[ Selkirk Radio Feed at
There are a number of interesting railroad places in and around the capital district of New York State, roughly
centered on the triangle bordered by the cities of Albany, Schnectady, and Troy. The area surrounding that
triangle includes CSX's former Conrail (former NYC)
Selkirk Yard, the crossroads of CSX's major freight lines in the northeast, branching
from Selkirk to Boston, Buffalo (and thence to Chicago), and New Jersey and (thence to points south). Canadian
Pacific completes the cross, interchanging with CSXT at Selkirk by way of its former Delaware and Hudson. Paralleling
CSX eastward is Guilford's former Boston and Maine. Amtrak maintains a major maintenance facility in Rensselaer,
directly across the Hudson River from the city of Albany.
There is a privately operated terminal at the Northeast Industrial Park (formerly the Vorheesville Army Depot),
now known in railroad parlance as Guilderland Center (jointly serviced by CSXT off the Selkirk Sub-division
(i.e., Conrail's Selkirk Branch) and CP off the Freight Main in Delanson
(I believe that a private contractor operates the trains between Delanson and Guilderland).
Serving southern Washington County is the Batten Kill Railroad.
(Varous and sundry links to some of these and a plethora of other railroads and rail-related sites are on my
Albany Port Railroad
The Port of Albany complex is serviced
by the Albany Port Railroad, itself serviced by both CSXT off the Port Subdivision
(ex-Conrail's Albany Secondary) and CP
(Delaware and Hudson) from Kenwood Yard. The port is operated by
Federal Marine Terminals/Albany
The railroad is a sort of loop around the port complex, with a southward
spur out of the yard (now out of service) extending to the Niagara Mohawk power
plant (parallel to CSXT's Port Subdivsion across the Normans Kill), which is
actually the Delaware and Hudson's Cabbage Island Branch. The railroad
frequently handles high and wide loads from
GE for export. Cargill has its own
GM switcher here to service its grain
facility. The Albany Port Railroad is jointly owned by the
D&H and CSXT (50-50), with the
General Manager of the Port Railroad coming alternately from the D&H and
CSXT. The Port has two GM switchers and an ex-D&H caboose.
Adjoining D&H's Kenwood Yard, the Port is just east of I-787, which runs north
from the N.Y. Thruway Exit-23. Leave I-787 at the State Route 32, Port of
Albany exit. The entire port area is to the east of the interstate. Take
Broadway south and continue through the port area. There are several places
where the roads cross active tracks. Be sure to pause near the molasses tanks,
as the air there is usually rich with sweet smells: the railroad offices and
engine shed are behind these tanks, across the street from the Cargill grain
The Albany Port RR uses radio frequency 161.355,
while the harbor itself (including CSXT's
LAB interlocking, the
Livingston Avenue Bridge) is on 156.650 (note, the CSXT LAB interlocking is on
the CSX NC road/dispatch pair, 160.8 road [AAR 46/46], 161.07 dispatcher [64/64];
but the interlocking/bridge operator is also on the harbor frequency).
[ A Somewhat Stylized Map of the Albany Port RR ]
Across the Hudson River from Albany is the present Amtrak station,
Albany/Rensselaer. North of the station is Amtrak's Renswelaer shop, where
locomotive and passenger car maintenance is conducted. (This is the former site
of New York Central and Boston and Albany shops, where each had their own
roundhouses.) The Amtrak Rensselaer facilities may be reached from I-787.
Take the exit for US-9/US-20 and follow the signs for the station.
The Amtrak stationis on the CSX NC road/dispatch pair,
160.8 road [AAR 46/46], 161.07 dispatcher [64/64],
as is the CSXT NC (ex-Hudson) dispatcher and the CSXT LAB Interlocking operator
(as noted above). The shop is on 160.455.
Boston & Maine
Although no longer a player in its own right, The Boston & Maine Railroad,
now under Guilford's Springfield Terminal, continues to maintain a presence in
the Capital Region. The B&M mainline -- what is left of it -- crosses the
Hudson River at Mechanicville, turns south and joins with the D&H Colonie
Main at the former XO tower, which was the eastern approach to the
now-abandoned Mechanicville yard. Joint track begins here and continues
westward to Crescent Junction, where the B&M diverges from the D&H and
continues westward to its interchange with CSXT at Rotterdam Junction (where
CSXT interchanges a unit coal train). Along the way is the former Super Steel
locomotive production facility at the Glenville industrial park.
