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Industrial Development on the Delaware & Hudson Railroad |
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| 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. |
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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 . Old Oneonta . When was the D&H Pennsylvania Division torn up? Rensselaer & Saratoga Railroad |
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The D&H negotiated the joint trackage between Mechanicville and Crescent with the BHT&W while it was still separate from the B&M. The D&H had trackage rights on the Troy and Boston (and then B&M) from Troy to Eagle Bridge. The D&H's R&W Milk train started from Green Island, crossed to Troy, ran on the B&M to Eagle Bridge, then picked up milk on the R&W (Rutland and Washington, D&H Washington Branch) to Castleton and Whitehall. Then it ran non-stop to Albany with the milk cars to the NYCRR for New York, and the engine and crew returned to Green Island. |
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No topic is as well-covered locally as the Delaware & Hudson.
Which means that it is difficult to write anything "new" about it.
However, I discovered an "OFFICIAL FREIGHT SHIPPERS GUIDE AND INDUSTRIAL DIRECTORY" which
was published in 1922 by the Cooperstown Press.
It was edited by Warwick S. Carpenter
and was overseen by George S.Bates, Assistant to General Manager for Industrial Development.
The book starts off with a listing of the officers and key employees of the railroad. Some of these names are familiar from other material on the road: L.F. Loree-President; J.T. Loree-General Manager; F. Murray Olyphant. Others were interesting: Equipment received extensive coverage. The D&H had just purchased a "big hook" with 160 ton capacity for $44,418.98 (this seemed a lot since by 1940 a 4-6-6-4 "Challenger" cost $178,900 and a couple of years later a 1000 hp. diesel switcher was $79,039). The D&H was still in the street railway business. Interesting to me were routes that no longer exist. A branch went through Sharon Springs to Cherry Valley. The bulk of the book listed the businesses served by the railroad. Many familiar (today) names showed up: Freihofer Baking Mohawk Bank Salisbury Coal C.M. Gridley Wallace Armer Hardware Cushing Stone American Locomotive Most of the rest seem to have ended up like Albany Pierce-Arrow dealer Clark Leu! |
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Not only can you
search hotels by city, but you can search by
your favorite chain of hotels.
We can find all the best hotels in Nice, Cannes, or Monaco,. Going to Orlando or Philadelphia or wherever, we can find all the best hotels at the best rates!!! |
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JWH Rapid Response Temporary Housing Our containers will make a great summer camping. We can make your summer camp a great looking building. All the comforts of home at a much less cost. |
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Greenland's ice caps are melting! Find out more about Global Warming at our Ominous Ecology WebSite. |
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Cheese Pound Cake Bread Pudding Cake |
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About Our President About Our Company About Small Business |
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Shipping Information Terms of Sale |
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| RESOURCES |
| Bridge Line Historical Society |
| D&H Canal Historical Society |
| Delaware & Hudson Virtual Museum |
| Delaware & Hudson Forum at Railroad.net |
| The Delaware & Hudson Canal and Its Museum |
| John V. Buberniak |
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Bridge Line Historical Society |
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Ever wonder where D&H sales offices where? Here’s the list from two representative years: 1964 when the “old” D&H was still real; and 1983 when the D&H was almost gone 1964 Official Guide and 1983 Guide: D&H Sales Offices |
| City | 1964 Address | 1983 Address |
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| Albany, NY | Delaware and Hudson Building 12207 | Delaware and Hudson Building 12207 (but different building!) |
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| Atlanta, GA | Room 701, 101 Marietta Street Building 30303 | 290 Scott Hudgens Bldg, 3420 Norman Berry Drive, Hapeville, GA 30354 |
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| Boston, MA | 1101 North Station Building (150 Causeway Street) 02114 | (no office) |
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| Buffalo, NY | 601 Bank of Buffalo Building 14202 | 1285 William Street 14206 |
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| Chicago, IL | Room 840, 327 South La Salle Building 60604 | 2725 N Thatcher Ave, Room 501, River Grove, IL 60171 |
