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Industrial Development on the Delaware & Hudson Railroad


This old D and H hopper is now at the Connecticut Electric Railway in East Windsor, Connecticut. Both photo and paint job on hopper by the author.
This old D&H hopper is now at the Connecticut Electric Railway in East Windsor, Connecticut. Both photo and paint job on hopper by the author.

Welcome to our Delaware & Hudson Railroad WebSite


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

Our feature article is
"Industrial Development on the Delaware & Hudson"

.
Coal was important on the D&H . Find out more about railroads and anthracite coal .

Working our way around the Delaware & Hudson, find out where D&H sales offices where located. Read about the Albany Main and Troy connections . Find out about the Ticonderoga Branch and the Schoharie County Railroad .

We have a lot of great material on the branch to North Creek which extended to the National Lead Mine . Today, it is the Upper Hudson River Railroad .

The D&H was a "Bridge Line". It was part of several "Alphabet" routes .

Lots more interesting D&H stories. The D&H Challenger of course. The best D&H presidents. Find out about prison cars on the D&H. See also some great pictures of railroads and snow and head end equipment . There's even a Hudson River steamboat connection.

We provide you with links to many D&H Resources and you must see our reference page .

D&H Equipment in New York City .

Cherry Valley Branch and creamery in Seward .

Old Oneonta .

When was the D&H Pennsylvania Division torn up?

Delaware & Hudson Railroad bridge removals

Lake George Branch Abandoned in 1957

Rensselaer & Saratoga Railroad
D&H Business Car No. 500
D&H No. 500 was built by Pullman in 1917 for D&H president L.F. Loree. The interior, of Cuban mahogany and West Indian satinwood, will accomodate 10 in two staterooms, one drawing room, dining room and observation end. During the winter of 1967 it was renovated at the Colonie, N.Y. shops, painted berry red and the interior redecorated in an early 19th Century motif with blue brocade drapes and gold fringe trim. March 1967.

Photo by Jim Shaughnessy

Post card published by Audio-Visual Designs, Earlton, N.Y.

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Supply Chain Control Tower

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You can connect and communicate with all your customers and trading partners through the JWH EDI Services Electronic Commerce Messaging System - Connect with trading partners around the world on a single Network-as-a-Service platform, get real-time transaction visibility and eliminate those manual network processes. It is a pay as you need model. We track all interchanges from the moment they enter the system, along every step across the network, and through the delivery confirmation.

How can we help you? Contact us: Ken Kinlock at kenkinlock@gmail.com

The Story of Anthracite: How Coal Played a Role in the History of the D&H


When many of us were growing up, our homes were heated by "hard coal". Once we went to school, we learned that it was called "Anthracite" and was mined in Pennsylvania. Oil and gas were called the "lazy man's fuel".

It wasn't until 1828 that this fuel was introduced to New York City. It was hauled by wagon from Carbondale to Honesdale and shipped 108 miles through the Delaware and Hudson Canal to Kingston. The Indians knew, of course, but it wasn't until just before the Revolutionary War that a blacksmith in Wilkes-Barre began to use it. Pennsylvania used it to forge arms for soldiers at Carlisle.

Early efforts to introduce anthracite to Philadelphia failed as people thought it was a scam to sell black stones for fuel. In 1808, Jesse Fell of Wilkes-Barre burned it in his home on an iron grate and found it to be cheaper and cleaner than wood. This time, vendors took grates to Philadelphia and opened a new market.

Before the War of 1812, factories here used soft (bituminous) coal from England. War cut off supplies and some shifted to anthracite. Two drygoods merchants from Philadelphia, William and Maurice Wurts, advocated this shift and either purchased or were paid for war supplies with coal lands near Carbondale. During 1814 and 1815, they explored the region extensively. With the help of David Nobles, who went on to become the first employee of the Delaware and Hudson Canal Company, they bought additional coal-bearing lands. The mountains made Philadelphia difficult to reach so they looked at moving coal to New York. This decision was firmed up when coal also began going to Philadelphia from the Lehigh and Schuylkill regions. Their idea to cross the Moosie Mountains to the Lackawaxen River with a railroad then build a canal to the Hudson River grew to become the Delaware and Hudson Company.

