin . The DeLuxe cars were delivered with roller bearing trucks and (I think) "bucket seats". They received ice A/C in 1934, the first B&M cars so equipped. 4581 went to the MEC in 1950 to replace wrecked 266. The remainder of the B&M cars were sold in 1959. MEC 522 was renumbered 322 and operated into the 1980s on official trains. BCW #247 represents the combines, but I don't know of any accurate models of the coaches. The Branchline trains HO "single window" coach might do for a stand-in - it has three more windows per side.

Plans and photos of the Laconia cars appear in the Fall 1982 B&M Bulletin , and I haven't found any visible differences between the two orders. It appears that splicing two Athearn heavyweight steel baggage cars will create a creditable model of the side. I am still thinking about what to do about the recessed end panels. At worst, you cut out the area in question and make new panels of thin styrene with a rivet press. Bethlehem Car Works has an end of this style available, but you could run into trouble blending it into the Athearn roof contour. I've also seen another person's car based on a similar cut/splice of two IHC/Rivarossi heavyweight baggage cars.

A good plan and photos of the 1907 arch-window diners and diner-cafe cars appear in Leroy Hutchinson's B&M Wooden Diners article in the Summer 1977 B&M Bulletin . The diners were originally 1088 - 1093, renumbered to 88 - 93 during rebuilds between 1930 and 1932. The diner/cafes were originally 1094 - 1099. 1095 became Air Brake Instruction Car 2222 in 1926. The rest were renumbered to 94, 96-99 during rebuilds in the late 1920s. 90 is shown with top-equalized trucks circa 1940. Most were converted to wreck train kitchens during and after WWII. 1090 and 1094 are at the Illinois Railway Museum.

Good as-built plans and some photos of the 1930 diners (84 - 87) appear in the June 1972 B&M Bulletin . They are also covered (text and photos) in a food-service article in the Fall 1977 B&M Bulletin . The latter says all the diners are equipped with "Commonwealth" (from the context, top-equalized 242-type) trucks. I'm pretty sure this is incorrect, because photos show they all had 241x drop-equalized trucks as built See Kratville's Steam, Steel and Limiteds for several that are pre-WWII by the paint/lettering. I've found post-1950 photos of all but #86 with drop-equalized trucks. The diners appear to have received ice A/C about 1934 - the major change was a large ice box on the corridor side. The Mountaineer (ex- Maine ) survives at Steamtown, but the others were all converted to other uses by 1955. In 1994, Concord Junction produced etched brass sides for these cars, to be applied to cut-down Rivarossi 12-1 sleepers.

The B&M's parlor and parlor-buffet cars were scrapped or converted to baggage cars in the mid-50s, along with some heavyweight sleepers replaced by the 1955 P-S cars. Per the Fall 1977 Bulletin article, the Elm, Onward and Progress had 242-type trucks - the rest had 2410-type trucks. This is apparently an error, since Passenger Car Catalog and the Pullman Project database have Onward with 2410 trucks while Pullman-owned. All the parlor cars I've been able to spot in post-WWII photos are painted maroon with black roofs. The MEC also owned two Plan 2417D parlor-buffet cars ( Pine, Spruce ), and all appear with the 1947 P-S stainless-sheathed cars in pre-1956 photos of Boston-Bangor trains.

The only drawing of the interior of a Plan 2417 parlor-buffet that I've been able to find is in Passenger Car Catalog by Kratville. It shows the buffet as between the drawing room and vestibule, and the asymmetric paired windows at the other end as a small enclosed smoking lounge. Strangely, this plan shows only one lavatory - men's? A plan of a sister car to the Onward and Progress appeared in the June 1966 Model Railroader, but it isn't clear if they shared its interior arrangement some Plan 4019 cars had the lavatories at the vestibule end instead of the end windows shown in the MR plan.

Concord Junction has offered etched brass sides for the Plan 2417D Parlor-Buffet Cars ( Birch, Maple, Elm ), intended for use on the Rivarossi 12-1 body with New England Rail Service air-conditioning parts. The Walthers 28-1 parlor is Plan 3416, but I don't know of a good enough photo of Hemlock to compare configurations. In 2008, Bethlehem Car Works introduced a kit for a Plan 4019B car based on the Branchline Pullman suitable for Onward and Progress . Otherwise, see below for references to other Pullman kitbash tactics. Listings of imported brass don't usually contain enough detail for me to tell if any of the parlors match B&M cars.

Concord Junction has offered etched brass sides for a 12-2 sleeper, intended for use on a cut-down Rivarossi (formerly imported by AHM and IHC) 12-1 body. New England Rail Services also offers a line of parts for cut-and-splice conversions based on the Rivarossi car. See The Best of Mainline Modeler's Passenger Cars Vol. 1 , the April and May 1989 Model Railroader articles, and Railway Prototype Cyclopaedia Vol. 1 and 2 for the basics of heavyweight sleeper kitbashing. Branchline Trains has released their air-conditioned plastic 10-1-2 sleeper, which is as well executed as their recent 22-window coach. However, it is a Plan 3585, with pedimented ends, which only one B&M car ( Martel ) had. Both Branchline and Walthers have released 6-3 and 14-section cars. Note that Walthers painted their New Hamburg in maroon, while the B&M car remained Pullman Green until it was scrapped.

Modeler's Notes #34 listed the Pullmans that the B&M bought when Pullman divested in 1948. Wayner's Pullman Panorama says the cars were leased back to Pullman immediately. Pictures of B&M heavyweight sleepers in service are rare, but Harry Frye opined, based on 1952 and 1953 photos, that they probably remained Pullman green with "Pullman" lettering until they were scrapped, rebuilt to baggage cars or sold back to Pullman after the lightweight sleepers arrived in 1955. This has been confirmed by Tom Madden's Pullman Car Project database: Only the Valparaiso University received two-tone gray, in October 1954.

The B&M kept three heavyweight sleepers long enough to appear in Wayner's 1961 Pullman Company List of Cars - they were Gounod (6-3), Valparaiso University (12-2) and McSpadden (12-1) (other sources say all but Gounod had been retired in 1960). In mid-1960 McDade (12-1), Mapleton, Maskell and Ft. Bliss (all 10-1-2) had been sold back to Pullman, and are listed as being in "government storage".

Good information on CNR cars that pooled onto the B&M via the Central Vermont is available, and the CPR cars supplied for the Montreal trains via St. Johnsbury often appear in photos. It appears that during most periods, the CPR didn't provide sleepers for the Gull, though just before the lightweight 6-4-6s arrived, the train had been using heavyweight 8-1-2s that were probably CPR. Aside from a few runs of imported brass cars and a few recent resin kits, you're going to need some skill at kitbashing or scratchbuilding to obtain models of the more distinctive Canadian equipment.

