Category Archives: Delaware & Hudson

The End Of The Troy Union Railroad

The only reason for retaining the Troy passenger station at the bitter end was the remnant of B&M service from Boston with one or two Budd RDC’s. The NYC and D&H had the alternative of using Albany as their passenger interchange, and actually it switched back and forth between Albany and Troy for individual trains over the years. The B&M had nothing but Troy.

The D&H preferred Troy over Albany, because the distance from Colonie Shops (the Capital District locomotive service point and crew HQ) was shorter to Troy, and then they didn’t have to run the North Albany Yard Engine to Albany to handle the occasional passenger switching. The Troy Station Switcher (NYCRR crew) was in the station anyway. I don’t think the individual railroads paid for it per move, just a on a fixed percentage.

NYC preferred Albany, because it avoided running light engines the longer distance between Troy and Rensselaer, their locomotive service point, if they didn’t come back with a train.

The D&H paid NYC to use the upper level at Albany on a pro-rata basis, but, all three railroads that owned the Troy Union RR paid a fixed percent of the operating expenses. NYC paid 50%, D&H and B&M 25% each, because NYC took over the ownership of two predecssor RR’s – the Troy and Greenbush and the Troy and Schenectady. The Rutland had no ownership – they operated as B&M trains between White Creek and Troy.

The passenger station was demolished as soon as the last B&M train left town, mostly to avoid the high property taxes levied on railroad property in New York State. The Troy Union RR employees once said, only half in jest, that they knew the end was near when they put a new roof on the station. That was usually the kiss of death for any railroad building.

A serious problem that always plagued Troy was the number of highway grade crossings in the city. Every switching move blocked Fulton Street or Broadway, and the TURR needed about ten crossing watchmen per trick, or a total of more than 40 for the 24/7 passenger operation.

As for the demolition of Troy Union Station, the last passenger service left town in January of 1958 and it was demolished by the end of the summer that same year. So, no, there was never a post-classic- era shack.

Probably the reason Troy lost its direct passenger service relativley early is because it wasn’t far from more-than-adequate remaining service in Albany (7 miles, and with good local transit connections) . The cost saving from shutting down TUS was probably enormous.

Around 1959 D&H and NYC had brought running B&M to Albany, but they couldn’t make an agreement with the operating brotherhoods to allow B&M crews to run to Albany. It wouldn’t work out if a D&H crew had to take the train over that distance. The B&M wasn’t about to put any more money into maintaining that service west of Fitchburg, and this was another good reason for them to dump it.

Either way, the B&M would have had to either run via TURR to the NYC at Madison Street or to the D&H via the Green Island Bridge, and they would have still needed most of the TURR with all of its crossings, and the Green Island Bridge. A route via Mechanicville would not have worked, either. All three railroads wanted to be shed of the entire TURR, not only the station, and the best way to get regulatory approval was to let the expenses pile up and then dump the whole thing. The only fly in the ointment was the Rutland operation, and when that went away in 1961 the fate of the TURR was sealed.

Read more about the Troy Union Railroad

https://penneyandkc.wordpress.com/troy-schenectady-railroad/

A Trip On The West Shore Railroad…Late1950’s

Let’s take an imaginary trip on the West Shore at some point before the late 1950’s and early 1960’s when the West Shore started to disappear:

Two ferry routes connect to Manhattan; one goes to 42d Street and the other downtown to Cortlandt Street.

The New Jersey Junction Railroad, a five-mile long New York Central affiliate, provides connections for interchange between the various railroads in the Jersey City, Hoboken and Weehawken area. From Weehawken to National Junction is classified as yard limits. There is a grain elevator and a pier originating carloads of bananas. Floats destined for the many ports of the New York harbor originate and terminate here.

Up until 1957, Ontario & Western trains share the line between Cornwall and Weehawken. Diesels replaced steam on the West Shore in 1952. The ferry service and commuter runs will be gone by the end of 1959, ending a decline begun by the 1931 opening of the George Washington Bridge. Just above Weehawken, the Palisades crowd the river and force servicing operations to be located in North Bergen. Four miles west by operating direction, but north by geographic orientation, is the New York, Susquehanna & Western interchange at Little Ferry.

