The (U&D) was a ,
Wallkill , and
O&W in
Kingston , the
D&N in
Arkville , the
Cooperstown & Charlotte Valley in West Davenport, and the
D&H in
Oneonta .
Although a small railroad, it was big in stature, as it went through many favored
Tourist hot-spots. Many elegant hotels kept business going, some of which were sponsored or built by the railroad. Besides the passenger business, there were also plenty of farms and
Creameries (most of them in Delaware County) as well as businesses shipping coal, stone, ice and various wood products.
One of the few downfalls were the many
Grades , some as steep as 4.4%. A train took almost four hours to get from Kingston Point to Oneonta, running at an average speed of only 30-40
MPH , although some sections permitted running at 60 MPH or more. When roads improved and
Automobiles became more widely available, the advantages of train travel were nil.
.]]
In the early 1800s waterways formed the principal transportation network in
New York . An important point on this network was
Rondout . Located at the confluence of the
Rondout Creek and the
Hudson River , in
1828 it became the eastern terminus of the
Delaware And Hudson Canal . Here cargo and passengers were transferred from canal boats to the larger vessels navigating the Hudson.
By the end of the
Civil War , it was clear that railroads were pre-empting waterways as the preferred method of transportation.
Thomas C. Cornell , founder of the
Cornell Steamboat Company and a resident of
Rondout was among those who took notice. Although Cornell made plenty of money from shipping, he envisioned a railroad that would bring supplies from ports in central or western New York to his port in Rondout. So Cornell chartered the Rondout and Oswego in
1866 , with himself as the first president.
Cornell decided to construct this new railroad of 62- and 70-
Pound Rail . It would go from Rondout to the busy city of
Oneonta , and then on to
Oswego on the shore of
Lake Ontario . The R&O at 12 miles long reached the summer vacation hot-spot of
Olive Branch in
1869 . By the next year, the first train was run and the railroad was finally operational. It was extended to
Phoenicia later in
1870 where the railroad built a
Stucco station across the
Esopus Creek from the village. John M. Ham, Robert K. Bucenec (2003), ''The Old "Up and Down" Catskill Mountain Branch of the New York Central'', Stony Clove & Catskill Mountain Press The same year, ownership of the railroad was handed over to John C. Brodhead Delaware, Ulster & Greene County NY Railroad Information (website), ''courtesy of Phillip M. Goldstein'' and the line reached the small town of Big Indian. By
1871 construction reached Dean's Corners (now
Arkville ) (where it would eventually join the
Delaware And Northern ). However, the R&O folded upon completing construction to
Roxbury , and the task of constructing the remainder of the route was left to its newly organized successor, the New York, Kingston & Syracuse (NYK&S).
It was a very successful railroad with plenty of
Passenger s coming up from surrounding towns and bigger cities. Steamboat passengers could dock at Rondout and transfer to the railroad. Later, passengers could also transfer at
Kingston , first via the
Wallkill Valley Railroad (
1872 ), then via the
West Shore Railroad (
1881 ), and much later via the
New York, Ontario And Western (
1902 ). From the boats it was a short walk to the R&O station to transfer to the train.
Freight was also very well handled. A lot of the freight income was made off coal shipped along the D&H Canal from the Moosic Mountains near
Carbondale, Pennsylvania to the port at Rondout. There were also plenty of vegetables, fruit, and milk from the farms in the
Catskills and the other parts of New York.
While steadily grading to Moresville (present-day Grand Gorge), the high number of curves and
Grades created a big problem, as more digging, ties, and rails meant higher costs to complete the rest of the railroad. The railroad couldn't make enough money to pay off the debt and continue building the railroad, so in
1872 , Cornell appointed John A. Greene to be president pro tempore for a period of 10 years. Greene was expected to have the railroad finished to the town of Oneonta by
1874 , pay all of the debts, and withstand future debts of up to $700,000. However the railroad was slowly losing money and eventually had to cut service before going bankrupt in
1872 . Later that year it was re-organized as the New York, Kingston and Syracuse Railroad to continue with the project.
After the Rondout and Oswego went bankrupt in
1872 , it was quickly re-organized as the New York, Kingston and Syracuse Railroad (NYK&S), under the leadership of George Sharpe. The plan of going to Oswego was now gone, and the new plan was to go to Oneonta and make a sharp turn north to
Earlville, New York , where it would make a connection with the recently constructed
Syracuse And Chenango Valley Railroad . Construction of the railroad had immediately begun, and the railroad was extending very fast. Within the year of
1872 , it had already reached the townships of Roxbury, Gilboa and Stamford, with the first train arriving in the village of
Stamford late that year.
