Welcome to the Snow and Railroads WebSite

Here's a preview of some of the exciting projects we have put together for you:

Our feature article is "Railroads and Snow: Especially the Adirondacks"

See some historic photographs of the railroads in snow.

We have pictures of jet snowblowers on the "J" and snow jets on the New York Central. We also cover rotary plows and have a picture of a NY Central rotary snowplow. We also have a picture of a NY Central tunnel ice breaker.

Some bad Winters we cover are the Winter of 1998 and the snow of 2006. 1888 was bad. We have a picture of Engine #100 in the snow 1888 and Main Street in Matteawan in the “blizzard of 88"

See the Snow Belt in New York State

All about the BIG STORM of 2007 that hit New York State and Pennsylvania

Read about the Syracuse storm in 1966 that hit Dewitt Yard

Even the Penn Central endured blizzards of snow in 1969

We cover some of the railroads most impacted by Winter. Find out about the New York Central's Snow Book and how Metro-North gears up for wrath of winter. Read about Winter on the Long Island Railroad and snow on NY City Subways See Budd RDC's running in the snow

We have snow and plows at some "Wintery" places like the Adirondacks and Saint-Jerome, Quebec.
See information about the Battenkill Railroad Snow Flanger
See a train at Silvernails, New York covered by snow and another train snowed in on Winchell Mountain.

Another type of train used to fight natural disasters is the fire train.

Late/Cancelled Trains in the Snow on the New Haven.

Finally, please visit our reference section

Winter, Snow and Railroads

All about how railroads deal with Winter and snow.
(Photo clipped from an old 1946 New York Central Headlight)
New York Central Snow Melters

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Budd RDCs and snow plow at Susquehanna yard in Utica, NY

Budd RDCs and snow plow at Susquehanna yard in Utica, NY

(From BirdsEye View in Bing Maps)

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Railroad Station at Troy, New York

Railroad Station at Troy, New York

The station in Troy was owned by the Troy Union Rail Road. The TURR lasted from the mid 19th Century till the mid 20th Century. It was owned by the New York Central, Delaware & Hudson and Boston & Maine. Access from the South was from Rensselaer; from the West, via the Green Island Bridge; from the North was street running almost the entire length of Troy. See Penney's blog for more information (and a great movie from the 1950's).

B&M Budd in the snow

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Rotary Plows Western US

This rotary is from somewhere in Western US. From a post card I got in 1960s. Gee! Wish I had some pictures from early 1960s. Was in Canton, NY between Watertown and Massena. Saw a rotary in action several times. Was it based in Watertown???

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Just Around the Corner by Bertrande H. Snell

Bertrande H. Snell, author of the following article, a native of Parish, Oswego County, N.Y., was a telegrapher all his working life. For many years he was employed by the New York Central Railroad, and for 33 years was a telegrapher for Western Union in Syracuse.

Bertrande Snell commenced his writing career with the Syracuse Syracuse Post-Standard in 1945 and continued it until shortly before his death in 1949. His columns were primarily of a reminiscent or historical nature, which included railroad stories.

If you like his column, we have more.
Syracuse Post-Standard, Nov. 14, 1948

Just Around the Corner
By Bertrande

The old-time train dispatcher was a man who deserved no one's envy. Nevertheless, he was looked upon by station telegraphers as a favored individual, lolling in the lap of luxury, working "short" hours, and blessed as the friend and companion of countless bartenders.

On a single-track railroad, before the introduction of the telephone as a means of running trains, the dispatcher had need to be a man of many qualities. He must be a first-class telegrapher, a strategist, a diplomat, a man of quick and accurate decisions, and a past master in the science of railroading. He must be able to hold his liquor with little visible effect, and his patience and understanding must be almost boundless.

In the days of which I write - the early years of the century - the train dispatcher on a single-track division held the train movements in the palm of his hand and the reflexes of his brain. There were no manual or automatic block signals to protect rail movements; no intricate system of safety devices; and no means of communication except the Morse code.

Memory reaches back and brings to showy view a sturdy band of Hojack dispatchers at Oswego, around 1903.

Here you would find the veterans of that era - Charlie Brown, Johnny Ashe, McClosky, Snyder ad Hartney. And back of these stalwarts stood the "younger set" - Walrath, Nixon, Nutting, McNeal and a number of other bright young men whose names escape me at the moment. Of the above mentioned, only two now survive - Matt Sampson, retired and living in Oswego; and Loval McNeal, who is still "in the harness" at Watertown and still going strong. May his shadow never grow thin.

