The Hucklebush Line, Keith MacPhait

THE HUCKLEBUSH LINE by Keith MacPhail

During the latter part of the nineteenth century, Dutchess County along with the rest of the United States entered a period of rapid industrial and agricultural development. In order to support this new growth, a network of independent railroads was incorporated throughout the county and the nation. The following is a brief history of one such independent railroad which served northern Dutchess County and western Connecticut. The Hucklebush Line was a local nickname attached to the Rhinebeck and Connecticut Railroad which originated at Rhinecliff, New York, ran to State Line and eventually terminated in Hartford, Connecticut. The Rhinebeck and Connecticut Railroad Company was incorporated under the general railroad laws of New York State on June 29, 1870. The Company was organized by the owners of the Roundout and Oswego Railroad with the certificate of incorporation dated April 25, 1870, being filed with the Secretary of the State of New York on June 29, 1870. The officers and trustees of the railroad, according to an 1873 document describing the Western Terminus (Rhinecliff), were as follows: Edwin Martin, President; Anthony Benson, Secretary-Treasurer; Thomas Cornell; Richard G. Townshend; H. Shoomaker, William B. Platt; Ambrose Wager; James P. Gould, Chief Engineer; and James H. Jones, Superintendent. The original plan was to construct a railroad from Roundout, New York on the West bank of the Hudson River to the Connecticut State Line near Millerton and to further build a bridge across the Hudson from Roundout, New York to Rhinecliff, New York, connecting this Railroad with the Roundout and Oswego Railroad (Ulster-Delaware) thus creating a continuous line from the Great Lakes at Oswego to the manufacturing districts of the East. Of course, the proposed bridge was never constructed and plans were altered to construct the railroad from Rhinecliff, New York to the Connecticut State Line near Millerton, a distance of 41.6 miles. A survey of the right-of-way began in December 1870. However, due to a delay in the raising of funds, actual construction of the road did not begin until October of 1871. Some townships through which the line was to pass voted financial assistance to the Company while others did not. It is interesting to note that an original survey planned the right-of-way to the Village of Rhinebeck to pass through Springbrook Farms a portion of which is now occupied by the Dutchess County Fairgrounds. Due to community resistance, this route was changed in favor of the right-of-way which ran northwest of present-day Route 9. In 1874, twenty-eight miles of mainline were completed, extending the railroad from Rhinecliff on the Hudson to a point between Ancram and Copake, New York. The remaining 7.2 miles to Boston Corners were completed and opened to the public on April 4, 1875. Connections between Boston Corners and State Line, New York, a distance of 6.4 miles, were made over the Poughkeepsie and Eastern Railroad. On April 12, 1875, a lease was made by Jacob P. Carpenter of the Poughkeepsie and Eastern to secure the use of Poughkeepsie and

Eastern track rights by the Rhinebeck and Connecticut Railroad. The following is a listing of the stations of the Rhinebeck and Connecticut as of June 3, 1878: Rhinecliff Rhinebeck Red Hook Spring Lake Ellerslie (now Elizaville) Jackson Corners Mount Ross Gallatinville An cram Copake Boston Corners Mount Riga State Line (Connecticut Western Railroad Jct.) During this time period a set of operating rules and regulations were published by James H. Jones, General Superintendent. This document was intended for the use of railroad employees only. Some of the more interesting points are stated below: 1. The clock in the Station House at Rhinecliff is the Standard Time. Conductors and Engineers will regulate their time-pieces by it daily. 2. Trains bound West are preferred trains 3. Irregular or Wild Cat Trains or Engines and Gravel Trains must keep out of the way of all regular trains 4. The Damper on the Ash Pan must be closed when passing over Bridges. 5. The Whistle must be sounded eighty rods before a road and the bell rung until the crossing is passed. Pass all roads with a good lookout, and with special care at all down hill roads and obscure crossings. 6. No person except the Roadmaster, Foremen of Road Repairs on their own section and Conductors of the Train will be allowed to ride upon the Engine or Tender without permission from the Superintendent or Master Mechanic and every Engineer will be held responsible for the strict enforcement of this rule. 7. Cars must be cleaned and in safe running order 8. Enginemen will not sound the Whistle for Brakes unless there is a danger of running by a Station or into another Train. 9. A Bell Cord must be connected with the Engine passing through the train to the rear platform of the last car before time of starting. In 1880, a New York Railroad Commissioner's Report stated the financial position and business conditions of the railroad. The following are extracts from that report: Characteristics of Road Length in miles of sidings and turnouts 3 Gauge of track 4' 8 1/2" Weight per yard of iron rail in mainline. .56 lbs. Length in feet of iron bridges on all lines... 75 Length in feet of wooden bridges on all lines.700

