♪♪[MUSIC]♪♪ >> SOME TIME BACK IN THAT ERA THEY HAD ABOUT 32 PASSENGER TRAINS IN AND OUT OF HERE.

THIS WAS ONE OF THE BUSIEST STATIONS.

>> AT ONE TIME IT WAS SO MANY FREIGHTERS GOING IN AND OUT OF HERE, EVERY HALF HOUR.

>> THE FREIGHT -- WAS VERY BUSY.

PEOPLE WHO CAME TO VISIT US COULDN'T UNDERSTAND HOW WE COULD POSSIBLY SLEEP AT NIGHT.

>> I'VE BEEN RETIRED NOW SINCE 1988, AND I GO AROUND AND SEE WHAT IS GOING ON.

>> THIS PROGRAM WAS MADE POSSIBLE BY A GRANT FROM THE ROBERT FLEMING AND JANE HOWE PATRICK FOUNDATION.

>> THE VERMONTER RUNS BETWEEN WASHINGTON, D.C. AND SAINT ALL BAN'S VERMONT.

OPERATED BY AMTRAK IT IS A NEW TRAIN.

BUT IT TRAVELS OVER A RIGHT-OF-WAY THAT IS A CENTURY OLD.

IT'S THE ONLY REGULAR PASSENGER SERVICE IN VERMONT.

BUT THERE ARE SEVERAL FREIGHT OPERATIONS STILL ACT JUST STATE.

ONE OF THEM IS THE NEW ENGLAND CENTRAL.

SUCCESSOR TO THE OLD CENTRAL LINE.

>> -- JONES WORKS AS A FREIGHT CONDUCTOR FOR THE LINE.

HE IS A CONDUCTOR AND A PUBLISHER.

>> IN THE 1830, 29-MILES OF RAIL LINE HAD BEEN LAID ON THE CONTINENT.

AND I THINK IT'S SIGNIFICANT THAT IN THAT SAME YEAR, 1830, A GROUP OF BUSINESS LEADERS GOT TOGETHER IN MONTPELIER AND DISCUSSED PLANS FOR BUILDING A RAILROAD THAT WOULD CONNECT BOSTON WITH THE GREAT LAKES AD THE MIDWEST.

>> WITHIN 20 YEARS OF THAT MEETING, THE VERMONT CENTRAL WOULD BE A REALITY.

BUT IT WOULD NOT BE ALONE.

BECAUSE IN 1843, THE VERMONT LEGISLATURE GRANTED CHARTERS FOR TWO COMPETING LINES ACROSS THE STATE.

>> THE U.S. AND CANADA -- >> CHARLES PAYNE, A SUCCESSFUL MANUFACTURER AND FORMER GOVERNOR OF THE STATE, LED THE VERMONT CENTRAL SYNDICATE.

WHILE JUDGE TIMOTHY [INDISCERNIBLE] WHO HAD STEAM BOAT INTERESTS IN BURLINGTON HEADED UP THE COMPETITION, LATER TO BE NAMED THE RUTLAND ROUTE.

PAIN DESIGNED HIS LINE TO RUN FROM THE WHITE RIVER JUNCTION TO THE QUEEN CITY.

>> RUTLAND AND BURLINGTON REACHED THE QUEEN CITY ON DECEMBER 18TH, 1849.

AND ON DECEMBER 31, 1849, 13 DAYS LATER, THE VERMONT CENTRAL FIRST TRAIN ROLLED INTO TOWN.

SO IT WAS A PRETTY CLOSE RACE.

>> AS RAIL FIVE SWEPT THE -- FEVER SWEPT THE COUNTRY, COMMUNITIES ACROSS NEW ENGLAND EAGERLY FOUND WAYS TO BRING THE TRAIN TO THEIR DOORSTEP.

RUTLAND AND BURLINGTON TRAVELED ACROSS SELLING SHARES.

>> I GUESS A TOWN WITHOUT A RAILROAD WAS NOBODY IF IT DIDN'T HAVE A RAILROAD.

BEFORE THAT EVERYTHING WAS DIICULT.

>> EVERYBODY IN EVERY LITTLE TOWN EVERYWHERE WANTED ONE.

FROM THE VERY BEGINNING, PEOPLE DREAMED OF THE GREAT ATLANTIC AND PACIFIC RAILROAD.

>> AND THEY DREAMED OF MAKING MONEY.

TESTIMONY THINK HOLLAND ACQUIRED -- TIMOTHY HOLLAND ACQUIRED LD FOR HIS HOME -- SUBSTANTIAL HOLDINGS INCLUDED A HOTEL.

>> HE HAD A SIDING BUILT UP TO BASICALLY THE FRONT DOOR OF THE HOTEL SO THAT PASSENGERS COULD GET RIGHT OFF THE TRAIN AND GO INTO HIS HOTEL AND STAY OVERNIGHT.

THE OTHER THING THAT THIS ROUTE DID WAS IT FOREVER PUT MONTPELIER, THE STATE CAPITAL, AND BARE E ON A FAST LINE.

>> THERE WAS GREAT CONSTERNATION IN THE CAPITOL CITY WHEN IT WAS DISCOVERED THEY WOULD NOT BE ON THE MAIN LINE.

AT THE SAME TIME, JOHN SMITH OF SAINT ALBANS WAS CONSTRUCTING A RAIL LINE INTO CANADA.

HE DECIDED TO CONNECT WITH THE VERMONT CENTRAL AT ESSEX JUNCTION, LATER FAMOUS FOR LONG DELAYS.

THIS MANEUVER CUT THE RUTLAND LINE OFF FROM THE NORTH.

BUT IT ALSO PUT BURLINGTON ON A BRANCH LINE.

AS A RESULT, THE VERMONT CENTRAL NOW BYPASSED BOTH THE STATE'S CAPITAL AND ITS LARGEST CITY.

THE VERMONT CENTRAL WOULD SOON BE RENAMED THE CENTRAL VERMONT AND THE SMITH FAMILY WOULD BECOME A DYNASTY.

WHILE THE RUTLAND AND CENTRAL VERMONT BATTLED, OTHER STEEL ROADS WERE BUILDING IN NORTHEASTERN VERMONT, LED BY THE FAIRBANKS FAMILY.

AS A LIFELONG RESIDENT OF ST. JOHNSBURY, CLAIRE HAS BEEN CONDUCTING RESEARCH ABOUT THE TOWN FOR YEARS.

>> IT BECAME ESSENTIAL FOR THEM TO HAVE RAIL TRANSPORTATION IN ORDER FOR THEM TO GET THEIR STEEL PRODUCTS OUT TO THE WORLD.

IN 1846, ERASTUS FAIRBANKS WENT TO WHITE RIVER JUNCTION TO A RAILROAD CONVENTION AS A DELEGATE FROM HERE.

AND HE WAS ABLE TO PERSUADE THE POWERS THAT BE AT THAT THE RAILROAD SHOULD COME THROUGH ST. JOHNSBURY BUT STAY ON THE OTHER SIDE OF THE RIVER ALTHOUGH NEW HAMPSHIRE WAS FIGHTING TO GET IT.

THIS WAS THE BEGINNING OF WHAT WAS CALLED THE CONNECTICUT AND [INDISCERNIBLE] RIVERS RAILWAY.

BY 1850, IT REACHED ST. JOHNSBURY.

>> ST. JOHNSBURY BENEFITED FROM THE NEW WEALTH.

THE FAMILY AND TOWN WOULD BENEFIT MORE WHEN THE NEXT RAIL LINE ARRIVED.

>> BY THE 1960'S YOU -- 1860'S YOU HAD A REAL PUSH FOR A NORTH SOUTH RAILROAD.

AND HORACE BECAME VERY ACTIVE IN TRYING TO PROMOTE.

THAT HE HAD TO SELL THE NEW HAMPSHIRE LEGISLATURE THAT YOU COULD BUILD A RAILROAD THROUGH THE WHITE MOUNTAINS.

WHICH WAS A TREMENDOUS CHALLENGE.

BUT HORACE SPOKE WELL AND HE PERSUADED THE NEW HAMPSHIRE LEGISLATURE TO BACK THIS RAILROAD THROUGH NEW HAMPSHIRE.