In those days there were two sets of dispatchers at the Oswego office; one for the Syracuse-Watertown-Rome area, and the other for the "west end" - from Pulaski to oswego and on to Suspension Bridge along the shore of Lake Ontario.

The dispatchers office was always in a state of feverish activity, and an uninitiated observer would be prone to wonder how order would ever emerge from such chaos. Here were a dozen clicking telegraph sounders, each speaking in a different tone and each carrying a different message to the listening ear beside it. Here sat the dispatcher, clutching at his eye-shade as he studied the train sheet before him.

Across from him sat the "copier," a telegrapher whose function it was to copy all train orders as the dispatcher clicked them off. These orders must be repeated from both stations to which they were sent, and each word and figure carefully checked by the copier as the repeat came in. This was the job, next to that of dispatcher, most coveted by every telegrapher on the division.

In one corner, by a window, sat the chief dispatcher at his desk, busy with voluminous reports of delays, accidents and train tonnage. At his right was the door of the Grand Beetler's office. In my time, the division trainmaster was always known by his title - and the incumbent who figures in this story always and ever lived up to his title.

This was James G. Halleran, an imposing gent with a red face, a hoarse voice, and a piercing eye. Every inch a superb railroad man, he ran he division with an iron hand and an unfailing perspicuity which sometimes approached the miraculous. Honored and respected by his superiors, he was, of course, cordially disliked by his inferiors - who were greatly in the majority! I can readily vouch for his discernment, since he fire me thrice within a space of two years!

About 7:30 of a stormy evening in December, 1901, i sat at the telegraph desk in Parish depot and copied some instructions ticked off by dispatcher Nixon.

"Extra 2321 just leaving Pulaski - coming west - a double-header snowplow - there's a big drift on tracks between Union Square and Parish - must be cleared before No. 8 can leave Pulaski - I'll hold 8 there until plow reports clear at Parish - watch it, now, and report him clear just as soon as you can - No. 8 will be delayed, but they couldn't get thru that drift until it's plowed. The extra has orders to take siding at Parish to let No. 8 by - give me a quick clearance, now."

I gave him my "ok" and waited. If the plow met with no bad obstacles, she should clear the drift and get into my siding in about an hour; but Dispatcher Nixon was a nervous guy and he kept asking me every 10 minutes if there were any signs of 'em.

After the full hour had elapsed, he became still more impatient and kept the sounder clicking at still shorter intervals.

I went outside and listened. I found the snowfall had started again, but then i heard the faint snort of a locomotive and saw the west end switch-light turn red. The plow entered the siding and puffed toward the office. As the switch-light turned back to white - (that was before they had begun to use green as a safety signal), I ran into the office and reported the train "in the clear."

Nixon immediately called Pulaski and gave the waiting passenger train the signal to go ahead.

In a few moments, the brakeman burst into my office and shouted:

"Hold No. 8 at Pulaski; our pusher engine broke a flange an' she's back there by Red Mill bridge with two trucks on the ground!"

I reached for my key and gave Nixon the bad news - but the passenger train was already on her way. She was nearly a half hour late and would be trying to make up some of the lost time. There were no scheduled stops for her between Pulaski and Parish, since the two intermediate stations, Fernwood and Union Square, were closed at night with no one on duty. A crash seemed imminent, for at this very moment there was not more than seven or eight miles intervening between the rushing passenger train and the stalled engine.

Suddenly, I remembered something! The agent at Union Square had an office student, who was becoming fairly proficient as a telegrapher; and this man just loved to hang around the close office at night and practice. Agent Fred Nicholson had given him a door-key so he could get in any time he wished; and he and I frequently had long talks over the wire.

I ignored the chattering sounder of the dispatcher's wire; cut in on the Western Union circuit and frantically called "N-N-N." After what seemed like countless centuries -actually less than a full minute - the circuit opened and the young squirt at "N" queried:

"What the hell do you want now? I'm just going home!"

My fingers trembled as I spelled out:

"Hold No. 8. Put your red board on 'em. Don't let 'em get by you!"

He didn't get it the first time, nor yet the second; but, finally, he understood...And he later told me that the oncoming train was less than 300 feet from the station when he flipped the red board down!

