INVENTORY OF ABANDONED RAILROAD RIGHTS OF WAY REGION 1 NEW YORK STATE DEPARTMENT OF TRANSPORTATION RAYMOND T. SCHULER, COMMISSIONER
INVENTORY OF ABANDONED RAILROAD RIGHTS OF WAY NEW YORK STATE DEPARTMENT OF TRANSPORTATION REAL PROPERTY DIVISION.
REGION #1 COMPRISING THE COUNTIES OF: ALBANY, SARATOGA, RENSSELAER, SCHENECTADY, GREENE, WASHINGTON, WARREN & ESSEX 1974
GLOSSARY BALLAST Crushed rock or gravel, used in railroad beds to provide ground stability for laying ties and tracks. BERM - A longitudinal mound of earth used to deflect water; a narrow ledge or shelf, CULVERT - Any structure not classified as a bridge which provides an opening under any roadway. PRISM - As applied to canals, the entire area encompassing the sides which are parallelograms, TRESTLE - A braced framework of timbers, piles or steelwork for carrying a railroad over a depression. ABBREVIATIONS R.R. - Railroad Rte. or Rt. - Route R.O.W. - Right of Way E/S - East Side W/S - West Side B & M - Boston and Maine D & H - Delaware and Hudson P. C. - Penn Central
G. E. - General Electric Company
C. R. - County Road T/O - Termination/Origin II
TABLE OF CONTENTS ` GLOSSARY AND ABBREVIATIONS II LIST OF MAPS IV REGION #1 CASE STUDIES OF ABANDONMENT LOCATION MAP CODE PAGE 1-1 B & M (Boston & Maine) 1-1 Johnsonville to Eagle Bridge 1-2 B & M (Boston & Maine) 1-3 Mechanicville to Schuyler Junction 1-3 B & M (Boston & Maine) 1-6 Saratoga-Schuylerville Railroad 1-4 D & H (Delaware & Hudson) 1-7 Baldwin Dock to Ticonderoga 1-5 D & H (Delaware & Hudson) 1-9 Glens Falls to Lake George 1-6 D & H (Delaware & Hudson) 1-13 Rt. 67 Overpass to Mechanicville Railroad Yard 1-7 Mt. McGregor 1-15 Wilton to Top of Mt. McGregor 1-8 Penn Central 1-19 Troy - Schenectady 1-9 Penn Central 1-21 Feura Bush - Selkirk 1-10 Penn Central 1-23 City of Troy 1-11 Rutland Railroad 1-25 Vermont State Line to Columbia Co. Line 1-12 Crown Point Railroad 1-41 Crown Point - Hammondville 1-13 B & M (Boston & Maine) 1-43 Troy - Johnsonville 1-14 B & M (Boston & Maine) 1-46 I Eagle Bridge - Hoosick 1-15 Catskill Mt, House Tannerville RR; Mt. House-Hunter 1-48 (Otis Elevation RR:-Bogart Rd.-Catskill Mt. House 1-51 1-16 Ulster & Delaware Railroad 1-53 Hunter Spur-Ulster Co. Line 1-17 D&H (Delaware & Hudson) 1-55 S. Schenectady-Delanson 1-18 Penn Central 1-59 Rensselaer-Columbia Co. Line 1-19 Penn Central 1-62 Saranac Lake-Lake Placid LIST OF MAPS 1. REGIONAL OFFICES AND BOUNDARIES
2. REGION #1 ABANDONED RAILROAD RIGHTS OF WAY LOCATIONS 1*6 IV
A. Approximate length 8 mi.
B. Approximate width of right of way 60'
C. General Conditions
There are no ties or tracks. The southerly end of this abandoned railroad began in Johnsonville at County Road 111 where we found the remains of a bridge abutment. A private driveway crossed the roadbed about 200' north of the bridge abutment. Further on, a few abandoned cars have been parked. The roadbed is solid and the ballast still in place. About l/2 mile further the overgrowth thickened. Approaching Pine Lake about 2 miles further the roadbed appears to be a dike with water on both sides. Two small culvert trestles are still in place, one at Pine Lake and the other about 1/3 mile beyond. At this point the ROW is parallel to Rt. 67 and only about 100' to the west. After l/4 mile the roadbed turns slightly northwest away from Rt. 67. Another ½ mile and there is a 60' drop to existing ground level on the west of the bed and only about a l5' drop to the east. At this point the roadbed starts a gradual climb. About l mile further a cattle pass is still being used. Another 2 l/4 miles there is a small bridge over a stream.
A small junk pile exists l00 yds. before reaching the bridge abutment at Rt. 67. The bridge itself has been removed. Crossing now to the east side of Rt. 67, the ground rising only slightly and leveling off before reaching the abandoned train station at County Road 103 where the abutments are in place but the bridge removed, we crossed two small existing trestles and much marshy land. Upon crossing the County Road and still heading north parallel to Rt. 67 but l5' higher, the overgrowth became heavier. Buskirk being about l/2 mile beyond this County Road, is the farthest point the right of way could be located. It appears to merge with existing active lines in back of the Agway plant.
D. Structures and culverts are described in Section C.
E. There appear to be 20 transfers of property from this section since 1900.
F. The general terrain is level and the predominant use in farming.
G. Most of the abutting property is privately owned farmland.
H. Recreational possibilities exist for hiking and "bike" trails in the section between County Road 111 and the eastern abutment of Rt. 67, a distance of approximately 6 miles.
I. Access can be obtained at County Road 111, a public road leading to an underpass at Pine Lake and at the Rt. 67 abutment.
A. Approximate length 15 miles.
B. Approximate width varies 40' to 60'.
C. General Conditions
There are no ties or tracks. The southerly end began at Old Brickyard Road and ran in a northwesterly direction. The roadbed is moderately overgrown 3' to 4' and sometimes a little wet. A power line owned by the New York State Gas and Electric has been constructed down the center of the roadbed. Presumably the utility company has acquired this tract. About l ½ miles after Old Brickyard Road the roadbed had crossed under Van Ness Road. The fill for Van Ness Road has caused the old overpass to either be filled in or removed. On the north side of Van Ness Road the roadbed turns more westerly. One-half mile further on a 35' trestle is missing causing a 30' gully. After another half mile Flike Road is crossed at grade just south of the Neilson Farm. Five hundred feet beyond a 25' trestle has been removed over a l2' gully and stream. Jolly Road is crossed at grade 3/4 mile beyond the gully. Turning more northerly, now fairly level, County Road 76 is crossed l/2 mile north of Jolly Road. About 1 ½ miles further on, County Road 75 is crossed.
Continuing north, County Road 423 was crossed near Luthers Saw Mill; Immediately upon crossing 423 the woods were so overgrown it was impossible to determine direction by physical features. We checked with Saratoga County Resident Engineer David Palma and he was able to lead us to Browns Road east of Rt. 9P on Saratoga Lake to show us where the roadbed existed from County Road 423. He also gave us reference points which were very helpful in tracing the roadbed direction from Browns Road to the Saratoga Lake Inlet crossing.
We wish to express our appreciation to Mr. Palma for his information and cooperation.
From Browns Road the roadbed turns toward Rt. 9P. It parallels 9P on the east side and is clearly visible for the next half mile or so. Many camps are built 50' to 150' east of this strip that parallels Rt. 9P. In one short stretch ties were still in place and the camp owner was mowing the roadbed as a portion of his front lawn. On the last 1/4 mile section before the Saratoga Lake outlet it appears some houses have been constructed on the right of way. After crossing the outlet, (Fish Creek) the ROW parallels Fish Creek about l ½ miles to Schuyler Junction, remaining level. There are several camps along this area, utilizing the ROW as lawns.
A. Approximate length 13 miles
B. Approximate width 50'
C. General Conditions
Commencing at the old repair shops at Rt. 50 and East Avenue in Saratoga Springs, which shops are presently owned by a bus company, and then traveling easterly to Rt. 29, little evidence of a railroad remains. There are no ties or rails, all crossing markers have been removed, and the bridge carrying old Rt. 29 over the railroad has been removed. The ROW has been utilized by several abutters as lawn area. From Rt. 29 easterly to Schuyler Junction, about l l/2 miles, only the fact that fill was required through the Great Bear Swamp gives any evidence of a railroad ROW, roughly 15' wide. From Schuyler Junction, just west of Staffords Bridge Road, recently improved by the County, the railroad paralleled Fish Creek, crossing said creek 4 times to Rt. 32, a distance of 6 miles. The ROW is evident by low underbrush and an occasional rotted tie. From Rt. 32 north about one mile, the railroad crossed Fish Creek again and within 100 yds., the railroad was placed on a trestle built in the center of Fish Creek and traveled 3/4 mile on the trestle and about 200' of concrete wall through the center of Fish Creek. The next 1/4 mile is level and runs through land owned by the United Board and Carton Co. Beyond the box company, a l/4 mile trestle carried the railroad between Rt. 32 and Fish Creek. All evidence of the trestle is now gone. The railroad crossed Rt. 32 between Victory Mills and Schuylerville and about l/4 mile of ROW, on a 5' fill remains and levels down to street grade and ran within Village streets the next 3/4 mile to its crossing of Rt. 29 at the old railroad station, still standing, but owned by a farm equipment dealer who has recently discontinued business. At this location, the ROW widened to about 80' to accommodate a three-track yard, and widened still further l/4 mile behind the station to accommodate a turntable, the pit of which still ren mains. From the yard area, about ½ mile in length, the ROW narrows again and travels northerly, remaining level, to the crossing of Rt. 32 in Northumberland and on to the west bank of the Hudson River.
D. The various trestles have been dismantled with the exception of the piles which were driven into the bed of Fish Creek. The old shop building and engine shed in Saratoga Springs are now owned by a bus company, the station at Victory Mills is now owned by an individual who utilizes same as a garage, the station at Schuylerville is now vacant, although for a number of years was utilized by a farm equipment dealer.