CAME HOME AND GOT A BIG WELCOME HERE WITH A BAND AND ALL THE PEOPLE GOING TO HIS HOUSE TO CONGRATULATE HIM.

>> THE NEW RAILROAD WAS THE PORTLAND AND OGDEN SPUR.

THE NEW PORTION WOULD BECOME THE SAINTS JOHNSBURY IN LAKE CHAMPLAIN.

BECAUSE OF THE TERRAIN IT CROSSED IT WAS A VERY SLOW RAILROAD.

>> THE ROAD WAS BUILT.

THEY SAID IF YOU WERE FOLLOWING THE BACK OF A TRAIN IT WAS LIKE FOLLOWING THE TRAIL OF A SNAKE.

BECAUSE IT DID WIND.

IN ORDER FROM SAINT JOHNSBURY TO DANVILLE, FOR INSTANCE, IT WAS 12-MILES BY RAIL.

AND ACTUALLY BY HIGHWAY IT WAS ONLY LIKE 5 1/2 MILES.

>> THE RAILROAD TRACK, A SINUOUS PATHWAY.

IT DIPS AND DIVES AND CURVES AND DIPS AND BEND THROUGH THE TRAVELER'S -- THIS RAILROAD IS CONSTRUCTED ON THE ZIGZAG PLAN.

>> THIS WAS A VERY MOUNTAINOUS RUN.

AT THE TIME THAT I STARTED, WE HAD 8 COVERED BRIDGES THATE USED TO GO THROUGH.

AND THIS WAS KNOWN AS THE ROUTE OF THE COVERED BRIDGES.

>> THE SAINT J.

AND L.C.

PASSED THROUGH SOME OF THE MOST PICTURESQUE COUNTRY IN ADVISE.

BUT IT WAS SLOW AND SUBJECTED TO MANY DERAILMENTS.

>> THEY WERE MOVING ALONG AT THEIR USUALLY RATE, THEN ALL OF A SUDDEN THEY STOPPED OUT IN THE MIDDLE OF NOWHERE.

AND NOTHING HAPPENED AND NOTHING HAPPENED.

AND THEN FINALLY THIS LADY GOT UP AND WENT TO FIND THE CONDUCTOR.

AND SHE SAID, WHAT HAS HAPPENED?

AND HE SAID, WELL, WE RAN INTO A COW.

BUT WE'LL BE LEAVING NOW SHORTLY.

AND SO THEY DID.

AND THEY WENT ALONG FOR ABOUT ANOTHER HOUR.

THEN ALL OF A SUDDEN THEY STOPPED AGAIN.

AND SHE WENT UP TO THE CONDUCTOR AND SAID, NOW, DON'T TELL ME WE'VE HIT ANOTHER COW.

AND HE SAID, NO, MA'AM, IT'S THE SAME ONE.

WE JUST RAN INTO HER AGAIN.

>> NOW RETIRED FROM THE RAIL, ARCHIE HAD NINE YEARS OF HIS OWN ADVENTURES DRIVING TRAINS FOR THE SAINT J.

AND L.C.

>> ALL OF A SUDDEN A GUY RUNNING DOWN THE TRACKS STOPPED THE TRAIN, PUT IT IN EMERGENCY.

LOOKED COUNSEL THE -- DOWN THE THE TRACK I COULDN'T BELIEVE MY EYES AND THERE WAS AN ELEPHANT.

SO I CALLED THE DISPATCHER AND I SAID, OH, BOY, WE'RE IN TROUBLE AGAIN.

WE'RE STOPPED HERE AND WE'LL BE DELAYED FOR A LITTLE WHILE.

HE SAID, I TOLD YOU, ARCHIE, DON'T STOP.

TELL THE SECTIONMEN.

THEY'LL TAKE CARE OF THE PROBLEM.

WELL, THE PROBLEM ISN'T COWS.

IT'S ELEPHANT.

AND HE HESITATED FOR A MINUTE AND SAID, ARE THEY PINK ELEPHANTS?

I SAID, NO, THEY'RE GRAY.

TWO OF THEM.

WHAT HAD ACTUALLY HAPPENED WAS A CIRCUS TRUCK ON THE HIGHWAY AND HE HAD A HIGH TRAILER.

AND THERE WAS AN UNDERPASS THERE AT WOLCOTT WHERE THEY ROLLED ONE UNDER THE TRACK AND HE DIDN'T CLEAR AND TIPPED THE TRAILER OVER.

THE ELEPHANTS GOT OUT AND WENT ON THE TRACK.

>> THIS RAIL RAID STRUGGLED INTO THE 20TH CENTURY.

>> THE WOODSTOCK RAILROAD OR RAILWAY, AS IT BECAME KNOWN AFTER 1890, IS GENERALLY REGARDED BY RAIL HISTORIANS AND FANS, OF WHICH I'M ONE, AS THE EPITOME OF A SHORT LINE, A BRANCH OR A LOCAL RAILROAD.

IT WAS EXACTLY 13.88-MILES LONG IT.

RAN FROM WOODSTOCK, VERMONT TO WHITE RIVER JUNCTION.

IT WAS FIRST STARTED IN THE LATE 186 0S AND CAME TO FRUITION IN 1875.

FOR 58 YEARS IT WAS WOODSTOCK'S LINK TO THE OUTSIDE.

>> THE GREATEST ENGINEERING CHALLENGE ON THE WOODSTOCK WAS BRIDGING THE QUICHY GORGE.

THE FIRST BUILDING WAS WOODEN AND SPANNED THE GULF AT A HEIGHT OF 63 FEET.

ON AUGUST 12, 1875, THE OLD WOOD BURNER MOVED CAUTIOUSLY ACROSS THE CONSTRUCTION.

>> OF COURSE, LOCOMOTIVES WEIGHED ABOUT 13 TONS.

BY THE TURN OF THE CENTURY, NOT ONLY WAS THE WEAR AND TEAR BEING TAKEN ON IT BUT THE LOCOMOTIVES WERE NOW UP TO 40 TONS.

AND THEY BROUGHT IN THE CURRENT ALL STEEL BRIDGE AND BUILT BY THE AMERICAN BRIDGE COMPANY IN 1911 FOR THE PRINCIPALLY SUM OF $26,000.

THAT BRIDGE STILL STANDS TODAY AND IS ROUTE 4.

WHEN THE RAILROAD WAS DISBANDED THEY SOLD THE RIGHT-OF-WAY TO THE STATE OF VERMONT THAT IMMEDIATELY LAID A ROAD THERE.

AND THAT IS THE BASIS OF THAT BRIDGE TODAY.

SO THEY DID A PRETTY GOOD JOB IN 1911 FOR $26,000.

>> ONCE IT WAS UP AND RUNNING, THE RAILROAD PROVIDE BOTH FREIGHT AND PASSENGER SERVICE TO THE AREA.

THE MILLS WERE STEADY CUSTOMERS.

THE PRESTIGIOUS WOODSTOCK INN WAS ATRACKING EVER-INCREASING TOURISTS.

>> THEY TELL THE STORY YOU COULD GO TO THE ARCH GRAND CENTRAL STATION AND YOU'D SEE A NICE WHAT THEY CALL A VARNISHED CAR OR LUXURY CAR WITH A SIGN ON IT SAYING THIS CAR GOES TO WOODSTOCK.

IT WOULD TAKE EIGHT HOURS TO GET UP TO WHITE RIVER JUNCTION.

THE CAR WOULD BRING YOU THE LAST SEVERAL MILES TO PLEASANT STREET.

THE CONVEYANCE WOULD MEET YOU THERE AND BRING YOU TO THE WOODSTOCK INN.

>> TOURISTS TRAVELED FROM THE DEPOT TO THE INN BY COACH AND LATER ELECTRIC BUS.

WOODSTOCK INN WAS TO BECOME ONE OF NEW ENGLAND'S MOST ATTRACTIVE RESORTS.

THE SURROUNDING AREA WOULD BECOME AN IMPORTANT LEISURE DESTINATION.