Well, that was that. The passenger train was held up at Union Square for hours until a crane came out of Salina yards and put the crippled engine on the track. Dispatcher Nixon had complimented me on my quick thinking an quicker action - and by morning, my head had become twice its normal size and I basked in a veritable halo of glory - for was I not a hero? The answer to that question was definitely no - as Trainmaster Halleran explained to me in harrowing detail the next day.

"In the first place," declaimed The Beetler, "you shouldn't have reported that plow clear until a member of its crew had so informed you - don't you ever read the rule-book? In the second place, you tried to play it smart by not telling the dispatcher about the student at Union Square. In the third place, you're supposed to know that when a train stops for any reason, on the main track, a flagman must go back with lantern, torpedoes and fusees to stop all trains - remaining there until recalled by the engine whistle."

(Holy mackeral! I had never thought of that!)

"In the fourth and last place," resumed J.G. H., "quick thinking is a necessary part of every true railroader's equipment; but he must not only be quick - he must also be right. You guessed wrong, three times last night, in as many minutes, and it's only by the mercy of God that a bad accident was avoided.

"As of now, I am tying a can to you, Bertrande. Go your too-quick-thinking way in peace, and may the good Lord watch over you. I think you'll need a lot of it!"

Thus fell one hero from the shaky heights of his self-built pedestal!
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New Canaan derailment

Has the ability to run a winter railroad been lost? Look how often Amtrak or commuter rail operations now shut down in snow.

Top picture: derailment at New Canaan when train could not stop and ran through the bumper

Bottom Picture: snow blower truck at Stamford

Metro-North New Haven Winter 2010-2011

Story about metro-north new haven line old catenary and other infrastructure difficulties.

Late/Cancelled Trains in the Snow

In blizzard conditions the trains may have ran slower, but they ran. The New Haven Railroad, with antiquated equipment, didn't have a "Winter" schedule - they had a schedule.

It was amazing that back in New Haven days, the trains ran "weather or not." Metro-North had suspended service due to snow and they are now implementing a "Winter Schedule". Trains may have been delayed due to weather conditions on the NH, but shut down the RR? The only time I know of when the NH ceased operations was after the 1938 hurricane when the right-of-way was in Long Island Sound, after the '55 floods affecting certain areas of the NH and temporarily after the Federal derailment. Can't run trains where there's no track. The Washboards didn't have microprocessors, computers and electronic "wizardry" and they worked, as did the older MUs. The new M-8s are sitting idle in New Haven. . . "idle cold weather testing??" Perhaps the older lack of technology by todays standards was better! Something to ponder.

Heard about a trip when it had snowed, heavily in spots. Couldn't see the tracks, or where they were supposed to be. The train ran, on schedule. Snow went flying everywhere when the engine hit a drift, but the train ran ran. The thought that a passenger train might not be able to get through would not have occurred to railroaders in those days.
Snow blower truck at Stamford
milk train

Once upon a time, milk trains were important

New York Central Milk Business
Creamery in South Columbia, New York
There were two basic types of milk trains – the very slow all-stops local that picked up milk cans from rural platforms and delivered them to a local creamery, and those that moved consolidated carloads from these creameries to big city bottling plants. Individual cars sometimes moved on lesser trains. These were dedicated trains of purpose-built cars carrying milk. Early on, all milk was shipped in cans, which lead to specialized "can cars" with larger side doors to facilitate loading and unloading (some roads just used baggage cars). In later years, bulk carriers with glass-lined tanks were used. Speed was the key to preventing spoilage, so milk cars were set up for high speed service, featuring the same types of trucks, brakes, communication & steam lines as found on passenger cars.

1961 Buffalo Snow Storm on the New York Central Railroad
1961 Buffalo Snow Storm on the New York Central Railroad
1961 Buffalo Snow Storm on the New York Central Railroad
1961 Buffalo Snow Storm on the New York Central Railroad

1961 Buffalo Snow Storm on the New York Central Railroad

(Photo clipped from an old New York Central Headlight)

Penn Central New Haven Railroad New York Central Railroad

Interested in Penn Central? New York Central? Pennsylvania Railroad? New Haven Railroad? or in the smaller Eastern US railroads? Then you will be interested in "What if the Penn Central Merger Did Not Happen". You will also enjoy "Could George Alpert have saved the New Haven?" as well as "What if the New Haven never merged with Penn Central?"