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| Cleveland, OH | 1237 Terminal Tower Building 44113 | 825 Engineers Building, 1365 Ontario Street 44114 |
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| Edison, NJ | (see New York City) | 505 Thornall Street 08837 |
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| Houston, TX | (no office) | PO Box 52364 |
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| Montréal, QC | 1117 Ste Catherine St West (formerly in the Keefer Building at 698 Ste Catherine Street) | 1117 Ste Catherine St West |
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| New York, NY | 360 Lexington Avenue 10017 | (see Edison, NJ) |
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| Philadelphia, PA | 308 Transportation Center Building 19103 | (no office) |
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| Pittsburgh, PA | 2818 Koppers Building 15219 | 252 Colonial Drive 15216 |
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| Portland, ME | 310 Congress Building 04101 | (no office) |
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| San Francisco, CA | 457 Monadnock Building 94105 | (No office) |
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| Scranton, PA | 703 Wyoming Avenue 18509 | (See Taylor, PA) |
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| St Louis, MO | 2084 Railway Exchange Building 63101 | (Taylor, PA location with St Louis phone) |
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| Taylor, PA | (See Scranton, PA) | 354 N Main Street 18517 |
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| Winston-Salem, NC | 1410 Reynolds Building 27101 | (No office) |
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| One of the most interesting locations (other than the “old” D&H Building in Albany) was part of North Station and the old Boston Garden. It was taken down with the Garden and now there's a big hole where 150 Causeway Street used to be, due to Big Dig construction -- it's at the point where the underground highway comes up to the surface to reach the new Charles River bridge. It was the Boston & Maine headquarters too. B&M had moved headquarters functions to North Billerica in the 1970s and 1980’s in order to save the rent money they were paying to the building's owner. It was also the home office of the Boston Celtics and Boston Bruins. 150 Causeway was also the home of XTRA Leasing (intermodal trailers) and Sam Pinsley's shortline empire (StJ&LC, CLCO, M&B, S&S, F&C, S&E and HT&W). 150 Causeway Street was a seperate building from North Station. There was a small alleyway between the two buildings that contained the trackage of the Union Freight Railroad. This alleyway was also used by the REX and mail trucks that serviced the REX building alongside the alleyway. |
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| A combination of Nickel Plate, Delaware, Lackawanna & Western and Delaware & Hudson could match the New York Central "Water-Level Route". | ||
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RailwayStation.com has provided a
1942 Quiz Book on Railroads and Railroading. Here's some interesting questions and answers: |
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What is "continuous rail"? Rails of standard length which are welded together at the ends to form a single rail hundreds or thousands of feet in length are known as "continuous rail." Among the advantages claimed for continuous rail over standard length rail are a smoother track, longer service life, reduced maintenance cost and greater safety. |
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What is the longest continuous rail now in actual service? The longest continuous rail in service in 1941 is 7,700 feet in length, in the track of the Delaware & Hudson Railroad, near Schenectady, New York. |
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What are the heaviest freight shipments on record? The heaviest freight shipment on record was a 488,200-pound steel oil refinery fractionating column, or "bubble" tower, shipped on two flat cars over the Frisco and Kansas City Southern railroads from St. Louis, Mo„ to Smith's Bluff, Texas, in June, 1938. In March, 1940, the Southern Pacific Lines transported a 430,000-pound "bubble" tower, on three flat cars from Alhambra, Calif., to Baytown, Texas. In March, 1935, the Delaware and Hudson, Western Maryland and Pennsylvania railroads transported, on a single freight car, an electrical converter weighing 367,000 pounds from Schenectady, N. Y., to Washington, D. C. |
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Philadelphia has lots of great attractions. Stop by and see more. |
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Delaware & Hudson Railway From Reference.Com |
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National Lead extension from North Creek.
