Moderator: Otto Vondrak
Highlandhiking wrote:Thanks for the links. I don't see any mention of grading work in any of them, though in my hikes in this area I've come across what appears to be railroad-grade roadbeds. Not sure who or what they belonged to.
Highlandhiking wrote:Thanks for the links. I don't see any mention of grading work in any of them, though in my hikes in this area I've come across what appears to be railroad-grade roadbeds. Not sure who or what they belonged to.
Construction of the suspension bridge began in 1868, and was supervised by chief engineer General Edward W. Serrell. A military engineer during the Civil War, Serrell was responsible for the Queenston-Lewiston suspension bridge and was involved in construction of the Hoosac Tunnel. The proposed bridge was to have a clear span of 1,600 feet, a total length including approaches was to be 2,499 feet. The height of the towers above the water was to be 280 feet, with the height of the bridge itself 155 feet. The bridge was to be built to handle railroad and wagon traffic, designed for a working safe load of 2,400 tons for rail, and 2,880 for highway traffic.
In order for the railroad connection from Turners to meet the bridge on a workable grade, a 5,000 foot tunnel was to be constructed through the solid rock of Bull Hill, about half the distance to Fort Clinton. Crossing the suspension bridge and entering Westchester County, the New England Railroad turned south, parallel to and above the Hudson River Railroad (later the NYC Hudson Division) below. There was talk of the Newburgh, Dutchess & Connecticut extending their line from Dutchess Junction (near Beacon) to meet the eastern end of the bridge at Anthony’s Nose. The New York & New England acquired trackage rights on the ND&C in 1881 and operated a carfloat at Beacon where they connected with the Erie Railroad at Newburgh. If the bridge was built with a direct connection to the Erie at Harriman, NY&NE could eliminate their carfloat operation altogether. A major obstacle not discussed by either party would be how the ND&C would climb from the shore of the Hudson River to meet the proposed bridge connection.
Highlandhiking wrote:Thanks, guys. It looks like there wasn't any grading done. The narrow rock cut and roadbed that I was looking at in Hudson Highlands Gateway Park may have connected the Todd Mine with the Peekskill Iron Mine RR.
Otto: I've already ordered your book and look forward to reading it.
Marty
choess wrote:Unfortunately, most of my resources on the area, including Otto's book, are stored elsewhere at the moment.
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