These commuter haulers were part of a much larger PRR fleet, built at Juniata Shops. They were designed to be convertible to multiple-unit operation as the PRR electrification expanded, and I assume some were surplus when it finally reached Washington in 1938 other cars were sold to the Erie RR and the New York, Susquehanna & Western in the same period. The B&M bought coaches, combines and RPO-Baggages in 1940.

These cars pioneered the maroon passenger equipment scheme on the B&M when they arrived. Some coaches were rebuilt with platform gates for high-density commuter service near Boston. Commuter cars generally had their battery boxes and generators replaced with head-end power connections. Other cars of all types made frequent appearances in long-haul secondary passenger service (or sometimes as a non-A/C coach in a premier train) all over the system, many with head-end power conduits in addition to their generators and batteries. Before they were retired by the 1955 RDC order, most had their PRR trucks replaced with B&M standard drop-equalizer passenger trucks.

Until 2005, the only way to model the P-54s accurately short of scratch-building was brass imports, but in that year Funaro & Camerlengo introduced P-54 and PB-54 kits suitable for the B&M's fleet, some of which had platform gates instead of vestibule doors. Since 2009, Con-Cor has made a couple of runs of HO injection-molded coaches, combines and MB-54 baggage-mail cars. Railworks included well-executed brass locomotive-hauled coaches, combines and RPO-baggage cars in a post-2000 run at $155 each. Walthers had coach and combine kits with stamped-metal sides long ago, but they were too long, and the monitor profile looks a bit high compared with the prototype. The squat, wide, tight-clearance clerestory promises to be difficult to achieve via kitbashing.

Note that I'm a bit confused regarding the combines: Some sources indicate that 12 combines were purchased in 1946, and 4 more were purchased in 1952. However, other sources indicate that the 1952 group of combines were assigned lower numbers than the earlier combines. This wasn't done with the coaches, which puzzles me, so I've got more research to do. Reading Railroad fans have researched the original RDG car numbers - I'll put them on line one of these days.

Most of these cars were shipped to Korea after RDCs displaced most locomotive-hauled trains in 1956 and 1957 - as far as I know the remainder were scrapped by 1959. Per Modelers Notes #14 , the MEC also bought 10 coaches numbered 180 - 189 in 1946. These too went to Korea. The November 1984 Model Railroader had plans of the whole family of cars as built for the Reading. The March 1997 Railroad Model Craftsman had an article about the building the Bethlehem Car Works kits as B&M cars.

Bethlehem Car Works produces quality flat styrene kits of a Reading coach and combine, but only the coach exactly matches the ones the B&M and MEC bought. The combines the B&M bought had a different window arrangement (13 passenger-section windows instead of 12). In the mid-1990s Concord Junction Car Shops offered a cast resin side to correct the BCW kit, but since Bethlehem started offering the side moldings as separate items I chose to just cut and splice a coach and a combine side. All the photos I've seen of the B&M cars show a conspicuous train-lighting conduit running the length of the roof, whether the car is in a commuter train or the backwoods of New Hampshire. I modeled it with 0.020" brass wire. There is also a wide variation in the number and arrangement of the roof ventilators - I think the cars with more than 6 or 8 ventilators are going to turn out to be the gate-vestibule commuter fleet, but I'm not sure. Note that some kits come with B&M decals If you can't find one, use Micro-Scale 87-1014 or Accu-Cals 5827H, though the latter requires changing the letter-to-letter spacing in the road name.

In 2002, ready-to-run versions of the BCW coach and combine kit (assembled in China) became available from Intermountain. These appear to be well executed versions of the closed-vestibule cars, but do not include a train-lighting conduit. The combine has the proper window count.

Imported in 1996 (at about $180 each) by Railworks. The Boston & Albany version has an open vestibule with gates at the bottoms of the steps, which the New York Central Putnam Division coaches the B&M bought didn't have. However, it appears that the B&M removed the doors (while keeping the diaphragms) and added gates at the top of the steps (see the Northern New England Color Guide. ). I don't know the specifics, but I believe these cars were scrapped in the late '50s too.

The coach is a good match for the Branchline HO 80' 22-window coach kit. Maywald's Memories of the B&M shows a coach with 4-wheel drop-equalized trucks, Ward ventilators on the clerestory, lavatory vents and a train-lighting conduit on the roof. A photo of a combine in Forest, River & Mountain shows 6-wheel trucks, Ward ventilators and a train lighting conduit.

In 2011, Bethlehem Car Works introduced a kit for these cars, based on a Branchline core. I haven't built it yet.

Plans and photos of the 30' mail cars appear in the Spring 1983 B&M Bulletin . Around 1990, Steam Shack offered a pretty good HO cast-resin kit for the car with the 30' RPO section. They re-ran this in the winter of 2000, so it it worth looking for. Earlier, a photo was published of an arch-roof car built from Athearn components by a modeler at RPI. If you want a 15' RPO version, don't be deterred by significant window differences between the 15' and 30' cars: it appears openings only need to be filled, not added. These cars were scrapped about 1959.

See May 1991 Model Railroader for plans and info on a New York Central conversion. B&MRRHS Modeler's Notes #4 has plans of the B&M single door cars (converted at the B&M's Concord, NH Shops), a roster and photos. There have been various brass models of the original troop sleepers, and the Cannonball Car Shops plastic kit finally became available in 2001, but Walthers' RTR injection molded cars have made older models (except B&M 4-door cars) obsolete.

My own cars are built from Concord Junction cast resin kits produced around 1993. All the B&M versions were offered: 2-door, 4-door, RPO/Baggage, and the full-baggage conversion of the RPO/Baggage as well. Decals were included, and some kits came with Cape Line Allied Full Cushion trucks (he simultaneously offered kits for NYC and NH conversions as well).

With the original Concord Junction cars, be careful, the sides on both my kits needed a good deal of filing before the roof would overlap onto the ends. Also, the newer kit (in a plastic bag as opposed to a cardboard box) had a floor that was even shorter. I haven't yet found a coupler shank length that produces a really satisfactory way of mounting the coupler: the mounting screw comes too close to the joint between the end and the floor either way. About 1955, most, if not all, railroads using converted troop sleepers scrapped the Allied trucks after analysis of a wreck indicated they were at fault. They were often replaced with high-speed Bettendorf-outline trucks (the Chrysler FR-5 for many of the B&M cars). I don't know of any ready-to-run snubber-equipped Bettendorf or Chrysler-type trucks. For a long time after Cape Line shut down, the only sources of Allied trucks were a run imported by Overland and the Bethlehem Car Works Kitbits line. Eastern Car Works offered plastic Allied trucks, which are an option in the Cannonball kit too, and now Walthers has them in metal.

A new series of converted troop sleeper kits from Concord Junction appeared at the 2000 Springfield show, with brass sides and other components of resin. I haven't built one yet, but the etching on the sides looks nice. No four-door version was available at the show, but I've since read that Central Hobbies has them. I also picked up a styrene kit (from the CCS tooling), with plugs for the windows. I am thinking of trying to build it as one of the B&M 4-door conversions.