The road is mostly four track until Dumont, where several commuter runs terminate, their trains laying over in an adjacent yard. Beyond Dumont, the line is double track to Selkirk. After the commuters leave, the second track will be torn up. Above Dumont, there are ten commuter stops before West Haverstraw, where other commuter runs lay over. Just beyond West Haverstraw the road reaches the river and winds its way to Newburgh, where long-distance commuter runs terminate. A few passenger runs continue to Kingston and Albany, mostly serving local passengers as train times are exceedingly slow compared to New York City/Albany on the Hudson Division. All told, between freight and commuters, this is a busy line. Kingston is the next major city, and both the Wallkill and Catskill Mountain branches are still active. Beyond Kingston, huge cement plants originate countless carloads.

The West Shore from Weehawken joins the Boston & Albany at the south end of Selkirk Yard. The Castleton Bridge, a high, mile-long span carries Selkirk traffic into the Hudson Division and the Boston & Albany. Tower SK controls this point. Selkirk Yard was originally developed in the 1920’s to ease the strain on West Albany. It was rebuilt in the late 1960’s as the Alfred E. Perlman Yard. A branch runs from Selkirk into Albany (11 miles). Access to the Albany station is over the Delaware & Hudson trackage from Kenwood Junction to the north end of the station at street level.

After leaving Selkirk heading west, the line crosses the D&H’s Albany-Delanson line and Voorheesville and crosses the Normanskill on a high bridge. At Fullers the tracks cross on an overpass and operation is left-hand running. The Carman Cutoff leads into Schenectady. Next, the West Shore crosses over the D&H main on a pair of bridges near Burdeck Street. Rotterdam Junction is the interchange with the Boston & Maine as well as a bridge to the New York Central main line at Hoffmans.

Most freight from the west leaves the main at Hoffmans and follows the West Shore to Selkirk. RJ Tower is located on the river bluff just west of the town. It will disappear when the area goes under CTC control from Utica.

West of this point is little used and portions will be among the first to be abandoned. At Fultonville is an old West Shore station with “NYWS&B” stenciled under the eaves. Proceeding west through scenic territory, the Mohawk River is almost always in view. The line passes nearby the home of General Nicholas Herkimer of Revolutionary War fame. At Little Falls the track goes by the river and canal lock at the bank. Near Mohawk, the New York State Railways interurbans shared the track for several years. A connection with the main line is at Schuyler Junction.

The West Shore proceeds through South Utica to near New York Mills, where both the Lackawanna’s Utica branch and the Ontario & Western’s Utica branch cross it at grade. There is a short branch serving the textile mills in New York Mills. At Clark Mills, the Rome branch of the O&W crosses. The main line of the O&W crosses at Oneida Castle and the Lehigh Valley crosses at Canastota. At Kirkville Junction there is a crossover to the New York Central main line, and a few miles further the Chenango Branch joins the West Shore. Traffic is light on this branch and soon Earlville to Manlius will be ripped up. The section from Utica to Rome was electrified for several years. West Shore passenger trains ran on the main line from Syracuse to Utica and left the “direct” route to the NY State Railways interurbans.

From Syracuse to Buffalo (don’t forget, the West Shore bypasses Rochester), the West Shore and New York Central weave across each another several times. The West Shore goes slightly north of Syracuse, while the Central goes right through town. At Lyons, there is an interchange with the Pennsylvania Division. Before reaching Buffalo, there are crossings with the Pennsylvania, Erie, R&D and Lehigh Valley. Waynesport to Chili Junction and Byron to Buffalo will survive as branches to serve local industry after the West Shore as a through route is eliminated as redundant by 1961. The West Shore terminates in East Buffalo with connections to the immediate world.

Find out more about the West Shore
https://penneyandkc.wordpress.com/more-on-the-west-shore/

Yes there were milk trains on the Delaware & Hudson

The D&H negotiated the joint trackage between Mechanicville and Crescent with the BHT&W while it was still separate from the Boston & Maine. 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 NY Central RR for New York, and the engine and crew returned to Green Island.

At certain points in history, the cars went to Troy instead of Albany. But no problem, there even used to be a local passenger train running between Albany and Troy.

Find lots more great stories and photos of the D&H

https://penneyandkc.wordpress.com/delaware-hudson-railway/

The D&H at one time connected with two railroads in Oneonta

The first was the Catskill Mountain Branch of the New York Central, later Penn Central; the second was the Southern New York Railway, an interurban which ran from Oneonta to Mohawk, NY, on the Mohawk River.

Another neaby railroad that did not connect was the Unadilla Valley.

