The Delaware, Lackawanna and Western Railroad (better known as simply the Lackawanna and not to be confused with the current shortline, Delaware-Lackawanna), while never one of the Northeast’s largest railroads (like most, it was dwarfed by bitter railroad rivals New York Central and Pennsylvania) it was perhaps the grandest, which it is likely best remembered for; builder of the New Jersey Cutoff (between Port Morris, New Jersey and Slateford, Pennsylvania) and the Nicholson-Hallstead Cutoff these magnificent feats of engineering were home to several stunning viaducts (made from reinforced concrete), the most notable of which was Tunkhannock Viaduct (also known as Nicholson Viaduct).
The DL&W officially has its beginnings in 1851 when in October 20th of that year the Lackawanna & Western Railroad operated its first scheduled train between Scranton and Great Bend, Pennsylvania (originally the L&W was known as the Liggetts Gap Railroad until it changed its name in 1851). The Lackawanna
gained its name in March of 1853 when it merged with the Delaware &
Cobbs Gap Railroad (which constructed a line south of Scranton) to form
the Delaware, Lackawanna & Western Railroad. Although the DL&W would have a number of smaller railroads making up
its system the final integral pieces of the railroad was the Morris
& Essex (which built a line between Newark and Morristown, New
Jersey) and New York, Lackawanna & Western (which built a line
between Binghamton and Buffalo, New York).
With the ownership of these lines the DL&W’s main line was basically complete and, in all, stretched from Buffalo, New York to Hoboken, New Jersey just across the Hudson River from downtown New York City (Manhattan). Along with its renowned Hoboken Terminal train station the DL&W is famous for its two cutoffs and the impressive viaducts that were found along both. Although both cutoffs featured several viaducts including Martins Creek Viaduct and Paulins Kill Viaduct (Paulins Kill and Slateford Viaduct are located along the now-defunct New Jersey Cutoff), Tunkhannock dwarfs them all (named for the small creek which runs below it). Topping out at 240 feet above the valley floor and roughly a half-mile long at 2,375 feet the structure is a striking sight (made all the more impressive by Lackawanna R.R. located across the center arch).
Obviously, because the Lackawanna was
not a large railroad it likewise did not have a large, notable passenger
train fleet. However, its premier passenger train between Buffalo and Hoboken, the Phoebe Snow should most certainly be mentioned (the train would replace the railroad’s former flagship run, the Lackawanna Limited). This train was a marketing
sensation (to promote the train’s clean ride because of its use of
anthracite coal, prior to the days of diesel motive power) and the use
of an artistic-rendition of a woman as its centerpiece was also a hit
(the railroad would even go on to hire a model to promote the train and she became one of the most popular in New York City at the time!). The DL&W was also a very well managed company; beginning with
president Samuel Sloan who led the company from 1867 to 1899 the
railroad would never fall into receivership during its entire lifetime.
Part of this success was due to the DL&W having a diverse traffic base and tapped the once lucrative anthracite coal found in the region. The end for the DL&W began in the 1950s when it began discussing a possible merger with rival Erie Railroad, and the two would later formally merge in the fall of 1960 forming another now classic fallen flag the Erie Lackawanna Railroad (EL). While somewhat successful the merger and the savings it brought could not stave off the Northeast’s biggest problem starting in the 1960s, simply too many railroads vying for a smaller and smaller traffic base as manufacturing centers slowly began to dry up in the region.
While the railroad soldiered on and attempted to become part of the Norfolk & Western Railway’s system, Hurricane Agnes of 1972 changed everything and the storm caused havoc to EL’s lines forcing it into bankruptcy. Already in a precarious financial situation and being turned down by a possible purchase by the Chessie System the company eventually opted to be included in the new Consolidated Rail Corporation (Conrail), which already was being formed to pick up the pieces of several other bankrupt lines in the region, most notably the disastrous Penn Central Corporation.
Interstate Express: (Syracuse - Philadelphia)
Owl: (Hoboken - Buffalo)
New Yorker: (Chicago - Hoboken)
New York Mail: (Buffalo - Hoboken)
Pocono Express: (Hoboken - Buffalo)
Twilight: (Hoboken - Buffalo)
Westerner: (Hoboken - Chicago)
While the railroad soldiered on and attempted to become part
of the Norfolk & Western Railway’s system, Hurricane Agnes of 1972
changed everything and the storm caused havoc to Erie Lackawanna's lines, forcing it
into bankruptcy following an already shaky financial situation. Interestingly, the EL had been eyed by the Chessie
System for possible inclusion into its system, giving a more direct access into the Northeast. However, in the end the company eventually opted for inclusion into the new
Consolidated Rail Corporation (Conrail), already in the process of being formed by picking up pieces of several other bankrupt lines in the region,
most notably the disastrous Penn Central system. Unfortunately, looking back Conrail abandoned hundreds of miles that could still be viable today, such as DL&W's Lackawanna/New Jersey Cutoff.