The Wurts brothers went to New York and found investors including Governor DeWitt Clinton. The Delaware and Hudson Canal Company was chartered on April 23, 1823 by the New York State legislature. At the same time, Pennsylvania granted permission to canalize the Lackawaxen River from Wagner's to the Delaware.

Potential investors saw the fuel demonstrated in the Tontine Coffee House on Wall Street in New York and proceeded to oversubscribe the stock. Ground was broken for the canal in 1825 and it was completed by 1828. Upon leaving the Hudson near Kingston, it followed the Rondout Valley, crossed Shawangunk Mountain, followed the Neversink Valley to the Delaware which it followed to the Lackawaxen and then on to Honesdale. The 108-mile canal could carry 30-ton boats. It had 110 locks. Maximum tonnage through the canal was 1864 when over 1,900,000 tons of coal were shipped. The superiority of rail ended the canal in 1898; but during its history the Delaware and Hudson Canal Company became the first million dollar private enterprise in the United States. It lead to the first suspension aqueducts which were built by John A. Roebling of Brooklyn Bridge fame. The first underground anthracite mine was in Carbondale and eventually dozens more were developed. Giant collieries dominated the landscape above ground through the 1940's. Also known as "breakers", they were manufacturing plants which took raw coal and converted it into a marketable product.

The history of coal is also the story of the development of rail transportation. Unique to a number of localities in the eastern part of the United States were gravity railroads. The most famous of these connected the coal mines in the Lackawanna River valley below Carbondale with the Delaware & Hudson canal at Honesdale. Originally it was largely a cable railway by which cars were raised to the summit of the mountain east of Carbondale, it was soon rebuilt to utilize gravity as much as possible. It then consisted of a series of inclined planes on which the cars were hauled to gain elevation. Between these planes were "levels" (downward grades not exceeding 1%). The same idea is used with roller coasters.

The railroad was built between 1826 and 1829. On August 8 of that year, the first running of a locomotive in America occurred. the "Stourbridge Lion" ran from Honesdale to Prompton. John B. Jervis, the chief engineer, recommended steam locomotives on some of the levels. The Canal Co. had retained Horatio Allen to purchase iron rails and locomotives in England. He contracted George Stephenson for two locomotives: the "America" and the "Stourbridge Lion". The "Lion" weighed seven tons, was 12 feet long, and five feet in diameter. It could travel five miles an hour and pull 36 carriages each containing two tons of coal. Unfortunately, it did not prove practical for use on the "Gravity".

Leaving the mines, the railroad had to climb nearly 950 feet in the first four miles. The descent into Honesdale was about the same. The total distance was about 17 miles. It was constructed along a route which was 90% virgin forest. The rails were supported on trestles for about a third of the line's length. Ties were made from hemlocks in the surrounding forest. The inclined planes were single track with a passing siding in the middle. Stationary steam engines, with chains the length of the plane, were used on the western side of the mountain. These could pull three to five loaded cars. The three planes descending towards Honesdale used gravity without steam. The descending loaded cars pulled the empties up the hill. On other levels, horses were used because locomotives such as the "Stourbridge Lion, were too weak.

Accidents were frequent because "a chain is only as strong as its weakest link". Strong hemp ropes, then wire ropes, were substituted for the chains. In 1837, one of the horse-operated planes was replace by water power. Locomotive power was finally used when the line was extended in 1860. At its peak, over 5,000 coal cars were in use. The line even had passenger service. By the 1870's, the road had been modified such that the loaded track and the light (return) track followed entirely different routes. This led to the expression: "It is twenty miles from Honesdale to Carbondale and sixteen miles from Carbondale to Honesdale".