>> INSTEAD OF NUMBERING ITS LOCOMOTIVES, THE WOODSTOCK RAILROAD NAMED THEM AFTER MEN WHO HAD PROVIDED OUTSTANDING SERVICE.

A.J.

DUEY HAD BEEN PRESIDENT OF THE RAILROAD WHEN IT BEGAN CONSTRUCTION.

>> THE WOODSTOCK'S MOST FAMOUS PRESIDENT HAD ACHIEVED SUCCESS BUILDING THE NORTHERN PACIFIC RAILROAD.

FREDERICK BILLINGS THEN TURNED HIS ATTENTION TO HIS HOME STATE.

>> HE ALWAYS DID LONG FOR VERMONT, LIKE MANY NATIVE VERMONTERS.

AND WHEN HE RETIRED FROM, THAT HAVING MADE HIS FORTUNE, HE CAME HOME TO WOODSTOCK.

SO THAT'S ANOTHER REALLY UNIQUE THING ABOUT THESE 15.8-MILES OF WOODSTOCK RAILROAD.

THEY GOT TO GET A LOCAL BOY WHO WAS FORMER PRESIDENT OF A TRANSCONTINENTAL RAILROAD TO BE THEIR PRESIDENT.

>> BILLINGS DIED IN 1890.

IN STEP WITH OTHER RAILROADS, THE WOODSTOCK WAS ABOUT TO ENTER A PERIOD OF RELATIVE PROSPERITY.

THE GLORY DAYS WERE RULED BY STEAM.

TODAY ITS FASCINATION AND SIGNIFICANCE ARE PRESERVED THROUGH THE EFFORTS OF MANY GROUPS AND INDIVIDUALS.

MARK SMITH PUBLISHES BOOKS AND MAGAZINES ON RAILROADING AND BUILDS STEAM EQUIPMENT IN HIS SHOP AT HOME.

>> STEAM ALWAYS FASCINATED ME.

AND WHEN I WAS A KID I DIDN'T KNOW WHY.

IT JUST LEFT ME KIND OF MOVED THAT THE SOUND OF THE WHISTLE IN THE DISTANCE, THE LAKE LOCOMOTIVE WITH A HEAVY TRAIN, THE EXPRESS TRAIN GOING BY SO FAST THAT IT TOOK YOU YOUR BREATH AWAY.

>> IT CAN BE VERY, VERY QUIET, ALMOST WHISPER QUIET.

AND ON THE OTHER HAND, IT CAN BLAST AND LABOR AND THRASH AND WHEEL-TURNING.

>> IN THE EARLY DAYS, VERMONTERS THEMSELVES BUILT STEAM ENGINES AT PLACES LIKE WHITE RIVER JUNCTION AND LYNDENVILLE.

BUT THE RAILROADS BOUGHT MOST OF THEIR LOCOMOTIVES FROM OUT-OF-STATE.

>> THEY WOULD BUY THE LOCOMOTIVES.

RIGHT AWAY THERE WAS MAINTENANCE REQUIRED.

ADJUSTING BEARINGS, FOR EXAMPLE, INSPECTING PARTS FOR CRACKS AND STUFF LIKE THAT.

BUT ALSO THE RAIL ROADS DID ALL THEIR MAJOR OVERHAUL WORK.

SO A LOT OF SOPHISTICATED WORK WENT ON IN TOWNS LIKE RUTLAND WITH THE RUTLAND RAILROAD.

THEY HAD COMPLETE FACILITIES.

CERTAINLY VERMONT IN SAINT ALBANS HAD VERY EXTENSIVE FACILITY.

>> THEY HAD A FOUNDRY TO MAKE WHEEL PARTS FOR THE CARS.

THERE WAS A NATIONAL CAR COMPANY WHICH BUILT RAILROAD CARS HERE.

THERE WAS THE SAINT AL BANS -- AL BANS STEEL MILL WHICH MADE STEEL FOR THE RAILROAD.

EVERYTHING GREW AND GREW AND GREW.

>> LIKE OTHER RAILROAD TOWNS, SAINT AWL BANS PROSPERED.

IT BECAME HEADQUARTERS FOR THE CENTRAL VERMONT AND ITS NEW BUILDINGS REFLECTED THE OPTIMISM.

JIM MURPHY IS A HISTORIAN AND A DISPATCHER FOR THE CENTRAL RAILROAD.

>> WE'RE STANDING ON THE MAIN LINE OF THE RAILROAD WHICH WAS HERE FOR MANY YEARS.

JUST BEYOND US BY ABOUT 50 FEET WAS THE TRAIN SHED, WHICH WAS BUILT IN 1866 AND 1867.

THERE WERE FOUR TRACKS ACROSS TOTAL.

AND IT HAD FOUR LARGE ARCHES, PORT ALSO THAT TRAINS WOULD COME IN AND OUT.

FREE-STANDING BUILDING.

NOTHING IN THE SENT TORE HOLD UP.

ALL ARCHED INSIDE.

THEY HAD TO KEEP CHANGING THE SIZE OF THE PORTALS OVER THE YEARS BECAUSE THE TRAINS GOT BIGGER AND BIGGER.

>> THE RAIL ROADS BUILT THEIR STATIONS TO LAST AND TO PLEASE THE EYE.

AND THE DEPOT BECAME THE FOCAL POINT OF THE COMMUNITY.

THERE ARE MANY FINE EXAMPLES STILL STANDING THROUGHOUT THE STATE.

>> FIRST OF ALL, THE DEPOT WAS ALWAYS A DISFIRED STRUCTURE.

RAILROADS TENDED TO OVERBUILD EVERYTHING: THEIR LOCOMOTIVES, FACILITIES, BRING AND WHAT NOT.

THEY OVERBUILT THE DEPOSE.

MANY OF THEM WERE JUST SPLENDID ARCHITECTURAL WIND LZ YEAH.

YOOLZ.

>> THIS IS THE SHELBURNE STATION BUILT BY DR. STEWART WEBB IN 1890 WHO IS FATHER-IN-LAW FOUNDED THE SHELBURNE MUSEUM.

ALL KINDS OF ACTIVITY WENT ON HERE.

PASSENGER TICKETING, EXPRESS, FREIGHT, TELEGRAMS.

AND IT'S AN INTERESTING STATION.

IT'S AN ATTRACTIVE STATION.

IT HAS TWO WAITING ROOMS, MEN'S AT ONE END, WOMEN AT THE OTHER.

I'M NOT SURE THAT IT WAS COMPULSORY, BUT WOMEN COULD AVOID TOBACCO CHEWING, SPITTING AND SWEARG AND SO ON AND SO FORTH.

>> THE DEPOT WAS WHERE YOU MET TRAINS AARRIVING FROM DISTANT EXCITING PLACES, WHERE YOU WENT FOR NEWS, WHERE YOU SAW A VISITING DIGNITARY.

IT WAS WHERE YOU MET A LOVED ONE.

IN THE OLD DAYS, THE DEPOT WAS THE HEART OF THE TOWN.

>> IN DECEMBER 1942, WORKING IN THE ENGINE HOUSE HERE IN BELLOWS FALLS AS A LABORER.

AND I WORKED UP TO THE POSITION OF THE LOCOMOTIVE HOSLER.

THAT'S A POSITION WHERE YOU HANDLE THE LOCOMOTIVES ONCE THEY ARE BROUGHT IN OFF THE ROAD AND YOU HANDLE THEM FOR SERVICING, AND IN THIS PARTICULAR DISTANCE HERE IN BELLOWS FALLS WHICH WAS A SMALL TERMINAL, WE ALSO WERE RESPONSIBLE FOR DOING A CONSIDERABLE AMOUNT OF MECHANICAL WORK THAT WAS WITHIN OUR ABILITY TO ACCOMPLISH.

THE RUTLAND, OF COURSE, TERMINATED HERE.

AND FROM A HISTORICAL STANDPOINT IT WOULD BE INTERESTING TO NOTE THE RUTLAND WAS THE FIRST RAILROAD IN BELLOWS FALLS.

>> THE STEEL ROADS CONNECTED VERMONT COMMUNITIES WITH EACH OTHER AND WITH THE OUTSIDE LOWS FALLS THE GROWTH WAS IMPRESSIVE IN BELLOWS FALLS.

