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N. B.— This Siioiely, ii." ii liiiily. iluea not holil itsulf riiHiH'iiailjIo tortile I'liets and opinions
slated in iiuy ot itn i>ulilic;ilioni'.

SNOW ON RAILROADS.

IKIW ri> l'HEI'.\KE KOK, ANU HOW TO DKAl. WITH IT.

By .1. \V. Hakkom, M. C.in. Soc C. K.
')'() be read I'liday, the 6tli Mny. 1891'.

The oll'oct of it snowl'all is felt in the truffle movenioiit on rail-
roiids in invej'HO prcpori. ii U> tlio inc;ms iidiij>te(l to prepare for
it, tho greatest iiieo'ivenionce bein^ felt in localitios wliere it
.seldom occurH; (•(Hisequonliy a fall eunisidered liylit in one place
has the oll'ect of entirely' ijtoupiiig trattic in others. Various
Ciiiises go to exaggerate the eli'oc.t in the southern parts of tho
snow belt, whei'e snow is more difflcult to deal with by reason of
the character of the liill, and boeaiisoof the packing or solidifying
which follows attempts to move it.

The subject may be considered under four iieads :

I. The behaviour of snow under varying conditions of iitmos-
phe.v and tempertiture.

II. Tho manner in which resistance is otl'ered tt) its removal.

III. Tho various meihods lor Ucejiing the roiid bed clear of
snow.

IV. The best way to deal with snow obstructions.

i. There are numerous wtiys in which snow falls and settles,
chiefly as under :

(a.) Quietly and steadily at a (•oniparalivel3'high temperature,
fiakes damp tind suft.

(i.) iSimilaily at a low temperature, flakes haril, generally
small.

(c.) Passing a))parently through a current of coliler air than
that in which formed, with high wind which results in drifts.
In such a case the smtdl Hakes iiarden separately, anti being free
are easily drifted.

(d.) One in which the flakes reach the ground apparently
through a milder stream of air hardly sutHcient to thaw, and
when settled freeze into a mtiss owing to tho chilling influence of
tho earth.

(e.) Lastly a damp tiill Ibllowod by a sliglii ihaw after low tem-
perature u[K)n very cold ground ; this is the cause of ice forming
iindei' the snow, an(i is the worst condition to deal with. The
different Wiiys in which drilts form are illustrated by Figs. I, 2,
3 and 4.

II. Falls such aa described in (1 a.), although greater i:i bulk,
are the easiest to remove when railways are properly equipped,
oecurring niosl frequently at tho comraoniement of a winter, and
the liill being equal tho inishing snow aside is sufticient to open a
road. The worst diflicultics with such snow being its eddying
into tho ash pan of lirobox, lo'luciiig both draught and steam.

What to do with tho snow after it has been forced aside, will
be treated in part IV.

The fall described in ( 1 b.) is I'rcqiiontly inoie troublesome if
its dejtth exceeds a couple of inches, as it tills tho rail flanges (so
called) and makes it ditHcult for tho wheels of engines and carb

to touch the ri.il and get the proper adhoHion and smooth running
Hurfiice.

Whun 11 liili like (1 c.) oceurH, tho Hoason being udvuuued and
a Hurtiice of hard ninooth nnow. (specially after a thaw and Hub-
Moiiuent dro)) in toinpiiratuio) in ottered for it to drift over, tho
trouble begins, livery bush, post, hillock, fence obMtrnclion of
any kind, or hollow ottering a loo tho drifting snow does its best
to discover and lie in. Railway cuttingr. oiler the best oppor-
tuidty lordeej) drifts to gather and uro soinetinies known to get
••full," and when in that condition, are ilitflcult to deal witii,
enpeeially in the small hours of the night.

When buch cuttings lie parallel with tho wind, little or no
ti^oulile results, it being when the snow is blown acroHM that they
otter the best opportunity lor drifts to lodge.

In localitie.s where a road curves considerably, a change' of
wintl in a couple of hours has been known to clear out blocked
cuttings and to Hll others which wore clear.

The seemingly erratic manner in which drifts form, and the
low tompeiatiires at time of formation otter grout difficulties to
their ))revention or removal. The tilling of the " ttangos," re-
ferred to in speaking of (I b) is an awkward matter to deal with,
and will occur with the lightest fall, and even when no snow has
recently fallen, being "aused by the disintegration of provioufly
formed drifts and by the breaking ott' of small particles of ice
from partiiily thawed snow. It is tiiis trouble which will bo
specially considered in tho lattei portion of this paper.