Length in feet of pile or trestle work in wood on all lines 2,579 Miles of telegraph wire owned and operated.... 43 Equipment Number of locomotive engines for passenger service 4 Number of locomotive engines for freight service 4 Number of locomotive engines for switching service 1 Total number of locomotive engines owned 5 Average weight (with tender and fuel and water) Passenger engines 58 tons Switching engines 34 tons Number of engine-houses 1 Aggregate number of stalls in same 4 Number of first-class passenger cars 1 Number of second-class and emigrant passenger cars 2 Number of baggage, mail and express cars 1 Number of freight and other cars; namely, with 8 wheels Box freight 20 Coal including flat cars 51 Service 10 Miscellaneous Average number of persons directly employed by the company during the year 96 Aggregate amount of salaries and wages paid to same for the year $29,528.40 Average speed of locomotive engines 18 MPH Average rate charged per ton per mile on freight General average of through and way 1.885 cents Average rate charged for passenger per mile General average of through and way 3.03 cents "Income" or "Profit and Loss" Account Deficit September 30, 1879 $164,135.67 Deficit of Current Year 59,092.47 Total deficit September 30, 1880 $223,228.14 By mid-year 1882, the Rhinebeck and Connecticut Railroad ceased to exist as a single independent company. In subsequent years several other transfers and mergers took place. At this point the author has been unable to determine the full details of these transactions. The facts which are known are as follows: In 1882, by an act of New York State passed on June 8 of that year, the Hartford and Connecticut Western Railroad Company was authorized to purchase, hold, and operate the railroad and property of the Rhinebeck and Connecticut Railroad Company. The deed was dated June 16, 1882, and is recorded in Columbia County, New York. This transfer combined the Rhinebeck and Connecticut with the Connecticut Western, a railroad which extended from Hartford, Connecticut to State Line, New York. This transaction created a continuous railroad from Rhinecliff, New York to Hartford. In 1889, the Hudson Connecting, and Poughkeepsie and Connecticut Railroads were purchased and incorporated as the

Central New England and Western Railroad. This company then leased the Hartford and Connecticut Western Railroad (formerly the Rhinebeck and Connecticut). The property and franchise of the Central New England and Western Railroad and the Poughkeepsie Bridge Company were conveyed to the Philadelphia Reading and New England Railroad in 1892. The Poughkeepsie Bridge Company, incorporated in 1886, constructed the railroad bridge at Poughkeepsie, New York. This connection, now a division of the Penn Central, remains the only such crossing of the Hudson between New York City and Selkirk, New York.* On October 6, 1898, the Philadelphia Reading and New England Railroad Company was sold on foreclosure after failing to meet interest payments. The line was subsequently taken over by the Central New England Railroad Company in January, 1899. On June 25, 1907, after purchasing the Newburgh Dutchess and Connecticut, and Poughkeepsie and Eastern Railroad Companies, the Central New England Railroad owned and operated all previously independent railroads in Dutchess County (including the Hucklebush). By June 30, 1910, according to a Corporate Chart of the New York, New Haven and Hartford Railroad the forementioned company owned a majority of the shares of the capital stock of the Central New England Railway System. The exact date of the transfer of the Central New England Railroad Company to the New York, New Haven and Hartford Railroad is not known by the author. The Central New England continued to operate as a distinct division of the New York New Haven and Hartford Railroad until 1938. The f011owing is a brief outline of information regarding the various stations and points of interest along the Hucklebush Line. Rhinecliff The Hamlet of Rhinecliff was the Western Terminus of the Rhinebeck and Connecticut. At this location the railroad owned a freight station, four stall roundhouse, a sixty-foot turntable and a large ash pit. Engines departing Rhinecliff drew water from a dammed up stream located near the engine facilities. At Rhinecliff, the Hucklebush shared a passenger terminal with the. New York Central and Hudson River Railroad (presently a division of the Penn Central). About a half mile north of the roundhouse a siding branched off to the west. This track was carried across a small cove and over the New York Central and Hudson River Railroad mainline by means of a large wooden trestle. The siding terminated on Long Dock and serviced an ice house and coal pocket at that location. The trestle was removed about the year 1910 and all that remains today is a decrepit field stone abutment. Astors Located at the Astor Estate was a small private station house which apparently served guests of the family traveling from Hartford and New York City. This station also had telegraph service which was assigned call letter A.