The line was converted to a standard gauge steam railroad when the canal was abandoned. Coal cars were delivered to the Erie Railroad at Honesdale. This line operated both freight and passenger until abandonment in 1931. Visitors to Carbondale can still see remnants of this famous line including the shops, one of which now holds a restaurant. An old station has been preserved and some stone arches are visible along U.S. Route 6.

By Ken Kinlock at kenkinlock@gmail.com

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See KC Jones BLOG about Railroad History
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Battenkill Railroad

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Oneonta Roundhouse: once the largest roundhouse in the World



"This roundhouse was built in 1906 on a large piece of property which extended from Fonda Avenue to Richard's Crossing, approximately 350 acres, "thereby bestowing upon Oneonta the distinction of hosting the largest roundhouse in the world, a claim that went unchallenged for over a quarter of century." (From The Oneonta Roundhouse by Jim Loudon) The roundhouse itself was over 400 feet in diameter with a 75 foot turntable. There were 52 stalls and it said to be the largest roundhouse in the world. The economic climate of Oneonta benefitted greatly from the usage of this facility. In 1924 a new turntable, 105 feet long, was installed to accommodate the longest locomotives. When the use of steam power gave way to diesel power, the activity began to diminish. In 1954 the demolition of the structure started and 36 stalls were gone. The others were rented to companies for storage. In 1993 the rest of the roundhouse was demolished."
More Great Stopping Places on the D&H
D&H Ticonderoga Branch

See Penney's Blog about When Did Passenger Trains Begin to Run To Montreal

Weathertopia.com
 Cooperstown Train Station Cooperstown Train Station......Now a private residence, once served the Delaware & Hudson. Read more about Cooperstown. Other interesting Railway Stations

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Railroads in New York State

All-time list of railroad names in New York State

Some interesting things about New York State Railroads, mostly New York Central Railroad

The one source to go to for railroad history.

Even more great railroad links.

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RENSSELAER AND SARATOGA RAILROAD



This road was chartered April 14, 1832. The articles of incorporation named as the first directors John Cramer, Elisha Tibbets, John Knickerbacker, Richard P. Hart, Townsend McCann, Nathan Warren, Stephen Warren, LeGrand Cannon, George Vail, Moses Williams, John P. Cashin and John Paine. John Knickerbacker and John House, of Waterford; Stephen Warren, William Pierce, William Haight, James Cook and Joel Lee, of Ballston Spa, were designated as commissioners to open the books of subscription. Completed Green Island to Ballston Spa (25.0 mi.) 1835. Work was commenced the following year, and on October 6, 1835, the first passenger train north bound, left Troy. The northern terminus of the road was near the present depot in Ballston Spa. While this road extended as far north as Ballston Spa, only the Schenectady and Saratoga Railroad had been built as far north as Saratoga Springs; the latter road thereby receiving a majority of the traffic between Saratoga Springs and Ballston Spa. As soon as the Rensselaer and Saratoga Railroad had been completed, an agreement was entered into with the other road whereby the passengers and traffic of the Rensselaer and Saratoga Road might be carried on north of Ballston Spa over the tracks of the Saratoga road.

This road finally went into the hands of the creditors, and was purchased by a new organization, which raised the capital stock to $600,000, and later to $800,000. In June, 1860, it leased the Saratoga and Schenectady and the Albany and Vermont Railroads. All these with other additions subsequently passed into the possession of the Delaware and Hudson Canal Co. Leased to Delaware & Hudson Canal Co. 1871

The original Rensselaer & Saratoga ran from Troy to Saratoga Springs. Here is the current status (2008), in segments from south to north:

- trackage in Troy that pre-dated the Troy Union Railroad was abandoned about 1954

- last operation over the Green Island Bridge was about 1964

- trackage in the Village of Green Island is still in place but has been embargoed and out of service since about 2000. CP has filed with the STB for abandonment and a former shipper has filed an offer to purchase the line and operate it as an independent short line (called an OFA). The Village of Green Island has filed in support of abandonment, in opposition to the OFA (NIMBY driven).

- from Green Island to Waterford Junction was abandoned in the late 1970s.