The original Walthers (HO) and Micro-Trains (N) RTR troop sleeper baggage conversions had a factory door arrangement correct for NYC, New Haven and possibly other roads. Since then, Walthers has offered HO RTR versions of the B&M single-door cars.

All of these cars had an arch roof, flat ends, no ice hatches and 8 foot wheelbase drop-equalized trucks, with two doors per side, approximately 4 feet wide. They had truss rods (and probably steel center sills, given the date built), and were rated to carry 36,000 pounds. As-built, most had small doors in the ends, but these disappeared in later rebuildings. The resources I have at hand don't give detail about the histories of the earlier cars. 1609, 1616 and most of the 1700s series ran until they were replaced by the 1957 steel milk cars. 1708, 1714, 1716 and 1718 (and possibly others) received Thermo-King mechanical refrigeration units for milk in bottles and cartons from Bellows Falls to Boston for First National stores. They had either one or two metal "Brookside" signs mounted on the sides as well. Photos indicate that the "Brookside" cars were shuttled back and forth in blocks. All the color photos I've seen show maroon sides and ends, black roof and underbody, and gold lettering, but they were probably green with gold lettering prior to the 1940s. A scale plan appeared in the Spring 1978 B&M Bulletin .

Overland imported brass models (OMI 3063 w/Thermo-King) in the 1980s - they're pretty good, but the exhaust stack on the mechanically refrigerated cars sticks up too high. I don't think I could have lowered mine without a resistance soldering setup. Funaro and Camerlengo offers a resin kit, which has a solid cast body which came with flash removed and primer applied (nice). I have one but haven't built it - I borrowed one Brookside sign decal for an Overland car and found it to be *very* fragile, so I'll overspray them with some kind of varnish before I finish the kit. Railworks imported both the normal and mechanically refrigerated cars in late 2001, but I haven't seen the photo that they base their factory painted silver roof on. The Micro-Scale B&M Milk Car set (MC-4241) does these cars, including the Brookside sign.

The trucks were 6'0" wheelbase, with a curved drop equalizer. A scale plan appears in the Spring 1978 B&M Bulletin . One survived into the 1970s as storage space at the Hood plant in Charlestown, MA. Funaro and Camerlengo did a flat resin kit of these cars. It looks nice, and now that Bethlehem Car Works has brought out a suitable truck in cast metal, maybe I'll get to it.

There is an article on the restoration of number 1920 at the Railway Museum of New England in B&M Bulletin Vol. XX #2 . Good drawings of both types of car were published in the February 1986 Railroad Model Craftsman . As built, they had Chrysler swing-motion trucks with roller bearings, but in later years these were replaced with standard roller bearing freight trucks. Operationally, the 4-door mechanical cars were purchased to run Bellows Falls - Boston for Finast/Brookside. The ice cars ran in general service, but since locomotive-hauled passenger trains vanished outside of the interline services by the end of 1958, they usually ran in solid trains with a caboose through the end of milk traffic in the mid-1960s.

Overland (OMI 3065 4-door, 3066 2-door, 1993?) and Challenger (1995?) have both imported brass models of these cars. Note that you may have a problem getting the right herald (blue B, white M) for an unpainted model. The Challenger models came with trucks that won't stay on the track, but the OMI models operate decently. Concord Junction issued a decal set when the Overland cars were new, but I haven't seen any copies in several years. A plastic kitbash based on the Walthers steel REA express reefer is another approach.

Roger Hinman's overview of B&M baggage cars in B&M Bulletin Vol. XX #3 is the best source I've found on the wood baggage and baggage/mail fleet. I've used it in preference to the B&M RR Passenger Equipment roster serialized in the Bulletin between 1980 and 1994, which has much more detail, but has some numbering sequence issues and equipment classification issues I find confusing. Roger also wrote a construction article for the blind-end wood/SUF cars with a plan in the May 1991 Mainline Modeler . In 2003, Bethlehem Car Works introduced an HO resin kit for the double 8' door version with the sawed-off clerestory end. In 2004, Bethlehem Car Works came out with an HO resin kit for the 4' x 8' door version with the sawed-off clerestory end. A few years later they followed on with an 8' x 8' door version. Some of the 2813 - 2853 series from Laconia have normal clerestory ends and might be easy to do starting with a wood kit (LaBelle?).

Roster information is primarily extracted from the 30-part series B&M RR Passenger Equipment , but I have omitted cars built prior to 1900 (due to the variety of different predecessor railroads they were built for, and the complex history of rebuildings and renumberings), and classes of cars gone from the roster before 1945 (to save effort). Note that most of these cars (except the 600 - 712 coaches) had been re-numbered around 1932 - the numbers I give are those assigned at that time.

The Fall 1981 B&M Bulletin reprinted an old plan of an open-platform coach. The old Ambroid or Northeastern kits (coach and four-baggage-door combine) represent these cars pretty well, though the width of the sheathing boards has been criticized. Some of the kits were re-issued by Rails and Structures (now defunct, I'm told).

In 2008, Bethlehem Car Works introduced a laser-cut wood/resin kit for a Laconia open platform coach similar to that reproduced by Ambroid. I haven't built mine yet, but doing the roof will definitely be easier than the tricky work involved in an Ambroid kit. More recently BCW has produced kits for 4-door and 2-door combines.

There's also a photo in the 1996 Walthers Catalog of a kitbash of these cars starting with Roundhouse plastic Pullman Palace cars. Don Valentine opines (in New England States Limited ) that the LaBelle HO-4 kit follows a B&M prototype - 60 feet long, with closed vestibules. I can't connect this with a specific number or class.

The Ambroid open platform baggage may be less accurate. I've seen one picture of a car with three doors per side and open platforms, but all the other B&M wood baggage cars I've seen had blind ends. I haven't built one yet, but a blind-end conversion would appear not to require so much fiddly work contouring and trimming the roof as the coaches and combines.

The Roundhouse plastic Pullman Palace diner is fairly close to the B&M's 1907 Pullman wooden diners. They were renumbered from 1088 - 1093 to 88 - 93 about 1930 and remained in service into the 1940s. Two remained as work train diners into the 1970s and then were preserved . A plan and article can be found in the Summer 1977 B&M Bulletin . Several of the LaBelle arch-window kits might also be used as a base for these cars.


This Boston and Maine RR 4-4-0 - History

Copyright 1997 - 2019 by James B. Van Bokkelen . This document may be duplicated and distributed for non-commercial purposes only, all other rights reserved. Corrections and criticisms to [email protected] .

With much thanks to Harry Frye and L. Stewart Twombly for their roster published in the Fall 1977 - Fall 1978 B&M Bulletin .

