Hudson Valley Railway, Notes

6
THE POWERS-COLVIN SYSTEM
Which has been consolidated and Incorporated Under the Name of the
HUDSON VALLEY RAILWAY COMPANY

The Stillwater & Mechanicville horse railroad of about seven miles was the initial track of the system. This was converted from a horse railway to an electric road in 1895 and two years later an extension was completed to Waterford, nine additional miles. The operations of this extension was begun August 14 1898. The charter of the Greenwich & Schuylveville road was obtained in 1895, and operation over the entire line from Schuylveville to Greenwich was commenced June 17 1900. The length of the road is about twenty one miles. The line from Thomson’s to Fort Edward, about ten miles, was completed this year (1901), the first regular cars being run June 19. The Glens Falls, Sandy Hill & Fort Edward Railway, five miles was purchased in June, and the extension from Glens Falls to Caldwell, nine miles, was finished July 13 ,of this year. The following week a regular schedule of cars was run. Meantime the Saratoga Traction interests had been absorbed in April and are operated as a part of the system. These interests include thirteen miles of track. The connection of Ballston Spa with Mechanicville has also been completed and by the autumn months the Warrensburg line, now under construction will have been finished. The aggreate mileage of the system will be more than 100 miles. The evolution of a trolley system of 100 miles within a short period of seven years is a remarkable achievement. Steam road construction has been followed, heavy T rails being used and sand, stone and cinder ballast being insisted on.
The equipment is the best in all particulars, and modern methods and ideas have prevailed.

While the greatest part of the track is a heavy T rail, parts of the Glens Falls and Saratoga systems have heavy girder rail. The trolley wires are heavy. The method of track bonding, which has proved very efficient, is a simple device of Mr. Powers’ own invention. The telephone system of dispatching cars is used, and there are instruments at every switch. The cars of the main line are all heavy and large. The big open cars have fifteen seats and accomodate ninety persons. The closed cars are vestibuled and have smoking compartments. The seats are as in ordinary passenger trains. The Taylor swing motion, heavy double trucks are used and the cars are equipped with Westinghouse motors and apparatus. Push buttons are on all oars. A speed of forty miles an hour is possible, but the average is about twenty miles. Freight or express cars are run, passenger trains having the right of way. Recently ten new cars were delivered by Jones of Watervliet, for the main line, six of which were open cars, two closed and two express. The United States Mails are carried between several stations on this line, showing the confidence of the government in this new road.

There are power stations, water and steam, at Stillwater and Middle Falls, Steam Power stations have also been erected at Saratoga, Glens Falls and Caldwell. These are all excellently equipped with the best and most improved apparatus. Cars barns are located at Stillwater, Saratoga and Glens Falls. At the last named place a new and modern barn is being erected. The main office of the company and Mr. Powers’ private office are on Broad Street, Waterford. Mr. Colvin’s office is at Glens Falls. Arrangements have been made with the United Traction Company to use the Ferry Street barn of the Traction Co to receive and discharge freight in Troy.

The above was copied from Jay W. Forrest’s booklet on the Hudson Valley Ry. and as will be noted contains no reference as to when the Glens Falls, Sandy Hill and Ft. Edward began operations. Mr. Colvin was a prominent resident of Glens Falls and Mr. Powers was a prominent resident of Lansingburg (North Troy)

Archive #5,180.