- from Waterford Junction to Mechanicville is in service as the CP Colonie Main

- From Mechanicville to a point just a coouple of miles west is in service as the Freight Main

- from west of Mechanicville to Burnt Hillls was abandoned about 1967

- from Burnt Hills to Saratoga Springs is in service as the CP Canadian Main Line, except for line relocations in the mid- late-50s around downtown Ballston Spa and downtown Saratoga Springs.

R&S expanded to many other lines before D&H took over in the early 1870s, but here is just the orignal R&S.
Nice Port

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What Else DO We Do?"

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We manage public relations campaigns for major corporations
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An example is FEED THE TROOPS at Wright-Patterson Air Force Base


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Presidents of the D&H....the best?



From a railfans standpoint, C.B. Sterzing would win hands down. He did the most to promote the D&H and its employees through a trying period of bankruptcy surrounding the railroad with the downfall of PC and others. He fought strongly for the D&H to remain independent. He stepped on quite a few toes in high places to keep the D&H afloat and this ultimately caused his removal.

L.F. Loree was the ultimate tough manager who it ended up had a soft side. His brash demeanor and no nonsense approach to the running of the railroad was offset by his efforts to keep "the men" working during the depression years by keeping the railroad in tip top shape. Noted for his introduction of welded rail in 1933, razor straight ballast edges and who could forget his favorite automatic stoker, the strong back of a fireman with a coal scoop).
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Anthracite Railroads

Here's the ranking of % of freight revenue from anthracite in 1913 (just before the peak of anthracite -- 1919):
Railroad PerCent
Wilkes Barre & Eastern 85.9
O&W 63.6
LV 50.5
DL&W 49.8
D&H 49.0
NYS&W 48.6
CNJ 46.0
RDG 32.5
Erie 32.0
Northern Central 23.5
Pennsylvania 6.4
Take the top 6 -- and CNJ and Reading fall out of the picture! Well, that can't be right. So, let's rank by anthracite revenues (in millions):
Railroad Dollars
(in millions)
LV 18.5
DL&W 14.7
RDG 13.4
Erie 12.8
CNJ 10.0
D&H 9.8
PRR 8.5
O&W 4.7
NC 2.3
NYS&W 1.0
WB&E .6
In 1921 the L.F. Loree breaker produced 1,590,201 tons of anthracite and in 1926 there were just over 3,000 employees at the colliery.

Read more about coal breakers on the D&H

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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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Ominous Weather is about more than weather. Its about our environment. Its about our social issues that need to be surfaced if we want to save our environment. See Champions of our Environment like Al Gore SAS le Prince Albert II de Monaco John R. Stilgoe Ralph Nader. We have addressed several railroad-related projects that will conserve fuel and lessen pollution. Our Window on Europe spotlights projects that can help the rest of the World.
We have other environmental sites on garbage trucks and Rapid response temporary shelters / portable housing.
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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).

The "D&H Transfer" runs through the station, headed for the Green Island Bridge

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Mechanicville to Ballston Spa: Old Route Abandoned



The abandonment of the route between Mechanicville West and Ballston Spa, via Round Lake, took place around '64 I believe. A connector track was built between Crescent and a point south of Ballston Spa to replace it. It made the Saratoga/Champlain Division about 6 miles longer than the posted mileage north of Mechanicville. At that time the main line between Mechanicville and Crescent was joint operation, B&M and D&H, and saw heavy use by freight trains from both railroads. Southbound D&H trains from Mechanicville to Binghamton had always used the route to get to Mohawk, before the re-location, which only affected northbound S&C Division trains, including the Montreal passenger trains.

The Arterial highway, Route 50 north of Saratoga Springs, occupies part of the abandoned ROW north of the city. The Saratoga relocation eliminated many grade crossings in the middle of Saratoga, and also got the initial part of the Adirondack Branch out of some residential neighborhoods, where it ran cheek to jowl with local streets and homes as it made its way north from the old station. This was around 1959, which was before the Northway came along, and that was not the motivation for the relocation.

