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The Ticonderoga Branch of the Delaware & Hudson Railroad |
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Introduction |
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The Project |
Research I finally decided to research the information myself, write an article, and submit it to the Bridge Line Historical Society for publication. I was born and raised in Ticonderoga and loved watching the railroad activity in town, and so, was probably as qualified as anyone else to write an article from my memories and research. This kicked off a lengthy research process beginning with newspaper and book investigations, Library of Congress research, map research, interviews, and acquisition of Ticonderoga memorabilia materials in addition to those I already owned. Added to this were my many fond, childhood memories of the Delaware and Hudson Railroad and it's influence on Ticonderoga and on me. The research continues and the project is never really done. |
New Information My continued research includes gathering additional information, photos, post cards, and maps, and updating the information on this web page as the relevant information surfaces. I have added more depth and subject matter relating to the Delaware and Hudson Railroad's presence in Ticonderoga as well as expanded on some history of Ticonderoga and the surrounding area. Updates are noted at the top of this web page (see View Updates). Visitors to the site and those with stories of the railroad in the Ticonderoga area are welcomed to share their memories on the Tibranch Facebook page.
Ticonderogians!! |
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Coverage Area |
Blue Flag |
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What's in a Name
Lake George Branch |
A passenger train led by Delaware and Hudson locomotive #559, a Class D-3 4-6-0 double cab, sits at Fort Ticonderoga station (Montcalm Landing) just south of the entrance to the Baldwin Branch. Date is unknown. The engine was scrapped on March 1949. (postcard photo; M Wright collection) |
An 1891 map of Ticonderoga refers to this portion of the Delaware and Hudson line as the Lake George Branch as do many of the Sanborn Map & Publishing Company's fire insurance maps. An 1891 Delaware & Hudson Railroad system timetable identifies the Lake George Branch as that line leading from Delano Junction (located 99.89 miles north of Albany) to Baldwin. The Lake George Branch terminology was used for years, but was renamed the Baldwin Branch between 1900 and 1906. This more than likely occurred when the Caldwell Branch was renamed the Lake George Branch. |
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Most early Ticonderoga Sentinel newspaper articles published during the construction in 1873 and 1874 as well as subsequent articles refer to the line as the Lake George road or the Lake Champlain and Lake George railroad or line. These were certainly not official railroad company names, but surely reflect how locals referenced the new line at its inception. A page from an early 1880s book of Delaware and Hudson Canal Company station and siding names seen here on the left clearly denotes the short line into Ticonderoga as the Lake George Branch. The Upper Falls line is also denoted as Weeds. I remember my mother and Aunt often referring to "Weed's Hill" and "Weedville .". Weedville is the area around the Stewart's Ice Cream store and old telephone office. |
This 1880 D&H Canal Company book shows some of the unique naming conventions for the local Ticonderoga area. (M Wright collection) |
Baldwin Branch Despite all these naming conventions and the now utter confusion of the reader, the branch line from Montcalm Landing to Baldwin is properly named the Baldwin Branch (formerly the Lake George branch). The small branch that split from the Baldwin Branch (Lake George Branch) 1.48 miles from Fort Ticonderoga and traveled into the Village of Ticonderoga is correctly referred to as the Ticonderoga Branch by the Delaware and Hudson. This is confirmed by Delaware and Hudson literature such as timetables, official lists, and other documentation. This line was originally owned by the Ticonderoga Railroad Company. The Baldwin Branch, or Lake George road, was constructed in 1874 between Baldwin's Landing (Baldwin Dock) on Lake George, known as Coates' Landing, and Montcalm Landing on Lake Champlain, known at that time as Port Marshall. It opened for rail service on May 1, 1875. |
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The first steamship "Ticonderoga" traveled along beautiful Lake George carrying passengers from the Fort William Henry Hotel south to the railroad dock at Baldwin near the Village of Ticonderoga from 1884 until it burned in 1901. The ship was christened by Miss Cora Baldwin, daughter of Capt. William G. Baldwin. The second "Ticonderoga", pictured here, ran along Lake Champlain. (US Library of Congress photo) |
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Stage Line The end of construction on the Baldwin Branch also ended the old Baldwin stage route although a smaller stage line continued from the railroad station at Addison Junction (Fort Ticonderoga) to the Central House, later the Burleigh House, in the lower village of Ticonderoga until the early 1920's. |
A Delaware and Hudson Class G-5 4-4-0 double cab Camelback (#444) at Montcalm Landing near the Fort Ticonderoga station. Date unknown, but the Alco engine was scrapped in October 1929. (postcard photo; M. Wright collection) |
Lake George Lake George, nicknamed the Queen of American lakes, is long and narrow having a major axis which extends in a north-northeast direction. The lake lies in a glacial basin consisting of a North and South basin. The average lake depth is 60 feet with a width varying from 0.4 miles to 2.5 miles along its 32 mile length. The lake surface level lies at 320 feet above sea level and encompasses 44 square miles. Lake George drains into Lake Champlain to the north and contains approximately 131 miles of shoreline. |
Lake Champlain The 125 mile long lake has a maximum depth of 400 feet with an average lake depth of 64 feet. Its maximum width is 14 miles. Although Lake Champlain is smaller than the Great Lakes, it is a large body of fresh water. The lake is bordered by the Adirondack High Peaks to the west and the Green Mountains of Vermont to the east. Lake Champlain is often referred to as the 6th Great Lake. |
The Ticonderoga Creek |
Lake George and Lake Champlain served as a highway for native people, who carried their canoes along a portage between the lakes. French and British troops and traders found the pathway at Ticonderoga, which had served these Native Americans for thousands of years. |
In 1839, William J. McAlpine examined the water power beginning at the upper falls outlet of Lake George. In his examination, the reported water power at the head of the upper falls was 429 cubic feet per second. The was presumed to have been before Lake George was controlled by a dam at the outlet. McAlpine's survey reported the fall as follows: From the lake to the foot of the upper falls; 102.39 feet; thence to Trout Brook inlet, 26.27 feet; thence to water surface in the bay communicating with Lake Champlain, 91.43 feet; making a total of 220.09 feet. The valley was open and perfectly accessible throughout the length of the falls. The water was very clear and soft, therefore well suited to use in paper manufacturing. |
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Descending from the lake, the water privileges in 1882 were, in order, as follows: 1) At the outlet was a power owned by George C. Weed and leased by the Lake George Pulp & Paper Company. The fall was 18 feet. On the right bank was a small saw mill with 50 horse-power of wheels, and a new paper mill. On the left bank was a dry pulp mill using 150 horse-power; 2) Fall of 18 feet also owned and operated by the Lake George Pulp & Paper Company. 3) Immediately below the second privilege was a low rude dam, approximately two feet high, which diverted a portion of the water of the stream into a race on the right bank. The race was continued by an open wooden flume six or seven feet wide and 300 feet long. Water passed on a heavy incline through an iron tube down to the Lake George Manufacturing Company's cotton mill. The tube was 5 feet in diameter, 3/16 of an inch thick, and approximately 240 feet long. The company owned about 75 feet of fall and half the flow of the creek. The head actually utilized was 68 feet, under which two Swain turbines of 400 aggregate horse-power were run, two wheels acting upon a vertical shaft. Only 175 or 200 horse-power was in active use. The company employed 150 people, ran 10,000 spindles and 252 looms, and manufactured fine sheetings, producing 55,000 yards per week. The other half of the privilege could be improved. It was owned by the American Graphite Company, which also had works at the lower falls. |
The Town of Ticonderoga The Town of Ticonderoga was formed from the old Town of Crown Point, New York on March 20, 1804. It's population has remained somewhat constant for decades ranging from 2,669 in 1850 to 5,149 according to the 1990 census and 5,167 in 2000. The town celebrated its 200th birthday in 1964. The book, "Ticonderoga, Patches and Patterns From Its Past," proves an excellent history of Ticonderoga. |
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Although many are familiar with the famous yellow pencils bearing the "Ticonderoga" name, these pencils were never actually made in Ticonderoga. The graphite for these pencils was mined in the local area and refined at the American Graphite Company mill in Ticonderoga. However, the pencils themselves were never produced in the town to bear their name. |
Different Settlements Ticonderoga developed as several individual settlement areas, each of which had a specific name associated with it. South Ticonderoga, also known as Trout Brook, became known as Tuffertown supposedly because of the efforts early residents had to endure or tough it out in order to exist. The Upper village was known as Alexandria while the Lower Village never really earned a name. Alexandria, was one of the two largest population centers to form and was an early industrial and commercial center. It was linked to the lower village, the other major population center, by the Portage. By 1860, it contained 40 homes, but the lower village surpassed it in importance and became the area's economic center. The western portion of the village became Weedville and the high hill to the north was Mount Hope. Another settlement area at the foot of the mountainous area approximately three miles north of the lower village was known as Ti Street or Streetroad. The upper falls area and Weedville filed for annexation by the Village of Ticonderoga in 1925. Ticonderoga
Village vs. Town of Ticonderoga
The Town of Ticonderoga assumed control of most of the Village equipment, functions, as well as 17 employees on January 1, 1994. The Village Department of Public Works crew was merged into the town crew. |
The Fire of 1875 The fire quickly spread to the Exchange Building (the old Atchinson Block, now a municipal parking lot). Chemicals from two drug stores within the building added to the fire and flames jumped to the residence of T. A. Riley, which housed a millinery shop. The fire then spread to the Post Office followed by the Frank Porter home where the fire stopped on its eastern path of destruction. |
The fire jumped to the northwest side of the intersection across from the Exchange Building. The building housing the John McCormick clothing store, Jonas Loeb dry goods store, and R. Crammond's law office next saw flames come from the roof. Fire swept in other directions quickly destroying small buildings to the north on both sides of the street. These buildings included businesses as well as homes. The Central House and Old Red Store then caught on fire. Baker's tenement house to the south and the block containing the Central House was quickly consumed by fire. The fire to the south was stopped with the destruction of the tenement house and on the west with the destruction of the Clark home. When the fire was over, approximately 30 businesses and personal homes were lost. |
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Street Names |
Ticonderoga town leaders first proposed the street name changes in mid to late July 1933. A public meeting was held in early August to obtain public opinion to the street name change proposal. Some of the originally proposed names changed slightly between the first meeting and the final board approval. The Village Board met a week later approving the final name changes. See the complete street name change in the table on the right. In 1937 the Post Office also renumbered streets in Ticonderoga using the 100-to-a-block system. This was accomplished in order to eliminate the hit and miss numbering system used previous to this date, facilitate delivery service, and simplify for strangers, the difficult problem of locating a specific address which had been a challenge before this change.. The system was initially designed for Montcalm Street, east and west; Champlain Avenue, north and south; Lake George Avenue, north and south; Amherst Avenue; and The Portage. |
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Other Transportation - Fort Ticonderoga Ferry Today the Ticonderoga Ferry provides scenic, seven-minute crossings on Lake Champlain between Ticonderoga, New York and Shoreham, Vermont. The ferry is located on Route 74 just off of Route 22 in Ticonderoga and off of Route 22A via Route 73 in Orwell or Route 74 in Shoreham, Vermont. |
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Early Rail History |
Rails to Ticonderoga |
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Addison Junction to Whitehall |
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Vermont Interests Control Line The Central Vermont Railroad, which leased the railway for seventeen years, opened a station at Fort Ticonderoga. Iron ore and dairy products became the major freight commodities. Passengers and tourists had their choice of making the trip either way between Fort Ticonderoga to Plattsburg, or Hotel Champlain, by rail or by steam with interchangeable tickets .
Delaware & Hudson Enters Competition |
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Delaware & Hudson Gains Control The Whitehall & Plattsburgh, Montreal & Plattsburgh, and the New York & Canada were merged and consolidated into a second New York & Canada Railroad Company under a February 25, 1873 agreement. |
The opening of this line on the west side of Lake Champlain seriously cut into the steamer traffic. This resulted in a shortening of the steam ship route with the southern terminus changed from Whitehall to Montcalm Landing in 1875. When the line was completed in 1876, the northern steam line terminus was changed from Rouses Point to Plattsburgh. Total steamer mileage changed from 125 miles to 81 miles.
Construction and Improvement By this point in time, only one train was running on the Addison Railroad, leaving Ticonderoga at 8:45 in the morning and arriving at Leicester Junction at 10:15. The return train left Leicester Junction at 6:00 in the evening, arriving in Ticonderoga at 7:30. The New York & Canada Railroad Company commenced track laying on section 22 of their new line on Tuesday, June 9, 1874. Interestingly enough, the entire line between Ticonderoga and Whitehall was not laid with with American steel, but French steel rails of the best quality. The first rails were set down near the tunnel under the Fort Ticonderoga battle grounds and the work was pressed forward with rapidity. It was hoped the first train would pass between Ticonderoga and Whitehall by September 1st, however, on September 19, as the fall foliage began to show it colors, the new line was still being laid with rails and the greater part ballasted. The remainder was scheduled for completion within a few days whereupon officials stated the line would be ready for passenger trains to begin running from Port Henry to Albany possibly by early November. |
By June 27, 1874, rails
were completely laid over the trestle at the mouth of "Ti Creek."
Track laying continued
rapidly at the end of July along several points. A 30-foot span of iron for the draw bridge
was expected at any time. All track laying on the trestle bridge south of the tunnel was
completed and a large quantity of superior Canadian ties was delivered at Port
Marshall (Montcalm Landing).
The 39 3/4-mile line from Whitehall to Port Henry opened on November 30, 1874 and included a new 24-mile section from Whitehall to Addison Junction. By December, the reported aggregate cost of the New York & Canada rail line from Whitehall to Port Henry was listed as $1,800,000. The total cost of the road to date was as shown in the table on the right. Only one known accident was documented during the tunnel construction according to the records researched when on July 23, 1873, a large powder explosion occurred. One man was killed instantly with three seriously injured. |
Table 2 Whitehall - Port Henry Costs
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Fort Ticonderoga Tunnel
Work Begins |
Light at the End of the Tunnel
At 11 o'clock in the morning, a heavy charge of nitro-glycerin and giant powder was ignited. Following a few moments of awful suspense, a terrific explosion left no doubt in the minds of those present as to the result. A general scramble was made for a ladder and the crew discovered a large, 5 by 8 foot opening. The removal of this rock barrier revealed daylight - the proverbial light at the end of the tunnel. It required approximately another two months of labor to complete the work. |
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Inspection and Additional Tunnel Work |
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On April 18, 1874, Mr. Seymour, the engineer in charge of sections 20, 21, and 22, stated that the grading at the north end of the tunnel section was completed and ready for track. The finished work included a long pile trestle across the mouth of "Ti Creek" and the tunnel under the hill near Fort Ticonderoga. A connecting "Y" was formed with the Whitehall & Plattsburgh Railroad by running a curve from a point just north of the tunnel and connecting with the old road at a short distance north of the depot. The tunnel was nearly ready for lath and plaster work on April 25, 1874. A large force of men began the work the following week according to Mr. I. B. Potter and other railroad engineers working the project. By May 16th, however, the work stopped after repeated discouraging failures in an attempt to finish the tunnel ceiling. The rock arching was described as "springy" in many places and the constant leakage made the adhesion of the plaster impossible. The work on the plaster wall was cutoff at the height of 13 feet while a new plan was formulated for the upper section of the tunnel. |
A Canadian Pacific Railroad train on the former Delaware & Hudson line exiting the south end of the tunnel in 2011. (Mark Wright photo) |
Railroad engineers received a proposition from Gammon & Co., New York agents for the Ingersall isinglass ceiling, which they claimed would solve the problems. Gammon stated the advantages of the system ensured a dry and thoroughly waterproof interior, which threw off offensive engine smoke, and kept a brilliant and cheerful appearance...certainly important in any tunnel, I guess. |
The First Engine in the Tunnel |
The Addison Railroad and the Drawbridge |
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This portion of what would become the Delaware & Hudson mainline at Addison Junction was known as Pell's Siding. There was one passing track located to the west of the main line and another short spur to the west of that. A short track to the east of the main served the station at Addison Junction. There was also a wye curving towards the east from the north and southbound directions along the main line leading to the drawbridge. Despite the frequent travel between Fort Ticonderoga and Leicester Junction over the Addison Branch following the opening of the drawbridge over Lake Champlain, there was only one train daily in each direction by January of 1918. The train left Ticonderoga at 10:10 a.m. and returned at 7:00 p.m. |
Drawbridge Problems |
However, the problems with the floating drawbridge on the Addison Railroad continued. The Ticonderoga Sentinel reported on April 16, 1903 that a gang of men were engaged in repairing the drawbridge. A Mr. Martin was reported as the foreman. |
An accident at the drawbridge on Wednesday, May 29, 1907 necessitated the removal of passengers over the bridge by hand car. On another occasion, on the night of March 20, 1918, the drawbridge actually sank when a leak enabled water to rush into the float. Two freight cars were on the bridge when it fell into the water, one loaded with wood. Both cars overturned by the tilting of the float as incoming water rushed from one side to the other. The Rutland Railroad dispatched a crew of 40 or 50 men to work on the drawbridge. They did not succeed in raising the float to the surface and so it was unclear whether it required a replacement. The railroad estimated it would take a month or more to resume traffic. The 300 foot pontoon boat was eventually just thrown open to permit Lake navigation. |
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Bridge Project Revived |
Bridge Project Revived Again A hearing was held on August 25, 1920 to discuss the issue. Captain Burroughs, representing the War Department, presided on the application to replace the pontoon bridge with a movable truss bridge. The railroad's proposal was opposed by the Champlain Transportation Company and Lake Champlain towing companies who stated that 124 feet did not give sufficient clearance for the safe passage of boats. |
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The driveway issue was also discussed with Senator Mortimer Yale Ferris (New York State 3rd District), T. E. Warren, F. B. Wickes, W. G. Wallace, Albert Weed, and E. J. Vincent, all of Ticonderoga, and C. H. Cunningham of Shoreham presented arguments in its favor. If the Commission granted the construction of a truss bridge, the group from Ticonderoga and Shoreham simply wanted it designed and constructed in such a manner as to provide for the eventual building of a roadway upon it. The municipalities would pay any associated costs related to attaching a roadway to either side of the railroad bridge. The group cited the economic and military benefits of such a roadway. The driveway issue never materialized and the troubles with the drawbridge situation continued. |
Abandonment During a hearing on October 13, 1922, the railroads stated that the drawbridge was allegedly unsafe and therefore train operations were discontinued for two or three years. The draw boat's replacement cost ($75,000 - $100,000) far outweighed the revenue received over the branch. |
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The Ticonderoga and Shoreham interests were naturally hesitant about completely abandoning the connection and stressed the necessity for some kind of connection, other than by boat, between Vermont and New York at the Larrabee's point location. F. B. Wickes asked that the case for the abandonment have a condition that authority would be given to other individuals, corporations, or municipalities to take it over and use it in any way they saw fit in maintaining the connection. This brought out an interesting and little known fact that the franchise was owned by the Delaware and Hudson. |
Further concerns regarding the line's abandonment surfaced when the communities of Shoreham, Orwell, and Whiting began to fear that this abandonment was the first step to abandoning the entire Addison branch railroad. Representatives from the three Vermont towns sought to enlist the support of Ticonderoga in their fight against the Rutland Railroad Company. The four towns met in Ticonderoga on November 21, 1922 to discuss strategy. All of this was to no avail for on May 23, 1923, the Interstate Commerce Commission permitted the abandonment by the Rutland Railroad and the Addison Railroad of the Lake Champlain crossing via the drawbridge. |
Addison Junction to
Ticonderoga Project The Ticonderoga Sentinel began mentioning rumors in late 1883 that the Central Vermont Railroad was contemplating extending their Addison branch of the railroad into Ticonderoga. On Tuesday, November 18, 1883, the Central Vermont board of directors met with the directors of the Addison railroad in Ticonderoga for the purpose of examining such a route as well as one to Lake George. They included P. W. Clement, president of the Addison road, F. S. Witherbee, one of the Addison road directors, and ex-Governor Stewart, a director for the Rutland and Burlington road. After looking over the route of the proposed railroad, it was unanimously decided that the project should go forward. |
Area businessmen would have to put some effort forward to raise the required amount of capital stock. This seemed like a pretty certain fact at the time suggesting that construction would begin at once assuming the correct amount of capital was raised. The news story stated that the charter for the Lake Champlain and Lake George road was already obtained. The directors of what was now charted as the Lake Champlain and Lake George Railroad Company met with the other railroad directors on November 29, 1883 in Rutland. The directors announced that the railroad would be "speedily accomplished" if the citizens of Ticonderoga took hold of the matter with a determination to succeed. The report documented in the November 30 edition of the Ticonderoga Sentinel went on to say, "No one can doubt but that it is of vital importance to the growth and prosperity of our village that this road be built. It rests with the people of Ticonderoga to say when this project will be carried out. They ought and will be expected to subscribe liberally to the enterprise, but no more will be asked of them than they of right ought to do. Let us all take hold together and by another summer, we can have a station in our village and we will name it 'Ticonderoga'." |
A meeting was held of the Lake Champlain & Lake George Railroad in the office of John C. Fenton on Monday, December 31, 1883. The December 7 edition reported the results of the meeting held on the prior week. All parties were unanimous in their acceptance of the railroad project and committees were secured to obtain the right-of-way immediately. |
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The directors of the Lake Champlain & Lake George Railroad held a meeting in John C. Fenton's office in Ticonderoga on Tuesday, July 22, 1884 at 8 pm. The subject was to determine a more definite survey of the railroad. The August 8 edition of the Ticonderoga Sentinel reported that attendees included D. C. Bascom, C. H. DeLano, W. W. D. Jeffers, William Hooper, Jonas Loeb, R. N. Patterson, and William E. Calkins. The directors voted to appropriate the sum of approximately $190 for the survey. C. H. DeLano was appointed a commissioner to confer with other parties who might be interested in working on the survey. The cursory survey to date was not satisfactory enough for outside contractors to begin placing bids. Mr. Arnold had made bids on the project, but he was local and knew by observation and survey what he could accomplish on the project. |
The story closed with, "Speed on the work, gentlemen, and let us have railroad facilities between the village and Addison Junction." While the issue of extending a line into Ticonderoga was ongoing, the Ticonderoga Sentinel printed an article in February 20, 1885 edition of "Local Notes" stating that the Addison Junction station, used by villagers to connect with the main line of the Delaware & Hudson, was in need of serious repair if not rebuilding. The article stated, "Some are wondering if the D. and H. people intend doing anything by way of improving, or rather, rebuilding the depot at Addison Junction. The one there at present is simply a disgrace to the town, being without accommodations of the most ordinary character. There is no waiting room for women who must sit with a bunch of men, inhale and swallow air heavily laden with the fumes of tobacco, or stand outside, which if it were possible at this season of the year, is certainly injudicious. It is no excuse for the D. & H. people to say that they only rent the depot from the Vermont Central. The travel and business got from Ticonderoga is of sufficient importance to merit at least a respectable stopping place. What opinion must that traveler have of our town who judges of the thrift and enterprise of its people by taking his criterion the condition of the shed which at present answers the purpose of a depot? Let us have a station worth of our socially growing town, and let it be built this season for our own convenience and the accommodation of our summer visitors." |
No rail line was ever extended from Addison Junction into the town of Ticonderoga. Ticonderoga would have to wait just a few more short years for the Delaware and Hudson to split a line from the Baldwin Branch into the village...and this would not be the last time that another rail line into Addison Junction would be proposed. |
Even before the rails were laid into the village of Ticonderoga itself, businessmen benefited from the main line rail connection connecting the Ticonderoga area with towns to the north and south. One gentleman merchant from Ticonderoga was reported to have taken the evening train at 9:20 pm from Montcalm Landing and making the use of a sleeping car, awoke in New York City the following morning at 7:00 a.m. Well rested, he had breakfast and then proceeded to conduct his business, purchasing $1,000 worth of goods. He left for home at 6:00 pm that evening, arrived at Montcalm Landing near Ticonderoga, and finally home at 3:20 a.m. the following morning. |
Ticonderoga's Electric Railway
Project On August 6, 1905, the New York Times published an article entitled, "Trolley Lines Invade Heart of Adirondacks." Paul Smith organized the Paul Smith's Electric Light and Power Company and planned to construct an extensive trolley system covering the southeastern portion of the Great North Woods with the goal to connect Lake Champlain and Lake George with Schroon Lake, Lake Placid and other points. The line started at Lake Clear, the junction of the Adirondack Division of the New York Central Railroad and Saranac Lake and Lake Placid branches of the railroad, a distance of about seven miles. The line was designed to carry freight, such as timber, and passengers using Pullman cars from Lake Clear to the hotel company's grounds. The system was expected to open up a large lumbering and mining industry which at the present time was lying dormant because the cost of transportation did not allow competition with industries located along the line. The Paul Smith's trolley line opened on Monday, August 20, 1906 with power for the line transmitted from a point on the the Saranac river about twenty miles east of Saranac Lake village. On August 22, 1906, passengers were taken for the first time from Lake Clear Junction to Paul Smith's hotel over the line's three mile length with its road bed laid over fairly level ground. This was the first electric line completed in the Adirondacks. However, the people of Ticonderoga had some ideas of their own for a new electric railroad. |
The Ticonderoga Union Terminal Railroad
Representatives from the office of the state railroad commissioner arrived in Ticonderoga on the morning of August 17, 1904 to go over the route of the proposed electric road preparatory to acting upon the approbation for a charter. The franchise drawn was presented at the August 10 hearing, and the meeting was adjourned to August 18, 1904 to give Mr. Holmes an opportunity to examine the document. |
Incorporation
The officers of the Ticonderoga Union Terminal Railway Company were Northrup Raymond Holmes of Troy, NY (President); Altus B. Atkins, former Essex Country sheriff (1st Vice President); J. Rothchilds (2nd Vice President); W. W. Richards, cashier of the National Bank of Ticonderoga (Treasurer); Frank T. Locke, President of Ticonderoga Machine Company (Secretary); Mortimer V. Drake (Auditor); and Frank B. Gridley, Assistant City Engineer of Troy, NY (Chief Engineer). During the previous week, the Delaware and Hudson Company laid four tracks across the highway at Addison Junction, making a total of five tracks. Many of the Ticonderoga Union Terminal Railroad directors and others interested in the trolley line assumed these were laid for the purpose of obstructing the building of the new proposed trolley road. Delaware & Hudson Railroad officials, however, stated that the laying of these tracks had been contemplated for a long time because there was not enough sidetrack at the Junction to meet the demands of the heavy freight traffic. |
Petition for an Electric Railroad
Public hearings regarding the application were held on September 5, October 11, and November 9. Holmes, Bryan & Holmes appeared for the applicant. F. T. Locks, H. J. Belden and other also appeared in favor of the application. K. E. Carr and W. F. Rathbone appeared for the Delaware and Hudson Company, in opposition to the application. As the application was first proposed, the applicant's railroad would cross the Delaware and Hudson's steam railroad at six points, one of which was the main line. At the November 9 hearing, the Terminal Railroad offered evidence showing that by a change of route, its railroad could avoid all but two of the crossings and that one of the two could be an under-crossing of the Baldwin branch, the other a crossing at grade of a siding. However, the applicant did not take the steps to change its route under the statute (section 13, Railroad Law). The Board, in it's determination of December 13, 1905 stated if the certificate was granted, it appeared that the railroad would be extended to Lake George. I also appeared that the proposed railroad would carry freight. After considering the evidence, the Board determined that public convenience and a necessity required the construction of the applicant's railroad. Also, the six proposed crossings of the Delaware and Hudson Company's railroad (sidings and main lines) were objectionable features if the route was not changed. The population intended to be served by the proposed railroad was between five and six thousand, and evidence was presented regarding the expected summer tourist travel. However, both these populations were currently served by the Delaware and Hudson Company's railroad. Witnesses testified that in their opinion the proposed railroad was a necessity, but the details of the testimony were not at all convincing. Although no one disputed that the railroad could or would carry some freight and passengers if constructed, the Board did not believe from the evidence that sufficient freight and passengers would be carried to justify the certifying that public convenience and a necessity required the construction of the proposed railroad. Therefore, the Board refused the application for the certificate. The Ticonderoga Union Terminal Railroad appealed the decision. |
Railroad gets a Franchise
Engineer Gridley and assistants arrived from Troy on August 23 and were engaged in making a survey of a route to Addison Junction through the Old Fort grounds and over the Delaware and Hudson tunnel. It was feasible that this route would be used in order to avoid crossing the railroad tracks at the Junction and in some respects it was more desirable, although more costly, than the direct route, as originally planned. The company was issuing stock certificates to subscribers during the week of August 20, 1905. The project had every indication of being successfully completed and a brief resume of its history from the time of its inception was believed to have been of interest to the public. Credit for getting the project rolling was given to M. V. Drake, who, a year earlier, talked with a classmate, James Wright, of North Hartland, Vermont concerning Ticonderoga's need of such a road. After graduation, Mr. Wright entered the law office of Holmes, Bryan & Holmes, of Troy, and the matter was again brought up in correspondence between him and Mr. Drake. Mr. Wright finally interested the law firm in the enterprise and correspondence relating to the road followed between the firm and the Ticonderoga board of trade, Mr. Drake having turned the matter over to that body. Upon the board agreeing to pay the expenses of a preliminary survey, F. B. Gridley, a Troy engineer, and N. R. Holmes came to Ticonderoga and went over the proposed route, which they pronounced as perfectly feasible. Subsequently, at a meeting of the board of trade a prospectus was presented and the people of Ticonderoga were asked to raise $40,000 to further the project. Inasmuch of the raising of that amount was out of the the question the demand was so undefined that a reasonable sum in town the Troy people would go on with the matter. By strenuous work, A. B. Atkins and F. T. Locke succeeded in getting subscriptions in the amount of $6,000 with a promise of $7,000 from the International Mineral Company on condition that a branch be run to the company's mine. The matter of obtaining franchises from the town and village of Ticonderoga was taken up and hearings for both cases were set for July 28, 1905. At these hearings, no franchise had been drawn by counsel for the village and town. An adjournment was taken to August 5. On this date a franchise modeled after those given by Sandy Hill, Glens Falls and Fort Edward was offered but which Mr. Holmes absolutely refused to accept on account of the restrictions, which, he asserted would make it impossible to float the company's bonds. He was asked, and consented, to draw up a franchise to suit himself and an adjournment was taken to August 10 to permit him to prepare it. This document was presented on that date and another adjournment was taken to August 18 to give the board time to consider it. Counsel for the board made some additions and modifications, which were discussed Friday evening and which with one or two exceptions were rejected by Mr. Holmes for the company. The meeting adjourned until Saturday, when the franchise was granted. The franchise granted by the village was practically the same as that drawn up by Mr. Holmes, with the principal exception that the Village board prohibited the company from tearing up more than 1,000 lineal feet of street at one time during construction. The other conditions of the franchise conformed with the state law governing roads of this kind. The placing of switches and poles would be under the direction of the village board. |
Progress and News
The line in Ticonderoga would employ an ordinary trolley system. Forest preserve laws at the time did not allow steam or third rail systems in the woods therefore, any motive power would have to consist of electric locomotives using four 200-horse power motors. Long distance surface electric locomotives and standard passenger and freight cars would ensure the same accommodations as provided on steam roads. A line of boats would also be placed on Lake George and Lake Champlain and would be constructed for speed and comfort. It was believed that the line would prove one of the most picturesque in the United States and that it would be a dividend paying investment given the optimistic outlook for freight and passengers. The power to operate the lines was planned to be provided by the erection of storage dams and the development of the various powers in the vicinity of Ticonderoga. Up to that time, the facilities for reaching the Adirondack regions was by the primitive stage coach and it was expected that the travel and the summer tourists trade would double within the next few years. At Fort Ticonderoga it was expected that a National park would be developed from the 600 acres then lying on the promontory. During the previous week, officers of the company were driving over the various proposed lines and expressed their opinion that the entire line would soon be under construction. |
Public Hearing - September 5, 1905
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Public Hearing - October 11, 1905
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Public Hearing - November 19, 1905
The question of whether the driveway through the Old Fort grounds and over the tunnel was a public or private road was also brought up and discussed at length. Mr. Carr claimed that it was a private road, owned by the Pell estate. The Ticonderoga men present knew nothing about the matter and were unable to controvert the assertion though James A. Slason testified that he had seen the town highway commissioner working on the road. Ed Lee also testified he was not sure it was a public road. A. H. Wood testified that the road through the fort grounds was worked as a town road when he was highway commissioner. Many others in town claimed the road was a public highway. |
Railroad Commission Denies Application
A meeting of the directors of the company was called for December
22, 1905 in Ticonderoga. N. R. Holmes of Troy who had been promoting the
extension was present. In a letter to F. T. Locke, secretary of the company, Mr. Holmes said the decision was entirely contrary to the
views expressed by the Board at the hearings and the decision found facts that were not before the Board.
Holmes was confident that the decision
would be appealed with a result in the favor of the electric railroad.
The text of the decision stated,
"This application, by the Ticonderoga Union Terminal Railroad Company for a certificate under section 59 of the
railroad law was filed with this Board on July 27, 1905, the applicant proposing to build a street surface railroad from a point at or near the
center line of the Rutland Railroad Company's track at Addison Junction in the town of Ticonderoga Essex county, to and through the village of
Ticonderoga to a point at or near the entrance of the lumber yard of the Smith Lumber
Company, a distance of about five miles."
