Remembering the Rutland
Q. #71 (11/19/00)
After Steamtown left Riverside in Bellows Falls there was a part of a steam locomotive left behind. It was the back quarter of a boiler and a cab. It was numbered one hundred and was rumored to be a Rutland locomotive. Do you know anything about this?
That cab was from [Rutland 0-6-0] engine 100. It was part of the Ludlow
collection that went to Steamtown and they left it behind at Riverside. It's still there
waiting for someone to fix it up. We, the GMRC, hoped to have a museum in the old Freight
house and place that inside but now that the frieight house is gone, I don't think it will
I have always wondered what happened to the top of #100's cab. Photos of it on display in Bennington clearly show the cab was intact. This is just a guess, but in the late 1960's Steamtown got two very old and very derelict engines from somewhere out west. I think one was a 4-4-0 and the other a 4-6-0. They arrived by flat car and apparently to meet clearances their stacks had been removed and the tops of the cabs cut off. I remember them sitting rather forlornly on the back of the lot. Eventually they got put back together and I have always guessed that the top of #100's cab went to one of those engines. Does anyone know for sure?
Q. #72 (12/10/00)
In reference to the loss of shipping business due to the Panama Canal Act in 1915, what were the names of the ships owned by the Rutland Transit Company? I have found some names in the Bowling Green University lists but they cannot be searched by owner! As a related question where was the ferry slip in Ogdensburg for connection with the Canadian Pacific Car & Transfer Company?
According to Shaughnessy in The Rutland Road the Rutland
Transit Company's fleet numbered six vessels. The vessels were named BENNINGTON,
BURLINGTON, BRANDON, MANCHESTER, RUTLAND and ARLINGTON (The Rutland Road, page
59). There are two pictures of the steamship BRANDON in The Rutland Road. I have
pictures of the BENNINGTON and the BURLINGTON, both of which seem to be of similar, if not
identical, construction to the BRANDON. Again Shaughnessy indicates that the RTC was
originally the Ogdensburg Transportation Company.
I just did some more poking around the excellent website on Ogdensburgh NY history run by David Martin and Ted Como at http://www.tedcomo.com. One of the pages in the site is a copy of the 1892 Sanborn maps for the O&LC yards, which shows not one but two ferry slips. One was just past the passenger station at the base of the "peninsula". The other was behind freight house 7 at the northwest tip of the peninsula, pointing out into the channel of the St. Lawrence. Needless to say the yard was laid out quite differently then. The URL for the map is:
caution this is a HUGE file, but well worth the time it takes to download.
While perusing the Stearns Jenkins Collection at the University of Vermont's archives I
came across an interesting letter from the Rutland Railroad Company to a Mr. Willard L.
Groom of Chicago, Ill dated December 8, 1948. Apparently Mr. Groom was also looking
for information on the Rutland Transit Company. Some of the information provided to Mr.
Groom follows. One item in particular is that the sixth steel steamship was not the Manchester
as I indicated earlier [above] but the Ogdensburg.
Q. #73 (12/11/00)
What model paints or custom mixes match the green and yellow of the PS-1 that Kadee
did in HO? Has anyone encountered difficulty getting paint to adhere to the Kadee body? I
am aware of the controversy surrounding the roof "color" (galvanized vs. yellow)
and don't know what to do about that yet, although I'm sure if you weather anything
heavily enough no one will know what color it's supposed to be anyway. Is Champ's
decal acceptable, or do you prefer another manufacturer's?
For the color chips I supplied Kadee, I used Floquil CNW Green and Accupaint D&H Yellow. I don't know if Kadee used exactly those colors, but they look close, provided you apply the yellow over a yellow primer. The Atlas caboose actually did use those colors, and the yellow looks a good deal different because the yellow was applied over the green.
Not to restart the PS-1 controversy, REALLY, but the new Railroad Cyclopedia #5
has a photo of Rutland #151 on page 14. The caption reads "painted yellow and
green with black ends and an unpainted galvanized roof and running board."
Pullman-Standard photo courtesy of the Smithsonian Institution, NMAH/Transportation,
Haskell and Barker Collection.