A fall described in CI d.) is happily not frequent, chiefly occur-
ring toward tho end of a winter, and in open country rather
than in a wooded or hilly one, it being necessary to the forma-
tion of such drifts that the wind should have a clear sweep and
unchecked velocity to move the snow ; when packed as described
it is like stone to deal with, huge drifts being able to carry any
weight without breaking through, tho ordinary wooden shovel
being useless for moving it.

These are the drifts which cause tho most derailments, and be-
ing often "sicie drifts" so called from thoir covering the road bed
unequally, sometimes being many foot high on one side and a few
inches on the other, are veiy dangerous.

Kven when of uinform depth across tho track they do great
damage, allowing engine wheels and ploughs to roll or slide up
them rather than break through to the rail, and " ditching" is a
common result. Another very dj'ngerous kind of drift may be in-
cluded under this heading, viz, when earthen banks (generally
sand) have been exposed by thaws, wind and snow sweeping
over gather particles, which mingling with the snow, torn! a
very solid and difficult obstruction to remove.

In the case of falls like (1 e. ) the packed matter when not
cleared by proper ajjpliances, is dangerous, ice being formed on
rails after passage of wheels. Where drainage is bad the ice
sooner forms, and when formed nothing but a man with a pick-
axe or similar means will remove it.

111. The methods of dealing with snow may be divided into two
classes, viz: •' ])revontivo " and '-curative". Of the former,
many brilliant propositions have been heard, including tho
warming of the loadbed by steampipes to thaw the snow as it
comes to rest. That in general use is a " snow fence."

Snow sheds are used in many places, but they may be classed
with fences.

When building a railway in a snowy district, care is now
general! V taken to raisi' the roadbed above tho general level of
tho groimd, three feet to rail level is sufficient, even loss height
has given good results.

01' the '-euros" tho two forms are snow-ploughs, and saow-
scrapers, and of ploughs there are four kinds, viz :
1. hKlepennent ploughs, nn.-ihcd by an engine.
'1. " Rotary " or maidiine ploughs.

3. Wing ploughs.

4. Nose ploughs built on engines.

OfKcraporn llioro are two (ihiof typos, viz: Ist. That placed
on the pilot of engine, ami 2nd. that l.iiilt on to a car and when
in use towod bcliind a train.

"Prevention beini,' liotter than euro" liio Hnow Cenco wtands
first in nioii;. among the succeHHful nicthodH of dealing with
Hnow, and the host way to He 'ure it is a hedge row of small
ovorgioen trees. The common lialsam or (■•■dar ia recomnion<led,
and when planted in tiirec or foui' rows — t lie trees in r)no row
covei'ing the iniervals in tiic othei' — the result is a snow fence
that will never fail.

As llu^ trees require Kome years gi-owlh to act efti(^iently they
should at lirst bo supplomontod by an outside close boar;! fence.
The Lombardy i)oplai' bus been used for this purpo.to, chiefly on
account of it quick growth, but the author considers it not the
best tree, for the reason that its branches arc not close enough to
the ground to make a perfect snow fence.

The location of any snow fence is necessarily governed by the
direction of prevailing winds, and the goneial features of the
ground, but — to be oll'cctivo — it should never be closer than
(ittv feet from the centre of the track, thi-. giving room clear
of the roadbed for the forming behind it of thodrift it isde:<igned
to attract.

Kxcellent results have been attidned by Iho sotting up of tern-
])orary fences at greater distances ihiin this, and in very bad
places a good plan is to set up a double line, one hundred feet
apart.

Snow walls have been cheaply built and with good effect, but
in strong winds the}- are liable to be levelled and their topi blown

away.

To prevent this the author suggests the topping of a snow
wall with a board nai'ed to a couple of stakes, and when the drift
reaches its level then raise the wall and the board with it. Soo
fig. 5, 6 and 7.

As a rule "second line fences" are not noedo<l to meet the lirst
storm, so that plenty ol material is available to construct at
small expense in this way a second line of defence to meet future
storms.

Should the snow molt away on tiie level the wall will remain
for some time, ready to meet the next storm, and in the
spring it is a light matter to break it n\s, thus preventing any
retarding of vegetation.