E. Much of the ROW has been acquired by abutters, but in certain areas, no buyers were found.
F. The ROW is fairly level the entire distance between Saratoga Springs and Schuylerville.
G. With the exception of the Village streets which the railroad traveled in Schuylerville, and the bed of Fish Creek, all abutting land is privately owned.
A. Approximate length 3 miles
B. Approximate width 60'
C. General Conditions
There are no ties or tracks. The southmost end is found just west of the County Road at Baldwins' Dock. The roadbed proceeds northeast and crosses the County Road 300' north of the starting point. It then continues along the beach front for l/4 mile before crossing the County Road again. Upon interviewing a local resident (Mr. Hopkins, a retired D & H railroad engineer), we found out that most of the residents (8) of the beach front properties have acquired title to the railroad bed where it crosses their land. After crossing the County Road in an easterly direction, it continues about 1 l/2 miles through mostly open meadow until it crosses Pine Springs Road. Upon interviewing the owner of Pine Springs Park (residential homes), Mr. Jes Harpp, we learned that his deed also conveys a portion of the railroad bed. Approximately l000' beyond Pine Springs Road, 2 power lines cross one identified as TIC-Sanfd and the other as TIC-RED, both exit from a nearby Niagara Mohawk Substation. The roadbed continues another mile or so to Lake George Avenue and ends at Pond Lumber & Coal Company where the tracks are in place and used for deliveries.
D. No structures remained intact. Since most of the roadbed is very close to existing grade, we are not able to establish that any had been removed.
E. Title transfers are mentioned in Section C.
F. The terrain is generally flat meadow.
G. Most of the abutting property is unused meadow.
H. Since a large number of parcels have been transferred to abutting owners and subsequently improved in some cases with dwellings, the cost to repurchase the land for recreational purposes would be very high on an overall acreage basis.
I. Access can be obtained at Baldwins' Dock, Pine Spring Park Road, and Lake George Avenue at Pond lumber and Coal Company.
A. Approximate length 7 miles
B. Approximate width 60'
C. General Conditions There are no ties or tracks. All culverts remained intact. Bridges or remains of bridges remain as described below.
From the north side of Rt. 254 the ROW travels northeasterly for approximately 70' until it reaches the remains of a railroad bridge which crossed a stream. Only the stone abutments of the bridge remain. This area is heavily covered with weeds and is swampy.
Three hundred feet northeasterly of Rt. 254 the ROW crosses Glenwood Avenue and continues northerly paralleling Wood Vale Drive on the west. In this area the ROW is in excellent condition, it is lightly covered with weeds and no tracks or ties remain. Poles of the New York State Electric and Gas Corporation follow the ROW in this area.
Approximately 900' further, the ROW crosses County Club Road. At this point the transmission station of the New York State Electric and Gas Company is on the west side of the ROW. The ROW continues in excellent condition. Approximately 1/4 mile beyond County Club Road an old concrete culvert is still in place.
One-quarter mile beyond the culvert the ROW crosses Sweet Road and is heavily overgrown for approximately 50'. Beyond this the ROW is clear and travels slightly uphill as a causeway through a swampy area. A fence crossed the ROW l/2 mile beyond Sweet Road. Fifty feet further there appears to be a private roadway over what was once a grade crossing. For the next 200' up to Windcrest Drive the ROW is moderately covered with weeds.
One hundred feet north of Windcrest Drive the ROW is used used as a driveway forathe Glens Falls Country Club for approximately l000' until it reaches a public road (name unknown) then continues northwesterly through the Country Club grounds for another 1000', then through their parks ing area, across a fairway then it turned westerly along the northern shore of their private lake (Round Pond). There is a 10* high chain link fence crossing the ROW at the end of their beach. Fifty feet beyond this point there is a 6' high chain link fence crossing the ROW.
One hundred feet beyond the last fence, the ROW became moderately overgrown with weeds. The north side of the ROW dropped sharply a distance of 20' to a swamp. The south side was 20' higher than the ROW. One-quarter mile beyond the last fence the ROW was used as a dumping ground for the neighboring camps at Glen Lake; The ROW continued along the southwest shore of Glen Lake. New camps were erected on the ROW in this area, For the next l/4 mile to the railroad bridge (still in place and used) and for the next 100' beyond to Canterbury Drive the ROW is used as a service road to the camps. In this area the lake is on the east side of the ROW and a swamp is on the west side.
For the next ½ mile to Glen Lake Road the ROW is in excellent condition. There are no ties or tracks. There is a light covering of weeds. The ROW is built on a causeway passing l/4 mile through a swamp. The west side is approximately 60' deep and the east side is approximately 20' deep.
From Glen Lake Road to Rt. 149 a distance of approximately l/2 mile the ROW is in excellent condition. One hundred feet to the west at Glen Lake Road there appears to be a bed of a second abandoned railroad line. At approximately 500* north of Glen Lake Road the remains of an old railroad bridge still exists. The stone abutments and the steel framework are still in place. There is no floor to this bridge.
From Rt. 149 to Bloody Pond Road a distance of approximately l.7 miles the ROW continued in excellent condition in a slightly uphill direction. It was lightly covered with weeds. There were no ties or tracks, One-half mile north of Rt. 149 a concrete culvert was still in place. .2 mile beyond this point was the remains of an old railroad bridge. The stone abutments and the steel framework is still in place. There is no floor to this bridge. At approximately 1.2 miles north of Rt. 149 the ROW appears to be used in conjunction with adjoining lands being used as a borrow pit. Both abandoned lines are visible in this area. From the borrow pit northerly for the next .2 mile both lines appear to be used as service roads to the borrow pit. The ROW on the E/S continues to a saw mill which is presently located on it. The ROW on the N/S continues northerly as a service road between the saw mill and the houses of some residents to Bloody Pond Road, a distance of approximately 1000'.
From Bloody Pond Road northerly to Rt. 9L the ROW is in excellent condition. It is lightly covered with weeds. At Bloody Pond Road the second line completely disappears. The ROW travels through a deep ravine in a slightly downhill direction and lies approximately l00' west of existing Rt. 9. Approximately .5 mile north of Bloody Pond Road the ROW passes through a borrow pit which is approximately l000' long and 80* wide. Approximately 1/4 mile beyond the borrow pit the ROW crosses a dirt road then passes through the backyard of a local resident. From this point the ROW continues northerly in an uphill direction. In this area the ROW is in excellent condition. One mile beyond the backyard of the local resident a dirt road crosses the ROW. One-half mile beyond the point, a railroad bridge (completely intact) crosses Rt. 9L. From Rt. 9L the ROW continues northerly approximately l/2 mile to Beach Road at Lake George. The ROW still continues in excellent condition. It is lightly covered with weeds. It passes through some rock outcropping then disappears completely north of the barricade at Lake George Battlefield Park.
D. Structures remain as described in item C.
E. No search of title transfers have been made. However, it appears that portions of the roadbed as described in item C have been transferred. It is our understanding that Charles Wood who owns Story Town, a large amusement park, north of the City of Glens Falls, has acquired most of this ROW which he someday plans to use for an amusement park ride, possibly an old time train ride.
F. The description of the terrain is found in item C.
G. Abutting property use is described in item C.
H. Recreational use exists for hiking, horseback riding, motor bikes and ski mobiles. The ROW basically was in excellent condition. Horse tracks and tire tracks were seen from time to time.
I. Access is described in item C.
A. Approximate length 8 miles
B. Approximate width of right of way 50'
C. General Conditions There are no ties or tracks. The roadbed crosses County Road #82 about l mile from Rt. 67 overpass. There is a culvert located approximately ½ mile from County Road intersection. Approximately l mile from County Road #82 the roadbed crosses a dirt road around 100' from entrance to Round Lake Rod and Gun Club. Another culvert is located approximately l/2 mile from this point. The roadbed is in excellent condition to this point. In several sections, it is flat and clear enough to be traveled over by almost any motor vehicle. There are no apparent washouts, landslides, flooding or encroachments. Also, the overgrowth was predominantly very light. The roadbed crosses another dirt road approximately 3/4 mile from the Rod and Gun Club site. There is a culvert located l/2 mile from this junction and from this point the topography gets rougher. Another dirt road is crossed after approximately 1/10 mile and another l/4 mile from here the route between the Northway and Rt. 9 is crossed in the Village of Round Lake. Saratoga County now owns the section of the roadbed located within Round Lake Village. Approximately 3/4 mile from the connecting route between the Northway and Rt. 9 this roadbed crosses over Rt. 9 and continues approximately l mile till it intersects Ushers Road and continues on the opposite side of this road. From the Rt. 9 overpass to the Ushers Road barricade, the roadbed is in fair condition. It continues on the other side of Ushers Road, but becomes much rougher. It appears within the lst mile as if several sections might be privately owned since some of it is fenced in and farm machinery is being stored on other sections. After the initial lst mile, the roadbed improves again and is relatively clear and level. It remains so for approximately 1.5 miles until its barricaded ending on the side of Cary Road. The roadh bed continues around l/10 mile from the other side of Cary Road to the Mechanicville Railroad Yard.
D. All structures originally built as a part of the roadbed currently exist, except for one gap approximately 20', located about 2 miles from the roadbed's end in the Mechanicville Railroad Yard. The bridge which spanned this length had been removed.
E. The only apparent changes in ownership have been mentioned in part C.
F. The terrain is predominantly flat. There is one existing railroad overpass crossing Rt. 9 and one that has been removed.
G. The abutting properties in general are used for farming or are undeveloped, except for the section which goes through Round Lake Village.
H. Recreational possibilities of the route exist in the areas of cycling, walking, snow-mobiling and also, since most of the route passes through farming or undeveloped land; nature study, bird watching, etc.