This extension was built by National Lead Co. and the Defense Plant Corporation (Federal agency) beginning in 1941. It was owned by the government for a long time because New York's Conservation Department protested sale. This 33-mile line through the Boreas River canyon to Sanford Lake (Tahawus) (1740 feet above sea level).was built between 1942 and 1943 by a Cohoes construction company. Because of transportation costs (no railroad), the iron mines in the area never developed. For a while, ore was even hauled out on sleds by steam tractors. But changes in technology caused the titanium to suddenly become valuable. The titanium mineral, ilmenite, could be processed into titanium dioxide and be used to make things whiter. It became important for paints, chemical smokes and noncorrosive alloys for aircraft. Other sources were out of the United States so National Lead Company purchased the property. Construction was difficult because of many rock cuts, long fills and culverts. Diesels pulled trains on the extension from day one of operations. The mines helped bring the branch from decline to a money-maker for years. In 1979, the D&H ordered 100 open-top 100-ton hoppers to haul ilmenite (titanium ore) out of Sanford Lake. The mines are now closed. See some great pictures of the mines at Tahawus. |
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The D&H to North Creek It was the first railroad to go into the interior of the Adirondack Mountains. Begun in 1865, just after the Civil War, it was an attempt to tap the iron ore resources near Sanford Lake and connect with Great Lakes shipping at Sacketts Harbor (or Ogdensburg). It never reached the St. Lawrence but did finally reach the mines - in 1944! The railroad was built by the Adirondack Company under the lead of Dr. Thomas C. Durant. Durant graduated from Albany Medical College, practiced surgery, then became a flour and grain exporter. He was involved in the construction of the Union Pacific and represented that company in the driving of the "Golden Spike" at Promentory Point, Utah. Beginning in downtown Saratoga Springs, it reached Wolf Creek in 1865, Thurman in 1869, and North Creek in 1871. As a matter of fact, it actually went 2.8 miles past North Creek station because the contract called for sixty miles of track. To fulfill the contract, a train was once run over the extension but it was unused until the 1944 extension. The rich iron ore and titanium deposits near Sanford Lake was uncovered in the early 1800's. Beginning in 1839, several ideas were developed to build railroads to tap this resource, but none made it until World War II. The early iron masters also discovered that the ore contained a "worthless" (to them) substance called titanium. The Adirondack Company's Railroad was sold to the Delaware & Hudson Railroad in 1889, operated independently for several years, and became part of the D&H on October 30, 1902. Theodore Roosevelt became the 26th President on September 14, 1901 in North Creek. At 4:39 a.m. he was on the station platform when he found out about President McKinley's death. He immediately departed for Saratoga on a D&H extra. Some minor discrepancies exist in mileage on the line because of station relocations, primarily the 1959 rerouting from downtown Saratoga Springs to the west edge of town. Shown below are some of the various points on the line: AD Cabin (1.1 miles). Greenfield (6-7 miles) (600 feet above sea level). A station until at least 1927 but not listed in 1966 employee timetable. Kings (9.2 miles) (600 feet above sea level). A station until at least 1927. South Corinth (12.4 miles) (620 feet above sea level). A station until at least 1933. Corinth (16.3 miles) (641 feet above sea level). A station until at least the end of passenger service, it was previously known as Jessup's Landing. There is a large International Paper plant here. Hadley (Lake Luzerne) (21.3 miles) (640 feet above sea level). A station until at least 1948, was an important stage coach connection with a bridge over the Sacandaga River just south of the station. Quarry Switch (25 miles) (630 feet above sea level). A station until at least 1927, it is not in the employee timetable but was an early passing siding. Stony Creek (28.9 miles) (604 feet above sea level). A station until at least 1948. Warrensburg Junction (34.4 miles) (618 feet above sea level). Here a 3.5 mile spur to Warrensburg was built in 1905. Thurman (34.6 miles) (618 feet above sea level). A station until at least 1948. The Glen (Friends Lake) (42.9 miles) (749 feet above sea level). A station until at least 1948. Riverside (48.9 