Public hearings
on the matter were given by this Board on September 5, October 11, and November 9. Holmes, Bryan & Holmes appeared for the applicant |
The Railroad Appeals
The directors of the Ticonderoga Union Terminal Railroad Company sought a certificate of the rail line from the state board of railroad commissioners stating that the construction of the line was a public convenience and necessity. The Delaware and Hudson Railroad opposed the petitioner's application. The commissioners therefore refused the certificate. The directors therefore appealed the decision. The case was argued before P. J. Parker, J. Smith, and J. J. Cochrane. Bryan Holmes argued for the petitioner, the Ticonderoga Union Terminal Railroad Company while Lewis E. Carr argued for the respondent, the Delaware and Hudson Company. The record indicated that the petitioner made a strong case for a certificate of necessity and convenience of a trolley road upon the proposed route. It was stated as a fraction over four miles in length and the construction cost was estimated around $60,000, financed by the citizens of Ticonderoga. These citizens were listed as substantially unanimous in their testimony that the trolley system was indeed desirable and necessary. These witness conclusions seemed sustained by the facts sworn to in detail. In addition, one of the commissioners, in the course of the proceeding, made a statement that the necessity of the road was conceded. This statement regarding the necessity of the road was conceded and the statement was not challenged by the Delaware and Hudson Railroad's counsel. The judges stated that under the circumstances, they were of the opinion that the certificate should not have been refused because of a doubt in the minds of the commissioners whether the road would be a paying one. However, the certificate requested by the Ticonderoga Union Terminal Railroad was one which the commission had no power to grant. The court stated that, under section 59 of the railroad law, the commission was limited to a certificate of the necessity of the road proposed in the petitioning road's articles of association. The route for which Union Terminal finally asked varied from that proposed in the articles of association, especially in its eastern terminus. Without the power to grant the certificate on condition that the petitioner changed the route from that proposed in the articles of association to that finally requested. On November 14, 1906, the New York Supreme Court, Appellate Division (Third Department) issued a decision from an appeal from the State Board of Railroad Commissioners. |
Holmes Proposes Steamers
The project of putting this new steamer line was really an outgrowth from the electric railway being built between Whitehall and Granville as well as the proposed Ticonderoga Union Terminal Railroad. The new steamer line would connect with both electric lines. Work on the Whitehall-Granville road, nine miles of which were constructed two years previously, began the week before with plans to rapidly complete the project. The action brought for a review by the State Railroad commissioners in denying the application of the Ticonderoga Terminal Railway Company was scheduled to be presented to the Appellate division of the Supreme court at the September term. This case came before the Supreme court in May, when, through a writ of certiorari, all of the evidence taken before the board was brought before the court. However, Lewis E, Carr, counsel for the Delaware and Hudson, appeared before the court and raised the objection that this evidence should be brought before the court not by certiorari, but by being certified by the commissioners to the Supreme court direct. The court sustained this objection and dismissed the writ without costs. The promoters of the road had strong hopes that the decision of the commissioners would be reversed when the case was argued the following month. In the meantime, attorney N. R. Holmes arrived in Ticonderoga during the week of September 10, 1906. The electric railroad case was set for argument in the Appellate Division of the Supreme Court September 28. Originally, arguments in the case were to have been heard September 12, but Lewis E. Carr, counsel for the Delaware and Hudson did not have his brief ready and the court granted an adjournment. Holmes was rather confident at this point that the court decision would be favorable to his side of the case. |
Electric Road Decision Becomes a Victory
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The
Company is Dissolved N. R. Holmes briefly outlined the current status of the project and announced it was necessary to dissolve the current corporation and organize a new company. Therefore the group decided to dissolve the existing corporation, give the money currently on deposit at the First National Bank back to stock holders, and organize a new railroad corporation for the restated purpose of building and operating an electric railroad along the road of the amended route of the old corporation. The meeting was well attended with 19 of the stockholders and other persons not financially interested and organized with the unanimous selection of F. T. Locke as chairman and the appointment of R. V. Smith as secretary. A. B. Adkins, one of the solicitors of stock subscriptions for the company, stated that original subscriptions to the amount of $5000 were on deposit at the bank. W. W. Richards, cashier, however, had allowed interest on the deposit and the sum so derived together with one hundred dollars subscribed each by himself and Holmes, Locke, and Gridley had been devoted to paying incidental expenses. Holmes made no charges for his services. Following protracted discussions by Holmes and Adkins, a discussion was held regarding the disposition of the franchise and rights of the company in its dissolution and the forming of a new company to go with the road. There had been considerable trouble and expense in securing the franchise so the group wanted to avoid this in forming any new corporation. Therefore, W. W. Richards moved that the directors be empowered to transfer the franchises. The motion was opposed by Robert Dornburgh on the ground that it opened the way to the franchises, the value of which he pointed out falling into objectionable hands and he offered as an amendment that the directors be empowered to transfer the franchises only upon a two-thirds vote of the stock of the company at a meeting called for that purpose. Richards accepted the amendment and the group unanimously adopted it. Holmes offered a resolution, which had been tabled to give precedence to the motion to give the above power to the director. This was presented and carried unanimously. This resolution stated, "It appearing by the decision of the Appellate Division of the Supreme Court that the railroad company (Ticonderoga Union Terminal) has been unable to secure a certificate under section 59 of the Railroad Law, it becomes necessary to dissolve the corporation in that it cannot lawfully proceed with the purpose of its incorporation: Be it resolved that the directors of the said corporation are hereby authorized, empowered and directed to make an application to the Supreme Court for the dissolution of the said corporation and the payment of the cash assets of said company to the stockholders." As soon as the court granted the permission, those stockholders who wished to withdraw would be paid back their money. There were four stockholders present at the meeting who wanted their money returned. A motion was offered and carried that the chairman appoint a committee of five to investigate the route of a new road to be applied for by a new company and the organization of such a company. The chairman appointed W. W. Richards, H. J. Belden, L. R. Mead, M. V. Drake, and A. H. Weed as committee members. This committee was charged to interview the stockholders present at the meeting and learn their views on the matter of reorganization and whether they would leave their money on deposit. The committee also investigated a new route and reported that they had been over the ground and that they had decided that the original route with a few minor changes was the most feasible. |
The subject of the dissolution of the Ticonderoga Union Terminal Railroad came before Justice Van Kirk at a special term of the Supreme Court at Sandy Hill on Saturday, April 13, 1907. N. R. Holmes again appeared for the company and stated the company was in excellent condition, with no outstanding debt. Justice Van Kirk then granted the order to dissolve the company. The Ticonderoga Sentinel reported that the dissolution of the company did not necessarily mean that the bottom had fallen out of the project. A stockholders meeting was held after the court decision was rendered and it was voted to dissolve the company and form a new one as a number of people had already decided to buy stock in any new company organized. The amount originally subscribed in the corporation was $5,000. Withdrawals amounted to about $2,000, however, it was expected that this amount of money could be easily raised in the event that a new company was organized, which was still the plan at this point in 1907. No further news of a new corporation was published and it appeared that the project ended here. |
![]() MORE COMING SOON
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Tahawus Railroad Project While the Ticonderoga Railroad was busy operating, the March 19, 1908 edition of the Ticonderoga Sentinel announced that the people of Blue Ridge and North Hudson were confident that a projected railroad to the Newcomb mines would benefit them. North Creek and Minerva were also confident of reaping the benefits of a new railroad. Even Ticonderoga hoped to be favored in this new railroad venture as a survey was made the previous summer, passing through the northern part of the town in the Streetroad area. The favored route was unknown at this point or, if it was known, no one said anything about it. |
Securing a Right of Way Those in Blue Ridge thought that they were sure to have a railroad through their community. It was reported that one of their townsmen intended to put in a bid for grading a certain section. It was also reported that F. C. Rolles of Saratoga Springs was boarding at the Hotel Carson with his force of helpers surveying land for the proposed railroad. News from Severance on April 2, 1908 reported workers were surveying the route for the railroad. |
Surveys Begin |
The Ticonderoga Sentinel reported on April 16, 1908 that two surveys were completed. The people in Minerva were sure that that railroad to the Newcomb mines was going through their town and in Schroon, North Hudson, Ticonderoga, and Moriah, the people were just as certain that the road was coming their way. In truth, the engineers employed in surveying the routes didn't even know which one would be selected. No decision was planed until engineers completed surveys of all possible routes. However, the surveys of two routes, those by way of North Creek and Ticonderoga, were completed leaving two additional surveys for completion. These two remaining surveys involved routes terminating at Port Henry and near Crown Point. The engineering force was at work on the Port Henry route at that point in time. The engineer and his men were in the employ of the Tahawus Iron Ore Company and not the Delaware and Hudson, as many people seemed to think. |
Ticonderoga as the Terminus |
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The statement that the Ticonderoga route would be selected was strengthened by the fact that the railroad company, which was now identified as the Champlain and Sanford Railroad company, was incorporated with the secretary of state to operate a steam or electric line 58 miles long from Addison Junction to Sanford Hill at the mines, on the east shore of Lake Sanford in Essex county. The capital was reported as $400,000 and the directors were Charles M. Hyatt, Andrew Thompson, James Mae, N. Thompson, Guy T. Hills, David A. Thompson, Lew R. Parker, Andrew B. Jones, Sydney T. Jones, and McNaughton Miller. |
In a small note in the April 30, 1908 issue of the Ticonderoga Sentinel, the paper stated that it understood the route of the railroad was chosen. It was to go from Addison Junction up through the Schroon River and Blue Ridge and as far as the Sand Pond hotel where it would then head north the Upper Iron Works. However, plans changed. A railroad to Schroon Lake was still a certainty. A party of surveyors were at work surveying a route from Riverside to Schroon Lake, then north through the Schroon valley to Newcomb. D. A. Thompson of Albany, son of a Delaware and Hudson official, who was lecturing in Ondawa on April 29, 1908, commented on the new route of the proposed railroad stating that it would be 38 miles nearer and over a better grade than by way of Ticonderoga or Crown Point as formerly planned. Mr. Thompson also spoke of the benefits that Schroon would derive from an enterprise of this kind. A petition was circulated for the purpose of getting all the taxable inhabitants, who were in favor of the proposed railroad, to sign. At this point, approximately two hundred had already signed. |
Objections to a Railroad Supervisor John Carson of North Hudson and three members of the corps of engineers who were making the survey for the railroad to the Newcomb mines were in Ticonderoga on Saturday, May 9, 1908. One of the party stated that in running the road to Ticonderoga an effort would be made to avoid Eagle, or Chilson lake on account of the many fine cottages that dotted the shore and which would be injured as summer residences by the railroad. It was possible that the railroad could be accomplished by finding another route through by Johnson pond. |
A concerned citizen, Peter Flint, Chairman of the Committee on Fisheries, Eagle (Chilson) Lake Property Owners' Associate sent a very lengthy and detailed letter to the Ticonderoga Sentinel on May 4, 1908 and which was then published in the May 21, 1908 edition of the paper. In his letter, Flint expressed surprise regarding the railroad venture from Ticonderoga westward passing the south shore of Eagle Lake (formerly called Long Pond or Chilson Lake) eight miles west of the village and requested the promoters and directors to select a more proper, natural and convenient route. Flint commented on the beauty of Eagle Lake and how the Eagle Lake Improvement company had ten years earlier begun to offer its south shore lots for purchase. Many city people had since erected their permanent summer homes in the area. In addition, the Eagle Lake hotel catered to tourists with accommodations for 100 guests, large barns, and a livery. Flint claimed the spring used by the local community would lie in the railroad's road bed denying everyone of their supply of pure, healthful drinking. water. Also of concern was the increased fire danger from the passing locomotives. This was a serious problem during this time and many forest fires were directly linked to steam locomotive railroads. Flint claimed the railroad was expected to wipe out a number of smaller lodges and cottages lying between the shore and Eagle Cliff where the rails would pass. The route would destroy a new store erected to furnish supplies to guests and located near the shore by the roadside. According to Flint, there was no space for homes on the south shore of Eagle Lake if the railroad was put through due to the situation of the land. Either the homes or the railroad could remain and the homes were there first. He did venture a proposal, however. Flint suggested the railroad leave Lake Champlain at Crown Point following the once well laid out lines of the Crown Point, Ironville, and Hammondville railroad, once actively operated for a number of years to bring ore from the Hammondville mines to the furnaces at Lake Champlain. The furnaces were removed, but the rails remained and were unused, but fenced. The grades and culverts were still in good condition. If entrance from Ticonderoga was necessary, a good route, according to Flint, was down the level valley of Putt's Creek from Chilson to Ironville. Flint surmised that perhaps these suggestions had not yet been considered, but either way he stated that the people of Eagle Lake and Ticonderoga did not want a railroad along either shore of their beautiful lake with a bunch of "foreigners shooting every living thing in sight" as well as the usual following of the tramp. Despite his plea, surveyors were still working a week later on May 28, 1908. |
A New Route The company was incorporated with at least $1,000 stock for every mile of railroad to be built, having a reported subscribed capital stock of $600,000. The charter of the company was for 999 years and gave permission for the operation of either a steam or electric road, but it was understood that steam as to be used as a motive power. Work was planned to begin on the road in the very near future although this was not further defined. It was now rumored that the Delaware and Hudson company would build the railroad to the mines and that this had something to do with the change in route, with the Riverside terminus, which although longer, was less expensive to build on account of less rock excavation required. If the railroad used Addison Junction as a terminus, connections could have been made with the Rutland Railroad as well as the Delaware and Hudson. Shipments could also be made by canal. None of this would have been in the best interest of the Delaware and Hudson, however, and it looked as though they now may be in charge. |
Although the decision in route was apparently made, the June 25, 1908 edition of the Ticonderoga Sentinel had a short article in Local Notes stating that no official decision was yet made. This article stated that a railroad official indicated that engineers were still conducting surveys and there was still a chance that Ticonderoga could get the railroad. Even by July 11, 1908, there was still no official decision from the railroad regarding the route.. |
Public Service Commission Hearing The purpose of the hearing was to allow the promoters of the railroad to show the necessity for the proposition. Hand pointed out that rich iron ore deposits were known to exist in the vicinity of Lake Sanford as early as 1825. At that time, an effort was made to develop the mineral wealth, but the death of the prime mover of the scheme interfered with that goal. Assuming that the ore existed, Judge Hand showed that the deposit was removed from all transportation facilities by at least fifty miles. He claimed the railroad was necessary to bring the ore to market, and incidentally urged that such an agency would serve as a protection against forest fires by speedily bringing aid and that it would serve as a constant patrol. In addition, he claimed the region was rich in scenic beauty, and that a railroad would give the needed impetus for a development which was now impeded and that it would aid places that were widely known as summer resorts and which were dependent upon bus service for the arrival of numerous patrons. Hand apparently knew all the right language. If this proposition was approved, then Ticonderoga was definitely out of the running as the Lake Champlain terminal. William P. Rudd, representing the New York Central railroad, was one of three appearing in opposition. Rudd said that he had no specific objections, however, and was merely objecting in order to become versed in the matter. Ellis J. Staley, representing the State Forest, Fish and Game Commission, claimed that the state would resist any invasion of its rights and that a steam railroad would be objected to on the ground that forest fires were frequent. Rudd disagreed with Hand, who used the railroad as a preventor rather than an abettor of forest fires. George N. Ostander of Glens Falls, representing Finch, Pruyn & Company, also objected to a steam line. He asserted that his clients owned 30,000 acres of land along the route of the proposed road. Other than this he, too was in favor of the proposition. Judge Hand then called Wallace T. Foote, Jr., of Port Henry, the principal shareholder of the iron ore land, to testify. Mr. Foote, long identified with the iron industry, provided sensational testimony. He asserted that an investigation of one-tenth of the tract, which extended for three miles along Lake Sanford and had a breadth of one mile, showed that there were 225,000,000 tons of rich ore waiting for a market. He pointed out that the region could produce more ore than any in the world and that the cost of operation would be less than that of others. Foote said 1,000 tons of the ore was tested and, as a result, Bethlehem Steel Company had placed an order for 6,000,000 tons in the event the railroad was granted permission to construct the railroad to transport it. Bethlehem needed 200,000 tons for twenty years. Foote also demonstrated how the furnaces of the Burden Company in Troy; the furnaces on Breaker Island, between Albany and Troy; the furnaces at Poughkeepsie and several near New York would again be put into operation if this railroad could bring ore to these facilities. Foote showed how foreign competition could be driven out because of a superior quality ore and a considerable reduction in the price of the product. After Mr. Foote left the stand he told reporters that work on the railroad would begin in the near future if permission was granted. Those who appeared in opposition only did so as a means of precaution and expressed the hope that the necessary franchise would be granted. All agreed that unsurpassed opportunities for the development of the greatest iron ore region in the world were at hand. |
Petitions
to the Public Service Commission |
On Friday, August 14, 1908, the Public Service Commission granted authority to the Champlain & Sanford Railroad company to build the proposed road from the Tahawus mines in Newcomb to connect with the Delaware & Hudson at Riverside. It was proposed that the railroad would operate by electricity to guard against forest fires. Construction work was expected to begin before the snow fell. The Tahawus Iron Ore Company would operate the mine after purchasing a majority of the stock of the McIntyre Iron company. With this authorization, it seemed certain that Ticonderoga was out of consideration as the Lake Champlain terminus via Addison Junction. However, the twists and turns in this venture were not quite complete. |
Surveyors were at work at the iron company at Tahawus by late November, 1908. At this point they were surveying a route from North Creek to Newcomb by way of Olmstedville and Minerva. The November 26, 1908 issue of the Ticonderoga Sentinel also reported that a rumor in that section of the line stated the route would finally be decided soon. It is uncertain why the route was still unknown if the Public Service Commission had already approved the certificate of convenience. By February 4, 1909, six months after the Public Service Commission hearing, the Ticonderoga Sentinel reported that the route still was not decided. Whether Ticonderoga would be the terminal point seemed to depend upon who would build the railroad. If the Delaware and Hudson constructed the railroad, then the terminus was definitely expected to be Riverside. If the iron ore company constructed the railroad, then it was thought that Ticonderoga would still be favored as the terminus. |
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Terminus Selected |
A large number of men attended the meeting to discuss the Tahawus railroad issue and to meet the railroad representative, but were greatly disappointed when the official failed to appear. A notion was offered and unanimously carried that President T. B Warren of the Business Men's Association to appoint a committee to appear before the Public Service commission for the purpose of securing a change in the route of the railroad from Riverside, the terminal first selected, to Ticonderoga and, in short, to look after the town's interest in the matter. Ticonderoga was taking no chances in another change in the Lake Champlain terminal point. The motion was carried and the meeting adjourned. |
On Wednesday evening, March 3, 1909, President Warren called the executive committee of the Business Men's Association together and appointed the committee provided for in the motion carried at the previous public meeting. His selection included Supervisor Bullen, Dr. Clemons, Frank Moses, H. D. Hoffnagle, Albert Weed, G. W Johnson, Arthur DeLano, E. M. Wheeler, and F. B. Wickes. It was believed this was a representative body of men eminently qualified to deal with the issue. The committee's duties included assisting the railroad company in securing a franchise and charter; to convince the company to run the railroad in the immediate vicinity of the village of Ticonderoga; and to represent the town's business interests. |
Revised Petition to the Public Service Commission The railroad company also asked for permission to change the route of the railroad to connect with the Delaware and Hudson near Addison Junction. No actual construction work had yet occurred on the railroad and nothing was expected to start until the next year. Thompson recited in his petition that the railroad proposed to abandon the previously authorized route from its southernmost point at Riverside to a point about three and a half miles north of Schroon Lake. Instead, the new petition called for the line to run southerly to a point about two miles south of Schroon Lake; then take a generally easterly route along or near the northern side of Paradox Lake to the hamlet of Hammondville; continue to and across Penfield pond by viaduct at its narrowest point; then easterly and southerly to the hamlet of Streetroad; southerly to a point on Lake Champlain about one mile north of Addison Junction; and finally south to an intersection at Addison Junction with the main line of the Delaware and Hudson railroad. |
The Forest Fish and Game Department presented opposition to the railroad's new proposal in the application during a Public Service Commission hearing on Tuesday, May 18, 1909. The department also objected to the location of the railroad in a section of state land known as the Paradox tract. The railroad company explained that a change of route in Warren county was contemplated to avoid grades and to make connection with the Delaware and Hudson and Rutland Railroads at Addison Junction on Lake Champlain. The hearing was adjourned until May 26. The Ticonderoga Sentinel reported on May 27, 1909 that the Supreme Court at Ballston granted an order permitting the Champlain and Sanford Railroad Company to construct its railroad upon, across and along the certain portions of the highways of the towns of Ticonderoga, Crown Point, Schroon, and North Hudson in Essex County. |
On June 10, 1909, it was reported that the Public Service Commission, Second District, granted the Champlain and Sanford's application for a change of motive power. Under the terms of the new order, the railroad could operate by either electrical power or oil burning locomotives. The Commission also granted the railroad permission and approval to change its route so that no part of it would be in the county of Warren and all of it within the county of Essex. The route was as described in the revised application. The Ticonderoga Sentinel reported a surveying corps of eight Champlain and Sanford Railroad men were in the Exchange Hotel in mid-December 1909. The group was making additional surveys of the railroad route through Ticonderoga. The next week, around the end of December, the men were working in the Weedville section on a run through the village. The line came from Streetroad, passed the spar mine, passed Prospect Street near Frank Denton's residence, then turned to the left passing through the Weed and Burleigh lots, then finally towards Addison Junction. The workmen working the line stated that this route was merely a spur running to the village from the main line. The men remained in the area for approximately two weeks conducting their survey. Options for rights of way through property in the town were renewed from time to time. The railroad company's plans were still being kept very much in the dark. Work on one of the proposed routes was expected to begin in the Spring.
Land Purchased for Terminal Track work continued to make progress. By December 8, 1910, a crew of surveyors was at work near Streetroad. |
Lake Placid Outlet Rumor A meeting of railroad men and stockholders of the Witherbee, Sherman company was held at Port Henry the previous week to discuss the building of a railroad to the vein, a project that had been one of the objects of the company for several years. This recent find was expected to hasten a railroad project. The Lake Placid railroad route, according to those who favored it, would lay along the old trail to McIntyre through Indian Pass. The route considered for some time by the company and the railroad men was the one with its outlet at the southern end of Lake Champlain. This route was 30 miles long, while that from Lake Placid to McIntyre was half the distance. However, the grades over the Lake Placid route were much heavier. The Witherbee and, Sherman company had a force of engineers at work in the McIntyre district ever since it took the property of the McIntyre Iron company. Meanwhile, residents of Schroon Lake were pleased to learn that the project of building the Champlain and Sanford railroad had not been abandoned. Condemnation proceedings on a portion of Finch, Pruyn and company's land held in December 1911, resulted in favor of the railroad company. It was expected that the work of acquiring the balance of right of way would soon be completed. |
Railroad Gets Time Extension |
Railroad Project Update |
The Ticonderoga Sentinel reported on January 22, 1914 that work of building the railroad to the Tahawus iron works into the town of Newcomb was progressing. A traction engine was drawing freight from North Creek to the Lower Works. On one haul during a single day, it brought eleven tons on two sleighs coupled to the engine. Six sleighs would be used later. When the railroad was completed, plans called for using five engines to take ore out and bring back freight. |
A party of state Department of Highways engineers began work at Eagle Lake on October 29, 1914 laying out a new route for a short stretch of the proposed Schroon Lake-Ticonderoga state road. The proposed Tahawus railroad, as surveyed, would cross the road several times near Eagle Lake therefore the engineers began laying out a new route to eliminate these crossings. This news appeared that at least the highway officials believed that there was a prospect of the railroad being constructed. |
Railroad Gets Time Extension - Again |
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The Railroad and the Paper Mill In the early 1800s, Ticonderoga emerged as a major producer of ships' lumber, iron and wool. Later, graphite mills ground local ore into black lead for stove polish, crucibles and pencils. The La Chute River connected Ticonderoga to the world. Almost overnight, the “Ti Creek Basin” filled with canal boats. They arrived full of iron ore, coal and pulpwood as well as store goods. They left filled with milled lumber, paper pulp, refined graphite, pig iron and foundry castings such as anchors, stoves, fire dogs and machine parts. Ticonderoga’s industries enjoyed cheap transportation for both incoming raw materials and outgoing manufactured goods. Many of the canal boats transiting in and out of the creek basin originated in the local Ticonderoga ship yards. Between 1819 and 1850, Ticonderoga boat builders constructed an average of ten canal boats per year. |
By the late 19th Century, the sawmills and textile factories gave way to pulp and papers mills that dominated the river banks for nearly a century. The Hiram & Thomas Treadway woolen mill, constructed in 1834, profited from the early 19th century sheep farming boom (Marinos, imported from Spain, known for their long-staple wool which spun up into very fine yarn), but faded away to the next generation of industry at this location. This industry was Eber Richards & Son. Eber Richards was born in Schroon Lake on May 6, 1836. He worked in his father's firm, O. Richards & Son, where they dealt with the manufacture and sale of lumber until 1873. From 1873 to 1882, Eber Richards operated saw mills and conducted his lumbering business alone. In 1882 Eber disposed of all his lumber interests and became partners with N. W. Wait of N. W. Wait & Son Company. This endeavor was engaged in the manufacture of paper at Bakers' Falls, New York. In 1883, N. W. Wait retired, and from that year until 1892 Eber continued the business with J. W. Wait, under the firm name of Wait and Richards. In 1892 Eber disposed of his paper mills, and from 1893-1905 engaged in the manufacture of wood pulp at Ticonderoga with his son Frederick Barnard Richards. Eber and Frederick reconfigured the old Treadway Woolen Mill into a pulp mill in 1894. This was the fourth pulp manufacturer to locate on the La Chute and went into business the same year as the Essex County Pulp Mill just upstream from this location. In April, they installed three grinders in the basement and two pulp machines located on the first floor. The facility employed 10 men and operated for several years. Eber retired from business for good in 1905. Frederick went to work for the Standard Textile Company of Glens Falls. Eber died five years later on February 23, 1910. |
Ticonderoga Pulp Company DeLano formed the Ticonderoga Pulp Company in 1877 with a small ground wood mill at the lowest of the natural waterfalls on the Ticonderoga Creek. He became its manager and treasurer, eventually becoming its president and general manager three years later. This mill produced soda pulp and fine paper. In 1878 or 1879, DeLano called a meeting to explain a proposition to organize a stock company to manufacture wood pulp. |
According to the Ticonderoga Sentinel, a gentlemen present at the meeting related that after the plans were submitted, and the stock book open for subscriptions, no one moved for several minutes or offered to subscribe until Thomas DeLano, Clayton's uncle, arose and said, "Gentlemen, I have a thousand dollars saved and I am going to sign for that amount of stock. I believe the mill will be a good thing for the town and I hope it will be for me, but if it fails, I have the farm left, and I guess that will support me." After Thomas DeLano signed, the others followed and the meeting closed with the stock all taken. Thomas was elected president of the company and held that office until the company was reorganized as the Ticonderoga Pulp & Paper Company. The company began producing pulp on May 1, 1879 and C. H. DeLano moved to the lower falls near the paper company at that time. |
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By 1900, there were five pulp and paper mills in the Ticonderoga area. The major customer for the railroad on the Ticonderoga Branch during my childhood was definitely the local International Paper Company paper mill.
Ticonderoga Pulp & Paper Company |
Organizing
the Company |
The charter of the company covered the manufacture of ground and chemical wood pulp, and news and book paper. The goal was for a daily capacity of eleven tons of wood pulp and six tons of news and book paper. Two years later, the No. 1 Paper Machine, installed at a cost of $20,000, began production. The year 1882 was identified as a prosperous one for the company according to the March 3 edition of the Ticonderoga Sentinel. |
The company filed articles of association with the office of the Secretary of State on Tuesday, April 11, 1882, with a capital of $80,000 listed. Ground breaking for the factory's foundation occurred on April 13, 1882. During the excavation in May, interestingly enough, workers found several rare coins, cannon balls, musket balls, and other items. |
Construction The first story was planned for 16 feet high, made of stone. Thirty men were at work on the walls and the office was nearly complete and ready for occupancy. The office was open for business by June 9. By May 26, one thousand perches of stone and 300,000 bricks were required to complete the foundation and the walls. Excavation for the boiler house was in progress. |
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Holland and Ariel took the job and by October 13, 1882, had nearly reached the proposed height of 126 feet. The stack was 14 feet square at the base, circular in form, and tapering to approximately eight feet in diameter. Its 40-inch thick walls contained a 6-foot diameter flue running its entire length. On the south side of the smokestack, approximately halfway up was imbedded a block of marble with "1882" chiseled. |
The wheel of the Ticonderoga Pulp & Paper Company was started for the first time on Tuesday, October 31, 1882. All the machinery was in place and the mill was nearly ready for production. By November, the mill consisted of three buildings; the chemical mill, reclaimer and liquor house, and boiler house. The chemical mill was constructed of stone and brick with the dimensions of 70 x 136 feet and two and a half stories tall with a cupola on the top for ventilation purposes. It contained the two 20-ton digesters or cooking boilers. It had a slate roof bearing the name of the company. The first story was constructed of stone while the second story was brick. There were several wood and iron tanks, some of which were 16 feet deep and 13 feet in diameter, as well as a 72" Fourdenier or paper machine from which the paper was run out in dry rolls. |
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The reclaimer and liquor house were of wood construction with the dimensions of 50 x 102 feet and the same height as the chemical mill. This facility contained six large upright furnaces and several large tanks and filters for making and mixing the liquors used in reducing the wood to pulp. Two of the ingredients of the liquor were lime and soda ash. The boiler house, 30 x 50 feet, contained the smoke stack that rose to a final height of 126 1/2 feet. It also had two 40-horsepower boilers which supplied the steam for cooking purposes and for heating the buildings. A 30-inch Stearn's turbine wheel under a 32-foot head of water supplied the motive power for driving the machinery. Four foot pieces of wood were split and then pulled from the hands of an operator by a wheel with spike-like teeth. It was then chipped, actually hacked to pieces. The chips were taken to a loft by an endless chain with buckets about one foot apart and from a platform, were emptied into the two upright cooking boilers. The wood was then cooked under high pressure by the chemicals, or liquors. The cooking process continued from four to six hours. The pulp, after leaving the boilers, was drained and passed from vat to vat until it attained the whiteness of bleached cotton. From the vats, the pulp passed through a series of rollers similar to a modern paper machine and came off in rolls ready for shipment at the other end of the machine. Six hundred cords of poplar, pine, basswood, and birch was required annually to supply the mills. Another 2,500 cords of cheaper wood was used for fuel along with 2,000 tons of coal. The company also had a mechanical or ground wood pulp mill producing 8 tons of dry pulp every day. Water pipes were connected to the mill off the off the principal main off East Exchange Street by November 17, 1882. The steam whistle of the company operated for the first time on Friday, November 17 and the machinery of the mill was tested in preparation for commencing operations.
Relocation of Exchange Street |
Morning Fire |
Additional Mill Expansion - 1884 |
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The new mill joined the present mill structure to the West and consisted of three separate departments in one 3-room building measuring 206 feet in length and varying in width from 36 to 80 feet. It was a one-story structure with a basement. The east room immediately joining the present structure was 40' x 80' and served as the engine room. The second room measured 36' x 122' and was used entirely for the wet pulp machine. The third room measured 40' x 44' and was the finishing department. The attics were used for storing rags and other materials. The entire structure was made of wood except for the basement, which was constructed of stone and brick. Clayton DeLano expected to have the new mill running by October, offering employment to approximately 30 persons, mostly skilled laborers. The company also moved their office building to the side street opposite the machine room. A new storehouse was also constructed measuring 108' x 32'. O. W. Adkins did the slate work on the roof of the storehouse. This was completed by June 1884. By May 9, progress was being made on the foundation. |
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A New Island Mill The Island Mill received its name because of its unique location on a large island between Spencer Creek and the main stream of the Ticonderoga Creek. During this time, the outlet of Lake George divided above the Montcalm (Exchange) Street bridge. Two separate streams flowed through the village of Ticonderoga. At the time of its completion in 1891, the Island Mill was, in fact, located on an island. This changed in 1907 when the mill power house was built. At that time, the second river bed was filled in and the creek shut off. Trustees of the Ticonderoga Pulp & Paper Company approved plans for the company's new mill on March 28, 1891. Mrs. Martha Pinchin sold her property on the Island in April 1891 to the Ticonderoga Pulp and Paper Company for the sum of $3000 and work was reportedly begun on the foundation of the new "Island Mill" by April 9, 1891. The Island mill was built specifically for the manufacture of high grade paper. Brick laying began on what would become the Island Mill in April 1891. Lynch Brothers of Holyoke, Massachusetts was awarded the brick work contract. |
This clock tower in the Island Mill became a symbol of the paper company until its demolition in later years (photo: M Wright collection) |
Beginning in August, the brick work on the second story of the rear wing of the mill was completed and masons were at work on the second story facing Main Street. Late August of 1891 brought news that the mill would install a large clock in the tower. This would become a symbol of the Ticonderoga mill for years to come until its untimely destruction decades later when the mill installed the number 7 paper machine.. |
Work
on the mill's 120 foot
high smokestack was underway and scheduled for completion by September 10.
However, upon reaching a height of 60 feet, the Bennetts, contracted
out of Fort Edward, refused to work any longer stating the
foundation was unsafe. The foundation, however, rested on a
solid ledge. The crew left the job, ostensibly for the purpose
of taking a better one at Sandy Hill. While on the job, these
workers created quite a stir among their fellow workers by stating
they were paid 50 cents more per day than they were actually
receiving. The Bennetts workers leaving created a sort of
panic, but after some difficulty, the mill acquired another work force.