A couple of weeks ago I was browsing through the January 1983 issue of Model Railroader and ran across an article by the late Whit Towers on his Alturas & Lone Pine RR. One of the photos shows a Rutland PS-1 boxcar with what appears to be a galvanized (or at least a non-yellow) roof! It's a little hard to tell from the photo, but it may also be a yellow roof heavliy weathered. Given the discussion of the Kadee boxcar, I think it's interesting that someone like Towers, with no apparent interest in the Rutland, per se, was thinking about such things 20 years ago! I have no idea who manufactured the boxcar.
Q. #74 (12/28/00)
Did all of the Rutland's refrigerator cars carry the word "REFRIGERATOR"? In Mr. Nimke's book (Volume I) it is clear that number 1899 had it. Did #1875 originally carry the word "REFRIGERATOR"? Also did #1875 [or others] carry the "Route of the Whippet" logo?
According to the Rutland RR Mechanical Dept. lettering diagram for refrigerator cars
dated April 1, 1913 (one of a set reproduced by Bethlehem Car Works), the
word REFRIGERATOR was initially used on all reefers, and I suspect that this
practice continued until their demise. Photographic evidence (including the photo I
believe Art referred to above) indicates that the Rutland adopted a modified lettering
scheme (which included reducing the size of the REFRIGERATOR lettering and shifting it
off-center to the right) some time between WWI and WWII. Our (Rutland
Car Shops) forthcoming decal set for the Rutland 1875-1899 reefer kits will include
lettering for both schemes (along with The Whippet lettering). Last word I have
is that we should have the decals in time (just) for the Amherst Railway Society show at West Springfield,
Mass. on February 3-4.
Q. #75 (12/30/00)
I am one of the fortunate guys to recently acquire an unpainted model by PFM of the L-1 mountain. Can you please advise of the correct paint scheme and recommended paint.
I thought that this question had been answered once before? I remember mentioning Bruce Curry's article in Model Railroader's Paint Shop and a few discussions in regards to the various shades of RUTLAND green over the years.
Under no circumstances, Victor, should you begin your project until you have carefully studied the color photograph of Green Hornet #91 on pages 72-73 in the book Boston and Maine - Forest River and Mountain by Robert Willoughby Jones.
Q. #76 (01/05/01)
I'm about to embark on adding Proctor to my layout and have scoured all of the usual photo sources: Shaughnessy, Nimke, Jones, RRHS Newsliner. As you might expect, there are many nice photos but nothing that's exactly what I need. I'm interested in the 1947 time period and would like photos that show the marble facilities that existed then; I'd also like to know what function the various buildings served. I think I've got a pretty good handle on the track layout but the building details seem to have changed quite a bit over the years. Do you know where I might get some info?
Concerning Vermont Marble Co. Have you tried to contact them directly??? When Vt.
Marble was bought by Pleuss Stauffer in the early eighties I photographed much of the
Proctor facility and the underground marble quarry at Danby for a corporate brochure.
While I don't remember exactly what buildings were used for what I do know they were still
sawing marble slabs in one of the old wood buildings at that time. The saws had to date
back to the turn of the century. Anyhow, Vermont Marble at that time had a pretty
extensive archive collection of photographs covering all their operations over the years.
Do they have them now? I'm clueless but it might be worth a try. Good luck
The Vermont Marble published a employees magazine "Chips" or "Marble Chips". This publication was available at the Proctor Free Library. Although the VMC is gone, I would expect the impact the impact the company had in the area would prompt the library to preserve the magazines.
My uncle used to work there and from his description of his work, Proctor was a finishing shop where the stone would be cut to the exact size to fit into the finished building. Also, the holes for the pins used to mount the stone to the structure would be drilled the unseen side of the stone.
Q. #77 (01/11/01)
Does anyone know the tonnage ratings of the Rutland G-34 class 2-8-0s and H-6 class 2-8-2's, especially as they apply to the O&LC Division? From what I have seen in the Nimke books the heavy tonnage was eastbound (NYC out of Norwood and Malone) but you still had the ruling grade westbound through Champlain, NY, which was 1%?
Here is a copy of the Rutland tonnage ratings for the O&LC from the 1951 Rutland Employee Time Table #123. I hope it answers Joel's question. I would have typed it out but there was so much information that I thought everyone could benefit from the entire table.