miles) (885 feet above sea level). A station until at least 1948, it was known as Riparius Station. Stages left from here for Schroon Lake, Pottersville, Chestertown. North Creek (56.5 miles now but 57.2 miles in 1875) (1028 feet above sea level). A station until at least 1956 (end of regular passenger service), it had numerous stagecoach connections. "Milepost 60" (2.8 miles beyond North Creek station)(1037 feet above sea level). End of tracks until 1944. Sanford Lake (Tahawus) (90 miles) (1740 feet above sea level). This extension was built by National Lead Co. and the Defense Plant Corporation (Federal agency) beginning in 1941. It was owned by the government for a long time because New York's Conservation Department protested sale. The railroad ran 4-4-0's then 4-6-0 steam engines on the line. Early in the century there were two round trips daily between Saratoga Springs and North Creek with an extra trip in summer months. By the 1930's it was down to one trip except in season. Year round service ran until 1956 then summer only for a few years. The 1966 employee timetable shows Train 301 running daily except Sunday to Corinth (45 minutes) and returning as Train 302. Train 303 ran daily except Sunday to North Creek in two hours and ten minutes. It returned as Train 300. Train 303 could operate via the Warrensburg Branch as directed by the train dispatcher. 1966 speed limit was 40 mph except the trestle near Corinth which was 6 mph. The Warrensburg Branch was only 20 mph. Corinth and North Creek had part time (day) train order offices. There were yards at Corinth and North Creek (also at the ore mine in Sanford Lake). In addition, there were industrial tracks suitable for passing sidings at Kings, Thurman and Riverside. Traditionally, traffic was passengers heading towards hotels, cottages and children's camps. Freight carried was lumber, paper, and hides. Parlor cars and sleepers ran in summer. Because of transportation costs (no railroad), the iron mines never developed. For a while, ore was even hauled out on sleds by steam tractors. But changes in technology caused the titanium to suddenly become valuable. The titanium mineral, ilmenite, could be processed into titanium dioxide and be used to make things whiter. It became important for paints, chemical smokes and noncorrosive alloys for aircraft. Other sources were out of the United States so National Lead Company purchased the property. The railroad was built by a Cohoes highway contractor who used the only coal burning engines ever run in the Adirondack Forest Preserve. Construction was difficult because of many rock cuts, long fills and culverts. Diesels pulled trains on the extension from day one of operations. The mines helped bring the branch from decline to a money-maker for years. In 1979, the D&H ordered 100 open-top 100-ton hoppers to haul ilmenite (titanium ore) out of Sanford Lake. The railroad ran ski trains to North Creek in the 1930's. In recent years, there has been talk of running again because of the large New York State ski center at Gore Mountain. Inactive since the mine "dried up", CP Rail wants to abandon from Corinth to North Creek. The Intermodal Surface Transportation Efficiency Act (ISTEA) has granted Warren County $1.6 million to acquire the line for tourist or other uses. |
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The Batten Kill Railroad
Visit the The Batten Kill Railroad Forum. The Batten Kill Railroad operates 32.4 miles extending from a connection with the CP Rail System ( Delaware and Hudson ) at Eagle Bridge to Thompson, New York. |
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The article on industrial development was published in March 1991 in the CALLBOARD of the
Mohawk and Hudson
Chapter of the National Railway Historical Society. The article on coal was published May 1993 in the BRIDGE LINE BULLETIN of the Bridge Line Historical Society. |
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In addition to connections with the New York Central RR Hudson line, the R&C
(later part of Central New England, then New Haven RR) also connected
with steamboats traveling the river. The docks at Rhinecliff were busy with steamboats and coal
barges from across the river at Rondout Landing. The eastern terminal of the D&H Canal was at
Rondout directly across the river from Rhinecliff. Courtesy Bernie Rudberg Click here to see more about the Central New England Railway |
| Troy Connections |
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The D&H Troy Branch went to Green Island
(from Waterford Jct), and the Green Island Branch went to Troy (from
Watervliet Jct).
