Here's the history of my fictional route that I've worked on since I got Trainz in 2004.
In 1640 the settlers founded the small village of North Amerhill, which is located on what is known as the Enfield River. The great falls at this location supplied the Native Amercians with fish and the settlers found the falls to be perfect for their grist mills. The area was very prosperous, and during the 1750s, numerous grist mills were in operation. The river also became quite an important transportation route as the area was located quite a distance away from the more populous coastline.
In 1828, George Enfield built the first textile mill. He used the water as power for his mill, and his business became quite sucessful. By 1831, other mills had been built in the same area. The river supplied both power for the mills and transportation of the finished goods to the sea port at Eastport.
Due to the increase in mills, there were now problems with the transportation of goods. The skiff operators had to battle constantly with low water during the summer months as the mills drew off the water to power their equipment. Eventually fights broke out amongst the mill owners and the shippers, and nothing was being transported anywhere. The local economy started to suffer as the mills ran out of raw materials, and anything that was transported, had to go on a very long and difficult overland journey.
Late in 1831 and early 1832, the discussion started about buidling a railroad from Enfield to the seaport of Eastport, which is loated about 65 miles away. Work started immediately on the surveying of the land for the route, and money was raised from the different towns, which became stock holders in the new railroad. The new rail company ran its first trains as far as Wrentham in mid 1834.
The Enfield Railroad, which it finally became known as, changed its name numerous times as it reached the different towns along the route, and even changed from Railway to finally Railroad at the end. By 1836 the new "railroad" finally reached Easport, which was the final destination of this line. The original Enfield line followed the former tow path that ran along the river in the valley. The rail line bypassed the major cities along the way, but none the less did quite wells as it suppled services to the smaller towns of Factoryville, Brimley, and Franklin Mills on its short branch that ran up that way.
In 1845 the Boston & Maine built its line to Eastport. They ran their line up on bluff above the river, and connected the major cities of Pembroke, Wrentham, Acton, Bowman, and Eastport its self. The original Enfield Railroad never built a main passenger terminal like the B&M did. During this time, the two companies coxeisted nicely and interchanged traffic at different points along the way. The B&M even supplied passenger service to Factoryville and Brimley. A long branch was also built to Willows Point, and a shorter one was built to Peaches Point. This line served the shoe imlls at Devereaux and the residents out on the point with commuter serviice to Eastport.
The venerable B&M also had the advantage too of connecting the more genteel towns of Parkdale, Cottage Hill, and Radford. These towns had commuters that travelled to both Eastport and Boston as commuters on the railroad. By 1885 the B&M had merged in the operations of the old Enfield RR as it swallowed up numerous other shortlines in New England. The ERR became the River line, which it is still known as today, while the original B&M became the Eastport Branch.
Eastport is located out on a cape just above Cape Ann between Plum Island and Seabrook, New Hampshire. The Merrimack River is on one side with the Enfield River on the more southern end. This cape forms a curved point that creates a safe quiet harbor that is protected from the numerous storms that hit the are during the winter months.
The service along these lines was quite successful as the B&M made quite a lot of money transporting commuters to and from Eastport and Boston, and goods from the different mill companies along the route to Eastport and other points west. They also built an interchange at Ipswich Junction where the line crossed the former Eastern Railroad, which by 1888 was now controlled 100% by the B&M.
The line was double-tracked over much of the route during the 1890s as the New Haven had gained control of the B&M. Like other parts of the New Haven, there were plans to electrify the system but this never came about. The panic of 1910 put the system into bankruptcy. JP Morgan had caused problems iwth is illegal stock maniipulation schemes and this caused the panic. The bankruptcy lasted until just after WW1, and the boom times of the 1920s brought some prospertiy back to the area once again. By 1925 the system was back on its feet after trimming a few of the shorter, and lesser profitable lines in and around South Acton, Wrentham, and Acton. Part of the old Franklin Mills branch got trimmed back as well to the lower Pembroke mills area.
The service boomed again during WWII as the mills were supplying textiles and shoes to the troops during the war. This uptick in manufaturing and shipping took its toll on the rail infrastructure, and sections were rebuilt and a few were single tracked. The system continued to operate quite sucessfully up through the 1950s, but as the mills closed one by one, the oiriginal purpose of the rail lines ceased. The lines handled more incoming than outgoing goods, and were mostly there to serve as commuter lines rather than freight lines.
In the 1970s, the lines still hosted a daily 5-days per week freights, daily commuter service, and mutiple passenger trains during the day. The passenger service was now handled by the MBTA, but run by the B&M. The passenger trains were now RDCs instead of locomotive hauled, but they served the purpose quite well. The old Willows Point branch was still successful as well, and there was still a local based out there on the point with its 5-day freight operaton as well.
In 1984 Guilford Transportation took over. This spelled the beginning of the end of New England rail operations as we know it. Immediately they caused a strike as they busted the unions and changed the number of crew members on the trains. They also went through great lengths to discourage freight service on the branchlines. Their focus is end-to-end, and not branchline feeder service. What was once a daily except for weekend service to Eastport and Willows Point, became once a week if needed. Then the if needed became once a month, and the single train took all day and then some to travel to Willows Point. The lines also became weeded over with small trees growing out of the sidiings.The yards were pretty rusty as there was no use for any car storage. The only good track was that to Eastport, and the only reason this was in reasonable ship is because it was owned by the MBTA for commuter service.
By 1989 GTI wanted out, and threatened to cancel all freight service on the route. The residents, who had been fighting the declining service for quite some time, were now fed up with GTI. They brought them to court, but nothing was done. Typical of GTI, they would ignore the court orders and do what they wanted anyway. In 1992 a stalemate was broken after a state judge ordered the company to give up and either operate the service, or let someone else take over. Surpisingly they let someone else take over.