See more on all three railroads
https://penneyandkc.wordpress.com/the-southern-new-york-railway/

Mineville Is Getting Back On The Map NOW

MINEVILLE, N.Y. Some look at an abandoned, centuries-old iron mine in New York’s Adirondacks and see a relic. But, an ambitious group of engineers sees the shafts in Mineville as a new way to provide a steady flow of electricity in a growing market for renewable energy. They are pitching a plan to circulate some of the millions of gallons of groundwater that have flooded the mine shafts over the years to power an array of 100 hydroelectric turbines a half-mile underground.

They envision the operation as a solution for solar and wind power producers, who need ways to ensure an uninterrupted flow of energy when the sun isn’t shining and winds are still. While logistically complex, the plan is at the same time incredibly simple: Engineers would drain roughly half of the water from the shafts and pump the remainder into an upper chamber. The water would then be released into a lower chamber, powering turbines and creating electricity. The turbines would be reversed to pump the water back up to repeat the process. Technically, the pumped water is considered stored energy, to be released strategically when power is needed.

For the locals, the pumped storage project would breathe new life into a depressed former mining town, doubling the local tax base, generating hundreds of construction jobs and a dozen permanent ones, and providing extras like a new highway garage and water lines, said Tom Scozzafava, supervisor of the surrounding town of Moriah. Gov. Andrew Cuomo has called for 50 percent of the state’s electricity to come from renewable sources like wind and solar by 2030.

minevillesign

So what and where is (was) Mineville? Well, I turned to the NEB&W Railroad.
images_troy_troy-grand-sassi-mm

The NEB&W Railroad is an “HO” scale railroad associated with R.P.I, a noted engineering school located in Troy, New York. The NEB&W still serves Mineville and Troy (where much of the products of the mine went).

Products went from the mine”minevillemine” to repunlicsteelfromtroymenandsbridgeRepublic Steel in Troy

Railway Post Offices Could Be Dangerous Places

I received an historical story about the wreck of the Rouses Point and Albany in 1894. Could not match picture so show 1908 wreck on Delaware & Hudson in Sidney, New York. Thanks to Dr Frank Scheer.

Passenger train #4 of the Delaware and Hudson Railroad left Montreal just after 9am on the morning of December 3, 1894, bound for Albany, New York.The train consisted of six cars, including a mail and an express and baggage car.

The train suddenly derailed near Port Henry, New York. The engineer and fireman testified that prior to the wreck, just before the train came upon a curve, they felt a jerk from the rear. The fireman looked back and accordingto his testimony, saw the end of the first car headed for the lake, “and in an instant the tender was torn from the engine and ran into the lake.” No official cause was named for the wreck.

The tender, mail and express/baggage cars were thrown into Lake Champlain. Two men were killed, Richard Quinn, the express messenger and T.H. Rouse, of Rouse’s Point, New York, the mail clerk.

Delaware and Hudson Railway-Built Caboose on Napier Junction

Since this is the month to display cabooses on WordPress, thought a good time to show off.

Deleware & Hudson could not go all the way from New York State to Montreal. At Rouses Point it legally became the Napier Valley to go into Montréal. Like everything D&H, it was QUALITY. Not sure where it was built; Could have been Colonie or Oneonta.

INFOWORKS Great Railroad WebSite: 1980 Olympics, Troy Union RR and MORE

It all started out when we got a note from Richard O. Aichele from Information Works Inc. in Saratoga Springs, NY. He commented on one of our WebSites about “Who Owns Grand Central” and then: “Back in 1980 I lived under GCT for several days between runs of the Irving Trust Winter Olympics Spacial.  I was the guy who had the fun of getting the five private cars together, dealing with the railroads and making the trips run as smoothly as possible.  I have some the details of it on my website www.inforworks.com/trains.htm
Still remember how different – quiet like a cathedral –  GCT was about 3 or 4 AM.

Took a look at his Website. Before I even got to the 1980 Olympics, I ran into a section on the Troy Union Railroad. (One of our favorites).

Then I got to his section on the 1980 Olympics and the Irving Trust Company special train. Great details, great pictures.

He also has a section on the Railroad Steam Era.

Bill would help speed up Amtrak clearance over U.S.-Canada border

U.S. Sens. Charles Schumer (D-N.Y.) and Kirsten Gillibrand (D-N.Y.) and U.S. Rep. Elise Stefanik (R-N.Y.) this week announced a new bill that would lead to a preclearance border security program for passenger trains traveling from Montreal into New York State.

The proposed “Promoting Travel and National Security Act of 2016” would expand U.S. jurisdiction over the American Customs and Border Protection agents that are operating in Canada, pursuant to border security agreements, the lawmakers said in a joint press release.