Portable wooden fences, in the shape of strong hurdles, are
excellent auxiliaiies of this class, both for " first " and "second
line " fences.

Snow fences built of wood are liable to destruction from tire
in dry grass or bush clearing, but thej' can be protected by
raising the boards about a foot from the ground, and stringing a
wire to make good this space against sheep, etc. See fig. 8.

The bottom opeidng does not lessen the ctHciency of the fence
as the first snow fall generally tills the gap, or snow can by
trackmen be thrown thei'e before the season of heavy drifts
sets in.

Snow sheds are built in two styles, one In cover a deep cutting
(generally rock) the other, along the sido of a hill or mountain,
to guard against r^iides oi' avalanches. The former is a sinipU;
matter, no very great strain-^ having to bo allowed for, usually a
sti'ong roof truss being sufficient.

In the latter cases they call for careful doNigii ami consti'uc-
tion, so tliat when tested they ma}' carry groat weights tind offer
no obstacles to the sliding clear of snow, i<'e and stcmos.

Into the con--truction details of snowshedb the author has not
thought it necessary to enter here, the general iirinciples — laid
down above — b'3ing sulticient for this papei-. It should not be for-
gotten that the hauling of trains within anj' such sheds is a mat-
ter of trouble and difficulty, as the rail in them is oflen "bad,"
either "greasy" in sunimer or "frosty" in winter, and keeping
the track to surface increases the trackman's duties; also there

is the file risk.

There are portionw of railway in the rocky mouataiiis where in
siimiiiur Ihu road Is ciirriiMi ri)iiiKl uiitnide the HhudH, Hhowliig the
proloiciico tor open triicit,

Tiiu author cnii»liutii!iilly oiidor.toH iho principle of keeping the
snow (ifi the I'oad an ilm lpo>.t way to worit a railway. A lertuiu
amoiini ni snow on llu! banlts is a hencHt, materially rmlucin^'
the ill otlects oltVoMt on the road bud.

In di.>*cti.'<ning ploui,qis iho.so U8od on Hinylo track will he tirst
considuioil. The arceptod lypu lioin^ the woilj^o or V no.so Hhown
in Fig. !».

This plougii doe- its work widl in an even tall ol' snow up to
two t'oea deep, imi the majority do not clear nnow of greater
deptlt hocauso I hoy cannot dispose of more than that qiiuatity
Ihiougli I ho curved disciiargo a* top, it being nearly always too
small, the d(!oply driftoa snow cither piles on top of plough or
breaking it oH' (soo I'^ig. lOj falln closo to tho channel cut by
plough and so ba(d< upon I he Iraclv.

Another fault iu con^ti'uc.tion is that iho V noso leads tho snow
to tho side of plough too soon, this conlribiites to its delivoiing
too closo to track.

Tho idea of tho original ilesigners appears to have been, to
turn a furrow, as a farmer in his Hold; but snow should bo tirst
lifted uikI then dolivoiod at tho side as far from the track a-< pos-
sible. Hence ihe roadmastor's call for/a.b'^ running to secure this.

To assist such ploughs to deliver snow far from the track tho
curved delivery should bo of greater capacity, and a ])ractical
rule lor design woukl be to make ii at li'usl one half the total
de|)th of i)lough, for it nmst be remembered that to do the in-
tended work it bus to pass on each sitlo one half of the snow the
plough runs through and a brief consideration will show that for
a plough ten feut wide working in snow three feet deep, the ai'ca
of this portion (shaded in Fig. 11) should be fifteen square feet
or the snow will go over top or fall at sides of plough and close
to track.

\ bettor design of plough has been <oming into use of late
years in which the noso is square instead of V shaped, and the
best snow clearing under the author's observation has been done
by them (see Fig. 12.)

This design is much safer, as it will lift a side drifl, and when
one side is full pass the snow lo the opposite side.

The author his had peisonal expoi'ience with a, ))lough of this
pattern for ten years, and it Tiovor failed in any kind of ilrift, or
got off the ti'ack. N'arialions liivve been made in tho shape of the
centre of plough front, notably in tho Muist plough (see Fig. 13)
which combines in its shape two of the points necessary for ef-
fective working pointed out in the foregoing, viz : a full clear-
ance for delivery and tho s([uaro nose.

Tho author considoi's tho hollowing of tho li'ont or raising tho
sides (shown by dotted linos) to bo objectionable, confining the
snow too much.