I. Right of way access can be obtained from several dirt roads at the present time. (See C)
A. Approximate length 5 miles
B. Approximate width varies from 20' to 60' i
C. General Conditions There are no ties or tracks. Beginning about 3/4 mile west of the Ballard Road and Rt. 9 intersection, the roadbed can be found running in a northerly direction from Ballard Road. It is only slightly overgrown and approximately ½ mile long before crossing Mt. Mc Gregor Road. A short 1/4 mile section along the top of the embankment curving left (NW) and again crossing Mt. McGregor Road. At this point the roadbed is a maintained dirt and stone driveway used by the Wilton State School for Retarded Children. The driveway splits to the right of the railroad ROW about 1/4 mile from Mt. McGregor Road. It leads up to settling bins (150 yds. north) which are a part of the school's septic system. North along the railroad bed about 200 yds. from the last mentioned fork in the road, a wooden building 9' x 9' is standing. I learned from the Grant Cottage Historian that the building was the gatehouse to the Mt. McGregor complex some 70 years ago. In back of the wooden building, a distance of 50', a 10' x 20' concrete building exists apparently servicing the Wilton School. The sign on the building says "Danger, Poisonous Chlorine Gas." A hundred yards further a stream is crossed, a fifteen foot fill and a 2' x 3' cobblestone culvert is intact. One quarter of a mile further an electric power line is located in the roadbed. Another fork in the road exists 1/8 mile past the electric line. The railroad ROW was the left trail. Still gently rising we continued for l/5 mile before crossing Ballard Road. After crossing we are now heading in a southwest direction but turning slowly to our right which will bring us back to northerly direction. After proceeding 1/3 mile a cobble culvert 2 x 2 exists in a 15' fill.
Further on, l/l0 mile, a sharp 20' drop and a ravine 100 yds. wide, 30 deep was crossed. There were 12 pier footings for a trestle that were either removed or otherwise have disappeared with time. The other side of the ravine is covered with rubble from a pier footing that has broken up from age and rip-rap placed for stabilization. The roadbed reduces now more or less to a hiking trail still circling and rising gently for a mile before we pass through a dry stream bed. For the first time the railroad ROW bed is lower than surrounding ground. Trail at this point becomes very overgrown and more difficult to distinguish. The woods then thin a bit l/l0 mile beyond and a collapsed culvert 2' x 3' crossed the railroad ROW. Another trestle was built but does not exist l/2 mile further on. This was probably the highest of the four we eventually found. The vertical drop as we approached Ballard Road again was 50'. The other end of what was the trestle we found 200 yds. north of Ballard Road. The total length was approximately 900'. We found the remains of 16 pier footings. The trestle remains we found ½ mile further on which crossed a gully 40' deep and had 25 pier footings turning gently to the right, and still rising. Some of this was parallel to existing power lines, but before entering dense woods it crosses under. Upon proceeding ½0 mile we found the last gully to have been crossed by a trestle. One of the smallest 75 yds. wide, 30' high, 7 piers. The roadbed now swings to the right in a NE direction and enters the west side of the Wilton School complex, It did once cross the school complex but because of existing buildings it is impossible to ascertain the exact location. On the east side of the property, still standing is President Grant's Cottage. The resident historian was able to locate the side track used to store the last train in the evening until the AM departure and the location of the train station. This railway it seems was the first leg of the funeral journey of President Grant.
D. With the exception of the culverts mentioned, none of the structures referred to exist.
E. The roadbed of the railroad between Ballard Road and the Wilton School has been granted to the Department of Mental Hygiene.
F. The terrain generally could be considered gently rising with some small rolling hills, The only steep ravines or gullies were the ones crossed originally with trestles.
G. Most of the abutting property is woodland and owned by the State of New York.
H. Recreational possibilities exist for hiking. The railroad bed is presently labeled with yellow and red hiking markers. The trail was crossed in at least two places by another labeled "Cimarin Trail" and once by a trail labeled "Lake Bonita 3/4 mile". We have met with Dr. Rector, Director of the Wilton School at his request, to discuss the reason for our survey. He expressed some concern that converting the right of way to public use may not be in keeping with purpose of the Wilton State School. We wish to thank Dr. Rector, his superintendent, and the Grant Cottage H Historian for their assistance and information.
I. Access can be obtained from Ballard Road in two places, and Mt. McGregor Road in four places.
Inventory of Abandoned Railroad Rights of Way`
A. Approximate length 20 miles
B. Approximate width 60'
C. General Conditions There was no flooding, washouts or apparent encroachments. The section between Rt. 9 and Schemerhorn Road is generally a shallow fill with the rails removed but ties remaining. Trail bike tracks were evident throughout this section in spite of heavy weed overgrowth (3' high) near Forts Ferry Road. In the vicinity of Lock 7, the tracks are still in place. An old engine and two cars are on the tracks and are being preserved for the Schenectady Museum. About 3/4 mile west of Lock 7 the tracks have been removed, One mile and a quarter west of the lock on the southwest side is a dumping area for trash presently being used. Further on, about ½ mile beyond the last point, a sign suspended from a chain crossing the tracks indicated the railroad right of way is now owned by the Atomic Energy Commission. This ownership continues for about 1500' before ownership apparently changes to the General Electric Corporate Research and Development Laboratory. At a distance of three miles west of the Lock 7 area, rails again appeared on the ties. The ties pretty generally exist throughout the 20 mile section.
D. All structures originally built as part of the roadbed, currently exist.
E. The only apparent changes in ownership have been mentioned in part C.
F. The general terrain with the exception of a segment about 1 l/4 miles west of Rt. 9 did not require extensive work for railroad construction. At this point, however, a 60' fill was necessary to cross a low point.
G. The land use with the exception of G.E. and the Atomic Energy Commission is developed.
H. The area does have recreational possibilities. Presently, during the fall, the section bordering the Mohawk River is migrating waterfowl. It is a natural resting area and a segment of what is known as the Great Western Flyway. Permanent hunting blinds have been constructed in the swamp. There are indications that trail bikes use the right of way area now for recreation.
I. Access can be obtained to right of way from Forts Ferry Road, Lock 7 Road, River Road and Rt. 146.
A. Approximate length in miles 8.l
B. Approximate width 60'
C. General Conditions There was no flooding, washouts or apparent encroachments. The section between Rt. 32 and Bell Crossing Road appeared to be in fair condition. At Rt. 32 there was an abandoned siding to a feed mill. To the left of what appeared to be an unused portion of track, there was a gravel roadbed approximately .7 mile in length. This roadbed at one time contained tracks, but it appeared to be used presently as a railroad service road. Nine-tenths (.9) mile from Rt. 32 the track was overgrown with vines and the rails were rusted. At the right of the tracks was an abandoned track bed, possibly used as an additional line or a siding. Tracks and ties were removed on the additional line at this point, the roadbed was covered with weeds. At l.2 miles from Rt. 32 the track continued to be overgrown with vines and weeds. At this point, on the second line the ties were still in place. At 1.4 miles from Rt. 32 an area 50' wide, and to the right of the ROW, was used for dumping junk. At 1.5 miles we arrived at Bell Crossing Road.
The section from Bell Crossing Road to Rupert Road appeared to be in fair condition. The length of this portion was approximately 1.5 miles. Here the tracks were still in place and heavily rusted. The ties were rotting and the ROW was overgrown with weeds and brush. There were two places in which a tree had fallen across the tracks. .
The section from Rupert Road to Rt. 396 appeared to be in fair condition. The tracks were in place, rusted and overgrown with weeds. An additional track appeared at .5 mile from Rupert Road. On this additional track the rails were removed, but the ties were still in place.
The section from Rt. 396 to Rt. 9W appeared to be in good condition. At .25 mile beyond Rt. 396 there is an additional track. At 1.9 miles beyond Rt. 396 there is a private grade crossing. At this point there is a gravel road to the right of the ROW. At .75 mile beyond the private grade crossing the tracks and ties were removed. The roadbed was replaced by a dirt road. One mile beyond the grade crossing is a fence across the road. One-tenth (.1) mile beyond the first fence is a second fence. Three-tenths (.3) mile beyond the second fence the ROW enters the parking lot of the Ravena-Coeymans-Selkirk Central School and continues approximately .1 mile through school property on Rt. 9W. The school is now using the old ROW as part of their parking area and a driveway.
D. All structures originally built as part of the roadbed currently exist.
E. Indications of private ownership not verified.
F. The general terrain did not require extensive work for railroad construction. The terrain in this area was lightly rolling.
G. The neighboring land use is mostly farming. In the Long Lane area there is the General Electric Complex and the Penn Central Railroad Yards.
H. This area has recreational possibilities. The area prior to arriving at the Ravena-Coeymans-Selkirk Central School is currently used for motorcycling.
I. Access to and from this facility would be from Rt. 32 (Feura Bush Road), Bell Crossing Road, Rupert Road and from Rt. 396.
A. Approximate length within the City of Troy 1 3/4 miles
B. Approximate width 60'
C. General Conditions There are no ties or tracks. We located the southerly end at the intersection of Canal and First Streets. The roadbed follows a northeast direction to Jefferson and Second Streets. At this point there are several junk cars abandoned. The Kennedy Garage has fenced a portion of the old roadbed and stores parts and equipment in this area. Still proceeding northeast and crossing Third Street we find houses abutting on the north using the old roadbed for backyard space. Along Fifth Avenue a lot owned by the City, along which the roadbed abuts, is being graded for a playground. Proceeding north under Ferry Street and beneath the Ahern Apartments and existing between Bumstead Chevrolet and the Troy Boys' Club, there is now Sixth Avenue built in the area of the old roadbed. After a few blocks the roadbed swings a bit east again, and continues under Hutton Street. After a few more blocks the abandoned portion appears to merge with several sets of tracks presently used.
D. With the exception of railroad overpasses none of the old railroad structures exist.
E. It is estimated that 75% of the old roadbed is owned or is being used by others.
F. The terrain is level.
G. Most of the abutting property is owned privately.
H. Because of the location within the city and the problem of crossing streets, etc., we see little possibility of converting for recreational use.
