With the DL&W's eastern network largely complete it now looked to the west and an extension to Buffalo; reaching this port town along the eastern tip of Lake Erie would mean the railroad no longer needed to rely on its rival, the Erie Railroad, to ferry its freight westward. In 1954 informal talks began with the Erie and two years later the roads launched efforts for joint operations in some areas as a way to reduce red ink; on October 13, 1956 the Erie began using Lackawanna's Hoboken Terminal for commuter services, ending all operations at its Pavonia Terminal in Jersey City on December 12, 1958. It sponsored the Warren Railroad, chartered on February 12, 1851, to run from Delaware, New Jersey to a connection with the Central Railroad of New Jersey at Hampton.

These two historic lines, the Erie and the DL&W, started to consolidate facilities on the Hudson River waterfront and across southern New York State in 1956, four years before formal corporate merger. 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. It was acquired by the DL&W in 1873 (Sunbury was accessed through trackage rights over the Pennsylvania Railroad). Later, the M&E formed the Newark & Hoboken Railroad, completed in 1877, which offered direct service to the Hudson River waterfront. It is seen here pulling a set of heavyweight Lackawanna coaches through the Hoboken Terminal's web of trackage on September 3, 1965. 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. 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. The Lackawanna route was severely affected by the decline of The northeast's railroads, including the EL, were all beginning to decline because of over-regulation, subsidized highway and waterway competition, commuter operations, and market saturation (i.e., too many railroad lines competing for what market was remaining). 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 Erie Lackawanna Railway was created in 1960, the result of a marriage between the Erie Railroad and Delaware, Lackawanna & Western as a means to cut costs and better streamline operations. By this date several smaller railroads were already in bankruptcy and the devastation wreaked havoc to EL’s lines forcing it into bankruptcy as well. 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. 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. Here, an MU set is stopped at Gladstone, New Jesrey on April 25, 1970. 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. 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. Gould would ultimately lose his influence of the DL&W but the 207-mile extension he progressed was completed on September 17, 1882.The railroad's final notable extension was its route to Northerumberland via Scranton.

In 1954 it launched piggyback, intermodal service in conjunction with the Nickel Plate as another way to offset coal losses. 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. After Conrail the corridor went through various owners and today is under the direction of Norfolk Southern. 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. If the Lackawanna's highly respected officers had played a more direct role in EL's operations the railroad may have survived the turbulent 1960s and 1970s. Photographer unknown.An army of Delaware, Lackawanna & Western 4-8-0's of the Camelback design (featuring extremely large Wootten fireboxs to burn culm) are seen here in Scranton, Pennsylvania circa 1900. See more ideas about Railroad, Erie, Train.

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. We handle a large variety of commodities including grain, forest products, paper, plastic, clay, steel, petroleum and fuel products, chemicals, coal, stone, and much more. By the 1950s, however, even the once-vaunted Lackawanna was dealing with debt problems of its own. On April 13, 1959 the D&H dropped out of these discussions but the other two roads carried on with merger proceedings.

The DL&W's original route through eastern Pennsylvania and western New Jersey was riddled with sharp curves and stiff grades. This system was already in the works to pick up the pieces of several bankrupt Northeastern lines, and agreed to take on the EL. 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.

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