ERIE-LACKAWANNA

This page will cover the former Lackawanna west of the electrified commuter zone and out to the Poconos.  The Lackawanna in the western part of New Jersey
was a mix of two mainlines and several branches.  The old main line went from Dover to Netcong and then down to Washington ( no, not that Washington ) and
then northwest through a tunnel at Oxford and then to the Delaware Water Gap.  In 1911 the new mainline was opened, commonly known as the cut-off.  It went
north from Port Morris Jct. ( just east of Netcong) and then turned due west toward the Water Gap.  In doing so, the Lackawanna built huge fills across valleys and
a grand concrete viaduct near Hainesburg and another concrete viaduct of similar design across the Delaware River into Pennsylvania.

The branches included the line to Phillipsburg and a branch to, of all places, Branchville.  Today, the Branchville branch is largely a walking/biking trail, while the
branch to Phillipsburg remains an active rail line under Norfolk Southern.  The old main was removed from Washington to the Water Gap, however it is still visible
today.  The grand cut-off was abandoned by Conrail in the very early 1980's.  I think for two reasons, one was that there were simply to many through routes for
the remaining traffic and secondly to thwart any possible competitor from buying the line to access the North Jersey market.  Sadly, the State of New Jersey had
a golden opportunity to buy the line, but screwed up and it was sold to a private investor for a song.  The State is now buying it back for much more money in order
to re-instate passenger service.  As of late 2009, the potential for limited service as far as Andover is getting closer to reality, but the usual political bickering is
delaying restoring the line to Stroudsburg, PA.  But, enough of this, back to the 70's....

Before we hit the main, one operation begun back in the late 1970's was a run-through train operated by the Jersey Central and the Erie-Lackawanna.  The train
was set-up after the CNJ pulled out of Pennsylvania in 1972.  In order to maintain their Scranton "gateway", the CNJ and EL established trains ES-99 and SE-98.  Using a
pool crew, the train ran from Elizabethport to Scranton.  The CNJ fixed up their High Bridge branch and a new ramp track was built at what was known as Lake Jct.
Lake Jct. is just about one mile west of Dover.  In the photo above, train ES-99 has three EL units this day.  Diesels from either road were asigned.

  Although the High Bridge branch was never built to anywhere near mainline standards, it wasn't long enough to warrant anymore than a 20 mph speed.
The train is passing through Bartley.  This portion of the branch remains in use by the Morristown and Erie today.

  Here, ES-99 is on the new ramp track at Lake Jct. built specifically for this train. ES-99 photos taken on August 18, 1974.

  Looking west at lake Jct.

    On June 18, 1974, a very serious wreck occurred here resulting in the demise of CNJ RS-3 1700.  The cleanup is still ongoing in August.

On Pearl Harbor Day, 12-7-1975, GP-7 1235 is assigned to tow steam locomotive 148 back to Whippany following its use on a "Farewell to the CNJ" excursion.
The steamer ran lite from Elizabethport to High Bridge and then up the branch to here at Lake Jct.

  One of the more popular stations back in the day was Lake Hopatcong.  A large concrete station with a walkway over the tracks was once here.  On October 14, 1984,
a fan trip using three Morristown and Erie Alco's ran from Hoboken to Jim Thorpe, PA.  Here the train is westbound at what remains of the the station.

  Just a short distance west of Lake Hopatcong station was the junction at Port Morris.  Here is where the cut-off split off from the original mainline.  This tower was
built to control the junction and the yard.  In this shot, train HB-1 is stopping to drop off the lead SD-45.  The old main and the yard are to the right. August 17, 1975.

  The double track main in the foreground is the cut-off.  The signals to the right control the old main to/from Netcong.

  By 1987, much had changed.  The cut-off was abandoned and only the line toward Netcong remained.

  Looking west along what once was a fast double track mainline.

  NJ Transit donated several old coaches to a NJ Historical Group for placement in a planned museum.  They were stored here for quite some time and were
heavily vandalized by the local ______ (fill in the blank).  They have since been moved to the Boonton area, but remain homeless even to this day.  Can't anybody in New Jersey
get their acts together!  Unfortunately, the Historical group wanted the elected officials to fund the museum site.  BIG MISTAKE.

Oops, getting off tangent again....

Although the cut-off was abandoned, the old line to Netcong, Hackettstown and Washington remains in service and NJ Transit continues commuter service as far as
Hackettstown today.

  The Netcong station in a photo from October of 1977.  Netcong was the junction point for the branch to Branchville.  The Branchville branch basically followed
what is now Route 206 through the Cranberry Lakes area, Andover, Newton, Augusta and finally Branchville.