I. Access can be obtained from most of the streets described in section C.
A. Approximate length 30 miles
B. Approximate width 66'
C. General Conditions There are no tracks or ties in either Rensselaer or Columbia Counties. All railroad bridges have been removed with the exception of one located at Petersburg Junction.
In an investigation at both the Rensselaer and Columbia County Clerks' offices it was discovered that a total of 177 parcels had been sold to abutting land owners. Of this amount 9 were State appropriations, 17 were sold to corporations other than railroads, 2 were sold to railroads, 3 were sales to counties, 2 were sales to towns, 2 were sold to churches, 1 sale was to a school and 141 were sold to individuals. A list of the libers and pages is attached to this report. In the 47 miles traveled by this writer it appeared most, if not all, of the railroad property had been sold off. Location of the old ROW was found in many instances with the help of elderly residents.
From the Vermont State Line the ROW travels westerly along the south side of Rt. 7 for approximately 1 mile then southwesterly for approximately 3 miles to County Road 95. The old ROW was still in place and was approximately 5' to 7' higher than the neighboring fields. It appeared that portions of this area was used for grazing cattle. Various sections of the old ROW was fenced off.
The ROW crossed County Road 95 approximately 70' south of a cemetery and traveled SW approximately 1 mile to the Boston and Maine Railroad Line. At County Road 95 the ROW passed through fenced off pasture for approximately ½ mile. In this area the old ROW is used in conjunction with the pasture, For the next 1/4 mile the old ROW is densely overgrown.
In this area the only remaining bridge can be found. From the bridge the ROW crosses a private dirt road then through a cultivated corn field to the Boston and Maine tracks. The remains of an old depot is found in this area. From the tracks to the Hoosick River, a distance of approximately 1/4 mile, the old ROW is completely overgrown with corn. The bridge crossing the Hoosick River was removed, only the abutments remained in place.
From the Hoosick River to Rt. 346, a distance of approximately 1/4 mile, the old ROW was lightly overgrown and was used for horseback riding. A neighbor by the name of Marie S. Moon said that Raymond T. Dunigan had purchased this portion from the railroad.
From Rt. 346, traveling a distance of 976', the ROW was in good condition. Marie S. Moon said that this portion of the old ROW was purchased by her parents, Gilbert H. and Catherine Morgan (now deceased) by quitclaim deed in Liber 1059, Page 343. Mrs. Moon is the new reputed owner by descent. From Rt. 346 south, for approximately 100', the old ROW (now the Moon land) is used as a driveway for two neighbors. The next 150' is fenced off for Mrs. Moon'S daughter to ride a horse. Abandoned cars and junk are strewn along both sides of this area. The remainder of Mrs. Moon's property is used by neighboring property owners in conjunction with their backyards.
From the end of the Moon property, for approximately .4 mile, the former ROW is now cultivated with crops. At the end of this area is an Esso Service Station operated by Lawrence Church. The building was constructed on the former ROW.
From this point south, for approximately .6 mile, the old ROW was purchased by Ernest Yerke and is used as a driveway to his lumber mill. Mr. Yerke said that he purchased approximately 1 mile of the old ROW.
South of this area a woman by the name of Mrs. McCart has 3 house trailers situated on the former ROW. She claims to own approximately 1500' of the ROW. South of this area, for approximately 300' the ROW is cultivated in corn.
For the next 1.5 miles the ROW is covered with weeds and brush. According to a local resident Duane M. Jones the former ROW crossed the new Rt. 22 to a rest area on the west side of the road then returned along the east side of the road across the front portion of his property.
For the next .3 mile the old ROW was heavily overgrown with weeds.
From this point to Dill Creek, the ROW was cultivated with corn. This area was approximately .9 mile in length. A farmer by the name of Hewitt pointed out the ROW in this area.
From Dill Creek south, for approximately 1.8 miles, the ROW was moderately covered with weeds and passed through an area which appeared to be a narrow ravine.
This area was approximately 20' beneath new Rt. 22. For the next .2 mile to Rt. 2 Petersburg the ROW was in good condition. Motorcycles and horses are used in this area. One hundred feet before reaching Rt. 2 there is a house trailer situated on the ROW.
From Rt. 2 to old Rt. 22 the ROW travels southwest .4 mile through a marshy area then through lands of a contractor by the name of Hewitt. Mr. Hewitt said that his father purchased 6 acres of the old ROW for $25. The ROW is currently used as a driveway through his property. Mr. Hewitt owns property on both sides of County Road 90. The ROW crosses this road to old Rt. 22.
From this point the ROW continues SW in good condition through Little Hoosick Park Camping Grounds for a distance of approximately 300'.
For the next .6 mile the ROW is moderately overgrown with weeds. Two-tenths (.2) mile beyond this point a fence crosses the ROW and for the next .4 mile travels through a moderately overgrown area to the Broken Wheel Camp Grounds. The ROW continues southerly through a moderate overgrowth of weeds for .9 mile to Brimmer Farm Road.
From Brimmer Farm Road to Satterlee Hollow Road, a distance of l mile, the ROW is in excellent condition and is used as a roadway. The State car was driven through this area.
From Satterlee Hollow Road to County Road 38 (Jones Hollow Road), a distance of .5 mile, the ROW is moderately covered with weeds and in good condition. The Little Hoosick River runs along the ROW on the west side.
From County Road 38 to County Road 36 (Southeast Hollow Road) the ROW continues SE for .7 mile over Depot Street. The ROW is moderately covered with weeds. The surrounding area appears to be a small village. One hundred yards beyond County Road 36 the railroad bridge was removed. The abutments still remain.
From the railroad bridge beyond County Road 36 to Lamphier Lane the old ROW was used in conjunction with the surrounding pasture lands. The old ROW ran approximately l/4 mile to the east of new Rt, 22 and traveled in a southeasterly direction.
From the end of the pasture, for approximately 1 mile, the ROW turned southwesterly and crossed new Rt. 22 approximately .l mile north of the point where the Little Hoosick River crossed new Rt. 22. The ROW, prior to crossing Rt. 22, was heavily covered with weeds.
From Rt. 22 the old ROW passed southwesterly near an old schoolhouse (now called New York State Ski Club, Inc.), This area is covered with lawn and used in conjunction with neighboring properties. The ROW Continued through open fields. Poles owned by the New York State Electric and Gas Corporation followed the old ROW in this area and approximately .5 mile after the ROW crossed Rt. 22 it turned southwesterly and continued for another .5 mile until it reached Sand Bank Road. The roadbed was higher in this area than the surrounding lands. It was also heavily covered with weeds. The New York State Electric and Gas Corporation poles continued to follow the old ROW.
From Sand Bank Road to Rt. 22, a distance of .5 mile, the State car was driven over the roadbed. The road appeared to be used as a service road by the New York State Electric and Gas Corporation. The roadbed was lightly covered with weeds but well maintained. It was approximately 7' higher than the surrounding land in this area.
From that point the old ROW crossed to the east side of new Rt. 22 and then traveled southwesterly through what is now a cultivated field; a distance of approximately .5 mile. From there it recrossed to the west side of Rt. 22 near Bly Hollow Drive and traveled southwesterly following the poles of the New York State Electric and Gas Corporation for a distance of approximately l.l miles to County Road 35, The ROW now travels through a low area and follows a branch of the Kinderhook Creek. This area is moderately covered with weeds. New Rt. 22 is approximately 100' higher and to the east of the old ROW in this area.
From County Road 35 to County Road 3l, a distance of approximately 2 miles, the ROW turns southeasterly and continues to follow the poles of the New York State Electric and Gas Corporation and the Kinderhook Creek. This area is in a deep ravine and is covered with weeds.
From County Road 3l to Rt. 43 (Stephentown) the old ROW continues to follow the poles of the New York State Electric and Gas Corporation and the Kinderhook Creek. At Rt. 43 it appears that a new house was built in the old ROW.
Crossing Rt. 43 the ROW was in excellent condition and passed to the west of the Maclintock Chevrolet dealership and continued southerly as a bed of a street for approximately .2 mile. The old depot can be seen in this area. At the end of .2 mile the ROW became heavily covered with weeds and brush. Walking was extremely difficult in this area. Approximately .2 mile beyond this point the bridge was out which spanned an area 50' deep. The abutments to the bridge were still in place; On the other side of the bridge the ROW was in excellent condition. It passed through the Idle-a-While Camp Grounds to Knapp Road, a distance of approximately 1 mile. The old ROW in this area was used for riding motor bikes and for walking.
From Knapp Road to County Road 28 (Carpenter Road), a distance of approximately l mile, the ROW was in excellent condition. It was used as a private driveway of Dr. Farrell, an area M.D.
From County Road 28 (Rensselaer County) to Old Post Road (New Lebanon, Columbia County), a distance of approximately 2.9 miles, the ROW was fenced off in four different locations. Many areas were heavily covered with weeds. After walking approximately 1.4 miles the railroad bridge was out. The span covered an area 20' deep, The abutments were still in place, Horse tracks could be seen in parts of this area, The ROW passed through privately owned grounds used as a camp. This area was about 300' long and was used in conjunction with the camp grounds. Then the ROW became heavily overgrown for the next 1/4 mile. The last 1 1/4 miles were in excellent condition and clear. Tracks of horses and motor bikes were seen in this area. An old freight building was seen approximately 100' north of Old Post Road.