This increased service provided the first real rail route into the Catskills benefiting both passenger and freight customers. The railroad was further benefited by the many connections to other railroads enabling passengers as far away as New York City to visit the Catskills (via the newly constructed
Wallkill Valley Railroad and its connection to the
Erie Railroad ). Another boon to business was a ferry that ran across the Hudson to Rondout from
Rhinebeck where a
Rhinebeck And Connecticut Railroad station (the current
Amtrak station), connecting the cities of
Hartford, Connecticut ,
Providence, Rhode Island and
Boston, Massachusetts to the region.
The town (and later city) of
Kingston, New York was extremely profitable to the railroad due to the large number of industries including cement, concrete, bricks, and bluestone. Additionally, Kingston was also a popular passenger stop, as people would rely on the railroad to take them around the Catskills to jobs at mills and small factories.
Although this prosperity seemed good on the surface, there was bad news as well. The NYK&S still wasn’t profitable enough to steer clear of bankruptcy. So in
1873 , the NYK&S designated the as trustee for the first mortgage bondholders of the railroad. While this helped for a short time, it was only another two years until even the trustee finally couldn't handle the railroad’s problems.
So the railroad eventually went bankrupt in
1875 and was sold under foreclosure to the bank. It was re-organized as the Ulster and Delaware Railroad later that year.
Cornell got the idea for another railroad that would start at the current in Phoenicia and go up along the Stony Clove Valley to the bustling village of
Hunter, New York . He decided to call it the Stony Clove and Catskill Mountain Railroad. Unlike the U & D, it would utilize a
Narrow Gauge which ostensibly would be cheaper to build and operate. Construction started on the railroad in
1881 , with Cornell's son-in-law, Samuel Decker Coykendall, supervising the construction. Originally planned as a summer-only operation serving the
Ulster County communities of Phoenicia and Chichester, and the
Greene County villages of Lanesville, Edgewood, and Hunter, the service was expanded to year-round operation. In addition to the major stations, there was a
Flagstop at the
Stony Clove Notch and also a station between the Notch and Hunter called
Kaaterskill Junction Station (originally Tannersville Junction Station) at the junction of the Kaaterskill Railway.
The difference in gauge between the U&D and SC&CM caused difficulties in transferring rolling stock from the mainline. So, in
1882 , the two companies installed a
Ramsey Car Transfer Apparatus in the yard at Phoenicia. This device allowed the standard-gauge equipment to be run on the narrow-gauge line. With the apparatus, the transfer only took about eight minutes, saving the railroads lots of time and money.
Industries on this line included the William O. Schwartzwalder Furniture Factory in the company-owned town of
Chichester . Other big companies included the Fenwick Lumber Company in Edgewood and the Horatio Lockwood & Company Furniture Factory in Hunter. The railroad was taken over by the U&D in
1892 , and these industries now had a new railroad to transport their products. John M. Ham, Robert K. Bucenec (2002), ''Light Rail and Short Ties Through the Notch: The Stony Clove & Catskill Mountain Railroad and Her Steam Legacy'', Stony Clove & Catskill Mountain Press
This was another
Three-foot Gauge railroad that went from the SC&CM's Kaaterskill Junction Station, crossed the immense Light Dam Bridge (named after the electric company using the dam), and went to the bustling town of Tannersville, where over half of the freight on the Kaaterskill Railroad was handled. After this, it crossed a six-span bridge, the biggest on the line, before reaching Haines Falls. There, it reached a pathway up to the elegant Laurel House, where there was another station, and a view of
Kaaterskill Falls . Finally, it reached Kaaterskill, where the competing Catskill & Tannersville paralleled the line. The C&T also served as a 0.93-mile extension to the
Otis Summit Station . This station was at the western end of the
Otis Elevating Railway , which went up the Catskill Escarpment to the famous
Catskill Mountain House .
The KRR was taken over by the U&D in
1892 . A year later, in
1893 , the
Catskill And Tannersville Railway , obtained trackage rights to the KRR. It also leased the entire line, including the rest of its own
Right-of-way (ROW), to the
Catskill Mountain House . The C&T used the KRR's locomotives and equipment, allowing passengers a direct ride to the Mountain House.