The old ROW runs directly behind SPAC, and along the parking area. Before the Ballston Spa relocation, there was a very severe reverse curve at Ballston, the site of at least one wreck that I've seen photographs of. To sum up, the relocations of the S&C main at both Ballston Spa and Saratoga Springs were joint efforts by the railroad and the local and state governments to improve safety and convenience for both the railroad and it's neighbors, as well as the railroads' own efforts to improve it's operating plant and eliminate trackage wherever possible for cost savings. The Northway was not a factor.

after the Northway was built the line from Mechanicville to Ballston spa was relocated to crescent, ny as the d&h ran over the B&M to cp 477 then swung off to head either north to Ballston spa or south to Mohawk yard.

The bridge is still there, located between exits 11 and 12. The old railroad right of way passes under the Northway. Today it is part of the Zim Smith rec trail between Round Lake And Ballston Spa, visible from the Northway.



MOREAU - Saratoga County's Industrial Development Agency took steps to restore rail freight service to the SCA Tissue paper mill in South Glens Falls and the nearby Moreau Industrial Park. The SCA mill, formerly known as Encore Paper, is exploring the possibility of bringing in railroad cars of wood chips for fuel, Lawrence Benton, the IDA's chief executive officer, said. An SCA spokeswoman declined comment.

The IDA voted to pay the engineering firm Clough Harbour Associates $12,000 to study the 4.5 miles of track leading to the village and get back to the agency in late February with a cost estimate for rehabbing the long-derelict tracks.

"We need to get them back up there before it's under too much snow," Benton said following the special IDA board meeting. "Obviously, we've been lucky with the weather." Once the report is in hand, Benton said the IDA will use it to apply for state grant money available for railroad improvement.

The IDA bought the line from the then-Delaware and Hudson in 1996 for $100,000, according to Agency records. The IDA also owns train tracks near the W.J. Grande Industrial Park in Saratoga Springs. The idea was to save the Moreau tracks from being torn up for scrap metal and the right-of-way carved up among neighboring property owners. The IDA had inmates from Mount McGregor Correctional Facility cleared some sections of right-of-way a few years ago.

"It hasn't been used in so many years, the highway crossings are paved right over," said Gene Corsale of Saratoga Springs, a Delaware and Hudson historian who worked for the railroad as a fireman on steam engines. "I'd like to see it reopened."

He said it was known as the Fenimore Branch in its active days. "It hasn't been used in at least 30 years," he said. Benton said IDA's tracks branch off from the main line, now owned and operated by the Canadian Pacific, just south of Reynolds Road, also known as Route 197. There is a fork in the tracks a few miles north of Reynolds Road. One line, which no longer has tracks, went east to the old Chase Bag factory in the Fenimore section of town. Benton said that line could one day serve the Moreau Industrial Park which is on Bluebird Road.

The other branch, which veers off to the west and SCA's mill on the Hudson River in South Glens Falls, still has its rails, Benton said. Town Supervisor Harry Gutheil said most people who live near the tracks are in the village of South Glens Falls and he expects some people, who are used to the tracks being dormant, will have concerns.

"It's like everything else, there are pros and cons," he said. "They'll be dealing with the village on that." Village Mayor Robert Phinney couldn't be reached Tuesday. When asked if reopening the train tracks would be disruptive to neighbors, Benton said trains on these small branch lines, called spurs, typically only go 5 mph.

©The Saratogian 2007
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The Delaware & Hudson discontinued passenger service to Lake George in the Fall of 1956. The railroad then abandoned the Lake George branch, Glens Falls - Lake George, nine miles, in 1957.