The Number 3 Paper Machine was installed upon this original construction. The No. 4 Paper Machine was added and put into service in 1896. By 1900, the Ticonderoga Mills employed approximately 100 men and produce 10 tons of book and writing paper every day. |
Mill Improvements The magazine writer visited the mill on a very snowy winter day. It had been snowing for more than 24 hours and the magazine writer caught Clayton DeLano coming out of his office as he prepared to go over to the new Island Mill. DeLano was all suited up in his high top rubber boots, thick overcoat, and slouch hat. The writer explained how he was in the process of detailing the recent improvements in Ticonderoga's old and new mills. With that, the writer and DeLano made off for the Island Mill. The Island Mill was constructed in the shape of an "L" with the short arm along the main street containing an ornamental tower constructed in the angle. The part of the mill on the street was devoted to the preparation of the stock, with the basement story containing a water wheel. Two very large storerooms were located between the beater room and machine room. The machine room's main story contained five 1,000 lb beating engines and two Jordan engines. The main story measured 140 feet in length by 40 feet in width. The tour with DeLano began in the machine room. The machine room occupied the largest part of the arm of the "L" with dimensions of 60 feet wide and 160 feet long. A row of windows on either side of the machine room made it light and airy. The roof was supported with iron trusses. The machine room's main story contained five 1,000 lb beating engines and two Jordan engines. The machine room now contained two machines, one of which had been running ever since the mill was constructed. The second machine was a new 127-inch Fourdrinier machine with a 60 foot wire and 29 dryers built by Pusey & Jones Company of Wilmington, DE. DeLano identified this as "the finest machine I ever saw." The machine room floors were laid in cement with conduits at the base of each machine to remove all water and condensed steam. The machine's driving train was located in the basement of the mill, which was built upon a solid rock foundation with a cement floor and heavy stone arches upon which the machines rested. The driving train rested on granite piers and ran without vibration. The older machine was a 102-inch machine with 50-foot wire and 16 dryers running 300 feet a minute. There was an overhead trolley and track for handling the couch and press rolls. The new machine had no trolley or track because the couch and press rolls were raised and lowered differently. The drainers were located at one end of the basement and held all the pulp and the steam engines that drove the two machines. Also located there was another steam engine that worked in connection with the water wheels to drive all the other parts of the mill when they were short of water power. |
The tour continued in the finishing room where the magazine writer noted considerable changes since his last visit, almost to the point of not recognizing it. Because the mill was now more of a book mill than a newspaper mill, it required more space. The extra amount of machinery and the different kind of machinery, by virtue of it now being a two machine room instead of a one machine room, made the surroundings very different. The finishing room measured 130 feet long by 50 feet wide. It was nicely fitted and arranged with all new super-calendars, paper cutters, and everything necessary for a complete book mill. The writer stated the Island Mill was a most superb book mill in every respect. |
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The Ticonderoga Pulp and Paper Company constructed a new three story brick structure with heavy iron beams, 260 feet long by 40 feet wide. This became the new storehouse and was built for the purpose to enable the company to store all their rags, sulphite pulp, and manufactured paper. It also allowed the company to purchase raw material in larger quantities. |
For six months of the year, the company experienced a low freight rate by canal boats until the canal froze and the mill could not avoid the railroad freight rates. By building this storehouse, the company was able to purchase its clay, alum, coal, sulphite, pulp, and other necessary materials to last through the winter. The storehouse was conveniently located right by the side of the canal where the railroad freight cars ran along the side of the doors. When a shipment of machinery arrived, the mill used the trolley track running through the building to the cars or canal boats, and could hoist the machinery and carry it through the storehouse to any part of the paper mill. |
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Another improvement included the rebuilt and improved soda pulp mill, making it a practically new chemical fiber mill. The mill eliminated their four old digesters and set up five new welded digesters. The mill increased their capacity of soda pulp from 15 tons to 25 tons a day. |
Lower mill improvements included new machinery and additions. Beating capacity increased by adding three new 1,000 pound engines, making a total of 9 engines. |
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The company also added ten additional feet of floor space to the finishing room of the old mill; improved their Fourdrinier machines by lengthening them and adding four new dryers to each of them, increasing their production of book paper in the old mill. When the two mills were running full time, they could easily produce 25 tons in the old mill making 50 tons of book and cheap writing papers. The rag room had a force of women assorting and cutting rags. These were then dumped in chutes into the rotaries in the floor below. The mill increased their water power by 50% through the construction of a new dam. This enabled the company to operate the lower mill more than three quarters of the time in a year without the use of steam engines. |
In finishing up the tour, Clayton DeLano stated that the company was doing a very good business, running the mill full time and having a difficult time filling orders. DeLano said they would have turned down orders if they had not had stock on hand for the regular and popular sizes of different grades of paper. At this time, the officers of the Ticonderoga Pulp & Paper Company were listed as Clayton H. DeLano (president); C. S. Merrill (vice-president); and C. E. Bush (secretary and treasurer). The directors were Clayton H. DeLano, C. S. Merrill, W. G. Dewey, R. W. Clapp, Warren Curtis, H. G. Burleigh, J. T. Outterson, C. E. Bush, and W. W. D. Jeffers. |
Mill Housing The Ticonderoga Pulp and Paper Company also constructed ten homes along Amherst Avenue, two blocks east of the Lake George Avenue homes, between 1921 and 1923. Local builder, William A. Gale, also supervised the construction of these homes which were then rented to mill management. International Paper Company purchased both of these mill housing districts in 1925 when the company acquired the Ticonderoga Pulp and Paper Company. International Paper sold all of these homes to their tenants in the 1940s. |
Arlington Hotel The Ticonderoga Pulp & Paper Company purchased the Arlington Hotel from M. J. and W. L. Hayes during the 1911 strike, sometime around August 17, 1911. After this purchase, the hotel then came under the management of J. A. Davis. The paper company used the hotel as a boarding house for non-resident papermakers as well as a club house. |
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A fire broke out in the second floor during around 9 p.m. on Friday, August 11 from an unknown cause in a room over the kitchen. The Ticonderoga fire department was called to the scene, but the blaze was easily extinguished before they arrived. The hotel closed on Wednesday, May 1, 1912. The Arlington Hotel became the Ticonderoga Inn in its later life. |
Mill Moves Road A petition to change the route of the highway was the chief subject for discussion by the village trustees during their November 5, 1913 evening meeting. It was surmised that because the paper company built a splendid road along the "dugway" when that road was changed, the petition to change the road would be granted. Public sentiment, also seemed to be almost wholly in favor of the proposition. The petition was presented to the village trustees and the issue set for discussion at two o'clock on Tuesday, February 17, 1914. A notice of the hearing with full details of the changes requested appeared in the February 5 edition of the Ticonderoga Sentinel. There was no opposition to the proposition at the February 17 meeting. No one appeared in opposition and waivers of interested property owners having been obtained, the assent of the trustees the change was obtained. The Ticonderoga Pulp & Paper Company would bear the expense of changing the roadway. The paper company would also do the work. This meant that the new roadway would be better than the old one. Men and teams were at work by November 19, 1914 changing the location of the roadway near the Arnold place on East Exchange street in accordance with permits granted by the town and village boards. The crew began the work to eliminate the turn at the paper mill office by swinging the road to the south and along the bank near the railroad track.
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Lake George Pulp & Paper Company
The introduction of the Lake George Pulp & Paper Company made a total of two paper mills in Ticonderoga. Previous to this effort, the company already had two pulp mills (wet and dry), which were already turning out quantities of pulp. Adjoining and connected to the main building was the paper machine house (125' x 35'), which was a story and a half in height. Inside was a paper machine manufactured by the Boston Machine Company. This 84-inch Fourdrinier had 10 dryers and cost the company $15,000. The pulp started at the west end of the machine and placed upon a shaking apron to distribute the soft, watery pulp evenly over the surface. In passing though the machine, part of the moisture in the pulp was removed. The pulp was then transferred to a blanket which covered it while it passed through the first two sets of rollers. It passed over a second set of blankets, then to the steam dryers, and over other rollers and dryers until its final destination on a cylindrical reel in the form of paper. |
The Lake George (Baldwin) Branch of the Delaware and Hudson Railroad passed within a few feet of the Lake George Pulp & Paper Company, which was convenient for receiving material and shipping the pulp and paper produced there. By August 25, the mill began receiving machinery, one piece weighing 20 tons, and the millwrights were busy doing their part of the work. In September, the mill was employing a large number of mechanics, laborers, miner, and teamsters who were preparing the site and framing huge timbers. |
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A large amount of rock was removed to make room for the main building. The large cooking boilers, weighing in at nearly 20 tons each, arrived at the Lake George branch station in Ticonderoga around March 1. The boilers were 7-feet in diameter and 22-feet in length with a capacity of 850 cubic feet each. The foundation was completed by October 6 and required 600 yards of stone. The machinery for the Lake George mill was on the ground on November 3, 1882 and was ready to be placed into position. It was now a race to see which mill, Ticonderoga Pulp & Paper at the lower falls or Lake George Pulp & Paper located at the upper falls would make the first paper in Ticonderoga. On January 5, 1883, the Lake George Pulp & Paper Company was within days of beginning operations. This, however, did not occur and on February 2, 1883 it was reported that the mill was "nearly completed" and paper making was expected as early as February 10. Water in the Ticonderoga Creek was low at the time due to several months of drought. It was hoped that a fair sized winter thaw would allow the mill to run at full capacity. At the same time, the Ticonderoga Pulp & Paper Company was reported, "settling down to business" and expected four to five tons of pulp within a few days. It's paper machine was in working order. By February 16, this mill was up and running and producing excellent pulp, but was still not up to full capacity. There was no indication that the mill was yet producing paper although the wood yards had about 1,200 cords of wood stored for the mills. The mill ran day and night with employees changing shifts at 6 a.m. and 6 pm. The steam whistle announced the shift changes and could be heard from miles around. On Friday, March 2, 1883, the Ticonderoga Sentinel reported that the Lake George Pulp & Paper Company made paper for the first time on Tuesday, February 28. It was originally ready for business a week previously and expected to make paper that day, but was unable to do so due to some unavoidable hindrance. Records for its competitor, the Ticonderoga Pulp & Paper Company, stating when that facility made its first paper were unclear so who knows who really made the first paper in Ticonderoga. The important fact was that two fine paper mills were producing and shipping excellent quality paper to many customers. An 1885 document, Report on the Water-Power of Lake George Outlet, stated that the company's mill manufactured dry pulp and news paper. The capacity of the dry pulp mill was 600 tons per year while the capacity of the paper mill was 4 tons per day. Another ground wood pulp mill had a capacity of 2 tons per day. International Paper Company obtained the upper mills of the Lake George Paper Company in 1898 from a local group of Ticonderoga businessmen. There were three small paper machines at the mill which produced newsprint. Upper mill operations (Mill #14) did not survive the depression. Everything was demolished in 1929 except the warehouse and power generation station. The Lake George Pulp & Paper Company supplied such newspapers as the Baltimore Sun, Washington Post, Buffalo Commercial Advertiser, New Haven Register, and New Haven Journal. |
International Paper Company "...if the negotiations resulting in the transfer were conducted for any length of time, then it was also accomplished with unusual secrecy and freedom from public rumor." |
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When control of the majority of the stock passed to the new owner, the old company officers promptly tendered their resignations. These officers and directors included: C. E. Bush, treasurer and general manager; T. S. Cooledge, vice-president; W. S. Wilcox, secretary; W. Dewey, W. W. Jeffers, C. H. DeLano, and Gustav Pagenstecher. Dr. C. S. Merrill, Allen Curtis and Thomas E. Warren continued on the board. At a joint meeting, directors were appointed to fill the new vacancies including Charles Riordon, president; Carl Riordon, vice-president and managing director; F. B. Whittet, secretary and treasurer; George E. Challes, T. J. Stevenson, and Lawrence Macfarlane. Warren continued in the management, assuring the company's quality and service. The new connection with Riordon assured the Ticonderoga Pulp and Paper Company a complete supply of raw materials, the same as used for several years past and which was best suited for the special grades of paper which the company produced. |
International Paper Company bought out Riordon Sales of Canada in 1919, which included a large interest in the Ticonderoga Pulp and Paper Company. International Paper Company then acquired a controlling interest in Ticonderoga Pulp and Paper Company in 1925. Ticonderoga Pulp and Paper Company became International Paper Company's Mill #38. The original name, Ticonderoga Pulp & Paper Company, was retained until June, 1930, when International Paper formally assumed management control. Possibly the most famous order ever filled by the Ticonderoga Mill was for 70 freight carloads of paper shipped by the Delaware and Hudson for the first edition of "Gone With the Wind." |
When International Paper acquired the Ticonderoga Pulp & Paper in 1925, the mill had the No.1 and No.2 paper making machines in the lower mill and the No.3 and No.4 machines in the Island Mill. The No.3 and No.4 paper machines manufactured book and writing papers initially from soda and chemical pulp which included rags. |
Upper Falls Mill Closes By December of 1929, the price of newsprint was $60 per ton, the highest price in some time, and there was a consistent market for the product. Other International Paper Company newsprint plants throughout the eastern United States were working to capacity, and the company assumed similar favorable conditions would prevail at the upper falls plant when it re-opened. On December 19, 1929, the Ticonderoga Sentinel reported that the Upper Falls plant, which had again suspended operations three weeks earlier, would resume work almost at once to manufacture the expensive and high grade paper. |
Upper Falls Improvements The D mill, which was one of the original pulp mills in town was expected to be torn down and replaced with a new one to increase the pulp production. About twenty-five hands were at work on the improvements during the week of October 3, 1903. A larger force was expected to be be employed at a later date. |
International Paper produced book and writing papers made from soda pulp and rags. The paper mill continued to produce soda pulp for high grade book papers for sale to other mills until 1940. In 1940, a new papermaking technology made it possible to manufacture bleached and unbleached pulps from hardwoods. The Ticonderoga mill shifted from the soda process to the semi-kraft process, allowing for the production of more profitable grades of offset, text, and other fine papers.
No. 5 and No. 6 Paper Machines |
New Bleach Plant In July 1965, the mill installed a 10-ton washer cylinder through into the top floor of the building by lifting the washer using a crane and inserting it in an opening in the wall onto the operating floor. |
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New Lime Kiln The kiln had a total length of 250 feet and was shipped to Ticonderoga in three sections requiring eight railroad flat cars. The three sections were lifted from the rail cars and set on roller supports, lined up, and welded together. The new kiln had a building housing the firing end and a feed end. All controls and instrumentation were installed in this building. The feed end building housed the induce draft fan, slurry feeder, mud thickener, and screw conveyor. This equipment controlled the feed of the lime mud into the kiln. The kiln had the capacity to support a 250 ton per day Kraft pulp mill. |
New Finishing Room |
The new building was located on the west end of the No.7 Machine Room. The current finishing room building connected to the eastern end of the new finishing room. The old machine shop was removed to make way for the new building. The southerly stream bed was diverted to the northern side of the island in order to make room for the new railroad siding. Also removed was the original mill water tower. The converting plant was housed on the top floor of the building with the cutter room and merchant finishing facilities on the main floor. The ground floor stored the necessary supplies needed for converting and finishing operations. |
By late December 1963, all facilities of the old converting operations were relocated to the 3rd floor of the new finishing room in an around the clock, three-day move. The schedule for the transfer of tools and equipment was planned so it would not interfere with the mill's normal work week. The move began at seven o'clock Saturday morning, December 14, and ended on schedule 72 hours later. The finishing room project was completed in January 1964.
New Sulphuric Acid Storage |
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Mill Adds Pilot Plant |
Black Liquor System |
The No. 8 Paper Machine |
In 1965, the New York State Department of Environmental Conservation ordered International Paper to construct treatment systems for its plant in Ticonderoga. Considerable deliberation ensued regarding the inability to build the No.8 paper machine in Ticonderoga and the Conservation Department's orders. The company instead opted to build a new, more modern facility on the shore of Lake Champlain approximately 10 miles north of the site in downtown Ticonderoga. The new mill would draw its water supply directly from Lake Champlain. |
The Mill Moves Construction of the new mill, International Paper Company Mill #10, started in the late 1960's. In December 1969, a portion of the finishing room began operation. In December 1970, the original mill in the village of Ticonderoga closed and the new International Paper mill opened its operations at its new location outside of the village limits. This marked the first time in 200 years that no industrial activity occurred on the La Chute River. The new paper mill was built at a cost of $71 million and was dedicated in October 1971. |
The new No.8 paper machine began operation in January 1971. The No.7 paper machine in the old mill (Mill #38) was shut down during the first week of December 1979 for dismantling. It was reassembled, moved to the new mill (Mill #10) and began operations in June 1971. Although the new plant would continue as a customer of the Delaware and Hudson railroad, the paper company no longer required rail services in Ticonderoga. On April 9, 1974, the Times of Ti reported that Standard Machine and Equipment Company of Uniontown, PA began preparing to remove Mill #38 from the village. The mill's old time office, located at the base of Champlain Avenue served as the demolition company's main office. The upstairs section over the International Paper Company's administration business office served as the IP headquarters. |
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After a meeting held on Wednesday, April 4, 1974 between village building inspector, Floyd Scott, and members of the Village Board, International Paper representatives were given a demolition permit allowing work to begin immediately. When I was younger, the mill (#38) was located in its original location in the village of Ticonderoga. There were days when you literally didn’t want to breathe in downtown Ticonderoga because of the horrible sulfur smell. I have such vivid memories of that smell. They actually bring back many fond memories of childhood. Today...I miss it...but only a little. |
The Mills & Dams International Paper Company was composed of six separate mills and/or dams some of which were more industrial than others. The company published a general location map of all mills at Ticonderoga in June 1926. These included Mill "A," Mill "B," Mill "C," Mill "D," Mill "E" or Island Mill, and Mill "F" or Lower Mill. Each dam or mill got its name from its position relative to the outlet of Lake George. Dam/Mill "A" was the first dam down from the outlet. Dam/Mill "B" was the second down from the outlet, and so on. |
"A" Mill Dam |
In it's first half-mile, the La Chute River falls 99 feet from the outlet of Lake George. The traffic between Lake George and Lake Champlain along with this wealth of water power combined to make Alexandria, the earliest settlement in Ticonderoga. By 1810, the hamlet had two forges, a tannery, and several saw mills. |
The "A" mill was shut down due to a lack of orders and demolished in October 1898. However, during the spring of 1903 International Paper began work on the "A" dam replacing the older dam on the same site. It was constructed of stone masonry and was laid on the rock crest of a natural waterfall in the outlet. The spillway of the dam was about 80 feet long and was about seven feet maximum height above the natural original rock. It was equipped with a gate and penstock leading to the water wheel that formerly provided hydroelectric power, and four waste or flood gates to control the discharge of water. Approximately one-half of the old dam was constructed 40 years earlier with the other half twenty years after that. |
"B" Mill Dam |
The level of Lake George has been controlled from the outlet at this location for more than 100 years. In 1987, the LaChute Hydro Company, a subsidiary of Enel North America, Inc., began construction on its Upper and Lower Hydroelectric Projects along the LaChute River. The upper project was located at the "B" mill location while the lower Project was located at the lower falls or "F" mill. Both commenced operations in 1989. The upper facility continues to control the level of Lake George in accordance with the New York State Department of Environmental Conservation. The upper and lower hydroelectric projects, the only hydropower facilities on Lake George, generate enough clean electricity to power over 4,000 New York households as well as provide water for the lower falls and stimulate local fish populations. |
In 1971, the mill in this area was shut down when the new mill was constructed. There had been a dam at this site in one form or another since the 1750's. The existing masonry dam was built in 1903. By 1974, the New York State Department of Environmental Conservation began a state dam project in this area. Demolition of the old paper mill buildings was well underway. A. P. Reale and Sons of Ticonderoga had a $37,640 contract with the state to complete the demolition. The center of the original masonry dam which regulated the Lake George water level was reconstructed. Three new gates were installed, each capable of handling 300 cubic feet of water. |
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"C" Mill Dam The "C" mill, originally of the Glens Falls Pulp Company, and better known as the old cotton mill, was destroyed by fire on Friday morning, July 31, 1891. Although the fire was discovered quickly, the entire building was consumed in flames quickly most likely due to the fact that the windows were all open and the Georgia pine floors were saturated with oil from its time as a cotton factory. The floors were also covered with fine dust from pulp, which helped spur the blaze. |
A portion of the building destroyed was used by the company as a machine shop. Destroyed inside were personal tools, a triple compound engine, and various articles of clothing and jewelry. The fire was supposedly caused by the heating of a journal or the friction of a belt. The Glens Falls Pulp Company began reconstruction to replace the burned facility in late August of 1891. The new mill was of the same capacity and located at the same site. By October 1st, approximately 70 hands were employed in the construction at the bottom of the upper falls. The 40' x 40' machine shop was completed and part of the machinery was in position. Crews had completed the 180' x 55' foundation for the pulp mill and were working on the brick work. The company would locate the 20' x 20' office between the pulp mill and machine shop. The mill itself had a gravel roof. |
International Paper Company would later acquire the property as it did all paper making in the area. The company installed an electric turbine in the east end of the dam. A penstock carrying water from the upper dam supplemented the force of water coming over the 21-foot dam. The dam supplied water for International Paper Company's #4C generator. The original "C" dam created a significant amount of retained water which earned the name, Lord Howe Lake as Lord Howe road ran along side it. This was once one of the sites advertised for winter sports in Ticonderoga. The dam was lowered in the 1970's. When International Paper Company built a new mill on the shore of Lake Champlain in the 1970s, the turbine house was dismantled and the dam lowered to decrease the pond depth. The lake, or possibly more correctly, the pond, returned to its present size as witnessed today. Today, earthen berms on either side of the river indicate the original height of the dam and give an idea of the size of the pond, or lake, it created. Only the lower regulator remains of the double regulated Kaplan turbine that once produced electricity. It sat in a vertical, cylindrical casing connected by a short pipe to the intake in the dam. In 1987, LaChute Hydro, a subsidiary of Enel North America, Inc., constructed its upper generating station here known as the Upper LaChute Hydroelectric Project. It was powered by a buried penstock running from the "A" dam. |
"D" Mill Dam The Delaware and Hudson spur running from the upper falls to the Island Mill passed right behind the rack house shown on the right. There was also a short storage track at this location. In 1906, a huge 12-foot penstock built by Glogstron and North of Fair Haven, VT carried water from the "D" mill alongside the river, under the bridge, and above ground into the Island Mill. |
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"E" Mill Dam
(Island Mill Dam) Clogstron and North of Fair Haven, Vermont constructed a large penstock here in 1906. This brought water from the "C" dam to the lower mill area increasing the volume of available water as well as the height of the water stack. Sand filters purified the water driving the hydro-electric generators and supplied water for pulp vats and paper machines. The creek that formed the island disappeared many years ago through the use of penstocks. The entire LaChute river has narrowed from its former self into what is visible today. The original configuration of streets and streams within Ticonderoga was much more complicated in its earlier history. Spencer Creek, a name lost on many, but the oldest or more history-minded individuals today, at one time split from the LaChute river just before the Montcalm Street (Exchange Street) bridge until again rejoining the river where Champlain Avenue (Main Street) crossed the river (Frazier Bridge). By 1906, Spencer Creek had disappeared, replaced by a penstock described above.
"F" Mill Dam
(Lower Mill Dam) |
Before 1880, three major manufacturers competed for water at the lower falls. They constructed a wing dam to divide the river. A three foot weir (low head, overflow type dam) controlled the flow which then passed by a masonry wall that extended 75 feet into the waterfall. The Ticonderoga Pulp Company received two thirds of the flow. American Graphite Company and Horicon Iron Works shared the remainder. The Ticonderoga Pulp and Paper Company built their lower mill in 1883. In 1898, a Victor wheel was installed and generated 565-horsepower. Outlets for the penstock feeding the 39' wheel are still visible next to the modern hydroelectric plant, which now sits at the base of the waterfall. |
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International Paper Company turned over the dam that controlled the water level of Lake George to the State of New York on April 5, 1974. Title to the 70-year old dam and 7.04 acres of contiguous land that provided access to it was accepted on behalf of the State by Commissioner of Environmental Conservation James L. Beggane. IP also contributed $150,000 as a fund to redesign and reconstruct the dam. The projected dam redesign involved the removal of the penstock, rebuilding the dam straight across the outlet, and replacing the wooden manually operated flood gates. Today, the LaChute Hydro Company operates the Lower LaChute Hydroelectric Project from this location. The lower LaChute plant functions as a "run-of-river" hydropower facility meaning that it only uses the natural flow of the river without any water storage. The naturally flowing water is released by the Upper LaChute Hydroelectric Project near the old "B" mill and dam. In 2007, LaChute Hydro completed an equipment upgrade which increased the annual electricity generation by over five percent. Despite these changes along the river, the natural beauty of the lower or "Centennial" falls near Bicentennial Park has been preserved. |
Dorn's Transportation
In March, 1981 Walter Dorn, then Chief Executive Officer and principal stockholder of Dorn's Transportation, Inc. agreed on behalf of himself and the minority shareholders to sell Dorn's Transportation to Oneida Motor Freight, Inc. Oneida received the stock of Dorn's Transportation on September 17, 1981. The sale was completed in 1985. |
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How to Replace a Mill
Over the years and especially after the mill moved from the town, it donated a considerable amount of property to the Village of Ticonderoga. In January 1937, International Paper gave the Community Building the deed to the property adjacent to the eastern boundary of the building as a gift through James M. Garahety, superintendent of the Ticonderoga Pulp and Paper Company, then a subsidiary of International Paper Company. The property extended from the state highway to the Delaware and Hudson Company tracks, consisting of approximately one and one half acres. The area has been used for by Ticonderoga for many community activities over the years. The current location of Ticonderoga's Community Building once housed the Ticonderoga Pulp & Paper Company's horse stables. |
Crews began dismantling of one of the most visible symbols of International Paper in the village of Ticonderoga with the removal of the large silver ball shaped water tower in October 1974. A huge logo of International Paper Company graced the side of the ball portion of the water tower. Construction workers with Security Tank and Tower Company out of Henderson, Kentucky dismantled the 150 foot tower in two days. It was a unique process involving the removal of the top in one section. Unfortunately the crew failed to locate a crane that could handle 12 tons and had to settle for a 150 foot boom crane that was capable of 8 tons. This necessitated cutting the silver ball in half. Two men had to climb to the top of the tower from the inside and climb out on a rope ladder in order to cut the ball down the sides. The contacted company actually purchased the tank and transported it back to Kentucky on railroad cars where it was reconditioned and sold. Security Tank also removed the penstock from the "A" mill all the way down to the former filter plant. The company had already sold 200 feet of the 9-foot diameter pipe by October 1, 1974. On December 23, 1974, International Paper Company called together representatives of the community of Ticonderoga to formally announce they were deeding over 100 acres of land to the village of Ticonderoga. The meeting took place at the Holiday Inn in Lake George. |
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According to the transfer, the land encompassed all IP Company property east of Tower Avenue. The land bordered both sides of the Ticonderoga Creek and included access to the scenic lower falls. This would become part of the communities Bicentennial Park. The former lower mill area was graded with the pulp and power group of the complex already leveled and in the process of being cleaned up and removed. The No.7 machine was a skeleton, but the finishing and storage area in the Island Mill was still generally intact. The company also donated the building once housing the main mill office (1888 building) to the village. This was used as the Heritage Museum. |
International Paper Company donated land on Schuyler Street, known as Kiwanis Park, to the Village of Ticonderoga in 1975. The land, previously leased since 1966, was used as a playground housing the Kiwanis Club's basketball court and an ice skating rink. The ice skating rink location replaced the previous location down near the old EMBA little league ballpark. Assistant mill manager, Frank Shearer, presented the deed to the village major, John C. Dreimiller. |
By 1977, most of the former International Paper Company mill and Joseph E. Dixon Crucible Company's American Graphite lands, both once booming and vibrant industries, was radically changed to more community minded uses. A little league field was now sitting at the location of the old graphite company. The previous field was taken when the village's water pollution abatement plant was constructed on that site. |
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The Baldwin Branch
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The Baldwin Branch crossed today’s State Route 22 before entering the village limits
of Ticonderoga. When this road was originally proposed, it was called simply the Ticonderoga - Montcalm Landing
Highway or the Ticonderoga - Putnam Road as construction ended at the Putnam town line. Before
Route 22 construction began, it was discovered in July 1921 that due to an error in the
original maps furnished by the State Highway Department for the project, there was a conflict with
the Delaware and Hudson, which claimed the land at the Montcalm Landing station. The railroad stated
that, in fact,
"...here is no properly dedicated highway at that point, though one has existed as far as memory can go back." The property was used for many years as a highway before the railroad was built. However, The Delaware and Hudson claimed the land from the rock ledge (easily visible today) just north of the station, as part of its right-of-way. |
D&H Alco RS-3 #4073 leads the Ti local into the Ti yard after crossing route 22 and climbing the slight grade from Montcalm Landing The local is pulling 3 full cars of coal and other freight on a bright August day in 1969. (photo: M. Wright collection) | |
The State Highway Department, State Senator, local Assemblyman, and supervisors met with Delaware and Hudson president Loree in August 1921 at Montcalm Landing to resolve the issue. The issue was finally resolved and after several delays due to work and weather problems, construction began on the road on April 10, 1922. Most of the construction was completed by early August 1923 except for the construction of guard rails and ditch work. |
Constructing the Baldwin Branch |
The Railroad's Inception
Work Begins |
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By June 29, the force on the Lake George road was increased with four large railroad gangs who were busy at work with still more help soon to be employed. The Ticonderoga Sentinel announced a noticeable advancement in the construction of the line and new rail gangs increased again during the month of July. Coe Young, General Superintendent, Mr. Henry, Auditor, and Chief Engineer Wentz arrived in Ticonderoga on September 16, 1874 for an inspection of the railroad work. General Diven and Assistant Engineer Seymour accompanied them. It was during this same time that General Diven announced the closing of his business with the Delaware and Hudson. The wages of the laborers were reduced and many workers discharged. It was announced that the line to the lake would not be completed before the end of the season as it was decided to run to the old landing at Cook's the following spring. By this point, the branch line, 2500 feet in length, had been built from the Lake George road (Baldwin Road) to the gravel bed on W. G. Baldwin's farm near the horse trotting track at the base of Cook's mountain (Ticonderoga was once known for the raising of excellent racing horses). An engine was scheduled to go over the road on Saturday, September 19th. |
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Other Rail Activity |
Other Happenings On Saturday, October 10, 1874, the Ticonderoga Sentinel reported that the stages stopped running on their old route between Lake Champlain and Lake George. As the Ticonderoga Sentinel reported on October 17th: "Our citizens cannot but look upon their departure from the line without a feeling of regret. For a number of years they have regularly appeared with the opening of the traveling season till they have become traveling landmarks, so to speak. The rattle of their ponderous wheels, the sharp crack of the driver's whips have been heard and looked for with pleasure and interest. The forms and faces of the gentlemanly drivers have become as familiar as the coaches themselves and they too will be missed. The traveling public will miss the worthy proprietor of the line, will miss the genial face, the lectures and the story of the 'Union Tree' and more perhaps the gentlemanly and bland call for 'your tickets gentlemen'." |
Branch Opens |
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The first train over the new railroad line occurred on Monday, May 31, 1875 and consisted of an elegant coach and baggage car drawn by the steam locomotive "Plattsburgh." Regular trains began running during the first week of June. Trains made two trips a day between Lake Champlain and Lake George. |
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William G. Baldwin, the former supplier of stages between Lake Champlain and Lake George prior to the railroad line's emergence, became the first Superintendent of the Baldwin Branch or Lake George road. The Ticonderoga Sentinel said he was known far and wide as the, "genial, gentlemanly and model stage owner." Although the line to the Lake George Baldwin station was open, there still was no passenger service yet into the actual village of Ticonderoga. To meet travel demands, two boats per day ran through Lake George. The first boat left Ticonderoga for Caldwell (Lake George) at 6:30 a.m. and 3:30 pm, returning at 11:00 a.m. and 8:30 pm respectively to connect with the Lake Champlain steamers. |
Montcalm Landing Before completion of the dock, Lake Champlain steamers landed at Fort Ticonderoga Landing just below the old fortress. It was hoped the new dock at the mouth of the Ticonderoga Creek would become the finest on Lake Champlain in arrangement and throughout construction. Ticonderoga was expected to be the head of navigation for the large steamers and the new dock was constructed with that view in mind using all the latest improvements and experiences associated with modern dock architecture, at least for that time period. |
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Some poor soul (unknown) waits at Montcalm Landing on a cold, winter day. This combination passenger and freight station was built in 1895 and became the main station at Montcalm Landing after the the trestle facility on Lake Champlain. Date and photographer unknown. (photo: M. Wright collection) |
Name Changes |
By 1877, the name Fort Ticonderoga appeared in the timetables printed in the September 28 issue of the Ticonderoga Sentinel (the previous week's paper of August 31 and those before it did not list Fort Ticonderoga, only Addison Junction), but eventually disappeared altogether in the paper. The explanation given in the March 28, 1879 issue stated that the paper meant to publish it, but was so overcrowded and so had neither the space, nor the time to publish it. Besides, the paper stated, "Neither do we care to publish it for the D. & H. C. Co. are not inclined to favor members of the press as do other roads throughout the United States." The April 20, 1911 edition of the Ticonderoga Sentinel provided the first indication of an official name change by the Delaware and Hudson Railroad. In that edition, the Sentinel stated that it had it on good authority that the railroad proposed to change the name of the Fort Ticonderoga station to Montcalm Landing and that the new name would appear in the railroad's time tables that coming fall. The then current station name of Fort Ticonderoga identified it with the village, an identification that would be lost with the proposed change. Many believed this change would result in confusion to travelers and be antagonistic to the business interests of the village. It was suggested that the Business Men's association address the matter. As the newspaper stated, "If the name of the station has got to be changed let it be some name that will identify it with the village to which it owes its existence, such as Ticonderoga Junction, for instance." A local illustrated the feeling of those in Ticonderoga regarding the proposed name change. When told of the proposed change he stated, "If they change Fort Ticonderoga to Montcalm's Landing, why not call the Village Lord Howe's Grave?" |
The name of the Addison Junction Station would appear on the next issued time table as Fort Ticonderoga, a name that, due to its location, everyone would concede as fitting and proper. |
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A Business Men's Association meeting was held on Thursday afternoon, May 4, 1911 in the Hook & Ladder room. During the meeting, one of the topics discussed was the proposed station name change. Objections to the proposed change were emphatically manifested. C. L. Ross, I. Rothschild and I. Ledger were appointed a committee to communicate with the railroad remonstrating against the change and suggesting that the station be named Ticonderoga Junction. The Rutland Railroad Company would also be asked to change the name of its Addison Junction station, then called Ticonderoga by the company, to Fort Ticonderoga in order that it would correspond with the name of the Delaware and Hudson station, which would appear in the next time tables as Fort Ticonderoga. |
The fact that the Rutland Railroad Company was to construct what would practically be a new bridge at Addison Junction made this an opportune time to revive the old project of having a driveway in connection with the bridge. C. A. Stevens, A. G. Adkins and I. C. Newton were appointed a committee to take the matter up with the railroad company in an endeavor to secure this greatly desired means of passage across the lake. The same committee would also endeavor to remedy ferry conditions at Addison Junction. By May 18, 1911, the Delaware & Hudson company replied to W. G. Wallace, secretary of the Business Men's Association. In a letter, the company declined to reconsider their decision to give the name of Montcalm's Landing to the Fort Ticonderoga station. The railroad held that the name they chose was better than Ticonderoga Junction, as suggested by the association. The committee refused to be deterred in their efforts to secure a name for the station that would more closely identify it with the village of Ticonderoga. |
The September 7, 1911 edition of the Ticonderoga Sentinel announced that after October 1, 1911, the name of the station at Fort Ticonderoga, the junction of the branch line to Ticonderoga village at the the main line, and also the Lake Champlain Transportation Company terminal, would change to Montcalm Landing. Addison junction, two miles north, would change to Fort Ticonderoga. In announcing the change of names, the railroad company stated, "The restoration of historic old Fort Ticonderoga, undertaken by public spirited individuals, has made it advisable for the accommodation of visitors to this historic spot to make the above changes, inasmuch as the destroyed ruins can be reached to best advantage from the present Addison Junction station, which on the date named will, as stated, become Fort Ticonderoga. The name adopted for the Landing where the interchange of passengers between the Champlain Transportation Company and the Delaware & Hudson takes place namely, Montcalm's Landing, commemorates the landing of the French at this spot in 1757." |
On October 5, 1911, the Ticonderoga Sentinel announced the station name change to its customers. The Delaware and Hudson Railroad changed its timetables on October 1. |
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The name changed again from Montcalm Landing to Fort Ticonderoga in February 1933 timetables and has remained that way to this day.
Montcalm Landing Dock Construction This new facility was located 425 feet from shore, 525 feet overall. The dock was a huge 100’ x 300’ with a footing composed of 1500 pine piles forty feet in length. Twenty-seven of those were driven into the lakebed. The piles were capped with heavy, hewed pine timber running crosswise and five feet apart. On the lake side of the dock was 2500 yards of crushed stone filled in among the piles. The front was faced with hewed timber and the entire structure was floored with 3” plank. There were 57 fender piles of white oak thoroughly balanced and bolted making the structure look giant-like in length. |
The structure included a row of 17 white oak stubbing posts. Ten tons of bolts were used in its construction. Two 27’ wide and 1550’ long bow-shaped trestle approaches connected the dock with the shore employing 850 piles. Double track rails were laid upon the trestle and trains were run out upon the dock and through the main building. |
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A public trestle roadway 425’ long and 16’ wide extended from the shore to the dock. It was constructed upon piles, floored with 3-inch pine with a safety railing on the sides. There is an excellent photo of Montcalm Landing on page 145 of Jim Shaughnessy's book "Delaware & Hudson". The dock was under the charge of Mr. E. A. Northup until early July of 1876 when he was promoted to freight cashier at Saratoga. The Ticonderoga Sentinel indicated that he was well liked. As the dock at Montcalm Landing was completed in September of 1874 and the rails continued on the Baldwin Branch, there was a feeling of excitement in Ticonderoga. |
An excerpt from the September 12, 1874 edition of the Ticonderoga Sentinel explained it all. "She is waking up. For years the old place has indulged in a little of the "Rip van Winkle" and seemed perfectly happy dozing away, oblivious to everybody and everything...with the first sound of the coming railroad, with the first thud of the shovel and pick that turned the clay for the iron roadway, a change in Ticonderoga was noticeable. She began to wake up and look about saying to herself, "the Rip van Winkle days are past." With the promise of a railroad the impetus was given to manufacturing, machinery was set in motion and spindles began to make music. Real estate that three years ago could have been bought for a song, now is refused at fancy prices. New streets have been laid out and new residences have come into existence, we can almost say, by the hundreds. Schools and churches have received attention. The former is in a flourishing condition with able teachers and a growing attendance. The latter too is marching on, able men occupy the pulpit and another spire points heavenward, under which congregations will soon pass. All this waking up is due to the railroad; the nearer the rails come, the more life and activity was noticeable. Doubtless by the time this article is in print the iron horse will have found its way up over the hills..." |
This dock at Port Marshall was overhauled and greatly improved in March 1882 according to the March 31 issue of the Ticonderoga Sentinel. It did not specify any of the details other than stating, "...it will be put in excellent condition."
