<DIV>The Erie Lackawanna Railway company was the the product of the October 17,1960 merger that created the Erie -Lackawanna
Railroad Company, which was created by merging the Erie and Delaware,Lackawanna and Western Railroads together to create a
3031 mile railroad that spanned 6 states as follows: New Jersey, New York, Pennsylvania,Ohio, Indiana, and Illinois. At the
time of merger, the principal through line passenger routes consisted of the following:</DIV>
<DIV>3.Cleveland-Warren-Youngstown( as part of a through line to Pittsburgh, Washington, and Baltimore, in conjunction
with the Pittsburgh and Lake Erie and Baltimore and Ohio Railroads.</DIV>
<DIV>Commuter passenger routes in Northern New Jersey and Southeastern New York consisted of the following:</DIV>
<DIV>2.Bergen County Line.</DIV>
<DIV>3.New Jersey and New York Railroad (Pascack Valley Line)</DIV>
<DIV>5.Northern Branch (Northern Railroad of New Jersey)</DIV>
<DIV>7.Greenwood Lake Line</DIV>
<DIV>3.Sussex Branch-Netcong to Branchville</DIV>
<DIV>4.Gladstone Branch-Summit to Gladstone</DIV>
<DIV>5.Montclair Branch (now part of the Montclair-Boonton Line of NJ Transit)</DIV>
<DIV>The basic Operating Department of the newly merged railroad consisted of the following;</DIV>
<DIV>A. EASTERN DISTRICT</DIV>
<DIV>1 Buffalo Division (ex DL&W)</DIV>
<DIV>2.Buffalo-Rochester Division (ex Erie)</DIV>
<DIV>3.Scranton Division (including ex Erie Wyoming Division)</DIV>
<DIV>4.New York Division- combining the ex Erie New York Division with the ex DL&W</DIV>
<DIV>Morris and Essex Division</DIV>
<DIV>B. WESTERN DISTRICT</DIV>
<DIV>Unlike the Eastern District, which was mix and match between what had been two railroads, the Western District
was pure Erie and operated as such. Since Hornell,NY was the geographical heart of the railroad, this railroad town was the
most logical place to divide the newly merged railroad along the same lines the Erie had been divided. Topics to be covered
include general operations, freight operations, passenger and commuter operations, public timetable forms issued over the
years, why the Erie Lackawanna failed, and Thoughts from the Caboose.</DIV>
<DIV>OVERVIEW OF THE ERIE LACKAWANNA (Profile)</DIV>
<DIV>The following profile of the Erie Lackawanna was taken from my 1976 book, Anatomy of The Erie Lackawanna:</DIV>
<DIV>Piggyback Ramp Locations: Chicago,IL, Huntington,IL,Lima,Marion,Akron, and Cleveland, Ohio,Buffalo,Elmira,
and Binghamton,NY, Croxton,NJ.</DIV>
<DIV>Service Area; 6 States (NJ-PA-NY-OH-IN-IL)</DIV>
<DIV>1.New York 25 Counties</DIV>
<DIV>2.Pennsylvania: 19 Counties</DIV>
<DIV>3.Indiana; 14, counties</DIV>
<DIV>4.Ohio: 19 Counties</DIV>
<DIV>5.New Jersey; 7 counties</DIV>
<DIV>6.Illinois; 1 county</DIV>
<DIV>All this encompassed 807 stations served by the Erie Lackawanna Railway, which operated the following equipment:</DIV>
<DIV>1. 526 locomotives</DIV>
<DIV>2.21,864 freight cars</DIV>
<DIV>3.501 passenger cars (mostly used in commuter service)</DIV>
<DIV>4.1219 pieces of miscellaneous (company service0 equipment.</DIV>
<DIV>5. 2300 piggyback trailers</DIV>
<DIV>Cleveland,OH- East 55th Street (Von Willer Yard)</DIV>
<DIV>4.Hoboken-Denville-Dover via Morristown</DIV>
<DIV>Principal Freight Services: 74,98,99, and 100 families of fast freight trains between</DIV>
<DIV>Chicago and the New York area.</DIV>
<DIV>MERGED DIESEL MOTIVE POWER FLEET</DIV>
<DIV>The following is the merged locomotive fleet of the Erie Lackawanna Railroad as it began operations on October
1000 hp 400-433
1200 hp 434-465
900 hp 466-497
1000 hp 500-532
600 hp 600-689
2250 hp 809-833
<DIV>Alco PA1/2 2000/2250ph
1500 hp 901-917
1600 hp 1001-1059
<DIV>BLW DS44-15 1500 hp
1600 hp 1106-1120
<DIV>BLW DRS66-15 1500 hp
1750 hp 1260-1265
1500 hp 1266-1284
<DIV>EMD GP7 psgr. 1500 hp
2400 hp 1850-1861 12
1600 hp 1930-1935
6 units</DIV>EMD FT 1350 HP 6501-6502,6511-6512,6521-6522,6531-6532,6541-6542,6601-6602-12 units, ex DL&W, all
in 2 unit sets.
