Welcome to our Erie-Lackawanna Railroad WebSite
Here's a preview of some of the exciting projects we have put together for you:
Our feature article is "The Erie-Lackawanna began in 1960" .
We have a great article on the Starucca Viaduct as well as E-L maps and track charts
See what might have been with the E-L: "New England Gateway: the New Alphabet Route" .
Something interesting is "Trading Lines and Duplicate Lines" .
Read about former E-L properties:
Buffalo Creek Railroad
New York & Greenwood Lake Railroad and
The Central New York Railroad
Metro-North Commuter Railroad
See our Erie-Lackawanna reference section
See KC Jones BLOG about Railroad History
The Central New England Railway
(later New Haven RR) Maybrook Yard connected to
other railroads: Lackawanna,
Pennsylvania, New York Central,
Lehigh & Hudson River, Lehigh & New England,
Ontario & Western,
The Central New England Railway Yard at Maybrook, New York
We have a really new and really cool feature about the Central New England Railway / New Haven Railroad. It is a Journal of the Maybrook Yard. All kinds of previously unpublished and fascinating things!
The Maybrook Line across Dutchess County The "Maybrook Line" was important to New England before the advent of Penn Central and before the Poughkeepsie Bridge burned. This piece of the railroad carried freight from Maybrook Yard, across the Poughkeepsie Bridge to Hopewell Junction where it joined a line from Beacon. The railroad then went to Brewster, then Danbury, and finally to Cedar Hill Yard in New Haven.
The New Haven's Maybrook Line and connections to other railroads
Railroad History of Maybrook Region
What's a "Chicago Bypass"?
Why do we need a "Chicago Bypass"? YOU WILL BE SURPRISED!
Click on any doctor above to see why.
|The Richfield Springs branch of the Delaware, Lackawanna & Western Railway extended through Bridgewater, where it connected with the Unadilla Valley Railroad, a shortline that served Edmeston and New Berlin to Richfield Springs on Canadarago Lake, once a rather fashionable resort. Here, from 1905 until 1940, the DL&W had a passenger and freight connection with the Southern New York Railway, an interurban to Oneonta. Milk and light freight were the chief sources of revenue on this branch. Delaware Otsego subsidiary Central New York Railroad acquired this branch from Richfield Jct. to Richfield Springs, 22 miles, in 1973. Enginehouse was at Richfield Springs. Became part of NYS&W northern division after NYS&W bought the DL&W Syracuse & Utica branches from Conrail in 1982. Traffic on line gradually dropped off. Line east from Bridgewater embargoed in 1990. Abandoned and track removed in 1995, westerly 2-3 miles left in place for stone trains. In 2009: This old railroad is now owned by the Utica, Chenango and Susquehanna Valley LLC in Richfield Springs. They also own the 1930 Newark Milk and Cream Company creamery in South Columbia.|
The Erie Railroad and the
Delaware, Lackawanna & Western Railroad
were merged on October 17, 1960. The new Erie-Lackawanna adopted the rectangular Lackawanna logo and added the Erie diamond. The result was an encircled broken "E" within a diamond. The hyphen later dropped in the name to become Erie Lackawanna. The black and yellow Erie paint scheme prevailed on locomotives at the merger, but within a few years, the old Lackawanna colors - maroon, yellow and grey - returned.
The new railroad was a 3031-mile route between Chicago, Cleveland, Buffalo and New York. Merger talks had begun in 1956. William White, Delaware & Hudson president in 1956 had worked for the Erie for 25 years. Original discussions had included the D&H. In 1955, Hurricane Diane had put the DL&W out of business for 29 days. There were other problems with the railroads - for instance, commuters. The DL&W used to be profitable but the Erie had numerous bankruptcies over the years. In 1959, D&H got out of the merger picture. Following the recent history of its parents, Erie Lackawanna had a lifetime of deficit operation except 1965 and 1966.
Other actions had been taken before 1960. The Erie had shifted its terminal from Jersey City to Hoboken in 1956.