In 1640 the settlers founded the small village of North Amerhill, which is located on what is known as the Enfield River. The great falls at this location supplied the Native Amercians with fish and the settlers found the falls to be perfect for their grist mills. The area was very prosperous, and during the 1750s, numerous grist mills were in operation. The river also became quite an important transportation route as the area was located quite a distance away from the more populous coastline.
In 1828, George Enfield built the first textile mill. He used the water as power for his mill, and his business became quite sucessful. By 1831, other mills had been built in the same area. The river supplied both power for the mills and transportation of the finished goods to the sea port at Eastport.
Due to the increase in mills, there were now problems with the transportation of goods. The skiff operators had to battle constantly with low water during the summer months as the mills drew off the water to power their equipment. Eventually fights broke out amongst the mill owners and the shippers, and nothing was being transported anywhere. The local economy started to suffer as the mills ran out of raw materials, and anything that was transported, had to go on a very long and difficult overland journey.
Late in 1831 and early 1832, the discussion started about buidling a railroad from Enfield to the seaport of Eastport, which is loated about 65 miles away. Work started immediately on the surveying of the land for the route, and money was raised from the different towns, which became stock holders in the new railroad. The new rail company ran its first trains as far as Wrentham in mid 1834.
The Enfield Railroad, which it finally became known as, changed its name numerous times as it reached the different towns along the route, and even changed from Railway to finally Railroad at the end. By 1836 the new "railroad" finally reached Easport, which was the final destination of this line. The original Enfield line followed the former tow path that ran along the river in the valley. The rail line bypassed the major cities along the way, but none the less did quite wells as it suppled services to the smaller towns of Factoryville, Brimley, and Franklin Mills on its short branch that ran up that way.
In 1845 the Boston & Maine built its line to Eastport. They ran their line up on bluff above the river, and connected the major cities of Pembroke, Wrentham, Acton, Bowman, and Eastport its self. The original Enfield Railroad never built a main passenger terminal like the B&M did. During this time, the two companies coxeisted nicely and interchanged traffic at different points along the way. The B&M even supplied passenger service to Factoryville and Brimley. A long branch was also built to Willows Point, and a shorter one was built to Peaches Point. This line served the shoe imlls at Devereaux and the residents out on the point with commuter serviice to Eastport.
The venerable B&M also had the advantage too of connecting the more genteel towns of Parkdale, Cottage Hill, and Radford. These towns had commuters that travelled to both Eastport and Boston as commuters on the railroad. By 1885 the B&M had merged in the operations of the old Enfield RR as it swallowed up numerous other shortlines in New England. The ERR became the River line, which it is still known as today, while the original B&M became the Eastport Branch.
Eastport is located out on a cape just above Cape Ann between Plum Island and Seabrook, New Hampshire. The Merrimack River is on one side with the Enfield River on the more southern end. This cape forms a curved point that creates a safe quiet harbor that is protected from the numerous storms that hit the are during the winter months.
The service along these lines was quite successful as the B&M made quite a lot of money transporting commuters to and from Eastport and Boston, and goods from the different mill companies along the route to Eastport and other points west. They also built an interchange at Ipswich Junction where the line crossed the former Eastern Railroad, which by 1888 was now controlled 100% by the B&M.
The line was double-tracked over much of the route during the 1890s as the New Haven had gained control of the B&M. Like other parts of the New Haven, there were plans to electrify the system but this never came about. The panic of 1910 put the system into bankruptcy. JP Morgan had caused problems iwth is illegal stock maniipulation schemes and this caused the panic. The bankruptcy lasted until just after WW1, and the boom times of the 1920s brought some prospertiy back to the area once again. By 1925 the system was back on its feet after trimming a few of the shorter, and lesser profitable lines in and around South Acton, Wrentham, and Acton. Part of the old Franklin Mills branch got trimmed back as well to the lower Pembroke mills area.
The service boomed again during WWII as the mills were supplying textiles and shoes to the troops during the war. This uptick in manufaturing and shipping took its toll on the rail infrastructure, and sections were rebuilt and a few were single tracked. The system continued to operate quite sucessfully up through the 1950s, but as the mills closed one by one, the oiriginal purpose of the rail lines ceased. The lines handled more incoming than outgoing goods, and were mostly there to serve as commuter lines rather than freight lines.
In the 1970s, the lines still hosted a daily 5-days per week freights, daily commuter service, and mutiple passenger trains during the day. The passenger service was now handled by the MBTA, but run by the B&M. The passenger trains were now RDCs instead of locomotive hauled, but they served the purpose quite well. The old Willows Point branch was still successful as well, and there was still a local based out there on the point with its 5-day freight operaton as well.
In 1984 Guilford Transportation took over. This spelled the beginning of the end of New England rail operations as we know it. Immediately they caused a strike as they busted the unions and changed the number of crew members on the trains. They also went through great lengths to discourage freight service on the branchlines. Their focus is end-to-end, and not branchline feeder service. What was once a daily except for weekend service to Eastport and Willows Point, became once a week if needed. Then the if needed became once a month, and the single train took all day and then some to travel to Willows Point. The lines also became weeded over with small trees growing out of the sidiings.The yards were pretty rusty as there was no use for any car storage. The only good track was that to Eastport, and the only reason this was in reasonable ship is because it was owned by the MBTA for commuter service.
By 1989 GTI wanted out, and threatened to cancel all freight service on the route. The residents, who had been fighting the declining service for quite some time, were now fed up with GTI. They brought them to court, but nothing was done. Typical of GTI, they would ignore the court orders and do what they wanted anyway. In 1992 a stalemate was broken after a state judge ordered the company to give up and either operate the service, or let someone else take over. Surpisingly they let someone else take over.