Sponsored by U.S. Sen. Patrick Leahy (D-Vt.), the bill would facilitate air, rail, marine and overland travel between the United States and Canada, according to Leahy’s office. A new agreement between the United States and Canada would expand those facilities to include rail for the first time.

The bill introduced this week is necessary to establish a preclearance process for Amtrak trains between Montreal and New York City, with stops in the North Country region and Albany, N.Y., the lawmakers from New York said.

Currently, passengers traveling on Amtrak’s Adirondack Line wait at the border for more than an hour while customs agents check the entire train. A pre-clearance program would help speed up that process.

The legislation would ensure U.S. citizens and federal workers are subject to U.S. law and legal protections when working at the pre-clearance location across the border in Canada, where they would be working to “pre-clear” passengers on the Adirondack Line, the lawmakers said.

“Implementing pre-clearance for passenger trains traveling between New York and Canada will be critical to both increasing efficiency and economic opportunities for the North Country and Capital Region — and clearing these legal hurdles now will better pave the way to making this prescreening program a reality,” Schumer said. “This legislation will bring us one step closer to reducing horrible wait times and boosting tourism opportunities for local businesses for years to come.”

Creating a preclearance process for passenger trains traveling between Canada and New York State has been of interest to business leaders on both sides of the border.

“Nothing is more important to the North Country economy than our relationship with Canada, and the North Country Chamber has no higher priority in Washington and Ottawa this year than approval of the pre-clearance agreement negotiated between the U.S. and Canada,” said Garry Douglas, president of the North Country Chamber of Commerce.

Delaware & Hudson Passenger Train Demise

Albany-Binghamton died in 1962 or 63, the commuter trains to Altamont and Saratoga went just about that same time.To be more exact: Trains 250/208 Binghamton – Albany & return came off in January 1963. My September 1930 Susquehanna Division Employes’ Time Table shows no dedicated Altamont commuter service, and no convenient times to and from Albany for commuters on Binghamton trains. Saratoga commuter trains 5 and 40 came off ca. 1960.

The D&H was down to two Montreal trains when 205 and 208 were discontinued in 1963. There had been discussion of substituting Budd RDCs for the Laurentian in that time period also, but I’ve never heard a reliable source on how far that got, or what that would have meant for the night train. (discontinuance, presumably?)

John Hiltz proposed to the NYPSC to substitute Budd RDC’s for conventional equipment on 34 and 35, The Laurentian, ca 1964 but the PSC objected and the issue was not pushed. I don’t recall the night trains, 9 and 10, being an issue at the time.

A little background. Passenger traffic soared in the summer of 1967 during Expo 67 in Montreal. No. 9, the Montreal Limited, had three units (RS-2’s) and 23 cars on Friday night, July 1, 1967. Most were NYC sleepers. The D&H leased coaches from EL and Reading to handle the load, but only used the same passenger RS-2’s. In the middle of that, No. 9 ran into the side of RO-2 at BM Cabin, and the 4024 and 4025 were destroyed. And Buck Dumaine became President of The D&H.

Buck first restored dining cars to 34 & 35, leasing two from the New Haven. He wanted to upgrade the service and grow the business. It was a fairly economical move, because the D&H dining service employees were protected by their labor agreement, and were working various jobs in the Headquarters building, including elevator operators, etc.

With the 4024 and 4025 gone, and most of the existing passenger car fleet in need of serious overhaul, it was a wise decision to upgrade the fleet with some good used locomotives and cars. That took the form of the four PA’s from the Santa Fe, and the 12 cars from the Rio Grande. I was told by good authority that the four PA’s cost $135,000 for the lot, and the Rio Grande cars totaled $120,000. That was almost certainly less money than an overhaul of the car fleet, and it took care of replacing the 4024 and 4025.

I can remember several months early in 1967 when both Montreal trains were covered by two RS-2’s, the 4005 and 4009. One went north on 35 and returned the same night on 10, and other went north on 9 and returned on 34. The only time they missed a turn was for their monthly inspections at Colonie. Two other passenger units were assigned as yard engines at Whitehall and Rouses Point to protect the passenger service.

The PA’s went into D&H service at the end of 1967, after Expo was done.. The first unit, I forget which, arrived at Plattsburgh on the Sunday night after Christmas, I believe. The major problem with the PA’s came up later in the winter, when we learned the hard way that one PA could not heat six cars on No. 9 when the temperature reached minus 20 F.

On the north end, the passenger locals (common reference: “Milk Trains” ) came off in 1963,