The Ulster and Delaware wasn't at the peak of Cornell's interests. He had completed the
Rhinebeck And Connecticut Railroad in
1870 , along with chartering the Kaaterskill Railroad in
1884 . He was also the president of the
Wallkill Valley Railroad . Because he was preoccupied with these other railroads, he ordered other railroads to be chartered to go to Oneonta. His first attempt was the Hobart Branch Railroad, which would start at Stamford and then go to Oneonta. However, it only made it to Hobart in
1884 before it was incorporated into the U&D later that year. His next attempt was the Delaware and Otsego Railroad, which was also incorporated into the U&D by
1887 . Since neither of these attempts worked, Cornell refocused his attention on the Ulster and Delaware. He continued with its construction until his death in
1890 .
The next year (1891), Edwin Young took the presidency. He kept the railroad from being sold to a bigger railroad until he died in .
The U&D took over the Stony Clove and Catskill Mountain Railroad and the Kaaterskill Railroad in
1892 , and ran them as the Narrow Gauge Division. However, between
1898 and
1899 , the Narrow Gauge Division was converted to
Standard Gauge and fully incorporated into the U&D in
1903 . After the Stony Clove and Catskill Mountain Railroad and the Kaaterskill Railway became part of the Ulster & Delaware, they quickly became the busiest parts of the line. The Stony Clove and Kaaterskill Branch was the combination of the portion of the SC&CM up to
Kaaterskill Junction Station , and the Kaaterskill Railroad. This branch was 19 miles (30.5 km) long, and had ten stations. The Hunter Branch, the shortest branch on the line at only 2.66 miles (4.3 km), was the part of the SC&CM that went from
Kaaterskill Junction Station to
Hunter . It only had two stations, but was quite steep, with the entire branch having a 4.4% incline.
, was one of six stations that gave way for the Ashokan Reservoir.]] In
1908 , the
City Of New York purchased 12 miles of the Esopus Valley, a valley that had been gouged-out by the
Esopus Creek . The area of land that New York City purchased only stretched from
Boiceville, New York to
West Hurley, New York . This would be used to create the
Ashokan Reservoir , a reservoir that would be used to supply New York City with drinking water. However, the mainline of the U&D ran right through the middle of the valley, with six stations. Ironically, the U&D carried supplies from different points to Brown's Station, which would be used to help make the Olivebridge Dam at
Olivebridge, New York . When the project was finished, and the reservoir was about to be flooded, the railroad received $1,500,000 and relocated 12.45 miles (20 km) of track, while replacing the previously-existing 64- and 70-pound (35- and 38.5.-kg) rails with 90-pound (49.5 kg) rails from Kingston to Grand Gorge.
A year after the Olivebridge Dam was completed in
1912 , railroad president Samuel Coykendall died, and the railroad was handed-down to Samuel's son, Thomas C. Coykendall. The new president, however, retired from office the same year, and ownership of the railroad was given to one of his relatives, Edward Coykendall, who would eventually sell the railroad to the
New York Central . The stations at Kelly's Corners and West Davenport were abandoned by the railroad in
1923 , as they never generated much business, and the
Kingston Point Station was abandoned in
1924 when the steamships stopped toting passengers up and down the Hudson River. Cars and trucks starting growing in popularity over the next decade, sapping the railroad of more revenue. Finally, the
Great Depression struck in
1929 , and many people didn't have enough money to buy a train ticket or to pay to keep their products in one of the freight houses. As a result, the railroad lost a considerable amount of money, finally going bankrupt in
1932 .
The NYC wanted to incorporate three midwestern railroads into its system; the
Michigan Central , the
Cleveland, Cincinnati, Chicago And St. Louis Railway , and the
Lake Shore And Michigan Southern . They were already leased by the NYC, but not fully absorbed into the system because the
Interstate Commerce Commission prohibited it. Eventually the ICC hinted that, if the NYC bought and ran the U&D, they might let it buy the other railroads. The NYC scoffed at the idea, as the U&D wasn't important enough for it, but wanted to buy the other railroads. Thus, it finally purchased the U&D in late
1931 for a price of $2,500,000, and incorporated it into the NYC in early
1932 .