Steamboat Schedules The "Eddy" (Capt. Belden); Left for Whitehall every morning at 7:00, returning in the evening. |
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The "Vermont" (Capt. Rushlow); Left for Burlington on arrival of the noon train from the south, returning at 9 p.m. The "Minne-Ha-Ha" (Capt. Russell); Left Baldwin for Caldwell at 2 p.m. The "Ganouski" (Capt. Hulett); Left Baldwin for Caldwell at 4:15 p.m. The "Eddy" made it's last trip on Saturday, July 15, 1876. It made several trips during the travel season for many years and with encouraging financial success. Upon completion of the railroad, however, the patronage dropped until, during the 1876 season, it failed to pay its expenses.
Changes Through Time |
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The Lake George Branch began re-grading the line in May 1882 to prepare for the approaching business season. Rail regular train service began running on Monday, May 29 at which time the Vermont began running on Lake Champlain and the Horicon began running on Lake George. Beginning with this season, all mail cars were furnished with an ax, saw, and hatchet by order of the US Government for the use of agents in the event of an accident. New timetables took effect on June 19. All summer coaches on the Delaware and Hudson Canal Co. were thoroughly overhauled, newly refinished, reupholstered and placed into service on the line. A fire ax was added in each car. By July 23, 1891, the Lake George mail, usually carried by a team of horses from Ticonderoga to Baldwin, was carried by the Baldwin branch trains.
Rail Siding &
Facilities Delaware and Hudson Railroad information from 1969 denoted that the siding was bracketed by LC Cabin and TI Cabin on the south and north ends respectively. Michael Kudish confirms this in his book, "Railroads of the Adirondacks". There were numerous spur tracks and crossovers at Defiance siding. Timetables from 1928 show a watering facility and two stock pens at milepost 99.35. The railroad trestle over the water was removed around 1928 according to railroad track schematics. |
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The Fort View House Near this location was the Fort View House also known as Wicker's Hotel. The building was a hotel in earlier years. More recently, the Fort View House became a local watering hole and restaurant. Today, it's known as Ye Old Fort View Inn and is still located near the rail siding on State Route 22. The Fort View provides a nice view of the railroad tracks (if you're a rail fan) and Fort Ticonderoga just across the water. My wife and I stop here for lunch whenever we visit the Ticonderoga area. |
Attempts to Discontinue Fort Ti Station The Public Service Commission approved the request in February 1933, but required the railroad to continue handling carload freight at the station under the supervision of the agent in Ticonderoga. The Ticonderoga Chamber of Commerce adopted the resolution and asked the Delaware and Hudson to apply the name "Fort Ticonderoga" to the station then known as Montcalm Landing. |
The Delaware and Hudson announced in May 1939 that railroad service to Fort Ticonderoga would not be curtailed as anticipated once the new railroad schedules were issued. The Ticonderoga Chamber of Commerce was disturbed over information they received to the effect that a new trains scheduled by the railroad would not make stops at the Fort Ticonderoga station. E. T. Gillooley, Delaware and Hudson general passenger agent stated that the railroad would maintain service to Ticonderoga in the same degree as previous years although changes in the schedules were made and a new train added. New timetables, effective April 30, 1939, noted the schedules were the same as the Spring timetable of the previous year. Changes made in the schedules of trains 1, 2, 5, 7, 8, 9, and 10 included only adjustments to account for the change to Daylight Savings Time. The new schedule, effective June 25th, introduced a new train, number 39, would operate from New York City to Plattsburg arriving at Fort Ticonderoga at 2:10 p.m. Southbound train number 34, the Laurentian, would have a conditional stop at Fort Ticonderoga arriving at 1:53 p.m. to discharge passengers from Montreal.
Embarrassing Fort Ti Station |
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The Delaware and Hudson finally consented to the Transportation Committee's recommendations. On April 12 1939, the Transportation Committee happily reported that the Delaware and Hudson began making improvements. Committee member Eliot Spalding reported that a Mr. Burch of the railroad had informed the town that a force of men had begun work on the station canopy. Upon completion of these remedial changes in June, the canopy was extended 50 feet to the north and 50 feet to the south. |
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The Ft. View House still stands and is now known as the Ft View Inn. This postcard view shows how it looked years ago. Date unknown. (postcard photo, M. Wright collection) |
Montcalm Landing to Ticonderoga |
Ticonderoga Feldspar Company |
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Here is another postcard photo of the Ft. View House at Montcalm Landing. Notice the nice switch stand lamp in the foreground. Date unknown. (postcard photo, M. Wright collection) |
M. Y. Ferris, former superintendent of the International Mineral Company, while prospecting on the Wilson property about a mile from Ticonderoga, located this large deposit of feldspar. Ferris was instrumental in organizing the Ticonderoga Feldspar Company, Incorporated, in which E. T. Downs and several other parties had an interest. The May 23, 1907 issue of the Ticonderoga Sentinel reported at the time that the proposition looked exceptional and it was hoped that this new business would provide another thriving industry for the town. The extensive and high quality deposit was free from mica and could be worked at a comparatively small cost. The purity of the feldspar permitted its use for pottery purposes, however, the surface spar was converted into roofing material. It was rumored that Alex King leased land for the erection of the mill and that a tram car would lead from the mine to the mill. Upon the deposit's discovery, machinery for a mill was built and shipped to the site. The railroad also constructed a spur from the branch line to the mill. |
The Ticonderoga Sentinel identified the location of the deposit to be on the branch line of the Delaware and Hudson railroad into the village. Mr. Provoncha also identified the location of the mine at approximately 30 feet after the the branch line railroad tracks crossed what is now Route 22. The Bureau of Mines report stated the Ticonderoga Quarry was located one mile southeast of Ticonderoga on the south side of the railroad between Ticonderoga and Montcalm Landing. All sources seemed to be in agreement and Mr. Provoncha confirmed these sources as the location of the Ticonderoga Feldspar Company. |
The mine was situated in a small glen facing northeast and was reported as having very abrupt walls and a single opening on an eastern hillside. The face was about 60 feet in height and and 30 feet wide. The mine was worked to a depth of 20 feet in 1910. The company's small mill at the mine was equipped with a Blake crusher and a vibratory screen. The "Economic Geology" report indicated that at the time of the author's visit in April 1909, the quarry had not been operated for many years. Because the dike was so completely charged with medium coarse-grained pegmatite with massive intrusions of calcitite and large amounts of finely crystallized hornblende, the mine report stated that the production of pure feldspar would be very expensive if not quite impossible. |
Barrett Manufacturing Company |
The rock here was typical granite-pegmatite with some gray quartz intergrown with other minerals. The most abundant feldspar was pearl-gray potash feldspar (microline). About one fourth as abundant as the gray microline was a light green soda-lime feldspar (oligoclase), similar to that found in the Crown Point Feldspar Company quarry whose remnants are seen today as the tall cement spar silos along the road from Ticonderoga to Crown Point and parallel to the mainline of the Delaware and Hudson railroad. Graphite granite was abundant and and biotite, the principal iron-bearing mineral, was scattered irregularly and abundantly through the rock. Black tourmaline was also occasionally found in the quarry. |
Excavation at the quarry was accomplished by using steam drills. The pegmatite was then hauled by tram cars to the mill, a few yards distant. There it was placed into storage bins and eventually to a Blake crusher to 20-inch crushing coils and to Jeffery vibrating screens. These screened the material to various desired sizes. All of the product was used in the manufacture of ready roofing material, poultry grit, facings for cement blocks, and other products. None of the material was pottery grade. The crushed and sized product was hauled by wagon the one and three quarter miles to the railroad at Ticonderoga. |
Scrap Dealer |
Monroe Wholesale My uncle ended up purchasing the Fish home and lived there until his death. The home still exists today on the corner of The Portage and Battery Street although it is no longer in my uncle's family. I always knew the wholesale business as E. J. Monroe. Monroe purchased the wholesale business and renamed it the E. J. Monroe Wholesale, a Crane wholesale distributor of plumbing supplies. The exact date of this sale is not known. This date was at least as early as 1962 as that is the date corresponding to reports of Monroe opening a Vermont franchise to join the Ticonderoga store. |
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E. J. Monroe was president and director of this wholesale distributor of plumbing and heating equipment business. He owned additional branch stores in West Rutland, Vermont and Plattsburg, New York. These businesses operated under the official name, Monroe Wholesale, Inc. The wholesale building had a loading track on the east side of main track and parallel to it that made for easy loading and unloading through a large freight door. Approaching from the northeast, a switch was located just before Defiance Street with a second switch just past the track's crossing on The Portage. Delivery and pickup was possible by pulling or shoving freight cars onto this loading track. Although these switches were functional during my childhood (mid 1960s to 1970s), I never witnessed their use or any freight cars sitting on the siding at the Monroe building. |
My uncle purchased a home for my grandmother on the west side of The Portage, very close to the wholesale, soon after joining the U.S. Marines in the 1940s. The home was located at the intersection of Defiance Street and The Portage. One of my closest aunts lived in this home for years to care for my maternal grandmother and grandfather. My grandparents eventually transferred the home to this aunt who lost her husband in Italy in 1943. I spent a majority of my youth playing with a cousin and other friends in this area. My mother and I eventually moved into this house with my Aunt around 1974. This created essentially two separate living spaces within the house. My aunt continued to care for the home when my mother moved south until my aunt's eventual passing in 2004. Following this, the home transferred to my next oldest brother where it remains today. |
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During my youth, I can remember the freight trains crossing The Portage near E. J. Monroe’s on their way to Pond Lumber & Coal Company and Catlin’s Farm Supply, customers further to the southwest along the line. The rail crossing on Defiance Street had no protection at all except for simple railroad crossing bucks. The Portage crossing however, had crossing bucks, dual flashing red lights, and a very annoying warning bell. |
At this same location, the crossing lights (milepost 101.65) on The Portage would sometimes begin flashing when there wasn’t a train within 20 miles. As kids, my friends and I used to look for the train and wave the cars through to help the motorists. I don’t know who was dumber, my friends and I or the people who believed us and drove over the crossing. We meant well, but anyone trusting their life at a railroad crossing to a bunch of kids probably should have thought better of it. The crossing lights remained for years following abandonment of the line until they were finally removed. |
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Academy Station It was a station in name only and no physical structure existed at Academy. During my mother's youth in the late 1920s and early 1930s, Delaware and Hudson passenger trains stopped near the wholesale building location to pick up and drop off passengers on the way to Baldwin Dock on Lake George. |
Upon completion of the Ticonderoga branch of the railroad in 1891, passenger and freight station facilities were constructed in the Village of Ticonderoga. For the period of 1875 to approximately 1892, passengers bound for Ticonderoga were discharged at Academy Station. The Baldwin branch train only stopped at Academy station on signal. The name Academy comes from the Ticonderoga Academy which was the first high school in Ticonderoga and located a short distance to the north along The Portage. It was constructed in 1858 and remained until 1906 when the Central School (where I attended Kindergarten - I believe the last class to do so) was built upon the Academy's site. |
Demolition of the Central School began in the Spring of 2001 and was completed later that summer. The demolition of Central School was probably one of the saddest changes I ever witnessed in Ticonderoga other than the actual removal of the railroad tracks.. |
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Ticonderoga to Alexandria The mainline track continued southwest passing many homes and a great sliding hill in the winter. It traveled behind Alexandria Grammar School (constructed in 1896) on the corner of Champlain Avenue (William Street) and Carillon Road (James Street) and near the Ephraim Blood residence on Champlain Avenue, which my friends and I always thought looked like a haunted house. If there was a drop of paint on that house, I never saw it and never remember going anywhere near it alone when I was much, much younger. During high school, I always walked a little faster when I came to this point following the tracks to school. That may have also had something to do with people coming out of that house to shout at us to keep off their property as we walked along the railroad tracks, which were literally right outside the back door. The tracks passed between the school and Blood's home and then immediately crossed Champlain Avenue. |
This is Alexandria school which served this area of Ticonderoga for years. The railroad tracks passed behind the school about 50 or so feet down a small embankment. Champlain Avenue is off the left side of the photo while Carillon Road borders the front of the school. (postcard photo, M. Wright collection) |
Coaling Station There were several structures making up this facility including the coal trestle/shed, two oil tanks, two coal tanks, scales, and an office. The railroad's 1934 official list shows the coaling station as out of service. This must have occurred sometime between 1930 and 1934. |
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The coaling station still remained in the mid- to late 1970s. The last time I checked on this around 1992, the tower was gone. All that remained were the stone piers and trestle footing for the tracks. Today, I am unsure of exactly what remains as I have not made the journey along the old road bed in some time. This is more difficult now as many private homes have claimed the old railroad right-of-way. |
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Grain and Coal
Customers I seem to remember going to Catlin's store at least once with my father when I was very young. I'm not sure why, but we did have a cat named "Coalie" and a yellow canary named "Smokey" when I was around 2 or 3 years old so perhaps he was buying pet food. I can still remember that feed store smell.
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The former Catlin building was destroyed by an early Friday morning fire on September 6, 1974. The fire, of suspicious origin, endangered several homes as well as the Pond, Lumber and Coal company. Catlin's Farm Supply was rebuilt at a different location within the village. The business now resides near the south entrance of the Ticonderoga Wal-Mart store. |
In 1912, a spur split from the mainline and proceeded southwest approximately 75
feet until splitting a second time into two spurs. The right branch of
this spur turned slightly northwest and traveled into some undefined business
which may have been paper making related. The left branch of
the spur serviced the feed
company via a
short spur track approximately 300 feet in length.
By 1960, the spur serving Catlin Farm Supply was much
more simplified with only the single track running alongside the feed company.
I remember seeing a freight car or two on the Catlin siding several times during my
youth. I can only assume that Catlin's Farm Supply and Pond Lumber & Coal Company continued as
Delaware and Hudson customers for some time although I have no idea as to when
the line was
discontinued. It was in existence serving Pond Lumber
& Coal at least as late as 1974 when the rail line was cited
in a New York State report on abandoned rights of way. |
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Upper Mill
Sidings The Lake George Pulp and Paper Company was organized in 1882. The first newsprint ever produced in the Town of Ticonderoga was produced by this mill in 1883. A very long spur to the right traveled approximately 625 feet past the mill's horse shed, water tank, and into the boiler house on the north end of the facility. The left spur traveled approximately 360 feet along side the mill's storehouse number 3 and finishing building number 2 ending at the entrance to the plate girder bridge (still remaining) over the Ticonderoga Creek. |
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Coal and Lumber Pond Lumber & Coal was known as the Wallace Brothers Coal Company in 1912. This business consisted of a lumber shed, coal shed, office, store, and smaller shed. |
The next owner was Herbert Wheeler. Wheeler sold the business to F. C. Pond who took over on November 17, 1924. Pond, of J. E. Pond & Son was involved in the lumber manufacturing business in Crown Point. Pond incorporated the business under the name of Pond Lumber & Coal Company. He enlarged the business erecting a storage shed, conducted a lumber yard at the coal elevator, and carried a stock of tile, cement, wallboard, and other building products. The lumber yards and other Pond interests including the J. E. Pond & Son business supplied the Ticonderoga business. |
The Pond Company was badly damaged by fire on January 28, 1938. The morning fire was attributed to an electric motor located at the top of a coal shed. Andrew Lewis, company foreman, discovered the fire as he and a crew of workmen were unloading a railroad carload of coke. The blaze began a considerable time before its discovery. When discovered, the entire upper part of the structure was a mass of flames. Ticonderoga's three fire companies responded immediately. Two nearby hydrants had insufficient pressure to supply both pumpers, and a line from one of the pumpers was carried to the outlet of Lake George, a considerable distance away. Water was pumped from the Lake to the fire truck. Intense cold hampered The firemen throughout the morning. The fire caused considerable damage to the company's coal plant and elevator at an estimated loss of $12,000. The destroyed buildings were constructed years earlier, and their wooden walls, partitions and roofs made the property an easy victim to the fire. All of the company's lumber supplies were salvaged and records were saved, but a small structure containing a quantity of roofing materials was destroyed. Although 500 tons of coal were saved, the fire consumed another 100 tons. Fireman had the blaze under control by early afternoon, but the ruins continued to smolder throughout Friday night and Saturday. Fire companies returned to the scene Sunday morning when the flames rekindled and momentarily endangered adjacent buildings. The fire was completely extinguished by Sunday night and the company eventually rebuilt the destroyed structures. |
All of the tracks in the Lake George Avenue crossing area had disappeared by 1960, except for the spur into Pond Lumber & Coal. I went here several times with my mother while I was growing up. I don't remember what we purchased there, but it surely was not coal. The only coal associated with the business at that time was in their name. |
Continuing southwest along the main line, immediately after the switch into the coal company, another spur branched off to the south side of the main in a southwesterly direction for about 240 feet. This spur served the mill's storehouse number 1 on the south side of the Ticonderoga Creek. The storehouse had a loading platform that extended the length of the building and running along side the track. The main then passed the village water works pumping station to the southeast and crossed over the Ticonderoga Creek above the Upper Falls on a plate girder bridge that still stands today. This location is the outlet of Lake George. Here, Lake George empties into Lake Champlain via the Ticonderoga Creek (La Chute River) through a series of water falls. |
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"A" Mill Facilities
All of these tracks still existed in 1912 and 1923 according to Sanborn Fire Insurance
maps, but by 1945, Sanborn shows all of the mill spurs and many of the mill
structures on the upper falls had disappeared except for the short 175 foot spur
southeast of the ground wood mill "A."
There was also a beater
room constructed by the mill sometime between 1923 and 1945 on the west side of
this spur. In the late 1960’s, however, I only remember the the one
spur to Catlin’s Farm Supply
The mill structures on the
upper falls were gone.
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It's a late winter afternoon judging from the long shadows to the northeast. Seen here is the railroad bridge over the La Chute and Alexandria Avenue crossing. One rail spur runs northeast into the "A" mill complex. Lord Howe Avenue runs from the intersection to the upper left of the photo. The road to Baldwin Dock leaves the intersection to the bottom of the photo. (photo courtesy Ticonderoga Heritage Museum) |
Alexandria to Baldwin
Standard Oil Company |
In 1960, this business consisted of a loading platform along the spur with two oil tanks next to the platform. Another three oil tanks and various structures were located near these. Oil storage tanks remain in this area today as part of the former Ti Oil business. In 1974, this facility contained the Firestone Carport and Ti Carwash. |
The tracks traveled approximately one mile before crossing Pine Springs Road. Continuing about one and a half miles, mostly through open meadow, the rails crossed Essex Country Road 5 (Baldwin Road), traveling in a westerly direction. The tracks again crossed the county road and continued along the Lake George beach front for approximately a quarter mile. The tracks then proceeded southwest crossing the counry road approximately 300 feet before arriving at Baldwin Dock on the east side of the county road. Today, no rails exist to Baldwin Dock and many of the current residents along the old roadbed have acquired title to the old roadbed that crossed their property. Many of the abutting property owners have since improved the properties and dwellings. |
The Railroad and Baldwin Dock |
The Delaware and Hudson Canal Company began building its new depot at Baldwin in March 1882. The depot was 250 feet in length. At the same time, the steamboat company began erecting a new 100-foot long and 40-foot wide covered walkway to the dock. The railroad structure at Baldwin station was denoted as "Arcade" in the Delaware & Hudson publication "Passenger and Freight Stations." "Arcade" actually refers to the metal canopy covering the concrete floor near the old wooden landing. The Delaware & Hudson Railroad also maintained a 54 foot turntable at Baldwin Dock to turn the engines. This was hand powered and existed at least as late as 1923, but was certainly removed sometime before 1928. |
The End of Baldwin Mail Service "Discontinued - Ticonderoga to Baldwin, 6 round trips a week, 1 trip 1 way, morning and evening during the period each year that postal clerk is employed on Ticonderoga and Lake George Railway post office from May 1 to about October 31." |
Under the heading of changed service, a further announcement was also made relative to service between Ticonderoga post office and Montcalm Landing, and between the local post office and Baldwin. The announcement read: "Ticonderoga at Montcalm Landing Station, 1.13 miles. Service is restated to be as follows: Between the post office at Ticonderoga, N.Y. and Montcalm Landing, 1.13 miles (as often as required); also between the post office at Ticonderoga and Baldwin, 3.5 miles (as often as required) during the period of year postal-clerk service is in effect on Ticonderoga and Lake George Railway post office." |
Discontinuance of Baldwin Station In 1935, no carload freight was forwarded or received and the entire business at Baldwin consisted of less than a carload shipment according to a 1935 railroad report. Business in 1936 consisted of one outbound carload shipment of freight and one less-than-carload shipment. |
On October 22, 1935, the New York State Public Service Commission approved and adopted a request from the Essex County Board of Supervisors and directed the relocation of the Baldwin Branch railroad crossing on Alexandria Road to a point approximately 349 feet northeast of its then present location. The County desired to locate this highway farther from the shore line of Lake George to avoid having the highway damaged by high water or storms on the lake. The order required the County to surface the crossing with bituminous for a width of 24 feet between the rails and for two feet from the sides of each rail. The Essex Country Board of Supervisors assumed all cost for the work. The request claimed that regular steamship service on Lake Champlain was discontinued and that there were no regular passenger trains to Baldwin any longer and only an occasional freight over the crossing. It was proposed that the views of those few remaining trains would be better improved at the new proposed crossing. All interested parties expressed a willingness to relocate the rail crossing as directed by the County. Following the crossing relocation, the previous crossing was closed to traffic. |
In 1937 there were no less-than-carload shipments forwarded or received and there were only a few outbound carload shipments of scrap metal transferred from the Lake George boats. No further scrap metal shipments were expected. |
On February 24, 1939, the Public Service Commission granted the Delaware and Hudson's application for permission to discontinue their station at Baldwin in the Town of Ticonderoga, county of Essex. The granting of the petition permitted the removal of Baldwin from the railroad's traffic schedules and resulted in some small savings associated with the printing and keeping of records. There was no station building at Baldwin during this time. It had become customary to load and unload any freight directly into and out of rail cars on the track as there had been no agent at Baldwin since the closing of the steamship traffic in 1932. |
Abandonment of the Baldwin Branch |
The tracks leading to Baldwin Dock just south of Alexandria Road near the oil storage site were dismantled sometime prior to 1950 according to the maps in my collection. Maps from 1960 show the line dismantled a short distance after the oil storage business. |
The New York State Department of Transportation conducted a study between 1972 and 1974 to inventory abandoned railroads within the state. Their report, "Inventory of Abandoned Railroad Rights of Way," was published in 1974 with no copyright notice and remains in the public domain through the New York State Library. Region #1 of this report (map code 1-4) discusses the Delaware and Hudson Railroad, Baldwin Dock to Ticonderoga section of abandoned right of way. The report stated, |
"The southernmost end of the line is found just west of the County Road at Baldwin 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." |
The report listed no structures remaining intact. Because most of the roadbed was very close to existing grade, the researchers were not able to establish if any of it had been removed. The terrain was described as generally a flat meadow. Most of the abutting property was unused meadow. It was surmised that because a large number of parcels had 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. Access to the former right of way can be obtained at Baldwin Dock and Pine Spring Park Road. |
Commemorating the Baldwin Branch Each cover was postmarked in Ticonderoga using a special postmark. The large postmark feature a steam locomotive and tender and text stating, "Baldwin Branch Station," "Ticonderoga NY 12883," "May 2, 2006," and "Champlain 2009." It also included a graphical depiction of Lake Champlain on the right. |
This first postal cover postage included an "All Aboard Trains" locomotive commemorative stamp and two 3 cent bird definitive stamps. The cover entitled, "A Ticket to Anywhere..." depicts a Delaware and Hudson passenger ticket to Montcalm Landing, a Delaware and Hudson passenger ticket to Fort Ticonderoga, and a Delaware and Hudson baggage ticket. |
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This second postal cover postage included an "All Aboard Trains" locomotive commemorative stamp, a 3 cent 1955 Fort Ticonderoga bicentennial commemorative stamp, a 2 cent Locomotive 1870's definitive stamp, and a 2 cent bird definitive stamp. This cover, entitled "The Bridge Line to and from New England and Canada," includes pictures of the Delaware and Hudson bridgeline shield, a Delaware and Hudson 500-mile ticket book and ticket, and a Delaware and Hudson baggage ticket. |
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The third postal cover postage includes an "All Aboard Trains" locomotive commemorative stamp, a 3 cent 1955 Fort Ticonderoga bicentennial commemorative stamp, and two 2 cent Locomotive 1870's definitive stamps. This cover commemorates the importance of the railroads to the local commerce and is entitled, "Bringin' the goods to a young growin' land." Artwork includes a Central Vermont Railroad way bill and a Delaware and Hudson freight bill labeled Ticonderoga. It also included the old circular Delaware and Hudson bridgeline shield and the Central Vermont Railroad logo. |
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The fourth and final postal item in the set was a post card. The front of the card included the standard postal cancellation and the phrase, "All Aboard!" Postage included a 2 cent locomotive definitive stamp, a 2 cent bird definitive stamp, and a 20 cent Cog Railway 1870's stamp. The reverse of the post card depicted a nice little system map of the Delaware and Hudson Canal Railroad Company. These commemorative items were available from the Ticonderoga Post Office for a short period of time. |
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Baldwin Dock
The Baldwin Dock area was initially known as Coates' Landing in the late eighteenth and early nineteenth centuries. James Coates was a Scottish founder of the largest thread and garment making industry in Europe in the last half of the 1700s. |
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After the Revolution, Coates and his son traveled to the Colonies and established a tailor's shop on this point. The name was changed to Baldwin when the steamboat company purchased the property from Mr. William G. Baldwin in 1863. Other opinions have stated the name comes from a Captain in the British Army during the French and Indian War, named Alexander Baldwin. Baldwin Landing eventually became the northern terminus for the Lake George steamboats. The earlier, smaller steamboats had to run nearly a mile further past Baldwin, which became impossible for the larger steamboats due to a combination of their larger drafts and the very shallow waters beyond Baldwin consisting of a windy, uncertain channel. |
The Delaware and Hudson Railroad connected Baldwin terminal with the town of Ticonderoga approximately two miles away. Prior to the railroad, a number of horse-drawn stagecoaches performed the same function. These stages ushered passengers between the Lake George and Lake Champlain terminals through a hilly and rough roadway. The road made two crossings of the La Chute River. The first bridge was along the approach to the upper falls in the small village of Alexandria. The village of Alexandria was named after Alexander Ellis, a British land baron who purchased wilderness properties from Revolutionary War soldiers who were issued the land in lieu of salary for their service in the colonial army. The small community of Alexandria once thrived at the northern most aspect of Lake George. The second crossing was over a wooden structure not far from the lower falls in the village of Ticonderoga. |
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A dock facility was built at Baldwin in 1875 and was enlarged and improved over the years. An extensive number of buildings were constructed as well. These were all detailed by the Delaware and Hudson in its Lake George Steamboat Company's "The Steamboats of Lake George 1817 to 1932." |
Perhaps it's difficult for anyone today to fully appreciate the activity at Baldwin over a century ago. However, Thomas Reeves Lord's book, "Still More Stories of Lake George Fact and Fancy", relates the report of a noted nineteenth century Lake George writer, Max Reid. Reid stated, "...at the landing at Baldwin one is beset with a feeling of loneliness, although it is far from being a lonely place. For a short time each day the place is all action. The steamer is in sight up the lake; the rumble of the incoming train is heard; the steamer approaches with a wide detour and makes for the dock. Men prepare to retrieve the lines and a gangplank is lowered to connect passengers with shore. The train arrives and soon two streams of passengers are hurrying along the dock, from train to steamer and from steamer to train, in needless haste, forgetting that the transportation company is as anxious for their patronage as they are for their transportation. Soon the steamer sounds its whistle and slowly pulls away from the dock; the long train of cars steams away, and this little pocket of the mountains is left to silence once again." |
Baldwin's Beginnings - Cook's Landing
& The Baldwin Shipyards The Lake George Steamboat Company decided that eventually a change would be necessary for steamboat operations. On March 17, 1875, the Company purchased a parcel of land (indicated "A" on map) at Baldwin situated about 150 yards west of the railroad terminus from Henry G. Burleigh of Whitehall. This parcel was approximately 200 feet square and contained about one acre. Although the company was in the possession of the land at Baldwin, it strangely made no immediate effort to develop the property into a shipyard. The land remained neglected for 25 years. |
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The Lake George Steamboat Company still retained Cook's Landing as its repair yard and it was still suitable for the wooden boats of lighter draft still in operation at the time. Ten years after the first land purchase, the steamboat company purchased a second parcel (indicated "B" on map) of land at Baldwin. This was about 300 yards farther to the west along the lake front and conveyed to the company on December 10, 1885 by Charles M. Wardner. The shoreline was only about half as wide as the original parcel. Its area was about the same due to its greater depth. The first and second parcels did not adjoin one another. This second parcel was also referred to as the "Old Shipyard." The property was intersected by the Ticonderoga - Rogers' Rock Highway. |
A small frame dwelling located at the northeast corner of the yard was assigned to the Foreman in charge of the yard. The Foreman's dwelling was completely rebuilt in 1915. It was always occupied by the Foreman, Mr. George H. Loomis and his family. |
Construction continued with the building of a set of hauling-out ways. Two frame sheds were also erected for storage of tackle and equipment. In 1903, the old shipyard at Cook's was abandoned. From that time until the development of the new shipyard at Baldwin, the steamboats lay at the Baldwin dock for winter quarters and when hull repairs were required. Ships were then taken to the "Old Yard" and hauled out on the ways for launching. In the first week of March, 1910, a crew of men was at work rebuilding the Baldwin dock from the water up and raising it by two feet. The Lake George Steamboat Company began negotiating with Commodore H. B. Moore for the purchase of the Coates Point property. Securing this property was expected to result in the company using it for the boat yard which was currently located between the Moore and Smith cottages in Heart Bay. |
In the Fall of 1909, management realized that the new steamboats being planned such as the Horicon II would be larger and heavier than any ships previously constructed and a more adequate yard would be required for the launching and maintaining of these boats. This led to the development of the "New Baldwin Shipyard." The Coates Point property was first reported as belonging to the Lake George Steamboat Company on April 21, 1910. The steamboat company obtained the property from Commodore H. B. Moore in exchange for the old shipyard. Owners of cottages on Coates Point were uncertain of their futures and whether they would have to move. On April 27, 1910, the steamboat company purchased a strip of land running about 600 yards along the lake front from Commodore Harrison B. Moore (indicated "C" on map). The Company paid a sum of $5,000.00 for the property and also deeded the "Old Yard" to Mr. Moore since it no longer had any need for it. The Company was quite fortunate in its purchase of the "New Yard" since it was adjacent to the steamboat landing and the highway. It also surrounded on three sides the original parcel purchased in 1875 and connected the first and second parcels. There was ample accommodation and proper grade for the installation of hauling-out ways on the western edge of the property. |
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The Lake George Steamboat Co. began moving material and one building from the old boatyard, between the Moore and Smith cottages to the new site on Coates Point on Monday, May 12, 1910. The company planned to put in ways about seventy five feet from the Tintemau line, which necessitated the removal of the Cull camp. The new steamer, Horicon, would be assembled on these ways. The railroad track was extended from Baldwin dock across the bay to the yard. None of the other camps on the point, with the exception of the Cull camp, one of the finest camping sites on this end of the lake, were disturbed by the work. |
On Thursday, September 1, 1910, the Delaware and Hudson Railroad had a crew of men busy in the construction of a new road to the Baldwin dock in order to eliminate the steep, crooked, and sandy hill used at that time. The new road was constructed along the side of the hill in back of the clubhouses. |
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A haphazard condition existed in regard to the ownership of the lake front at the steamboat terminal from 1910 until 1928. Due to a changing shoreline, some of the shop buildings were partially on Delaware and Hudson Railroad property and partially on reclaimed land abutting the railroad right-of-way over which the railroad claimed ownership. The Delaware and Hudson Company deeded the strip of land (indicated "D" on map) to the Lake George Steamboat Company on August 24, 1928 in order to remedy this condition. The railroad, however, reserved to itself in perpetuity, the privilege of maintaining tracks and operating trains over its present right-of-way. This final transfer of property completed the holdings of the Lake George Steamboat Company at Baldwin and also protected the railroad's investment at that point. Immediately after obtaining title, the Company began work on the development of the new shipyard. The first developments were the ways and steamboat landing. The shed in the "Old Yard" used to store tackle and equipment was moved to the "New Yard" and used for similar purposes. |
The Delaware and Hudson Canal Company railroad coach #13 "Lake Champlain" is visible at Baldwin Dock. The Lake George steamer Horicon sits docked for arriving and departing passengers. This picture was captured and preserved on an old stereo card. (stereo view card photo, M. Wright collection) | |
The storage shed was used in connection with the marine railway. The old wooden landing was rebuilt with a substantial foundation, concrete floor, and was covered with a metal canopy. The new landing was "T" shaped and carried out 100 feet from the shore line with a 125 foot face. A crib was constructed immediately to the north for additional protection in mooring the steamboats. The steamboat company made a new shore line south of the steamboat landing by connecting a freight dock. This straightened the curve of the old shore line and added approximately 1,200 square yards to the area of the shipyard. A small building at the shore end of the steamboat landing, formerly used as a saloon, was converted into a lunch room and cigar stand for company patrons. A cluster of small buildings was erected to the south of the lunch room. These consisted of a boiler house, scrape shop, carpenter shop, storehouse, paint shop, and blacksmith shop. Later, a small oil house was erected between the carpenter shop and storehouse. An ice house, lumber shed, and garage were constructed north of the lunch room and completed the buildings in the "New Yard." |
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On September 18, 1924, the steamboat company increased its holdings at Baldwin by purchasing a coal dock and trestle at the southerly end of the dock from the American Graphite Company of New Jersey. The trestle connected to the tracks of the Delaware and Hudson Railroad. It was leased to the railroad for the hauling of coal to points up the lake. The Baldwin Shipyard boundaries contained several acres of desirable shore front property which was not required for operating the shipyard. The Lake George Steamboat Company leased these lots for the erection of summer cottages. These leases were first extended to the company's employees and later to the general public. |
In 1928, this colony included 15 cottages and provided the steamboat company with an annual rental fee of $555.00. This thriving summer colony developed by the company still exists today although all cottages and homes are privately owned. |
The Baldwin Marine Railway |
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The cradle was the unit upon which the ship rested while being hauled out upon the track and where it remained when not water-borne. The Baldwin cradle had a total length of 205 feet with an extreme width of 60 feet. It was equipped with set of eleven keel blocks upon which the ship rested. On either side of the keel blocks were a set of bilge blocks operated by chains and hand-winches from the docking platform at the outer edge of the cradle. In order to haul a vessel, the cradle was run to the outboard end of the track where the water was a depth of six to twelve feet over the keel blocks. The water-borne vessel was centered on the cradle and the prow secured to the inboard end of the cradle. |
The cradle was then steadily hauled ashore with the ship settling to rest on the keel blocks with the bilge blocks drawn in against the hull to steady the vessel while it rested in the cradle. The cradle was constructed mostly of long-leaf yellow pine set on structural steel beams. |
The track upon which the cradle moved was 540 feet in length. Approximately 380 feet of this track was under water. The track was constructed of re-enforced concrete from the upper end to the water level. From the water line to the outer end it was built of wood consisting of three tiers of timber resting on piles. The rails consisted of flat steel plates of various thickness and securely fastened. The rollers under the cradle were built of cast iron and were nested in frames fifteen feet long connected together interchangeably. |
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The marine railway was operated by steam. The cradle was hauled over the track by a single chain of manganese steel. The chain was huge and weighed 7.5 tons. The engines were a pair of link-motion reversing steam engines. The boiler operating the railway was the boiler of the old harbor tender Mariquita of the Champlain Transportation Company, originally installed in the Mariquita in 1873. It required 30 minutes to haul a vessel from the moment it was placed on the cradle until it was high and dry at the inboard end of the track. The hauling out of a vessel the size of the Horicon II once required nearly a month to get the vessel ashore. This slow progress was accomplished using seven teams of horses and winding the hauling ropes around the winches. Several broken chains and sheaves were also replaced before the vessel was successfully hauled out. |
The total cost of hauling a vessel on the old ship-ways was approximately $3,000 including labor and material. The cost of fuel and labor on the marine railway was about $40.00. |
Lake Steamships & Travel |
The Baldwin boat would leave the terminal at 8:00 a.m. and head south picking up and discharging passengers while the second boat would head north performing the same duties. Upon reaching the opposite ends of the lake, the two steamships turned around and repeated the process for the return trip. Baldwin dock, was quite a popular and busy location during my mother’s younger days (she would have been about 10 when passenger traffic ended in 1932). I remember she would tell me how she used to fondly wave to the passenger trains crossing The Portage near E. J. Monroe’s on their way to Baldwin dock. Traffic was heavy in those days with both passenger traffic to Baldwin Dock and freight traffic to the upper mills of the paper company and a few businesses along the Baldwin Branch. |
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This steamboat coupon entitled the bearer to a 25 cent discount off the regular 75 cent round trip ticket price to ride the steamboat Mohican from Ticonderoga Landing to Lake George and back. The ticket was issued by the Ticonderoga Chamber of Commerce. Passengers boarded at 10 a.m. and arrived back in Ticonderoga at 7 p.m. (M. Wright collection) | |
An increase in lake travel around 1882 necessitated the construction of another Lake George steamship, the side-wheeler Ticonderoga. The Ticonderoga replaced the Ganouskie on the lake. Construction materials were placed at Cook's Landing and the Ticonderoga was on the lake by the spring of 1883. The ship was 172 feet long, 46 feet in breadth, 9 feet depth of hold, and displaced 500 tons. Its very large engine and large paddle wheel allowed her to run at 20 miles per hour and could accommodate just under 1,000 passengers. |
The Ticonderoga was one of the most beautiful and best appointed boats ever placed upon the northern waters. The steamboat company spared no expense in making the boat perfect for the work assigned to it. The ship was expected to match the Horicon in speed and in some respects was more convenient, having larger dining accommodations. The Ticonderoga was a little smaller than the Horicon, but was expected to be large enough to satisfy all demands. It contained rich carpets and furniture and many decorations. A large picture of the ruins of Fort Ticonderoga hung in one of the wheelhouses. The second wheelhouse had a picture of Mount Marcy. The Ticonderoga made her trial voyage on Monday, June 30, 1884. |
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Unfortunately, the Ticonderoga met with disaster on August 28, 1901 when it was destroyed by fire just after leaving Baldwin. The ship made it to Rogers Rock Landing where everyone disembarked safely. In February 1904, a number of men began work at Roger Rock to remove the remains of the steamer. A second Ticonderoga was christened in April of 1906, but this vessel ran along the waters of Lake Champlain. This one now resides in the Shelburne Museum in Vermont.