A pattern of plough much in favor on some roads is a large
wing ])lough, which can bo used for breaking a road first and
after for widening tho snow banks and scraping the rail. They
generally have in f'l'ont a moveable api-on for scraping flanges.

This plough is very high, has a square noso, and an unusually
liigh delivery (see Pig. 14.) Kxcelleut work has boon done with
these jiloughs, but they must l)0 run at high speed, which in
fi'ont of an engine is o)ion to serious objection.

Although there have been many other designs attempted, tho
above are the only kinds which need be dwelt upon here.

We now come lo machine ])lough8. Of those the only one
worth eonsideiing is the ' rotary." an<! with it wonderful work
has been done, but it should never be lost sight of, that although
unrivalled for emptying a full cutting, the cutting should not
have been allowed to get full. Descriptions of tho "rotary" are
so numerous that sjuice nei'd not be taken to describe it here.

Its progress is slow, itui it docs its work oti'cctively ; it is ex-
pensive to operate, but less so and leaves its work in a better
shape thau a shovel brigade.

i
\

1
)

Tho " wing plough" ih tho mOHt etfeelive iilly ii road master
lias, in moving Hnow buck from the truck ultor the onlinary
breaking plough hun iiuMsed through. It in coii^tiucted (see Kig.
U)) tiiiu'b ar*ati iirdinttry square noso plough in tVoiit, exfopt thiit
generally it* noite huH un iron apron moveable at will, to clear
MWitches and ciosningH. When «|ir()ii point is lowered it cuts
hard Mii'tw a little below tho rail lovel, being no arrangeil by vary-
ing iho Hbupo of itH IVont edge. Tho " wingn" proper are huge
doorn bung on >idos :ind opuiatod troni within, and when fully
extende<l press back the snow on each side to u width of tilteen
feel. The wings are u-ually operated nianuully, by rack and
pinion, under signal received from a " look-out" man,

The author lias bad lor two winters a wingf<l plough operated
by compressed air, each wing being connected by a rod and pis-
ton, having a motion (d'lbrvc feet to a ten inch cylinder, sufficient
to fully extend ihu wings and allow them to return home to >ido«
of plough. 'I'hc return pull is secured by two cylinders of same
size working with a shorter stroke coupled close to hinge of wing.
Air pressure to each wing is operated by u three way cock,
bandied by the look-oui man, thus reducing tho number of men
an(i expense.

One great advantage claimed for compressed air is that should
a drift be too heavy, the wings instead of being hold out until
the pinion, its dog or the rack break or the engine is stuck, close
ill, until the |)ressures equalize, Tlioii if necessary tiie plough is
backed up and another run taken to finish the job. The working
jiressure i«., the wings can be so regulated that resistance need
not exceed tiie tractive force of the engine.

It has been assumed in tho foregoing that the wing plough is
hauled behind the locomotive, as no plough with men in it should
be run in fiont of an engine.

Using un uprun in front of a wing plough in opening a road is
ver}' dangerou,s, the apron being liable lo be raised by drifts and
derailment follows. It is after the road has been oponod lor en-
gine passage that the apron will do good work.

Another machine plough, the ■' Park's,'' has been foi' many
years in use on the Grand Tiunk Kailway, but it is only a heavy
scraper, and its consiruction in frout is such thai it must leave
the track in a deep side drift, Iherefoi'c the author considers it
should be classed among scrapers, not among jiloughs. Tho
front us will be seen (see tig. 16) offers no oppoi'tunity for snow
to pass from one side to the other, and in a deep drift the wi j,'iug
action of the Y I, out forces the wheels otf the track. In a cou-
ple of feet of snow with no bankf it is etfective, but being a ma-
chine plough men have lo rido in it, and should not be run in
front of an engine, thus it becomes for practical purjjoses only a
scraper, but it is the very be.st of scra])Oi's.

'f lie hinged portion shewn b}' dotted lines (lilted by a screw
from inside) is heavy, and furnished with shoos to ride the rail
and guide it. The track "tlanges" (so called) are etfectually
cleared out, and such other parts as may be arranged for by tho
shape of the cutting edges of scraper.

