Post by acollins on Jan 31, 2014 11:30:11 GMT -5
Hey folks,
I have finally settled and started work on my proto freelancing railway, and thought I would share my idea with you.
It is set in the early 2000s and is located in the provinces of Ontario and Quebec utilizing a handful of cast of lines from CP and CN, plus the parent road, my father's fiction shortline Ashton and Carp Valley or A&CV as we call it. The following is a brief history of the line.
Starting in the 1960s (long before I was born), the A&CV owned trackage from the Perth, Ontario to Ottawa, Ontario. It was rougly 60 miles in length, serving several small customers along the line. Power consisted of a Alco RS1 and a A-B set of FA2s, all purchased from PC in the late 1960s as they were being retired from the PC.
In the late 1970s, CP was starting to cut back service and starting to abandon branch lines and secondary lines by the scores. Deemed un profitable at the time by CP and wanting to keep their options open, A&CV purchased the remaining portion of the Kingston and Pembroke line from Kingston, On to Sharbot Lake, On. This saw the RS1 transfered to the new K&P operation and the FA2s, along with a pair of leased CP RS10s, stay on the orginal A&CV. The RS10s stuck around until they finally met there end in 1984, being replaced by a pair of leased CN RS18s.
Then in 1986, expanstion mode kicked in. CP was making rumblings that they were going to soon abandoned the Havelock Sub from Perth to just east of Havelock. The remaining customers, not wanting to lose rail service, teamed up with my father and his management team to purchase the Havelock Sub in its entirety from the Jct. with the Belleville Sub at Perth, ON to Havelock, then continued on to the Jct. again with the Belleville near Toronto. CP retained trackage rights from Toronto to Havelock to access their customers in Peterborough, and the line to service the nepheline syenite mines at Blue Mountain Nephton.
Along with the remaining local traffic, CP and A&CV struck a deal for CP to allocate one over head train in each direction per day, as long as A&CV provided the power. The came in the form of two tired and worn out ex-CR C630s, found in a scrap dealer in the US. Also at that time, a rebuilt MILW RSC2, a ONR RS3 and a ex-CR C425 were also found and purchased. The overhead trains ran from Toronto to Perth on A&CV, then Perth to Smith Falls on trackage rights. Power was usually the pair of C630s, but the C425 would fill in or be added as required. Then in 1987, the purchase of two former CP lines happened. First, the CP Maniwaki Sub from Hull, PQ (on the Quebec side from Ottawa) to Maniwaki, PQ. And the second, the CP Waltham Sub from Hull, PQ to Waltham, PQ.
This saw the transfer of the RSC2 to the Ottawa area to service the branch lines, whos traffic was handed over to the A&CV for the trip to Perth, then further west to Toronto on the headend of the overhead train (#1 and #2). The RS3 was stationed at Sharbot Lake to service to Kingston, the FA2 and the C425 ran the original A&CV, with the FB2 and RS1 being placed into storage in 1988 with the arrival of a ex N&W RS11.
Starting in 1990, traffic took a slight up swing. There was a haulage agreement made between CN and a A&CV. The agreement saw A&CV hauling westbound traffic from Ottawa to the CN interchange at Kingston. The original A&CV train from Ottawa to Perth (Train #11), was extended to run all the way to Kingston, which ended the local (#45) off the Sharbot Lake line. The RS11 and C425 were power for the nocturnal run, new #501 from Ottawa to Kingston and back (#500). The RS3 was moved to Ottawa, along with the RSC2, serviced the areas branches and customers. The FA2 was placed into storage along with the FB2 and RS1.
In late 1990, another C630m was purchased. This time in the form of ex-BCR 702. It was found that the big Centuries were really starting to show their age, and the pair running the overhead train where really wore out at this point. 702 was patched, and quickly placed into service in 1991, and C630 #300 was sent for a thorough rebuild and repainting. It returned in late 1991, with 301 being sent off as well. By 1993, all three C630/ms had been rebuilt and repainted, and now were 300-302.
In January 1993, CP sold off the Nephton branch, and the associated industrial trackage around Peterborough to A&CV. Needing power, the search was on again. Alcos by this point where becoming hard to find, bud Dad's persistence that he wanted only Alco/MLW products prevailed. Three derelict ex-BN C424s where found on the AM, and had been parts sources for some time. They arrived and work began to strip them down and rebuild them at our own Ashton shop. In Aug 1993, the last one rolled out of the shop. The three C424s where then ushered to Havelock to work the new branch, replacing three leased CP C424s. With the increased traffic from the mines, there was need for two sets of road power. The C425 was moved back into road pool between Smiths Falls and Toronto and the FA2 and FB2 where dusted off and placed back into service between Ottawa and Kingston.
In 1995, after CP retired the last of their big Alcos/MLWs, another C630m was purchased in the form of CP 4503. Being stripped of its prime mover and a few other key parts, Ashton shop forces set forth and rebuilt her from the ground up. In April 1995, it was fired up and placed into service. The C425 came back to the Ottawa pool, and the FA/FBs where stored again.