The New York Central renamed the U&D the Catskill Mountain Branch; the Stony Clove and Kaaterskill Branch was shortened to the Kaaterskill Branch; and the Hunter Branch kept its name. The roundhouse at Rondout was destroyed, with a sewer plant taking its place; the station however, was still in use. They also slowed down trains to 35 MPH on the main line, and to 25 MPH on the branches. The stations at Chichester, Lanesville and Edgewood were shut down; the Stony Clove Notch flagstop was entirely destroyed, and the siding taken out; and the stations at Kaaterskill Junction, Haines Falls, Kaaterskill and the Laurel House became summer-only stations. While the main line still had year-round stations, only the stations of Tannersville and Hunter on the branches were. This excluded the
West Davenport Station , which had already been closed down in
1923 , and eventually burned down ten years later, in
1933 . The station at Kelly's Corners was also abandoned in the
1920s , and was eventually demolished upon the widening of State Route 30 in the early
1960s . John M. Ham, Robert K. Bucenec (2005), ''The Grand Old Stations and Steam Locomotives of the Ulster & Delaware'', Stony Clove & Catskill Mountain Press
As for locomotives, Ulster and Delaware #2, 8, 12-14, 16-18, 20, 24 and 29 were deemed worthless, and were scrapped by the New York Central during the takeover in s #1013 and 1076. They were the only NYC engines run on the CMB and the smaller branches until diesels took over.
.]]
The NYC's "Fx light" class locomotives (#800-807, ex-U&D #19, 21-23 & 25-28), were assigned to work on the Wallkill Valley Branch of the New York Central, which used to be the
Wallkill Valley Railroad , as well as working on the CMB. These engines were light, yet powerful, which was what the branch needed; the high and frail Rosendale Bridge in
Rosendale, New York had always been plagued with weight restrictions, as the material used to build it in the
1870s , and then rebuild it in
1895 , was not strong enough to hold a modern locomotive. The locomotives the NYC had been using on the WVB were ''"Class C"''
4-4-0 s, and were not as powerful as the U&D's
4-6-0 s. They tried using the Fx-light locomotives on the Wallkill Valley Branch with great success. Two Fx-lights could easily haul a 40-car train on the branch safely across the bridge. They were a lifesaver, and were extensively used until the Central tried out light
Diesel Locomotive s on it, and replaced the Fx-light locomotives as the main source of power on the WVB.
a few months before abandonment of the branches.]]
Between the complaints from passengers of the seemingly-endless trip from Phoenicia to Kaaterskill or Hunter (as the speed limit on the branches was 25 MPH), and the cost of the operation, the railroad applied for and got permission from the ICC to abandon the Kaaterskill and Hunter branches in , now a house, and the
Haines Falls Station , now a museum.
The steam locomotives were used heavily on the CMB and the WVB since
1932 , and were used for 17 years after that. However, the Central tried
Diesel Locomotives on the Wallkill Valley and the Catskill Mountain Branches in
1948 , and found that they performed better due to not having to make water stops. NYC #809 was scrapped in
1945 , locomotives #800 & 807 were scrapped in
1946 , locomotives #802, 804 & 811 were sent to West Albany in
1948 , leaving only locomotives #801, 803, 805-806, 808, 810 & 812-818, which were then renamed NYC #1218, 1220-1223 & 1225-1231, with #801 keeping its number. The engines that had been scrapped in
1948 were supposed to be renamed as NYC #1217, 1219 & 1224, but weren't reassigned before being scrapped. The last steam engine to run over the CMB was NYC #1226 (ex-NYC #813, and ex-U&D #36). Soon after, all of the remaining U&D steam locomotives were sent to
Ashtabula ,
Ohio to be scrapped in
1949 . After that, the branch lines were diesel-only, not seeing another steam engine until a three-mile tourist line from Oneonta to a bridge near West Davenport opened in the
1960s .
The line was entirely dieselized by
1949 , and passenger service soon ended on March 31,
1954 , relegating the CMB to freight service-only. The Arkville station was nearly destroyed by a runaway milk truck in the
1960s , and the NYC tore the remains of the station down. Kingston Union Station was abandoned after the end of West Shore passenger service. The NYC then got permission from the ICC to abandon the portion from Bloomville to Oneonta in
1965 , and scrapped the abandoned portion in
1966 .
After the abandonment, there were heated rumors that the branch was now going to be sold to the
Pennsylvania Railroad , the NYC's fierce competitor. However, the PRR ended up merging with the NYC in 1968, forming the Penn Central Transportation Company. The Penn Central purchased the Catskill Mountain Branch that same year. The branch's western terminus was now at Bloomville, and the route from Kingston to Rondout was in great disrepair, with only three businesses keeping the line open.