>> YOU HAD THE B.

AND M. COMING IN HERE AND IT WAS A MAIN LINE FROM BOSTON TO MONTREAL.

ABOUT TEN TRAINS A DAY, TEN OR 12.

AND THEY HAD SWITCHES WORKING IN THREE DIFFERENT YARDS HERE.

AND IT WAS A BOOMING RAILROAD TOWN.

>> BUSINESS WAS BOOMING FOR VERMONT FARM MACHINE WHO SHIPPED THEIR GOODS FAR AFIELD.

>> VERMONT FARM MADE WHAT THEY CALL A DAVIS SWING TURN WHICH IS ALL WOOD AND YOU ROCKED IT BACK AND FORTH LIKE A CRADLE.

THEY ALSO HAD BARELY TURNS THAT TURNED.

THAT WAS ONE OF THE BIG INDUSTRIES HERE.

THEY SHIPPED ALL OVER THE WORLD.

>> THE RAIL ROADS BROUGHT NEW TRADE AND PROSPERITY TO THE TOWNS THEY SERVED.

SALESMEN ARRIVED BY TRAIN AND STAYED AT BUSY HOTELS.

MILK AND OTHER AGRICULTURAL PRODUCTS TRAVELED OUT OF THE STATE.

GOODS AND PEOPLE MOVED THROUGH AT AN EVER INCREASING PACE.

THE RUTLAND HAD ALWAYS SOUGHT TO OUTFLANK THE CENTRAL VERMONT.

BACK AT THE TURN OF THE CENTURY IT DEVISED A SPECTACULAR PLAN.

>> THE CAUSEWAY ACROSS LAKE CHAMPLAIN BETWEEN COAL CHESTER AND SOUTH -- CAME INTO BEING IN 1900.

THE THOUGHT WAS TO BYPASS THE CENTRAL VERMONT.

UP TO THAT POINT, IN ORDER TO GET TO THE WEST, THEY WERE OBLIGATED TO GO OVER THE C.V.

BETWEEN BURLINGTON AND SAINT AWL BANS TO -- >> RESTING MORE THAN THREE MILES ACROSS OPEN WATER, THE CAUSEWAY PROVIDED DIRECT CONNECTION WITH THE WEST.

RUTLAND TRAINS WOULD THREAD THEIR WAY ALONG IT FOR THE NEXT 60 YEARS.

HUGE SLABS OF SCRAP MARBLE WERE USED AS FILL ALONG THE CAUSEWAY, NOW EMPTY OF THE TRAFFIC WHICH USED TO RUMBLE ACROSS THE LAKE.

>> WE CAME FOR YEARS TO COAL CHESTER POINT WHERE THE RUTLAND, THE LONG RUTLAND FILL TOOK OFF ACROSS FOR SOUTH QUARTER ROW.

IN THE ARRANGEMENTS THE WAY THE TREES WERE AND EVERYTHING, WHERE A NORTHBOUND TRAIN CAME OUT YOU KNEW IT WAS COMING.

COULDN'T HEAR IT VERY MUCH.

SOON AS IT GOT FREE OF THE TREES IT WAS ALMOST LIKE A LUND EXPLOSION -- LOUD EXPLOSION.

>> IN THE RUTLAND'S CASE, THEY FINALLY DID ACHIEVE SOME SORT OF PRACTICALITY.

BECAUSE THEY WERE A LINK BETWEEN A GREATER NETWORK OF TRAFFIC BETWEEN BOSTON AND THEN CHICAGO IN THE MIDWEST BY VIRTUE OF THE FACT THAT TRAINS COULD COME UP TO BELLOWS FALLS AND GO ON THE RUTLAND UP THROUGH THE CAUSEWAY THAT WAS BUILT ACROSS THE ISLANDS.

IT WAS THE GLORY YEARS FOR THE RUTLAND WHEN THAT PARTICULAR SITUATION WAS IN VOGE.

>> FOR SOME PEOPLE, THE GLORY YEARS MEANT OP YOU LENS ANDLUXURY.

DR. WILLIAM SEWARD WEBB WAS AMBITIOUS AND WELL-CONNECTED.

THWARTED IN HIS PLANS TO BECOME GOVERNOR OF NEW YORK, HE SOUGHT THAT OFFICE IN VERMONT.

>> HE MARRIED A VANDERBILT GIRL WHICH TIDE HIM INTO THE NEW YORK CENTRAL.

THE NEW YORK CENTRAL SENT HIM UP HERE TO SEE IF THE CENTRAL WANTED TO TAKE OVER THE RUTLAND RAILROAD.

THEY DECIDED AGAINST IT FINALLY BUT WHEN IN VERMONT HE FELL IN LOVE WITH THE COUNTRY SIDE AND ESTABLISHED WHAT IS NOW SHELBURNE FARMS.

>> AS PRESIDENT OF THE RUTLAND, WEBB TOURED THE RAILS OF THE LINE ABOARD THE LUXURIOUSLY APPOINTED INSPECTION ENGINE WHICH HE HAD BROUGHT WITH HIM FROM NEW YORK.

>> I ALSO SHOULD MENTION THAT HE WAS PRESIDENT OF WAGNER PALACE CAR COMPANY, WHICH BUILT THE GRANT ARNO WHICH IS HERE ALSO AT THE MUSEUM.

IT'S ALMA HOG ANY PANEL.

IT SEATS -- ALL MAHOGANY PANEL.

TWO BEDROOMS, DINING ROOM, SECRETARY'S ROOM AND A ROOM FOR THE PORTER AND COOK.

>> DR. WEBB NEVER BECAME GOVERNOR OF VERMONT.

BUT THE RUTLAND RAILROAD WAS PROFITABLE UNDER HIS MANAGEMENT.

WITH A GOOD DEAL OF SUPPORT FROM THE NEW YORK CENTRAL.

IT WAS AN OPTIMISTIC TIME.

BUT RAIL RODING HAS NEVER BEEN WITHOUT PERIL.

PERHAPS THE MOST VIVID EXAMPLE WAS THE DISASTER AT WHAT WAS CALLED THE WOODSTOCK BRIDGE.

TODAY AT WEST HARTFORD, A STEEL BRIDGE CROSSES THE WHITE RIVER.

A CENTURY EARLIER, IN FEBRUARY 1887, IT WAS MADE OUT OF WOOD.

IT WAS HERE THAT CENTRAL VERMONT EXPERIENCED THE WORST TRAIN WRECK IN ITS HISTORY.

>> THE NIGHT TRAIN COMING NORTH OUT OF WHITE RIVER JUNCTION STRUCK A PIECE OF RAIL WHICH HAD A BREAK IN IT.

THE RAIL DECK HAD BROKEN OUT.

>> SOME OF THE CARS TOPPLED OFF THE BRIDGES OFF THE TRESTLE ON TO THE COLD WHITE RIVER.

THE LAMPS AND STOVES IN EACH CAR IMMEDIATELY CAUGHT FIRE.

>> NOT ONLY DID IT JUST BURN UP THE CARS BUT BECAUSE THE BRIDGE WAS ALSO WOOD, IT BURNED THIS 4 OR 5-SPAN BRIDGE ALSO.

THERE WAS NOTHING LEFT WHEN THE FIRE WAS DONE.

>> WHEN IT WAS ALL OVER, THERE WERE 25 PASSENGERS DEAD AND FIVE CREW MEMBERS WERE ALSO KILLED.

>> AFTER IT REBUILT THE BRIDGE, THE CENTRAL VERMONT LOADED IT UP WITH A DOZEN LOCOMOTIVES TO DEMONSTRATE ITS STRENGTH.

A DECADE EARLIER, A REMARKABLE FEAT OF ENGINEERING HAD BEEN COMPLETED IN THE WHITE MOUNTAINS OF NEW HAMPSHIRE.

A GROUP OF RAILROAD THEWZS HAVE GATHERED AT THE TRAIN STATION IN CONWAY, NUMBERS FOR A HISTORIC EVENT.