The merger was opposed by railroads operating into Buffalo because a combined Erie and Lackawanna could bypass them. One road was the Nickel Plate. NKP had once controlled 54% of Erie but lost it in 1930's. DL&W had held 15% of NKP but sold in 1959. Seeing formerly friendly connections drying up, it opposed the merger. The merger saw 2199 miles of Erie plus 918 miles of DL&W less 86 miles abandoned equalling 3031 miles. The new road was organized into two districts - the western was all-Erie while the eastern a mix. "Friendly Service Route" was slogan for the new road. It had 31,747 freight cars, 1,158 passenger cars, 695 diesels, 20,000 employees. Erie was the "surviving" entity in merger and the new headquarters was located in Cleveland. The new road had a series of leaders until William White took over in 1963. Before D&H, he had been New York Central president until Robert Young won his famous proxy battle in 1953.
Both roads were a combination of numerous once-independent lines. In the 1940's, the DL&W had acquired, either by purchase of stock or merger, all 18 of its leased lines. Similar action had occurred on the Erie.
The Delaware Division of the Erie became the Delaware Subdivision of the Susquehanna Division. Over a century old, Port Jervis to Susquehanna, Pennsylvania was opened by 1848. Construction had begun in 1835 near Deposit but was held up by financial problems. A New York City fire and a national business panic bankrupt many supporters. The fact that much construction was on low trestlework rather than on the ground made construction expensive.
A famous point on the Erie route was Gulf Summit. It was 1373 feet high. Pusher locomotives were used until 1963. Erie used Mallet Triplex 2-8-8-8-2's built in 1914. Also used was the "Matt H. Shay". The route included Starucca Viaduct and the old station-hotel at Susquehanna. Built in 1865, it was 3 stories high and had also served as the old division office. The former Erie R.R. car shops were located here. The Delaware & Hudson Penn Division between Nineveh, NY and Wilkes-Barre ran under the Starucca Viaduct. There was a connection between the two roads at Jefferson Junction.
The NY & Erie was granted its charter in 1832. It was intended to be a New York State-only road to connect Dunkirk on Lake Erie with the eastern portion of the state and to bolster the Southern Tier which had been hurt economically by the Erie Canal. The whole road from Piermont to Dunkirk opened in 1851. Originally it had been 6-foot guage. The original charter had specified a railhead at Piermont-on-Hudson. There was a 19 mile branch Greycourt to Newburgh. The New York & Erie reached Jersey City by 1861 (Pavonia Terminal). Two early New Jersey roads connected with the Erie at Suffern and eventually were leased by the Erie and finally becoming the main line. Other roads into Jersey City fell under the Erie as time went on. One was the New Jersey & New York to Nanuet and Haverstraw (42 miles). Another was the Pascack Valley Line to Spring Valley. New York & Greenwood Lake and the Bergen County Railroad were added as well as the Northern Railroad of NJ from Nyack.
In 1874 the Erie expanded westward from Salamanaca to Dayton, OH by leasing the Atlantic and Great Western. In 1880, the six-foot guage finally went standard. About this time, Erie got its Chicago access as well as a line to Cincinnati. The Erie also reached Indianapolis and Cleveland by the acquisition route. The Erie had always been eyed by other railroads. James Hill, E.H. Harriman and the Van Sweringen brothers were all stockholders at one time. Erie never electrified its New York commuter operations but did so to its branch between Rochester and Mt. Morris. Erie owned the New York, Susquehanna & Western and the Robert Young Bath & Hammondsport but lost both.
1909 saw construction of the 43 mile Graham cutoff. Running from Newburgh Junction, it passed under Moodna Viaduct and through Campbell Hall (Maybrook). It rejoins the main at Howells Junction. The Graham cutoff was good for freight as it had low grades.
The Lackawanna began with the Cayuga & Susquehanna in 1834 between Cayuga and Ithaca then with the Morris & Essex in 1836. 1849 marked the beginning of the parent Delaware, Lackawanna & Western when the Liggetts's Gap Railroad connected Scranton with the Erie at Great Bend, PA. This line consolidated in 1853 with the Delaware & Cobbs Gap which connected Scranton with the Delaware River. Very important was the Scranton Division of the DL&W. The headquarters here had offices and shops. This division included the Tunkhannock Viaduct which was 2375 feet long and 240 feet high. It was completed in 1915 as part of DL&W president William Truesdale's improvement program. After the 1960 merger, most EL traffic used the old Erie.
DL&W had the shortest passenger route between New York and Buffalo. Erie's was the longest. In 1960, passengers could reach Erie Lackawanna's passenger terminal at Hoboken by bus from Rockefeller Center, ferry, or tube (now PATH). The lines famous PHOEBE SNOW left at 10:35 a.m. and arrived in Buffalo 7:15 p.m. Passenger service was eliminated 1970 and most equipment was scrapped. The observation cars went to the Long Island for Montauk service. Later they became business cars for Metro-North.