EMD F3 1500 hp 6051-6053,6111-6113,6121-6123,6131-6133,6311-6313,6321-6323,18 units, ex DL&W
EMD F7 1500 hp 6331-6333,6341-6343,6351-6353,6361-6363, 12 units, ex DL&W, all in 3 unit sets.
EMD FT 1350 hp 7001-7004,7011-7014,7021-7024,7031-7034,7041-7044,7051-7054;24 units, ex Erie, all in 4 unit sets.
EMD F3 1500 hp,7061-7064,7071-7074,7081-7084,7091-7094, 16 units, ex Erie, all in 4 unit sets.
EMD F7 1500 hp, 7101-7104,7111-7114,7121-7124-7131-7134,
7141-7144,7151-7154,7161-7164,7171-7174, 7181-7184,7191-7194, 7201-7204,7211-7214, 48 units,ex Erie, all in 4 unit sets.
Alco FA1 1500 hp 7251-7254,7261-7264,7271-7274,7281-7284,7291-7294, 20 units all in four unit sets, ex Erie.
Alco FA2 1600 hp 7351-7354,7361-7364-7371-7374,7381-7284,7391-7394, 20 units, ex Erie, all in 4 unit sets.
EMD F3 Psgr 1500 hp 8001,8002,8004,8011,8012,8014,8021,8022,8024,8031,8032,8034,8041,8042,8044,8051,8052,8054,18
units, all ex Erie, delivered in 3 unit sets. All removed from passenger pool in 1951 shortly after E8s 820-833 arrived. The
ex Lackawanna passenger F3s were also delivered in 3 unit sets. Here are their Erie Lackawanna numbers: 8411,8412,8414 (801abc),8421,8422,8424(802abc),8431,8432,8434
(803abc),8441,8442,8444(804abc), and 8451,8452,8454(805abc), all of which remained in the passenger pool serving as protection
power, hauling commuter trains, and holding down secondary passenger runs until 1963, when they were put into the freight
pool and all passenger service appurtanances were removed.
The following units, delivered in the 10 year period
from 1963/64 to 1972 replaced most of the F units,all
of the Alco PAsand FAs in Erie Lackawanna service:
Alco C424 2400 hp 2401-2415 15 units 1963-64
Alco C425 2500 hp 2451-2462 12 units 1964
GE U25B 2500 hp 2501-2527 27 units, 1964-65
EMD GP35 2500 hp 2551-2586 36 units ,1965-65
EMD SD45 3600 hp 3601-3634 34 units, 1967-68
GE u33C 3300 hp 3301-3315 15 units, 1968
EMD SDP45 3600 hp 3635-3668 34 units, 1969-70
EMD U36C 3600 hp 3316-3328 13 units, 1972
EMD SD45-2 3600 hp 3669-3681 13 units, 1972, last new power received by Erie Lackawanna. The following were delivered
to NJDOT for use on Erie Lackawanna commuter lines: U34CH 3351-3372 1970-71 and 3373-3382, 1973-74 all for use on Erie Lackawanna's
New Jersey diesel commuter lines. All units have since been retired by NJ Transit.
The east-west main line of the Erie Lackawanna was predominantly double track between Hoboken and Chicago, with the Suffern,NY
to Paterson being four tracked due to the heavy commuter traffic. Signal systems used along the main line were a mix of semaphore
and color light signals, with searchlight type signals in some locations. At some interlockings Pennsy type position light
signals could be found, with these being used for telephone train orders. Other main lines, such as the Cleveland-Youngstown
line used search light color light signals exclusively, while the DL&W main line relied on two and three unit color light
signals for governing train operations on that line. Controlling these signals were dispatchers' offices located in Huntington,
Indiana, Marion,Cleveland, and Youngstown, Ohio, Meadville,Pa, Hornell, Buffalo, and Binghamton,NY. Substantial portions of
the main line east of Hornell,NY still had semaphore signals in use, though search light color light signals could be seen
in some locations as well. Conversion to color light signals did not begin until after Conrail hit its stride after the first
two or three years of operation. Some portions of the main line had bidirectional signalling so that trains normally operating
on the westbound main could detour on the eastbound main as needed. This was particularly useful in the event a derailment
blocked one, but not both of the mains. In addition, many agency stations also served as train order offices as well as freight
and passenger agencies. Thus, a station agent often had his hands full making out waybills and bills of lading for freight
shipments, the sale of tickets ot passengers, and keeping the station's books, to which the task of copying train orders and
handing them to the conductors and engineers of trains scheduled to pass by their station at a given time. The station agent
also prepared switch lists of work to be done at his station by the crew of the local train scheduled to work the station
and filling of car orders by shippers in the community. Before this could get done at stations along the way, the trains that
serviced those stations had to be made up and dispatched on their runs.