GORDON EVANS AND HIS BROTHER RAYMOND HAVE JOINED MEMBERS OF THEIR FAMILY FOR THE OCCASION, THE FIRST PASSENGER TRAIN THROUGH CRAWFORD NOTCH IN 37-YEARS.

THE TIMELY SCENIC RAILROAD IS LAUNCHING ITS NEW EXCURSION LINE TO CRAWFORD STATION ON THE TRACKS OF THE MAIN CENTRAL MOUNTAIN DIVISION, THE DESCEND END OF THE OLD WORLD AND OG DENSE SPUR RAILROAD.

FOR THE EVANS BROTHERS THE TRAIN HAS SPECIAL MEANING.

IT WILL TAKE THEM PAST THE HOUSE HIGH ON MOUNT WILLARD WHERE THEY GREW UP.

>> THE TRAIN WORKS ITS WAY THROUGH BARTLETT THROUGH THE BEAUTIFUL SACO RIVER VALLEY.

THE STOP IN BARTLETT AFORD AN EXTRA PHOTO OPPORTUNITY FOR RAIL FANS.

IN THE DAYS OF THE MOUNTAIN DIVISION, BARTLETT WAS A BUSY STATION.

HANDLING PASSENGERS AND FREIGHT TRAFFIC BOUND FOR DISTANT LOCATIONS.

>> HERE, EXTRA POWER WAS ADDED FOR THE STEEP DESCENT WHICH LAY AHEAD.

FOR THE STEAM LOCOMOTIVES, THE CLIMB THROUGH THE NOTCH WAS A REAL CHALLENGE.

THE RAILROAD GAINS ALMOST 1400 FEET FROM NORTH CONWAY TO THE CRAWFORD STATION.

THERE IS ONE SECTION NINE MILES LONG THAT RISES AT A RATE OF 116 FEET TO THE MILE.

TO HAUL THE HEAVIER GRADE UP THE FREIGHT.

HELPERS WERE ADDED AT BOTH ENDS OF THE TRAIN -- HELPER ENGINES.

TODAY'S TRAIN RIDE WILL CARRY THE EVANS BROTHERS OVER FAMILIAR GROUND.

AT THE SITE OF THE OLD BEAMUS STATION, NOW KNOWN AS NOTCHLAND, THERE IS MUSIC TO CELEBRATE THE EVENT.

>> TREES HAVE FILLED THE ONCE OPRAH SEEN BELOW THE SPECTACULAR -- ONCE OPEN RAVINE.

THE TRAIN PASSES OVER WILLIE BROOK BRIDGE, APPROACHING THE SITE WHERE ONCE STOOD THE SECTION HOUSE THAT WAS HOME TO THE EVANS FAMILY DURING THE EARLY YEARS OF THE CENTURY.

THE HOUSE WAS BUILT IN 1887 FOREWORKERS WHO MAINTAINED THE TWO-MILE SECTION OF TRACK CARVED INTO THE SIDE OF THE MOUNTAIN.

IN 1803, LORING EVANS, THE FATHER OF GORDON AND RAYMOND, WAS HIRED AS A SECTION FOREMAN AND MOVED INTO THE HOUSE WITH HIS WIFE PATTY.

>> G.K. HOWARD HAD THE [INDISCERNIBLE] THEY PUT IT ON THE TRAIN, A BAGGAGE CAR.

SOMETIMES THEY'D TAKE IT TO CRAWFORD AND THE SECONDS MEN WOULD TAKE IT DOWN.

SOMETIMES THEY'D STOP AT THE HOUSE AND PUT IT OFF AT THE HOUSE.

>> THE RAILROAD WAS THEIR MAIN LINK TO THE WORLD IT.

BROUGHT COAL, GROCERIES AND CLOTHING FROM THE VALLEY.

AND IT BROUGHT THE DOCTOR WHO DELIVERED THE FOUR EVANS CHILDREN.

IT WAS ALSO THE RAILROAD THAT CARRIED THE CHILDREN TO SCHOOL.

BECAUSE OF THE STEEP GRADE AND UNUSUAL METHOD WAS DEVISED FOR GETTING THEM ABOARD.

>> WE WENT TO SCHOOL AT STEVENS.

AND THE TRAIN IN THE WINTER COULD NOT STOP BECAUSE IT WAS RUN ON A CURVE AND HE'D JUST SPIN, SIT THERE AND SPIN.

AND MY MOTHER WOULD SPACE US 40 FEET APART OR SOMETHING LIKE.

THAT AND THE CONDUCTOR AND THE BRAKEMAN, PROBABLY, WOULD SCOOP US ON.

>> THE WINTERS ON THE STEEP SLOPES OF MOUNT WILLARD WERE RUGGED.

AND THE DEEP SNOWS A FALL WAS A THREAT.

>> WELL, WE HAD A LOT OF SNOW IN THOSE DAYS.

WE HAD MONSTROUS SNOW SLIDES OFF THE LEDGES OF MOUNT WILLARD.

AND THEN WE HAD A TELEPHONE IN THE HOUSE.

AND THEN WHEN THE SNOW SLIDE CAME, WE HAD TO CALL BARTLETT SO THEY WOULD SEND A SNOWPLOW UP AHEAD OF THE PASSENGER TRAIN ON FREIGHT TRAIN.

>> IT WAS SNOWING ON THANKSGIVING IN 1913 AS LORING EVANS STEERED SWITCHES AT -- >> WELL, TO THE -- HE THOUGHT IT WAS GOING TO GO ON TO PAVEMENT.

IT BACKED UP ON A SIDE TRACK AND HE WAS SHOVELING THE SIDE TRACK OUT, SWITCHES AND EVERYTHING.

>> HE MISUNDERSTOOD THE ENGINEER'S SIGNAL AND WAS STRUCK AND KILLED BITE BACK-TRACKING HELPER ENGINE.

PATTY WAS LEFT WITH THE FOUR CHILDREN AND A DECISION TO MAKE.

>> WELL, AFTERWARDS THEY TALKED WITH HER.

SHE COULD STAY ONBOARD AND THE -- DO WHATEVER SHE WANTED TO DO.

THEN SHE DIDN'T KNOW ANYTHING DIFFERENT.

SO SHE STAYED RIGHT THEN, PUT THE SECTION.

IN WE LIVED IN ONE PART OF THE HOUSE, ONE SIDE OF THE HOUSE, THE SECTION CREW LIVED IN THE OTHER SIDE.

>> PATTY RAISED HER FAMILY AND CONTINUED TO COOK FOR THE SECTION CREW.

SHE WOULD REMAIN ON THE MOUNTAIN FOR ANOTHER 30-YEARS.

PASSENGER TRAINS WOULD CONTINUE TO RUN THROUGH THE GATEWAY AND ON INTO VERMONT UNTIL 1958.

AFTER CEREMONIES AT THE CRAWFORD STATION, IT'S BACK THROUGHOUT NOTCH AND DOWN THE MOUNTAIN.

FOR EACH TRAVELER, THE TRIP HAS ITS OWN MEANING.

FOR THE EVANS BROTHERS, IT IS MEANT REVISITING THE PATHWAYS OF THEIR EARLY YEARS AND RELIVING SOME SPECIAL MOMENTS.

>> RAIN WAS COMING DOWN HARD ON THE THIRD OF NOVEMBER, 1927.

PEOPLE IN NORTHERN NEW ENGLAND WERE NOT SURPRISED.

OCTOBER HAD BEEN AN UNUSUALLY WET MONTH.

BUT THIS WAS A TORRENTIAL STORM LASTING TWO DAYS.

THE GROUND WAS SATURATED AND THE RIVERS WERE ALREADY SWOLLEN.

IT WOULD PROVE TO BE THE WORST DISASTER IN THE HISTORY OF THE REGION, FOR ITS PEOPLE AND FOR ITS RAIL ROADS.

>> THERE WERE ALL THESE WRECKS UP AND DOWN THE LINE.

PLUS THE 27 FLOODS ON NOVEMBER 3 AND 4 OF 1927 HAPPENED AT A TIME WHEN THERE WAS NO FLOOD CONTROL ON ANY OF THE RIVERS.

>> DAMS BROKE VARIOUS PLACES, CULVERTS WASHED OUT.