Some coaches went to the D&H. Four 62-seat lightweight coaches were acquired in September, 1970. Some of these were refurbished for "Adirondack" service and later were used by the New York MTA for Poughkeepsie service. A pair of ex-Erie heavyweight coaches were also used in the 1970's.
Other Erie Lackawanna equipment went to the New York MTA and saw service on the New Haven. A string of these cars, still in EL markings, ran between Harrison and Grand Central behind FL-9's.
White died in 1967. In 1968, Erie Lackawanna came under Dereco (A Norfolk & Western "arms length" subsidiary which also picked up D&H). The road went to CONRAIL in 1976. In 1972 Hurricane Agnes flooded 135 miles of the Erie Lackawanna. It caused millions of dollars in losses and brought bankruptcy. More damage was done when the Penn Central merger eliminated interchange at Maybrook. The Penn Central merger had certain conditions that were designed to protect Erie Lackawanna by maintaining trains over the New Haven via Maybrook. Erie Lackawanna claimed its service from Chicago to New England had been slowed by 22 hours. PC countered that EL trains were usually late and improperly blocked for fast addition to PC trains.
Erie had survived Jay Gould (a 19th Century Ivan Boesky) but couldn't cope with changes in the economy
Built in 1907, Hoboken Terminal still serves. It has six ferry slips (now unused) as DL&W operated ferries to 23rd Street, Christopher Street and Barkley Street. It also connects with PATH trains. 18 tracks served both commuter and long distance traffic.
Lackawanna's New Jersey territory became a major commuter carrier. A lot of money was spent on grade crossing elimination, track elevation and new stations before electrification in 1930 to Dover, Gladstone and Montclair. Electrification was viewed as the best way to squeeze more trains onto existing tracks.
Erie Lackawanna handled about half of the New Jersey/New York commuter volume with over 35,000 daily passengers riding over 200 trains. Much of the ex-DL&W work was done with equipment that was already over thirty years old at the time of the merger. Ex-Erie diesel routes used World War I-vintage coaches. Erie Lackawanna's brief life saw both the end of Hudson River ferry service (1967) and long distance passenger service (1970). It also saw the rise of government subsidy for commuter service and the introduction of new equipment with this help. During this period, Erie Lackawanna also ran a commuter service in the Cleveland area.
The Lackawanna cutoff was built in 1911 as part of William H. Trusdale's improvement program. This 28-mile cutoff between Slateford and Port Morris bypassed some 40 miles of slow, curved, hilly track. After the formation of CONRAIL, Scranton's future in railroading appeared bleak. However, the D&H struck a deal to take over the former Lackawanna main line to Binghamton plus Taylor Yard on the Bloomsburg Branch. The downtown property also saw a rebirth as the old station was transformed into a 150-room hotel. Finally, Scranton was fortunate to have Steamtown relocate there.
At East Binghamton, the remains of a coal tower and a roundhouse are still there. The yard is now used by the D&H. Binghamton passenger terminal (DL&W) remains as restored offices. Before the merger, the Erie Limited and the Lackawanna Limited met side-by-side only at Binghamton. The Erie's terminal has long since been wrecked. Binghamton was a major interchange point with the D&H. It was also the junction with the Syracuse and Utica branches. Branchline trains arrived and departed from platforms at the end of the station.
Buffalo-bound trains follow the old Erie main west from Binghamton. The DL&W line is a dead-end spur, as it has been since the 1960 consolidation. In 1869, the Lackawanna built its own line into Binghamton to avoid using the Erie from Great Bend. The road became a New York-Buffalo trunk line in 1882 when it leased the New York, Lackawanna & Western between Binghamton and Buffalo.
Leaving the main at Binghamton, the Utica branch also included a line to Richfield Springs. Around 1870, the Greene Railroad and the Utica, Chenango & Susquehanna Valley Railroad were built. In 1882, this line was leased to the DL&W.
The Syracuse branch went its own way at Chenango Forks and continued to Oswego. Lackawanna had acquired the Syracuse & Binghamton Railroad as an outlet for its anthracite coal. It continued as a prosperous line until declared redundant with the creation of CONRAIL. The S&B had been organized in 1851 and was leased to the DL&W in 1870. Also leased about the same time was the Oswego & Syracuse.