If you are in Troy sometime and want to see the last extant roundhouse in
the area, go up Hoosick St. to the street before the first light after
getting off the bridge (I think its 9th St), turn left and go north a few
blocks to Middleburgh St., turn left and go down the hill one block to 8th
St. The former B&M roundhouse is on the corner of 8th and Middleburgh
(painted light green). Along 8th St. south of the roundhouse was the B&M's
Rensselaer St. Yard.
West Albany Yard
CSXT's only yard that is actually in Albany is the ex-Conrail, ex-New York
Central West Albany Yard. This was one of the Central's principal shops,
complete with heavy maintenance facilities and the like. The yard is now only
a small yard for freight service (Conrail's only known caboose in the Capital
Region has been based out of this yard). This used to be a major freight
center, but much of the trackage (to the west of the present yard) is now out
of service or outright abandoned (according to Conrail's economic development
staff, some would-be customers have discovered to their dismay that the track
outside their building no longer goes anywhere, but Conrail is working with
these folks to restore some service to their rusty rails). One drives over the
yard on I-90, which passes over the yard between the Hudson River and the New
York Thruway/Adirondack Northway interchange.
Leave I-90 at the Everett Road exit, Exit-5. North of I-90 turn right onto
Exchange Street and continue onto Anderson Drive to reach the north side of
the tracks, while south of I-90 turn onto Watervliet Ave and find the tracks
to the north in the industrial area. Further to the west, an occasional box
car may be found off Fuller Road, Exit-2, north I-90: take Fuller road north
under the CSXT overpass and turn onto Railroad Avenue. There seems to be
a better liklihood of finding a live train to the east.
This area is on the CSX NC road/dispatch pair, 160.8 road [AAR 46/46], 161.07 dispatcher [64/64].
The D&H in and around Albany
The Delaware & Hudson's main yard in Albany is Kenwood Yard,
in the Albany port area. Kenwood sits at the south end of the D&H line running
north to Mechanicville (and the now abandoned Mechanicville Yard). From
Kenwood the now-abandoned Albany Main (later the Voorheesville Running Track) branched to the
west and the Northeast Industrial Park in Guilderland Center (now serviced from the west end);
this line is described below with the section on Delanson. At the south
end of the yard CSXT's Albany Secondary (the former West Shore) runs south
to SK interlocking and Selkirk Yard. Kenwood services the adjoining Port of
Albany Railroad's yard.
The yard hosted Norfolk Southern's Albany Intermodal Facility (which was formerly CP's facility),
whcih is now located in Mechanicville.
The former intermodal facility is now a fuel trans-loading facilit.
The D&H runs a daily train round trip between Kenwood to Selkirk
Yard. The southbound usually leaves Kenwood in the morning (9-10ish)
arriving at Selkirk about half an hour later. After turning on the Selkirk
loop track the the power returns to Kenwood in the early afternoon.
There are also CSX locals into the adjoining Albany Port and the occasional grain train.
Kenwood is just east of I-787, which runs north from the N.Y. Thruway
Exit-23. Leave I-787 at the State Route 32, Port of Albany exit. The entire
port area is to the east of the interstate.
North from Kenwood
The D&H Building, Albany Union Station, and north
What is now the State University of New York's Central Administration building
is known locally as the D&H Building, the D&H's old office complex,
known to D&H employees as "The Plaza Building".
While Empire State Plaza today dominates the Albany skyline, The D&H Building
still commands attention at the foot of State Street. The State University of
New York hosts a page on this striking building,
SUNY Plaza and
Just north of the D&H Building is Albany Union Station, now Fleet Bank.
Corporately, what is now Fleet Bank was originally the First National Bank of
Albany, later Northstar Bank, and finally Fleet. The First National Bank of
Albany was a backer of both the Erie Canal and the Mohawk & Hudson Rail
To the north of the D&H Building and Union Station the D&H passes under CSXT's
Chicago Line as it comes off the Livingston Avenue Bridge. The D&H also has a
connection with CSXT here, just off the end of the bridge.
The D&H has a second, occasionally-used yard at the north end of Albany
between the Hudson River and Broadway, just to the south of the I-90 bridge
across the Hudson. With the service shifts of the past year that parent CP has
introduced, it appears that this yard is now used for bulk transfer, with
often appearing covered hoppers in the yard.
