From this point on, of course, steel rail was the way to go and after the Civil War the D&H began to expand both north and south. Like most now-famous fallen flags the system came together through a series of new construction and outright takeover of smaller railroads. By the late 19th century the D&H had, for the most part, reached its pinnacle in route miles (at least until the Conrail formation in 1976), operating over 700 miles of track. Its lines extended as far south as Wilkes-Barre, Pennsylvania, and New York City courtesy of a strong ally in the New York Central. To the north the railroad served Montreal, Quebec and a branch to Lake Placid, New York.
The railroad did not extend much to the east or west and held mostly its main line between Pennsylvania and northern New York as its chief source of traffic. Aside from Albany, New York (the railroad’s headquarters), Binghamton and Rutland, Vermont the railroad’s other branches did not extend to large towns or cities and mostly served the anthracite regions. Anthracite, as was the case with so many other Northeastern carriers that had banked their livelihoods on the coal, would cheat the Delaware & Hudson following the Great Depression (the railroad at one point earned over half its yearly revenues from anthracite). To make up for the major loss in traffic the railroad turned to a source of revenue that would sustain it for the rest of its independent life, bridge traffic.
While it continued to carry originating traffic from a number of different sources, bridge traffic would be the main stable of its revenues. The railroad never had a significant or large passenger fleet, obviously due to the railroad’s small size. However, it did have a few notable passenger trains including the Montreal Limited and Laurentian, the latter of which was the best known of its fleet. The Montreal Limited provided overnight service between New York City and Montreal, courtesy of help from the New York Central, while the Laurentian provided daytime connections throughout upstate New York as well as through the Great Lakes region.
Perhaps most interesting aspect of the railroad's passenger operations is that they grew in popularity following the arrival of new president Frederic Dumaine in 1967. Dumaine was a big proponent of passenger and rail and upgraded the fleet with newer secondhand equipment. Purchasing two former Santa Fe's Alco PAs, a very beautiful locomotive design, and streamlined equipment the D&H’s two flagship trains transformed into rather stunning trains, featuring a splendid and eye-catching mix of blue, yellow, and silver livery. Curiously, while both trains were axed by Amtrak following its startup in the spring of 1971 a push by the Delaware and Hudson and State of New York actually worked in returning the New York-Montreal run back into service with Amtrak naming the train the Adirondack (which still operates to this day).
The D&H, a company that probably should no longer exist, remains today (at least on paper) because of a series of events which took place in the 1970s beginning with the downfall of the Northeast rail industry. With the collapse of the Penn Central and almost all other Northeastern carriers the railroad was destined to likely disappear into either Conrail, which followed, or another large carrier as well. Instead, in an effort to retain some type of rail service in the northeast the government decided to not only allow the D&H to remain but also give the road a broader market to serve. The result was a railroad, which nearly doubled in size when Conrail started up in the spring of 1976! The new routes given to the D&H included trackage rights over Conrail between Binghamton and Buffalo (and a connection with the Norfolk & Western Railway) as well as Newark (New Jersey), Philadelphia and Washington, D.C.
Diesel Locomotive Roster
The American Locomotive Company
|C420||200-209 (Ex-LV), 404-415 (Ex-LV)||1963-1964||22|
|C424||451-463 (Ex-EL and Ex-Reading)||1963||13|
The Baldwin Locomotive Works
|RF16||1205, 1216 (Ex-NYC)||1951||2|
The Electro-Motive Corporation/Electro-Motive Division
|GP39-2||7401-7420 (Ex-Reading), 7601-7620||1974-1976||40|
|U33C||650-656 (Ex-PC), 751-753 (Ex-EL), 754-762||1968-1970||19|
Steam Locomotive Roster
|B-4 Through B-7||Switcher||0-6-0, 0-8-0|
|E-2 Through E-7||Consolidation||2-8-0|
Notable Passenger Trains
Laurentian: (New York - Albany - Montreal)
Montreal Limited: (New York - Albany - Montreal)
Alas, due to the railroad’s small size it was eventually destined to be purchased, which happened in 1981 when Guilford Transportation took over the railroad. The D&H lasted a number of years in the Guilford system before being purchased by the Canadian Pacific which slowly began merging the railroad into its own system. In 2014, Norfolk Southern announced its intent to purchase a section of the former D&H main line. The acquisition was approved by the Surface Transportation Board in May of 2015; it consists of 267 miles of former D&H main line between Sunbury/Kase, Pennsylvania and Schenectady, New York as well as 15 miles from Voorheesville Junction to Delanson, New York. As a result, today most of what remains of the original railroad is split between NS and CP. The little D&H has certainly lived an interesting and fascinating life, a big reason why it has gained a lot of interest over the years. While the railroad itself is all but a memory it continues to live on in a historical society dedicated to its history.
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Delaware & Hudson