To make up each train, the road foreman of engines had to assign the power appropriatefor that train, see that the locomotive
was stocked with all the suplies the engine crew was likely to need for their run. Aiding him in the yard were the carmen
who checked over each and every freight car to make sure it was fit to travel and these men also helped fill car orders by
selecting the appropriate car or cars for a given station. The Yardmaster oversaw all activities in the yard he was in charge
of and saw to it that the work got done correctly and trains were made up properly. Once a train was made up, a crew was
called for that train and they were given such details as intended departure time engine numbers, tonnage, number of cars,
information on any speed restricted cars that might be in the train, along with other vital information essential in the safe
operation of the train. Every day, 365 days a year, trains departed and arrived in Erie Lackawanna's major yards at Chicago,Huntington,Marion,
Buffalo,Elmira, Hornell, Croxton, and Binghamton.
On the passenger side of the coin, the make up of a through line passenger train was a little more straight forward; the
typical Erie Lackawanna passenger train was arranged with head end cars directly behind the locomotive, followed by a couple
of coaches, which were in turn, followed by a diner, then a sleeper or two, and another coach or two. Feature cars, such as
a parlor or club car were usually positioned in the middle of a train.
Once the passenger train was made up and ready to go, it was backed into the terminal on its assigned track for the loading
of passengers, baggage, mail and express. Express cars at the head end were generally specially equipped box cars with steam
and signal lines and high speed running gear. Thus, a typical consist for The Phoebe Snow train could run something like this:
E8 diesels 814 and 833, followed by one or two express cars, the baggage car, a railway post offfice car, two or three coaches,
a sleeper, a diner, and the tavern lounge observation car. This train would often run in two or three sections over peak holiday
periods. Only one of them went all the way. One section terminated at Scranton, another terminated at Binghamton.
PASSENGER TIMETABLE FORMS ISSUED to Advertise the Service
The following are the principal timetable forms the Erie Lackawanna is known to have issued for its passenger services,
both through line and commuter:
Form 1. General system through line timetable
Form 2. Local timetable for service between Hoboken and
Binghamton,NY via both Port Jervis and Scranton routes.
Form 7. Main Line/Bergen County Line/Newark Branch suburban folder for service between Hoboken and Suffern,NY.
Form 8. Suburban folder for the Greenwood Lake Line and Caldwell Branch, came to include the Boonton Line and Sussex Branch
Form 9. Covered the Northern Branch until the end of service in 1966.
Form 10. Covered the New Jersey and New York Railroad aka the Pascack Valley Line. Service on the line has since doubled.
Form 10A. Covered the Morris and Essex Division electric lines: Morristown, Gladstone, and Montclair branches.
Form CPW/CWY. Covered through service between Cleveland,Youngstown,Pittsburgh,Washington, and Baltimore. Became Cleveland-Warren-Youngstown
local card after the last through service train on the line made its final run.
Commuter forms 7,8,10 and 10A continued into the Conrail era, keeping the spirit of The Friendly Service Route alive.
PASSENGER OPERATIONS-Binghamton and Hoboken. This section will deal with the operation of through line passenger service
in the area bounded by Binghamton,Scranton,Port Jervis and Hoboken via the two principal routes plus the boonton line. Schedules
from a 1961 Form 2. timetable. Train 17 operated Sunday only while train 15 operated the other six days as per the westbound
schedule that follows:
Stations 15 1 5 17
Hoboken,NJ L 0030 1030 2000 2305
Newark,NJ ---- 1043 2014 ----
Brick Church ---- 1050 2021 ----
Dover A ---- 1129 2101 ----
Dover L ---- 1129 2101 ----
Blairstown ---- 1159 2132 ----
E.Stroudsburg 0227 1222 2154 0101
Cresco ---- 1244 2210 ----
Mt. Pocono ---- 1301 ---- ----
Pocono Summit ---- ---- 2232 ----
Scranton,PA A 0340 1341 2310 0223
Scranton,PA L 0430 1350 2322 0243
Clarks Summit ---- ---- ---- ----
Halstead,PA 0550 ---- ---- ----
Binghamton,NY A 0606 1455 0025 0358
No.15, daily except Saturday
No.17 Saturday only
Nos. 1 and 2 through trains to Buffalo and Chicago.