*On Wednesday, May 8, 1974, as this report was being compiled, a spectacular fire occurred on the Poughkeepsie Bridge which caused extensive damage to the structure. This fire was attributed to sparks from a passing freight train.

Rhinebeck Situated three miles from Rhinecliff on the Hudson were the station buildings at Rhinebeck, New York. The original passenger station, which was located south of the railroad tracks and west of Albany Post Road (Montgomery Street) was used until 1910 when a new building was constructed north of the tracks. After this date the old station became a freight house. Many private businesses flourished near the Rhinebeck station, which was known as the Hogs Bridge Area, all of which were serviced by the railroad. The following is a list of these businesses: 1. Lown Company Coal Pocket Constructed in 1912, located behind the freight house south of the tracks. It was operated until 1938 when service on the Rhinecliff branch of the Central New England came to an end. 2. Rhinebeck Coal Company Coal Pocket Located south of tracks and east of Albany Post Road. The original cement coal pocket foundations are still in place. 3. Shellac Factory Constructed about 1907, located north of the tracks and east of Albany Post Road. After World War I it was used as a feed store by Whitford Rynder. A fourth business operated in the area was the Dutchess Light, Heat and Power Company Power House which provided Rhinebeck with electricity. This is the only building now standing and was the only company not directly serviced by the railroad. About one-eighth of a mile east of the Station was a small spring surrounded by grey birch trees. This is said to have been a favorite resting place for hoboes traveling the line. Weys Crossing Located near the present day corner of Routes 9 and 9G east of Rhinebeck was a crossing gate or arm which could be lowered across the track to stop trains if passengers wished to board. This became a stop after the Central New England gained control of the railroad. No station house was ever located here. Red Hook The passenger terminal, freight house, milk house, and tool sheds which compiled the Red Hook Station area were located at the south end of Depot Street (Elizabeth Avenue). The majority of these buildings, which are seven point four miles from Rhinecliff, remain intact (their exteriors relatively unchanged) and serve as the Red Hook, Farmer's Co-op Store. The largest and most important business serviced by the railroad in the Red Hook Area was the Bakers Chocolate Factory. Located on the south side of the track behind the station this building is presently an apple storage and packing plant. Fraleighs During the early 1900's there existed at this location a passenger signal similar to that at Weys Crossing, which could be lowered when passengers wished to board. Apparently, there was no station at this point. Fraleighs is a large dairy farm located on Route 199 east of Red Hook which is owned and operated by the Fraleigh family. 68

Spring Lake (Cokertown) Sping Lake, a distance of 11.2 miles from Rhinecliff, was the name of the station which appeared on the forementioned Rhinebeck and Connecticut time schedule issued in 1878. In later years, according to Central New England timetables, this location is referred to as Cokertown. A photograph apparently taken in the early 1900's reveals that the area consisted of a passenger station, water tower, tool house, passing siding, and freight house constructed of an earlier Pullman type heavy weight passenger car. Just north of the station the right of way crossed Spring Lake and continued to Ellerslie. Ellerslie (Elizaville) The Ellerslie station, 13.6 miles from Rhinecliff, consisted of a small combination passenger and freight station located near the junction of Salisbury and Turkey Hill Roads. A small railroad bridge crossed Salisbury Road just west of the Station building. The Ellerslie station name was later changed to Elizaville. The station building has been converted into a private residence presently occupied. Jackson Corners Just east of a large wooden railroad trestle spanning Fishwoods Creek and Academy Hill Road was the Jackson Corners Station, a distance of 17.6 miles from Rhinecliff. The Station building was a small combination passenger and freight facility. Near this area there was a large concrete culvert which accommodated a small stream and allowed farmers access to their fields. Mount Ross From Jackson Corners the right of way proceeded east along the Roelof Jansen Kill to Mount Ross a distance of 19.3 miles from Rhinecliff. An early photograph indicates that this station was a small combination freight and passenger building. Silvernails Although Silvernails did not appear upon the 1878 Rhinebeck and Connecticut Time schedule, it became an important station in the later history of the line. Located at Silvernails was a small combination passenger and freight station (which today serves as a garage), a large wye, and a water spout which remains to this day bearing the following information: "N. N. Poage, Cinn., Ohio, Pat. Dec. 25, 1894 Feb. 12, 1895 July 22, 1879 January 12, 1880 John N. Poage, Cinncinati, O." Also located at Silvernails was the junction of the Hucklebush Line and the Newburgh Dutchess and Columbia Railroad. It is interesting that in later years all distances were measured from Silvernails to Rhinecliff. Example: Central New England Railroad, Silvernails to Rhinecliff Branch. At this time, the author knows very little of the remaining six stations of the Hucklebush Line. The data and facts which are known concerning these stations are as follows: Gallatinville Located 23 miles from Rhinecliff was the Gallatinville Station which appeared on the 1878 Rhinebeck and Connecticut timetable. A Central New England timetable dated July 1, 1917, indicates that there was also later a station located at Gallatin.