RUTLAND RAILROAD COUNTY RENSSELAER RECORDED TRANSFERS Liber - Page Liber - Page Liber - Page Liber - Page 767 133 1026 456 1052 557 1077 42 767 134 1029 31 1053 10 1082 235 767 135 1030 140 1053 22 1082 403 767 136 1030 600 1053 34 1096 576 767 137 1031 549 1053 13 1102 433 780 411 1034 219 1052 591 1108 341 946 58 1038 29 1053 28 1124 13 952 1 1038 517 1053 25 1128 224 953 428 1038 514 1053 16 1130 470 954 203 1039 347 1053 38 1138 367 958 379 1039 450 1053 31 1145 32 985 273 1040 589 1052 594 1151 463 986 70 1042 227 1053 19 1162 383 987 235 1042 230 1053 7 1166 248 987 479 1044 600 1054 536 1184 92 992 131 1045 27 1055 530 1203 881 994 25 1046 292 1056 174 1218 817 996 475 1048 204 1056 235 997 361 1051 329 1057 73 997 417 1052 576 1057 451 1002 530 1052 570 1057 455 1002 528 1052 573 1059 343 1002 532 1052 600 1060 475 1002 534 1053 4 1061 71 1004 113 1053 1 1061 131 1010 225 1052 588 1061 420 1010 343 1052 597 1063 432 1014 269 1052 585 1069 196 1016 450 1052 582 1072 164 1025 573 1052 579 1077 45
RECORDED TRANSFERS The D & H Railroad, from two miles southeast of Ballston Spa to about two miles north of Saratoga Springs was relocated in connection with PSC 6025-6627 and PSC 6627-7027. The appropriation references in connection with the Grade Crossing Eliminations follow. The deed references for the conveyances out of railroad also follow. During the early l960's, the Saratoga North-South Arterial was constructed from Van Dam Street in Saratoga Springs northerly to its interchange with the Northway, following substantially the abandoned D & H Railroad which had earlier sold off the ROW. The future plans for the North-South Arterial envision utilizing the abandoned mainline through the heart of Saratoga Springs, now all in private ownership. D & H Railroad Project Map Parcel PSC 6025-6627 82, 90, 97 63, 66, 88 PSC 6627-7027 129 152 Int. Rte. 502-2-2 137 216, 217 Int. Rte. 502-2-4 319, 320, 362 547, 548, 549, 612
Saratoga and Schuylervllle Railroad Project Map Parcel Int. Rte. 502-2-4 313 352
Deed References From D & H To: (Commencing 1951)
|George P. Varney||537||433|
|Niagara Mohawk Power Corp.||542||259|
|Village of Ballston||554||414|
|Niagara Mohawk Power Corp.||580||394|
|Niagara Mohawk Power Corp.||615||483|
|Niagara Mohawk Power Corp.||617||329|
|Village of Waterford||623||443|
|Niagara Mohawk Power Corp.||637||363|
|General Electric Co. (Waterford)||647||291|
|Nicholas J. Taniredi||655||143|
|Wilbur H. Haynes and wf.||671||112|
|City of Saratoga Springs||688||374|
|Helen B. Pasco||689||516|
|Charles A. Canby||696||193|
|A. S. Dake||700||462|
|William T. Evans||701||503|
|City of Saratoga Springs||701||527|
|Alice M. Jenkins||702||182|
|Marguerite M. Simon||704||347|
|Lee J. Yanney and ano.||705||306|
|Frank S. Parillo and wf.||707||39|
|Charlotte L. Lewis and ano.||706||182|
|Elmer L. Derby and wf.||708||1|
|County of Saratoga||708||322|
|Edmund Klirocki and wf.||709||19|
|Saloy J. Prisco and wf.||709||223|
|Village - Ballston Spa||709||375|
|Joseph N. Braim||711||72|
|Philip J. Gaffney and wf.||711||475|
|Village of Ballston Spa||715||15|
|Michael R. Biss and ano.||715||374|
|Antonio Ballestero and wf.||717||39|
|Emanon Land Corp.||717||425|
|Fred L. Macklin Misc. 19||257||Rec.|
|Leo J. Heagerty||719||45|
|John W. Durant||719||129|
|Village of Ballston Spa||721||469|
|William J. McNeary and ano.||722||245|
|Charles Zelikofsky et al||726||265|
|Aronson Holding Co., Inc.||727||289|
|Leo J. Heagerty||727||462|
|Dominick Lambert and wf.||728||349|
|Central School Dist. #1 `||728||339|
|Stark Oil Co.||735||527|
|Joseph Noonan and Son||738||521|
|County of Saratoga||743||180|
|Niagara Mohawk Power Corp,||748||413|
|Harry W. Clements and wf.||752||19|
|Joseph D. Nevill and wf.||754||187|
|Antoinette J. Fannucci||756||291|
|Antoinette J. Fannucci||756||295|
|Lasselle Enterprises, Inc.||760||486|
|Lasselle Enterprises, Inc.||760||495|
|Van Curler Realty, Inc.||761||303|
|Van Curler Realty, Inc.||761||307|
|Nicholas J. Tancredi||762||218|
|Village of Ballston Spa||765||32|
|Frederick J. NcNearny and ano.||766||126|
|Harry Machrlain and wf.||767||30|
|Earl H. Palmer and wf.||767||230|
|Robert Van Patten||777||22|
|County of Saratoga||780||328|
|Boston and Maine Corp.||781||252|
|Village of Ballston Spa||781||281|
|Eugene T. Haynes||782||247|
|William F. McNearny||782||489|
|Saratoga Ice Co.||783||335|
|Triffbito Plastico, Inc.||784||219|
|Elwyn S. Bailey and wf.||785||114|
|Nicholas F. Tancredi||786||15|
|Frank A. Costanzo||787||183|
|Joseph M. Ruggiero||798||127|
|Saratoga Springs Urban Renewal||804||13|
|Y.M.C.A. Saratoga Springs||817||536|
|The Footbills Corp.||830||357|
|New York Telephone Company||858||209|
|County of Saratoga||870||157|
|Robert K. Curtis||872||355|
|Town of Clifton Park||892||84|
Saratoga and Schuylerville Railroad To: (Commencing 1946)
|Robert w. Waltogn||438||268|
|Ronson Holding Co., Inc.||440||373|
|City of Saratoga Springs||581||318|
|Anthony B. Morrison||636||223|
|Frank J, VaneeK||636||486|
|Joseph A. DiBlasio||639||61|
|Joseph A. Fannucci||639||195|
|Mathew L. Larkin||639||477|
|William M. Lusink||640||183|
|City of Saratoga Springs||641||504|
|Nelson J. Pratt||642||54|
|Wendell J. Makeowski||643||44|
|Earl Benjamin and wf.||643||93|
|Fred J. Kallmer||643||166|
|A. J. Cunningham and wf.||643||382|
|Raymond E. DuBois||644||193|
|J. Edward Hogan||644||197|
|Margaret E. Hanlon||644||195|
|Kenneth F. Boulton||644||223|
|Gideon Realty Cob, Inc.||645||l55|
|Carl C. Zitter||645||401|
|Frederick A. Ailler||645||414|
|Preston Kelly and wf.||646||63|
|Village of Schuylerville||646||110|
|Saratoga Bus Service, Inc.||646||436|
|Samuel F. Palmetto||646||414|
|Gordon E. Scott and wf.||647||380|
|Lottie Mt Kotchum6||647||399|
|Samuel M. Pinsly||648||372|
|Joseph N. Olendorf and wf.||648||389|
|Jeremich Sullivan and ano.||649||432|
|Joseph W. Hiller and wf.||649||494|
|J. L. Pierce and wf.||650||316|
|Joseph A. Fawnuoci and wf.||650||401|
|Saratoga White Cap Spring||654||190|
|Saratoga White Cap Spring||654||192|
|Kirt Wreinberg and wf.||656||486|
|Joh D. Kruger||658||352|
|John C. Need and wf.||659||456|
Saratoga and Schuylerville to
|Curtis L. Grosier and wf.||664||425|
|Leo Turgen and wf.||668||526|
|Mary D. Lupo||667||405|
|Anthony B. Morrison and wf.||690||469|
|Anthony Del Prite||700||32|
|William F. Wolfersheirm||705||379|
|Guy C. Ripley||727||247|
|Frank J. Carr||732||80|
|Philip H. Monoban||757||208|
|William H. Lane||333||380|
|West Virginia Pulp and Paper||343||376|
|Harris F. Qua||345||106|
|Delaware and Hudson||346||560|
|New York Power and Light||361||98|
|American Manufacturing Co.||370||513|
|Old Colony Trust Co.||404||187|
|Arthur G. Qua||420||335|
|Saratoga and Schuylerville Railroad Co.||432||389|
|Stafford Jones et al||505||106|
|D & H Railroad||648||106|
|Town of Halfmoon||689||78|
|New York State Electric and Gas||754||160|
|John Fascia and ano.||821||272|
Rensselaer County Appropriations Rutland Railroad
Project MAP Parcel S.H. 8059 39, 54 S.H. 1421 1 S.H. 5478 66
New York Central Railroad (City of Troy) No State Appropriations
Boston and Maine Railroad (City of Tray) No State Appropriations
Boston and Maine Railroad Project Map Parcel Hoosick Falls Flood 1, 13, 20, 24, 29 1, 18, 19, 28, 33, 42 Control Project 30, 25, 65, 70 43, 44, 17, 85, 88, 89, 91, 92
Deed References Conveyances out of the Rutland Railroad were furnished with our report of August 27, 1971.