The Penn Central regularly ran trains, but with diminishing frequency. Eventually, there was one train a week each way. Generally, trains ran to Stamford or Hobart and tied up. On the following day, they would return to Kingston. However, there were frequent derailments on the branch, and the train would have to go so slow, to prevent derailments, that it would sometimes take days for a single train to travel over the line. PC replaced some ties to help with the derailment problems, but that only helped a little bit. The rails were also a problem, as they were so old and deteriorated that they were at risk of collapse. After many problems with running the branch, the PC filed a petition with the ICC to abandon the branch. Fortunately, the branch was never abandoned. The ICC permitted PC to discontinue service in September,
1976 , but the tracks were sold to Ulster County and the Towns in Schoharie and Delaware Counties (the latter via the A. Lindsay and Olive B. O'Connor Foundation, of Delhi, New York) without ever being abandoned.
Also that year, a portion of the branch from Rondout to Kingston was purchased and operated by
Conrail . The remainder was in extremely poor condition, and was under state ownership. Conrail's portion was used to transport goods from the remaining customers of the branch to the junction at Kingston. From there, the goods would be transferred to the West Shore River Division for shipment to
New York City and elsewhere. Conrail ran this small portion until
1979 , when it decided it was no longer profitable.
In
1980 , the
Kingston Terminal Railroad was organized by the
Delaware Otsego Corporation to operate the approximately 5 miles of track between what is now the
CSX River Division and Hudson Cement in East Kingston. Unfortunately, Hudson Cement closed in 1980 and the Kingston Terminal Railroad was dissolved, having never operated a single train.
Starting at Kingston Point, Milepost 0, the
Trolley Museum Of New York operates the remaining trackage in Kingston east of the CSX River Line, up to about Milepost 2.5. The line in this section is owned by the City of Kingston and leased to the Trolley Museum. The Trolley Museum is focused on the preservation of the use of trolleys,and restoration of the old U&D Rondout Yard. It rebuilt the engine house in
1987 , and the idea of rebuilding the utility building and the station has been suggested.
The next segment of the line, from MP 2.8 in Kingston to MP 41.4 at the Delaware County line, is owned by Ulster County, which bought it from the Penn Central in
1979 . The
Catskill Mountain Railroad leases this portion of the line from Ulster County, and operates a tourist train from Phoenicia, MP 27.5 to just north of Cold Brook, MP 22.1. The tracks between Kingston and Cold Brook have been cleared for track car use, and are being upgraded for full train service from Kingston west towards Phoenicia. The Catskill Mountain Railroad is currently applying for funds to restore the line for tourist service to Ashokan, MP 16.2, as well as for freight service in Kingston. They are also working hard to restore a steam engine, former LS&I 23, owned by the
Empire State Railway Museum , to eventually run the line from Kingston to Phoenicia.
The portion of the line between Phoenicia, MP 27.9, and Highmount, MP 41.4, also leased by the
Catskill Mountain Railroad , is isolated by three large washouts west of Phoenicia, and has not seen a train since it was abandoned in September,
1976 . However, a 2.5 mile section of the line, between Giggle Hollow (MP 38.9) and Highmount, home to the scenic "double horseshoe curve", was cleared for track car use in 2006, by a joint team of members from the
Trolley Museum Of New York ,
Catskill Mountain Railroad and
Ulster & Delaware Railroad Historical Society .
In 2007, the clearing is planned to be extended to the Route 28 crossing in Shandaken (MP 33.6), despite two paved-over crossings and a weak bridge abutment in Big Indian (MP 36.4). The remaining six-mile segment between Shandaken and the washouts just west of Phoenicia will be cleared in 2008.
The abandoned right-of-way from the Hunter and Kaaterskill branches in Ulster County can still be walked, despite all but one of the bridges being removed (there is only one surviving bridge on the branches, near the Ulster County-Greene County border line which is privately owned). There is also a washout along the old right-of-way in Chichester that has exposed the soft, delicate clay underneath, and is very difficult to walk on.
The
Delaware And Ulster Railroad (DURR), based in Arkville, MP 48.1, currently runs tourist trains from Highmount to Roxbury, MP 59.1. Currently the DURR's operations are limited to the portion between Arkville and Roxbury, as the line to Highmount is out of service due to a weak bridge abutment east of Arkville.