Pictures are (to date) from my own original slides and a few given me by J. R. McCarren, scanned with a Nikon Coolscan II and fiddled with in software. My first efforts appear somewhat blurred, compared to the originals as projected, but this was because I hadn't figured out how to increase the resolution. They'll get fixed as time allows.

I have three major groups of information about B&M diesels:

Abbreviations

  • MU: Multiple-unit control
  • Alco: American Locomotive Company Schenectady, NY
  • EMD: Electro-Motive Division of General Motors LaGrange, IL
  • F-M: Fairbanks-Morse Beloit, WI
  • GE: General Electric Erie, PA
  • A1A-A1A: Whyte classification for two trucks, each with three axles, the outer two powered.
  • B-B: Whyte classification for two trucks, each with two powered axles.
  • B-2: Whyte classification for two trucks, one with two powered axles, one with two idler axles.
  • Billerica Shops switcher
  • North Adams switcher
  • Keene switcher
  • Woodsville switcher
  • Haverhill switcher
  • Biddeford switcher
  • Lakeport - Franklin Falls local freight
  • Claremont Jct. - Bradford NH local freight
  • Northampton switcher
  • Springfield switcher (alongside larger switchers)
  • Amesbury switcher

EMD and Alco B-B 800 & 900 HP switchers

GE, EMD and Alco B-B 600 HP switchers

EMD and Alco B-B 1000 HP switchers

Alco B-B Freight and Dual-Service Roadswitchers

EMD B-B Freight and Dual-Service Roadswitchers

EMD A1A - A1A Passenger Cab Units

EMD B-B Freight and Dual-Service Cab Units

Most B&M diesel paint schemes are hard to do without appropriate commercial lettering the stripes on the maroon and black schemes using the Minuteman herald are going to be very difficult to arrive at either freehand or with dry transfers. For later eras, the multi-colored or outlined McGinnis interlaced BM herald shouldn't be too difficult to apply with dry transfers, but would require a lot of skill to hand letter. Decals for most equipment have been offered in HO and N scale, but I don't know how the market looks for O or S.

Black all over, with a rectangular "Boston and Maine" herald in white under the cab window or on the long hood. Switchers purchased before 1944 arrived in this scheme, including all SWs, SCs and HH-660s, as well as early SW-1s, NW-2s and 44-tonners. The earliest Alco S-1s and S-2s were delivered while this scheme was in use, but I've never seen a photo proving they received it. In the 1950s, some EMD switchers got a Minuteman herald on the cab side in addition to the block herald on the hood.

The first version of the B&M's maroon with gold stripes scheme was applied to the EMD FT locomotives delivered starting in 1943. The carbody sides and cab were maroon and the roof, underbody and blind ends were black. Initially, there was no Minuteman herald, and the "Boston and Maine" on the side was enclosed in a Chinese Red wing herald (similar to that used on the side of the Flying Yankee ). As the FTs were shopped in the late 1940s, the wing heralds on the sides were removed and replaced with the road name on a gold background. At more or less the same time, a Minuteman herald was applied to the nose, but photos show units in service with repainted sides but original noses.

Cab, hood and underbody black, trucks silver. Horizontal red stripes outlined in white on front end of hood (or the ends of both hoods on a 44-tonner or RS-2 no. 1500). Minuteman herald and engine number on cab side. This scheme was applied to switch engines delivered between the final years of WW-II and about 1952: EMD SW-1s and NW-2s, Alco S-1s, S-2s, S-3s and S-4s, and GE 44-tonners. The only non-switcher to receive this scheme was the first Alco RS-2, no. 1500, which kept it into the early 1970s.

I've been satisfied with Accu-Cals for this scheme. Floquil Platinum Mist works well for the silver trucks.

The most common version of the Maroon and Gold Minuteman scheme first appeared on the first two EMD E-7s in 1945: Maroon carbody sides and nose, with black roof, blind end and underbody. A Minuteman herald was applied to the nose door, and four wide gold stripes ran the length of the sides. Finer gold stripes trimmed above and below the radiator openings. The road name appeared in a gold panel overlaying the upper three gold stripes. Except for the 1946 order of E-7s, all post-1944 B&M cab units were delivered in this paint, and most kept it all their lives. E-7s 3802 - 3815 were delivered in "Rock Island-style" maroon and cream paint, which had been replaced with maroon and gold by late Fall 1948.

Maroon and gold was also applied to roadswitchers: the BL-2 variation had a black roof and a nose herald (both ends), but only a single wide gold stripe instead of the upper three on other versions. RS-2s had all four stripes and nose heralds, but didn't have any black on the roof as delivered. A number of RS-2s received black roofs later. GP-7s also had a maroon roof, with cab-side heralds and four stripes. Early RS-3s had nose heralds (long hood only). The last RS-3s were delivered in 1954 with cab-side heralds and silver trucks. All RS-3s had black on the top of the hoods and cab roofs.

Four orders of switchers were delivered in maroon and gold, with cab-side heralds, black roofs and aluminum trucks: The 1953 order of EMD SW-1s and all the SW-8s, SW-9s and Alco S-5s. A few older switchers were re-painted in maroon and gold in the 1950s, when assigned to road service.

Some engines kept their maroon/gold paint into the late 1970s. When their footboards were removed, they received orange step wells and white sill stripes. The last engine re-painted in maroon and gold by the B&M was SW-9 no. 1223, which was done in co-operation with some railfan elements around 1981. It and 1220 were repainted from maroon/gold to gray at the time of the Guilford merger.

There were two visible variations in the maroon/gold scheme. First, about 1953, some engines started coming out of Billerica Shops with the trucks painted aluminum. I've seen photos of E-7s, FTs, F-2s, BL-2s, RS-2s, RS-3s, GP-7s, SW-8s, SW-9s and S-5s painted this way. The silver trucks disappeared from Es, Fs and GPs quite quickly after McGinnis took over in 1955, but I've seen RS-3s with recognizably silver trucks a decade later. The second variation was in the color used to letter the "Boston and Maine" on the gold side panel: The letters can be either maroon or black, depending on the engine and the period. All the color photos of Alco S-5s, BL-2s and repainted FTs I've seen show maroon letters. Most E-unit pictures show black letters, but I've seen counterexamples. Fs, GPs and RSs could be lettered either way - go by a picture if you're worried about it.

For HO scale, I've used Accu-Paint "Engine Maroon", and either Accu-Cals or Micro-Scale decals. Other people think "E-L Maroon" is a better match, but photos show considerable variation, either due to weathering or different batches of paint, so I'd say follow your taste. Which black to use is also a matter of taste - I like Floquil Grimy Black roofs and Weathered Black underbodies best.