Colonie Shops and north
North of the city in Colonie, behind the Watervliet Arsenal, is the sight of
the D&H's former Colonie Shops, built in 1911-1912. These were the
railroad's principal shops until the D&H was purchased by CP Rail. The shops
were not purchased (from Guilford) as part of that transaction, and are now
abandoned and mostly burned-down.
Further north in Watervliet, at Watervliet Junction, the D&H's former Green
Island Branch diverged to the east, while the New York Central's Troy &
Schenectady Rail Road passed overhead.
Further north in Waterford, the former Troy Branch (originally the
Rensselaer and Saratoga, built in 1835) joined. The present line north to
Mechanicville is on the R&S right-of-way.
Mechanicville and west
Joint trackage with the Boston and Maine begins at the fomer XO tower in Mechanicville.
This was the site of the former B&M Mechanicville Yard. Today, it is the site of
Norfolk Southern's intermodal facility, which was previously located in Kenwood.
The D&H had a roundhouse here, and the Hudson Valley Railway, an electric interurban line, passed over the D&H.
West along this line, Crescent Junction marks the end of joint trackage. The
B&M diverges to the west and CSXT at Rotterdam Junction (CP-RJ on the
Selkirk Branch). The present D&H is the "New Connection," built by the D&H
in 1965 when the Mechanicville to Ballston line was abandoned. At Crescent
Junction the D&H line from Mechanicville joins the "Canadian Main." This part
of the line was built by the Saratoga & Schenectady in 1832 and is the oldest
portion of the railroad presently in operation.
Mohawk Yard, Schenectady, and south
Mohawk Yard is just to the south of Crescent Junction, an interchange point
for the D&H and Guilford (Springfield Terminal). South of Mohawk Yard the
D&H crosses the Mohawk River and the right-of-way passes the site of the
American Locomotive Company factory complex. South of the Amtrak station are
the buildings of the General Electric Company. A variety of dimensional-load
flatcars may be found here.
South of Schenectady is Delanson, where the Canadian and Albany Mains diverge.
The town was originally named Quaker Street in but the name was changed in 1895
(but there is still a Quaker Street post office at the top of the hill on the
east side of the village). The name Delanson is a contraction of the
railroad's name: DELaware ANd hudSON. Delanson was once a busy railroad center
that included a roundhouse, a wye for turning locomotives, large coal
stockpiles, and a large passenger station.
Thirty-five miles south of Schenectady is Richmondville Hill. The railroad here
is on one of its steepest grades. It is located on a shelf cut in the hills
overlooking the valley and the adjoining I-88.
Throughout this area the D&H uses radio frequency 161.100, its north system
radio frequency, for communications, including all communications with its
dispatchers, who are (or maybe were - - not sure where they are as they move around) located in Milwaukee, Wisconsin. The changeover to the
south system radio frequency is at Central Bridge
The earliest part of the Albany and Susquehanna Rail Road, this is now called
the "Voorheesville Running Track."
Until June of 2000, the Albany Main saw regular freight service between Kenwood
Yard and Voorheesville. The late 1990s saw locals on the track every weekday
evening. Between Voorheesville and Delanson, the Albany Main was out of
service for several years but never abandoned. Occasional inspection trains
travelled between Voorheesville and Delanson, and beginning in June 2000, there
was extensive track work under way between Delanson and Guilderland as Canadian
Pacific rehabbed the long out of service southern end of the line to Delanson,
where it joins the D&H Freight Main. This allows traffic to and from
Binghamton more direct access to the Guilderland facility, interchange with
CSXT at Selkirk, and access to Kenwood, without the need for the present long
detour via Schenectady and Mechanicville.
Following heavy storms in June of 2000, the east end of the line went
out of service: citing concerns with the bridge over the Normanskill Creek,
Canadian Pacific placed the line from the Port of Albany as far as CP-VO out of
service. In fact, the diamonds with CSXT's Selkirk branch were removed (but
they were kept on site for possible future use). This caused intensified work
to bring the west end of the line back into service by mid-August.
CP immediately began operating over the CSXT Albany Secondary between CP's
Kenwood Yard and CSXT's Selkirk Yard, over the CSXT Selkirk Branch from Selkirk
to Voorheesville, and -- after rebuilding and placing into service a connecting
track from the Selkirk Branch to the Albany Main (connecting south of the
diamonds) -- onto the D&H.
