The railroad began work on the line (also double-tracked) in May of 1912 and it officially opened for service on November 6, 1915. According to Mike Schafer's, "The LGRR was envisioned to connect Slocum's Hollow (later renamed Scranton) to Great Bend, Pennsylvania, a distance of 56 miles. The best place to find out the current status of a particular piece of land would be the Recorder of Deeds and/or Tax Mapping office in the relevant county's courthouse.
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. 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.
All photos and videos, copyright individual owners/organizations. It also leased the Oswego & Syracuse Railroad that same year.The DL&W now had a direct link to the lakes although its expansion did not stop there; in 1870 it picked up the Utica, Chenango & Susquehanna Valley Railway running north of Binghamton to Richfield Springs (via Richfield Junction) and Utica where another connection was established with the New York Central. Warren Calloway photo.An Electro-Motive builder's photo of a freshly outshopped A-B-A set of F3's in January of 1948.What appears to be a Lackawanna H24-66 "Train Master" looks to be working commuter service at Kingsland, New Jersey circa 1950s. All content copyright American-Rails.com (unless otherwise noted). The two most popular reasons for wishing to consult railroad-related land records are property ownership investigations and historical research.
After Conrail the corridor went through various owners and today is under the direction of Norfolk Southern.
Someone in either of those two offices or perhaps in the County Planning Commission Office might also know the general status of the different rail lines in the county -i.e. the succession of recorded deeds). On September 10, 1956 studies were launched regarding a merger between the Erie, DL&W, and Delaware & Hudson. Like most sizable railroad systems, its long and complex history involved the absorption of numerous small predecessors.
The trio is owned by the Anthracite Railroads Historical Society. It featured just one bore, 1,040-foot Roseville Tunnel and was largely an "Air Line" flying high above the valley below with huge fills and cuts such as the 16,500-foot Pequest Fill and 4,700-foot Armstrong Cut. The following are the primary series of railroad map records that are processed and readily available for use: For track maps of the Erie and D, L & W lines, see For maps of the routes and land holdings of the Lehigh and New England Railroad, the series Glass-plate negative by the Detroit Publishing Company.The Lackawanna operated extensive commuter service throughout the greater New York/New Jersey metropolitan region, much of which was electrified. Mr. Grant notes that in 1952 the DL&W earned $10.3 million from anthracite coal but this number had declined to barely $5 million by 1957. This system was already in the works to pick up the pieces of several bankrupt Northeastern lines, and agreed to take on the EL. 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. Here, the Lackawanna would construct its beautiful Hoboken Terminal, which still stands today as an active commuter facility. permission to lay track, run trains and do needed maintenance along a long, narrow swath. Its first extension beyond northeastern Pennsylvania occurred while completing its eastern segments; in 1869 the Syracuse, Binghamton & New York Railroad was purchased running between Binghamton and Syracuse. Despite the shortcomings of the Davis administration his tenure did see the electrification of commuter lines in eastern New Jersey and the company managed to weather the 1930s without falling into receivership. The first was the widely-publicized New Jersey Cutoff, also known as the Lackawanna Cutoff. In many cases the Rights of Way were not perpetual, but were granted for, say, 99 years. As a result, it avoided bankruptcy from the time of its formation (early 1850s) until its merger with the Erie more than a century later. a railroad company might have purchased and owned land outright, but in the case of laying track from destination to destination, most simply purchased or otherwise secured a "Right of Way" through the property of private owners - i.e. Its notable bridge was the 1,100-foot Paulins Kill Viaduct, constructed of reinforced concrete.
This noted tycoon had recently lost control of the Erie Railroad and eyed the DL&W as another means of finally connecting Chicago with New York to interchange with another road he then controlled, the Wabash, which reached Buffalo. The Delaware-Lackawanna is helping to revitalize northeastern Pennsylvania.
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