New York Central Railroad To:
|Huyck and Sons||644||371|
|Huyck and Sons||796||467|
|Huyck and Sons||885||406,409|
|City of Rensselaer||968||210|
|Valley Warehouse Corp.||1162||8|
|B & M to Fitchburg||347||38|
|B & M to Fitchburg||367||13|
|B & M to Fitchburg||383||470|
|B & M to Hebert||403||198|
|J. L. Thompson & Co.||474||488|
|J. L. Thompson & Co.||615||374|
|Old Colony Trust||622||210,202|
|Troy Record Co.||626||306|
|B & M to Ryan||734||429|
|Cole Supply Co.||813||270|
|Village of Valley Falls||844||458|
|Merchants Feed Corp.||845||42|
|Blue Flame Gas Co.||865||125|
|Troy Boiler Works||947||105|
|Colonial Dev. Corp.||1071||97|
|Colonial Dev. Corp.||1071||104|
|B & M to Eagle Mills Land Co.||1084||515|
|Troy Lumber Co.||1093||491|
|Thompson & Co.||1098||10|
|Wilco Foods, Inc,||1197||365|
|Village of Hoosick Falls||1219||149,153,|
Deed References Delaware and Hudson Railroad To:
|Russall A. Baker||215||79|
|Village of Lake George||218||274|
|Town of Caldwell||224||108|
|Village of Lake George||224||116|
|George H. Stafford||225||12|
|R & S Railroad Co.||231||347|
|Niagara Mohawk Power Corp.||296||95|
|Niagara Mohawk Power Corp.||328||79|
|Niagara Mohawk Power Corp.||361||57|
|Russell S. Brown||377||44|
|Dave T. Martin||377||330|
|Charles Reeves Wood||381||330|
|Charles Reeves Wood||381||16|
|Niagara Mohawk Power Corp.||397||1|
|D & H Railroad Corp.||219||41|
|Anthony J. Parillo||444||281|
|Elizabeth F. Filkins||459||283|
|Finoh, Pruyn and Co., Inc.||489||558|
|Finoh, Pruyn and Co., Inc.||489||560|
|Northeastern Products Corp.||493||292|
|Finch, Pruyn and Co., Inc.||496||64|
|Delaware and Hudson Railway Co.||496||591|
Schenectady County Appropriations
New York Central Railroad Project Map Parcel Mohawk Golf Club, 12 15 Aqueduct, P.T.-2
Deed References New York Central To:
|United States of America (1965)||863||644|
Albany County Appropriations New York Central (Rte. 9 in Colonie to Schenectady
Project Map Parcel S.H. 5555 364R-2 392, 393, 432 Int. Rte. 502-1-2
Deed References New York Central Railroad To:
|Town of Colonie||1858||323|
|American Museum of Electricity||1863||46|
|Anderson Equipment Corp,||1742||191|
|McEnaney Oil Corp.||1746||257|
|West Albany Warehouse, Inc.||1486||163|
|United Traction Co.||1856||379|
|Bruno Machinery Corp.||1887||55|
|Port Hudson Realty Corp.||1885||517|
A. Approximate Length: 13 miles
B. Approximate Width of ROW: 40' to 80'
C. General Conditions
There are no ties or tracks. Beginning at Main St. in Crown Point near the Dairylea Plant the road bed intersected with tracks still being used. For the next 6/10 miles the roadbed (not distinguishable) runs in back of the houses lining the west side of Main St. Then it crosses Crown Pt. Hill Rd. about 500' west of the intersection of 9N, 22 and Crown Pt. Hill Rd. It continues in a northwest direction climbing slightly for 1 8/10 miles. At this point an unidentified town road is crossed about 500' south of its intersection with Crown Pt. Hill Rd. At a point 150' north of the Town Rd. an abandoned barn stands adjacent to the roadbed. The bed is raised above the existing ground about 3' and heavily overgrown. For short distances the roadbed cannot be traced because of farming and heavy overgrowth. The roadbed crosses Crown Pt. Hill Rd. about 1 mile past the County Rd. The crossing is made in a northwest direction. It continues about 7/10 of a mile curving back across Crown Pt. Hill Rd. at Put Hill Creek. A trestle 50' high and 290' long once stood here. At this point the roadbed enters the Kayaderosseras Mountain Range. The railroad between Crown Point and Hammondville climbed a total of 1300' (vertical elevation). The average grade was about 160' per mile. Not bad for hiking but a maximum effort for a narrow gauge railroad. Average speed up the mountain was 12 miles an hour hauling empty ore oars and a handful of passengers. The trip back to Crown Point required more brakes than steam.
From Crown Point Hill Rd. trestle the roadbed swings in a northerly direction toward Middle Road about 6/10 miles away. A couple of small wet spots are encountered in this area. The roadbed crosses Middle Road turns westerly for 1 mile and crosses Middle Rd. again going southwest. This roadbed has probably more direction changes per mile than any of the other routes previously reported. From Middle Rd. to Crown Pt. Hill Rd. a distance of 6/10 mile, the roadbed skirts a pasture and travels along a very soggy area bordering a swamp. Wildlife abounds here. Many partridge were frightened into flight by the sounds we made walking along. As Crown Pt. Hill Rd is crossed the roadbed swings west to northwest and parallels the highway for about 7/l0 mile. At this point the roadbed crosses a small unnamed dirt town road about 500 south of Crown Pt. Hill Rd. For the next mile a hard packed stone roadbed can be followed by car if desired. At this point is a fill 20' high and 150' long. Just past the fill a 20' cut 5'' long was found. About 2/10 mile past the cut a logging trail turns left from the roadbed Just past this point the roadbed cannot be distinguished. It is found about 1 mile beyond, about 150' south of Crown Pt. Hill Rd. It crosses Crown Pt. Hill Rd. in Ironville at the northern tip of Penfield Pond. It disappears into a cut about 1/3 mile long curving left toward the southwest. Crown Pt. Hill Rd. is crossed again 5/10 mile beyond. The roadbed parallels Crown Pt. Hill Rd. and completely disappears about ½ mile further. It emerges as driveway through a swamp leading to pasture land. The last 3 miles or so that winds through the mountain leading to Hammondville could not be located due to washouts and heavy overgrowth. We did however find our way to the summit and the abandoned Town of Hammondville. Once an active mining town with some 48 buildings. About 4000 people worked either in the mines or at Hammondville. Iron ore from these mines was used to build the tracks for its own railroad. Among the more noteworthy, the Monitor of civil war fame, and the Brooklyn Bridge were built with ore processed from the Hammondville Mines. Hammondville was named after Civil War General John Hammond who was the leading citizen of Crown Point and chief organizer of the local iron business.
Now the buildings razed, the tracks removed the town overgrown by almost a hundred years, is pocked by gaping mine shafts. Signs caution against "caving ground" but evidence of hikers or spelunkers lured by the thrill of the unknown still visit Hammondville
D. There are no existing structures
E. It is estimated 90% or the roadbed is owned by others
F. From Crown Point to Hammondville the terrain is mountainous.
G. If recreational use were to be considered for the area called Hammondville some safety precautions must be made. The open shafts present an extreme danger for anyone walking off the beaten path. These unmarked shafts extend up to l mile straight down. Under the surface some l4 miles of tunnels are interlaced. These tunnels from time to time collapse and cause some displacement of ground surface.
H. Access can be obtained from Main St. in Crown Pt.,the Crown Pt. Hill Rd. several unnamed town roads and Middle Rd.
A. Approximate length: 16 miles
B. Approximate width: Varies 40 ft. to 80 ft.
C. General Conditions:
Starting at Hoosick Street, the roadbed is approximately 80 ft. wide, level and straight. The ties and rails have been completely removed in this area. Approximately .25 miles further north the right of way crosses under the Rensselaer Street overpass. .25 miles beyond this the roadbed crosses Middleburgh Street at grade. Approximately .25 miles further north we arrive at the Glen Avenue-Eddy Lane grade crossing. Approximately 1.5 miles north of Eddy Lane the right of way crosses under the Gurley Avenue overpass. At this point the roadbed is built on a cut and turns northeasterly. .5 miles beyond this point the right of way travels under the Seventh Avenue overpass. .5 miles beyond Seventh Avenue the roadbed travels over Oil Mill Hill by way of an overpass. At this point the roadbed begins a slight uphill climb. The rails and ties are in place for the next mile to Frish Road. From Frish Road the right of way travels in a straight line for 1.25 miles to County Road 122. This road passes over the right of way by way of an overpass. A roadway paralleling the right of way is currently being used as a trail for hikers and motorbikes. One mile further a dirt road (name unknown) is crossed. Here the roadbed is covered with grass and weeds. For the next .5 miles to the railroad overpass at Route 40 the roadbed is marshy and wet. For the next 1.4 miles until the right of way passes under Northline Drive, the roadbed is above existing grade at a height of 5 ft. to 10 ft. For the next 1.3 miles to Madigan Road the roadbed is partially overgrown but is used by motorbikes and horses. .5 miles beyond Madigan Road a concrete bridge spans a stream 80' below. .5 mile beyond this point Clum Road is crossed at grade. 100 yards beyond Clum Road there is a graveyard for abandoned cars. At 1.25 miles beyond Clum Road the right of way crosses County Road 117 by way of an overpass. 400 feet beyond the overpass there is a coal shed on a siding located in Valley Falls. 1.1 miles beyond the coal shed Railroad Avenue is crossed at grade. At .25 miles beyond Railroad Avenue a farm road crosses the right of way. At .5 mile beyond Railroad Avenue there is a field drive to a pasture. Route 40 is crossed by an overpass .8 mile beyond the field drive. 400 feet beyond Route 40 is the terminal at Johnsonville. The station is now used as a residence.
D, With the exception of these bridges mentioned, none of the railroad structures exist.
