Delaware, Lackawanna and Western Railroad
The Delaware, Lackawanna and Western Railroad, also known as the DL&W or Lackawanna Railroad, was a U.S. Class 1 railroad that connected Buffalo, New York, and Hoboken, New Jersey, and by ferry with New York City, a distance of. The railroad was incorporated in Pennsylvania in 1853, and created primarily to provide a means of transport of anthracite coal from the Coal Region in Northeast Pennsylvania to large coal markets in New York City. The railroad gradually expanded both east and west, and eventually linked Buffalo with New York City.
Like most coal-focused railroads in Northeastern Pennsylvania, including Lehigh Valley Railroad, New York, Ontario and Western Railroad, and the Lehigh & New England Railroad, the DL&W was profitable during the first half of the 20th century, but its margins were gradually hurt by declining Pennsylvania coal traffic, especially following the 1959 Knox Mine Disaster and competition from trucks following the expansion of the Interstate Highway System in the 1960s and 1970s. In 1960, the DL&W merged with rival Erie Railroad to form the Erie Lackawanna Railroad that would be taken over by Conrail in 1976.
History
Pre-DL&W (1832–1853)
Delaware, Lackawanna and Western Railroad was first incorporated as Leggett's Gap Railroad on April 7, 1832, though it was dormant for several years following its incorporation. The company was chartered on March 14, 1849, and organized on January 2, 1850. On April 14, 1851, its name was changed to Lackawanna and Western Railroad. The line opened on December 20, 1851, and ran north from Scranton, Pennsylvania, to Great Bend, Pennsylvania, just south of Pennsylvania's border with New York state. From Great Bend, the railroad obtained trackage rights north and west over the New York and Erie Rail Road to Owego, New York, where it leased the Cayuga and Susquehanna Railroad to Ithaca on Cayuga Lake on April 21, 1855.The C&S was the reorganized and partially rebuilt Ithaca and Owego Railroad, which had opened on April 1, 1834, and was the oldest part of its system. The whole system was built to broad gauge, the same as the New York and Erie, although the original I&O was built to standard gauge and converted to wide gauge when rebuilt as the C&S.
The "Delaware and Cobb's Gap Railroad" was chartered December 4, 1850, to build a line from Scranton east to the Delaware River. Before it opened, the Delaware and Cobb's Gap and Lackawanna and Western were consolidated by the Lackawanna Steel Company into one company, the "Delaware, Lackawanna and Western Railroad", on March 11, 1853. On the New Jersey side of the Delaware River, the Warren Railroad was chartered on February 12, 1851, to continue from the bridge over the river southeast to Hampton, on the Central Railroad of New Jersey. That section got its name from Warren County, the county through which it would primarily run.
Expansion and profits (1853–1940)
The rest of the line, now known as the Southern Division, opened on May 27, 1856, including the Warren Railroad in New Jersey. A third rail was added to the standard gauge Central Railroad of New Jersey east of Hampton to allow the railroad to run east to Elizabeth via trackage rights.On December 10, 1868, the company acquired the Morris and Essex Railroad unit. In 1945, it was fully merged into the DL&W. This line ran east–west across northern New Jersey, crossing the Warren Railroad at Washington and providing access to Jersey City without depending on the CNJ. The M&E tunnel under Bergen Hill opened in 1876, relieving the Morris and Essex Railroad and its owners, the Delaware, Lackawanna and Western Railroad, from having to use the New York, Lake Erie and Western Railway's tunnel to reach Jersey City. Along with the M&E lease came several branch lines in New Jersey, including the Boonton Line, which opened in 1870 and bypassed Newark for through freight.
The railroad acquired the Syracuse, Binghamton and New York Railroad in 1869 and leased the Oswego and Syracuse Railroad on February 13, 1869. This gave it a branch from Binghamton north and northwest via Syracuse to Oswego, a port on Lake Ontario. The "Greene Railroad" was organized in 1869, opened in 1870, and was immediately leased to the company, providing a short branch off the Oswego line from Chenango Forks to Greene. Also in 1870, the company leased the Utica, Chenango and Susquehanna Valley Railway, continuing this branch north to Utica, with a branch from Richfield Junction to Richfield Springs.
The "Valley Railroad" was organized March 3, 1869, to connect the end of the original line at Great Bend, Pennsylvania, to Binghamton, New York, avoiding reliance on the Erie. The new line opened on October 1, 1871. By 1873, the company controlled the Lackawanna and Bloomsburg Railroad, a branch from Scranton southwest to Northumberland with trackage rights over the Pennsylvania Railroad's Northern Central Railway to Sunbury. On March 15, 1876, the whole system was re-gauged to standard gauge in one day. The New York, Lackawanna and Western Railroad was chartered on August 26, 1880, and opened on September 17, 1882, to continue the railroad from Binghamton west and northwest to Buffalo. The main line ran to the International Bridge to Ontario, and a branch served downtown Buffalo. A spur from Wayland served Hornellsville. On December 1, 1903, the company began operating the Erie and Central New York Railroad, a branch of the Oswego line from Cortland Junction east to Cincinnatus. That same year, it also began to control the Bangor and Portland Railway. By 1909, the company controlled the Bangor and Portland Railway. This line branched from the main line at Portland, southwest to Nazareth, with a branch to Martins Creek. The Delaware Valley Railway was organized with visions of linking the Lackawanna north to the Erie Railroad at Port Jervis, New York beginning with plans in 1893 and construction in 1901. Trains ran north from East Stroudsburg only as far as Bushkill, and the twelve-mile line was abandoned in 1937.