NY Central rotary snowplow

NYC rotary snowplow.

Beacon Historical Society collection

When clearing the Hudson Line the plows could conveniently throw the snow in the river in many places.
New York City Subway Snow Equipment

New York City Subway Snow Equipment

Train at Silvernails covered by snow

Eastbound arriving at Silvernails from Rhinecliff.

Nimke Volume 2, Page 65
Central New England (New Haven RR) Yard in 1948

Maybrook yard in January 1948 a few months after diesels had taken over the freight runs.

George Bailey collection.

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Clearing tracks on Long Island

Metro-North and Long Island Rail Road

It might seem that the 110-ton cars of the Metro-North Commuter Railroad and the Long Island Rail Road, riding snugly between steel rails, could zip through snow where a 1.5-ton automobile could not. But sometimes the rails themselves, and the third-rail power system, succumb. What keeps the trains running in weather like this is not their weight; it is workers on the ground called maintainers, who use special tools with a broom on one end and an ice pick on the other, shovels, and, believe it or not, ordinary leaf blowers.

Penn Central Blizzard of 1969
Penn Central Blizzard of 1969
Penn Central Blizzard of 1969

Even the Penn Central endured blizzards of snow, especially in 1969

(from the Penn Central employee newspaper)
Rotary plow

Railroads and Snow

See some historic photographs of the railroads in snow. Rotary plows in snow! Great stories of railroad action in Winter!

These cars were used to break ice off the top of the tunnels along the Hudson River. This one still lettered for NY Central in 1983!

(Photo from the Central New England Railway Historical Group, so probably somewhere on ex-NH tracks)
New York Central tunnel ice breakers
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Snowed In

2-8-0 #116 snowed in at Winchells 16 March 1916.

25 Years on the ND&C page 140

J. W. Swanberg collection.
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Snow Belt in New York State Boonville Station

There is a "Snow Belt" in New York State that runs above Syracuse and Utica. It goes East from Oswego to at least Boonville. Here's the station at Boonville.

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Snow Equipment (Trolley) on Schenectady Railways Snow Equipment (Trolley) on Schenectady Railways Snow Equipment (Trolley) on Schenectady Railways

Snow Equipment (Trolley) on Schenectady Railways. Courtesy of Wayne Koch.

www.dictionary.ms See Union Pacific
rotary plows in snow!
Connecticut Freight Railroads

There is no "brrreeeport" in Connecticut, but there are plenty of towns that are served by freight railroads.

Winter, Snow and Railroads
All about how railroads deal with Winter and snow.

Snow Plow at Forney Museum

There has been a lot of talk about the M-497 "Jet Car" lately.

It is a 38 page article about the whole project including the construction, the test runs, and what happened to all the parts afterwards. The article states that, after the runs, the jet engines from the M-497 were transferred to the snowblower project where it not only blasted snow away from the rails but "blasted most of the ties and ballast from under them." A few adjustments apparently cleared that up. I believe the snowblowers were constructed at NYC Despatch Shops in East Rochester but I'm not sure about that. The article also has a lot of good pictures.


Giant weapons in the Central's snowfighting fleet are the 66-ton, two-unit snow melting machines, mounted on two flat cars. They are designed primarily for station and yard service, where snow must be entirely removed and not merely piled alongside the track. The melting machine, pushed by a steam locomotive, picks up snow from the right of way and melts it into water. A large scoop on the front of the lead unit guides the snow onto the continuous belt which carries it upward to be dumped into a hopper atop the second unit.

Flangers serving the Electric Division area in New York are especially equipped to keep snow and ice from forming on the under side of the third rail and thus preventing passage of current from rail to car or engine. One of these specially-equipped flangers operates between two steam locomotives. Steam from the trailing locomotive is sent through pipes to the flanger. Jets at third rail level play the steam on the rail to melt ice that may have formed. As an extra precaution against ice formation during the winter, special, sharp-edged contact shoes are installed on electric locomotives and leading cars of multiple-unit commuter trains to scrape ice from the rail.

HEADLIGHT November 1949 SNOW

WOW! What a big snow storm in February, 2007

First they had over 100 inches of snow coming off Lake Ontario by Oswego. This blocked the CSX railroad going from Syracuse to Watertown and on to Montreal. Understand CSX ran detours over CP/D&H from Albany. How about Oswego? Not even sure how much rail service there still is to Oswego.