At one time, the Steamboat Company was a D&H subsidiary (you could take a train to Lake George, steamboat to Baldwin (south end of the Ticonderoga Branch), and then train again) so I think their ownership of the station goes all the way back to when the D&H sold the Steamboat Company. According to a book on the history of the Steamboat Company, that was in 1939 so it's not clear how that really worked unless the D&H retained a right to use the station as part of the sale. From pictures in the book, the current road between the station and the steamboard pier did not exist - that road appears to all be fill that moved the shoreline out so that back in the day, the station was essentially part of the pier. Other pictures show trains on the pier (the original pier, not today's Steel Pier) but I think also from the original station (the current station was built in 1911). The details in the book are sketchy but imply that from 1867 to 1875, the Lake George branch was essentially the main line of the Rensselaer and Saratoga (later acquired by the D&H) with a trip from Albany to Montreal being train to Lake George, lake steamer to Baldwin, stagecoach to Ticonderoga, and then a Lake Champlain steamer further north (and probably back to land transportation for the last distance to Montreal). But in 1875, the current D&H main through Whitehall and along Lake Champlain opened.

One of those bike paths is the old ROW. If you follow it you will see old telephone poles in the woods still there and there is an old through girder span that crosses a road further up. I think the tracks ended just about the area of the Station. One or two tracks went into the lake, as a boat launch. They used to haul the old mahogany Chris Craft style boats on boxcars and launch them there. I think there is still a sign there by the lake for the track. I think there is still like 200FT still underwater.

The bike path to Glens Falls is mostly on the D&H ROW although at points it moves over to the parallel old (abandoned in the '30s I think) interurban right-of-way. The power lines mark the interurban ROW (as they do in many, many places in the U.S.), not the D&H ROW. I have no idea what the interurban did when it got to Lake George Village. As you get towards Glens Falls, the ROW has been severed by a golf course and the bike path takes to roads. And of course it's severed at Lake George by the miniature golf course and by the battlefield park the OP was at. As mentioned above, one bridge is still intact and is used by the bike path to cross route 9L south of the Village. I believe it is still lettered for the D&H.

Lake George Plaque

Lake George Station

Albany Main

Lamenting on the loss of the historic piece of track referred to as the Albany Main.

Bridge over the Normanskill is a through truss bridge without enough vertical clearance for double stacks. It is an iron bridge, built in 1884, but it could still rate for heavy loads.

The biggest problem is an unstable subgrade in the south approach, along with several more miles of unstable subgrade along the line near Altamont. Permanent repair or continued maintenance of the soil problems would be expensive under heavy railroad traffic. The profile and alignment of the railroad make it very difficult to handle heavy trains.

The ruling grade southbound is 1.33 percent, just about the same as Richmondville Hill. A heavy train would need pushers, and that would be inefficient. D&H never ran heavy trains southbound on the Albany Main.

August 17, 1956: last run on the Cherry Valley Branch

Up until probably the mid '80's there was alot of tracks in Cobleskill. KSI Industries/Klein Woodworking had a track which went across MacArthur Ave right through where the Bridge Apartments now stand. Once the track got into KSI property it had 2 more tracks off of it there. On the opposite side of Agway, and slightly North/East was a track for the lumber yard there, I think it used to be Briggs. Just West of there, on the same side of the tracks was the branch connection for the Cherry Valley Branch, torn up by around 1956. There were several more sidings towards Cobleskill Coal, and there was an LPG (Amerigas?) on the South side of the tracks near the fairgrounds. If you walk the pedestrian overpass you can see how many more tracks used to be there, just by seeing how long that bridge is there.

In Seward, at the intersection od RTE 165 and Slate Hill RD, there is an old Station on the North side of 165, and then south, there is a park that filled in what was left of the roadbed, formerly a sewer before the water system was put in in the mid to late 80's. South from there, down behind the highway department, you should still be able to find most of the ROW along the lake behind the highway department.

The Cherry Valley Fire Dept. is now housed in the former D&H freighthouse. Some LCL freight would come in on the rear steps of the caboose. Shipway used to get Int'l Harvester equip. on flat cars from time to time. At one time Borden had a creamery in Cherry Valley but this was gone by the end of WW II. Everything was gone by the end of 1956.

The junction was right next to the Warnerville Cutoff grade crossing, in fact the branch used to duck under the cutoff road. The highway overpass was filled in in the 1980s. There's a NYS historic marker on Route 10 marking the spot.