In 1998, Dad retired from the railway. After almost 35 years, it was time for me to take over. Shortly after Dad retired, we had the great ice storm of that year. The RSC2 and RS3 were well worn out by this point, and I had looked into having their 244s replaced with 251s, but I didn't have the power to replace them while they were gone.
Then CN and CP retired en mass their remaining MLWs in mid 1998, and from Century Metals in Lachine, I was able to pick up two former CP RS18us and a former CP C424m. All three were brought to Ashton, with only the C424 not being pushed into service. The RS18us were sent to cover the RSC2 and RS3, while they came to Ashton for a through going through. It was discovered that the RSC2 had cracked trucks and the RS3 had a turbo issue. Both were sidelined and are stored inside with the FA/FB2, as well as the RS1. In 2000, we picked up another pair of RS18s, this time former Cartier units. It was said we paid more for shipping them out than they were worth, but they are good engines and have needed little attention from the Ashton forces.
Here is the current roster:
1 RS1 Alco Ex-PRR (1975); stored
2 FA2u Alco Ex-PRR (1975); stored
3 FB2u Alco Ex-PRR (1975); stored
4 RSC2 Alco/MILW Ex-PJRY 5, exx MILW 578 (1987); stored
5 RS3 MLW Ex-ONR 1306 (1987); stored
180 RS18u MLW/CP Ex-CP 1810 (1998)
181 RS18u MLW/CP Ex-CP 1831 (1998)
182 RS18 MLW Ex-Cartier 65 (2000)
183 RS18 MLW Ex-Cartier 62 (2000)
184 RS11 Alco Ex-ACV 6, nee N&W 308 (1988)
240 C424 Alco Ex-AM 4244, exx BN 4244 (1993)
241 C424 Alco Ex-AM 4241, exx BN 4241 (1993)
242 C424 Alco Ex-AM 4240, exx BN 4240 (1993)
243 C424m MLW/CP Ex-CP 4232 (1998)
250 C425 Alco Ex-CR 2416, nee PC 2416 (1987)
300 C630 Alco Ex-CR 6765, nee PC 6315 (1987)
301 C630 Alco Ex-CR 6770, nee PC 6320 (1987)
302 C630m MLW Ex-BCR 702, nee PGE 702 (1991)
303 C630m MLW Ex-CP 4503 (1995)
In 1998, along with the management change, I charged the name to the Eastern Ontario and Quebec Railway, more to reflect the area we service. There are plans to restore the RS1, RSC2, RS3 and the FA/FB to service, but only as time and funds allow.
Here is the paint scheme that all currently active equipment is painted in:
Thank you for taking the time to read, and I would like to hear your folks thoughs on this.
Thanks,
Alex
I have finally settled and started work on my proto freelancing railway, and thought I would share my idea with you.
It is set in the early 2000s and is located in the provinces of Ontario and Quebec utilizing a handful of cast of lines from CP and CN, plus the parent road, my father's fiction shortline Ashton and Carp Valley or A&CV as we call it. The following is a brief history of the line.
Starting in the 1960s (long before I was born), the A&CV owned trackage from the Perth, Ontario to Ottawa, Ontario. It was rougly 60 miles in length, serving several small customers along the line. Power consisted of a Alco RS1 and a A-B set of FA2s, all purchased from PC in the late 1960s as they were being retired from the PC.
In the late 1970s, CP was starting to cut back service and starting to abandon branch lines and secondary lines by the scores. Deemed un profitable at the time by CP and wanting to keep their options open, A&CV purchased the remaining portion of the Kingston and Pembroke line from Kingston, On to Sharbot Lake, On. This saw the RS1 transfered to the new K&P operation and the FA2s, along with a pair of leased CP RS10s, stay on the orginal A&CV. The RS10s stuck around until they finally met there end in 1984, being replaced by a pair of leased CN RS18s.
Then in 1986, expanstion mode kicked in. CP was making rumblings that they were going to soon abandoned the Havelock Sub from Perth to just east of Havelock. The remaining customers, not wanting to lose rail service, teamed up with my father and his management team to purchase the Havelock Sub in its entirety from the Jct. with the Belleville Sub at Perth, ON to Havelock, then continued on to the Jct. again with the Belleville near Toronto. CP retained trackage rights from Toronto to Havelock to access their customers in Peterborough, and the line to service the nepheline syenite mines at Blue Mountain Nephton.
Along with the remaining local traffic, CP and A&CV struck a deal for CP to allocate one over head train in each direction per day, as long as A&CV provided the power. The came in the form of two tired and worn out ex-CR C630s, found in a scrap dealer in the US. Also at that time, a rebuilt MILW RSC2, a ONR RS3 and a ex-CR C425 were also found and purchased. The overhead trains ran from Toronto to Perth on A&CV, then Perth to Smith Falls on trackage rights. Power was usually the pair of C630s, but the C425 would fill in or be added as required. Then in 1987, the purchase of two former CP lines happened. First, the CP Maniwaki Sub from Hull, PQ (on the Quebec side from Ottawa) to Maniwaki, PQ. And the second, the CP Waltham Sub from Hull, PQ to Waltham, PQ.