Expansion kept pace with the economic growth of the area. Many areas were double tracked. The 1920's saw seven or eight daily freights in each direction plus five passenger runs. North of Syracuse, the line passed in front of the New York State Fair Grounds. Before 1938, this led to a huge shuttle business each year. Another big business was hauling limestone for Solvay Process. By the merger, three round trip freights ran to Binghamton. This dropped to two by 1970. Coal trains ran to Oswego until 1963.
Cortland had the largest station between Binghamton and Syracuse. An 18-mile branch to Cincinnatus connected here. Like many other branches, it was abandoned before the Erie Lackawanna merger. Hills near Jamesville required helper locomotives for southbound traffic. Trains for Solvay ran uphill empty and downhill loaded. In Syracuse, both the Lackawanna and the New York Central ran in the middle of city streets. DL&W tracks were elevated in 1940 and a new station was built. Passenger service to Oswego went bus in 1949. Syracuse passenger service lasted until 1958 at which time the station became a bus terminal.
CONRAIL utilizes the north end of the Syracuse branch from Fulton to Oswego for winter month oil shipments to the Niagara-Mohawk power plant. It is named the Baldwinsville Secondary.
Another branch that never made it to the merger was Owego to Ithaca. There was even a genuine switchback on this branch.
Continuing west on the Lackawanna, stations at Apalachin and Nichols still stand but no tracks are nearby. Bath to Wayland became part of the Bath & Hammondsport. There is a 14-mile hiking trail west of Wayland. No more trains climb Dansville hill. The Groveland yard is all grown over. Groveland to Greigsville became part of the Genesee & Wyoming. The Dansville & Mount Morris also runs into Groveland.
Bison Yard in Buffalo was completed in 1963 under joint ownership with the Nickel Plate. In 1971, Erie Lackawanna and Norfolk & Western formed the Buffalo Terminal Division. Before CONRAIL, almost 100 trains per day from six railroads used its facilities. Interchange connections were made with seven others. It was the main connection between EL and Lehigh Valley lines to the east and C&O and N&W lines to the west. Buffalo Terminal lines crossed one another at numerous points and transfer runs with other lines had a choice of routes. Interchanges with Canadian National added an international flavor.
In its heyday, Bison dispatched as many as 4000 cars per day. Hump crews shoved cars through the retarders on a round-the-clock basis. As many as 80 engines per day were fueled, sanded and cleaned.
Bison Yard is gone; it is now an industrial park. The Lackawanna station in Buffalo has been demolished but the trainshed is utilized by the local light rail facility. Buffalo, in general, was decimated by the CONRAIL consolidation.
By Ken Kinlock at firstname.lastname@example.org
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A "Big Hook" that was once Erie's
Conrail No. 45210 was an Industrial Brownhoist 250T Wreck Derrick. It was built in 1955 as Erie Railway No. 03302. It rests serviceable at the Railroad Museum of Pennsylvania.
Once upon a time, milk trains were important
New York Central Milk Business
Creamery in South Columbia, New York
There were two basic types of milk trains – the very slow all-stops local that picked up milk cans from rural platforms and delivered them to a local creamery, and those that moved consolidated carloads from these creameries to big city bottling plants. Individual cars sometimes moved on lesser trains. These were dedicated trains of purpose-built cars carrying milk. Early on, all milk was shipped in cans, which lead to specialized "can cars" with larger side doors to facilitate loading and unloading (some roads just used baggage cars). In later years, bulk carriers with glass-lined tanks were used. Speed was the key to preventing spoilage, so milk cars were set up for high speed service, featuring the same types of trucks, brakes, communication & steam lines as found on passenger cars.
List of New York Railroads
List of Pennsylvania Railroads
List of Ohio Railroads
List of Indiana Railroads
The Erie Railroad glass plate negative section
at Syracuse University
Special section on Erie-Lackawanna Railroad
Surviving Erie-Lackawanna locomotives
Walt Fles's ERIE LACKAWANNA Home Page
Erie Lackawanna Railroad and Predecessors
A great e-book!
Erie Lackawanna Structures
Port Jervis Station
NJ Com: Everything New Jersey
The railroads of Port Jervis
Erie Lackawanna in the Joe Korner
Early history of the Erie Railroad
New Jersey Railroads Timetable Archive
The Erie Railroad In Wanaque
THE UNIVERSITY OF AKRON. Erie Lackawanna Historical Society Collection.
