By the 1950s, however, even the once-vaunted Lackawanna was dealing with debt problems of its own. The EL struggled for most of the 16 years it existed. Here, the Lackawanna would construct its beautiful Hoboken Terminal, which still stands today as an active commuter facility. Abandoned Rails of the Erie Lackawanna Railroad EL. The nearly arrow-straight route was double-tracked and proved an excellent corridor for more than 70 years.The other noteworthy project was Nicholson Cutoff; albeit lesser-known it featured the grandest bridge, 2,375-foot Tunkhannock Viaduct, which spanned Tunkhannock Creek (rising 240 feet above the floor it is still regarded as one of the tallest concrete structures in the world), in Nicholson, Pennsylvania. Alas, in 2013 the site closed by thankfully Don Strack rescued the data and transferred it over to his © Copyright 2007-2020 American-Rails.com. The railroad handled a great deal of the former for George Scranton's foundry at Oxford, New Jersey, who also promoted the DL&W (in addition, he, along with his brother Selden, helped found the city of Scranton), while the latter was a vital source of heating fuel until the early 20th century.It was not long before the Lackawanna's leadership eyed a port connection across New Jersey. The DL&W at this time ran diagonally across Pennsylvania and enjoyed lucrative sources of freight from iron ore deposits and anthracite coal located within the Lackawanna Valley. Roger Puta photo.A postcard featuring new Delaware, Lackawanna & Western E8A #817 during the spring of 1951.A postcard of Delaware, Lackawanna & Western FTA #602. The trio is owned by the Anthracite Railroads Historical Society. On April 14, 1851, the company changed its name as the Lackawanna & Western Railroad and later that year, on October 20, 1851, service was opened between both towns. However, it eliminated numerous curves, grades, and clearance impediments while reducing the distance between Port Morris, New Jersey and Slateford, Pennsylvania by 11 miles. The "The company's success during the early 20th century was thanks largely to anthracite coal, it moved millions of tons of the product and before the passage of the Hepburn Act of 1906 even owned several mines. The railroad began work on the line (also double-tracked) in May of 1912 and it officially opened for service on November 6, 1915. Just like the Lackawanna Cutoff the new corridor eliminated many grades and curves; it was just over 39 miles in length running between Clarks Summit and Hallstead, Pennsylvania between the important cities of Scranton and Binghamton. The route was 28.5 miles in length and bypassed much of the old Warren Railroad between Lake Hopatcong, New Jersey and Slateford Junction, Pennsylvania. Two years later, on May 8, 1974 the Pougkeepsie Bridge, which spanned the Hudson River and provided for interchange with New England carriers like the New Haven, was severely damaged by fire. While the latter road reached Chicago via a double-tracked route it had constantly dealt with financial difficulties (its final bankruptcy occurred in 1938), heavy debt, and questionable management at various times throughout its history. On April 13, 1959 the D&H dropped out of these discussions but the other two roads carried on with merger proceedings. According to H. Roger Grant's authoritative title, "Since the Lackawanna was not a large railroad it likewise did not have an expansive passenger fleet. An independent Erie Lackawanna Estate continued in existence for several years thereafter. During the company's height it never reached 1,000 miles in size but was nevertheless a well-managed company throughout its corporate history. The Delaware, Lackawanna and Western Railroad (better known as the Lackawanna and not to be confused with current shortline, Delaware-Lackawanna) was another of the Northeast's many anthracite carriers with a history tracing back to the early 19th century.
During the next year the process worked its way forward until the Interstate Commerce Commission formally approved the union on September 13, 1960.The new Erie-Lackawanna Railroad (EL) officially began operations on October 17, 1960 with an entire network of 3,031 miles operating between Jersey City/Hoboken and Chicago via Buffalo. Already in a precarious financial situation and unable to work out a deal with its unions for inclusion into the Chessie System (Chessie would have utilized all lines east of Sterling, Ohio) the company eventually decided to join the new Consolidated Rail Corporation (Conrail). It’s interesting that despite the company lasting only 16 years, EL remains a greatly discussed subject today and admired by those who enjoy all aspects of railroading.
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