Just reading this thread now in November of 2024. Of the many subjects addressed and questions asked, let me touch on just a few memories.
On the question of "mileage" and maybe which engine was used most, that honor befell Monson no. 3 and followed by Monson no. 4.
Regarding Christmas season train operations, each passenger train set had a different color of light bulbs decorating the cars. You determined who you were following and could see their position across the waters of the reservoir.
The signal system was of course, used to maximum at Christmas. It was fully functional and unique in its variety. It was common for engine crew to call signal aspects out to each other for confirmation. There was a color position light signal just after Peacedale and at Plantation Center (MP -4) that displayed a diagonal display of three yellow bulbs when you were closely following the train in front of you. Other semaphore and color position light signals were appropriately installed to keep traffic flowing smoothly.
One of the fastest runs I ever knew about was when Fred Richardson took the throttle of Bridgton no. 7 on the Columbus Day holiday in 1997. He ran a 25 minute trip.
The fastest run I ever did was 24 minutes and due to my improper gear selection while operating the Edaville Whitcomb (diesel/mechanical) engine no. 3. Elsewhere within this forum, I have elaborated as to the tricky nature of piloting that machine on the main line with a heavy train. You pretty much had one chance at picking a gear and once you were in gear and rolling, there wasn't much chance of starting over.
Edaville Supt. of Motive Power, Peter Correia, kept an eye on wheel wear and spun coaches on the turntable as needed. This is the same merry go 'round now seeing duty at Rt. 218 (near Trout Brook Station) on the W.W. & F.
During the early 1970's my father had Edaville no. 4 as the "fourth engine" and though he was ready for duty throughout the evenings of those winter operations, he might only be called for a trip or two. He usually kept the engine hot under the car hoist by the engine shed. Later in the early 2000's, I had the "spare engine" which when the Hudswell-Clark was in service, usually involved sitting with the G.E. diesel (23 tonner) no. 2 on the "second track". To me, this was the best duty and a lot of fun. Railfans would come up to gab and when it was dark, I lit my father's two old kerosene lanterns for safety.
Edaville had good people and that kept the experience enjoyable for visitors and safe. It was a lot of fun to work with the platform crew to aid passengers both on and off the coaches. Whenever I was assigned to a diesel, I would assist in helping passengers in and out of the car right behind my engine. Frequently, this was the Bridgton combine (Edaville no. 11) which is now being stored at Sheepscot. Back in the early 2000's, that was the only car that still had individual seating. I would purposefully go out into the line of boarding passengers and discreetly steer senior guests to the comfortable seating in that car. One evening, I escorted three women into no. 11 and as they were getting to their seats, they told me that they had been employed by Mr. Atwood in the late 1940's. It was such a thrill to encounter those ladies and give them a ride, how deeply I regret not asking to speak with them at a later date of their experiences. The stories they could have told...