Next in v/rder as a scraper, but called a plough, may be noticed
an arrangement patented in Michigan, (see tig, 17) it consists of
a flat car (pushed by an engine) carrying u long hinged beam,
altached to its free end, in front of car is a V shaped plough or
scraper, which is raised m- lowered by an air c^dinder at A. The
wlioU' affair is oidy tit lor work which can be done (luite as well
and wilhoul risk by tho "Temple" scraper, willi which tho
Grand Trunl< Railway Company equip their engines, and which
is always ready for service.

On double track ploughs there is little to be .said, llioir system
of working being far troin perfect in practice.

The 15oHton iV Albany Railroad ran (the author Ijelieves) some
years ago a plough with a moveable iu>se hung vertically, (seo
tig, 18) by nieiiiis of which shuw could be thiown to cither wide,
at will. Hut that did not clean out the space between the tracks,
and tho trouble of throwing snow from one track to the other

still n maltuMi, UH well UM the ohjeclioiiul)!.' ridp- in tlii! cciilri).
Tlii>< will bo (leiilt with Inter.

Till' coininoii Hhiipo of (louMo (ruck |>loii>^li is tliul mIiowii in
lif(. ll», ami i- built willi ti nijuuic nose.

TliiM |imctically hIikvcIs up nil tlio nnow in lioni, pifMinjrr it to
lliu oiilsidu of I nick.

The problem of cliMiiinco (hh illiiHtratoil in Hy. 11) Ih of ypcut
importance in iIiIh plough, but hiw uppurontly not roceived the
intention ilcsorvcd, :l^ the cleariinco instead ol' lieinj^ double that
ro«iuircil in a Hin;,'l(> track plough in. us far as the author has
noticed, no inori^ than .1,'ivon to those plou^'hs, and is not enou^'h
lor (hem.

The iiuostioii ot working,' tho^o and other ploughs on doublo —
and even four — tracks will be considorod at the end of this paper.
Ol li.xcd or cn;,'inc nose plouf,'h-* there are a variety, and some
have boon patented. They arc yenoridly of shoe! iron with
.square nose, and of shape sliown in li;,' L'O, practically a largo
shovel.

.\n objection to this class is ihat I hoy are troublesome when
engine backs up, gathering snow under, and eventually either
Htailint,' the engine or breakini; thi' plough.

One plouf;h like this is arranged over ordinary pilot to allow
the 'Temple " scraper to b(! used.

The author has given much attontioii to engine ploughs, and
tig. 21 iiiiist-'iles one built anil run wuccessliilly Cboth fiirward
and backward) on the Drummond Counties Hallway, Province of
Quebec, during two wintei's.

It is found that the guards on the sides of engine truck keej)
the snow out of the plough when backing up, and a heavy tri-
angular scraper huni^- underneath at front end, made a': e.xcellent
road.

Last winter (March 18!)1) one of these ploughs assisted by
another engine broke through, near Barrio, Ontario, at one run,
a drilt a (juartor of a mile long and from t()ur to si.x Ibet deep,
although oidy designed to work its way homo in a storm thi'ough
two or three foot of snow.

The scjuare front of plough has been found to give the greale.st
sal'ety, no case of derailment in any kind of drift having been
e.N'perienced.

h>r several wintorH on the Arthabaska and Doucel's Landing
Bj'an(th. (irand Trunk Kailway, one of tho.so ploughs did goo<l
work keeping that iraek open, the train always getting through
when the greatest difficulty was oxpoiienced on the Quoboc main
line.

Another l:ind of noso jilougli much used years ago is shown in
tig, 22. It IS not a good thing to use when the snow is ileeper
than its top, liocauso it acts us a luirpooji, offering great resistance
to backing out of a drill, reiiuiring much shovel work to clear it
ami admit of backing without the wli,)le affair being torn oil'.
It also gathers snow niidori (alb in backing up.

VVc iioxtcomo to scraj.ors; considering first those u.sed on on-
gines. There have been two kinds used on the (irand Truidc
Railway as lioticod by the author. The first was the •' (ioulotte,"
the design of an intelligont conductor, who no doubt had many
times in the early days taken his turn at holding the shovel on
the rail in front ol an engine to help it up a grade in stormy
weather. His design — which was to do this niechanically — has
been superseded by the "Tempio". scraper (Kig. 2:j) titled to the
l)ilut^ of engines, consisting of an iron body hinged loosely at
front end and lifted off or loweiod to rail by an arm on a crank
shaft worked by thoengineman from cab. To this body is attach-
ed 1)3' hinges, a stool blade hung at top, and hold in vortical posilioii
when working by two stool sjirings, tliu> allowing the bl;ide in
case of being acciilentiilly run on to a switch or other obstruction
to give way or slide over it. The author has soon these (h) work
that had previously been considered work for an independent
plough.