Ancram From Gallatinville the right-of-way proceeds northeast to Ancram a distance of 25.4 miles from Rhinecliff. A small combination passenger and freight station was located here, as was a large paper mill which was serviced by the railroad. Copake The station of Copake was located 31.5 miles from Rhinecliff. A neat frame station building, which remains to this day, serviced both passengers and freight at this location. Boston Corners The mainline of the Hucklebush proceeded southeast from Copake to the Town of Boston Corners a distance of 35.2 miles from Rhinecliff. Located at Boston Corners was the junction of both the Harlem Valley and Poughkeepsie, Hartford and Boston (P&E) Railroads. Also at Boston Corners was a small combination passenger and freight station, a water tower and a wye. It is interesting to note that an early photograph indicates that the majority of trackage at this station was constructed upon wooden trestle work. The remaining 6.4 miles of track, from Boston Corners to State Line was rented from the P&E Railroad. Details of this transaction were mentioned earlier in this report. Mount Riga South of Boston Corners and 38.6 miles from Rhinecliff was located Mt. Riga. The station at Mt. Riga appears on the early Rhinebeck and Connecticut time schedule but is not indicated on the 1917 Central New England timetable. State Line Located a distance of 41.6 miles from Rhinecliff was State Line, New York, the original Eastern terminus of the Rhinebeck and Connecticut. A wye was located at this station as well as the junction of the Connecticut Western Railroad. In later years through transactions discussed earlier in this report the main line of the Hucklebush continued into Connecticut and terminated in the City of Hartford. Some interesting bits of miscellaneous information concerning the railroad are listed below: Telegraph Codes 1. Boston Corners - BN 2. Silvernails - SN 3. Jackson Corners - J 4. Elizaville - VA 5. Cokertown - CR 6. Red Hook - RH 7. Rhinebeck - R 8. Astors - A Wages and Pay Rates 1902-06 CNE Railroad Title Days Per Day Week Car Inspector 6 $1.90 $11.40 Engine Watchman 7 $1.50 $10.50 Coal Heaver 6 $1.50 $ 9.00 Conductor 6 $3.60 $21.60 Baggage Master 6 $2.25 $13.50 Brakeman 6 $2.00 $12.00 With the adoption and popularity of automobiles, trucks, and airplanes and the building of new improved highways, small railroads became obsolete. In the mid 1930'5

the New York, New Haven and Hartford found it no longer profitable to operate the Rhinecliff to Millerton branch of the Central New England Division. On July 15, 1938, service on the mainline between Rhinecliff and Copake ended. Previously (August 31, 1932), trackage between Copake and Millerton (State Line) had been abandoned. In 1939, a company was hired to remove the rails, ties and other hardware which made up the mainline of the Hucklebush Line. Although it has not been found to be documented, some community residents have indicated that the steel, iron and other metals were sold to Japan during 1939-1940. In closing, the author is interested in learning more of the facts and history of the "Hucklebush Line". Therefore, if any readers have information to offer, please contact Keith MacPhail, 11 Cozine Avenue, Rhinebeck, New York, 876-6152.

Credits Mr. Lyndon A. Haight, Auburn, N.Y. Mr. John 0. Hamlin, Rhinebeck, N.Y. Mr. Myron Van Wagenen, Rhinebeck, N.Y. Mr. Tracy Hester, Rhinebeck, N. Y.

Elizaville Station, Early 1900's

Copake Station, December 1, 1973 Elizaville Station, December 1, 1973

Silvernails, Station, Silvernails Rd., Dec., 1973 Water Spout, Silvernails, April, 1974