  In a photo from April 1966, the Branchville local stops at Newton.  The very old Erie Stillwell cars lasted into the mid-1970's.  
On this page are some photos from the 1960's scanned from original slides I purchased several years ago.  I do not know the name of the photographer. 
If you recognize your work, please let me know.

    On a visit in 1984, the freight house remained, but the passenger station was gone.

  Lackawanna GP7 1401 leads the Branchville local as it crosses Rte. 94 near Augusta. Taken on May 13, 1961.

  The same train shown above at Newton is here in Branchville.  Dated April 10, 1966.  RS-3 921 leads.

  The tracks are long gone, but in 1984 the passenger station still stood.  It is now gone.

Back to the old mainline.

  Hackettstown is a fairly large community and was a busy stop.  This postcard image dates from the 1920's.

  RS3 914 and 915 are headed east passing the station on March 31, 1968.  Hackettstown is the far end of NJT service today.  The station is gone, though.

    The classic green with red trim colors remain on the Port Murray depot.  August 1988.

  Washington, NJ in 1978.  I am standing on what was the original mainline looking east.  The caboose is on the branch from Phillipsburg.  One other line
went due south from here to Hampton to interchange with the Jersey Central.

  914 and 915 are on the Phillipsburg branch.  The main is the two tracks to the right.  At Washington the main swung from a southwesterly direction to
an almost northerly direction toward Oxford and the Delaware Water Gap.  This photo is dated March 31, 1968.  The station is just behind the train.

  This photo is dated November 21, 1964.  Baldwin road units 1114 and 1115 with GP7 1260 are on the old branch to Hampton.  I would have to guess
they are simply using it as a switch lead as the branch down to Hampton was removed prior to this date.

  Another eastbound train from Phillipsburg passing through Washington in April 1968.  Washington had a great deal of industry at one time.  To the best of
my knowledge there is only one rail customer remaining.

    Alco RS-3's 908 and 918 are parked in Phillipsburg along with caboose C-124 on March 30. 1969.

As noted above, the mainline swung northward from Washington.  From there the line climbed a grade to Oxford where a tunnel was constructed to pass under a mountain.

  RS-3 915 exits the old tunnel at Oxford headed west.  In as much as this is was also taken on March 31, 1968, this train may be simply making
a pick up or set out somewhere near here.  Today this location is still visible, however the track has been removed from Washington to the Delaware River.

  This the old mainline bridge over the Delaware River.  November 1, 1987.

Having covered the branches and old main, lets go back to Port Morris and head west along the cutoff.

  This is train HB-1 heading west from Port Morris.  The cutoff was opened in 1911 and featured massive fills, concrete viaducts and no a single grade crossing.
August 17, 1975.

          Greendell, NJ from October 25, 1987.  While the cutoff was built with double track,
the line single-tracked in the 1960's.  A passing siding remained here at Greendell.  The tower was closed way back in 1934, but thanks to its concrete construction, it remains
standing even today.  Regretfully, I never visited the cutoff back in EL days. For more views of this interesting location, click here. 
A couple of notes, the station and tower remain today and have had new roofs installed.  The highway bridge was removed and the right-of-way filled in.  The signal bridge
was destroyed during the highway project.

    The next station was Johnsonburg.  Being in a very rural location, not much activity occurred here.  Note the remains of a creamery on the right.
The station remains with a new roof, but the old creamery is gone.  Another link to some period pictures.

      Blairstown was the only main station stop on the cutoff.  In these images taken on November 1, 1987, the station was being
used as a local radio station office.  I should note, the right-of-way was sold off by Conrail in the 1980's for about 1 million dollars.  To preserve the line for future use, NJ Transit
purchased it back for around 21 million dollars.  Somebody made out OK in that deal.

    Blairstown station in 2009.

  Located near the small town of Hainesburg, this huge viaduct crosses a valley in grand fashion.  Under the viaduct was the Susquehanna mainline.  The old
Lehigh and New England used trackage rights over the Susquehanna from here northward.  When the L&NE quit in 1961, the Susquehanna was abandoned in this area.

  A 2009 view of the former Susquehanna right-of-way under the Paulins Kill Viaduct.

  The Delaware River Viaduct in 2009.  

A few miles west of Hainesburg, the cutoff crossed the Delaware River into Pennsylvania. 

To the next page, the Delware Water Gap and over the Pocono's to Scranton, Click Here...........

Back to the EL Main Page, Click Here.........