If you drive up Rte 10 from Cobleskill to Sharon Springs you can see the right of way a number of times. Sharon Springs depot still stands, pretty good shape. Inside is still pretty much as built.

Note that the ROW crosses Route 20 TWICE, once just West of Sharon Springs, once around Cherry Valley on the overpass. RR came into town from the northeast. One interesting note: this bridge was built at the very end of operations, probably hosted fewer than 20 round trips. Completion of the fancy rebuild of Rte 20 allowed truck transport of milk, which doomed the RR.
Sheffield Farms Creamery in Seward

Sheffield Farms Creamery in Seward on abandoned Cherry Valley Branch in 1913



Find out more about milk trains in Central New York

The Cherry Valley Branch began in 1860 as the Cherry Valley & Sprakers RR. In 1864 it became CV & Mohawk River RR; then in 1869 CV, Sharon & Albany RR. Finally in 1908 the D&H bought it. The Cherry Valley Branch: August 17 1956 Last run. Find out more history of the Cherry Valley branch. Photo courtesy of New York State Archives. Education Dept. Division of Visual Instruction.

Required Attire for a Remote Workforce


Ever wonder how your telecommuting colleagues really live? Turns out, many of them actually do work in their pajamas. They also tend to love their work-life balance – to the point where they’d take a pay cut to maintain the status quo. This is a “must read” for both remote workers and for their office-bound managers.

Upper Hudson River Railroad now Saratoga and North Creek

The Saratoga and North Creek operates seasonal round trip excursions along sections of the former Adirondack Branch of the D&H Railroad. A few years ago, Warren County decided to buy the track, to run it in the interest of tourism and economic development for the residents of the county. In 1998 Warren County purchased the track, and in 1999, the Upper Hudson River Railroad contracted to operate an excursion train on 8.5 miles from North Creek to Riverside Station in Riparius NY. Track reconstruction from Riverside Station to Hadley NY was next in the plan. 2006 saw expansion to Thurman. Even Amtrak has never left people waiting this long. The first passenger train in 50 years rumbled into Thurman, welcomed by applause and waving red bandannas. Thurman Station Day drew a crowd of locals, train enthusiasts and history buffs eager to ride a stretch of rails unused since the last freight trains rolled through town in the 1980s. Upper Hudson River Railroad extended its scenic train trips 14 miles to the Thousand Acres Dude Ranch in Stony Creek, for a total of 28 miles from the North Creek train station. Flooding in 2006 near Greenfield has held up plans to run a tourist train between Saratoga Springs and North Creek. Nearby Corinth is hoping to duplicate the success of the tourist train in North Creek, Warren County. The Upper Hudson River Railroad carries sightseers along 28 miles of trail formerly used to haul coal out of the Adirondacks. The depot in North Creek played a role in national history in 1901 because it was the site President Theodore Roosevelt first heard the news President William McKinley was dead.
The Upper Hudson River Railroad is the organization that operated trains out of North Creek for ten years. Operations expanded as track and facilities were restored and upgraded. Stations were added along the line, and the local communities all got involved. As an anniversary observation for the ten years since UHRR got rolling, it was decided to have a special run all the way from Hadley, New York up to North Creek and back (Fall, 2007). Trains could not yet reach Saratoga because of a washout on the south end of the line in 2006. As it happened, a last-minute effort extended the start of the run all the way down to Corinth, NY.

Having won the contract to operate the Upper Hudson River Railroad, Iowa Central operates dinner trains, ski trains and even freight trains on the old D&H Adirondack Branch.

2011 and a new operator: Iowa Pacific Railway
Tahawus: Railroad to a Mine, Does it have a Future?
Brief history of a railroad to a mine in the middle of New York State's Adirondack Park. Part of the railroad (Saratoga Springs to North Creek) is a tourist line with dinner trains and ski trains.
Will the last section to the mine come back to life?