Aside from experimental paint jobs applied to some F-2s (4225A/B, 4226A/B and 4256), an F-3 set (4228A/B), an E-7 (3814) and an S-4 (1274), President McGinnis's investment in professional design services was directed at the GP-9s and GP-18s. The result is widely referred to as the "Bluebird" scheme: blue hoods, black cab side, cab roof, ends and underbody, and white cab ends, end stripes and side sills. These units were re-painted as Bluebirds when shopped up until the advent of the solid blue scheme in the late 1960s the last Bluebirds kept their paint into the late 1970s. Some remained when footboards were removed from all engines, and so received the orange step wells. I believe all the Bluebirds were gone before the Guilford merger.

I haven't painted anything in this scheme in years - back around 1973 I mixed my own Floquil B&M Blue out of Diesel Light Blue with about 20% Reefer White added, and used Walthers decals. My next attempt at this will use Accu-Paint B&M Blue and Accu-Cals I haven't looked at Micro-Scale's offerings.

About 1969, Billerica Shops started applying a solid blue scheme to yard and road units. The trucks and underbody were black, and a white stripe was applied along the side sill (or the bottom edge of the carbody of F-units). An all-white interlaced BM herald was applied to the cab side of switchers and road switchers, and to the nose and side of the carbody of F-units. The GP-38-2s arrived in this scheme, but the GP-40-2s had "Boston and Maine" lettered in white on the long hood, and kept the interlaced herald on the cab. Late in the 1970s, some GP-9s received a variation with a larger "Boston and Maine" on two lines on the long hood, and no interlaced herald. During the period when footboards were being removed from engines, most received orange step wells, but most were repainted black before the Guilford merger.

I've never painted any units in this scheme, but the blue appears to have remained more or less unchanged - by the time the GP-40s arrived, they were noticeably darker than the GP-38s, but that was probably the older paint bleaching a bit - the paint they used on the GP-7s certainly did over the years. I'd start out with Accu-Paint B&M Blue and maybe add a little white for some units, to taste.


This Boston and Maine RR 4-4-0 - History

The Boston & Maine Railroad traces its roots back to a venture in Massachusetts called the Andover & Wilmington Railroad in 1833. As the railroad expanded north towards Portland, Maine, a New Hampshire company called the Boston & Maine Railroad was created in 1835 to extend the Andover & Wilmington's rail line from the MA-NH state line to the border of Maine. In 1842, all the railroad companies that made up the Massachusetts to Maine route merged, carrying forward the Boston & Maine Railroad name. With construction of new rail lines and the lease and acquisition of other railroad companies, by 1900 the B&M had a dense rail network that covered Massachusetts, New Hampshire, Maine, Vermont, and Quebec.

The Worcester, Nashua and Portland Division

The first sections of what would become the Worcester, Nashua & Portland operating division of the Boston & Maine started in Worcester, Massachusetts with the construction of the Worcester Branch Railroad and Worcester & Nashua Railroad in 1848. The Worcester & Nashua Railroad had a route from Worcester to Nashua through Ayer, back in the days when railroad names often reflected their destination cities.

The Nashua & Rochester Railroad was constructed from Nashua to Rochester, with trains first travelling the route in 1874. The railroad's primary sponsor was the Worcester & Nashua Railroad to reach Portland, Maine. The last hurdle, reaching Portland, was completed by the Portland & Rochester Railroad in 1871 with support from the City of Portland. The Portland & Rochester joined the Boston & Maine Railroad in 1883.

Due to the massive costs of building the route between Nashua and Rochester and its operational expenses, the W&N and N&R companies reorganized in 1883 as the Worcester, Nashua & Rochester Railroad. The debts of construction and a not-so-profitable route between Nashua and Rochester were still too overwhelming for the new railroad and was absorbed into the Boston & Maine's growing regional railroad system in 1886. Its inclusion marked the creation of the Worcester, Nashua & Portland Division.

By 1900 the Boston & Maine Railroad had three routes between Massachusetts and Portland, Maine, and despite the multiple routes the WN&P held the honors of the busiest single-track, non-signaled main line in the country. The Boston & Maine made improvements such extending a second main line track in Massachusetts to Nashua and installing signals over the entire route in 1913.

Unfortunately the B&M did not see the need to maintain three routes to Maine, and the Worcester, Nashua & Portland was the first to get cut. The division itself ceased to exist in 1925, with the line split and shared between two other operating divisions. With this change, what was once a main line between Nashua and Portland dropped to branch line status. Schedule changes and declining use of the rail line saw the eventual end to trains between Hudson and Fremont and between Epping and West Gonic in 1934. A section in Nashua and what remained in Hudson were abandoned not long after in 1941 and 1942 respectively.

The line between Rochester and Portland saw new life in 1949 with the start-up of the Sanford & Eastern Railroad. The railroad was owned by Sam Pinsley, who was acquiring rail lines being abandoned that still had small volumes of rail traffic. Like what happened on many of the other New England shortlines he created, the remaining rail customers slowly closed, moved, or switched to trucks for shipping. With fewer and fewer customers the Sanford & Eastern stopped running in 1963.

The remnants of the WN&P on the B&M system continued through the years until 1981 with the next series of abandonments - Rochester to West Gonic and Ayer to Hollis. A short one mile stretch in Nashua eventually was torn up in 1993. Today, trains still regularly travel between Worcester and Ayer, but the remainder of this once busy route is now a mix of recreational trails, state highways, and abandoned railbed.