tJare hat) to bo taken in fitting scrapers that they are always
of the same figure on the bottom of blades, and that when on

rail ilio wliiilo nIuikIm IcvpI, l'uilin>( thin procniition they will not
\V(irl< iiiiltii iiiiil j^ottin;,' inoro lo liu in humii) ciimoh, liy rwisoii of
liiivin^' toNciapu liani Mnuwlotl l>y llic otliorn, llioy ciituiot ilo mucIi
work, anil liunco the Nrni])or ^vIh discio lit which In |)fO|M!i'ly iliio
ti) Ihc wnni ot'iiniliirinity and caio in lilting.

Wo next lonio lu I ho Hcraiior tlxoil to a cur ami workod at rear
of (rain. Tho "(ioiiloito" scrupiT (Ki>,'. -M) !■ " <iu(lo arran^'o-
inonl ot heavy nioiildod hhido Hot at anj^lo to tho rail and Mhapod
t<» cul, a Npaio Ion ini hoM wido and an int'li and a half doop in-
nitlo oaoli I'ail tliiis nnikinj,' a •' tlan;ifo," und al«o (^ullinn a Npaoo
tho Nanu' wiiilh lovol and oiilsi.lo of iho rail. 1 1, is oporatod hy ii
man moving,' a heavy lover altaoliod to the frmnowin-k emiying
the tempers, a net heinf? tilted on eaidi end of car oiitsido Iho
wlioelH, ho that ninidng in eillior diieclion. the last thing on the
tiaiii is the scfajier und no sin'ioiis dninago in likolv lo roHiilt fi'om
failure to lift it at switehes, erossings, ote,, as not infioi|uentlv
happens duo to the nneoinfoi'talilepo.silii)n of tho niaii working it.
'fill! Maine Cenli'iil Railway improved on this arrangement,
putting the scra|»er in centre id' ear and working it liy men in
lM)dy of ear, a hctlor position for tho '■ h.ok-oiit."

A similar constrnelion on the Portland Division, tirand Trunk
Kailway, under the siipei'vision of Ihe author litis done its work
well for years, with comtbrt to tho men and without derailment.
The arraniioment lor working is more conveniont, certain and
rapiil in ik tion, and llio sciujier is so made its striking a switch
or cidssing ])lank only breaks off the part helow the rail which
euiinol throw u wheel otf, and is renewable in a fow minutOH.

Tho author has hoard of, but not seen, serajiors of this class on
thoAmcrieun I'acilic Railroiids in the Hooky Mountains which
are oporatod by eomprofsod air. ttnd doubtless did f>ood work, air
being quick and sure in its action.

Concluding the doscriptive pait we will now lake up .Section
IV. or tho best way to doiil with snow obstructions.

I\'. As earlier noticed in this paper the author iidvocates pre-
ventive methods.

Tho ()uostion of cuts and tills will always in uneven country
have in connection with first cost .i very important part in gov-
erning the protile of a road, at tho same time in the case of roads
liable to be visited by snovvthe iivoidancc of snow troubles should
be taken into considoriition. and whore jiossiblo cuttings made
wide and shallow to give room for drifting. On prairies tho rails
should be throo feel above ground level, then neither snow fences,
nor snow |)loiighs will be required, engine scrapers being sufficient
with km occasional tiip of the car scraper to thorouirhly clean
out the llango.s.

In summer the snow clearing apjKiratus should bo over-
hauled and repaired, and snow fences attended to, all being ready
for service the second week in October, and fresh fences ready
for Use whore experience has shown the in to bo necessary.
Fences are by tiir the cheapest method of dealing with snow,
they reiiuire no wages, iind do bettor work than ii gang of men
shovelling, as tho latter only pile it tip worse, unless groat ex-
pense is incurred to cast it a long <lislatico back. Intelligent, and
thorough observation of the itreviiling winds will assist in
locating loncos, which us before staled should be put well back
from the tnick, and not necessarily placed parallel with it.
Such preparations being made the ai)|)roach of winter and its
snow storms can be mot without anxiety. Knowing that all
po.ssible has been done to keep snow oil', it only remains for tho
intelligonce deiwrtment to watch " old probs. ". and when bis
jirodictions are being veriliod. lo see that freight trains aro not
started without there is a fair probability of their I'ciiching their
destination.