Table 1.B Binghamton-Hoboken via Scranton Eastbound
Stations 10 6 2
Binghamton,NY L 2300 0415 1345
Scranton,PA A 0010 0520 1448
Scranton,PA L 0035 0530 1458
Pocono Summit ----- ---- 1540
Cresco ----- 0627 1554
E.Stroudsburg,PA 0205 0645 1616
Blairstown,NJ ---- 0645 1638
Dover 0310 0743 1708
Summit ---- 0809 1733
Brick Church ---- 0823 1747
Newark 0400 0832 1758
Hoboken,NJ A 0420 0845 1810
No.10, daily except Sunday
Nos. 2 and 6, through trains from Chicago and Buffalo.
These trains operated via the Morristown Line east of Dover.
Table2A. Hoboken-Scranton-Binghamton Local Service via Boonton LIne
Stations 41 45 43
Hoboken,NJ L 0745 1650 1650
Newark ---- 1704 1704
Brick Church ---- 1711 1711
Summit ---- 1725 1725
Dover ---- 1752 1752
Lyndhurst 0800 ---- ----
Passaic 0817 ---- ----
Paterson 0817 ---- ----
Mountainview 0825 ---- ----
Lincoln Park 0830 ---- ----
Towaco 0834 ---- ----
Boonton 0850 ---- ----
Mountain Lakes0854 ---- ----
Dover 0915 1752 1752
Blairstown,NJ 0953 1824 1824
E.Stroudsburg 1032 1847 1856
Cresco 1051 1908 1913
Mt. Pocono 1105 1921 1930
Pocono Summit 1111 1927 1936
Tobyhanna 1120 1934 1945
Gouldsboro 1129 ---- ----
Moscow 1141 ---- ----
Scranton A 1202 2008 2019
Scranton L ---- 2020 2043
Clarks Summit ---- ---- ----
New Milford ---- 2108 2130
Hallstead ---- ---- ----
Binghamton A ---- 2130 2143
No.45 Sunday Only. Nos 41 abd 43,Daily except Sunday.
PASSENGER TRAIN CONSISTS-Through line passenger trains
No.1. THE PHOEBE SNOW
1 Papers (Sealed) Hoboken-Elmira (for No.1 Chicago) Tues.
1 Express (Sealed) Hoboken-Buffalo(NKP-Chicago) Ex. Mon.
1-4 Mail (Sealed) Hoboken-Buffalo (NKP,NYC) Ex. Mon.
1 Mail (Sealed)*Hoboken-Buffalo Daily
1 RPO(30Foot) Hoboken-Buffalo Ex. Sun.
2 Coaches Hoboken-Buffalo Daily
2 Coaches Hoboken-Elmira (For.No.1 Chicago) Dly.
1 Diner Hoboken-Elmira (For No.1,Chicago) dly.
1 Sleeper Hoboekn-Elmira (For No.1 (Chicago) dly.
1Tavern Lounge Hoboken-Elmira For No.1 to Youngstown,dly
*Car used for baggage on Sundays.
Train No.2 THE PHOEBE SNOW
1-3 Mail (Sealed) Chicago-Elmira (for No.2 toHoboken)as dev.
1-2 Milk Steamburg-Hoboken Ex. Fri.&Sat.
1 Mail (Work) Chicago-Hoboken, Daily
1 Mail-Baggage Chicago-Hoboken Daily
1 RPO (30 ft.) Youngstown-Hoboken ex. Sun.
1 Milk Tank Binghamton-Hoboken (Oxford) ex. Sun.
` Milk P/B Binghamton_Hoboken (Homer) Ex. Sun.
1 Coach Elmira-Binghamton Daily
1 Mail (sealed) Elmira-Binghamton (Off 32)daily
2 coaches Chicago-Elmira for 32-2 to Hoboken,daily
1 diner Chicago-Elmira for 32-2 to Hoboken daily
1 Sleeper Elmira-Hoboken (Off No.2 from Chicago)
1 Tavern-Lounge Elmira-Hoboken (Off No.2 from YOungstown.