The Ganouski |
The Sagamore The northbound Sagamore arrived at Baldwin Dock at 7:20 p.m. daily except Sunday and 7:15 p.m. on Sundays with limited stops. The southbound Sagamore left Baldwin daily at 7:15 a.m. and 12:50 p.m. on Sundays with limited stops to Lake George (Caldwell). |
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The Mohican II In a short period of time, the graceful craft was resting on the waters of Lake George. Among the others present were Miss Loree's mother and brother; General Manager D. A. Loomis and Mrs. Loomis; General Manager Fasset of The United Traction company and Hudson Valley railway; James MacMartin, Chief Engineer of The Delaware and Hudson Company; W. J. Mullin, General Traffic manager; O. H. Booth, cashier; Andrew Fletcher, President of The W. & A. Fletcher company, contractors for the hull and machinery; J. W. Millard, naval architect who designed the boat; T. S. Marvel President of The T. S. Marvel Shipbuilding company, who subcontracted the hull; Capt. J. H. Manville of the steamer Sagamore; Capt. Wesley Fiukle of the steamer Mohican who would command the new Mohican; Walter P. Harris and Elmer Wildee, pilots of the Sagamore; John L. Washburn and A. A. Fisher, pilots of the Horicon; and other employees, friends and patrons of the line. After serving lunch, the party was sent through Lake George by special steamer, where they remained over night and inspected the Fort William Henry hotel property. The Mohican was a twin screw propeller with an overall length of 115 feet, width of 26 feet 16 inches, and top speed of 15 miles per hour. The hull was constructed of steel. On the quarter deck was located the purser's office, the lunch counter, and the officer's quarters. Aft on the main deck opening from the quarterdeck was the ladies' cabins. The quarterdeck was covered with rubber tiling and the ladies' cabin was carpeted. Both of these rooms were finished in butternut and cherry to show the natural wood. The main stairway reached from the main deck to the promenade deck. The pilot house and quarters for officers was located on the forward promenade deck. The promenade was open in order to afford excursionists an unobstructed view of the scenery. The propelling machinery consisted of two inverted, direct-acting, compound engines, high pressure cylinder, ten inches in diameter; low pressure cylinder 21 1/2 inches in diameter; 16-inoh stroke. Two water tube boilers provided steam for the motive power. It was at first proposed to call the new steamer the Uncas, however, the name Mohican seemed more appropriate. |
The Horicon A special train carrying Mr. and Mrs. Sims and a party of friends in Mr. Sims' private car arrived at Baldwin at noon. In the party were Mr. and Mrs. Palmer Ricketts, Troy; Mr. and Mrs. D. A. Loomis, Burlington; Andrew Fletcher, New York; Miss ,Anna Shield, Troy; Miss Betty Williams, Miss Josephine Peabody, Miss Lempe Griffith, Mrs. Andrew MacFarlane, Albany; Philip Harrison, Ballston; Moncure Carpenter, Glens Falls. A. Fletcher, of the firm of A. & W. Fletcher, builders of the Horicon, presented Mrs. Sims with a handsome gold bar pin set with pearls and sapphires. General Manager D. A Loomis gave her a bouquet of Mexican Beauty roses and China asters. The length of the boat was 230 feet six inches. It was equipped with two boilers. The boat had three decks - main, saloon, and hurricane, all of which were conveniently arranged for the transportation of passengers, freight, express baggage, and mail. The dining room seated approximately 100 people. It had the capability to carry approximately 1,500 passengers. There were a limited number of observation state rooms for private parties. The boat was capable of plying the Lake George waters at 21 miles per hour. |
The End of Horicon |
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Steamboat Service Suspended Business continued to steadily slip with 1932 recorded as the company's worst season in its history from a revenue standpoint. The hammer finally fell when the Lake George Steamboat Company, a subsidiary of the Delaware and Hudson Railroad Corporation, announced at the end of January 1933, that it would not operate the steamers Sagamore, Horicon, and Mohican. Any future operations depended upon an improvement in passenger business, an improvement which would not occur. In late summer 1932, the Vermont III met its last train at Montcalm Landing ending official rail service. |
Environmental as well as revenue conditions had changed while expenses increased. The company had to equip boats to meet the demand for refined service. The discontinuance of depositing ashes, sewage, sanitary water supply, and many other requirements forced the company to spend large sums of money. |
Life for the Lake George steamboats emerged again in March 1933 when Secretary of State Edward J. Flynn received an application from a group headed by former Senator Frederick W. Kavanaugh. The application stated Kavanaugh's plans to operate steamboats on Lake George beginning with the 1933 season. The name of the business was stated as the Lake George Transportation Company. |
Completion of the details for the leasing of the Lake George Steamboat Company's three craft, the Sagamore, Horicon, and Mohican, was evident by April 20, 1933. The new company with their planned extensive operations assumed control of the three steams and began reconditioning them at Baldwin. The company spent several thousand dollars, particularly on the Horicon, which would become a floating palace for night-time excursions. The company established bars on all three vessels. Kavanaugh planned to change some of the destinations for the steamers, but former skippers and crews were retained. |
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This was a risky venture because the cause for the continuing down cline in steamboat passenger traffic had not changed. Kavanaugh was throwing vast amounts of money into a deep hole and by October 5, 1933, stories broke indicating that the operators of the "Show Boat" Horicon and the other two steamers had liabilities of $71,272 with assets of only $6,546. Despite the Horicon's famous guests which included various national and state government officials (including Mrs. Franklin D. Roosevelt...twice), the Lake George Transportation Company's creditors accepted an offer for the settlement of claims at 25 cents on the dollar. On February 3, 1934, the Lake George Transportation Company officially filed for bankruptcy listing its liabilities as $75,184 and assets as $3,531. Sixty creditors were named by the schedules filed including Kavanaugh. |
The Ticonderoga Sentinel (Jan 21, 1937) announced the appointment of Captain A. A. Fisher of Ticonderoga as foreman of the Lake George Steamboat Company shipyard at Baldwin. The 41 year company veteran and ship pilot was appointed to succeed the late George H. Loomis who had died the previous December. At this point, crews were dismantling the Sagamore and only the Horicon and Mohican remained in service on Lake George. Captain Fisher, the former Horicon captain for 4 years, was assigned charge of the company's property, both shore and boating, as well as the direction of employees under instructions from the marine supervisor or the general manager, Mr. D. A. Loomis. |
The Delaware & Hudson completed its exit from the steamboat business when it sold all the assets of its subsidiary, the Lake George Steamboat Company, to Mrs. Concetta Stafford and her husband, Captain George Stafford on July 26, 1939. Captain Stafford was a veteran boatman who for 28 years was connected with navigation on Lake George and specifically, the Lake George Steamboat Company. The assets of the company included the steamboats Mohican and the show boat Horicon, the dock, the marine railway built in 1927, and buildings consisting of a 12-room dwelling, blacksmith shop, paint shop, woodworking shop, four storehouses, restaurant, and eight acres of land including 1,800 feet of lake shore along with all the equipment and assets. Captain Stafford continued to operate the Mohican on Lake George during the summer of 1940. |
The End of Rogers Rock Hotel |
In 1909, patrons could reach the hotel from New York by train to Ticonderoga followed by a 4-mile land drive or by train to the village of Lake George followed by a trip aboard a Lake George steamer the entire length of the lake to the hotel's dock. Rail service to either location was excellent. It took nearly 7 hours by rail and carriage or 9 hours by rail and steamer. The hotel was sold to David Williams around 1903 and he subsequently purchased more land so that the shoreline ran nearly a mile along the lake. The hotel opened in June 1909 under lease to the Rogers Rock Hotel Company. In 1924, the hotel traded owners when it was sold to a New York syndicate with Williams holding one quarter interest. This group retained ownership until the end. The famous Rogers Rock Hotel located in Hearts Bay on Lake George saw the beginning of the end on March 18, 1942 when the Eaton Wrecking Company of Glens Falls began razing the facility. A crew of 10 men began demolition of the 60-odd room structure. Work was completed some time in July. The same company also razed the Marion House on the Lake George-Bolton Landing road. |
Passengers to Baldwin |
A 1927 Lake George & Lake Champlain steamer timetable shows the southbound Lake Champlain steamer Vermont arriving at Montcalm Landing at 12:15 p.m. daily. A Delaware & Hudson train arrived at 12:15 p.m. at Montcalm Landing to pick up the passengers. The train then left Montcalm Landing at 12:30 p.m. arriving at Baldwin Dock at 12:45 p.m.. The Lake George northbound steamer Horicon arrived at Baldwin at 12:55 p.m. daily. Departing Horicon passengers could then board the awaiting Delaware & Hudson train which left at 1:00 p.m. for the 15 minute trip to Montcalm landing arriving at 1:15 p.m.. Passengers then boarded the steamship Vermont leaving at 1:25 p.m. to continue their journey north up Lake Champlain to other points such as Burlington, Vermont. |
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Passengers who arrived at Baldwin Dock via the Delaware & Hudson train then boarded the Horicon to continue their southbound trip to other points such as Lake George (Caldwell). The southbound Horicon left Baldwin Dock daily at 1:15 p.m. |
Baldwin Dock Today The Crandall Marine Railway still exists and is used by the Lake George Steamboat Company as its primary facility to build, maintain, and repair its fleet of excursion boats. The Baldwin property still contains this marine railway, the head house which contains the machinery to propel the system, and boat cradle. There are an additional two modern storage sheds. The Crandall Marine Railway was added to the Nation Historic Register on May 4, 2011. |
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Steamboat passengers aboard the Mohican may still board or disembark at Baldwin by special request. On a personal note, this author highly recommends the full tour of Lake George aboard the Mohican. It is a fantastic experience. |
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The Ticonderoga Branch
The New York & Canada Railroad completed its tracks from Whitehall, NY along the west shore of Lake Champlain to Ticonderoga in the fall of 1874. Following completion of this end of the line, Delaware and Hudson trains connected Fort Ticonderoga station with Albany. |
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Steamboat service through the difficult Champlain Narrows soon became unnecessary and Ticonderoga's economic status increased. Early industrial activities included those related to water power such as paper making and other mills as well as horse breeding, and the construction of canal boats. The Baldwin Branch was completed in May of 1875 passing through the outskirts of Ticonderoga. There was no railroad spur into the Village of Ticonderoga at this time and Sanborn Fire Insurance maps show no rail tracks into Ticonderoga from the Baldwin Branch as late as 1884. There were also no railroad tracks to either the Lower Mill, Island Mill, village, or "A" and "B" Mills along the river. However, Sanborn Fire Insurance maps are not necessarily a good indicator of when geographic points of interest change due to the time intervals between published editions. |
A rail line and station within the village of Ticonderoga was really a necessity. Rail shipments into the village either had to be picked up at Port Marshall (Montcalm Landing) or at Academy Station near what is now Defiance Street and The Portage. News accounts even mention that in December 1888, the road from Academy Station was so bad, that John Malaney had to "boat his coal" from the docks at Fort Ticonderoga rather than pick it up and transport it from Academy. |
Information is sketchy from the time period of 1888 to when the Ticonderoga Branch was actually laid into the village of Ticonderoga. This is mostly due to a fire resulting in the loss of a large number of Ticonderoga Sentinel newspapers. Many were not archived during this time period. Railroad timetables for the Ticonderoga Railroad began appearing in the April 2, 1891 edition of the Ticonderoga Sentinel. It is possible that such timetables appeared earlier in the Ticonderoga Sentinel, but such papers did not survive the fire. |
First Rumblings of a Railroad |
It is unknown how a railroad such as this would have benefited Ticonderoga and more information must be researched before arriving at any other conclusions. The parties in attendance expressed their particular views after which C. H. DeLano presented a draft of the charter which met the approbation of the meeting. A portion of the required stock was subscribed, and C. H. DeLano and J. C. Hollemback were appointed to solicit further subscriptions and report at an adjourned meeting scheduled for December 1st. The sentiment in the news article read: "We can readily see that if this project is carried out it will directly tend to utilize and promote the interests of our vast water power and contribute to the prosperity and thrift of the town. It is utterly impossible for the businessmen of this town to prosper and haul their raw material and manufactured goods two miles, over almost impassible hills, through 'Ticonderoga mud' to the depot. To pay $8, as we have to now, to get a car from Addison Junction to the village over the Lake George Railroad, will kill any business we may undertake; and to haul the goods by team is equally destructive. If we organize, get a few thousand dollars subscribed to our stock, make our own surveys showing route and cost, the road can and will be built. All we need is to work together. Unless we can get a road running to the village, operated for our own benefit, we shall remain as we are, without any business activity, planted in the mud forever. Those deserve success who make an effort to help themselves. True, we are poor. It is also true that we shall remain poor if we continue to grumble about what somebody else refuses to do for us and do not try to help ourselves. Ticonderoga has waited for the last 50 years, like Micawber [from Dickens - one who is poor, but lives in optimistic expectation of better fortune], for 'something to turn up.' Let us go to work now and 'turn something up' ourselves, and while busy with that, we shall have no time to worry about misfortunes in the past. We need this railroad. We cannot prosper without it. Let us work and get it." |
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The Ticonderoga Railroad |
The railroad was to be constructed, maintained and operated commencing in the Town of Ticonderoga, Essex County, New York, in or at the line of the Lake George and Lake Champlain Railroad (otherwise called the Lake George Branch of the New York and Canada Railroad) on the land owned by Edward E. Wilson, near his dwelling house; running westerly or north-westerly in a general course to the mills of the Ticonderoga Pulp and Paper Company in the village of Ticonderoga; proceed westerly or thereabouts through the village of Ticonderoga across Main Street; through or along First Street; to and across Lake George Avenue; to or near the outlet of Lake George; proceed southerly or south-westerly up and along or near the said stream (a.k.a. LaChute river); and to or near the old cotton factory. |
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The agreement described the village of Ticonderoga as a thriving manufacturing village located upon a stream at the outlet of Lake George, which afforded water power and natural facilities for the development of manufacturing industries of an unusual order. It continued to state that the industrial development of the village of Ticonderoga and surrounding territory was impeded on account of the lack of adequate and convenient railroad facilities, and also by reason of the necessity for carting all freight up a very steep grade to the Academy Station on the Baldwin Branch, about three-quarters of a mile, or to Addison Junction on the main line, about two and one-half miles, thereby imposing very heavy charges for cartage on all freight, and placing manufacturers at a great disadvantage in competition with those located on other roads. |
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Construction News in the August 2, 1890 edition of Engineering News and American Railroad Journal reported a contract was reported let for a railway from Addison Junctions to Ticonderoga village, a distance of 10.5 miles, with a branch 1.5 miles long into the Ticonderoga Pulp and Paper Company. The cost of the road was reported as $60,000. An agreement was made between the Delaware and Hudson Canal Company and the Ticonderoga Railroad Company on August 13, 1890. The Delaware and Hudson was identified as the lessee in the possession, management and operation of the New York and Canada Railroad, with a railroad extending from the village of Whitehall, Washington County, New York, and a branch (known as the Baldwin Branch) to the Village of Baldwin, at the foot of Lake George. |
The Baldwin Branch was stated to extend from the main line of the New York and Canada Railroad to the village of Baldwin, a distance of about five miles, on very high ground, passing the village of Ticonderoga on the south about three-quarters of a mile there from, and at a considerable elevation above the same. |
The agreement stated that the proposed Ticonderoga Railroad Company could be economically operated by the Delaware and Hudson as a side or switch track, at but a slight expense over that required to handle the freight and passenger traffic of Ticonderoga with present imperfect facilities. In the agreement, the Ticonderoga Railroad Company agreed to construct a single track road from a point at or near the village of Ticonderoga by the most feasible route established by its engineer, to connect with the Baldwin Branch at a convenient point with an approximate length of two miles. The road would consist of steel rails weighing not less than sixty-seven pounds to the yard and would comprise a sufficient freight and passenger station at the village of Ticonderoga with the usual and necessary switches, side tracks, and other appurtenances. All construction was to be accomplished in accordance with the requirements of the Delaware and Hudson Canal Company’s Chief Engineer. |
The Ticonderoga Railroad Company agreed to procure legislation necessary to authorize and permit charges for transportation upon the railroad not to exceed twenty-five cents for each passenger; twelve and one half cents for each gross ton of factory or mill supplies or products; and seventy-five cents for each ton of general merchandise. None of the agreement provisions was binding on the Delaware and Hudson until the necessary legislation, authority, and permission was obtained. All taxes and assessments against the proposed road would be paid by the Ticonderoga Railroad Company. This included corporation franchise taxes, but excluded tax on rolling stock, which the Delaware and Hudson would pay. |
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An Act to regulate rates of fare for passenger traffic on the railroad of the Ticonderoga Railroad Company became law without the approval of the Governor, in accordance with the provisions of article four, section nine of the New York State Constitution on February 13, 1890. Upon completion of the railroad, the agreement stated the Delaware and Hudson would take possession and maintain, manage and operate the road, providing freight and passenger connection with all day trains on the New York and Canada Railroad that may stop at Addison Junction. The Delaware and Hudson would assume all the duties, obligations, liabilities, rights, privileges, and franchises of the Ticonderoga Railroad Company for maintenance and operation. The Delaware and Hudson would also retain twenty-five percent of the annual gross earnings derived from all traffic upon the Ticonderoga Railroad as full compensation for managing, operating, and maintaining the railroad. The remaining seventy-five percent of gross earnings would be appropriated and used by the Delaware and Hudson to pay all taxes and assessment against the Ticonderoga Railroad or against the Delaware and Hudson as operators of the Ticonderoga Railroad. |
A mortgage was obtained by The Ticonderoga Railroad Company for the purpose of satisfying and discharging its indebtedness for the construction of the railroad. Frank S. Witherbee of Port Henry and Percival W. Clement of Rutland, VT were listed as the trusties. The mortgage called for the issuance of bonds in the amount of $30,000 in $1000 amounts to bear date on the first day of January 1891 and to be payable in thirty years from their date with six percent interest payable annually on the first day of January of each year. The amount of capital stock of the railroad was stated as $30,000, consisting of three hundred shares of one hundred dollars each. Eleven thousand five hundred shares of this amount was preferred stock. |
Construction Begins |
A correspondent for Engineering News and American Railroad Journal reported in the September 27, 1890 edition that the Ticonderoga Railroad began construction on July 30, 1890. The road, constructed to connect the paper mills in Ticonderoga with the Lake George and Lake Champlain branch of the Delaware and Hudson Canal Company's railroad, was planned for a main line listed as 7,400 feet long with a 3,000 foot long switchback into the Ticonderoga Pulp and Paper Mill (lower mill). It also included a 1,800 foot long branch line into the Island Mill. The Journal reported the president as C. H. Delano with engineers from Chappell & Burke, of Rutland, VT. The New York Times reported that trains began running regularly on the new Ticonderoga Railroad on February 2, 1891. The article listed the stations as Junction, Lake George Branch, Ticonderoga, and DeLano named in honor of Roger DeLano. Engineering News and American Railroad Journal reported in the February 14, 1891 edition that the Ticonderoga Railroad was projected to have a total length of 2.55 miles of which 0.85 miles would be comprised of side track. At this point, 2.33 miles were completed with the remaining 1,700 feet to be finished that spring. Work on the line was listed as light and included a maximum grade of 3% and a maximum curve radius of 15 degrees. The contractor was Maurice Dower of Ballston, NY. The Journal reported the railroad would do both freight and passenger business. |
In a March 26, 1891 special board meeting, the Ticonderoga Board of Trustees approved the motion to have D. M. Arnold draw a plan or description of a street leading from Main Street, entering to and past the railroad depot. It was proposed to be open as a public street. Arnold was approved to prepare a map of the street and file it with the village clerk's office. When the map and survey was finished, a release of all damages from the owners of the affected land was to be drawn and submitted to those owners for signature on the condition that the village lay out and improve the street. On Monday, April 6, 1891, the Delaware & Hudson Railroad dispatched a gravel train hauling cinders from Port Henry. The cinders were put on the road leading from Main Street to the railroad's freight house. |
Track Laying Increases
In May, the railroad delivered the first three of a total of 40 carloads of Florida pine to the Mead and Smith saw mill at the upper falls for the construction of the Ticonderoga Machine Company's building, the Ticonderoga Pulp & Paper Mill, and several other buildings that were under construction at the time and for which Mead and Smith had contracted. The new tracks across the Island were nearly completed by May 21, 1891, and the railroad was placing rail cars as far down as the machine shop. |
Operations Begin The short article in the paper stated, "Why wouldn't it be a good scheme for some one to run a public carriage or hack to the village station of the Ticonderoga R.R.? As it is now, one cannot reach any part of the village from the depot, except by walking, and a carriage would be mighty convenient sometimes." |
Since its opening on February 2, 1891, the Ticonderoga Railroad Company and the local branch line was operated by the Delaware and Hudson under the agreement dated August 13, 1890. This agreement continued during the existence of the Ticonderoga company as a railroad owning corporation. The Ticonderoga Sentinel began publishing timetables for the Ticonderoga Railroad around 1891. Beginning on May 14, 1891, the Ticonderoga Sentinel began listing timetables for the Crown Point Iron Company Railroad, the Delaware and Hudson Railroad, and the Ticonderoga Railroad in scattered issues. The Delaware and Hudson schedule listed five main line trains; one freight and accommodation, one passenger, one accommodation, one New York express, and one local freight. These, of course, ran north and south through Montcalm Landing with the one local freight, which more than likely came into the village. |
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This is a Ticonderoga Railroad schedule published for September 1, 1910. The Ticonderoga Sentinel newspaper published this schedule in every edition. Notice the Academy stop. (M. Wright collection) |
Ticonderoga Branch Experiences |
Traveling salesman and tourists traveling on the Baldwin and Ticonderoga branches to the Ticonderoga area at the turn of the century had a choice of three hotels - the Burleigh House, the Exchange, later known as Ledger's Inn, and the Hall House, known as the Ticonderoga Inn in it's later days. The Ticonderoga Inn, a famous stop over for travelers, was located on north Champlain Avenue near the Ticonderoga Creek and then opposite the paper mill's Island Mill clock tower. The Ticonderoga Inn was a year-round modern hotel, lighted by electricity, steam heated, with baths, water, and sanitary plumbing. The Inn's porters met all Delaware and Hudson trains at Baldwin Dock and Montcalm Landing. The Ticonderoga Inn was destroyed in a tragic fire on March 18, 1953. The location was later obliterated in 1960 with the construction of International Paper Company's No. 7 machine building. |
Some humorous railroad related stories made their way into the pages of the Ticonderoga Sentinel. In the June 4, 1903 edition, the paper related how people had the happy faculty of making the best of everything that happens. John E. Milholland, his niece and seven of her college friends from various states, all recent graduates of Columbia College and a gentlemen friend came through Lake George Saturday, May 30 on an excursion intending to come to the village of Ticonderoga on the branch train. Unfortunately the train did not make the trip. Mr. Milholland had to deliver the Memorial Day address so some friends were there with a carriage to meet him. No other transportation was at hand and the carriage was too small to carry the entire party. It was proposed to telephone to the village for another carriage. On looking around, the ladies saw a hand car used by the section hands on the railroad and proposed to work their passage using it. They made an arrangement with the section boss to accompany the party, and four of them found room to sit on the platform, two officiated at the handle bars, and they started out towards the village. The entire party met up again at the W. J. Smith Lumber Co. lumber mill because it was deemed too dangerous to run the hand car further for fear of meeting the local train. The ladies, with a guide, then walked the railroad track from the lumber mill to William street and switched to the sidewalk leading to Academy Park. |
Mail Delivery In August 1907, a petition was circulated among Ticonderoga to the post office department requesting better mail service from Lake George. At this time, the steamer Sagamore delivered the mail to Baldwin arriving at noon and then carried south by the train that regularly met the boat. The train, however, did not get back into town until 4 pm. The delay, which seemed totally unnecessary according to the petition, prevented merchants from filling orders from places along the lake the same day they were received. This was said to have an injurious affect on Lake George trade coming to the village of Ticonderoga. It was hoped that the petition would provide the better service desired, but that was not to be the case. By August 29, the post office department turned down the proposal to take mail from the train at the Academy station because not enough mail came to Ticonderoga on that trip on the steamer to warrant the payment of fifty cents a day for carrying the mail from the station to the post office. |
Economic Growth |
Rail operations in Ticonderoga were booming. At the same time, the Central Vermont Railroad was busy advertising to capture those rail tickets to points west, available at the Addison Junction ticket office. The Ticonderoga branch railroad carried 125 passengers on April 28, 1891, the largest number since the railroad commenced operations. On June 16, 1891, the village train had to make two trips due to the large number of passengers who took the 10 o'clock train to the north. In addition, on that same day, 52 tickets were sold at the Ticonderoga village station for the Essex County veteran's encampment held at Keesville. On July 2, reports came from the Upper Falls that the side tracks there were full of carloads of white pine.
The Negatives of a Railroad |
"It seems as if it were time that something were done about a fence along a portion of the railroad at Port Marshall. The majority of horses seem to be afraid of the engine, and at the place to which we refer it appears to the frightened animals as if the cars were coming down upon them, and they try to escape by turning toward the mountain. Any person who has ever had occasion to drive over this road recognizes the necessity of a fence and the great wonder is that accidents have not been more serious and frequent. A great many people dread to drive to this village over that road, and many can come by no other. If it is the business of the D. and H. company to build a fence (and it certainly ought to be), steps should be taken to compel them to do so at once, for if the people wait for the company to do this of its own volition they can wait until doomsday. The condition of affairs on this road to which we have alluded is a crying evil that the railroad company has known all these years, and taken no steps to remedy. There ought to be no further delay about this fence. Our village is grid ironed with railroad tracks, and there are a number of other things which we shall notice later on. While a railroad is a necessary adjunct to manufacturing interests, it is not by any means an unalloyed blessing, for a railroad company never does anything for a community without full payment in return, and if it has a monopoly it knows how to be oppressive. There is a little relief, however, in this town for some freight, and for some people going west, for they can have the advantage of competition by applying to the agent of the Vermont Central at Addison Junction." The Delaware and Hudson Company reorganized in January 1930. Under the reorganization order, the newly formed Delaware and Hudson Railroad Corporation acquired control of the Greenwich & Johnsonville Railroad, the Schoharie Valley Railroad, the Cooperstown & Charlotte Valley Railroad, the Wilkes Barre connecting railroad, the Cooperstown & Susquehanna Valley Railroad, and last, but not least, the Ticonderoga Railroad. |
Eventually, the Delaware and Hudson maintained approximately 10.6 miles of right-of-way in the Town of Ticonderoga and another 1.72 miles in the Village of Ticonderoga (yes the two government entities were separate until December 31st, 1993 when the village was dissolved into the town). |
Ticonderoga Operating Restrictions
Locomotive Speed Restrictions In accordance with employee operating timetables, Delaware and Hudson trains or locomotives were eventually restricted to a speed of six miles per hour over all crossings in the Village of Ticonderoga except the Lake George Avenue and Champlain Avenue crossings. These two crossings did not experience switching operation speeds, but main line speeds to and from Baldwin. Branch line passenger trains were restricted to 45 miles per hour over the Lake Champlain Avenue and Lake George Avenue crossings leading to the "B" Mill area and Baldwin Dock. |
Flag Restrictions |
Close Clearance Restrictions |
Locomotive Type Restrictions The American Locomotive Company (ALCO) of Schenectady, New York manufactured a number of locomotives (both steam and diesel-electric) and was a favorite supplier of locomotive power for the Delaware and Hudson as they were right on the Delaware and Hudson mainline. ALCO introduced the RS (road switcher) series around 1941. These ranged from 1000 to 2400-HP. Delaware and Hudson employee timetables of the 1970s and beyond specified that only ALCO RSD-15 (DL-600B) and single unit RS-23 (DL-811 built by ALCO's Montreal Locomotive Works) class engines were authorized to operate on the Ticonderoga Branch subject to local restrictions. The RSD-15s were 2400-HP units with tri-mount, 6-wheel, C-C configuration trucks (3-axle, 6 wheels per truck). The RS-23s were 1000-HP units with 4-wheel, B-B configuration (2-axle, 4 wheels per truck). Many RS-3 units were modified to the RSD-15 configuration. |
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Train Service to Ticonderoga |
Trains Departing Ticonderoga |
Baldwin Trains |
Timetable Changes - 1903 |
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Rutland Railroad trains at Addison Junctions left at 8:30 a.m. and 2:35 p.m. Trains arrived at 12:30 p.m. and 6:30 p.m. The timetable also noted that C. A. Pinchin's stage left the village one half hour before the departure of trains. Timetable
Changes - 1906 |
Only Fort Ticonderoga was a regular stop on the northbound trip to Baldwin. For all other stations, the train only stopped on signal. After waiting 10 minutes at Baldwin to detrain and pickup steamboat passengers, the train then made the return trip southbound leaving Baldwin at 12:40 p.m. On this return trip, the train did stop at Academy to detrain passengers from Baldwin. All other stops, like the northbound trip, were flag stops only except for Fort Ticonderoga. The train passed Academy at 12:50 p.m., arriving back on the Delaware and Hudson main line at Fort Ticonderoga station at 1:00 pm headed south back to Whitehall where it arrived at 1:35 p.m
Timetable Changes - 1910 The local time table changed as soon as the order went into effect. Ticonderoga citizens were upset, however, over one section of the schedule which cut off both north and south bound sleepers from the Addison Junction stop. |
Railroad Changes Sleeper Train Stop |
The Ticonderoga Business Men's Association announced on April 22, 1909 that it would attempt to make the Delaware and Hudson retain Addison Junction as the stopping point for the sleepers. The rationale they would use was that the change would require passengers to travel over a dangerous and bad road at night while the excellent road to Addison Junction, upon which a considerable amount of money was spent, was one of the best highways in the town. The change was also a great inconvenience to Shoreham and Orwell people, who had to cross to Addison Junction and drive through the village to Fort Ticonderoga station. The Association hoped to help railroad officials understand why they felt this arrangement was better for everyone. This issue also brought more emphasis to the necessity of improving the Putnam road. |
Pursuant to a resolution adopted by the Business Men's Association, secretary Weed wrote a letter to the railroad protesting against the station change. The Ticonderoga Sentinel then reported on May 6, 1909 that it was the United States Post Office, and not the Delaware and Hudson Railroad, that was responsible for the new rail stop arrangement. This was apparently stated in a letter delivered Tuesday, May 4, by the railroad in response to Weed's letter of protest. The railroad also informed Weed that it would retain Addison Junction as the sleeper station provided the Association could get the consent of the post office department. |
The Ticonderoga Sentinel reported on May 20, 1909 that the Business Men's Association was successful in their effort to retain Addison Junction as the stopping place for sleeper trains. Mrs. Pinchin, owner of the Addison Junction stage route, was notified by the post office department that mail would be delivered as usual. |
Timetable Changes - 1911 By 1911, there were still five passenger trains into and out of Ticonderoga daily except Sunday although train numbers (101, 103, 105, 107, 109 into Ticonderoga and 100, 102, 104, 106, 108 out of Ticonderoga) and times had changed slightly. |
Timetable Changes - 1913 |
Sleeper Train Service in Ticonderoga Through this concession, the northbound sleeper stopped at Montcalm Landing to discharge passengers from Troy or Albany and to take on passengers headed to Plattsburg and points north of that city. The southbound sleeper stopped to discharge passengers from Plattsburg and points north and to take on passengers for Troy, Albany, and New York. This provided Ticonderoga with a train service as good as any village on the division of the Delaware and Hudson Railroad. |
Ticonderoga Receives Better Train Service |
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When Senator Ferris lodged the complaint he had also asked that a train of the Ticonderoga branch meet the northbound train at Montcalm Landing in the morning. The Public Service Commission had yet to reach a decision on this petition. The Delaware and Hudson Railroad did, however, state to the Commission that it was the company's intent to begin running just such a train sometime around the third week in June. |
The Delaware and Hudson's response to the complaint seemed to indicate an end to the story. This, however, was not the case as apparently the railroad's intent was not to run a train to meet the northbound train at Montcalm Landing. The Public Service Commission held a hearing in Ticonderoga on April 26, 1922 to hear evidence in the complaint. This caught Ticonderoga off guard as they only heard about the scheduled date the day before it occurred. Senator Ferris received notice several days before, but was out of town and didn't receive word himself until the day before the scheduled hearing. Chief Engineer, Vanneman, representing the Public Service Commission, presided over the hearing. E. J. Vincent appeared as counsel for Ticonderoga while Newton Cass of Albany appeared for the Delaware and Hudson.