Beginning August 15, 2000, the Albany main was returned to active use from Delanson,
with road trains setting off at there for the local to the industrial park. Alas,
keeping the diamonds on hand was a futile gesture as the east end of the line was
formally abandoned and the rails removed in the summer of 2004.
Operations for D&H Trains
D&H operations into and out of Albany included to Binghamton and Montreal.
Until the abandonment of the eastern segment of the Albany Main between Kenwood and Delanson
(which followed the return-to-service of the western segment)
traffic could flow to Binghamton southwesward through Voorheesville. With the Albany Main
not a through route, all traffic has flowed north. Today, along with mixed-merchandise
and grain trains (whcih also arrive at the yard from the south via CSX),
the yard sees fairly heavy petroleum traffic. And of course, the circus train is in the Port
Yard either by CSX or CP at least once a year.
The New York, West Shore, and Buffalo
After the New York Central had been operating in its more-or-less mature form,
a spat of spite railroading errupted between it and the Pennsylvania. Each
railroad began building parallel lines to the other.
The Pennsylvania, under successive presidents Tom Scott and George B. Roberts,
invaded the territory of the New York Central, which was then headed by William
H. Vanderbilt. The New York, West Shore, and Buffalo was chartered in 1881 to
build a line on the west side of the Hudson paralleling Vanderbilt's property
all the way to Buffalo. The original West Shore started at Jersey City, with
stations at Hoboken and Weehawken before continuing north. It ran its first
passenger train to Newburgh on June 4, 1883 and by the end of that year was
running all the way through to Buffalo.
Vanderbilt retaliated with the South Pennsylvania Railroad, which
was to be parallel to the Pennsylvania's main line between Philadelphia and
Pittsburgh. Added to this mix, the West Shore received financial aid from
George M. Pullman who despised Vanderbilt, who would not use Pullman sleeping
cars on his line (he used Wagner Palace Cars instead). Vanderbilt, on the other
hand, was aided by Andrew Carnegie, who did not like the Pennsylvania's monopoly
in Pittsburgh. The cutthroat competition between the West Shore and Vanderbilt's
New York Central caused the West Shore to founder first. It went bankrupt in
June 1884. However the financial damage the West Shore was doing to the New
York Central alarmed J.P. Morgan, the prominent railroad financier and a friend
of Vanderbilt's, and he decided to intervene.
In July 1885, Morgan invited Roberts of the Pennsylvania and Vanderbilt of the
Central to a meeting on his palatial yacht, the Corsair, in an attempt
to arrange a truce (this while slowly cruising the East River, Hudson River, and Long
Island Sound). Morgan succeeded, and in return for control of the bankrupt West Shore,
Vanderbilt agreed to stop all further construction on the South Pennsylvania, which
had been graded and tunneled, but on which track had not been laid. Morgan received
fees estimated at between one and three million for arranging this deal, and the
New York Central kept the West Shore name on its rolling stock, tickets and
timetables for years.
Today, the eastern end of the old West Shore still sees heavy use. The Central's
old River Division, Conrail's old River Line, CSX's River Subdivision (under the NJ
dispatcher), runs from Selkirk Yard south, CSX's critical freight line into North Jersey.
The trackage from Selkirk Yard west to CP-RJ also sees heavy use (from CP-RJ it departs
from the West Shore proper to cross the Mohawk River to the former NYC main line at CP-169
as CSX's Selkirk Subdivision, which actually runs west along the Mohawk to CP-175).
Other than the West Shore branch along the south side of Rochester and the industrial track
to the west of Rotterdam Junction, just about all the rest of the old West Shore is gone.
See also The Pennsylvania Tunnels: A Selkirk Branch Footnote.
The Boston & Albany
Here are just a few notes.
Joining with the New York and Albany in Chatham, N.Y., the Western Railroad
of Massachusetts (organized in 1836, completed from Worcester, Massachusetts to
the New York State Line in 1841) was a key link in the original rail line of
Cornelius Vanderbuilt and the catalyst of the nascent New York Central and
Hudson River Rail Road. The Boston and Albany was Chartered on Nov. 2, 1870,
and was formed by the merger of the Western Railroad of Massachusetts and the
Boston & Worcester Railroad. In 1880 the B&A was acquired by the New York
Central during the development of the J. P. Morgan-era "communities of
interest." It was formally consolidated with New York Central & Hudson River
Railroad in 1900.