AND WHEN IT WAS ALL OVER, THE STATE'S RAILROAD SYSTEM HAD BEEN VIRTUALLY DECIMATED.

>> AT PROCTOR, THE STATION ALMOST FLOATED AWAY.

AND THE TRACKS WASHED OUT UNDER RUTLAND'S MILK TRAIN NUMBER 88, STRANDING ITS CREW.

THE CITY OF RUTLAND WAS NOT SPARED, AS THE RAGING WATERS DESTROYED RAILS AND BRIDGES.

THOUGH THE FLOOD CRIPPLED THE RUTLAND RAILROAD, IT ALL BUT DESTROYED THE CENTRAL VERMONT.

>> EVERYTHING ON THE CENTRAL VERMONT RAILWAY ALMOST FROM AROUND SHARON, VERMONT UP TO WILSON, ALMOST EVERY BRIDGE AND ALL THE ROADS AND EVERYTHING WAS COMPLETELY ANNIHILATED.

THEY HAD THE RAILROAD HERE CALLED ON THE CANADIAN NATIONAL TO HELP OUT TO REBUILD THE RAILROAD.

AND THEY SENT DOWN I BELIEVE IT WAS SOMEWHERE AROUND 1600 PEOPLE ALONG WITH EQUIPMENT TO REBUILD THE RAILROAD.

>> IT WAS A MONUMENTAL EFFORT.

THE MAIN LINE WAS BACK IN SERVICE IN THREE MONTHS, AND A CEREMONY WAS HELD ON THE STEPS OF THE CAPITOL.

BUT THE CENTRAL VERMONT WOULD NOT PAY THE BILLS FOR THE RECONSTRUCTION.

>> WELL, THE C.V. HAD NO CHOICE BUT THEY HAD A FORECLOSURE SALE.

AND AT THE FORECLOSURE SALE, THE REPRESENTATIVE FROM THE CANADIAN NATIONAL RAILWAY PURCHASED THE CENTRAL VERMONT RAILWAY FOR $22 MILLION.

CANADIAN NATIONAL TOOK OVER CONTROL OF THE CENTRAL VERMONT FROM THAT TIME ON.

>> THERE WERE VIRTUALLY NO RAILROAD THAT ESCAPED UNSCATHED.

SOME OF THE MARGINAL, SMALLER OPERATIONS, THIS WAS THE END.

THEY JUST DIDN'T HAVE THE MONEY.

THEY DIDN'T HAVE THE ECONOMIC FUTURE TO EVEN REBUILD, EVEN THINK ABOUT REBUILDING.

>> IN THE EARLY 30'S, MANY OF THE SHORT LINES IN NEW ENGLAND DISPERIOD, BATTERED BY THE FLOODS, THE DEPRESSION, AND THE STEADY ADVANCE OF THE AUTOMOBILE.

FOLLOWING ITS EARLY FINANCIAL STRUGGLES, THE WOODSTOCK RAILROAD HAD ENJOYED A PERIOD OF SUCCESS.

BUT REVENUES HAD BEEN DECLINING STEADILY THROUGHOUT THE 20'S.

>> THE DECISION WAS MADE IN '32.

THE HANDWRITING WAS ON THE WALL.

IT WAS ONE OF THOSE THINGS THAT HAD BEEN OUR LITTLE RAILROAD.

NO ONE WANTED TO FACE IT.

BUT THERE WAS REALLY NO CHOICE.

IT WAS DECIDED THAT LAST RUN WOULD BE MADE ON APRIL 15, THE DAY BEFORE EASTER IN 1933 AT THE VERY HEIGHT OF THE GREAT DEPRESSION.

>> AND I WAS 16-YEARS OLD AT THE TIME.

AND THE WOODSTOCK RAILROAD STATION THAT HAD ALWAYS BEEN MY PLAYGROUND AS A KID BECAUSE I LIVED RIGHT ACROSS FROM THE RAILROAD, RIGHT THERE.

AND SO I WAS ANXIOUS TO GO ON THE RIDE.

SO I KNOW WE WENT DOWN TO THE STATION EARLY AND STOOD IN LINE TO GET A TICKET.

THERE WAS QUITE A FEW PEOPLE GOING, A LITTLE SMALL OFFICE THERE.

11:00 THEY CLOSED THE TICKET OFFICE.

CHARLES SPUR BERG CAME OUT AND SAW THAT EVERYONE WAS ONBOARD.

AND HE CALLED TO H.H.

PAYNE, WHO WAS THE ENGINEER TO GO AHEAD.

MAN BY THE NAME OF GEORGE PIPER WAS THE FIREMAN.

AND THE TRAIN PULLED OUT OF WOODSTOCK SHORTLY AFTER 11:00 A.M. JUST BEYOND DEWEY MILLS A SLIGHT ELEVATION CALLED SHELLEY'S HILL.

THE TRAIN STARTED UP THAT HILL.

AND THE WHEELS KEPT SPINNING IT.

DIDN'T GET ANYWHERE.

>> SOMEBODY PUT AXEL GREASE ON THE RAILS.

AND THE TRAIN HAD TO MAKE THREE PASSES TO CLIMB UP OVER THIS STEEP GRADE.

>> SOMETIME WITHIN THE LAST YEAR, SOMEONE CAME OUT AND PUT A PIECE IN THE VERMONT STANDARD, OUR LOCAL NEWSPAPER, TO ADMIT THAT HE WAS ONE THAT WAS INVOLVED IN THAT.

>> FINALLY THEY GOT UP OVER IT AND HAD THEIR LUNCHEON IN WHITE RIVER.

THEN THE TRAIN REVERSED FOR WOODSTOCK, TOLLING ITS BELL ALL THE WAY HOME TO ITS DEPOT.

I'VE ALSO HAD PEOPLE TELL ME OF VARIOUS AGES IN THE VILLAGE THAT THROUGHOUT THE WHOLE THING, PEOPLE TURNED OUT TO WAVE GOODBYE TO IT.

THE ENGINEER ACKNOWLEDGED EVERY ONE OF THEM.

AND MORE THAN ONE TEAR WAS SHED ON THAT DAY.

♪♪[MUSIC]♪♪ >> A NUMBER OF VERMONT TOWNS HAD ANOTHER MODE OF TRANSPORTATION.

BELLOWS FALSE HAS NO EXCEPTION.

>> THERE WAS A TROLLEY CAR IN FRONT OF THE OLD TOWN HALL.

THAT ONE BURNT DOWN IN 1925.

THE REASON THEY STOPPED THERE, THEY HAD THE CONTRACT TO HAUL THEU.S.

MAIL OUT TO SACKSON RIVER.

EY GOT IT RUNNING IN ABOUT 1900.

AND FROM THE STATION, BELLOWS FALLS, UP TO THE BUSINESS DISTRICT, OUT THROUGH GATESVILLE AND THE SAXON RIVER.

ABOUT 6-MILES.

>> ON THE WAY TO THE RIVER WAS A ACE CALLED BARBER'S PARK.

THIS WAS A POPULAR DESTINATION FOR PEOPLE IN THE SURROUNDING AREA AND PROVIDE ALL KINDS OF RECREATION.

>> IN THE OLD DAYS YOU COULD GO OUT THERE FOR ABOUT 15 OR 20 CENTS.

THEY HAD BIG DOINGS ON THE FOURTH OF JULY.

ONE FOURTH OF JULY ABOUT 1902 THEY HAD 6,000 PEOPLE OUT THERE.

THAT WAS A BIG DAY.

THEY HAD BALL GAMES, THEY HAD FREE BAND CONCERTS ON SUNDAY NIGHT, THEY HAD MOVIES OUT THERE.

AND THEY HAD A LOT OF -- WELL, WHAT YOU CALL SUMMER STOCK TODAY.

THEY HAD SHOWS OUT THERE.

NOW, THIS PHOTO HERE, THAT'S THE CAR STOPPING AT THE BALL FIELD OUT AT BARBER'S PARK.

AND EVERYBODY -- THE GAME MUST HAVE STARTED.

BECAUSE THEY'RE ALL BAILING OFF OF THERE IN A HURRY.