Prison Cars


There was a special platform at Sing Sing Prison. It was on track 3 and was about eighty feet long. It was enclosed in heavy steel mesh. Prisoners had cuffs on both wrists ans ankles and a chain connecting both so that they could not completely walk upright. A coach would be added to a train with the toilet doors removed for prisoners going from Sing Sing to Dannemora. I believe that the car used had some provision for a device for a device at each seat for attaching hand cuffs.

The prison station on the D&H near (south of) Whitehall was Comstock. It was closed as a passenger station (flag stop) around 1959. There was also Dannemora Prison (later renamed Clinton Correctional Facility) west of Plattsburgh on the Chataugay Branch. The prisoners for Dannemora once moved on the D&H all the way, but after WWII passenger service was discontinued, and they rode a bus from Plattsburgh.

The former Plattsburg and Dannemora Railroad was built by New York State to serve the prison, and was later leased to the D&H. The D&H maintained and operated it, and handled all material for the upkeep and operation of the prison (mostly coal) between Plattsburgh and Dannemora at no charge to the state.

It's ironic that the Village of Sing Sing was renamed Ossining to avoid the stigma associated with the name of the prison. Then the state changed the name of the prison to Ossining Correctional Facility. But, it's still "Sing Sing" in the old movies!

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Penn Division torn up?


Below the junction south of Starucca viaduct, was taken out of service and scrapped once the D&H got control of the DL&W main.

The section between Ninevah and Starucca was kept in place for high and wide loads to get around Belden Tunnel. Once the tunnel was enlarged the line under Starrucca was pulled. Tunnel work was done in the later half of 1985. Remaining track south of Ninevah was pulled I would guess in 1986 by Guilford (they were good at that). They even took or sold off the ballast.

The Route 17 highway bridge over the tracks was removed I am guessing by 1990. Most of the bridges over other roads were taken out around that time too. I remember going to Binghamton on Route 17 and construction to remove the bridge was on-going at the time. Again I would guess around or by 1990.
In 1903, the Chateaugay & Lake Placid Railway was standard gauged and merged into the Delaware & Hudson Company as the Chateaugay Branch.
Old Oneonta Station

Old Oneonta Station


Prior to 1980, Oneonta was the main yard for the D&H. Every train that operated on the original D&H came through Oneonta. Oneonta was the throat of the railroad. Trains to and from Wilkes Barre, Buttonwood and the Penn Division all came to Oneonta for classification. Trains for Mechanicville and Kenwood came there as well. The yard had a southbound receiving, classification yard, and advanced yard. Trains were received in the receiving yard, then sent over the hump to the classification yard and then moved to the advanced yard where the trains were made up. The advanced yard was as far south a Glens Bridge Road. There were almost 100 miles of track in the Oneonta yard. There was also a northbound receiving and classification yard as well as several smaller yards inside. Oneonta was the main car-shop for the railroad. The Diesel shop was at Fonda Avenue. The main brake, wheel, boxcar, and paint shops were at Oneonta. After dieselization the round house was no longer a vital part of the road. All but 16 of the 52 stalls were torn down. The remaining 16 were used by MOW. There was a public team track as well as a auto unloading track. There were numerous businesses that received freight at Oneonta.

Equipment refurbished for the Amtrak "Adirondack" service. When D&H equipment was replaced by Turboliners, the D&H coaches became surplus, and they were moved to New York for use on the MTA commuter lines. They never carried MTA markings, but they did have NYSDOT "Flying T" logos. They were often kept as a set. By 1985 they were being stored in Grand Central when someone started a fire in one of the cars, completely gutting the set.

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!
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Head End
Railway Express and Railway Post Office
REA RPO Header On passenger trains, railroads operated lots of equipment other than sleepers, coaches, dining cars, etc. This equipment was generally called 'head-end' equipment, these 'freight' cars were at one time plentiful and highly profitable for the railroads. In the heyday of passenger service, these industries were a big part of the railroad's operations, and got serious attention.
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Photos of a trip from Texas to New York City (World War II) as an armored division brings its equipment and troops to the port.
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