The Troy Branch was the southern end of the original Rensselaer and Saratoga RR, later absorbed by the D&H. The Green Island Branch was a D&H connection to the former Albany and Vermont RR, which formed the later D&H Saratoga Division Main Line. The B&M connected with the D&H (and New York Central) at Troy via the Troy Union RR, which was owned by all three (D&H, B&M and NYC). The TURR was formed around a wye, with the passenger station at the south leg. NYC came onto the TURR at Madison St, and from Schenectady via a short stretch of trackage rights on the D&H, which came onto the west leg of the TURR at River St. The B&M came via the north leg at Hoosick Street. The Rutland originally operated a joint passenger service with the B&M, with Rutland trains and crews becoming B&M trains at the Vermont State Line (White Creek) and running to a NYC connection at Troy. In 1954, after the Rutland passenger service ended, the Rutland gained freight trackage rights on the B&M to Troy and NYC/B&A to Chatham, running three round trips per week out of Rutland. |
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The name Ticonderoga, or as the Algonquin and Iroquois Indians called it –
Chinandroga, loosely means “the place between two lakes.”
This great article use the name
“Ticonderoga Branch”, instead of Baldwin Branch as it is more officially referred to.
Those native to Ticonderoga, however, know the line as the
Lake George Branch (not to be confused with the D&H line running from
Fort Edward to the town of Lake George
(or Caldwell, NY as it was formerly known) since it’s sole purpose was to
link the Lake Champlain and Baldwin dock (on Lake George in Ticonderoga)
steamboat landings.
This branch was constructed in 1874 between Baldwin's Landing (Baldwin Dock) on Lake George and Montcalm Landing on Lake Champlain. |
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ROUSES POINT, NEW YORK
Rouses Point became an incorporated village in 1877, and grew quickly to a population of over 2,000 by 1892. The Delaware and Hudson Railroad opened a station, connecting the village to New York City and Montreal. The Rutland Railroad crossed the D&H here on its way from Ogdensburg across Lake Champlain to Vermont. |
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Head End Railway Express and Railway Post Office |
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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. We have text and pictures not found elsewhere on the Web. |
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| Garbage Trucks |
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JWH Rapid Response Temporary Housing On site containers become residential accommodation, offices and much more! Services we provide are: Transportation to your site. Site preparation for your portable shelter. Assembly of your portable shelter. Subsequent enhancements or moving of your portable shelter. |
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All-time list of railroad names in New York State | Some interesting things about New York State Railroads, mostly New York Central Railroad |
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Middleburgh & Schoharie
Railroad. See a Map |
| Delaware & Hudson RailFan Page |
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Troop Train Photo Album
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. |
| REFERENCE |
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List of New York Railroads
List of Pennsylvania Railroads |
| Delaware & Hudson Steam Locomotives |
| Delaware & Hudson from Southern New York Railway |
| A great map of the Delaware & Hudson |
| Another map of the Delaware & Hudson |
| The Oneonta Roundhouse |
| Specifications of CHALLENGER 4-6-6-4, Class J |
| Missing D&H Locomotives |
| D&H Bulletin October 1931 |
| The anthracite coal-carrying railroads of eastern and central Pennsylvania burned the very product that they carried from the mines to the market. Out of this close association, a steam locomotive was developed that allowed these roads to burn the cheapest grade of this abundant fuel. An individual who played a major role in this development was John E. Wootten (1822-1898). Find out everything on camelback locomotives. |
| The D&H owned a trolley line going North of Albany. See the Hudson Valley Railway Company. |
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Visit the Delaware & Hudson at
Yahoo Groups See some great D&H pictures from Joshua K. Blay |
| Joseph A. Smith (1895-1978) was an avid collector of railroad photos, sharing many of them with fellow collectors in the Northeast. A former plumbing contractor, Smith presumably developed his interest in railroads through his father – a trolley motorman in Troy, NY. His extensive collection focused on the lines that once served Troy: Delaware & Hudson, Rutland, Boston & Maine and New York Central. Many of his children – especially his sons Joseph Jr., James and Paul -- developed a similar interest and added to his collection with photos of their own. Maintaining the collection is now in the hands of his grandson, Kenneth Bradford. Coincidentally, Ken’s other grandfather worked as a manager at the Schenectady plant of the American Locomotive Company. Smith was a life member of the Capital District Railroad Club of Schenectady. He was also a member of the Mohawk-Hudson Chapter Railway Historical Society and its parent organization, the National Railway Historical Society. |