Boston & Maine Railroad

5th Street Bridge (Worcester County, Massachusetts)
Replaced.
Lost Concrete through arch bridge over B&M RR and Nashua River on Fifth Street in Fitchburg
Replaced by new bridge in 2003
Ammonoosuc Rail-Trail - Ammonoosuc River Bridge (Grafton County, New Hampshire)
Built by Boston & Maine RR line taken over by New Hampshire & Vermont RR, bridge abandoned 1997
Skewed Baltimore through truss bridge over Ammonoosuc River on Ammonoosuc Rail-Trail (Former Railroad)
Open to pedestrians only
Ammonoosuc Rail-Trail - Amonoosuc River Bridge (Littleton, E) (Grafton County, New Hampshire)
Built by Boston & Maine RR line taken over by New Hampshire & Vermont RR, bridge abandoned ca. 1997
Pin connected Pratt through truss bridge over Ammonoosuc River on former Boston & Maine Railroad
Open to pedestrians only
Ammonoosuc Rail-Trail - Amonoosuc River Bridge (Littleton, Middle) (Grafton County, New Hampshire)
Built 1924 by Boston Bridge Works Line Abandoned 1997
Baltimore through truss bridge over Ammonoosuc River on Ammonoosuc Rail-Trail
Open to pedestrians only
Ammonoosuc Rail-Trail - Amonoosuc River Bridge (Littleton, W) (Grafton County, New Hampshire)
Built 1911 by Boston Bridge Works Line abandoned 1997
Warren through truss bridge over Amonoosuc River on Amonoosuc Rail Trail
Open to pedestrians only
Andover Road Bridge (Middlesex County, Massachusetts)
Built 1927 rehabilitated 1980 replaced 2006
Wooden bridge over MBTA/BMRR on Andover Road in Billerica
Replaced by a new bridge
Ashuelot Rail Trail - Ashuelot River Bridge #1 (Cheshire County, New Hampshire)
Built c. 1880's by the Boston Bridge Works Abandoned 1983 Converted to rail-trail 2009
Double-intersection Warren through truss bridge over Ashuelot River on Ashuelot Rail Trail
Open to pedestrians only
Ashuelot Rail Trail - Ashuelot River Bridge #2 (Cheshire County, New Hampshire)
Built c. 1880's by the Boston Bridge Works Abandoned 1983 Converted to rail-trail 2009
Double-intersection Warren through truss bridge over Ashuelot River on Ashuelot Rail Trail
Open to pedestrians only
Ashuelot Rail Trail - Ashuelot River Bridge #3 (Cheshire County, New Hampshire)
Built c. 1880's by the Boston Bridge Works Abandoned 1983 Converted to rail-trail 2009
Double-intersection Warren through truss bridge over Ashuelot River on Ashuelot Rail Trail
Open to pedestrians only
Ashuelot Rail Trail - Ashuelot River Bridge #4 (Cheshire County, New Hampshire)
Built c. 1880's by the Boston Bridge Works Abandoned 1983 Converted to rail-trail 2009
Double-intersection Warren through truss bridge over Ashuelot River on Ashuelot Rail Trail
Open to pedestrians only
Assabet River Rail Trail - Assabet River Bridge (Middlesex County, Massachusetts)
Built 1887
Deck plate girder bridge over Assabet River on Assabet River Rail Trail
Open to pedestrians only
B&M Railroad Bridge (Grafton County, New Hampshire)
Built 1945 Abandoned c. 1960's
Abandoned timber stringer bridge over Abandoned B&M Railroad on Abandoned road
Derelict/abandoned
BM - Alcott Trestle (Hillsborough County, New Hampshire)
Lost Warren deck truss with alternating verticals bridge on B&M Keene Branch
Removed but not replaced
BM - Assabet River Bridge (Middlesex County, Massachusetts)
Built 1931, abandoned 1987
Abandoned timber stringer bridge over Assabet River on B&M Central Mass Branch
Derelict/abandoned
BM - Atlantic Mills Bridge (Essex County, Massachusetts)
Lost Warren through truss bridge over North Canal on Boston & Maine Railroad
Removed
BM - Bearcamp River Bridge (Carroll County, New Hampshire)
Abandoned 1972
Baltimore through truss bridge over Bearcamp River on B&M Conway Branch
Open to pedestrians only
BM - Bennington Covered Bridge (Hillsborough County, New Hampshire)
Built 1877
Lost Through truss bridge over Contoocook River on Boston & Maine Hillsborough Branch
Destroyed by fire
BM - Bridge 118.46 US-4 Bridge (Grafton County, New Hampshire)
Built 1941
1941 Concrete culvert bridge over B&M RR/Trail on US-4
Open to traffic
BM - Clark Street Bridge (Middlesex County, Massachusetts)
Built 1908
Lost Howe pony truss bridge over Boston & Maine RR on Clark Street
Replaced by a new pedestrian bridge
BM - Clinton Tunnel (Worcester County, Massachusetts)
Built 1903
Abandoned tunnel on abandoned railroad grade in Clinton
Abandoned
BM - Clinton Viaduct (Worcester County, Massachusetts)
Built 1903, demolished 1975
Lost Deck plate girder bridge over Nashua River, River Street, and Boylston Street on B&M Central Massachusetts Branch (abandoned) in Clinton
Demolished
BM - Concord River Bridge (Middlesex County, Massachusetts)
Abandoned timber stringer bridge over Concord River on Abandoned rail line in Lowell
Abandoned
BM - Connecticut River Bridge (Windham County, Vermont)
Built 1912 by the American Bridge Co. Abandoned 1983
Abandoned baltimore through truss bridge over Connecticut River on abandoned BM Fort Hill Branch
Derelict/abandoned
BM - Connecticut River Bridge (1882) (Windham County, Vermont)
Built 1882 Replaced 1930
Lost Lattice through truss bridge over Connecticut River on Boston & Maine Railroad
Replaced by a new bridge
BM - Connecticut River Bridge (1927) (Cheshire County, New Hampshire)
Built 1927 Closed 1970 Removed ca. 1982
Lost Bridge over Connecticut River on Former Boston and Maine Railroad
Removed but not replaced
BM - Contoocook River Bridge (Hillsborough County, New Hampshire)
Built 1930
Steel stringer bridge over Antrim Road on Boston & Maine Railroad in Bennington
Derelict/abandoned
BM - Franklin Covered Bridge (Merrimack County, New Hampshire)
Built 1890 Center pier lost 1936 Collapsed 1945
Lost covered bridge over Merrimack River on Boston & Maine Railroad
Collapsed
BM - Goffstown Covered Bridge (Hillsborough County, New Hampshire)
Built 1901, Burned 1976
Lost Through truss bridge over Piscataquog River on Boston & Maine Railroad
Destroyed by fire
BM - Great Trestle (Hillsborough County, New Hampshire)
Built 1908 Removed 1984
Lost Deck plate girder bridge over Souhegan River and NH-31 on B&M Greenville Branch
Removed but not replaced
BM - Green River Bridge (Franklin County, Massachusetts)
Built 1876
Lost Pratt deck truss bridge over Green River on Boston & Maine Railroad in Greenfield
Replaced by a new bridge
BM - High Street-Clipper City Rail Trail Bridge (Essex County, Massachusetts)
Built 1907
Steel stringer bridge over B&M Railroad-Clipper City Rail Trail on St113 High Street
Open to traffic
BM - Hillsborough Covered Bridge (Hillsborough County, New Hampshire)
Built 1903 Pier washed out 1938 Abandoned 1979 Destroyed 1985.
Lost Town lattice truss bridge over Contoocook River on Boston & Maine RR
Destroyed by arsonists in 1985
BM - Hudson River Bridge (Saratoga County, New York)
Built 1901
Bridge over Hudson River on Boston & Maine Railroad
Removed but not replaced
BM - I-95/MA-128 Bridge (Middlesex County, Massachusetts)
Built 1960, rehabilitated 1988
Abandoned pony/through plate girder bridge over MA-128/I-95 on B&M Central Massachusetts Branch (abandoned)
