The B & M sub-leased the Connecticut & Passumpsic Rivers, Wells River-Sherbrooke, to the CP and Quebec Central in 1926. When the B & M assumed ownership of the Conn. & Pass. in 1946, it sold that property to those roads. With a new interchange at Wells River, only 40 miles from White River Jct., B & M-CP worked out a run through arrangement to run crews and power, White River Jct.-Newport, 103 miles total, in 1926. B & M had about 40% of the miles so to make it 50-50, B & M had to contribute more power and crews. Crews and power pooled for both freight and passenger. In steam days B & M 2-8-0s and 4-6-2s used; CP assigned freight 4-6-0s, 2-8-0s and 4-6-2s. Bigger power came in diesel days. By early 1970s White River Jct. was an expensive, under utilized terminal. Passenger service, milk trains were gone. Very little piggyback business developed. Decline in small paper producers due to new regulations. Northern route of the B & M shutdown. B & M pushed to have White River Jct. reduced to a bare bones terminal. A couple of run-through trains were developed; CPSP and CVSP. The power, not crews, ran through from Newport and St. Albans to Springfield. CV and CP assigned fairly big and newer power. B & M contribution was usually 1700s. CVSP/CPSP probably date from mid-1970s.