Interesting Railway Stations
Our favorite Short Lines
Former Erie Railroad chairman and railroad reformer Robert R. Young was born February 14, 1897. Chairman of the Board of Chesapeake & Ohio, Erie, Missouri Pacific, Nickel Plate, Pere Marquette, Wheeling & Lake Erie and finally New York Central, he is perhaps best known for his advertising campaign: "A hog can cross the country without changing trains but you can't"
State Line Interlocking
In its heyday, State Line was one of the most complex interlockings in the United States. It was on the Indiana-Illinois border at the gateway to Chicago. Read more about the many railroads that crossed here.
Not only can you search hotels by city, but you can search by your favorite chain of hotels.
We can find all the best hotels at the best rates in Nice, Cannes, or Monaco,.
Erie Lackawanna Railroad
c1962 System Map
Master Mechanic Territories
Studies of possible affiliation between
Norfolk & Western Railway and Erie-Lackawanna Railroad
Erie Lackawanna Railroad
June 9, 1968 Public Timetable
Erie Lackawanna Railroad
Erie Railroad Track Charts
RailwayStation.comhas provided a 1942 Quiz Book on Railroads and Railroading.
Here's some interesting questions and answers:
What was the broadest railway gauge ever used in the United States?
At one time, from 1867 to 1871, one could travel, all the way from New York to St. Louis over railroads with a gauge of six feet the broadest that ever existed on the North American Continent. The "Great Broad Gauge Route" was as follows: New York & Erie Railroad (now the Erie) from New York to Salamanca, New York; Atlantic & Great Western Railroad (now the Erie) from Salamanca to Dayton, Ohio; Cincinnati, Hamilton & Dayton Railroad (now the Baltimore & Ohio) from Dayton to Cincinnati; Ohio & Mississippi Railroad (now the Baltimore & Ohio) from Cincinnati to St. Louis. The gauge of the Albany & Susquehanna Railroad (now the Delaware & Hudson) from Albany to Binghamton, New York, and the several lines of the Delaware, Lackawanna & Western Railroad was originally six feet.
IN NORTHERN PENNSYLVANIA IS ONE OF THE WORLD'S WONDERS
The view up the Susquehanna River valley is one of surpassing beauty. It has been an inspiration to painter and poet alike through the years. The Starrucca Viaduct stands as a monument to the instinctive artistry of its builders. Constructed of native stone it nestles in the Starrucca Valley between the foothills of the Blue Ridge and Catskill Mountains; and looks as if it belongs.
This structure is a historic landmark bridge, 1040 feet long, comprised of 17 Roman arches and constructed of blocks of cut sandstone. Begun in 1847, it was completed in record time in November, 1848. It is in active use today, over which many trains run on a regular, daily basis.
The building of the Starrucca Viaduct and the history of the building of the Erie Railroad in this vicinity has been an interesting one.
Beginning in 1831, Governor Marcy appointed James Seymour to survey a rail route in southern New York and through Pennsylvania. The surveying parties, trying to locate a way for the railroad, found the nine miles from Gulf Summit PA to Susquehanna PA, most forbidding. The obstacles of nature appeared insurmountable to everyone.
Various routes were tried and given up. In 1840 a survey party discovered the remarkable glen at Gulf Summit, between the waters of the Cascade Creek, going to the Susquehanna, and McClure Brook, going to the Delaware. An engineer named John Anderson traced a line from Deposit NY to Lanesboro PA passing through the rocks and just wide enough for the road. Finding a way through this rocky glen enabled them to get over on the Susquehanna River side, which would allow them a good grade to Elmira and west. The grade of this route was 66 feet on the Delaware side and 70 feet on the Susquehanna side, a distance of 16 miles.
The 1834 survey was also unsatisfactory in that the line missed Binghamton. The 1840 survey passed directly through the village. Legislation was passed and it was decided to overcome the obstacles of nature and build the road over the Randolph hills to Susquehanna. This was the most difficult and expensive nine miles of railroad ever built up to that time. A monument still stands in Deposit where ground was broken for the line.
The cost to carve a roadbed (wide enough for one track) through the glen of rocks at Gulf Summit was the then-enormous sum of $200,000. A strong current of air was constantly sweeping through it, and the temperature on the hottest days was uncomfortably cool. Winter snow blockages resulted whenever a wintry storm swept over the mountain. The cut ended up 150 feet deep.