Evidence centered mainly on the demand for such a train, in other words, how many
passengers would actually use the service. A number of witnesses were sworn in order to show that the
traffic did warrant the service. Some of these witnesses included Senator Ferris, F. H. Peck, J. F.
Gunning, F. B. Wood, and C. E. Ward. At that time, all passengers to and from the northbound evening
train were transported between Ticonderoga and Montcalm Landing by stage or else they furnished their
own transportation. It was shown through the witnesses that frequently the four-seated stage could
not take all the passengers and had to make a second trip, forcing passengers to stay at Montcalm
Landing an hour before they could start for the village. H. J. Burch, assistant to the manager in
charge of passenger trains, made a statement in an attempt to contradict the testimony. Burch
stated that a conductor's count made in April up to the 21st of the month showed a daily average
of four passengers getting off the evening train at Montcalm Landing. Burch felt this proved the
additional train to Ticonderoga was not warranted.
The complainants also stressed that the Ticonderoga branch trains met the main line evening trains
before the war. If such a service was needed and provided then, it followed that it was needed and
should be provided now. M. J. Powers, general passenger traffic manager for the railroad, was put on
the stand and testified as to the train schedules in the pre-war time period. The hearing continued
to drag on due to irrelevant matters, from 11:30 a.m. to nearly 2:00 p.m. |
On May 11, 1922, the Public Service Commission directed the Delaware and Hudson Company to operate a train on the Montcalm Landing - Ticonderoga branch of the railroad, week days, which would make reasonable connections to the main line northbound train No. 5 then currently scheduled to leave Montcalm Landing at 7:30 p.m. or with any train scheduled to be operated at approximately the same time. The order was effective May 22, 1922. In the Commission's ruling Vanneman stated, "It seems that the time has come when certain of these lightly traveled branch lines must be taken care of in some way by which they may be furnished adequate service, without unreasonable economic waste. There is no doubt but that to operate a connection with the main line train will result in a money loss, for the passenger traffic will be relatively light. In the winter season it is certainly a necessity and the absence of service places unreasonable burden on a community which contributes largely to the revenues of the railroad in other ways. Certain of the railroads have tried out gasoline operated cars, similar to the motor bus and I think that such a car would be well adapted to this railroad. In the winter season the steam engine which will necessarily have to run to handle the freight, will be able to keep the road clear of snow, so that there should be no difficulty from operation on that account." |
The End of Ticonderoga's Evening
Train All in attendance agreed that the loss of the evening branch train would prove a decided inconvenience to the community. Six or seven in attendance sustained the railroad's plea for discontinuing the train because of a loss of revenue. The Delaware and Hudson claimed that the number of passengers carried from the main line station at Montcalm Landing to Ticonderoga in connection with the northbound train from Albany was so small as to make the train's operation unprofitable. Four other trains were in service daily, but the evening train was only operating under the order of the Public Service Commission. It was rumored that the Delaware and Hudson wanted to construct a centralized railroad station on the main line between Ticonderoga and Montcalm Landing. If this occurred, the plan was to discontinue the stations in Ticonderoga, Montcalm Landing, and Fort Ticonderoga. There was no verification of this rumor.
This hot topic earned a scornful editorial in the December 18, 1930 issue of the
Ticonderoga Sentinel:
"The action of representative Ticonderoga business and professional men at a public meeting to oppose the petition
of the Delaware and Hudson Company to discontinue its evening train service between Ticonderoga and Montcalm
Landing, is a logical movement.
The railroad company complains that the continuation of the evening train is unprofitable. Perhaps that is true. And again, perhaps the fault lies with the company. If one is given the choice in this day and age of riding in a dilapidated horse and buggy or a modern motor car, there isn't any doubt but what the antiquated buggy would be a one hundred percent loser. We do not believe this simile is exaggerated. For many years the passenger service between Ticonderoga and Montcalm Landing has been nothing short of disgraceful. A person who leaves the main line train at Montcalm Landing and takes the branch train to Ticonderoga is given no consideration. In many instances he must wait at Montcalm until freight cars are shunted about by the branch line locomotive. The coach is not sufficiently heated and of the vintage of the nineties, with open platforms, of wooden construction and a disgrace not only to the railroad company, but to Ticonderoga as well. It is no wonder the service is not profitable. If the company wishes to give Ticonderoga a fair play, why not give us decent, modern service, at least as an experiment? If that is tried, and still proves to be unprofitable, then there would be real justification in removing the service. After all, Ticonderoga, a thriving community of five thousand persons, which each year heaps many thousands of dollars into the Delaware and Hudson coffers for freight, is entitled to some consideration." |
New Delaware & Hudson Train in Ticonderoga |
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The railroad sent the train on an exhibition tour of the entire Delaware and Hudson system in order to allow people the opportunity to acquaint themselves with the progressive strides made by the railroad. Railroads were considered of prime importance as a business barometer, and purchases of equipment were interpreted as optimistic news. |
The exquisitely furnished coaches were delivered by the American Car and Foundry Company, which built them specifically for the Delaware and Hudson. Because it wanted to give its patrons coaches that had every modern convenience, including some features brand new to railroading at the time, the Delaware and Hudson gave the manufacturers wide latitude in designing and building the new cars. The cars seated 76 passengers. The color treatment was reportedly striking and pleasing to the eye. Raymond Loewey, a well known industrial designer, was retained to devise a new note in color, with green exteriors and golden lettering, with windows framed in gray and vividly banded with orange to form a perfect accompaniment to the three different interior color schemes which gave the most attractive variety to the coach interiors. Four seats at each end of the cars were in contrasting color treatment from the remainder of the seats. |
Individual lights over each seat supplemented the general indirect lighting in the cars, and gave adequate and agreeable illumination. There was an ample luggage compartment at the end of each car designed for baggage that was too bulky for convenient stored in the handsome overhead basket racks. Following the tour, the new coaches were scheduled to begin service on the New York - Montreal run as part of the "Laurentian." Some of the coaches were destined for service on the Delaware and Hudson's Susquehanna Division. |
Attempts to Discontinue the Laurentian Not only would the discontinued service leave the Ticonderoga community and others in the Champlain Valley without passenger service, but it also had a potential economic impact. The discontinuance could have an inverse effect on attempts to attract new industry to the area. Despite the obvious blow to the pride of no longer having a regular scheduled passenger train stop near Ticonderoga, the figures relating to the passenger traffic at the Ticonderoga main line station indicated that the discontinuance of the train would have little effect on the lives of the average resident. According to figures compiled by the Delaware and Hudson Railroad, an average of slightly more than three persons per day boarded the southbound train during 1962 and those arriving from the same train averaged fewer than one per day. These same figures were maintained on the northbound schedule, but in the reverse for those boarding and arriving. The railroad also claimed that their financial losses from operating the Laurentian averaged more than $200,000 per year with losses in 1963 expected at $300,000. The whole issue just exemplified the problem that many communities were having during this period with their passenger trains. Trains were increasingly having difficulty competing with the new age of private automobiles and air travel. Railroad corporations could not be held responsible for discontinuing a losing operation especially when those operations affected very few patrons while greatly affecting corporation stockholders. |
The Public Service Commission ordered the Delaware and Hudson to continue the passenger service until April 4, 1964. The Ticonderoga Chamber of Commerce, the town board, and the village board continued to add their official protests to those of other communities in the area. The Public Service Commission held hearings in January 1964. Six persons from Ticonderoga attended the first day of hearings. The commission filed a brief list of specific objections. |
Five hearings later, in April 1964, the Public Service Commission ordered the Delaware and Hudson to continue its passenger service Laurentian train despite its pleas. The Commission ruled that the public interest required the retention of the trains. It was shown that more than 80,300 passengers rode the Laurentian during 1963. Among these were persons traveling to and from resort facilities as well as the New York State Corrections Department transporting prisoners to and from Clinton Prison at Dannemora and Great Meadow Correctional Institution at Comstock. Corrections tickets accounted for almost 6,400 passenger tickets during the year. The Commission left open the possibility for the railroad to schedule a request again after October 1965. It was hoped that the alleged loss in revenue would not actually be as high as the Delaware and Hudson anticipated especially after the increase in passenger volume during the New York World's Fair. |
Industrial Development Mullin also shared that the Delaware and Hudson had established his department with the determination of increasing the business interests of the towns along the railroad as much as possible and, with the cooperation of the townspeople, the railroad expected to meet with a fair measure of success. A continuation of the enthusiasm exhibited in the organization of the board of trade and the placing of the affairs of the board in the hands of conservative, reputable and energetic business men, men who gave every evidence of being successful business managers, would give the railroad just the kind of cooperation they desired. |
Special Board of Trade Meeting "I beg to acknowledge receipt of your favor of recent date enclosing petition of the citizens of Ticonderoga in regard to stopping our train No. 7 at Addison Junction. I beg to advise you that, the importance of our train No. 7, and the necessity for making certain connections at certain times, prevents us from stopping the train at all stations. After carefully considering the matter we found it necessary to eliminate the Addison Junction stop, and I now regret that we cannot comply with all the requests contained in the petition. However, we shall be very glad to issue instructions that the train will stop to let off passengers from Troy, Albany and points south thereof. In view of the hour at which the train passes over our line north of Albany, I am inclined to believe that very few passengers for Ticonderoga will board the train at points north of Albany. We shall, however, be glad to take care of the through passengers." |
Representatives from the office of the state railroad commissioner arrived in Ticonderoga on the morning of August 17, 1904 to go over the route of the proposed electric road preparatory to acting upon the approbation for a charter. The franchise drawn was presented at the August 10 hearing, and the meeting was adjourned to August 18, 1904 to give Mr. Holmes an opportunity to examine the document. |
Passenger Rate Dispute
History of the Rate |
To secure a lower passenger rate on the Ticonderoga branch of the Delaware & Hudson, the Ticonderoga Business Men's Association decided to file a petition for a reduction and present it to the company. If the movement accomplished its objective, the reduction would be, as the Ticonderoga Sentinel stated, "hailed with joy by Ticonderogians and the traveling public" who for years grudgingly paid the what was considered as an excessive rate of 25 cents charged each way of the two mile ride. When the village was smaller and the freight and passenger traffic less, there was a reason for the high rates put into effect on the road. Now, however, the business men of the village believed that conditions did not warrant a charge of 25 cents for the two-mile ride. The village had grown fast and was still growing. The volume of freight and passenger traffic had kept pace with this growth until it now far exceeded that of the time when the branch line was built. The people now felt that the village was a valuable feeder for the Delaware and Hudson main line and that its future growth should not be impeded or its present prosperity hampered by railroad rates that they considered unreasonable. The Business Men's Associate was confident that the railroad would see the justice of their case and that a reduction in passenger rates, like that in freight that were made a year or so earlier would follow. The Business Men's Association contemplated opening friendly negotiations with the railroad along several lines, if possible. They had no intention of presenting the matter of rates to the Public Service Commission, although this had been rumored, without making any effort whatever to secure voluntary reduction. |
The
Petition is Prepared |
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Attempt at Concession |
Despite Heard's argument, the businessmen pointed out the exorbitance of the current rate, the hardship it caused the people, and the retarding effects upon the progress of the village. Heard asked the businessmen what they considered a fair passenger rate, to which the businessmen responded that a rate of 15 cents one way and 25 cents round trip would be received with general satisfaction. |
Business Men File
Complaint |
The Petition is Heard |
Public Service
Commission Hearing |
A hearing was held before the Public Service Commission during the week of September 30, 1909. J. T. Weed and M. Y. Ferrs, who made a survey of the branch railroad, attended the Public Service Commission hearing in Albany. Lewis Carr again appeared for the Delaware & Hudson. The commission called upon Mr. Carr to give statistics showing the amount of freight and passenger traffic over the branch. Mr. Carr turned over data to the commission showing the amount of travel, but was evidently not inclined to give the freight statistics, saying that he had no information upon that subject in his possession. However, when the commission insisted, Carr promised to secure and submit the desired information at an early date. The association's attorney, the commission stated, would be given an opportunity to examine the railroad official who compiles the statistics before a decision in the case was made. As a result of this hearing, it seemed that the commission had or would have, all the information it needed and a decision would be reached in a short time. During the hearing, Carr revealed some interesting information when he produced an agreement, executed in 1890, which provided that the Ticonderoga Railroad Company was to have 75 per cent of all receipts, out of which the road was to be maintained, and interest on bonds, taxes, et cetera, to be paid by the company; the Delaware and Hudson to be allowed 25 per cent for operating the railroad. He stated that there was an action currently underway in New York City in which the Ticonderoga Railroad demanded an accounting of the Delaware and Hudson, and insisted that it was entitled to all receipts after the Delaware and Hudson had been paid 25 per cent for operating the road. It was shown that passenger receipts in 1891 were $4,259.43, $8,231.64 in 1907, and that the receipts for 1908 would be less than 1907. |
Decision
to Reduce Rates In an opinion written by Chairman Stevens, the commission found that the rate charged was unjust and unreasonable and must be reduced to a reasonable charge, that being the sum of fifteen cents. The order provided that the schedule go into effect July 11, 1910. The commission remarked in connection with the statutes upon which the railroad relied as their defense, that by amendment to section 49 of the Public Service Commission Law, which became law on June 18, the commission was expressly authorized to fix a maximum rate, notwithstanding that a higher rate, fare or charge had been previously authorized by statute. The commission in its opinion stated that it made every effort to discover the total receipts of the Ticonderoga Railroad's operation, total expenses, and a proper division of the same between freight and passenger business. It also attempted to ascertain the cost of carrying on the passenger business, but the company did not keep its books in such a shape as would enable it to determine the returns which it was in fact receiving from the operation of the railroad. It was shown that during 1907, the number of passenger trains operated over the railroad was 8,600. The commission believed it was unreasonable and unjust that people were required to pay 25 cents to ride two miles unless the respondent, which alone had knowledge of the subject, could show that the expenses of performing the service justified the charge. Having failed to give any complete evidence upon this point, the commission held that the rate now charged was unjust and unreasonable. The commission stated that upon reaching its conclusion, it took into consideration the general rate of passenger fare throughout the State, both general and peculiar circumstances, the expense which was within the knowledge of the commission for doing business of this character, the fact that the Delaware and Hudson Company carried passengers from Ticonderoga to Baldwin at the same rate as to Fort Ticonderoga, and the further fact that the company had in this case based its position upon the legal proposition referred to rather than upon the merits.
Delaware & Hudson Applies for Rehearing |
The Delaware and Hudson further alleged that the Ticonderoga Railroad Company was interested in the revenue derived from carrying passengers over the branch line. The Ticonderoga Railroad was authorized by an act of the Legislature of the State of New York to charge a fare not exceeding 25 cents for each passenger carried and it contracted with the Delaware and Hudson Company for the operation of the railroad on the faith of such an act of the Legislature. Its share of the revenue derived from the operation depended in part upon the rate of passenger fare. It was a necessary part to any proceedings having, for its object, the reduction of the rate of fare thereon without causing the Ticonderoga Railroad Company to be made a party to this proceeding and giving said company a right to be heard in the matter of said reduction. The Commission stated in answer to this that the Ticonderoga Railroad Company leased its railroad to the Delaware and Hudson Company for a certain percentage or part of the proceeds. |
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That in and by their terms of the said lease, the Delaware and Hudson Company was at liberty to charge such rates of fare as it might elect, not exceeding certain rates. There was no agreement in the said lease that the Delaware and Hudson Company should charge any particular rate of fare. For this reason the Ticonderoga Railroad Company was not a necessary part to the preceding. The only necessary party to the proceeding was the Delaware and Hudson Company, which was the company making the charge. The Delaware and Hudson Company alleged that such decision and order was erroneous in that the Legislature of the State of New York, having fixed and established a rate of passenger fare on the Ticonderoga Railroad not exceeding 25 cents, such rates presumed to be reasonable could not be changed except by the Legislature itself. The Legislature could not delegate to any subordinate administrative body the power to reduce or change a rate which was fixed and established by the Legislature. The Commission stated in reaction to these allegations that the Legislature had never fixed a rate which must be charged on the Ticonderoga Railroad. Many years prior, it did authorize the Ticonderoga Railroad Company to charge a certain sum not exceeding a certain amount. It did not at any time declare or determine that any particular sum was reasonable. By the Public Service Commission Law, it empowered the Commission to inquire into the reasonableness of all acts and fares, not excepting the one in question, and Section 49 of the Public Service Commissions Laws expressly authorized the Commission to fix a maximum rate not withstanding that a higher rate, fare or charge had been theretofore authorized by statute. The Commission said it was entirely unable to comprehend how one Legislature could restrict the powers of subsequent Legislatures except by some act in the nature of a contract which could not be violated. |
Application Denied and New Effective Date Set "In the event of the affirmation of a certain order dated June 22nd, 1910, of the Public Service Commission, Second District of New York, of which Agents will be duly advised this slip will be redeemed by the Delaware and Hudson Company at any of its Ticket Offices for 10 cents." |
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The Delaware and Hudson was not about to give up so easily. Lewis Carr went before Supreme Court Justice Randall J. LeBoeuf on Thursday, July 14, 1910, in hopes of obtaining a stay. Judge LeBoeuf did not grant the stay on Thursday, but did so the following Friday morning. Carr secured his writ of certiorari asking for a review of the Commission's action and then made application for a stay, arguing that if the order went into effect at once and was declared illegal or unconstitutional by the higher courts, the Delaware and Hudson would loose money on the reduced fare that it could never recover. The stay granted by Judge LeBoeuf prevented the Commission from enforcing the order while the case was pending and sent the case to the Appellate Division. Both Carr and Judge Hale, of the Public Service Commission, were present and argued both sides. |
The stay issued by the Court specifically required that the Delaware and Hudson Railroad issue coupons to all passengers who paid the 25 cent fare so that they could be redeemed if the higher courts upheld the actions of the Commission. |
Public Service Commission Decision Upheld |
On November 16, 1910, the right of the Public Service Commission to charge a rate fixed by the statute was upheld by a unanimous decision of the Appellate Division, Third Department. The court decided against the Delaware and Hudson Company, the fare was lowered from 25 cents to 15 cents, and the case was over once and for all. The court order fixing the rate, or rather, sustaining the 15 cent rate ordered by the Public Service Commission, went into effect on Monday morning, Nov 21, 1910. Delaware and Hudson officials, however, failed to notify Agent Crowley of the change and, consequently, until about noon, when he received notification from the company, the old price of 25 cents was charged for tickets. |
Branch Events |
Troy Publicity Train |
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To accomplish its task of advertising Troy's industries, the train contained five baggage cars for exhibitions, a dining car, a Pullman sleeper, and a crew car. The train was equipped with elaborate and decorative electric lighting and a complete telephone system installed by the New York Telephone Company. Connections were made with the local long distance office as soon as the train arrived in Ticonderoga. |
Among the Troy businesses with booths on board the train were Aird-Don bathroom fixtures and furnace manufacturer; Trenton Pottery Company; R. C. Reynolds furniture store; G. V. S. Quackenbush & Company oriental rugs and silks; Northern News Company; Cigars by Quinn Brothers; and E. E. Darling & Company wholesale grocers. The city's signature shirt-collar industry was represented by United Shirt & Collar; W. Barke; Cluett, Peabody & Company; George P. Ide; Corliss Coone & Company; Earl & Wilson; Hall, Hartwell & Company who operated the local shirt factory in Ticonderoga; Van Zandt, Jacobs; Searle Manufacturing; and Tim & Company. Also on board were two out of town businesses, Bell Telephone of New York and Standard Sanitary Manufacturing of Pittsburgh. Troy's leading educational institutions, Emma Willard and Rensselaer Polytechnic Institution both had booths on the train. Both the Troy Record and the Troy Times were represented. The train remained in Ticonderoga until 6:30 p.m. before leaving for Port Henry where it remained there until 8:30 the following morning. It then made stops at Westport (9:00-11:30 a.m.), Willsboro (12:00-2:00 p.m.), and Port Kent (2:30-5:30 p.m.). |
California Exhibit Cars |
Strike of 1914 "Thus, after having been shut in from the outside world for a day, it was with pleasure that the melodious shriek of the whistle and the merry jingle of the bell on the local engine were heard on Tuesday night." |
Inspection of the Lines and Ticonderoga Yard The railroad men paid a high compliment to Ticonderoga when they stated that the village had one of the most attractive and best kept of the small stations along the line. |
Another inspection occurred when Delaware and Hudson Railroad officials arrived in Ticonderoga during the week of August 14, 1915 as part of their tour of the system. Officials wanted to bring about a closer relationship with patrons, to listen to complaints, and to satisfy grievances. Stops were made at all principle stations including Ticonderoga so that the railroad men could meet the business men, boards of trade, and shippers. Additional stops in Essex county included Ausable Forks, Willsboro, Essex, Westport, and Port Henry. At Ticonderoga the officials met a group of business men in the rooms of the Defiance Hose Company. The group discussed freight and passenger traffic conditions in detail. The railroad men included W. J. Mullen, general traffic manager; C. E. Rolfe, general freight agent; M. J. Powers, general passenger agent; George E. Bates, industrial agent; A. W. Ackeley, secretary to general traffic manager; J. Loree, superintendent of the Susquehanna Division; J. A. McGrew, superintendent of the Saratoga and Champlain Divisions; W. E. Dabney and G. D. Curtis, division agents for the Saratoga and Champlain Divisions. The business men requested that the railroad run a New York sleeper car on the evening train. One grocer complained about the slow delivery of goods from Albany. During the proceeding, the railroad demonstrated a desire to cooperate with the people for their mutual benefit. A second group of railroad officials visited the village again on September 26, 1916. This group was composed of members of the railroad's building committee. They inspected the Ticonderoga station as well as Baldwin. These inspections occurred from time to time. Another inspection brought another group into Ticonderoga aboard a special train during the first week of November in 1920. |
Paving First Street By April 11, 1929, the Ticonderoga village Board of Trustees recognized the importance of putting down a macadam roadway on First Street (Algonkin St.). |
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The Delaware and Hudson Company, whose rails paralleled the street, consented several years before this to brick the portion of roadway over their tracks providing the village would pave the remainder of the street. Village authorities began making negotiations with the railroad, and it was hoped the railroad's offer was still on the table. The village hoped that a paved First Street would serve to divert a great deal of local traffic during the summer months. This traffic, in the past had used West Exchange street, the principal business route in the village. An editorial in the Ticonderoga Sentinel stated, "The residents on this street [First St.] are entitled to some consideration. The residents of the entire community would also benefit should the street be properly paved." It was believed paving First Street would eliminate a long standing eyesore which had been a disgrace to Ticonderoga. It was up to Mayor Gunning and the members of the board to succeed in completing negotiations with the Delaware and Hudson Company. Mr. W. J. H. Manning of Plattsburg, Division Engineer for the Delaware and Hudson Company, came to Ticonderoga on Tuesday, April 20, 1929 to confer with village Mayor John F. Gunning and other village board of trustees. The board would obtain estimates of the paving cost and submit plans and specifications to Mr. Manning, at which time the railroad would make a decision in regard to pave the road, paying for half the cost. At the following regular meeting of the Ticonderoga village Board of Trustees on Friday evening, May 10, 1929, L. J. Morris of Syracuse, a representative of the Interstate Amiesite Company, conferred with village officials regarding the use of his product on local streets. Amiesite was a prepared dressing used in many cities and was more satisfactory than macadam. No definite action was taken. Mayor John F. Gunning inspected several streets in Glens Falls that week that were repaired using amiesite. The board was expected to take action at its next meeting. The Delaware and Hudson Company was already preparing plans for the paving of First street. On July 4, 1929 the Ticonderoga Sentinel announced that Ticonderoga Village officials and the Delaware and Hudson Railroad had reached an agreement regarding the paving of First Street (Algonkin St.) paralleling West Exchange Street. Major John F. Gunning and the Board of Trustees conferred with the Railroad on July 1st. Terms were agreed to by both parties on Tuesday, July 2nd. |
The Railroad agreed to bear a portion of the expense (the cost for its side of the street) with a stipulation that the side of the street covered by its tracks would not be used for the purpose of vehicle parking. Officials selected D. B. Trowbridge to pave the entire street with amiesite opening its entire width for traffic. Trowbridge, a Ticonderoga contractor and one of the most prominent contracting firms in northern New York, had experience paving other streets within Ticonderoga. Railroad officials met with Mayor Gunning and the board of trustees on Monday, July 1, 1929 where the village came to agreeable terms on Tuesday. In the agreement, the railroad agreed to pay a fair share of the paving expenses, but this came with a stipulation, being the side of the street covered by its tracks would not be used for parking purposes. The Village agreed that this was a reasonable request. The portion of the street covered by the tracks would be completely covered by amiesite and the entire width of the street would be available for traffic. Ticonderoga village officials considered themselves fortunate that the railroad agreed to the First Street expenditure. A similar situation in Whitehall where town official attempts to convince the railroad to improve the tracks always met with failure. Whitehall's street was cut in half by the raised tracks. Work was expected to begin Saturday, July 13, but began a day earlier on Friday. A large gang of railroad workmen began excavation where the tracks paralleled the street. Work was progressing rapidly by August 1 with Village officials estimating completion within two weeks. A sub-base consisting of 8 inches of stone was laid approximately 10 days later. Over 230 feet of sewage piping was installed with over 500 feet required before the work was finished. By the following week, work on laying the sub base was seriously impacted due to rains. The ground became so soft that the heavy roller was crushing the stone into the earth making the construction of a proper base impossible. Officials estimated it would take two weeks before First Street could be opened to traffic. Paving was completed on the afternoon of August 28, 1929. Upon completion, the tracks were flush with the pavement and the entire width of the road was open to traffic. Rail traffic and automobile traffic continued to share this thoroughfare up until the cessation of railroad operations in Ticonderoga. I lived on Algonkin Street for a few years and fondly remember watching the Delaware and Hudson switching operations on the street. |
The Glens Falls Times came to Ticonderoga's defense in an article that was reprinted in the Ticonderoga Sentinel. The Times stated that Ticonderoga was entitled to better train service and that the railroad should not take advantage of the present business depression in order to avoid its duty to the people of Ticonderoga and the vicinity. |
The Delaware & Hudson During War
Guarding the Tunnel |
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The duty of guarding the Delaware and Hudson from Albany north to Rouses Point and the Champlain canal was assigned to the Second Battalion, comprising Companies E and F of Schenectady and Company H of Amsterdam. |
Liberty Loan War Trophy Train |
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The tunnels of Whitehall, Fort Ticonderoga, Port Henry, and Willsboro were particularly strongly guarded with 12 to 15 men stationed at each location and watching both ends unceasingly both night and day. For the Ticonderoga area around April 5, 1917, this protection included National Guardsmen guarding the Fort Ticonderoga tunnel. It was guarded by a detachment of 25 men from Company H in Amsterdam under the command of a sergeant. This group of soldiers were encamped near the tunnel, living in tents, and had a cook along with them. They kept the tunnel under constant surveillance and patrolled the railroad south to Montcalm Landing. Although no recorded sabotage occurred, the soldiers did get a little excitement on October 6, 1917 when on this Saturday afternoon they arrested a man hanging around the tunnel who could not give a satisfactory explanation of his presence (one of the requirements). The individual was taken to Ticonderoga under guard and placed in jail. An officer from Albany arrived to take the man before Justice Beldon for examination. It was later determined that the man was indeed a foreigner and that he had worked in the Mineville mines, but didn't like the work. The man was in the process of hoboeing back to New York City when he was captured. The man was allowed to continue on his way (hopefully not as a hobo). |
Closure of Stations |
Discontinuance of
Fort Ticonderoga (Addison) Station One train stopped regularly at the station daily in each direction with two additional trains in each direction which stopped on flag. Despite this, there was practically no passenger business at the station as shown by 1932 revenues amounting to $569.54 while expenses exceeded that revenue by $1,844.37. |
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All witnesses who testified at the hearings held on the railroad company's application stated that the public convenience and necessity did not require the continuance of the station. It was during this meeting that the Ticonderoga Chamber of Commerce requested the Delaware and Hudson to apply the name "Fort Ticonderoga" to the station then designated as Montcalm Landing. The resolution stated that the interests of the public would not be impacted by discontinuing the present Fort Ticonderoga station. The Commission then authorized the station's discontinuance. |
Bus Competition The route proceeded directly from Lake George to Ticonderoga by way of Diamond Point, Bolton, Bolton Landing, Sabbath Day Point, Silver Bay and Hague. It started in the village of Lake George where Highway 9 and Highway 9N intersect and continued over Route 9N into Ticonderoga to Moses Circle and along Montcalm and Champlain streets in the village. There was no means of public transportation between Lake George and Ticonderoga after the boat service on Lake George between the village of Lake George and Bolton was discontinued. The bus service would provide transportation for those from Hague to get to Lake George boat landing where steamers would make their excursion trips during the summer months. The bus route ran directly past many of the summer hotels at Bolton Landing while responding to the desire for service from Bolton Landing to Hague and Ticonderoga. The line was also convenient to those attending the several conventions held each summer at Silver Bay. The Delaware and Hudson Railroad Corporation naturally objected to granting of the petition for the proposed route on the grounds that it would compete with its service. The railroad no longer provided through service between Lake George and Ticonderoga. Anyone traveling by train from Lake George to Ticonderoga was required to go to Glens Falls, Hudson Falls and Fort Edward and there take the Montreal train to Fort Ticonderoga, which by this time, was the passenger station for Ticonderoga. |
Closure - Fort Ann and Crown Point Stations
Closure - Essex Station
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Closure - Peru Station
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Closure - Fort Ticonderoga (Montcalm Landing) Station
A hearing was held on January 9, 1961 to review the petition. A delegation of 18 Ticonderoga and area government personnel and business men attended the hearing in Albany to protest the discontinuance of service. The railroad proposed to sell, rent, or lease the Fort Ticonderoga station building and to construct a three-sided, unheated and unlighted shelter, without lavatory facilities. |
Unlike the Montreal Limited trains, the Laurentian trains would stop on signal. The local freight station agent in Ticonderoga continued to sell tickets. The Public Service Commission denied a request to postpone the February 14 hearing made by John F. Lawson, Ticonderoga town attorney. Lawson sought a postponement so that operators of camps and resorts could testify. The case examiner, Isador E. Crade, complied with requests of Lawson and the Delaware and Hudson to file a memorandum reviewing evidence in the case. Included in the memorandum was a review of earnings of the Fort Ticonderoga station. With the exception of 1960, the station showed a profit. Profits in 1958 and 1959 were $6,223.99 and $4,829.69 respectively. Losses in 1960 were $439.10. Profits for the first 6 months of 1961 were $472. Final profits were expected to be higher once the summer month figures were compiled. Testimony in the case was quite voluminous, totaling 239 pages. The case was closed with the exception of the memorandum filing by March 15. On May 25, 1962, the Public Service Commission authorized the Delaware and Hudson Railroad to discontinue resident agency service at the Fort Ticonderoga station. The railroad was, however, required to continue passenger service and provide a suitable enclosed shelter, heated when necessary. The railroad also had to continue the handling of carload freight at the siding there under the jurisdiction of the agent at Ticonderoga. The railroad agreed to make special arrangements to forward "camp baggage" from the Fort Ticonderoga station for vacationers. The railroad's three-sided shelter proposal was ruled "not adequate" by the Public Service Commission especially during the winter months. During the same ruling, the Commission also directed the railroad to transfer jurisdiction over its non-agency station at Dresden from Fort Ticonderoga to Ticonderoga. |
Following the closing of the Fort Ticonderoga station, the Delaware and Hudson Railroad
constructed a passenger shelter by November 1962. The Fort Ticonderoga story was not yet over, however.