The primary locomotive and car shops were located in Scranton. In 1910 they were enlarged and upgraded at a cost of $2 million, including a massive machine and erecting shop measuring 582 by 342 feet. To handle the increasing roster of coal and other freight cars, new car shops were built outside Scranton at Keyser Valley in 1904. A passenger car shop was added in Kingsland, New Jersey, nine miles from New York City, in 1906.
New terminals and realignments
The company built a Beaux-Arts terminal in Hoboken, New Jersey, in 1907, and another Beaux-Arts passenger station in Scranton the following year. A new terminal was constructed on the waterfront in Buffalo in 1917.The "Lackawanna Railroad of New Jersey", chartered on February 7, 1908, to build the Lackawanna Cut-Off, opened on December 24, 1911. This provided a low-grade cutoff in northwestern New Jersey. The cutoff included the Delaware River Viaduct and the Paulinskill Viaduct, as well as three concrete towers at Port Morris and Greendell in New Jersey and Slateford Junction in Pennsylvania. From 1912 to 1915, the Summit-Hallstead Cutoff was built to revamp a winding and hilly system between Clarks Summit, Pennsylvania, and Hallstead, Pennsylvania. This rerouting provided another quicker low-grade line between Scranton and Binghamton. The Summit Cutoff included the massive Tunkhannock Viaduct and Martins Creek Viaduct. The Lackawanna's cutoffs had no at-grade crossings with roads or highways, allowing high-speed service.
Passenger operations
The railroad ran trains from its Hoboken Terminal, its gateway to New York City, to its Scranton, Binghamton, Syracuse, Oswego, and Buffalo stations and to Utica Union Station.Noteworthy among these were:
- Nos. 2 Pocono Express / 5 Twilight
- Nos. 3 / 6 Phoebe Snow, also known as the Lackawanna Limited
- Nos. 7 Westerner / 8 New Yorker
- Nos. 10 New York Mail / 15 Owl
- Nos. 1301 / 1306 Interstate Express
- Nos. 1702 Keystone Express / 1705 Pittsburgh Express
Decline (1940–1960)
The most profitable commodity shipped by the railroad was anthracite coal. In 1890 and during 1920–1940, the DL&W shipped upwards of 14% of the state of Pennsylvania's anthracite production. Other profitable freight included dairy products, cattle, lumber, cement, steel and grain. The Pocono Mountains region was one of the most popular vacation destinations in the country—especially among New Yorkers—and several large hotels sat along the line in Northeastern Pennsylvania, generating a large passenger traffic for the Lackawanna. All of this helped justify the railroad's expansion of its double-track mainline to three and in a few places four tracks.Changes in the region's economy undercut the railroad, however. The post-World War II boom enjoyed by many U.S. cities bypassed Scranton, Wilkes-Barre and the rest of Lackawanna and Luzerne counties. Fuel oil and natural gas quickly became the preferred energy sources. Silk and other textile industries shrank as jobs moved to the southern U.S. or overseas. The advent of mechanical refrigeration squeezed the business from ice ponds on top of the Poconos. Even the dairy industry changed. The Lackawanna had long enjoyed revenues from milk shipments; many stations had a creamery next to the tracks.
Perhaps the most catastrophic blows to the Lackawanna, however, were dealt by Mother Nature. In August 1955, flooding from Hurricane Diane devastated the Pocono Mountains region, killing 80 people. The floods cut the Lackawanna Railroad in 88 places, destroying of track, stranding several trains and shutting down the railroad for nearly a month, causing a total of $8.1 million in damages and lost revenue. One section, the Old River line, was damaged beyond repair and had to be abandoned altogether. Until the mainline in Pennsylvania reopened, all trains were canceled or rerouted over other railroads. The Lackawanna would never fully recover.
In January 1959, the final nail was driven in the Lackawanna's coffin by the Knox Mine Disaster, which flooded the mines along the Susquehanna River and all but obliterated what was left of the region's anthracite industry.
The Lackawanna Railroad's financial problems were not unique. Rail traffic in the U.S. in general declined after World War II as trucks and automobiles took freight and passenger traffic. Declining freight traffic put the nearby New York, Ontario and Western Railroad and Lehigh & New England Railroad out of business in 1957 and 1961, respectively. Over the next three decades, nearly every major railroad in the Northeastern US would go bankrupt.