Here’s an old map of Amsterdam (courtesy of Russ Nelson) which shows the Kellogg’s Branch (Amsterdam, Chuctanunda and Northern Railroad) leaving the New York Central mainline which runs on the East side of the Mohawk River.
Across the Mohawk River, is the West Shore Railroad.
Another, more detailed, map of the Kellogg Branch from Gino’s Rail Page, shows the entire extent of the branch. Careful! It’s BIG
In the Amsterdam, New York, area, a short spur leaves the old New York Central mainline and goes up a hill to the upper portion of Amsterdam. Once this was a separate railroad. It has continued as a branch under Penn Central, Conrail, and now CSX.
It is known as the Kellogg Industrial or by CSX as “CP-173 -to- QCG1.60”.
Here’s what the branch looks like:
CP-173: Chicago Line: Kellogg’s Yard QCG0.00
New York State Route 5 Undergrade Bridge QCG0.33
Chuctanunda Creek Bridge QCG0.98
Vrooman Avenue Grade Crossing QCG1.20
James Street Grade Crossing QCG1.40
Church Street Grade Crossing QCG1.49
Jay Street Grade Crossing QCG1.49
End Of Track QCG1.60
The Kellogg Branch was actually a separate railroad corporation: The Amsterdam, Chucktanunda and Northern Railroad Company. The Kellogg family owned it, and had built it (1879) to serve the their mills on the hill in upper Amsterdam. The NYC leased the RR (1907) and operated it. This railroad corporation used to show up in “Moody’s Railroads” as late as 1954 and shows it extending “about 1 mile” from the NYC main line to Jay St., Amsterdam. The AC&N owned the right-of-way, and NYCRR owned the track, aggregating about 2.71 miles including side tracks. There were 200 shares of stock outstanding, with a par value of $100, all owned by Lauren Kellog and Elizabeth K. Swift. It paid a dividend of 14.75 in 1953.
1959 Employee Timetable shows equipment restrictions as cranes X-13 to X-16 and engines nos. 526 to 566, 1000 to 5104, 6600 to 6903. The cranes were all 250-ton wrecking cranes, and the engine restrictions essentially prohibited cab units. The maximum gross weight for cars operated without special authority on the Mohawk Division at the time was 220,000 lbs (nominal 70 ton capacity) and there were no additional weight restrictions on the Branch. In 1950, the restriction read: engines heavier than U-2a, U-2b, U-2d and U-2f must not operate over the Kellogs Branch. (those were 0-8-0’s).
It is one of the steepist adhesion railroad grades in service in the country.
The Kellog’s Branch was established in the late 1800’s as a connection for the Kellogg and Miller Linseed Oil operation. Remains of this can be seen behind the present Dunkin Donuts on Route 67 in Amsterdam. The line was extended to the Sanford Carpet Mills, present day Noteworthy Printing.
NYC named the line the Kellogg’s Branch and for some reason, Conrail refered to it as “The Kellog’s Branch.” Why they dropped the last ‘G’, who knows.
In 1905, a spur was built off the Branch (Originally called the Linseed Oil Branch) headed north to the Mclarey and Wallins Carpet Mills, later Mohawk Mills. A large wooden trestle was built across a ravine to reach the plant. There was a steam generating plant there as well, which facilitated another trestle, this one made of stone. Parts of the trestle are still on the property. The smoke stack, seen all over Amsterdam and as you made your way up the NYS Thruway was just knocked down recently.
Sometime in the 1960s, a spur was built to Fiberglass Industries in the Edison Ave. Industrial Park. This is THE sole remaining customer.
The line was abandoned from the FGI spur north around 1990. Some of the last customers on the line were a paper company, COLECO toys (Former Sanford Mill) and a lumber yard just north of the FGI switch. The trestles were removed sometime in the 1990’s. There were several impressive ones. The two at Mohawk Mills, and a large wooden trestle that curved over the Chuctanunda Creek near the Forest Ave. Paper Mill.
A Conrail caboose was used to push up the branch, but after a derailment in 2004 it was moved to the CSX interchange where it has sat ever since. In 2006, 3 trips are made a week, usually Monday, Wednesday. and Friday. Inbound covered hoppers of sand come in and emptys go out.
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