The Boston and Albany had its own roundhouse in Rensellear, next to the New
York Central facilities on the sight of the present Amtrak shops. Although
the United State's Supreme Court's Northern Securities decision of 1904
(ordering the dismantling of James J. Hill's Northern Securities Corporation)
spelled the end of railroad consolidations -- mergers, acquistions, and their
informal cousin, "communities-of-interest" -- for generations to come, and in
fact, together with the ICC's investigation of E. H. Harriman -- finding that
his combination of Union Pacific, Southern Pacific, and Illinois Central was
a restraint of trade not in the public interest -- began active divestures,
some holdings remained intact: the Pennsylvania retained ownership of the
Long Island and the Norfolk and Western, while the Central held onto a number
of its small roads, such as the Walkill Valley and the Ulster and Delaware in
the Catskills and -- through the Berkshires -- the Boston and Albany. Today,
Conrail's Selkirk yardmaster's may still be heard referring to trains to or
from the Boston Line as "the B&A."
For additional information on the B&A try the Boston & Albany Page.
The Mohawk & Hudson Rail Road
The Mohawk & Hudson was one of the very first railroads in the United States, chartered in 1826.
The DeWitt Clinton locomotive made its first run on the Mohawk & Hudson Rail Road during a test run on July 2nd, 1831.
New York State already had a successful transport system in place when railroad
fever hit the coutry in the mid-1820s -- the Erie Canal had been profitable
from its inception, unlike the Main Line in Pennsylvania or the C&O Canal in
Maryland. However, the Erie Canal merged with the Mohawk River in Schnectady,
beginning a widning route with several locks down river to the Hudson and
Albany: the 40 mile water route took more than a day. Passengers would
disembark to take the 17 mile land route by coach, passable in a quarter the
time and half the expense of the water route, rather than stay with the barges.
Seeing the potential for an expanded land transportation system between
Schnectady and Albany, on December 28, 1825, George Featherstonhaugh (pronounced
fen-shaw, as near I can can determine), of Duanesburgh,
ran a newspaper notice announcing the formation of the Mohawk and Hudson Rail Road Company.
Today, remants -- both in use and long abandoned -- may be found in and
around the cities of Albany and Schnectady. There is a historical marker
for the Mohawk and Hudson in the City of Albany where Western and Madison
Avenues meet. It was here that the Mohawk and Hudson crossed the Great
Western Tumnpike at what is now "the point," the wye-intersecton of Madison and
Western Avenues. (Historically, it has been recorded that at one time the railroad
had to change from steam on the north side of the turnpike to horse carts to cross
and travel south of the turnpike, as it could not obtain rights to cross the
turnpike with a steam locomotive.)
From the historic marker northwest to Schnectady was the road's original right of way,
opened for service on August 9th, 1831, ending south of the present Amtrak staion.
On May 14, 1832 the road opened an extension southeast to and along today's Holland Avenue,
past what is now the intersection of Morton and Delaware Avenues, east to Gansevoort Street
on the Hudson River. In September of 1841 this line was extended north to
Ferry Street and Broadway. In 1833 a line parallel to Western Avenue to a site
at Lower State Street was opened. In 1843 the line in Schnectady from Hamburg
Street to the present station was opened and the original line was abandoned.
In Albany, all tracks east of Fuller Road on the original alignment across
Western Avenue (the original line to Morton and Delaware and a second line
down State Street) were abandoned on September 30, 1844, when a new line from
Fuller Road east to the Hudson River was opened. This is the present CSX line,
known when it was contructed as the Tivoli Hollow line. The longest in-tact (more-or-less)
remaining segment of the original line east of Fuller Road may be found opposite SUNY Albany's
traffic circle facing Washington Avenue, a segment of about 1000 feet that was breached in 2000 for
about 100 feet by Crestline Suites. A historical marker is located at this location.
Between Albany and Schnectady, west of Fuller Road, this is the alignment still in use today
as CSXT's Hudson Subdivion (ex-Conrail, ex-New York Central Chicago Line).
(In his book on the collapse of the Penn Centrail,
The Fallen Colossus [New York: Weybright and Talley, 1977], Robert Sobel
makes frequent mention of the Mohawk and Hudson in his chapters on the origins
of the northeast railroads.)