On January 3, 1963, The Ticonderoga Town Board condemned the Delaware and Hudson's passenger shelter
located at Fort Ticonderoga. The following resolution was unanimously adopted:
"WHEREAS, the said railroad thereafter closed and locked the heated waiting room facilities and
constructed a 6 foot by 8 foot building with two benches and installed a small electric heater in the
ceiling, and
"WHEREAS, it appears that the said shelter is rarely clean from debris, cigarette butts,
old newspapers on the benches to protect the public from dirt, and
NOW THEREFORE BE IT RESOLVED:
"BE IT FURTHER RESOLVED: |
In response to the letter from George H. Spring, executive director of the Ticonderoga Chamber of Commerce regarding the untidy condition of the passenger shelter at Fort Ticonderoga station, J. P. Hiltz, Jr., president and General Manager of the Delaware and Hudson Railroad, in a letter dated January 21, he wrote, "You may be assured it is our desire and purpose to keep the Fort Ticonderoga shelter clean and comfortable." He continued stating, "This matter was called to my attention during the past week and I feel was handled in such a way as to preclude a recurrence of the situation." Enclosed with Hiltz's letter was an advertisement which appeared in an issue of the Ticonderoga Sentinel relative to dwindling passenger use of trains operating between Montreal and New York City. This was expected to be a forerunner to a petition to the Public Service Commission to eliminate all passenger service between the two cities, which would isolate Ticonderoga and other communities insofar as train transportation was concerned. The advertisement pointed out that Hiltz wrote an accompanying letter to Mr. Spring stating that the Delaware and Hudson wanted to continue to serve the public with good passenger transportation, but that obviously their efforts to do so would be thwarted if the public did not patronize the service in sufficient numbers to warrant the continuation. Hiltz warned, "The patronage on these trains during the coming months will decide the issue." |
The war of words between the Ticonderoga Chamber of Commerce and the railroad continued until it suddenly ended on a crashing note, literally. On February 11, 1963 a crew began demolishing the wooden structure which was Ticonderoga's station, what was left of the former Montcalm Landing station, along the main line until it was closed the year before. Within a few hours, the structure was flattened. The Delaware and Hudson brought a triumphant close, for the railroad at least, to the controversy over the reopening of the station's waiting room in place of the small, highly inadequate, poorly heated and ill kept shelter for waiting passengers. This poor excuse for a passenger shelter, described locally as a "fish shanty" was now all that Ticonderoga had for a passenger station along the main line of the Delaware and Hudson. Without the station building, the only recourse Ticonderoga had was to demand a larger, adequate shelter for waiting passengers. The New York State Public Service Commission stood shoulder to shoulder with the Delaware and Hudson Railroad in defense of the condition of the "tiny cubicle" which was left to serve as a public waiting room on the site of the former Fort Ticonderoga railroad station. In a letter to Town Supervisor Francis Malaney, the secretary of the Public Service Commission reported the results of its investigation into the condition of the shelter. The Commission report concurred that its first inspection of the "shack" found conditions to be as reported by the town authorities. The report also stated, however, that a previous inspection on January 29 found the station clean and comfortable. The outside temperature was 17 degrees above zero while the inside was 62 degrees. |
The issue of vandalism surfaced publicly for the first time in the report. It stated, "Vandalism is always a source of trouble, particularly at unattended stations...The cooperation of village and town police officers in curbing such apparent vandalism would seem appropriate." Town and village officials expressed surprise at the statement, noting that this was the first time, to their knowledge that vandalism was responsible for the state of affairs at the railroad's shelter. The Public Service Commission stated that it was informed by the railroad that its patrol foreman, who resided in Willsboro, approximately 40 miles from Ticonderoga, was principally responsible for keeping the shelter in order. A complete text of the letter stated, |
February 7, 1963 |
A New Station "...there is only one way to describe Ticonderoga's rail connection to the rest of the world...the place is disgusting." The shelter was described as about the size of a large outhouse sitting next to the tracks. The tiny indoor waiting room was frequently locked leaving customers to wait in the freezing cold or humid heat. No one dared to seek shelter in the Fort Ti Inn across the street for fear of missing their train. The train only stopped if flagged. To make the situation even worse, Amtrak's trains were often late. I remember my mother and I dropping off my sister at the station some time during the 1970s. It was bitter cold, and that was inside the shelter. |
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Years went by and the Ticonderoga Chamber of Commerce continued to push on Amtrak and the Delaware and Hudson asking for the two companies to improve the situation. Finally, Amtrak began construction on a new facility at the old Fort Ticonderoga station location across from Larabee's Point. This new facility was constructed just north of the tunnel under Fort Ticonderoga and on the west side of the mainline, directly across from the old location of the WIPS radio station. The installation of the new facility was delayed until the spring of 1991 because the Town of Whitehall was also receiving a new Amtrak station and Amtrak wanted to install both facilities at the same time. Bids were not expected until the middle of October 1990 which made it too late in the season to prepare the ground. The process was also held up due to negotiations that took place between the New York State Department of Transportation, Amtrak, and the Delaware and Hudson Railway. These negotiations involved the use of Delaware and Hudson land to build the station. Construction was near completion on August 5, 1991 as reported by the Times of Ti. The facility was awaiting the completion of wiring and power hook-ups. The Ticonderoga station opened to the public on August 13, 1991 at 2 p.m. following a ribbon cutting ceremony. The station, if one could call it that, was an unmanned facility with timed heating and lighting available for those using the station. Ticonderoga Supervisor Michael Connery cited the New York State Department of Transportation, Moriah Shock forces, Ticonderoga Chamber of Commerce, and Reale Construction for their efforts leading to the successful construction of the new facility. |
In 1965, there was one daily freight train into the Ticonderoga Branch - northbound second class train number 501. Likewise, there was one freight train departing Ticonderoga each day - train number 502. Each of these were daily trains except Sunday. Train 501 arrived in Ticonderoga at 1:05 p.m. The speed restriction from Ti Cabin to Ticonderoga was 10 mph. All highway grade crossings had a speed restriction of 6 mph. Timetables from 1978 until 1980 showed Train 501 working extra until 4:01 a.m. between Ticonderoga and Ti Cabin. Train 502 left Ticonderoga at 3:05 p.m., but was discontinued sometime after 1967 or 1968 longer listed in 1978 timetables. |
Official Closure of the Ticonderoga Branch
The Delaware and Hudson Railway Company announced the official closure of the Ticonderoga Branch in General Order number 7-56. Effective August 24, 1981, the order announced, the Ticonderoga Branch and cross-over switch at Ti Cabin was permanently removed from service. This announcement followed the actual removal of the track during July and August. After approximately 90 years, the Ticonderoga Branch was no more. Time had simply moved on for the railroad. More modern transportation served the village of Ticonderoga, eliminating the railroad as a necessity. |
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Railroad Surgeons in Ticonderoga Dr. J. S. Gninan was the first physician designated for the Ticonderoga area, specifically, from Whitehall, south of Port Kent to Comstock, Whitehall to Hydeville and the Ticonderoga branch. |
J. P. J. Cummins and his brother, T. R. Cummins, were the physicians referred to in later timetables. Doctor J. P. J. Cummins (John P. J. Cummins) of 146 Montcalm Street was appointed surgeon on the railroad's surgical staff around October 19, 1916 and was listed in timetables as early as 1917 to 1967 for the Ticonderoga & Baldwin Branches and for the area north of Dresden to Westport inclusive. The doctor of record changed to T. R. Cummins (Doctor Tom as we called him), J. P. J. Cummins brother beginning in 1969 and as late as 1980. Thomas Cummins, or Doctor Tom as we called him, was also our family doctor for more years than I can remember. Dr. Tom Cummins, formerly of Plattsburg, located in Ticonderoga around June 22, 1916, and at first moved into his brother's home. He and his wife were originally in New Mexico for his wife's health, but the climate there did not suit her. She resided in the Mount Hope Sanitarium. Cummins rented his first office quarters in the Weed Opera House block before using the house at 146 Montcalm. I was in that Montcalm Street office many times as a child. I remember going in the front door, and when done, Doctor Tom would send us out the back door. |
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Ticonderoga Snow Trains Everyone enjoyed the Delaware and Hudson's snow trains. Many of the younger people who rode the trains, although they had traveled thousands of mile by automobile, had never before traveled anywhere by train. The April 1936 Bulletin, published by the Delaware and Hudson, reported that in one group of eight high school girls, only one had ever experience a train ride. The remaining seven found the travel to North Creek by train as thrilling as the sports they enjoyed at their destination. |
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The Bulletin also reported that an Albany physician who rode the snow train on February 3, 1935 stated he ordinarily traveled by automobile, but would not consider driving to the Adirondacks. As much as he enjoyed winter sports, the trip itself, over icy roads would simply consume too much energy that he would be over tired at the end of the day's strenuous exercise if he had to drive home. Using the train meant that someone else did the driving while he sat, relaxed and enjoyed the scenery. Furthermore, he stated, that if the Delaware and Hudson Railroad said he would be home in Albany at 8:45, he could depend on it, which was more than he could say about his or any one else's driving. |
The Delaware and Hudson long referred to the Adirondack region as a "summer paradise". In an attempt to have the area become equally famous as a "winter playland," the railroad began snow train operations as an experiment on March 4, 1934 at the request of the Schenectady Winter Sports Club. These were successful from the start and were scheduled for every Sunday through March 8 of that year, weather conditions permitting. The trains originated from Albany and Schenectady on alternate weeks and ran to North Creek. In addition to these trains, trains also originated from New York City to North Creek every two weeks. These trains became so successful, in fact, that five additional snow trains were operated in 1935, four from Schenectady and one from Albany on five consecutive Sundays between January 20 and March 10.
1935-36 Season |
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The group stressed the importance of building up local interest in winter sports believing that by doing so the club members could cooperate on improving sites such as snowshoe trails, skating rinks, and the other necessary facilities. North Creek had enormous success in their campaign to make that community a Mecca for winter sports fans with snow trains carrying as many as 800 persons from the city to that community. The initial feeling prior to the first meeting was that there was not much hope for bringing snow devotees to the Ticonderoga region during the upcoming winter. However, as a direct result of the meeting and later developments during the week, members changed their assessment and believed it was definitely possible to bring a snow train into the area for the week of February 14, 1936. Two members of the group traveled to Albany to discuss the snow train program with Delaware and Hudson railroad officials. Meanwhile, the Club's first outing was a toboggan party at Breed Run in the upper falls on January 26. |
By the end of January, the promotion of winter sports in Ticonderoga was a growing passion and it was at this time that the club adopted the name of the Ticonderoga Snow Club. Club members, axe and shovel in hand, began clearing and improving trails in the Bull Rock and Mount Defiance areas. The Bull Rock trail branched off at the top of Chilson Hill and ended at Shattuck's near the Hague Road. A toboggan slide and lighted skating rink were in place at Breed's in the upper falls, however, hopes of a snow train quickly evaporated primarily because the group attempted to do too much too soon. There was insufficient time to prepare for the entertainment of hundreds. The lack of facilities and inadequate arrangements would result in a blow to the hopes of aroused patrons. This brought a blistering editorial in the February 28, 1935 Ticonderoga Sentinel: |
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"Many residents of Ticonderoga and vicinity are wailing over the fact that little Huletts Landing on Lake George is attempting - and successfully - to emblazon its name on the winter sports and recreation horizon. We haven't an iota of sympathy for the persons responsible for such a howl. What has Huletts Landing to offer that Ticonderoga can't better? We have Lake George - and we don't believe the texture of the ice is any better at Huletts Landing than at this extremity of Old Horicon. The same is true of the exhilarating air, facilities for skating rinks, toboggan slides - and, yes, even a bob run down the precipitous slopes of Mount Defiance is possible. And, what is of equal importance, we have facilities for accommodating visitors infinitely better and more comfortable than Huletts Landing. The Ticonderoga Chamber of Commerce very kindly lends its cooperation to the sponsors of the Huletts Landing carnival and attempt to make the Lake George resort a Mecca for winter visitors somewhat after the fashion of Lake Placid. But who gives a tinker's damn about that sort of thing? What we want is money spent in Ticonderoga, and certainly, by no wild elasticity of the imagination, can winter sports at Huletts Landing be of any commercial value to the merchants and other residents of Ticonderoga. Why doesn't the Ticonderoga Chamber of Commerce awaken to the fact that we are ideally situated for a winter resort? In other words, why help Huletts Landing when we can just as well help ourselves? Perhaps, in all fairness, the Chamber never looked at the matter in that light. But that's the way we feel about it, and we'd wager that ninety-five per cent of the merchants and other business people - whether or not they are Chamber members - would agree with us. Give Huletts Landing and the brave little group of citizens who are attempting to successfully put over the idea - their full measure of credit. The deserve it, and we wish them well. But, at the same time, the primary interest of Ticonderogians is and should be Ticonderoga. Perhaps it's too late this winter to go into the matter, but there's ample time before next fall to lay the ground plans for a real winter carnival - the beginning of a sports era which will not die on Labor Day - as it has in the past - but continue through the greater part of the year. Ticonderoga is an ideal summer resort. It CAN be, with the proper amount of WORK, as ideal as a winter resort. Let's stop this business of looking after the other fellow until we've looked after our own interests. Now is our chance! We've expressed our opinion and these columns are open to letters pro and con in regard to the matter. Let us hear from you!" Ticonderoga wasn't the only location working on winter sports. The March 1936 Delaware and Hudson Bulletin stated that the Gore Mountain Ski Club had laid out numerous new ski trails, a toboggan slide, and skating rink as well as a new innovation known as a ski-tow, "an endless rope and pulley device, powered by an automotive motor." Meetings and planning continued throughout February and March and into the summer of 1936. On May 27, 1936 a joint meeting of the Board of Directors of the Ticonderoga Chamber of Commerce and the local snow club decided to raise funds by popular subscription for the development of ski trails and other winter sports facilities in Ticonderoga. It was necessary for these activities to begin at once in order for the New York Central Railroad to include Ticonderoga on its winter sports bulletin in Grand Central Station. The Club received many pledges for money and the plan called for the building of twenty miles of ski trails, some of which followed old log roads and others which cut directly through the heavily wooded area in the Lord Howe Valley. A total of $2,505 was raised by June 18 and all officials were quite pleased with how the plan was accepted by the Ticonderoga merchants, business men, and residents. It was hoped that the goal of $5000 could be reached within a short time. The Ticonderoga Sentinel printed the names of pledges and contributors. Recent contributors included the Ticonderoga National Bank, Charles E. Ward, Grand Union Company, and other citizens. This money funded the work on the ski trails, constructed by Albert Eichen, a local contractor. This work in the vicinity of Chilson Hill near the Bullrock Run was progressing to everyone's satisfaction. |
1936-37 Season Sheehan told the gathering that there was great competition among the railroads for winter sports service and cited the difficulties that were overcome to start this service. He praised the Snow Club slogan, "Play Where History was Made" and suggested the club feature it at all times. |
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Officials urged Ticonderoga to feature every winter activity possible including ice harness racing, ice fishing, skating, tobogganing, etc. The railroads were not yet certain which activities visiting skiers would demand as the winter sports field was just opening. It was up to each community to cooperate to provide a full program in order to determine what features customers desired. Preparations for the snow season in Ticonderoga began with an effort to provide winter accommodations. The Snow Club needed the cooperation of every publicly-spirited Ticonderoga resident. There was plenty of work for everyone in order to promote Ticonderoga as a winter resort. One of the most prominent needs was a complete listing of every tourist home, private home, and hotel planning to accommodate the winter sports visitors. The New York Central and Delaware and Hudson Railroads needed this information by October 25 before the railroads could provide snow trains. The Snow Club asked all residents who wished to furnish accommodations for winter guests to secure an application blank or telephone the Chamber of Commerce. |
The Ticonderoga Snow Club published a brochure for the 1936-37 season. The brochure included a map and
description of each of the snow trails as follows:
Trail No. 2 - Mad Anthony
Trail No. 3 - Campbell's Ghost
Trail No. 4 - Allen's Surprise
Trail No. 5 - Abercrombie's Run
Trail No. 6 - Black Watch
Trail No. 7 - Rogers Glide
Trail No. 8 - Hill "36" |
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An Associated Press dispatch announced on January 8, 1937 that the New York Central Railroad would provide a snow train to Ticonderoga. The report stated that more than 5,000 New Yorkers had become addicted to winter sports the previous year. The New York Central snow train program the previous year was so successful that it was pursuing an enlarged program for this season for the Adirondack, Catskill, and Bear Mountains. The railroad planned to make hotel arrangements for Old Forge, North Creek, Ticonderoga, and the Catskills. If snow conditions were favorable, the railroad would run two snow trains every weekend beginning January 8 to either Old Forge, North Creek, or Ticonderoga, and the other to the Catskills. Special trains would run to Ticonderoga under charter to the Schenectady Sports Club each carrying approximately 800 passengers. The train scheduled for January 8 never materialized. A second attempt to bring New York Central snow trains to Ticonderoga was planned for November 16, 1937. The first snow train in the history of Ticonderoga was scheduled to arrive from New York City early Saturday morning and leave for the return trip Sunday evening. An additional two trains would also travel to Ticonderoga in February. The second train of the season would leave New York Friday night, February 5, arriving in Ticonderoga Saturday morning, and return on Sunday evening, February 7. In the event of public demand, additional trains would operate to Ticonderoga on other weekends. |
The final train of the season would provide visitors a three-day stay in Ticonderoga during Washington's Birthday. This train would leave New York Friday night, February 19, arriving in Ticonderoga Saturday morning, and return on the following Monday night. The resulting New York Central literature in circulation referred to Ticonderoga stating, "The historic village of Ticonderoga in the Adirondacks is all agog and has made special arrangements for skiers and winter sports people to insure delightful winter holidays. Hotel reservations will be made by the railroad. Ski equipment car on train operated by Saks Fifth Avenue." In addition to the special trains from New York City, it was probable that three additional trains would operate to Ticonderoga during January and February by the Schenectady Sports Club. These trains would arrive Sunday mornings and return the same evening. Schenectady officials stated they would recommend their first train arrive in Ticonderoga on Sunday, January 10. |
As late December 1936 approached, not a single snow train had yet to arrive in Ticonderoga due to the unfavorable weather conditions that persisted throughout the season. The scarcity of snow raised havoc at all of the winter Meccas such as Ticonderoga, North Creek, and Lake Placid. The railroads cancelled all trains to North Creek as well as the North Creek overflow trains to Ticonderoga that were originally scheduled to arrive during the first week of January 1937. |
The Ticonderoga facilities were ready. The club house in Lord Howe Valley was nearing completion and the horse barn at the Wicker Track was nearly ready for use. Work progressed rapidly on the toboggan slide adjoining the skiing slopes in the Valley, and the ice skating rink on the High School athletic field was virtually completed. Officials resolved transportation and parking problems. The Three Brothers ski trails were available and awaiting the first snow fall. |
On December 3, plans reflected a total of eight snow trains operating in Ticonderoga. The New York Central would operate three trains from the city of New York. The Delaware and Hudson would operate three trains from the Albany/Schenectady area and another two trains from Albany. The railroads would operate additional trains if demand warranted. New York Central trains were scheduled to arrive on January 16, 1937 on a Saturday morning, departing on Sunday evening the 17th; then again on February 6 with the same arrival and departure schedule. The final New York Central train would arrive on February 20, and remain until the evening of February 22.
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Delaware and Hudson planned for trains from the Albany/Schenectady area to arrive on Sunday morning and depart Sunday evening. These trains would arrive on January 10, February 21, and March 7. Albany trains would arrive on Sunday morning and depart Sunday evening on January 24 and February 28. |
The weather for the 1937 season was not particularly cooperative in January. It continued to be cold with sleet and winds, but the snow was noticeably missing. Without snow, there could be no snow trains. Temperatures in the vicinity of Ticonderoga skidded to 12 degrees above zero, but soon warmed. A snow storm early in the first week of January failed to materialize and forecasts only included warmer temperatures and rain. Temperatures eventually reached 55 degrees during the second week in January. |
The season almost kicked off early on January 1, 1937 when the Delaware and Hudson Railroad had an overflow of bookings on their train to North Creek. The railroad planned to bring the overflow to Ticonderoga if snow conditions warranted. Alas, the North Creek train, and thus the Ticonderoga train were both cancelled when a scarcity of snow again eliminated the trains. This was followed by another disappointment when the first Delaware and Hudson train of the season scheduled for January 10 was cancelled due to a lack of snow. This was followed by the cancellation of the first New York Central train scheduled for January 16 again for a lack of snow. |
By January 21, the New York Central was looking for a reserve list of private residences in Ticonderoga that could accommodate snow train customers. Many of the various hotels and rooming houses reported capacities, but the Ticonderoga Chamber of Commerce needed to furnish the railroad with a full list of all local residences, which could be used in an emergency in case of an overflow crowd. Many private home owners expressed their desire to list limited accommodations for the winter sports visitors, but failed to register with the Chamber of Commerce. Private residence owners could register their homes for emergency overflow crowds or for regular booking depending upon the wish of the owner. Homes could not, however, accommodate customers unless they filed the proper information with the railroad who made reservations at the time a snow train passenger purchased a ticket. Each owner had to indicate the number of persons that their facility could accommodate. The railroad listed every home even if the home could only accommodate one person. Two weeks later the Chamber of Commerce prepared a numbered list of 80 hotels and rooming houses in Ticonderoga. These locations included such locations as Hotel Burleigh, Ledger's Inn, Ticonderoga Inn, Carillon Inn, The Old Pinehurst, The Tavern, Trudeau Lodge, the White House, Bogle's Hotel, and The White Swan. Private homes included Mrs. Thomas Andrews, Mrs. Thomas A. Neddo, Mrs. Murray Clark, Mrs. Edward Towne, Mrs Lelah Blye, Mrs. Thomas Mahar, Mr. Emory Wissell, Mrs. Robert Christopher, Miss Cora Champaign, Mrs. Francis Nadeau, Mrs. John McRae, Mrs. Walter Breed, Mrs. Edwin French, Mrs. Hugh Mulvey, Mrs. C.E. Bennett, Mrs. N. Spataro, Mr. Charles E. McNeal, Mrs. Irving Green, Mrs. Cassie Lewis, Mrs. E. Cossey, Mrs. Isaac Girard, Mrs. Blanche DeLano, Mrs. John May, Mrs. Ella Crowningshield, Mrs. William Phillips, Miss Lena Barry, Mrs. Victor Moore, Mrs. Charles Beers, Mrs. Albert Hall, Mrs. Claude S. Attuck, Mrs. Frederick Stull, Mrs. James Neddo, Mrs. Percy Duell, Mrs. Elton Reynolds, Mrs. A. K. Bolles, Mrs. Chester S. Howard, Mrs. Della Pease, Mrs. E. F. Joubert, Mrs. Winifred Sisson, Miss Edith Burt, Mrs. Albert E. Shattuck, Mrs. George Cook, Mrs. Walter French, Mrs. Thomas H. Spence, Mr. Joseph Boven, Mrs. Glen Mishler, Mr. G. W. McChesney, Mr. George Wells, Mrs. N. W. Bromley, Mrs. Nora Snow, Mr. E. F. Hayes, Charles W. Leach. |
Mother nature continued to be very unkind during the 1936-37 season. Hopes of entertaining 700 snow enthusiasts on a January 24 Delaware and Hudson train was also cancelled when it rained. It finally became cold enough for snow, but the customer totals were insufficient to justify a train. To add insult to injury, the New York Central cancelled their second train of the season originally scheduled for February 6 because of insufficient snow on the ground. |
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Despite the snow train cancellations, a 5-inch snowfall and freezing weather allowed the flooding of the skating rink on the High School playground. The entire length and width of the football field was flooded affording one of the finest municipal rinks in northern New York. Six powerful flood lights were installed for the convenience of night skaters. The favorable weather also made possible the packing of the toboggan slide at the Ticonderoga Country Club. The ski tow near the slalom course was completed by Fred Pabst, Jr. and was in good working condition. The trails, club house and other projects were completed in preparation for the snow trains, which still had not arrived. |
The Ticonderoga Chamber of Commerce instituted several bus stops for the convenience of hotel and rooming house proprietors and their guests enroute to the club house in the Lord Howe Valley. These included the Community Building, Black Watch Library, Montcalm street bridge near Schuyler street, summit of Weedville Hill, Moses Circle, and the Club House. Passengers requiring transportation to the top of the trails on the Bullrock Road had went to the club house where buses took them to the top. The cost was 10 cents for transportation to the club house and 25 cents to the trails. By January 28, 1937, most of those in the Ticonderoga area had forgotten what snow looked like. Snow was only a memory or a myth. The last remaining vestige of hope for a New York Central snow train during the 1937 season disappeared when the Washington's Birthday weekend train scheduled for February 20-22 was cancelled, again due to lack of snow. There was no snow on the open slopes in Ticonderoga. By January 28, 1937, Now, the only hope for any trains rested with the two remaining Delaware and Hudson trains scheduled for February 28 from Albany and March 7 from Schenectady. Railroad officials mentioned the possibility of additional trains in March if Mother Nature delivered a heavy snow during that period and sufficient demand existed for the service. The weather never cooperated and the railroad cancelled the last two remaining trains for the season. Ticonderoga still hadn't had a snow train. With the last two snow trains of the year cancelled, it only made sense that snow would eventually hit the area with an unexpected parting shot...and so it happened. A two-day storm hit the area on March 15-16 dumping 12"-15" of heavy, wet snow on the trails. The storm opened the slopes for the first time that season and was one of the worst to hit northern New York in many years, piling drifts as high as fifteen feet in some sections. In Ticonderoga and Essex county, the heavy, moist snow clogged roads and required every available piece of snow removal equipment in an effort to clear the highways and streets. The snow was then covered the following day with a light, powdery snow which provided perfect skiing on the open slopes and trails. Along with the snow, came an announcement that a fleet of ten buses would leave Schenectady Sunday morning, March 21. Schenectady Ski Club members were anxious to try out the local trails and at Ticonderoga. An estimated three hundred made the trip from Schenectady, many of whom arrived in private automobiles. So close, but no trains would deliver snow enthusiasts during this season. |
1937-38 Season |
In announcing the plan, the Club stated the summer period was the appropriate time to advertise Ticonderoga as a winter resort because this was the time when thousands of summer guests who are interested in winter sports were in the area. Over the opening weeks of the campaign, the Snow Club collected $41.20 with additional contributions expected. In addition to the Tag Days, the Snow Club also made arrangements for a benefit show on September 22 and 23 which included a professional cast. Every dollar raised went to furthering the area as a winter resort. It was a major step toward the goal of making Ticonderoga a center for skiing and other snow sports. It was not possible to accomplish any of their goals without the expenditure of substantial sums in for advertising and for preparing facilities for the coming winter. |
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On September 9, the Snow Club today concluded a contract with the Amateur Theatre Guild of Boston, Mass., for the presentation of the play "Boomerang," which would be presented in the Knights of Columbus Hall on the evenings of September 22 and 23. The play was successfully in other communities, and it was hoped that the Snow Club treasury would be greatly increased because of this effort. The director arrive early the next week. While waiting for the director, the Snow Club sought local talent for the minor roles. In early September, the New York Times contacted the Ticonderoga Snow Club and offered to compile a Snow Club Directory of hotels, inns tourist homes, and boarding homes, which would offer rooms to winter sports enthusiasts. The Times required the Chamber of Commerce to provide information such as the name and location of the facility, number of rooms, name of proprietor, daily room rates, and other information. |
Albert W. Macauley was elected president of the Snow Club on October 8, 1937, succeeding Rupert D. Wickes. Shortly thereafter, the Ticonderoga Snow Club met in the Community building to discuss clearing the trails, housing, membership campaign, railroad contacts for ski trains, and other matters. Calls went out for those who wanted to provide accommodations to winter guests. All information was required to be forwarded to railroad companies such as the Delaware and Hudson and New York Central by October 25 for the planning of winter snow trains. By late October, 600 of the 1200 needed housing listings were provided to the chairman of the housing committee. Believing that many persons perhaps felt that accommodations had to be better than they have to offer, housing committee chairman L. Judson Morhouse stated that all clean and well heated rooms could be utilized and that they did not need to be elaborate or modern in every detail. During the second week of November in 1937, the Ticonderoga Snow Club began clearing brush from the network of ski trails. Many of the turns were widened and the trails generally improved. Snow Club membership reached a total of 156 members, far from the goal of 1000 members. The attempt to identify local housing for snow enthusiasts had now reached a capability to house 657 persons. The committed continued to urge hotels, tourist and private homes not yet registered to secure application blanks from the committee or from Mr. Spring at the Chamber of Commerce. The concessions at the club house in Lord Howe Valley would be operated by the Snow Club, and the directors approved the appointment of Grant Johnson to head this committee with the power to name assistants to serve with him. By November 11, the total accommodations was enough to house 670 persons. Officials still believed many other accommodations could be made, but were not being offered. |
The Snow Club purchased an outdoor display thermometer and erected it on Montcalm Street to furnish year-round publicity for the winter sports program. Reading the dial of the thermometer was guaranteed easily visible at 100 feet. New direction and entrance signs were prepared and erected at vantage points along the roads passing the network of ski trails and the "Punch Bowl" in Lord Howe Valley. |
Rumors began circulating around November 18, 1937 that the New York Central planned to institute a new plan for the scheduling of snow trains during the season. According to Ticonderoga Chamber of Commerce officials, the New York Central intended to abandon its former procedure of providing a train for one community one week and another train for some other community the following week. For its new system, trains would be dispatch to all communities each week provided snow conditions were satisfactory and sufficient ticket demand to warrant a train. |
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Under this new system, it was up to the competing winter resorts to build up interest in the New York metropolitan area each week in order that a regular schedule could be followed. The various snow and ski clubs in the communities where the trains were sought ahd to take the initiative. The New York Central schedule was effective from January 7 to March 4. The Delaware and Hudson schedule was unknown as late as November 25, 1937 and wasn't expected for another three weeks. The New York Central planned to route the first snow trains of the season to various communities from New York City on January 7 and Ticonderoga was included in the list of towns and cities scheduled for snow train service. Ticonderoga was scheduled for a snow train every week when snow conditions were satisfactory and ticket demand warranted. The Ticonderoga Snow Club conducted a meeting on November 22 at the Community Building to discuss the latest plans for the new season. The Club conducted an advertising campaign that aroused wide spread interest among winter sports enthusiasts. The publicity program was augmented through space in the New York City and Capitol district newspapers in addition to direct advertising to 5,000 persons who used snow train service the previous year. The club hoped to maintain constant interest in Ticonderoga as a snow sports Mecca, which was hoped would result in a demand for train service to the community each week. |
During the meeting, the housing committee announced that the accommodations listing showed Ticonderoga had enough housing secured to accommodate 719 winter enthusiasts. The need for additional numbers of accommodations was stressed. The membership committee reported that the roster of the club had reached a total of 194 members and plans were in work to sell cloth club emblems at the price of fifty cents each. All of the snow trails were completed brushed at this time and ready to go. A new run was marked with a northern exposure to add to the network on the Three Brothers. The club also developed a plan to secure a ski instructor from the Otto Shelbe American Ski School who could be available every week during the winter. Later in December, Max Wheildon, technical engineer of the Norton Manufacturing Company was assigned by the Shelbe Ski School to Ticonderoga as ski instructor for the season. |
When the Delaware and Hudson's season schedule was announced on December 30, 1937, Edward T. Gilhooley, the Delaware and Hudson's general passenger agent, announced a scheduled total of nine trains for the season alternating more or less between North Creek and Ticonderoga. The first train was scheduled to leave Schenectady on January 9th for North Creek and on January 23rd for the first Ticonderoga service. The entire schedule announced the following trains seen on the right. |
Table 3 1937 Snow Train Schedule |
January 9, Schenectady to North Creek |
Trains from both down state cities to the two winter resorts were scheduled to stop at Saratoga where Glens Falls and other area snow enthusiasts could make connections. All trains were scheduled to leave on Sunday morning and return that same evening. |
The Ticonderoga Snow Club was in a state of frenzied activity during the week of January 1, 1938.
The first snow train of the season from New York was expected, weather permitting, to arrive on
Saturday morning, January 8, but was then cancelled on January 6 by the New York Central due to
an unprecedented lack of demand for accommodations at all winter resorts in the East. Snow trains
to nearly every skiing center were cancelled by not only the New York Central, but by other railroads
as well. The Ticonderoga Snow Club was informed of the cancellation at noon on January
6. Only
four persons had made reservations for Ticonderoga with another 70 persons
who had reservations for North
Creek. This was still enough for the North Creek train to remain on schedule.
The unusual situation was attributed to a customary lull in all social and sports activities following
two holiday weekends, and the weather in New York City, which was unseasonably warm during the
previous two days. Potential weekend skiers incorrectly believed that similar conditions prevailed at Ticonderoga
and other locations. |
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The next snow train was scheduled to arrive in Ticonderoga at the local siding on Algonkin Street on Saturday morning, January 15. Grand plans called for the Ticonderoga High School band to meet the train. The Snow Club completed preparations on all facilities including the clubhouse, ski trails, open slopes, ski tow, skating rink, ice fishing shanties, and toboggan slide. Ticonderoga rooms and hotels were all prepared for the influx of people. All of this wonderful planning went for naught when the train was cancelled because of lack of ticket demand. Ticonderoga hotels, rooming houses, and private homes, which were listed with the railroads to house the incoming winter sports fans received their instructions during this week. Each establishment was accorded a number to be affixed to the exterior of the hotel or house. The railroad gave the snow patron a corresponding number prior to their departure from New York. This method ensured the patron could be transported to the proper residence or hotel. Three ski instructors were now available from the Otto Schneibs American Ski School for group or individual instruction. Final preparations were made to place the ski tow into operation. The rates for use were 25 cents for a single ride, $1.00 for an all-day ticket, or 50 cents for use from two o'clock until closing. Ski tow cost were later reduced in February 1938 from 25 cents to 15 cents, however, these costs were still considered very high. The toboggan slide was opened the previous week and plans were made to illuminate the chute for night use. There was no cost for the use of the slide. The skating rink on the playground at the rear of the Ticonderoga high school at Calkins Place was open and ready for use. |
This is a 1939 D&H brochure for snow trains to North Creek and Ticonderoga. (M. Wright collection) |
On January 12, 1938, officials of the New York Central Railroad informed the Ticonderoga Snow Club that only two snow trains would operate to the Adirondacks over the weekend. One of these would stop in Ticonderoga, the other in North Creek. There was a fair demand for space on the special to Ticonderoga, which was scheduled to lave New York City on Friday night and arrive in Ticonderoga on Saturday morning, January 15. |
A three inch snow fall during the week added to a nine inch base of breakable crust so ski conditions were very favorable. The Snow Club extended invitations to a representative group of New York City and other winter sports enthusiasts. They were described as "key" men and women in the promotion of snow sports resorts. At least 40 representative winter sports enthusiasts were scheduled to come to Ticonderoga as guests of the Ticonderoga Snow Club. |
Finally after years of hoping and planning, the first snow train in the history of Ticonderoga
rolled into town on Saturday morning, January 15, 1938. The New York Central train brought a
representative group of winter sports enthusiasts to inspect the local facilities as weekend guests
of the Snow Club. The train was also comprised of well known ski experts, representatives of newspapers
and magazines, department stores, the Columbia Broadcasting System, and photographers.
The train pulled into the Ticonderoga yard and, as planned, was greeted by the Ticonderoga High School band and the entire board of directors of the Snow Club. The train was a tremendous success. The success of the first train was followed by great hope, although very tentative, for Ticonderoga's second snow train scheduled for January 22-23. The New York Central train was scheduled to leave Grand Central station Friday night arriving in Ticonderoga on Saturday morning at 7 a.m. The railroad expected a minimum of 50 passengers. Advance reservations indicated an even higher number. It is unknown if the New York Central train ever arrived.