Nearby a gulf 184 feet deep and 250 feet wide over the Cascade Creek had to be bridged. Three miles beyond, at Lanesboro, a bridge over the Starrucca Creek was needed. This proved to be especially difficult as the distance was over a quarter of a mile and more than 110 feet deep. The Canawacta Creek valley at the lower end of Lanesboro also required bridging.
The first contract for building the Starrucca viaduct was let in 1847 for $375,000. The builders went belly up. Two other contractors failed. A proposition was submitted to James P. Kirkwood, a Scotchman. He visited the site and carefully investigated it before telling the Erie he could do it provided cost was no object. He got the go-ahead.
Three miles up the Starrucca Creek he opened quarries to get the stone. Next he constructed a wooden track on each side of the stream which brought the material to the work in cars. Stone was also brought from a quarry near Cascade. A city of tents arose to house the 800 workers he hired. A half million feet of lumber was used in the false work which was extended across the valley. Operations were conducted both day and night and the viaduct was completed ahead of schedule. Laborers received a wage of $1.00 a day.
The historic bridge appears to be everlasting and proved the Erie motto "Old Reliable". It even outlasted the Erie! Sometimes called the "Stone Bridge", it stands today as a monument to the engineering science and stone masons of that day.
Some statistics on the viaduct:
Built to accommodate only one track (broad gauge) and the 1848 engines of 100,000 pounds, it has long carried two tracks and engines of over 800,000 pounds. Only lime and sand mortar were used in building the bridge. The more weight running over it, the more compact and solid it becomes. Every pier stands today just as it did when completed, and the gigantic top stones on top of the bridge are a tribute to the skill of the builders.
After completing the bridge, there was another worthwhile spectacle in the job of removing the falsework. It had to be done in the winter because of the danger of fire which would have ruined the whole bridge. Men were suspended 100 feet above the valley prying out beams and timbers and lowering them to the ground.
Brawls were quite common outside of working hours, as would be expected of any army composed of so many nationalities. Remarkably, no man was killed or injured until the removal of the temporary false work when one man was injured. It is thought he died afterwards.
The first engine to cross the viaduct was named "Orange". Nobody dared ride it so everybody got off. They gave it enough steam to keep it moving. Men reboarded it on the other side.
Also in northeastern Pennsylvania is the Tunkhannock Viaduct. Inspired by, and modeled after, the incredible ancient Roman aqueduct at what is today Nimes, France, this viaduct is a magnificent, landmark structure which helped propel American engineering skills into a world class. This railroad bridge was completed in 1915; is constructed entirely of formed concrete, displacing 4.5 million cubic feet; is 2,375 feet long and stands 240 feet high.
By Ken Kinlock at firstname.lastname@example.org
|These articles appeared at various times in the BRIDGE LINE BULLETIN of the Bridge Line Historical Society. and the CALLBOARD of the Mohawk and Hudson Chapter of the National Railway Historical Society.|
|Way back when, Utica had three railroads besides the New York Central. Until 1957 these three railroads ran through, and crossed each other in the South Utica/New Hartford area: Ontario & Western, Delaware, Lackawanna & Western, and West Shore (really a part of New York Central). Even the municipal borders varied. Until 1925, what is now South Utica was a part of the town of New Hartford. See the full story on the three other railroads of Utica, New York|
All about EL's duplicate lines
Graham Line and Main Line
In the early 1980's, New York State had money to improve one line but not both. They needed to provide more commuter parking and space wasn't easily available in the towns. There was also the issue of grade crossings in Middletown (about 12!). The freights would not have been welcome on the grades along the 'Old Main', and there were then a significant number of them (both freights and grades), while there were only about four daily round trips (in peak hours only) to Port Jervis and no weekend commuter service. It looked like an obvious call to NYS - put the money into the Graham Line, including three new stations, and abandon the Main Line except for a stub at Harriman to reach a freight customer and one to reach the Middletown & New Jersey.
Greenwood Lake once had a branch that was abandoned, the lines formerly crossed each other at some point, and the "main line" never was the main line of either Erie or Lackawanna, but was given that name when it was swapped after the merger.