Derelict/abandoned
BM - Linden Street Bridge (Middlesex County, Massachusetts)
Built 1894
Lattice through truss bridge over Linden Street on B&M Central Massachusetts Branch (abandoned)
Closed to all traffic
BM - Marston Hill Road Bridge 94.92 (Merrimack County, New Hampshire)
Deck plate girder bridge over Marston Hill Rd on BMRR/Northern Rail Trail
Open to traffic
BM - Mascoma River Bridge 130.12 (Grafton County, New Hampshire)
Pony/through plate girder bridge over Mascoma River on B&MRR/Northern Rail Trail
Open to traffic
BM - Mascoma River Bridge 131.19 (Grafton County, New Hampshire)
Pony/through plate girder bridge over Mascoma River on B&MRR/Northern Rail Trail
Open to traffic
BM - Mascoma River Bridge 131.97 (Grafton County, New Hampshire)
Deck plate girder bridge over Mascoma River on B&MRR/Northern Rail Trail
Open to traffic
BM - Mascoma River Bridge 134.50 (Grafton County, New Hampshire)
Pony/through plate girder bridge over Mascoma River on B&MRR/Northern Rail Trail
Open to traffic
BM - Mascoma River Bridge 135.01 (Grafton County, New Hampshire)
Pony/through plate girder bridge over Mascoma River on B&MRR/Northern Rail Trail
Open to traffic
BM - Mascoma River Bridge 135.24 (Grafton County, New Hampshire)
Deck plate girder bridge over Mascoma River on B&MRR/Northern Rail Trail
Open to traffic
BM - Mascoma River Bridge 135.35 (Grafton County, New Hampshire)
Deck plate girder bridge over Mascoma River on B&MRR/Northern Rail Trail
Derelict/abandoned
BM - Mascoma River Bridge 136.40 (Grafton County, New Hampshire)
Deck plate girder bridge over Mascoma on B&MRR/Rail to Trail
Open to traffic
BM - Mascoma River Bridge 137.03 (Grafton County, New Hampshire)
Pony/through plate girder bridge over Mascoma River on B&MRR/Northern Rail Trail
Open to traffic
BM - Mascoma River Bridge 137.16 (Grafton County, New Hampshire)
Deck plate girder bridge over Mascoma River on B&MRR/Northern Rail Trail
Open to traffic
BM - Mascoma River Bridge 137.62 (Grafton County, New Hampshire)
Pony/through plate girder bridge over Mascoma River on B&MRR/Northern Rail Trail
Open to traffic
BM - Mascoma River Bridge 138.59 (Grafton County, New Hampshire)
Deck plate girder and deck plate stringer bridge over Mascoma River on Northern Rail Trail
Open to pedestrians only
BM - Mascoma River Bridge 140.83 (Grafton County, New Hampshire)
Abandoned pony/through plate girder bridge over Mascoma River on Abandoned B&M Railroad
Derelict/abandoned
BM - Merrimack River Bridge (Essex County, Massachusetts)
Built 1888
Pratt deck truss bridge over Merrimack River on Boston & Maine RR
Derelict/abandoned
BM - Merrimack River Bridge (Haverhill) (Essex County, Massachusetts)
Built 1880 by the Phoenix Bridge Co. replaced by present structure 1919
Lost Whipple through truss bridge over Merrimack River on B&M Western Route
Replaced by a new bridge
BM - Merrimack River Bridge (Old) (Essex County, Massachusetts)
Replaced 1888
Lost Through truss bridge over Merrimack River on Boston & Maine Railroad
Replaced by a new bridge
BM - Merrymeeting River Bridge (Belknap County, New Hampshire)
Lost Double-intersection Warren deck truss bridge over Merrymeeting River/Letter S Rd on B&M RR
Removed but not replaced
BM - Mystic River Drawbridge (Suffolk County, Massachusetts)
Built 1893-4 Deck trusses added 1917 Tower rebuilt 1933 Stringers added 1955-56 Replaced 1989
Warren deck truss bridge over Mystic River on Boston & Maine Railroad
Replaced by a new bridge
BM - North Station Drawbridge (1835) (Suffolk County, Massachusetts)
Built 1835 Replaced 1931
Lost Warren deck truss bridge over Charles River on Boston & Maine Railroad
Replaced by a new bridge
BM - Pacific Mills Bridge (Essex County, Massachusetts)
Abandoned deck plate girder bridge over North Canal on Boston & Maine Railroad
Abandoned
BM - Power Canal Reservoir Bridge (Franklin County, Massachusetts)
Abandoned bridge over Power Canal Reservoir on Abandoned Boston & Maine Railroad-Turner Falls Branch
Derelict/abandoned
BM - Sheldons Pond Bridge (Hillsborough County, New Hampshire)
Lost Deck truss bridge over Sheldons Pond on Boston & Maine RR
Removed but not replaced
BM - Smith River Bridge 113.84 (Merrimack County, New Hampshire)
Built 1914
1914 Pony/through plate girder bridge over Smith River on B&MRR/Northern Rail Trail
Open to traffic
BM - Souhegan River Covered Deck Truss (Hillsborough County, New Hampshire)
Built 1851 Burned 1907 Replaced 1908
Lost Deck truss bridge over Souhegan River on Boston & Maine railroad
Destroyed by fire
BM - Southern Division Merrimack River Bridge (Essex County, Massachusetts)
Lost Double-intersection Warren through truss bridge over Merrimack River on Boston & Maine Railroad
Replaced by a road bridge
BM - Southern Division Station Bridge (Essex County, Massachusetts)
Lost Pratt through truss bridge over North Canal on Boston & Maine Railroad
Removed
BM - Spur Bridge (Worcester County, Massachusetts)
Abandoned steel stringer bridge over North Nashua River on B&M RR spur
Derelict/abandoned
BM - Sudbury River Bridge (Middlesex County, Massachusetts)
Built 1933 abandoned 1987
Abandoned timber stringer bridge over Sudbury River on B&M Central Massachusetts Branch (abandoned)
Derelict/abandoned
BM - Sugar River Bridge 45.94 (Sullivan County, New Hampshire)
Deck plate girder bridge over Sugar River on Sugar River Trail/B&MRR
Open to traffic
BM - Sulphite Railroad Covered Bridge 29-07-09 (Merrimack County, New Hampshire)
Built 1896 as Covered Pratt Deck Truss, Abandoned 1976, Outer wood burned off by vandals in 1980
Pratt deck truss bridge over Winnipesautee River on Former Boston & Maine Railroad (Franklin & Tilton Railroad)
Closed to all traffic
BM - Suncook Loop Covered Bridge (E) (Merrimack County, New Hampshire)
Built 1889 Closed 1935 Destroyed by Flooding 1936
Lost Through truss bridge over Merrimack River on Boston & Maine Railroad
Destroyed by flooding
BM - Suncook Loop Covered Bridge (W) (Merrimack County, New Hampshire)
Built 1889 Closed 1935 Destroyed by Flooding 1936
Lost Through truss bridge over Merrimack River on Boston & Maine Railroad
Destroyed by flooding
BM - Swift River Bridge (Hampden County, Massachusetts)
Built 1887
Lost Double-intersection Warren deck truss bridge over Swift River, Main Street, and B&A Athol Branch ROW on B&M Central Massachusetts Branch (abandoned)
Removed but not replaced
BM - Wachusett Spillway Bridge (Worcester County, Massachusetts)
Built 1903
Stone arch bridge over Wachusett Reservoir Spillway on B&M Central Massachusetts Branch (abandoned) in Clinton
Open to pedestrians only when dam area is open to the public
BM - Watertown Branch Charles River Bridge (East) (Middlesex County, Massachusetts)
Abandoned timber stringer bridge over Charles River on Boston & Maine Watertown Branch
Removed
BM - Watertown Branch Charles River Bridge (West) (Middlesex County, Massachusetts)
Lost Timber stringer bridge over Charles River on Boston & Maine Watertown Branch
Demolished