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This 1939 map shows the Ticonderoga Snow Club ski trails. (M. Wright collection) |
In addition to the New York train, the Schenectady snow train operated by the Delaware and Hudson Railroad was also expected in Ticonderoga the same weekend carrying between 1,000 and 1,200 members and guests of the Schenectady Ski Club. The train was expected to arrive at 10 a.m. Sunday morning January 23. Delaware and Hudson officials also indicated an interest in a "fishing train" to Ticonderoga due to the unusual interest in Lake Champlain ice fishing. The January 23 Delaware and Hudson snow train did arrive and was indeed a success carrying 700 winter sports enthusiasts into Ticonderoga to the reception of the Ticonderoga High School band. Combined with other patrons, nearly 2,000 skiers and others filled the "Punch Bowl" of the Lord Howe Valley traveling over the 29 miles of ski trails on the Three Brothers Mountain. This was the largest single crowd to populate the historic site since Major Robert Rogers and his green-clad Rangers fought their epoch battle on snowshoes. The train also carried 75 ice fishermen who were taken to shanties on Lake Champlain. The club house in the Lord Howe Valley hummed with activity throughout the day. Club officials were enthusiastic because two additional trains of the New York Central and the Delaware and Hudson were scheduled to arrive the following weekend on January 29 and 30. The Delaware and Hudson train had 900 advance reservations. However, Mother nature again dealt the region a cruel blow requiring the New York Central and Delaware and Hudson to cancel their trains due to a lack of snow. The Albany train to Ticonderoga was completely sold out when cancelled suggesting the next scheduled train for Ticonderoga from Albany on Sunday, February 13 would bring a capacity crowd. |
Despite the crummy conditions, there was excellent attendance for famous ski expert, Otto Schneibs' lecture in the High School auditorium. Large crowds in the Punch Bowl on Sunday, despite the undesirable skiing conditions, testified to the fact that the locals enjoyed the winter sports and that they had become an important factor in the community life. Disappointment continued the following weekend when both the New York Central and Delaware and Hudson cancelled their trains scheduled for February 5-6 weekend. It was a disappointing winter for Ticonderoga, ready to entertain thousands of winter sports enthusiasts on slopes and trails. Nearly every winter resort in the Adirondack region had been more or less snowless since the holidays. |
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The weekend of February 12 and 13 was to have been the first weekend of the new Pullman service. The sleeping cars were scheduled to arrive at Fort Ticonderoga station at 3:54 a.m. Saturday morning and placed under steam for occupancy until a reasonable time on Saturday morning. The Snow Club would have provided proper facilities at the station to transport passengers to the village, the open slopes, and the trails. For the return trip to New York, the Pullmans at Fort Ticonderoga would have been available for occupancy Sunday night, the cars placed under steam, and then attached to the southbound train at 1:00 a.m. arriving in New York at 7:55 a.m. in ample time for business. The service was the only one of its kind offered that winter by the railroads. Busses were scheduled to call at the Fort Ticonderoga station on Saturday morning to transfer the passengers to hotels and rooming houses in Ticonderoga. The Snow Club also offered feature tickets covering all necessary expenses for the entire weekend including round trip transportation between Fort Ticonderoga station and places of lodging, breakfast, lunch, dinner and lodging Saturday, breakfast, lunch, and dinner on Sunday, round trip transportation between the village of Ticonderoga and the open slopes on both days, and, if visitors wished, a bus trip to historic Fort Ticonderoga, with admission to the Fort museum. The charge for these all-expense tickets was $7.00, which, with the round trip tickets from New York City, and upper or lower berth, totaled an astounding bargain rate of $18.30 or $19.00 (depending upon whether the passenger ordered the upper or lower berth) for an entire all-expense weekend spent at one of the finest winter resorts in the East. Ticonderoga was the only skiing center that year to make this economical offer. This plan also fell apart due to undesirable weather conditions and the cancellation of the Pullman train ended the 1937-1938 season. |
1938-39 Season The 1938 brochure related the enthusiastic work done by the Ticonderoga Snow Club, which included seven trails and a slalom course that opened on a chain of four mountains near historic Fort Ticonderoga known as "The Three Brothers" and the "Cobble." The trails were located a short distance from the Delaware and Hudson station where the snow trains rested. Patrons then took buses for a 25¢ fare from the station to the top of the mountains. |
The 1938 season brochure advertised a total of four trains, two each leaving the Albany and Schenectady locations. The two morning trains left at 8:00 a.m. The Albany trains made intermediate stops at Watervliet, Cohoes, and Mechanicville. The two Schenectady trains may or may not have been combined until reaching Saratoga at Franklin Street and Grand Avenue. After Saratoga, the train or trains proceeded without stops. The Albany trains reached Ticonderoga at 10:55 a.m. followed by North Creek at approximately 11:16 a.m. Southbound trains left the Ticonderoga station at 6 p.m. reaching Schenectady at 8:20 p.m. followed by Albany at 8:55 p.m. Trains departing North Creek arrived at Schenectady around 8:55 p.m. followed by Albany at 9:05 p.m. Schenectady passengers obtained "Snow Train" tickets from local area sporting good stores. Albany passengers could to purchase tickets in advance at Delaware and Hudson ticket offices. Passengers realized, of course, that these train schedules were always subject to change or cancellation as the activities were naturally very dependent upon the weather and snow conditions. The snow trains included coaches, a dining car, and a baggage car for carrying winter sports equipment. The entire train stood at the station all day, a virtual "hotel on wheels." It was available for lunch, lounging, and resting as the cars were kept heated for the comfort of all the excursionists. Upon leaving the train, the crowd divided up into smaller groups of skaters, skiers, tobogganers, and snowshoers. |
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The Ticonderoga Snow Club unanimously elected three new members to the board of directors at the first fall meeting of the executive group of the winter sports organization on September 29, 1938. The new members were Samuel Letso, Gordon Michaels, and Charles Burgey. Other directors included A. W. Macauley, Charles E. Ward, Grant Johnson, Harold Roeseman, Rupert Wickes, Sheldon Wickes, Reginald Ackerman, Benjamin Semilof, J. W. Whiteley Jr., Dr. L. H. Gaus, Lester Smith, Milo King, William J. Neddo, Joshua Lowe, and J. B. Tefft. The Snow Club began widening and improving the road leading to the trails at Chilson as well as widening the road to the clubhouse on the Ticonderoga-Hague highway. During this time the club renewed its membership in the United States Eastern Amateur Ski Association. In November 1938 the Ticonderoga Snow Club purchased the ski tow at the winter sports development in the Lord Howe Valley, formerly operated by Fred Pabst, for the sum of $675. The tow was originally installed at a cost of $4,100. The 3,400 foot tow was near the intermediate slalom course. Pabst told Snow Club officials that snow conditions prevented continued operation of the tow and therefore he offered the apparatus to the Club. The ski tow could only be profitable, of course, if snow conditions were suitable to its operation. |
On December 8, 1938, the Delaware and Hudson announced two additional snow trains for the 1938-39 season. In addition to the two snow trains from Schenectady, sponsored by the Schenectady Sports Club, the Capitol District planned two other specials for Ticonderoga. Railroad officials reported the trains would leave from Albany on January 29 and February 26. Schenectady trains would arrive in Ticonderoga on January 8 and February 5. The Schenectady Sports Club also announced that a train would run to Ticonderoga before Christmas if snow conditions permitted. |
By December 28, 1938 George H. Spring, Secretary of the Ticonderoga Snow Club, announced that the club had received 150 reservations from persons desiring to spend their New Year's week end in Ticonderoga providing skiing conditions were satisfactory. Reservations were received by letter, telegraph, and telephone from parties in New York City, Queens Village, Schenectady, Albany, and other cities. Prospects didn't look good as insufficient snow was the standard the previous day. Snow forecasts for failed to materialize and the mercury plummeted to below zero levels. The various parties were expected to arrive in Ticonderoga on the last weekend of December, coming by automobile and train, and remaining until Monday. This did not materialize as yet again, like so many previous times, the weather did not cooperate. |
The New York Central Railroad announced that their snow train schedule for the season would include a regular weekend service similar to the previous season. The New York Central season would commence on December 30. The railroad planned to run their trains with a special car attached to the regular train leaving Grand Central station at 9:15 p.m. every Friday night, arriving at the Fort Ticonderoga station at 3:49 a.m. Saturday morning, where the train would park on a siding under steam until a reasonable hour. The car would remain at the Fort Ticonderoga station over the weekend, ready for occupancy at 10:00 p.m. Sunday night. The rail car would then be attached to the southbound regular train leaving at 1:00 a.m. Monday morning, arriving in New York City at 7:35 a.m. that morning. In order to secure a car for Ticonderoga, a minimum sale of fifteen fares was required. Plans called for additional cars if a larger demand justified it. Plans called for maintaining the schedule up to and including March 3 with the exception of Lincoln's birthday, a holiday weekend when the special cars would be held over until Monday night. The service, begun the previous year, was widely advertised, but due to adverse weather conditions, was impossible to execute. |
Plans for the first snow train of the season to arrive in Ticonderoga from Schenectady on January 8, 1939, turned into disappointment due to unfavorable weather and snow conditions. Light rains occurred in Ticonderoga the previous day. The train, expected to carry about 800 winter sports enthusiasts to the local station on Depot Street around 10:30 a.m. Sunday morning, returning that same night at 6:00 p.m. never materialized. The Saturday edition of the Schenectady Gazette (Jan 7, 1939) reported the cancellation as announced by the Schenectady Wintersports Club. Despite the cancellation, all facilities for the enjoyment of winter sports were ready for the visitors and ideal snow conditions prevailed after a six inch snow fall. The slopes in Ticonderoga still had 4 to 8 inches of snow with another 10 to 12 inches on the trails. Skiing on the 29 miles of trails on the Three Brothers Mountain and the slopes in the "Punch Bowl" was the finest since the 1937 holiday season. The Schenectady Club, however, felt that the conditions were not favorable for the running of the snow train. The Ticonderoga Snow Club installed the new ski tow on the Shattuck practice slopes near the clubhouse, and operated this during the weekend. The new tow was 1,200 feet in length and promised to become one of the outstanding features of the local development. |
On a 12-degree below zero day, the total disillusionment and disappointment over the cancellation of this latest snow train was best expressed in the January 26, 1939 edition of the Ticonderoga Sentinel which stated, |
"Prior to the time that Ticonderoga concentrated upon winter sports and the development of facilities here for the enjoyment of snow fan-atic, there covered this Adirondack region a white, fluffy substance in large quantities many times more than we wanted or needed - a substance which was pointed out to us as snow." "In case you are unaware of the fact, snow is 'frozen water vapor in the form of white, feathery flakes, or crystals, falling through the air or lying upon the earth.' You don't need to take our definition - look at the dictionary. We did!" "It's a long, sad story, one which we have taken to heart, one which is disheartening. For once the good people of Ticonderoga decided that we should develop our natural facilities for skiing, tobogganining, skating, and all the other winter sports, old Mother Nature contrarily assumed a whimsical mood. It's the good old 'the best laid plans o' mice or men often gone awry...' or words to that effect. We didn't look that one up." "And so it came to pass that snow became as scarce as a WPA'er [Work Projects Administration] who needs rest after a tough day. Wintry days that used to be are now cloudless with a beaming Old Sol adding a touch of irony to a scene replete with slush, or cold, barren ground. Ticonderogians turn anxious eyes to the sky. Thermometers are read with a fervor unwonted in these parts. A few flakes of snow are good for countless exclamations. We are going to have a snow train Sunday!" "Glory be! But snow was a wonderful thing when we had it. But when we had it no trains were scheduled. It came early in the week, raised our hopes and sent us all a skithering in a dither to make plans for the influx of our winter sports visitors. Along would come Friday as it is accustomed to every seven days, and disappearing before our eyes was what - snow and a snow train!" "There lies in Lord Howe Valley a swell winter sports development, one of the finest in the state. There are twenty-nine miles of ski trails which veer off the Three Brothers Mountain into the huge 'Punch Bowl' below. There is a clubhouse with a unique and attractive center fireplace. There are two ski tows. There are two slalom courses. There is a toboggan slide. Everything is there - everything to bring joy and happiness to one who loves snow sports. Only, dammit, we don't have any snow!" "Now, take this week. Here it is a Wednesday and all looks sublime for the week end. It has been cold. It has been snowing. It looks like more snow. It would indicate that the scheduled train from Albany might run. Life is filled with surprises. We're not predicting a thing. It is the duty of a newspaper to cover the news (no cracks please) and therefore it behooves us to announce that a train is slated to run to Ticonderoga Sunday, leaving the Capitol city at 8:00 a.m. and arriving here at 10:55 a.m. The special will return at 6:00 o'clock that evening. The only thing we neglected to include was - weather conditions permitting." "Yep, this snow business has been disheartening. But, we're not discouraged. Those whose business it is to know about such things as temperature and the arrival of snow tell us that cycles play an important part in our winter seasons. No, sir! We're not discouraged. We're just awaiting, that's all. Just awaiting for the turn of the cycle and then we'll have lotsa snow for three or four years - maybe." "In the meantime, there's that pesky snow to be considered for this weekend. There's a train scheduled. We told you that. Will it come? Your guess is as good as ours. P.S. Probably better. We took a look at the files, and noted our prognostications of the past." |
Finally, the first snow train of the season arrived promptly at the station on Algonkin Street at 10:20 Sunday morning, February 5, 1939 with nearly 250 winter sports enthusiasts on board. Busses, taxis, trucks, and one or two old-fashioned sleighs met the train as it pulled into the station. Throughout the day the visitors were lavish in their praise of the transportation facilities. Scores of skiers also arrived by automobiles. Conditions in Ticonderoga were ideal as the Ticonderoga Snow Club reported the top of the trails had a depth of 19 inches with an average of 12 1/2 inches on the open slopes of the Punch Bowl. The snow was powdery and perfectly suited for skiing. The ski tow adjacent to Pine Run was placed into operation, but was not utilized to any great extent due to unsatisfactory conditions on that precipitous slope. The new junior tow on the Shattuck slope was in almost constant operation from the time the train arrived until darkness fell. The toboggan slide was iced and the chute illuminated for nigh activities. The clubhouse was opened for the first time of the season during this weekend. The weary, but happy passenger list spent the day skiing the local slopes at the Punch Bowl, sleigh riding, and fishing from heated shanties on Lake Champlain. As the time for the departure of the special approached, the skiers were returned to the village. The train returned at 6:00 p.m. Sunday night. After complaining about the cruel sense of humor of old Mother Nature, finally Ticonderoga received a snow train only to apparently not have properly prepared for the visitors, which they had so desperately wanted. Dozens of visitors went over the various trails, and while reports in general were favorable, some visitors complained that the trails had not been broken out sufficiently. A special meeting of the Ticonderoga Snow Club was held Monday following the weekend snow train to address the complaints and take steps to eliminate any undesirable features that were reported. |
An Albany train brought the last 251 skiers of the season in the final scheduled snow train when it pulled into the Ticonderoga station Sunday, February 26, 1939. An all night rain in Albany discouraged an estimated crowd of 600 persons from taking the train. Despite this, the crowd from Albany was for the most part completely satisfied with both trails and slopes. Even a snowstorm that developed into a drizzling rainfall in mid-afternoon failed to dampen their enthusiasm. Many of the visitors described the trails as the finest they had visited. Snow Club officials estimated the crowds on the trails and slopes at approximately 500 persons. In addition to the train, scores of persons from surrounding communities arrived by car. No additional snow trains were scheduled for Ticonderoga during the season. |
On February 23, 1939, E. T. Gillooley, the Delaware and Hudson's General Passenger Agent, informed the Ticonderoga Snow Club that it would run a snow train to Ticonderoga unless a radical change in skiing conditions occurred. The special was scheduled to leave Albany at 8:00 a.m., arriving in Ticonderoga at 10:55 a.m. The return trip to Albany would begin at 6:00 p.m. that evening. The railroad planned to begin publicizing the train in the Capitol District press. At the annual meeting of the Ticonderoga Snow Club in May, 1939, J. Gordon Michaels was elected president. Harold Roeseman was elected vice president and George H. Spring continued as secretary and treasurer. The Club discussed the season statistics at this meeting reporting that 10,000 label stickers and 1,000 Snow Club buttons were purchased. The refreshment stand at the clubhouse made a profit of $82.00 for the year. Nearly 529 housing accommodations were registered and obtained for use. The winter sports business was difficult for Ticonderoga mainly due to the lack of snow during the season. The total snowfall during January, February, and March was sixty inches. The largest number of winter sports enthusiasts in Ticonderoga and using the local facilities at any one time was between 800 and 1,000. |
1939-40 Season
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1940-41 Season
(Final Season) Although the railroad made no definite plans, tentative plans called for the patrons to leave New York at midnight on Friday February 21, arriving in Ticonderoga around 6:30 a.m. Saturday morning. The train would depart Ticonderoga around 6 p.m. Sunday night arriving back in New York before midnight on February 23. Local officials were assured that the train would operate providing snow conditions were satisfactory at the time and that arrangements for housing the visitors were satisfactory. In addition to the Macy train, E. T. Gillooley of Albany, general passenger agent for the Delaware and Hudson Railroad company, informed the Chamber of Commerce that the Schenectady Winter Sports Club also expressed a desire to operate its next snow train to Ticonderoga on February 9. By this time, ski trips became much more popular to the North Creek area so the railroads discontinued snow train service to Ticonderoga in 1941. In 1945 the taxpayers voted to abandon the whole venture. The Fish and Game Club asked permission to use the facilities and leased the building.
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The Ticonderoga Depot |
The First Station and Facilities The Public Service Commission received a joint petition in February 1911 from the Ticonderoga Home Telephone company and the Ticonderoga Telephone company which asked for the approval for a transfer of a portion of the plant of the Ticonderoga company to the Home company. Both companies operated in the village of Ticonderoga. The two companies decided that a single system would be more advantageously and efficiently operated. Ticonderoga Home company agreed to pay $9,200 for the Ticonderoga company's equipment. In July 1911, the Delaware & Hudson Company installed telephones in the stations of Addison Junction, Fort Ticonderoga and Baldwin. When Ticonderoga had two telephone companies, field instruments were place in the stations without charge. As soon as the two Ticonderoga telephone companies merged, they were taken out because the railroad company refused to pay for them. |
The Sanborn maps of 1890 do not indicate the presence any passenger or freight station in Ticonderoga. In fact, they only indicated a single track extending off the Baldwin Branch and running down First Street (Algonkin St.) on its way to the "B" Mill further to the southwest. |
Ticonderoga Station
First Station Facility |
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After a light touch of paint in April 1891, the depot was said to, "present a much improved appearance." But that would not be enough. In 1898, a notice appeared in the August 11 edition of the Ticonderoga Sentinel stating, "There is talk of having an entertainment to raise money to improve the 'excuse for a depot.'...It is a disgrace and should be looked after by the railway company...It is only used a few months of the year." |
Station Facilities
Improvements |
Early in the spring of 1912, D. J. Crowley, station agent for the Delaware and Hudson Railroad, secured the property on both sides of what would eventually become the Ticonderoga yard and the company had a view of enlarging it and erecting new buildings. |
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True to their word, on Monday, May 12, 1913 the work of improving conditions at the Ticonderoga railroad station began. This included enlarging the rail yard. Part of the tools and apparatus used in the work arrived during this week. The building of a new station would require the removal of the Riley residence, by this time the property of the railroad company. Under the terms of sale, the house was vacated by June 1, 1913. The railroad company had also purchased the Hooper place. The Delaware and Hudson stated that the planned improvements would give Ticonderoga a station and a yard in keeping with its size and its importance as a shipping point. |
The July 24, 1913 Ticonderoga Sentinel reported that, "before the snow flies, Ticonderoga should have a new station and freight house that should be a credit alike to the village and the Delaware and Hudson." The new freight house, which would be farther back and a little nearer the street than the then present building, was planned to be constructed first. To make room for this building and the tracks that would run in front of it and behind it, four teams and a gang of fifteen or twenty Italians were engaged in cutting down the hill in back of the old freight house on the former Hooper property. Crews would cut back the hill for a distance of fifty feet, filling the gully portion, and providing enough room for the tracks and new freight house. The new station building was planned to be located closer to South Main street, just behind the Riley house, and work upon it was expected to start in the near future. By the end of July, the teams and men were still cutting down the hill behind the freight house to make room for the new building and work was rapidly progressing. A number of trees surrounding the old Fairbrother home, one of the village's oldest landmarks, was removed and the house would soon be torn down by the work crews. |
In the period around September 18, 1913, the railroad was rushing work at the railroad yard with grading nearing completion. Construction of the new station in the rear of the Riley house had not yet started, but it was expected to begin soon. The Fairbrother house was now in the process of demolition, and the Riley house, purchased by D. J. Crowley, was expected to be moved to his lot on Williams Street (Champlain Avenue) at any time. The railroad moved the old freight house back a few feet following its decision to continue using the old structure until such time as a new building could be erected to take its place. |
The Ticonderoga Sentinel reported on October 9, 1913 that the Fairbrother and Hall houses were torn down and the Riley house was raised from its foundation and ready to be moved to the Williams Street lot. The appearance of the local railroad yard to those familiar with the area presented a much changed and unnatural appearance with all of the recent modifications. A large force of men worked rapidly continued to prepare for the next tasks of laying new tracks and building the anxiously awaited new station. |
New Station Construction
Begins |
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On October 19, 1913, the old railroad station was finally moved across the tracks to a point directly opposite its old location. Workers were busy on the new station and walks. The concrete foundation for the new station was partially completed and the concrete curbing lining the walk from the water tank to the street was being poured. Plans called for the removal of the old water tank with a standing pipe erected in its place. On October 23, the job of relocating the Riley residence to D. J. Crowley's lot on William Street was nearly complete. The house still sat in front of the lot while men were engaged in building a foundation for the house. The work of completing the home relocation was at a standstill days before this due to rain. |
Crowley eventually moved into this home and lived there until his death in January 1924 at the age of 59. He was a 45-year employee of the railroad and one of Ticonderoga's prominent and most respected citizens. |
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By November 20, 1913, contractors erecting the new station were taking every advantage of the nice weather to push the work along. The brick work on the station reached a point where one could gain an idea of what the finished structure would look like. As the Ticonderoga Sentinel article stated, "That it is to be a gracefully designed and pretty station is evident, and its attractiveness will be increased by the broad cement walls and grass lawns around it." With the increased number of tracks and the removal of the Riley and Fair brother houses, and also the water tank, the railroad yard did not look the same. As the article stated, "It looks like a real railroad yard in a live village." |
As 1913 drew to a close, the new station was rapidly approaching completion. The only work remaining was the painting and the interior woodwork. The contractor expected to have the job completed by Christmas, but on account of foreseen delays, the station would not be ready for use until New Year's day. Also, one thing after another delayed the removal of the old building. |
Despite the work, hopes for opening the new station on January 1, 1914 fell when it was announced to Agent Crowley that the station would not be ready for occupancy on New Years day. Moving from the old to the new station was delayed a few days while Malaney & Blanchard, the plumbing and heating contractors, didn't complete their work on the interior of the building until January 1st. On January 28, 1914, Agent Crowley and clerks completed their move and the new railroad station opened . Tickets for the evening trains were sold that day. This new station became what many people in Ticonderoga identify today as the Delaware and Hudson railroad depot in downtown Ticonderoga (Delaware and Hudson station number 45). A 1936 Delaware & Hudson employee timetable lists the Ticonderoga station open from 8 a.m. to 5 p.m. Monday through Saturday. The station was closed on Sunday. |
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On Sunday, March 30, 1914, an express office was located in the new railroad station. Agent Burleigh and Expressman Hall spent the greater part of that day moving the office furniture into their new quarters. In April 1916, the Delaware and Hudson Railroad dispatched a crew to Ticonderoga to paint the freight house and make a number of changes inside and outside the structure. Following their work in Ticonderoga, the crew left for Port Henry. |
Service After the New Station |
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When the Central Vermont Railroad's lease terminated, that railway began to deteriorate due to poor maintenance procedures. Once the Addison Junction shut down, the link between New York and Vermont over Lake Champlain ceased to exist. As a result of this, passenger service to Ticonderoga was reduced to three times a week and finally, due to the prominence of the automobile and highway system, ceased completely in the 1950s. Freight service continued until the late 1960s - early 1970s mainly for paper mill business. The Delaware and Hudson continued to own and operate the Ticonderoga depot as the Delaware and Hudson’s freight office for the International Paper Company. This station still stands today and has now been renovated for business use. |
My mother worked for International Paper’s Accounting Department in both the old and new mill when I was much younger. The original accounting department building is now the Elk's Club building in Ticonderoga. She was occasionally required to call the railroad depot to come in and pick up payments for freight bills submitted by the railroad.
The Ticonderoga Depot Architecture |
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The small windows are six-over-one, double hung, opaque sashes. The large windows are twelve-over-one, double-hung, sash windows. The east facade has only a wide central door. The south façade is divided into nine bays with a three-sided bay window that served as a ticket window. All the windows are nine-over-one, double-hung sashes. To the left of the bay window, is a large window and door. To the right are three windows and a door. The door is identical to the door on the west facade. In the interior there is a small waiting room. To the south are the rest rooms. To the north is the ticket and freight office. East of the ticket office is the freight storage area. |
Decline of the Station "During some recent travels that witnessed our appearance throughout the New England states, we couldn't help but notice how other communities have witnessed the reincarnation of their respective train stations. While the bulk seem to like the restaurant motif, one former New Hampshire train station is now a plumbing and heating store, another a village municipal center, and a former Vermont train station is now a cluster of retail shops. One popular use for former train stations was to witness the train station continuance as a train station. In two New Hampshire communities, tourist flocks overcrowded cars pushed by steam engines and the airplane oriented crowds were carried from three to eleven miles respectively. Thus we thought we'd show you how good D&H has been to us here in Ticonderoga. Let alone reproducing a photo of the fish shanty at Montcalm Landing, the accompanying photo is that of the train station today located in the village. As the train station in Ticonderoga is an embarrassment. Without a doubt Ti's village train station is today in violation - or close to it - of the village's eyesore and public hazard ordinance. And like others that have been in violation, it would seem that this building should also demand that village's attention, maybe even a thought or two of demolition at the owner's expense. And before I leave, I'd like to take to Lincoln, N.H. the folks who screamed out loud that reconverting a former paper mill into a shopping complex, theaters, taverns, hotels, etc. was a waste of time and draftsmen ink. Today the former Henry Paper Mill (once two machines, a powerhouse, warehouse and finishing room) is all of the aboe and is surrounded by condos and a scheduled by condos and a scheduled ski slope to be constructed directly behind the former paper mill. As I pawed through the Carol Reed clothing in what was once the Number 2 paper machine dryer area, I could hear the voices echoing from the past, 'I told you so'." |
PRIDE Moves In |
The Depot Today |
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The Ticonderoga Rail Yard |
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1891-1895 1895-1912
By 1906, the yard facilities included the freight house with a 200 foot loading platform, passenger depot, store house, oil tank, tool house, coal shed, and water tower. The passenger depot rested directly across from the west end of the freight house loading platform during this period. Maps from this period showed that the spur track off the main and parallel to it served the freight house, store house, and oil tank which were constructed by this time. Another switch was installed along the main track approximately 425 feet to the east of the switch at Depot and Main. Here the track formed a wye with one leg proceeding northeast to the lower mill. The second leg proceeded 125 feet to the southeast and joined with the track serving the freight house. 1912-1923 |
1923-1945 In 1937 James M. Geraghty, an official with the International Paper Company donated about one and a half acres of property to the Ticonderoga Community Building. The property located on the eastern boundary of the building extended from the state highway to the Delaware and Hudson company tracks. It is used to this day as an area for musical performances during the summer. |
1945-1960 In 1960 the Ticonderoga rail yard consisted of the main branch line track splitting from the Baldwin Branch at Ticonderoga Junction and traveling slightly southwest before turning slightly northwest into the main yard. The switch at the corner of Depot and Champlain Avenue still led to a track running on the south side of the Ticonderoga Branch main and parallel to the main until it joined with it again about 800 feet to the east. A switch about 75 feet east of the first switch led to another track south of the main and parallel to the first two tracks. This one ran about 600 feet east past the old depot and joined with the track to the north of it. The team track split from this track traveling in a westerly direction and ran approximately 600 feet to the west behind and to the south of the old depot. |
One track left the Ticonderoga main and ran approximately 1100 feet to the east on the north side of the main until it ended on the west side of High Street a short distance before the main crossed Cossey Street. There were large woodpiles right next to this track on its north side. The switch to the lower mill split from the Ticonderoga main about 175 feet west of the previous track. This track ran to the east approximately 100 feet on the north side of the main before splitting into two spurs. The spur furthest to the south split into three separate tracks. Two of these ran parallel to one another and traveled in an easterly direction near the woodpiles. The mill received wood by rail and by truck (the trucks were a lot of fun to drive behind during the winter and there were numerous accidents between these trucks and other vehicles). Large paper mill cranes lifted the wood loads from pulpwood cars and gondola cars as well as the trucks and deposited them on these large piles. |
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There they would sit until they were sent into the mill for the paper making process. These large woodpiles also gave the paper mill a small supply of wood to continue paper making in the event of future shortages or strikes. There was also a conveyor system which moved the logs. The third track traveled to the northeast approximately 300 feet. The second large spur furthest to the north headed towards the lower mill and also split into two tracks that ran parallel to one another for about 600 feet before joining again. This single track, the roadbed still visible today, then proceeded east toward the lower mill, passing the mill's chip facility and crossing High Street before ending about 600 feet past the switch leading to the lower mill. Trains pulled their loads east past the switch and then shoved cars west into the lower mill crossing East Montcalm Street. |
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Lower Mill Tracks |
1891-1895 1895-1912 The southern track traveled approximately 350 feet past the mill’s chip conveyor and into the freight and chemical mill before a spur split from this track. This spur branched to the north side of the main track and passed the south walls of the evaporating building and liquor building before ending near the digester house and store house #1. |
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The main spur into the south side of the mill continued another 200 feet before it split into parallel tracks for approximately 250 feet. Both tracks now passed between the south walls of store house #1, rag room building, and #1 beater engineering building. The north wall of store house #2 faced these two tracks. After joining into one track again, this main south side spur proceeded another 175 feet ending near the southwest corner of the finishing building. The track serving the north side of the mill split into two tracks and proceeded west past the reclaiming building and into the side of the mill facing the Ticonderoga Creek. Of these two tracks, one track traveled over a coal trestle for more than 475 feet. The railroad delivered coal dumping it in two large coal bins using this track. The track ended near the chip room building. The second track paralleled the first track, crossing the coal trestle and extended approximately 700 feet. This second track passed the north walls of the chip room building, #5 machine room, #2 beater engineering building, engineering room, and ended near the gate house at the lower falls dam. |
1912-1923 Maps indicate a loading platform in use along the track running along store house #2 in the lower mill. 1923-1960 |
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These tracks serving the southern side of the mill had to be slightly relocated in 1960 for installation of a new lime kiln. The kiln, with a total length of 250 feet, was shipped to Ticonderoga by way of the Delaware and Hudson in three sections using eight flat-cars. A Delaware and Hudson crane (see above photo) assisted in the construction. The entire construction process required some planning so the chemical raw material supply would be sufficient for four days while the tracks were out of service. The northern leg was about 500 feet in length. It split into three separate tracks after crossing East Exchange Street. These tracks passed the Mill's storage tanks on their way into the heart of the mill. Several times, there would be tank cars or open hopper cars parked near the storage tanks. |
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West from the Junction
Ticonderoga Jail The report stated that the lockup, located on the ground floor in the rear of the three story firehouse building, was a substantial brick building in good condition, entirely detached on three sides. On one side of the building was a driveway, separating it from the railroad station grounds. There was also a thirty foot driveway in the rear. |
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The tracks left the station and passed the Defiance Hose Company building. Notice the lower right where the jail was located. (M. Wright photo) |
A wooden partition separated the lockup from the hose room. The lockup consisted of two small wooden cells with wooden bunks and bedding, and which the inspector reported as inadequate, not properly equipped. Its wooden construction, except the outer walls, made it unsanitary and dangerous in case of fire. Considerable correspondence transpired between village authorities and the commission including some sketches for proposed improvements, but did not meet state requirements. The report included suggested changes. By setting the stairs in the fire ball room about four or five feet toward the front, and the partition between the lockup and the forward room about the same distance, the present cell room could be enlarged in order to hold two steel 6'x7' cells facing the rear wall, with a four or five foot hallway between the fronts of the cells and the wall. The installation of an additional window was recommended in front of the cells. The floor was above the grade of the adjacent street and there was a cellar under this part of the building containing the building's heating plant. With the lockup thus enlarged, by moving the stairs and the partition, there would be sufficient floor space, after installing the two cells, to provide a room with an outside entrance for women and juveniles. The commission recommended a solid and fireproof partition separating the lockup from the hose room. It also suggested the inclusion of an outside entrance to the men's hallway at the end of the hall. The jail floor was in need of concrete construction, properly pitched to drain into the sewer. The height of the men's room ceiling was recommended to be about 12 feet high, and in the women's room, only 8 or 9 feet, because it was the lowest section of the hose tower and it was necessary to retain an entrance into this tower over the women's department on the upper floor of the fire hall. The men's room would be about 11 feet square, and the women's about 7x10 feet. These changes were expected to be adequate because the arrest of a woman or juvenile was very infrequent. The cells needed to be separately heated and equipped with a wash-basin, toilet and iron bed. Each needed an outside window, properly barred, and constructed in sections to open on pivots, with ground glass to prevent people looking in from the street when the windows were open. The lockup was reportedly always under supervision when it had an inmate. However, by constructing the ceilings with metal as well, it would render the jail very near fireproof notwithstanding the inner construction of the rest of the building which was mostly wood except for the concrete floors of the hose house.
Continuing Algonkin Street I have to say here that the Ticonderoga Creek or the “Crick” as we called it as kids, is now renamed the La Chute River. This was its original French name and why it took so long to change it back is a mystery to me. Perhaps “Crick” is a more appropriate name, however, as the water always looked a bit green to me before all the mills left town and more stringent pollution controls were put into effect. The name change was one of those Bicentennial things. Today one would call it politically correct. |
When I was about five or six, my mother and I moved into a home at 8 Algonkin Street, then owned by my Uncle. She let me have the largest bedroom because it overlooked Algonkin Street and the railroad track. The Delaware and Hudson "shared" the track (as if an auto could compete with a multi-ton diesel electric locomotive) leading from the Ticonderoga yard at Depot Street with local automobile traffic. The rails traveled west down the center of Algonkin Street for about 1000 feet to Lake George Avenue. This unique arrangement became quite interesting when the railroad switched the yard. The Alco RS-2s and 3s would pull long trains all the way down the street causing cars to hug the side of the road or turn around and take another route. I vividly remember a quite colorful conversation between a local cab driver and a locomotive engineer. I think I picked up 50% of my street language that day. Each was screaming that they had the right of way. These lengthy and slow switching operations also stopped north-south traffic on Champlain Avenue into the busy village. There were no gates or flashing lights at this location. I will always remember that characteristic teeth rattling slamming of freight cars as the locomotive stopped or reversed motion during switching followed by that huge surge of power and black smoke from the Alco RS-3 road switchers that the Delaware and Hudson used. Anyone who has spent any time around a freight yard will know exactly what I mean. I miss that sound so much it makes my heart ache. |
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The Island Mill Tracks
This new mill received its name from its location on a large island between Spencer Creek and the main stream as the outlet of Lake George actually divided into two streams traveling through the village of Ticonderoga. A small fire on August 10, 1891, destroyed a building in the rear of the new facilities as they were being constructed. The building was used as a tool shop and firefighters found it impossible to get any water on the fire due to a partially closed valve at the water supply. The old fashioned bucket brigade saved the surrounding structures.
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Maps of Ticonderoga published in 1876 show the original path of the river with Spencer Creek breaking off above Exchange Street and rejoining the main stream just above Frazier bridge. It wasn’t until 1907, during the construction of a powerhouse, when the second riverbed was filled in and the creek shut off. Located on the Ticonderoga Creek, the mill could ship and receive supplies via canal boat thereby enjoying favorable freight rates. The Island Mill featured a well tended lawn, ivy covered brick wall, and a beautiful, tall, round clock tower. |
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