Once upon a time, the DLW Boonton Line left the Morristown Line at West End (near the Tonnelle Ave traffic circle under the east end of the Pulaski Skyway). It went northwest toward Paterson, then west to Denville. The Erie Greenwood Lake Line went west from Jersey City through Bloomfield, north through Montclair to a point just south of NJ 3 in Great Notch, northwest through Wayne to Wanaque and once continued to iron mines in Ringwood and to Greenwood Lake itself.
The Erie also had a branch from the Greenwood Lake line in the Harrison area that skirted Newark and then ran north to Paterson, crossing the Boonton line in Clifton. The Erie's Main Line ran through Rutherford and Passaic on the way to Paterson.
The part of the DLW Boonton Line from West End to Clifton was connected with the Erie line from Newark to Paterson as a replacement for the Erie Main Line, which was abandoned through Passaic, though stubs continued to operate for many years. This became the new EL Main Line.
The part of the DLW Boonton Line from Wayne to Denville was attached to the Greenwood Lake Line just north of Mountain View station and became the new EL Boonton Line. It required a new connecting track off the old Boonton Line near Croxton yard. EL attempted to run freight on this line, but quit running through trains after several derailments left boxcars in the neighbors' backyards in the small hours of the morning. Possible origin of the phrase 'not in my backyard'???
The part of the DLW Boonton Line between Wayne and Totowa was kept in service for freight only, and remains today. The part between Totowa and Paterson was sold to NJ (the EL needed the money desperately) and is now under I-80; NJ offered to build a single track alongside the highway at no cost to EL to avoid severing the line but the Cleveland-based EL management declined to its later regret. The section from Paterson to Clifton was also sold to NJ and is now under NJ 19 between Paterson and the Garden State Parkway. Commuter service between Wanaque and Mountain View held on for a few years as a connecting shuttle, with a few through trains, but is also gone.
The Bergen County Line required a short double-track connection in the Secaucus area to connect with the old Boonton Line in the meadows; this connection was removed during construction of the new Secaucus Transfer station. The junction of the Main and Bergen County Lines was the site of a head-on collision which killed both engineers and a passenger; probable cause was fatigue of one engineer and his train ran a red signal into the interlock.
The Northern Branch suffered the worst: its trains had to execute a back-up move in the meadows to get between the old Erie route and the DLW for Hoboken; that added about 15 minutes to the ride. Commuters quickly deserted to bus lines that were much quicker and also less expensive.
New York & Greenwood Lake Railroad
Picture at left: New York & Greenwood Lake Railroad crosses the Passaic River.
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Railroads and Snow
See some historic photographs of the railroads in snow. Rotary plows in snow! Great stories of railroad action in Winter!
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There is a
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It goes East from Oswego to at least Boonville. Here's the station at Boonville.
Find out more about Weather around the World
Ominous Weather is about more than weather. Its about our environment. Its about our social issues that need to be surfaced if we want to save our environment. See Champions of our Environment like Al Gore SAS le Prince Albert II de Monaco John R. Stilgoe Ralph Nader. We have addressed several railroad-related projects that will conserve fuel and lessen pollution. Our Window on Europe spotlights projects that can help the rest of the World.
We have other environmental sites on garbage trucks and Rapid response temporary shelters / portable housing.
Golf in Nice and the French Riviera
Golf in Laurentides / Laurentians Region of Quebec
Golf in the Montréal area
Golf in Northwest France
The U.S. Open
Golf Courses on Google Earth
WOW, you have come to the right place to buy golf equipment!!!
AND, we have the best prices too!
The Central New York Railroad
Traveling in Europe?
|Interested in Penn Central? New York Central? Pennsylvania Railroad? New Haven Railroad? or in the smaller Eastern US railroads? Then you will be interested in "What if the Penn Central Merger Did Not Happen". You will also enjoy "Could George Alpert have saved the New Haven?" as well as "What if the New Haven never merged with Penn Central?"|
Which One of These People Hurt New York City Public Transit the Most?
Click on the picture to find the correct answer.
If you get the wrong answer, you will still see a good story!
Troop Train Photo Album
Photos of a trip from Texas to New York City (World War II) as an armored division brings its equipment and troops to the port.
What is EDI?
Blogs about EDI and eCommerce
EDI with the Government
Electronic Commerce Communications Providers
EDI and EC Vendors
EDI Project Management
History of EDI
Unique Global Identity for EDI Messages
Who wrote all this good stuff?