RENSSELAER COUNTY CONVEYANCES FROM BOSTON & MAINE
|George H. Cole Supply Company||813||270|
|Village of Valley Falls||844||452|
|Merchants Feed Corporation `||845||42|
|Blue Flame Gas Company||855||125|
|Harold J. Wiley and ano||889||1|
|Robert J. Stockholm||947||105|
|Harold A. Mosely||972||267|
|Florence J. Austin||974||456|
|Glen V. Mitchell and ano||989||33|
|Harold J. Wiley and ano||1016||303|
|Colonial Development Corporation||1071||97|
|Colonial Development Corporation||1071||104|
|Arthur E. Collins and ano||1080||477|
|Clemente Brotners, Inc.||1082||483|
|Spec. Insulating Mfg. Co., Inc.||383||470|
|Napoleon J. Herbert||403||158|
|James H. Hustis||405||156|
|First National Bank of Boston||405||172|
|First National Bank of Boston||405||173|
|Walter A. Wood M & R||410||471|
|Elmer E. Strope||412||107|
|W. W. Wilson Co., Inc.||413||205|
|Charles Co11ins and ano||413||204|
|Hercules Powder Company||414||418|
|John Dauahy and ano||421||496|
|John Hopkins Coal Company||423||95|
|James Thompson and Company, Inc.||424||488|
|George A. Reed||432||225|
|Armour and Company||433||111|
|Leland E. Baker||502||195|
|Violet M. Cahill and ano||504||393|
|James Thompson and Company, Inc.||615||374|
|Old Colony Trust Company||622||210|
|Old Colony Trust Company||622||202|
|Hoosick Falls Land Dev.||726||258|
|John H. Ryan||734||429|
A. Approximate Length: 8 miles
B. Approximate Width: 40' to 60'
C. General Conditions:
Starting at a point parallel to Rt. 67 on the northern side of the Hoosick River about ½ mile north of Eagle Bridge, the roadbed swings away from line still being used and turns southeast toward Hoosick Falls. There are no tracks. About 6/lo or a mile further the Hoosick River is on the right for about t mile. For the next mile and ½ the roadbed is raised and crosses a field (pasture). There was one cattle pass removed about half way across the field. At the end of the field a dirt (dead end) road is crossed at grade. Immediately past the dirt road the remains of an underpass that has been filled in was found. Across the fill the roadbed disappears for a mile or so before it can be found again paralleling a set of tracks being used. It continues for about a mile before intersecting the line tracks. At this point the two sets merge and the line is active all the way to Hoosick, the remaining 4 miles.
D. Only the structures outlined in C exist.
E. About 2/3 of the roadbed is owned by others.
F. The terrain is flat.
G. Recreational use is presently being made of the first mile or so where the roadbed parallels the Hoosick River.
H. Access can be obtained from Rt. 67 and the unnamed dirt field drives described in C.
Conveyances from Boston & Maine RR to
|Eagle Mills Land Co.||1084||515|
|Tray Lumber co.||1093||491|
|Thompson & Co.||1098||10|
|Wilko Foods Inc.||1197||633|
|Village of Hoosick Falls||1219||149,153,160|
A. Approximate Length: 12 miles
B. Approximate Width: 60 feet
C. General Conditions
Beginning at North Lane and the western end of the Otis Elevating R.R. the roadbed heads in a westerly direction. For the next mile and a half the grade is level and follows a paved access road which is part of the North Lake Campsite. Still going in a westerly direction slightly descending for about one mile, the roadbed crosses Scutt Road. Just one quarter mile before crossing Scutt Road a sewage treatment plant for the State Park was located just to the right of the bed. Some ties are scattered along the next mile. The bed is overgrown and abutments are found 300' before crossing Laurel House Road. The ravine where the trestle once stood was 150' wide and 30' deep. After crossing Laurel House Road the bed turns slightly north to skirt the Kaaterskill Falls cliffs. One quarter mile into the woods a loud roar can be heard from the falls. A little further the trees thin enough, so with a little effort one can see a spectacular view of the Kaaterskill, falling some 200' before crashing against the basin, and again becoming a stream. This basin area was speckled with hikers no doubt lured by the view. About one half mile or so further several culverts were crossed; small ponds were on both sides of the roadbed. Still descending, turning slightly west to southwest we crossed 100' sections of ties still in place. Another one quarter mile traffic could be heard from Route 23A left of us by one half mile. Fencing appeared to left a few hundred feet further as the grade began to level out. The existing ground was level with the right-of-way at this point. A thousand feet beyond exiting from the woods we found ourselves in the yard area of what was the train station for Haines Falls. The station and land (now in private ownership) has been converted to an apartment house. A few hundred feet further and Route 23A is crossed in the center of Haines Falls. The stream (Kaaterskill) is crossed just south of Route 23A. Stone abutments 150' apart mark the crossing. Swinging almost directly south for about a third mile the grade was level before turning directly west. The roadbed crosses behind private property and skirts a large man-made pond. The roadbed gradually becomes wet and marshy. Approximately 1000 feet further a large swamp is on the left and right covering approximately 100 acres or better. Near the end of the swamp is located a partially dammed stream and a private camp. The roadbed becomes somewhat enclosed with brush. A few ties and a couple of culverts were found in this area. About one half mile further the roadbed was a used stone drive servicing several cabins. Following the driveway for half mile at grade level, Clum Hill Road was crossed. There was a house on the right at this point. Three hundred feet into the woods there was what appeared to be a neighborhood dump. For the next mile or so we found bike tracks and evidence of hikers A few hundred feet before reaching Lake Rip Van Winkle was an abandoned automobile.
County Road 16 was crossed several hundred feet further on the south side of the farm store. A stream was crossed before re-entering the overgrown wooded section. A small dump was about one quarter mile in and on the right. The roadbed here is level and a little swampy. The stream is crossed again about one half mile further. A small trestle was missing. Two hundred feet further Gooseberry Road is crossed. At Gooseberry Road, to the left of the roadbed, was the sewage treatment plant for Tannersville. The roadbed still level, more overgrown now, turns a little northwest. Bloomer Road is crossed about one half mile from Gooseberry Road.
From Bloomer Road the grade is fairly level and easy to follow. The Schoharie Creek is crossed three quarters mile further. The bridge has been removed from the abutments. Several hundred feet further the roadbed is very overgrown and difficult to follow. Approximately one quarter mile past Schoharie Creek a stream crosses the right-of-way through a broken box culvert (top deck missing). Several foundations and rubble appeared during the next three quarters mile. At this location a spur line to the Village of Hunter travels directly west. It crosses Route 2l4, parallels the Schoharie Creek for about one third mile before becoming part of the county road to Hunter. The spur distance is about l ½ miles.
D. All structures have been removed.
E. About 10% Or the roadbed from North Lake appears to be privately owned.
F. The terrain is generally level or descending.
G. Most of the abutting property is part of the Catskill Park.
H. The trail areas within the North Lake campsite are presently being used for hiking.
I. Access can be obtained from all roads described in C. We wish to thank Herb Lamb, Superintendent of the North Lake Campsite for his very helpful information.
A. Approximate length: .75 miles
B. Approximate width: 75 feet
C. General Conditions
Beginning just east of Bogart Road was the location of ticket station now removed. Several summer residences are built on or near the eastern terminus. The collapsed remains of a wooden bridge crosses over the right-of-way 100 feet west of Bogart Road. At this point the grade increases from plus 5% to plus 4O% and continues this degree of climb to the summit. The trains were winced to the summit by gear driven cable drums. Three eights mile from the start, the remains of a concrete trestle was found. It size was 3O' high and 100' long. Six hundred feet past concrete trestle are remains of wooden piers for another trestle. The grade here is very steep to reach a small ridge. Once the ridge is reached, the summit is within 500 feet. Considering the rocky ground, the roadbed was overgrown more than we expected. From the summit a commanding view of the Hudson River can be seen for twenty miles. The summit is not without historic significance. The Catskill Mountain House (demolished in the 60's) was one of the original Catskill resorts. Visited by presidents and foreign dignitaries, it reigned for years as the Catskill tourist mecca. The Otis terminated at this point and connected to the Catskill Mountain House-Tannersville line.
D. The only structures found were described in Section C.
E. The base station area appears to be the only parcel to have transferred ownership.
F. The terrain is the side hill of a mountain that has a vertical rise of about 1500 feet.
G. The abutting property (exception listed in E) is part of the Catskill Park with what appears to be some private property on the left on the lower side of the mountain.
H. Recreational use for hearty hikers only is recommended. We were warned about and did see copperhead snakes near the concrete trestle.
I. Access obtained from Bogart Road on the east and the State Campsite at North and South Lake.
A. Length: l0 miles
B. Approximate Width: 60 feet
C. General Conditions
Beginning at the junction of the Catskill Mountain House-Tannersville Railroad in the vicinity of Route 2lH, the roadbed follows the face of the mountain in a southerly direction. Approximately one half mile of dirt road is crossed. The terrain and roadbed is climbing and in good condition. Approximately one mile further, the roadbed intercepts Route 2lH. The railroad right-of-way cuts back into the woods near Notch Lake. The roadbed is in very good condition through this area and runs behind Devil's Tombstone State Park. A small stream is crossed south of Devil's Tombstone. Approximately eight hundred feet past the stream, a small logging trail bisects the roadbed. Three hundred feet past the logging trail another small stream is crossed; five hundred feet past the stream is a small abandoned shed located on the edge of a small clearing. On the southerly edge of the field is ruins of an old barn. The roadbed then runs close to Route 2lh again, then curves to the right and crosses Notch Inn Road. Here again the trestle is out. Approximately one mile south of the trestle a small foot bridge crosses a stream. The roadbed is partially overgrown but in good shape. The roadbed passes in back of Jensen Road. One and one quarter mile past Jensen Road, the roadbed is washed out and a detour of 100' is made through the woods. The roadbed then is followed for approximately another one and one half mile passing some abandoned cars near and exiting from the Schatzes Property by means of a railway bridge being used as a private road. The inventory ends here as the Ulster County Line is passed.
D. The only structures found were described in Section C.
E. Ownership of the roadbed appears to be part of the Catskill State Park.
F. The terrain runs from the face of mountain gradually dropping to fairly level land.
G. The abutting property appears to be part of the Catskill State Park.
H. Recreational possibilities for this route exist in the areas of hiking, snow-mobiling,cycling, etc.
I. Access can be obtained at Notch Inn Road and the Devil's Tombstone State Park.
A. Approximate length 9 miles (3 separate sections) Section I - 3.18 miles Section II - 0.49 miles Section III- 5.13 miles
B. Approximate width 50' to 60'
C. General Conditions
In the three sections that follow all ties and tracks are removed and the ballast still remains in place.
Section I - Beginning at the Penn Central Railroad property and traveling southwest 600' to Route 159, the road bed is slightly elevated, in good condition and is used as a service road for Niagara Mohawk Power Corp. A line of power poles follows the road bed.