Historically, the fact tht the Mohawk & Hudson dates to 1826 impacts on CSX and
its railroad heritage: as noted, between Fuller Road in western Albany and
Hamburg Street in Schenectady, 8.3 miles, CSXT is now on the original Mohawk &
Hudson right-of-way: this active right-of-way may (as far as I can determine) predate
any of CSX's present ancestors (including the B&O): it is now the oldest
right-of-way over which CSX operates, and The Mohawk & Hudson is, along with
the B&O, which was also chartered in 1826, the earliest corporate predecessor
Regardless of the age of rights of way, the critical point is that the Mohawk
& Hudson was the first successful steam railroad running
regularly-scheduled service. This was due to the agressive stance New York
merchants were already taking with regard to commerce with the West.
Together with the Erie Canal, the Mohawk & Hudson -- ultimately Erastus
Corning's New York Central -- paved the way for New York's domiance in trade
and finance as the industrial revolution swept the United State.
The New York Central
The East/West Axis: Albany to Buffalo
Early in 1851, a convention was held of the ten railroads that more or less
end-to-end linked Albany and Buffalo. These
ten included Mohawk & Hudson successor Albany & Schnectady (the name of the
company having been changed in 1847). The intent of the convention was to lay
the groundwork for consolidation into a single company. On Februay 12th, 1851,
the convention authorized that an application be made to the New York State
Legislature to consolidate. On April 2nd, 1853, the Consolidation Act was
passed by the Legislature (Section 76 of the Laws of 1853) authorizing the
consolidation. On May 17th, 1853, the consolidation agreement was signed
forming the New York Central Railroad Company, and on July 7th of that year the
agreement was filed with the Secretary of State, thus officially forming the
New York Central. (See below for the <ten railroads>
forming the New York Central.)
North/South: Along the Hudson
From the south, rail activity was being conducted apace. On August 25, 1831,
the New York & Haarlem Railroad Company (note the Dutch spelling of Harlem)
was chartered by act of the New York State Legislature to build a railroad line
on Manhatten Island. The first run of the new road was on November 14, 1832.
On April 17, 1832, the New York & Albany Railroad was chartered to build north
from the Harlem River to Albany (backed by several of the same backers as the
New York and Harlem [the English spelling quickly became common]). However,
the New York & Albany never materlialized, and it was the New York & Harlem
that assumed the broadened charter of the New York & Albany and built north
through the Harlem Valley, by 1852 reaching the Western Railroad of
Massachusetts (later the Boston and Albany) in Chatham. In 1863 this was to
become the original rail line of shipping mogul Cornelius Vanderbuilt and the
catalyst of his railroad empire, bringing the New York Central south from
Albany to New York City. It is today's somewhat shortened Metro-North Harlem
The New York and Harlem Railroad built well inland from the Hudson River to
avoid direct competition with river boats, but demand from the seasonally
frozen river towns -- espeically Poughkeepsie -- resulted in the construction
of the Hudson River Railroad, chartered in 1846, up the east bank of the
Hudson, today's CSX Hudson Subdivision (ex-Hudson Line of Conrail) and Metro-North's Hudson Line.
The line opened to Albany in November of 1851, actually preceeding by several months the opening
of the older New York and Harlem's inland route to Albany. It too came under
Cornelius Vanderbuilt's control, following the New York and Harlem by a year.
The Spuyten Duyvil & Port Morris Railroad formed a seven mile link between
these two raods in 1871, and was quickly leased to the (by then) New York
Central & Hudson River: in 1913 it was finally merged into it.
Vanderbuilt acquired control of the New York Central in 1867, and in 1869 the
New York State Legislature passed legislation authorizing the merger of the
Vanderbuild roads into the New York Central and Hudson River Railroad. Along
with his other holdings to the west, the Lake Shore & Michigan Southern
Railroad between Buffalo and Chicago, and the Canada Southern and Michigan
Central railroads -- an alternate Buffalo/Chicago route through Ontario -- the
modern New York Central was formed.
The Original Railroads Forming the New York Central
- The Voorheesville Running Track (Albany Main) is abandoned between Kenwood Yard and Voorheesville
- For maps of Selkirk yard and the Selkirk Branch (the CSX Schodack, Castleton, and Selkirk Subdivisions) see the Selkirk pages.