When it is known that a heavy slorm is commencing, start no
fioights, und muke arrangements to run ploughs ahead of pas-
Kongoi- train., lo keep the road open. This enables freight trains
to bo started out directly the storm abates, und on the lirst sign
of the latter, preparations should bo made to shovel out sidings

Ami swIU'hoH to prevent delay. Ar« u i ulu, work ot t\\U kind done
diii-iii^ 11 Ntoriii in wiiNlnd.

'I'liuiu Hit! ruiirM 'lnya in winter when lull MiiiunuT IoikIn cati
bt) liiitilud, hut ill Imd wt>tillii-r it in imt ciiiiiiiniy tu limd oiigiiit-M

to tllt> Htil i<ill^ pllilll.

A ciii'dul iiiil tiiorou^ii wy-h'tii ol' tult'nrii|)liii' n'|iortN nt'
weathur frnin all |iui'tN ul' tlio line, in iiildili</ii to tiiu meteoro-
lo^icul |ii'L'ili('liiiii-<. MJioiilil Ik> I'lifiiiTod ; tiiiiii loiidx anil inovt*-
inont" citii Ilit'M lie ^ii(»<ly iirruii^od,

llowovur, lot iiH HiippoNu that in Hpitoolail piucuutioii^ u liuuvy
bloi'k liu-> iMM'iii'i'i'ii, tliMl Hoiiit' ciitliiiL; intH dritti'il I'lill, tho
ordinary ploiijih ha^ tiiilcil lo iiiaku itn way tlu()ti>.'h, and iiHHJbt-
unco Ih iihUuiI tiir,

'I'hiH IN wlioii iiiti'llii^i'iit aclioii is iiucuMHai'y to priH'ont dainai^u
to riiliinj; >lock, iiM il iian only too oltuii Ihm'Ii Uio priii'liiu3 lo put
uxtru i)iif;inos on and try to ram tlio ploiii^li through, iiNuully
rcHiillin^ in HinuNliiii^ it and the lui^iiifH.

A ^ood nilo ir! " llial wiiat ono uiiu;iiii' and [ilougli (-aniiol ^t>
through i,-t not hUt'o to run at."

In coupling |)i(iu;;lis to oiif^inos it is iicciwuary to ciuiplo closoly
with Niiiall .slioi'l link: to allow tliu ploui;li to hi'cuk away in canu
it jumps the track > iliunt tiikiii^r cngiiiu with it. 'riiOHO smiill
links arc not to hu used Tor pullinic Ihu ploii^jis lint only in
|(UHhinf^.

Soinotiinos if the >now is Hoi't and damp, although doop, two or
ihruu unginus moving at a walking paco can push a plough
tiirough it >aloiy hut if tt'ini)oraMirt» is low tlial ciuinot ho done,
tho drifted snow is hard, and one might as well try to ilig the
cutting out of the original earlli hy the saino moans. Under
these conditions tho '• rotary'' if on inind will do gito(i work.

If the drift is not inoi'o than six or seven feet (hop, tho line can
ho opened (piickly. hy taking a gang of men and sotting to work
in pairs ahout tiflecn feet apart, to dig cut.i uiToss tiie tiaek ahout
twelve foot wide andjunt long enough for theiiiselvoH to work in,
going down till ihey liiid tho rail, and leaving it liai'e l()r a eoupio
of feel in length. Two houi's of this kind with a gang ot twenty
moil will pro|)are for opening a long cutting.

When all is ready the plough will at every opening get relief
and the engine a clumcc to woi'k, resulting in the opening of the
cut, loho widened later, preparing tor .inother storm. Without
this widening is ilonc at once there i.s no certaint}' that the cut
will not soon ho worse than tin; previous .4orin left it.

A roadniaster should never neglect tho widening ot snow cut-
tings and the levelling down of hanks close to the r.iil. The
wing plough is a good auxiliary for this work, hut fro(|Uently the
carrying away of snow on Hat cars is necessary where the rotary
is not It )od.

The clearing out nlUie moult. < of culverlslo admit free jiussuge
of melUd snow is very necus.sary. and gonerul freedom of drain-
age requires attention. Thaws aixl rain ai'e often sudden, and
as promptly lollo^ved hy fall in temperature lending to freeze ihe
road solid in a short time.