This saw the transfer of the RSC2 to the Ottawa area to service the branch lines, whos traffic was handed over to the A&CV for the trip to Perth, then further west to Toronto on the headend of the overhead train (#1 and #2). The RS3 was stationed at Sharbot Lake to service to Kingston, the FA2 and the C425 ran the original A&CV, with the FB2 and RS1 being placed into storage in 1988 with the arrival of a ex N&W RS11.
Starting in 1990, traffic took a slight up swing. There was a haulage agreement made between CN and a A&CV. The agreement saw A&CV hauling westbound traffic from Ottawa to the CN interchange at Kingston. The original A&CV train from Ottawa to Perth (Train #11), was extended to run all the way to Kingston, which ended the local (#45) off the Sharbot Lake line. The RS11 and C425 were power for the nocturnal run, new #501 from Ottawa to Kingston and back (#500). The RS3 was moved to Ottawa, along with the RSC2, serviced the areas branches and customers. The FA2 was placed into storage along with the FB2 and RS1.
In late 1990, another C630m was purchased. This time in the form of ex-BCR 702. It was found that the big Centuries were really starting to show their age, and the pair running the overhead train where really wore out at this point. 702 was patched, and quickly placed into service in 1991, and C630 #300 was sent for a thorough rebuild and repainting. It returned in late 1991, with 301 being sent off as well. By 1993, all three C630/ms had been rebuilt and repainted, and now were 300-302.
In January 1993, CP sold off the Nephton branch, and the associated industrial trackage around Peterborough to A&CV. Needing power, the search was on again. Alcos by this point where becoming hard to find, bud Dad's persistence that he wanted only Alco/MLW products prevailed. Three derelict ex-BN C424s where found on the AM, and had been parts sources for some time. They arrived and work began to strip them down and rebuild them at our own Ashton shop. In Aug 1993, the last one rolled out of the shop. The three C424s where then ushered to Havelock to work the new branch, replacing three leased CP C424s. With the increased traffic from the mines, there was need for two sets of road power. The C425 was moved back into road pool between Smiths Falls and Toronto and the FA2 and FB2 where dusted off and placed back into service between Ottawa and Kingston.
In 1995, after CP retired the last of their big Alcos/MLWs, another C630m was purchased in the form of CP 4503. Being stripped of its prime mover and a few other key parts, Ashton shop forces set forth and rebuilt her from the ground up. In April 1995, it was fired up and placed into service. The C425 came back to the Ottawa pool, and the FA/FBs where stored again.
In 1998, Dad retired from the railway. After almost 35 years, it was time for me to take over. Shortly after Dad retired, we had the great ice storm of that year. The RSC2 and RS3 were well worn out by this point, and I had looked into having their 244s replaced with 251s, but I didn't have the power to replace them while they were gone.
Then CN and CP retired en mass their remaining MLWs in mid 1998, and from Century Metals in Lachine, I was able to pick up two former CP RS18us and a former CP C424m. All three were brought to Ashton, with only the C424 not being pushed into service. The RS18us were sent to cover the RSC2 and RS3, while they came to Ashton for a through going through. It was discovered that the RSC2 had cracked trucks and the RS3 had a turbo issue. Both were sidelined and are stored inside with the FA/FB2, as well as the RS1. In 2000, we picked up another pair of RS18s, this time former Cartier units. It was said we paid more for shipping them out than they were worth, but they are good engines and have needed little attention from the Ashton forces.
Here is the current roster:
1 RS1 Alco Ex-PRR (1975); stored
2 FA2u Alco Ex-PRR (1975); stored
3 FB2u Alco Ex-PRR (1975); stored
4 RSC2 Alco/MILW Ex-PJRY 5, exx MILW 578 (1987); stored
5 RS3 MLW Ex-ONR 1306 (1987); stored
180 RS18u MLW/CP Ex-CP 1810 (1998)
181 RS18u MLW/CP Ex-CP 1831 (1998)
182 RS18 MLW Ex-Cartier 65 (2000)
183 RS18 MLW Ex-Cartier 62 (2000)
184 RS11 Alco Ex-ACV 6, nee N&W 308 (1988)
240 C424 Alco Ex-AM 4244, exx BN 4244 (1993)
241 C424 Alco Ex-AM 4241, exx BN 4241 (1993)
242 C424 Alco Ex-AM 4240, exx BN 4240 (1993)
243 C424m MLW/CP Ex-CP 4232 (1998)
250 C425 Alco Ex-CR 2416, nee PC 2416 (1987)
300 C630 Alco Ex-CR 6765, nee PC 6315 (1987)
301 C630 Alco Ex-CR 6770, nee PC 6320 (1987)
302 C630m MLW Ex-BCR 702, nee PGE 702 (1991)
303 C630m MLW Ex-CP 4503 (1995)
In 1998, along with the management change, I charged the name to the Eastern Ontario and Quebec Railway, more to reflect the area we service. There are plans to restore the RS1, RSC2, RS3 and the FA/FB to service, but only as time and funds allow.
Here is the paint scheme that all currently active equipment is painted in:
Thank you for taking the time to read, and I would like to hear your folks thoughs on this.
Thanks,
Alex