Q. #78 (01/14/01)
the O&LC Division at Ogdensburg, NY have a track connection with the New York Central line that also served that city?
-Jason W. Chenard
In answer to the question about the Rutland having a connection with the NYC at
Ogdensburg: NO, they did not. If fact the Rutland was on one side of town and the NYC was
on the other. NYC connections were made at Norwood and Malone Jct. on the O&LC,
There was no physical connection between the Rutland and the New York Central at
Ogdensburg. Only Rutland connections to NYC were at Norwood, Malone Junction and Chatham.
Q. #79 (01/14/01)
Does anyone have dimensions and details for the battery boxes mounted on the Rutland #717-727 steel coaches? My eyes cannot discern what details are on the sides of the boxes in the Nimke book and other photos I have seen. I'm modeling in 1" scale (1/12 size). Little bumps may be OK in HO, but they're tougher to get away with in 1" scale. I can make masters and cast each of the details repeatedly in epoxy if I knew what they were.
Q. #80 (01/27/01)
I am a volunteer working on a project for the Lake Champlain Maritime Museum
(LCMM) of Vergennes, Vermont which involves trying to determine how the rails on the top
of the floating drawbridges, or "drawboats," were kept aligned with the rails on
the trestles. Perhaps you are familiar with these floating drawbridges and specifically
with the one which crossed Lake Champlain from Larrabee's Point, VT to Ticonderoga, NY as
part of the Addison Branch of the Rutland Railroad. There was another drawbridge across
Bulwagga Bay on the west side of the lake between Port Henry and Crown Point, NY. There is
very little information on the Port Henry drawbridge but a little more on the Ticonderoga
drawbridge so I was trying to gather information on that bridge and perhaps be able to
extrapolate it with regard to the Port Henry drawbridge. These drawbridges consisted of
trestles built out from each shore with a 300 foot gap between the ends of them. The
purpose for this gap was to provide a channel for the passage of commercial lake boats.
The enabling legislation by the State of New York apparently required this channel, or so
says a detailed report by Peter Barranco, Jr., who I believe is on the
staff of the LCMM. The drawboats at Bulwagga Bay and Ticonderoga as well as those at
Rouse's Point, NY (part of the bridge from Alburgh, VT to Rouse's Point, NY) were located
during LCMM's mapping of the lake bottom project. I learned of the Bulwagga Bay boat by a
news story in my local paper and decided to visit the Iron Center in Port
Henry. Things went from there and now I'm up to my neck in this interesting affair.
I would suggest two other sources for your research: The Rutland Historical Society (not to be confused with the Rutland RAILROAD Historical Society) and the library at Middlebury College, which I understand has a large collection of Vermont historical items. The RRHS is negotiating with them to be the repository of donated Rutland artifacts from society members.
56 lb. rail is very light by today's standards, but was probably quite common at
one time...but that is just a guess on my part....
The Addison Railroad (Leicester Jct.-Larrabee's Point) was poorly constructed and was laid with light 56-pound iron rail in late 1871. In contrast, for many years main lines in this country and Canada have been laid with 110-155 pound (to the yard) steel rail.
Have you checked my chapter on the Addison Railroad in Volume I of my Railroads of Vermont? While it won't provide you with all the answers, there is quite a bit of info on the drawbridge you are researching.
I would guess that in the 1870's 56 pound rail was fairly common for branch and
shortline railroads. The Burlington & Lamoille, laid in 1877, was built with new, 56
More on Ticonderoga Floating Drawbridge across Lake Champlain: (01/20/02)
I have just found out about, and received, a very good report on the Ticonderoga Floating Drawbridge across Lake Champlain to Addison Jct. on the D&H. This was part of the original route proposed (threatened) to bypass the Vermont Central between Burlington and Rouses Point. on the west side of the lake to make connection with the O&LC. It was prepared in 1995 by the Lake Champlain Basin Program and contains some very good historical facts about the three barges that served the site until its abandonment in 1923 and some additional information on the original concept span at Rouses Point. It also details the underwater archeology projects that have located the remains of the first two barges and speculates on what became of the third and last one, that tipped over and finally was the reason to abandon the route.
This interesting, and well done, publication is available for $ 5.00 from:
Lake Champlain Basin Program
Make checks payable to "NEIWPCC"
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