When ice has formed on the irack it can only he removed
hy tho piekaxo. No plough or scraper can touch it and clean the
rails, anj' attempts' to force engines over or through it until a
thaw has thoi'oughly set in, must result in disiister unless resort
is had to hand lahor to clean tho rails and tlanges, a costly under-
taking.

A serious prohlem has presented it.self of late years in the deal-
ing with ,>nov.' on roads of two or more parallel ti'iudcs.

Tho Now York t'entral has had unpleasant experiences of Ihis
nature, tho trouble hoing that the removal of snow from one
track thrcw'^it on lo the other unless side jilougiis were used, and
even in thai ease a ridge is left between ti acks, helping tho ibr-
mation of fresh drifts.

To successfully deal with this the author suggests the following
system:— Starting out with the theory that in clearing a lino of
8now between any two given points (whether on single or double

- ^ i

tinck) no Iriutm nhould U< on tliiil poitlon of tlio lino while ihv
cluuiinjt if In |in)^ro«H, utid uHnumiiiK '1"H it Ih iloH'red to cleur a
"nei'tion" of Hiiow iiml tliui ul ou iHllviHion torininuw in helil in
i-eiturv« tt omplolo e(|uiprnoMt ; it in noifN-iiry lo notii tlic diroc-
tioii of tho wind in (inlof that tlio plouK'is nmy hIhi-I from tliHl
I'lid ol llii« roiid whitli wiU >{iv<' tint lulion of Iho »idi> plouKl'" the
iiHHiwtunco of llio wind in nmyiiiK "" ''»o U»»<o wnow Htiriotl up to
ihoMtttno Hid" us tliti plo.it,'li i- putting? it

For oxiiniplo MiUf wu will lulu^ it for gruutwl Ihiit a Ntorm la
blowiny Ifom the North, on a dontdc triick runninj? I'iu«t and
Went, und that the praitice ie > i- o thii lofl hand tra'dt, conHO-
(luonliy till! side ploiinliH aro built to throw hiiow to (hut -.ido.

Ill thin CUMO tliu plougliK Nhoiild i iin from llio Kant to tho Went,
and the lirHt " ^»Mtioii " — wiy twenty or thirty inilo.t — eocurcd
clear of iruiiiM.

Hotli tracUM being idoar ot tniiiiH, running ordciM VV'wt aro
llrMt given on tho eaKlhound or north track to one plough lo tho
tiiid of tho scliK'tod " n«M'iioii,"

ThiM plough being tho ordinary square noMcd plo.igh is puhhod
by cngino, tho hauled wing plough follows lat»r toforeo back tho
bank on tho north sido and to clear tho most of tho centre
between tracks, thowiiig this snow woll over on to the soutl.
track, helping tho second hide plough to move it further south
and by a wing ploui;h following to force hack tho bank on tho
Houtii wide. (See wkelch, tig. '1').)

Tho advantage of this plan is that this •' section " Ih entirely
cleared at once, and Irallic can bo safely resumed on it.

On arrival of all ploughs at the eiid i>f such Me( 'ion tho trains
there may bo ci.)sscd or passed, und a second ''sc lion " of the
" division "treated in the !-amo manner.

If the storm is from the Soutli, the plough should start from
the \Ve»t. but uilhough not unknown, southoily storms are not
frequent.

If it is tho practice to use the right hand '.rack to .'un m, the
ploughs would start from the west end with a northerly storm.
II the storm is duo I'last or WeM, and the road hiw not very
much curvature it would be found thai not mach trouble would
result, but still both tracks sliouUl bo cleared— .so to speak — at
the same time, by the plough on the wrong track being run
fifteen minutes ahead of tho other in all cases.

In the case of four track railroiuls four nets of ploughs are
reiiuired to be worked in a similar manner to the nbove, viz :
one breaking i)lough thice siilc ploughs and four wing ploughs.
After coii.-ideruble thought and experience, the author considers
this to be the best, if not tho only ..way to promptly and efl'ect-
ively rlear anything more than a single track railway of snow.

With the following, whiih is not claimed as original nor as
applicable only to the subject untlcr consideration, the author
concludes: 'To keep a lailway clear of snow clernal vigilance is
the price of safety." Without that all applianceti are useles.-