From Route 159 to Burdeck Road, a distance of 1600', a line of power poles continue to a large transmission station. The road bed continues from at grade on Rte. 159 to 5' above grade at the transmission station, returning to at grade on Burdeck Road. It is in good condition and covered with grass.
From Burdeck Road to the Thruway a distance of 2500' the road bed is at grade and heavily overgrown.
From the Thruway southwesterly for approximately 2000' the road bed is in good condition and lightly overgrown. A horse training track crosses the road bed twice in this area, then continues for approximately 500' through a out area which was moderately overgrown. At this point we arrive at a private gravel road. The old railroad fence can be seen on both sides of the R.O.W. from the practice track to the gravel road.
From the gravel road the R.O.W. continues through a cut area from l' to 5' for approximately 0.75 mile through heavily overgrown bush. At one mile from the gravel road a graveyard for old farm equipment litters both sides of the R.O.W. The road bed has been obliterated through a hay field for another 0.50 miles to Pangburn Road.
From Pangburn Road the R.O.W. continues through a heavily overgrown low fill section and along a hillside for approximately 0.50 mile to the existing Delaware and Hudson line.
Section II - Begins at Kelly Road and parallels Route 7 running southwesterly for approximately 1000'. The road bed turns northwesterly for approximately 2000' and ends at the existing Delaware and Hudson line. The entire road bed in this section is heavily overgrown.
Section III - Begins at the existing Delaware and Hudson line and travels southwesterly on a downhill grade through heavy brush for the first 200 feet, then through a fill section which is lightly overgrown for the next 600 feet. From this point and for the next 1000 feet, the north side of the road bed is a cut and the south side is a fill. At approximately 1800 feet from the beginning a stone and mortar arch 50 feet wide and 100 feet below road grade is still in place. The Normanskill Creek passes under the R.O.W. at this point.
For the next 0.25 mile and still traveling southwesterly we pass through a fill area. The top of the R.O.W. is l0 feet wide in this area and slopes sharply downward on both sides. At the end of the 0.25 mile the top of the R.O.W. narrows down to 8 feet in width and begins a gentle rise. Approximately 200' from the beginning of the rise a concrete box culvert was found to be still in place. The R.O.W. continues to rise following existing ground level before arriving at Duell Road. This entire area was found to be in good condition and lightly covered with weeds.
For the first 1000' west of Duell Road the R.O.W. continues uphill southwesterly. At this point the road bed turns northwesterly for the next l000' to Van Patton Road. At the point of turning northwesterly the road bed crosses a stream by way of a bridge. The floor of the bridge is no longer in place only the abutments remain. From the bridge to Van Patten Road the road bed is built on a 5' fill.
From Van Patten Road to Depot Road, a distance of one mile the road bed is totally intact, is in public ownership and is known as Dump Road.
From Depot Road to Route 20 a distance of 0.50 mile the R.O.W. is intact and moderately overgrown with weeds.
From Route 20 for the next 3000' the road bed continues at grade and moderately covered with weeds. At this point the road bed intersects with a gravel road entrance from Route 7. Here a Bell System cable is located in the R.O.W. The old railroad bed for the next mile is now used as the entrance road to a quarry. Danger signs warning that explosives are used and stored in this area can be seen in several locations. For the next 1000' the quarry obliterates the R.O.W. At the end of the quarry the R.O.W. continues uphill for the next quarter mile through a rock cut then over a fill for 500'. For the next l000' the road bed is heavily overgrown and ends at the existing Delaware and Hudson line.
D. Structures remain as described in item C.
E. See page for title transfers from D. & H.
F. The description of terrain is found in item C.
G. Abutting property for the most part is rural, hilly land. Some residential construction has occurred, farmland abuts the most easterly end.
H. Best recreational use could be made of that section west of Duell Road and back to the D. & H. mainline. The most westerly section is not readily accessible and is best reached by crossing a D. & H. mainline, a hazard for recreational use. This section is also reachable through a quarry, which stores dynamite making this access undesirable.
I. See H.
CONVEYANCES FROM DELAWARE AND HUDSON RAILWAY CORP. TO:
N.Y.S. Thruway appropriation file 1734 M-153-308, P-160-338
N.Y.S. Thruway appropriation file 1733 M-152R-1 P-159
N.Y.S. Thruway appropriation file 1732 M-154R-1 P-161
|New York Power & Light Corp.||471||106|
|Ralph W. McDougall||475||44|
|John A. Strong et ano.||495||123|
|Antonio Lattanzio et al||511||540|
|Alfred M. Sutten et al||518||423|
|Raymond R. Mott et ano||623||60|
M. F. Westover 246 141
A. Approximate length: ll.5 miles
B. Approximate width: 80'
C. General Conditions
Starting at the Westerly terminus of the abandoned section in Rensselaer at the rear of the Huyck Paper Mill the roadbed travels southeasterly. The ties and tracks have been removed. At .2 miles the signal lights are still in place. The roadbed is in good condition and free of weeds. At .25 miles the 3rd Ave. (Rte 43) overpass crosses over the tracks. At .45 miles the Aiken Ave. overpass is still in place and appears very sturdy. At .50 mile we enter a cut area. At .55 mile we cross a fill area 10' in depth. At .7 mile we cross under the highway overpass at Rtes 9 & 20. Access can be obtained to the railroad bed from Rte 9J, at this point. At .8 mile we pass through a cut area approximately l5' deep. The roadbed here runs parallel to Rte. 9J some BOO' North. At l.l mile the roadbed is at grade with the surrounding lands. Telegraph poles and lines are still in place to the left of the roadbed. Scattered ties are found along the right side. At 1.3 miles a stream still passes under the roadbed through a culvert. At 1.4 miles a 2 family frame house can be seen on the right very close to the roadbed. At 1.55 miles a stream passes through a stone arch culvert under the roadbed. At l.75 miles five frame residences are on the left. At 2.2 miles a signal light stands. At 2.4 miles we pass through a rock cut 50' deep. At this point a high voltage transmission line passes over. At 2.9 miles a small culvert can be seen on the left. At 3.0 miles we pass a cut area. There is a vertical stone face on the left which is approximately 20' high. At 3.7 miles the roadbed turns slightly right then straightens. At 3.9 miles we cross Hays Road at grade. At 4.05 miles signal lights are still in place. At 4.1 miles we pass through an area with a 20' fill. A culvert passing under the roadbed is still in place. At 4.65 miles a stream passes under the roadbed through a culvert. The stream is approximately 20' below the surface of the roadbed. At 4.9 miles we continue in a straight line the roadbed is level and at grade. At 5.0 miles we cross a fill area which appears to be 10' deep on the left and 5' deep on the right. At 5.2 miles a pond can be seen on the left. At 5.3 miles piles of ties on the right. At 5.6 miles a culvert under the roadbed is still in place. At 5.7 miles signal lights are still in place. Code on the light is 193-62. The ties and rails piled along the right side of the roadbed does not impede travel. At 6.0 miles high voltage transmission lines pass overhead. At 6.1 miles and at 6.l miles + 100. Tennessee gas pipeline passes under the roadbed. At 6.4 miles a field drive crosses the roadbed. At 6.6 miles the roadbed turns slightly left. At 6.95 miles we pass under the highway overpass at Rte. 150. At 7.l miles the roadbed passes over a 40' fill. At this point a stream passes through a stone arch under the roadbed. At 7.2 miles the roadbed is at grade with the surrounding lands. At 7.3 miles a field drive crosses the roadbed. Ties and rails are piled along the right side of the roadbed. At 7.4 miles signal lights are still in place At 7.7 miles the roadbed passes under a highway overpass at Simon's Road. At 8.0 miles a swamp is on the left. At 8.2 miles Maple Hill Road is crossed at grade. At 8.7 miles another pond on the left. Scattered rails and ties are found on the right side of the roadbed. At 9.0 miles we pass under a highway overpass at Van Hoesen Road. At 9.2 miles a field drive can be seen on the left. At 9.25 miles signal lights are still in place. Equipment owned by the railroad for stock piling ballast is parked on the roadbed. The work in stockpiling appears to be moving westerly. At 9.5 miles we cross a fill 10' deep for .2 mile. At 9.7 miles the roadbed is at grade. A graveyard for abandoned cars can be seen on the left At 9.85 miles we cross Eleanor Drive at grade. At 9.9 miles we cross a 10' fill. A stream can be seen on the left. At l0.05 miles there is a field drive on the left. At 10.20 miles the field drive crosses the roadbed. At 10.35 miles we cross Duck Pond Road at grade. At 10.7 miles signal lights are still in place. At 10.8 miles we cross Bame Road at grade At 10.9 miles we cross under the West Bound Lane of the Thruway. At 11.0 miles we cross under the East Bound lane of the Thruway. At ll.3 miles we pass under High voltage transmission lines. At ll.5 miles we arrive at the easterly terminus of the abandoned section.
D. All structures are identified in Section C.
E. All of the roadbed is still owned by Penn Central.
F. The surrounding terrain is mostly hilly.
G. Excellent possibilities for converting to recreational use.
H. Access can be gained all along the 11.5 mile stretch. All E access points are described in Section C.
A. Approximate length 8 miles
B. Approximate width 66'
C. General Conditions The Penn Central Railroad between Saranac Lake and Lake Placid has been recently abandoned. The observed general condition of the right of way is good with all bridges and right of way structures intact. The right of way is through mountainous forest area. There is no erosion observed in the cut or fill sections. The only observed apparent encroachment on the right of way is in the Village of Saranac Lake where it would appear that the Grossman Lumber Company is encroaching on the right of way. The tracks have been removed from the ties for approximately one mile where the railroad crosses Route 86 at Raybrook. Mr. Frank Molanere, Division Engineer, advised that this was done under contract which has been terminated. Mr. Molanere advised that some of the terminal buildings have been sold but that the right of way is completely intact. This section of road right of way seems to have a definite further value for recreational purposes.