Railroad Marking Mysteries

One of the more interesting -- and sometimes perplexing -- tasks among railroadiana collectors is identifying railroad markings. Since the beginning of the industry, railroads marked their property with initials, mainly to discourage theft and pilfering. Occasionally items were marked with the full railroad name, but it was much more common to use initials such as "P.R.R". or "U.P R.R." Today, marked items such as lanterns, globes, keys, locks, and tools surface in the collectors' market and challenge collectors to link initials with specific railroads.

In some instances the task is relatively easy. Many initials are, for all practical purposes, unique and unambiguous. For example, "P.R.R." was the marking of the Pennsylvania Railroad and "G.N. Ry" was the Great Northern Railway. Other markings can be very ambiguous. Case in point: In the early 1900's two railroads with the same initials -- Monongahela Railroad and Montour Railroad -- operated in the same little corner of Western Pennsylvania. Both were coal-hauling roads, both used the marking "M.R.R.", and the evidence suggests that both even used similar equipment, for example, Dietz "Vesta" lanterns. The Monongahela Railroad was reorganized in 1915 and changed its name to "Railway" (abbreviated "Ry.") but items dating before this point in time cannot be attributed to one railroad versus the other, even if found in Western Pennsylvania. The task is complicated by the fact that other railroads in other parts of the country had these same initials, so an item marked as such can be anybody's guess.

To link initials with railroads, collectors rely on a number of sources. Two comprehensive references by Edson and Gross (See our book list ) list all known railroad names. There are also primary sources of railroad information, especially the "Official Guide", a commercial transportation reference, and business publications such as "Moody's Steam Railroads". One problem with most comprehensive reference lists of railroad names is that they are based on business records and not necessarily on known markings. It was common practice (and even current practice) for railroads to form subsidiary companies for purposes of construction, financial, or operational purposes. Such "paper railroads" may or may not have had actual markings applied to equipment. Nevertheless, the large number of such railroads adds to the list of possible candidates for a given set of initials and often makes the identification process a matter of probability rather than certainty.

In addition to consulting reference lists, it is sometimes possible to draw upon the expertise of collectors who bring more evidence to specific instances. A case in point is the long-standing ambiguity between two New England railroads, the Boston & Albany and the Bangor & Aroostook, both with "B.&A. R.R." initials. Scott Czaja, a veteran collector of New England railroad artifacts, has this to say about distinguishing lanterns with this marking:

"I believe that the key to most of the earlier lanterns is that the Boston & Albany RR started in 1869 (merger of Boston & Worcester RR and Western RR). Another key is that the Boston &Albany was under New York Central control for most of its life. Now for specifics:

Fixed Globes: The Boston & Albany purchased many fixed globe lanterns. These are both "cut" globes and "cast" globes. The cut globes are earlier and tend to be made by the New England Glass Company. These typically have the "dagger" out vents and rounded 5 point star intakes (on the base) with a the unique New England Glass Company pinch pot. The "cast" fixed globes were made by Steam Gauge and C.T. Ham Manufacturing. There are Clear, Red and Blues know to exist. These were "Engine" lamps that have a very small footprint and trended to be used as markers on the base of the engine (like a classification light) rather than as a brakeman's signal lamp.

Early removable Globe brasstops: Perhaps the earliest Brass Tops used by the Boston & Albany are those made by New England Glass Company. These are often triple marked (lid, bell, globe) and take what I call the "fat top" barrel globe. These globes are slightly shorter and have a wider opening at the top that a typical New England 6" barrel globe. They measure 5 ½" in height and 2 ¾" diameter at the top. These globes will also fit Boston and Albany Steam Gauge frames. RR Signal brass tops with barrel globes are most likely Boston & Albany also. I have had a Boston & Albany C.T. Ham that came with a barrel globe.

The earliest Bangor & Aroostook lantern that I know of is a C.T. Ham brasstop bellbottom with an amber etched extended base globe. A friend saw it in an add in Yankee magazine in the 1970s. An employee of the BAR scooped 3 great lanterns from the yard at Northern Maine Junction and this was one of them. The Bangor & Aroostook was formed in 1892, so this sounds correct. Another earlier style lantern that may be unique to the BAR is an Armspear (post "Railroad Signal Lamp & Lantern Co." form) in what we call the "big bell" tin top bellbottom. These have an oversized 7" bell (most bells are 6-6 1/2" diameters) and were probably purchased to withstand use in heavy snow conditions.

Because the Boston & Albany was under NYC control they tended to use many Dietz products. I speculate that All B&A RR Dietz #6 bellbottom lanterns are Boston & Albany. When standard reporting marks came onto the scene (post WWI), the Bangor & Aroostook started ordering their lanterns with BAR.

Some of the more common marks are:

  • New England Glass - fixed and removable globes - Boston & Albany
  • Fixed globe C.T. Ham & Steam Gauge "Engine" lamps - Boston & Albany
  • Railroad Signal Lamp & Lantern Co. Brasstops - Boston & Albany
  • Dietz #6 bellbottoms - Boston & Albany
  • Porters - Boston & Albany
  • C.T. Ham 5 3/8: With barrel globe - Boston & Albany With standard 5 3/8 globe - Bangor & Aroostook
  • Adlake Reliables: B&A RR - I think are BOSTON & ALBANY (but the battle rages on)
  • Adlake Shorties (3" globe): BAR - Bangor & Aroostook (often with rubber bail handles for snow protection, etched globes tough to find, cast globes impossible to find)
  • Dietz Vestas: BOSTON & ALBANY (some with "B&A" cast globes, common with NYCS or NYCL globes) BAR - Bangor & Aroostook (pretty rare)." [End of Scott's comments. Thanks, Scott!]

There are a number of similar ambiguities, such as "M.C. RR" (Michigan Central Railroad versus Maine Central Railroad), the aforementioned "M.R.R.", and "S.I. Ry." (Southern Indiana Railway versus Spokane International Railway).

The key to resolving some of this ambiguity lies with more careful analysis such as Scott's commentary above. However, in all likelihood, some ambiguity in railroad markings may never be resolved. The real answers have been lost to time and will remain one of the mysteries of the hobby.


Watch the video: Top Ten 4-4-0 Type Steam Locomotives (December 2022).

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