Then Pennsylvania had problems in the Lehigh Valley region. But it only affected three Interstates that carry everything the railroads used to.

Then the snow hit the rest of New York State.

February Snow Storm 2007 Yes, the Batten Kill is running while local major railroads seem to be stuck in the snow! On February 16, 4116, towing the flanger, cleared the line from Greenwich to the Junction, and switched 13 cars at Cargill and Carovale. Current plan is to clear from the Junction to Eagle Bridge on Tuesday.

For the second time in a week, Amtrak on February 15 canceled rail service west of Albany because of severe winter weather.

The frequency of cancellations has surprised and troubled some people, who think of trains as a dependable mode of transport in winter weather. Some people recall how they used to have special engines with a plow on them," Many people concluded safety concerns must have been an issue to lead Amtrak to cancel operations.

Amtrak admits trains were made to go through the snow, but the inordinate amount of snow, combined with the wind, blew more snow onto the tracks. Switches froze, making train operations difficult.

Rail advocates wonder if more could be done.

During the last storm, icy rails and backed-up freight trains led to Amtrak's decision to cancel service. But Cole said freight congestion wasn't an issue Thursday. It wasn't clear whether CSX Transportation, which owns much of the track over which Amtrak's Empire Corridor trains operate, was forced to cancel or delay its freight trains. A call to CSX wasn't returned.

U.S. Sen. Charles E. Schumer questions whether enough has been invested to keep the trains running dependably.

"As always, safety must come first and Amtrak should never run trains in conditions that would endanger its passengers," Schumer said. "However, these two most recent shutdowns again shed light on how we desperately need to upgrade Amtrak's infrastructure in the Capital Region and across the country, and how this administration' s budget cuts have crippled the entire system."

It is hard to believe that a major railroad melts down with 2 feet of snow. I am old enough to remember many many winter storms and have rarely ever seen this. The most recent was the blizzard of March 1993 where we got over 3 feet of snow followed by wind chills of 60 below and even this only closed it for a day. Evan Guilford/Pan Am with its fleet of antiques has kept trains running during this current time frame. Perhaps this closure can be attributed to the new breed of techno toaster locomotives with their finacky computer systems as they used to simply add an extra locomotive or two and pull them thru. More likely it is the result of cutting the bottom line again and again. Maintaince of way workers have been cut to skeleton crews, terminals have disapeared and crew rosters are barely sufficient to cover trains in good weather. A couple years ago CP sold off scores of their excellent Russell type wedge plows now they are trying to clear the line with Jordan Spreaders. The Jordans are extremely complicated machines that always seem to break when needed the most. They tried the Jordans before with the same results they are having now but at least then the trains were still moving clearing the tracks.

With bizzare weather events increasing, arguably a product of Global Warming, a snowfighting plan is needed to keep the railroad fluid. After all the trucks keep running on the Northway and I-88, many handling business that could move by rail.

Passengers supposed to head down to NYC Thursday AM, and Amtrak couldn't run a train out of Rensselaer until Noon, over 16 hours AFTER the snow had stopped. You could have roller-bladed down the Thruway--it was totally clear. The snow load south of Rensselaer was puny. Less than a foot the entire way. Switch heaters were working, the engines were working, snow was back below the rail,no drifts, what was the problem?

Even Penn Central--the "Substandard Railroad of the World" could still run trains in the snow. Think back to the mid 70s, when pitiful consists of bedraggled E8s and coaches managed to keep running out of Buffalo when there were no other moving objects to be found. Late, yes, uncomfortable, sure, but mobile. Think about that famous 1978 Boston Globe Headline "Only the Army and Amtrak Running". All that was done with steam heated coaches, 40 year old power. This is pathetic.

We could blame the Amtrak experience on a bunch of southern (CSX in Jacksonville) yahoos not knowing what winter was like, and then we see a bunch of Canadians, who should know a thing or two about snow, doing the same pathetic thing. The problem is management attitude, across the industry. Not the equipment, not the front line railroaders, but a corporate culture that doesn't give a rat's behind about service.

Conrail had lake effect snows to deal with too but they found a way to run Amtrak trains too. The only time under Conrail when Amtrak was suspended that I am aware of was in March, 1993 the blizzard in the middle of the month when nearly everything shut down in NYS including the thruway between Albany and Buffalo. Let's face it, CSX is not properly maintaining this railroad and in addition they don't want Amtrak so they will do nothing to help keep Amtrak in operation and their passengers moving. New York state does not really help this situation by doing little more than just lip service.