>> AS WOULD SOON BE THE CASE WITH STEAM LOCOMOTIVES, THE TROLLEYS OF NEW ENGLAND WOULD DISAPPEAR, BROUGHT DOWN BY AN AGENT OF CHANGE THAT DIDN'T RIDE ON RAILS.

>> IT WAS THE AUTOMOBILE.

WHEN HENRY STARTED PUTTING OUT MODEL T'S, EVERYBODY STARTED GETTING A CAR.

THEY DIDN'T WANT TO RIDE THE TROLLEY ANYMORE.

THERE WASN'T ENOUGH BUSINESS.

THEY FINALLY WENT BANKRUPT IN 1925.

SHORTLY AFTERWARDS THEY TORE UP THE RAILS AND STUFF.

>> THE RUTLAND WENT INTO BANKRUPTCY IN 1938.

AND THERE WERE SOME PRETTY TOUGH TIMES IMMEDIATELY FOLLOWING.

THAT THERE WAS A LOT OF QUESTION WHETHER THE AREA COULD SURVIVE.

AMONG THE VARIOUS IDEAS THAT CAME ABOUT, PROBABLY ONE OF THE MOST SUCCESSFUL WAS THE SAVE THE RUTLAND CLUB, WHICH WAS ORGANIZED.

AND THEY SUCCEEDED IN HIRING PROFESSIONAL TRAFFIC PEOPLE TO COME IN AND HELP IMPROVE THEIR TRAFFIC BASE.

ONE OF THE IDEAS, OF COURSE, WAS AN INAUGURATION OF THE FAST FREIGHT SERVICE, AS THEY CALLED IT TRAIN.

AND THE TRAIN WAS CALLED THE WHIPPET.

THEY WERE ABLE TO OFFER GOOD SERVICE AND THEY OFFERED IT AT A SLIGHTLY REDUCED RATE.

THIS WAS ONE OF THE SUCCESSFUL VENTURES THAT THE SAVE THE RUTLAND CLUB DEALT WITH.

IT DID INCREASE THEIR TRAFFIC TO A CONSIDERABLE DEGREE.

>> OTHER LINES EMPHASIZED MORE GLAMOROUS FEATURES IN THEIR PROMOTIONS.

>> ONCE UPON A WINTER'S DAY, GRAND CENTRAL TERMINAL HUMMED WITH EXCITEMENT.

THE SNOW EXPRESS WAS ABOUT TO DEPART.

IT'S BEST TO GET YOUR TICKETS EARLY.

>> STARTING IN THE EARLY 30'S, C TRAINS RAN NORTH OUT OF NEW YORK AND BOSTON.

EXCEPT FOR THE WAR YEARS THEY CONTINUED THROUGHOUT THE 40'S, BRINGING SKIERS TO THE RESORTS SPRINGING UP IN NEW ENGLAND.

>> FOR A WEEKEND IN VERMONT OR NEW HAMPSHIRE OR IN CANADA.

>> AND WE PULLED OUT OF GRAND CENTRAL AND CHUGGED RIGHT ALONG, THE NEW YORK, NEW HAVEN AND HARTFORD, CHANGING ENGINES IN NEW HAVEN AS USUAL.

AND THEN AFTER THAT YOU REALLY DIDN'T KNOW MUCH ABOUT IT BECAUSE YOU WERE IN BED AND ASLEEP.

YOU WERE AWAKENED BY THE CHANGE OF THE ENGINES AT DOVER.

THEY STOPPED IN OSSOPEE TO LET PEOPLE OFF.

AND THEY STOPPED IN CONWAY AND NORTH CONWAY AND THEN INTERRAIL WAS THE END.

THEN YOU HAD BREAKFAST AND YOU WERE SET PRETTY MUCH TO GO OFF TO SKI SCHOOL, WHICH STARTED AT 10:00.

♪♪[MUSIC]♪♪ >> ACROSS THE RIVER IN VERMONT, SKI TRAINS ALSO RACED NORTH CARRYING SKIERS TO THE SLOPES AROUND THE STATE, INCLUDING THE TRAILS ON MOUNT MANSFIELD AT STOWE.

SKI INSTRUCTORS WERE ON HAND TO HELP NOVICES AND ADVANCED SKIERS ALIKE PERFECT THEIR TECHNIQUE, AND MAYBE PROVIDE OTHER DIVISIONS.

>> -- DIVERSES.

>> THE SKIING I MET AN ATTRACTIVE SKI INSTRUCTOR.

IT TOOK ME TWO OR THREE TIMES COMING BEFORE HE NOTICED ME.

THAT WAS THE BEGINNING.

WE'VE BEEN MARRIED NOW WHAT, 54-YEARS, NEARLY.

>> THE SKI TRAINS DISAPPEAREDS GAVE WAY TO THE ADVANCE OF CARS AND TRUCKS.

ONCE AGAIN, THE RUTLAND WAS STRUGGLING.

BUT THINGS WOULD CHANGE WITH THE ARRIVAL OF A NEW PRESIDENT, GARDENER TABERLY.

>> AND HE BROUGHT ABOUT WHAT IS TERMED AND WHAT I FEEL WAS THE REBIRTH OF THE RUTLAND.

WHEN HE CAME ONBOARD THERE WERE ABOUT 60 STEAM LOCOMOTIVES STILL IN EXIST ENS ON THE RUTLAND.

THE STUDY WAS MADE, PROFESSIONAL STUDY MADE IT.

WAS FOUND THAT RUTLAND COULD BE OPERATED WITH A TOTAL OF ABOUT 15 DIESEL UNITS WHERE IT TOOK ABOUT 60 STEAM ENGINES.

AND HE WAS SUCCESSFUL IN GETTING BANKING TO START UTILIZING THE RAILROAD.

>> ACROSS THE COUNTRY, DIESEL POWER WAS PUSHING STEAM LOCOMOTIVES ON TO THE SIDINGS.

VERMONT WAS LATE TO MAKE THE CHANGE, BUT IT WAS INHABLE.

-- INEVITABLE.

THE DEMANDS OF EFFICIENCY WERE WRITING THE FINAL CHAPTER OF A REMARKABLE STORY.

>> THIS IS THE STEAM LOCOMOTIVE, THE NUMBER 220.

IT'S [INDISCERNIBLE] NORMALLY IT WAS BUILT FOR PASSENGER SERVICE.

BUT WE DID USE IT IN WAY FREIGHT SERVICE.

AND HAND-BARD ENGINE.

THAT WAS OLD GLORY DAYS.

THEY CALLED THE SHOVEL THAT YOU SHOVELED IN THE COAL, THEY CALLED THAT BANJO.

IF YOU COULD PLAY THE BANJO GOOD YOU'D BE ALL RIGHT.

>> JIM FINLEY CAME UP TO SAINT AWL BANS IN -- SIX YEARS LATER HE WAS ON THE ROSTER AS AN ENGINEER.

>> I FIRED THIS ENGINE.

BACK WHEN THEY HAD THIS STEAM I FIRED THIS ENGINE.

I FIRED MANY OTHERS.

WE USED IT SOMETIMES FOR WAY FREIGHT OR PASSENGER TRAINS.

>> WHEN YOU START THE BRAKE YOU LET UP -- START THE TRAIN YOU LET UP THE BRAKE AND PUT IT ON JUST A LITTLE BIT.

GET STARTED, GET THE SLACK OUT OF THE TRAIN.

AS YOU GOT GOING AND YOU GOT ON THE MAIN LINE WHERE YOU COULD HIGH BALL, THEN YOU'D KEEP THOSE OUT AND THEY'D BRING THIS BAR WHEEL UP HERE.

AND THIS IS THE OLD JOHNSON BAR HERE.

YOU'D PUSH IT UP OR DOWN LOW.

OUT THERE HIGH BALLING YOU'D BRING IT UP THERE REAL HARD, ALMOST NEAR THE CENTER.

THIS IS A VALVE WHICH SPONGED THE STEAM OR THE RATIO IF YOU SAID WITH THE JOHNSON BAR, THE STEAMS PUSHES THE PISTON AND DRIVE IT IS BACK AND FORTH.

PUSH IT BACK AND THEN COME UP HERE AND PUSH IT FORWARD.