The pride of the DURR is the "Rip Van Winkle Flyer" a five-car Budd streamlined train used for charters.
The regular train is powered by former D&H 5017, an
Alco RS-36, and consists of two flatcars and three former PRR MP-54 coaches (441, 444, and 447) lettered for the New York Central.
Other engines at the DURR consist of Alco S-4s 1012 and 5106, and GE 44- tonner No. 76. Currently under restoration is the "Red Heifer" a Model 250
Brill Gas-Electric, formerly NYC M-405.
In Roxbury, the
Roxbury Station is being restored by the
Ulster & Delaware Railroad Historical Society . The museum is open, showcasing many artifacts and displays from the railroads mentioned above.
The "Bobber"
Caboose #8206, built at the NYO&W Middletown Shops in 1906; and former
BEDT 14, a
H. K. Porter, Inc Locomotive Works
0-6-0T steam locomotive, built in August 1920 at their facility in
Pittsburgh, PA . Both are presently being restored by the Society.
The Delaware County ROW from Highmount to Bloomville is owned by the Catskill Revitalization Corporation.
The track ends at Hubbell Corners, MP 60.2, where the ROW becomes a
Rail Trail that extends to Bloomville, MP 86.2, called the Catskill Scenic Trail
Catskill Scenic Trail .
As for the stations in Delaware County, the
Halcottville Station , MP 53.0, was cut in half, with the passenger side moved a few hundred feet, where it serves as a shed on private property, and the freight side moved to Arkville, where it is now a tool shed for the
Delaware And Ulster Railroad . Both the Arkville and Fleischmanns stations are gone, but the freight houses have survived. The DURR uses the Arkville freight house as its passenger station. The Kelly Corner's station was acquired by NYSDOT in 1964 and bulldozed during the reconstruction of State Route 30. The station at Stamford has been restored, is owned by the CRC, owners of DURR, and used for offices. The stations at South Kortright, MP 81.5, East Meredith, MP 97.9, and Davenport Center, MP 103.2, are currently private dwellings, with the railbed in front of them also being privately owned.
Interstate 88 was planned in the
1970s to go from
Schenectady, New York to
Binghamton, New York , although the original plans suggested that it go to
New England and near the
Atlantic Coast . The portion that was constructed covers a portion of the U&D's right-of-way in the township of Oneonta, where it connects with
New York State Route 28 .
The
South Gilboa Station , MP 70.6, is the only station on the remainder of the U&D, and it is in poor condition. It is still in its original spot, between the Delaware County stations of
Grand Gorge and
Stamford . The old right-of-way in front of it is part of the Catskill Scenic Trail. It is also one of two other U&D railroad stations that is listed on the
National Register Of Historic Places . The Town of Gilboa Historical Society has proposed that the South Gilboa station should have a full cosmetic restoration. However, this is only a proposal, and it is unclear whether or not it will take place.
The final station at Oneonta, MP 106.9, was part of a tourist line called the "Delaware and Otsego Railroad" that was created shortly after that portion was abandoned in the late
1960s . It ran trains from Oneonta station to a bridge that crossed
Charlotte Creek a little way from the old site of the
West Davenport Station . However, it is currently a pub/restaurant called "The Depot". The line from Bloomville, MP 86.2, to Oneonta, MP 106.9, which was abandoned in
1965 with rails being removed shortly thereafter, is currently in the hands of private owners.
The Greene County portion of the branches, which were torn up in
1940 , along with the smaller portion of the branches in Ulster County, remain as overgrown paths and bridge abutments, with an occasional road covering the ROW.
New York State Route 214 overlaps the former alignment at
Stony Clove Notch . However, a two-mile section of the line from Bloomer Road to Clum Hill Road in Tannersville has been converted into a
Rail Trail , known locally as the "Huckleberry Trail". There are also a few bridge piers, such as one on the southern side of the
Esopus Creek in Phoenicia, one in Chichester (both in Ulster County), and two in Edgewood.
There are only two surviving stations on what used to be the branches. The
Hunter Station , branch MP 2.5, is now a private dwelling. The
Haines Falls Station , branch MP 18.5, is currently the headquarters of the
Mountain Top Historical Society .
For more information about the disposition of the rest of the stations on the line, see the
List Of Ulster And Delaware Railroad Stations .