New York Central coped with "lake effect snows" for decades and took them in stride. So did their successor roads. These snows vary in intensity from year to year but are a way of life in upstate NY. I don't buy into any comments that there's no reason why they should dedicate themselves to keeping running.

Amtrak probably doesn't have enough crews and equipment to risk having them stranded on the road during a storm, so they have to be conservative. In the old days, the NYC had lots of crews and equipment. Not only did they have more employees to do it, but it was expected that they would do it--pride, tradition, ICC expectations, etc. I believe that all railroads, from CSX to MN and NJT, have made rational decisions not to try to run trains in very bad weather. It just isn't cost-effective. In the 1996 blizzard Metro North tried to keep its MUs running and burnt out the traction motors on most of them. If railroads were to commit themselves to running in all weathers they would have to have much larger staffs. It just isn't worth it for a few days a year. Besides, now there are transportation alternatives for those who just have to get there no matter what; these didn't exist "back in the day." It still grates on me that trains aren't as all-weather reliable as they were 50 years ago, but I can't make a realistic case that railroads should have to spend the money to be that reliable now.

By Ken Kinlock at kenkinlock@gmail.com

A flanger is used to remove accumulated snow and ice from the gauge and outside the rails.

A typical flanger has two moveable (up and down by air) blades mounted at approx. 30 degrees to the centerline of the car. The blade in the lowered position will remove snow approx. 3-4 inches below top of rail. Obviously, one has to be careful and know where you are and where the obstructions are at all times. If not, you'll wind up hitting grade xings, damaging turnouts and bridge guardrails, etc. if you do not wind-up over the bank first. The Batten Kill Railroad flanger is exD&H and has the typical blade layout and can flange in either direction without being turned. Ice removal at xings is a "pick and shovel" operation helped along with the liberal use of chemicals.
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Here's a story from Gordon Davids on the 1966 storm (Rochester and Dewitt).

We had three Jordan Spreaders, X-6312, X-6313 and X-6314, from Kingston, Watertown and Ashtabula, working 24 hours per day for 8 days to open Dewitt. Dewitt had both humps operating then, so there were really six yards: Receiving, Class and Advance Yard for each direction. I think I remember the storm was the night Jan 29-30, and I arrived there late on Jan 31 from Bryan, OH. 52 inches of snow at Syracuse, and 102 inches at Oswego.

I left Toledo on 28 thinking I was going to Buffalo. After arriving Buffalo, we were sent to a hotel for some sleep to be ready for night work. We reported back to the Division Engineer's Office and we were sent back downstairs to get back on the same (very delayed) 28 that took us to Syracuse.

The biggest problem at Dewitt was all the cars hung up in the Class Yards, because of directions from above to keep the yard operating. If they could have consolidated cars on some tracks, and left some clear for snow plowing, we could have done the trick in half the time. We had a yard engine and caboose full of carmen, running around rerailing cars after we got to them with the spreaders.

I was in charge of the spreaders for 12 hours per day, and Marv Yoder, Track Supervisor at Armitage, OH, had them for 12 hours. It really wasn't bad duty, because we had it well organized and the yardmasters were really good to work with. A 12-hour day was easy duty for a track supervisor in those days (and now!).

I saw one box car come into the yard from the Hojack, and the snow was higher above the roof than the roof was above the floor of the car. It must have been spotted alongside a building with a peaked roof, and not have gone under any low bridges on the way in.
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Engine #100 in the snow

Engine #100 in the snow

Beacon Historical Society collection

This photo was undated but I suspect that it was taken during the big blizzard of March 1888.

The ND&C RR (Newburgh, Dutchess and Connecticut Railroad) established an operation that survived through good times and bad for over 25 years until it was absorbed into the Central New England Rwy and later became part of the New Haven RR. Still later 11 miles of the old ND&C line became part of the ill fated Penn Central, next Conrail, then the Housatonic RR and currently Metro North.

After many years and many different names, these tracks are still in service and owned by Metro North MTA. There is no regular train service on this “Beacon Branch” but they are keeping the line open for possible future use.

To see more about this historic rail line, once a part of the Central New England Railway in New York State and the New Haven Railroad, click here

This railroad met the New York Central Railroad at the Hudson River.
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