FORWARD 8, BACK 8, TOP AND BOTTOM CORNERS.

THAT'S THE RASH YOU THAT WAS SET UP.

>> DURING JIM FINLEY'S EARLY DAYS AS AN ENGINEER, A STRICT TIMETABLE APPLIED TO ALL TRAINS, WHETHER PASSENGER OR FREIGHT.

>> THE FIRST TRAIN I GOT WAS THE MILK TRAIN FROM SAINT ALBANS TO WHITE RIVER.

THOSE DAYS THEY WERE HOT ON THEIR RUNNING TIME BETWEEN STATIONS.

IF YOU DIDN'T MAKE YOUR TIME BETWEEN STATIONS, BOY, THEY'D BE ON YOUR NECK.

BOY, THEY'D GET HOT.

YOU'D HAVE TO WRITE THEM A NOTE AND TELL THEM WHY YOU DIDN'T MAKE THE RUN TIME.

THAT WAS BACK IN THE RAILROAD DAYS WHERE THERE WAS REAL RAILROAD.

THESE DIESELS TOOK ALL THE FUN OUT OF THE RAIL ROADS.

THOSE STEAMERS WERE IT.

JUST LOVED THE OLD STEAMERS.

>> FROM RETIRED RAILROAD EMPLOYEES HAVE GATHERED FOR THEIR ANNUAL FUNCTION AT WHITE RIVER JUNCTION.

ABOUT HALF MEN WORK FOR THE BOSTON AND MAINE, THE OTHERS FOR THE CENTRAL VERMONT.

WHITE RIVER JUNCTION WAS ONCE A VERY BUSY RAILROAD TOWN.

>> I'VE SEEN TIMES WHEN I STARTED IN THE FIRST PART OF THE 50'S WHERE THAT PLATFORM DOWN THERE WAS LITERALLY COVERED WITH PEOPLE WITH TRAINS SITTING ON EVERY TRACK.

THEY JUST CAME IN OR THEY'RE GETTING READY TOO.

>> I WORKED IN WHITE RIVER JUNCTION AS A TELEGRAPH OPERATOR.

I WORKED THIRD TRIP MOST OF THE TIME.

AND WORKED RELEASE JOBS HERE.

WE HAD THREE SETS OF OPERATORS HERE IN THE STATION AND THREE DOWN ON THE YARD.

>> TODAY, FREIGHT TRAFFIC THROUGH WHITE RIVER JUNCTION IS SPARSE.

AND PASSENGER SERVICE IS REDUCED TO THE SINGLE DAILY TRIP THAT AMTRAK'S VERMONTER MAKES IN EACH DIRECTION.

>> AND ON THIS SIDE WAS THE MAIN STATION.

THIS WAS THE EXPRESS OFFICE, RAILWAY EXPRESS.

AND THIS IS THE BAGGAGE ROOM HERE.

AND THE MAIN PASSENGER STATION WAS HERE.

AND THEY HAD A RESTAURANT IN THERE WHERE YOU COULD GET A PRETTY GOOD MEAL.

>> FOR THE RAIL ROADS THAT CAME TO THIS TOWN, FREIGHT TRAINS PAID THE BILLS.

AND PASSENGER SERVICE BROUGHT THE PRESTIGE.

WHITE RIVER JUNCTION HAD ITS SHARE OF BOTH.

FROM MONTREAL, TRAINS ARRIVED ON TWO ROUTES, THE CENTRAL VERMONT AND THE COMBINED BOSTON AND MAINE CANADIAN PACIFIC LINE.

>> SOME TIME BACK IN THAT AREA THEY HAD ABOUT 32 PASSENGER TRAINS IN AND OUT OF HERE.

I SEEN TIMES WHEN THE B AND M YARD, THEY HAD 17 TRACKS, A SETUP TRACK AND A RUNNING TRACK.

AND EVERY ONE OF THOSE WOULD BE FULL OF FREIGHT CARS.

THIS IS ONE OF THE BUSIEST STATIONS IN NEW ENGLAND.

>> LIKE THE CENTRAL VERMONT, THE BOSTON AND MAINE HAD ITS GLORY YEARS.

IT MAINTAINED AN EXTENSIVE NETWORK OF TRACKS IN NEW HAMPSHIRE.

AND B AND M TRAINS WERE A FAMILIAR SITE IN VERMONT AS WELL.

THE LINE WAS A FAVORITE AMONG PHOTOGRAPHERS.

AND DURING THE FINAL DAYS OF STEAM, ITS CLASSIC FEATURES WERE DOCUMENTED BY MANY PEOPLE.

MOST NOTABLY BY PHILLIP HASTINGS.

>> PHIL HASTINGS WAS BROUGHT P IN BATFORD, VERMONT ON THE CONNECTICUT RIVER AND ALSO ON THE BOSTON MAINE SOUTH MAIN LINE BETWEEN WHITE RIVER JUNCTION AND ELK RIVER.

RIGHT FROM THE START, HIS PHOTOGRAPHS HAD AN UNIQUE QUALITY.

PHIL HAD THE SENSITIVITY AND THE AWARENESS TO MAKE EACH ONE OF HIS PICTURES A COMPOSITE.

HE SAW IT ALL.

ONE OF MY FAVORITE PICTURES WS TAKEN AT BRADFORD JUST AT TWILIGHT.

AND IT WAS OF ALL THE TRAIN.

AND THE R.P.O.

CLERK WAS LOADING THE LAST OF THE MAIL.

AND WHAT HE SAW WAS A COMMUNITY OF TRAIN TRAVEL.

>> ALL THOAT SHORT LINES ARE ALMOST ENTIRELY GONE, THE TRUNK LINES IN VERMONT ARE STILL ACTIVE.

WHILE PASSENGER SERVICE IS MORE GLAMOROUS, FREIGHT HAS ALWAYS BEEN THE REVENUE GENERATOR FOR THE RAIL ROADS.

>> THE RAILROAD INDUSTRY RIGHT NOW IS PROBABLY AS HEALTHY AS IT HAS BEEN AT ANY TIME IN HISTORY THE RAIL ROADS ARE HANDLING MORE FREIGHT THAN THEY DID AT ANY TIME IN H REVENUE TO KEEP RAIL TRANSPORTATION THROUGH THE STATE.

THE SAME WAS THROUGH WITH THE BRANCH FROM BELLOWS FALLS.

THAT'S OPERATED BY ANOTHER COMPANY, DEAN MOUNTAIN RAILROAD.

THEY'RE DOING WELL, TOO.

ON THE BELLOWS FALLS RANCH THEY RUN A TOURIST TRAIN WHICH HAS BEEN VERY SUCCESSFUL FOR A NUMBER OF YEARS.

>> THE GREEN MOUNTAIN FLIER CARRIES PASSENGERS THROUGH HISTORIC VERMONT LANDSCAPES FROM BELLOWS FALLS TO CHESTER AND BACK.

IN RESTORED WOODEN COACHES, COMPLETE WITH VARNISHED INTERIORS AND PLUSH UPHOLSTERY, TRAVELERS CAN EXPERIENCE SOMETHING OF THE MAGIC OF RAILROADING AS IT USED TO BE.

>> THE TRAIN IS PART OF THE LANDSCAPE.

THERE'S A LOOK ALIKE, KIND OF HOP OJ SUNRISSED -- HOMOGENIZED QUALITY OF TRAVEL THESE DAYS.

BUT THE TRAINS HAD AN UNIQUE ENCOUNTER WITH THE LANDSCAPE.

>> THE RAILROAD INDUSTRY, AS THE SAYING GOES, -- >> IT JUST GETS IN YOUR BLOOD.

>> I'VE BEEN RETIRED NOW SINCE 1988.

AND I GO AROUND THE RAIL YARD EVERY DAY TO SEE WHAT'S GOING ON.

IT SEEMS TO GET IN YOUR BLOOD.

YEP, FOR SOME REASON IT DOES.

YOU GET ATTACHED TO IT AND YOU STICK WITH IT.

YOU STICK WITH IT.

♪♪[MUSIC]♪♪ ♪♪[MUSIC]♪♪